12results about "Control initiation means" patented technology

A vertical take-off and landing aircraft includes: a fuselage and 2N tilting rotors. Both sides of the fuselage are provided with a wing symmetrically, a tail of the fuselage is provided with an empennage, and ruddervators are provided at the empennage. 2N tilting rotors are symmetrically provided at both sides of the fuselage, and a part of the 2N tilting rotors are provided on the empennage. N is a natural number greater than or equal to 2; in a vertical take-off and landing state, projections of propellers of the 2N tilting rotors on a horizontal plane are centrally symmetrical about point B, point B and a center of gravity point G of the vertical take-off and landing aircraft are both provided in a symmetry plane of the fuselage.

In some embodiments, an electric aircraft may include a plurality of flight components including a plurality of control surfaces; a plurality of lift propulsors; at least a thrust propulsor; and a plurality of electric motors configured to power the plurality of propulsors; a flight controller, communicatively connected to a pilot input and flight components. In some embodiments, a flight controller may be configured to receive control datum from a pilot input; and generate an output datum as a function of the control datum.

A method of controlling a powered lift aircraft comprises receiving, from a pilot input device, an input indicative of one of a powered lift enabled mode or a powered lift disabled mode and controlling the at least one powered lift element to operate the aircraft in a selected one of the powered lift enabled mode or the powered lift disabled mode based on the received input, wherein in the powered lift enabled mode, the at least one powered lift element is controlled based on a state of the aircraft and, wherein in the powered lift disabled mode, the at least one powered lift element is controlled to disable powered lift.

The present application provides a vertical take-off and landing aircraft and a control method thereof. The vertical take-off and landing aircraft includes: a fuselage and 2N tilting rotors. Both sides of the fuselage are provided with a wing symmetrically, a tail of the fuselage is provided with an empennage, and ruddervators are provided at the empennage. 2N tilting rotors are symmetrically provided at both sides of the fuselage, and a part of the 2N tilting rotors are provided on the empennage. N is a natural number greater than or equal to 2; in a vertical take-off and landing state, projections of propellers of the 2N tilting rotors on a horizontal plane are centrally symmetrical about point B, point B and a center of gravity point G of the vertical take-off and landing aircraft are both provided in a symmetry plane of the fuselage, and point B is provided at a side of point G close to the empennage. During the transition of a vertical take-off and landing aircraft from a vertical take-off and landing state to a cruising state, both point G and point B is configured to move along the symmetry plane, and point B is always provided at the side of point G close to the empennage. This configuration enables the vertical take-off and landing aircraft to have relatively good pitch trimming capability.

A drive for a harmonic gear assembly, comprising an input shaft having a shaft axis (A) and an epicyclic carrier unit removably mounted around, and coaxial with the input shaft, the epicyclic carrier unit comprising a carrier having an interior circumference designed to match the outer circumference of the shaft and further comprising a first roller assembly mounted at a first location around the circumference of the carrier unit and comprising a first roller shaft extending substantially parallel to the shaft axis and a first roller rotatably mounted around the first rotor shaft, and a second roller assembly mounted at a second location around the circumference of the carrier unit and comprising a second roller shaft extending substantially parallel to the shaft axis and a second roller rotatably mounted around the second rotor shaft, the first and second rollers extending radially outwards from the carrier to define a major axis between the radially outer surfaces of the first and second rollers, and wherein the outer surface of the carrier unit at locations other than the first and second locations defines a minor axis.

A vertical take-off and landing (VTOL) aircraft (10) comprises a fuselage (24) first and second forward wings (20, 22) and first and second rearward wings (30, 32), each wing having a fixed leading edge (25, 35) and a trailing control surface (50) which is pivotal about a generally horizontal axis. Electric rotors (60) are mounted to the wings (20, 22, 30, 32), the electric rotors (60) being pivotal with the trailing control surface (50) between a first position in which each rotor (60) has a generally vertical axis of rotation, and a second position in which each rotor (60) has a generally horizontal axis of rotation; wherein at least one of the wings (20, 22, 30, 32) has a first and a second electric rotor (60) which are each mounted having non-parallel axes of rotation so that the thrust lines of the first and second electric rotors are different.

The present invention relates to a control system for an aircraft comprising a computing unit and a subunit, in particular a valve unit, which includes a control unit, wherein the computing unit is connected to the control unit only via one or more single-channel signal channels.

A system and a method are disclosed for a vehicle control and interface system configured to facilitate control of different vehicles through universal mechanisms. The vehicle control and interface system can be integrated with different types of vehicles (e.g., rotorcraft, fixed-wing aircraft, motor vehicles, watercraft, etc.) in order to facilitate operation of the different vehicles using universal vehicle control inputs. In particular, the vehicle control and interface system converts universal vehicle control inputs describing a requested trajectory of a vehicle received from one or more universal vehicle control interfaces into commands for specific actuators of the vehicle configured to adjust a current trajectory of the vehicle to the requested trajectory. In order to convert the universal vehicle control inputs to actuator commands the vehicle control and interface system processes the universal vehicle control inputs using a universal vehicle control router.

This application provides a vertical take-off and landing aircraft and a control method thereof. [Solution] The vertical take-off and landing aircraft comprises an airframe and 2N tiltrotors. Main wings are provided on both sides of the airframe, a tail fin is provided at the rear of the airframe, and a rudder is provided on the tail fin. The 2N tiltrotors are mounted symmetrically on both sides of the airframe, and some of the 2N tiltrotors are located at the tail fin. Here, N is a natural number greater than or equal to 2. In the vertical take-off and landing state, the projection of the propellers of the 2N tiltrotors in the horizontal plane is center-symmetric with respect to point B, and both point B and the center of gravity G of the vertical take-off and landing aircraft are located within the plane of symmetry of the airframe, with point B located on the side of point G closer to the tail fin. In the process of the vertical take-off and landing aircraft transitioning from the vertical take-off and landing state to the cruising state, both point G and point B move toward the nose side along the plane of symmetry, and point B is always located on the side of point G closer to the tail fin. This layout improves the trim-pitch capability of the vertical take-off and landing aircraft.

A method of controlling a powered lift aircraft includes receiving an input from a pilot input device indicative of one of a powered lift enabled mode or a powered lift disabled mode; and controlling at least one powered lift element based on the received input to cause the aircraft to operate in a selected one of the powered lift enabled mode, in which the at least one powered lift element is controlled based on a state of the aircraft, or the powered lift disabled mode, in which the at least one powered lift element is controlled based on a state of the aircraft, to cause the aircraft to operate in the selected one of the powered lift enabled mode and the powered lift disabled mode. And wherein in the powered lift deactivation mode, the at least one powered lift element is controlled to deactivate the powered lift.

A method for controlling a powered lift aircraft includes receiving an input from a pilot input device indicating either a powered lift enabled mode or a powered lift disabled mode, and controlling at least one powered lift element to operate the aircraft in the selected powered lift enabled mode or powered lift disabled mode based on the received input, wherein in the powered lift enabled mode, at least one powered lift element is controlled based on the aircraft's state, and in the powered lift disabled mode, at least one powered lift element is controlled to disable the powered lift.

A method of controlling a powered lift aircraft comprises receiving, from at least one pilot input device, an input indicative of a landing of the powered lift aircraft, controlling, using at least one control circuit, at least one aircraft powered lift element to operate based on the received input. When the input is indicative of a vertical landing, controlling comprises allowing the at least one aircraft powered lift element to provide powered lift to the aircraft based on a sensed airspeed of the aircraft and when the input is indicative of a non-vertical landing, controlling comprises preventing the at least one aircraft powered lift element from providing powered lift to the aircraft.