Control of an aircraft with vertical takeoff and landing capability

Abstract

Provided are computer-implemented methods for autonomously controlling an aircraft having vertical takeoff and landing capability and folding wings, comprising: controlling a plurality of thrust producing components of the aircraft to vertically lift the aircraft when wings of the aircraft are in a first folded configuration, wherein a leading edge of each wing is oriented in a vertical direction when the wings of the aircraft are in the first folded configuration; setting a motor controller gain based on the wings of the aircraft being in the first folded configuration; and aligning the aircraft with a direction of airflow when the wings of the aircraft are in the first folded configuration; and controlling the thrust producing components and control surfaces of the aircraft and an internal engagement mechanism to transition the aircraft from the folded wing configuration to a deployed wing configuration. Systems and computer program products are also provided.

Description

[0001] Cross-references to related applications

[0002] This application claims priority to U.S. Provisional Patent Application No. 63 / 024,693, filed May 14, 2020, the contents of which are incorporated herein by reference in their entirety. Background Technology Technical Field

[0004] This disclosure generally relates to aircraft, and in some non-limiting embodiments or aspects, to systems, methods, and computer program products for controlling aircraft capable of vertical takeoff and landing.

[0005] Technical considerations

[0006] Vertical takeoff and landing (VTOL) aircraft are those capable of hovering, taking off, and landing vertically. For example, VTOL aircraft can include various types of aircraft, including fixed-wing aircraft as well as helicopters and other aircraft with powered rotors, such as cyclocopters (e.g., roll-wing aircraft) and tiltrotor aircraft. In some cases, VTOL aircraft can operate in modes other than VTOL, such as conventional takeoff and landing (CTOL), short takeoff and landing (STOL), and / or short takeoff and vertical landing (STOVL). Other VTOL aircraft, such as some helicopters, can only operate in VTOL mode. This may be due to the lack of landing gear capable of handling horizontal motion in VTOL aircraft.

[0007] However, certain designs of VTOL aircraft may suffer from low stability and may pose problems for pilots based on the design of the VTOL aircraft. For example, depending on the phase of flight of the VTOL aircraft, the pilot may have to operate many control devices with precise control in a short period of time. In such an example, keeping the VTOL aircraft in the correct orientation during takeoff can be particularly complex for the pilot. In this case, a delay in pilot response can exacerbate errors and potentially lead to a crash of the VTOL aircraft. Summary of the Invention

[0008] Systems, methods, and computer program products for controlling aircraft capable of vertical takeoff and landing are disclosed, which can increase pilot input or be used for autonomous aircraft navigation.

[0009] Further embodiments are described in the following numbered clauses:

[0010] Clause 1: A computer-implemented method for autonomously controlling the transition of an aircraft between a hovering configuration and a forward-flying configuration, comprising: controlling, via at least one processor, a plurality of thrust-generating components of the aircraft to vertically ascend the aircraft when the aircraft's wings are in a first folded configuration, wherein, when the aircraft's wings are in the first folded configuration, the leading edge of each wing is oriented vertically; setting motor controller gain via at least one processor based on the aircraft's wings being in the first folded configuration; and aligning the aircraft with the airflow direction via said at least one processor when the aircraft's wings are in the first folded configuration.

[0011] Clause 2: The computer-implemented method according to Clause 1, wherein a first thrust generating component of the plurality of thrust generating components of the aircraft is attached to a first wing of the aircraft, and a second thrust generating component of the plurality of thrust generating components of the aircraft is attached to a second wing of the aircraft, and wherein, when the wing of the aircraft is in a first folding orientation, the first thrust generating component and the second thrust generating component are oriented to generate thrust in a vertically upward direction.

[0012] Clause 3: The computer-implemented method according to Clause 1 or 2 further includes: determining that the aircraft is aligned with the airflow direction when the aircraft's wings are in a first folded configuration and the aircraft is in flight.

[0013] Clause 4: The computer-implemented method according to any one of Clauses 1 to 3 further includes: determining the center of gravity of the aircraft before powering the plurality of thrust-generating components of the aircraft to cause the aircraft to ascend vertically.

[0014] Clause 5: The computer-implemented method according to any one of Clauses 1 to 4 further includes: determining that the aircraft has reached a target altitude; determining that the orientation of the aircraft corresponds to a predetermined orientation; and changing the folding angle of the aircraft's wings from a first folding configuration based on the airspeed of the aircraft.

[0015] Clause 6: The computer-implemented method according to any one of Clauses 1 to 5 further includes: determining whether the orientation of the aircraft corresponds to a predetermined orientation; and adjusting the flight control surfaces of the aircraft based on the determination that the orientation of the aircraft does not correspond to the predetermined orientation.

[0016] Clause 7: The computer-implemented method according to any one of Clauses 1 to 6 further includes: determining whether the orientation of the aircraft corresponds to a predetermined orientation; and based on the determination that the orientation of the aircraft does not correspond to the predetermined orientation, providing power to one of the plurality of thrust generating components of the aircraft to change the orientation of the aircraft.

[0017] Clause 8: A system for autonomously controlling the transition of an aircraft between a hovering configuration and a forward-flying configuration, comprising: at least one processor programmed or configured to: control a plurality of thrust-generating components of the aircraft to vertically ascend the aircraft when the aircraft's wings are in a first folded configuration, wherein the leading edge of each wing is vertically oriented when the aircraft's wings are in the first folded configuration; set a motor controller gain based on the aircraft's wings being in the first folded configuration; and align the aircraft with the airflow direction when the aircraft's wings are in the first folded configuration.

[0018] Clause 9: The system according to Clause 8, wherein a first thrust generating assembly of the plurality of thrust generating assemblies of the aircraft is attached to a first wing of the aircraft, and a second thrust generating assembly of the plurality of thrust generating assemblies of the aircraft is attached to a second wing of the aircraft, and wherein, when the wing of the aircraft is in a first folding orientation, the first thrust generating assembly and the second thrust generating assembly are oriented to generate thrust in a vertically upward direction.

[0019] Clause 10: The system according to Clause 8 or 9, wherein the at least one processor is further programmed or configured to determine that the aircraft is aligned with the airflow direction when the aircraft's wings are in a first folded configuration and the aircraft is in flight.

[0020] Clause 11: A system according to any one of Clauses 8 to 10, wherein the at least one processor is further programmed or configured to determine the center of gravity of the aircraft before powering the plurality of thrust-generating components of the aircraft to enable the aircraft to ascend vertically.

[0021] Clause 12: A system according to any one of Clauses 8 to 11, wherein the at least one processor is further programmed or configured to: determine that the aircraft has reached a target altitude; determine that the orientation of the aircraft corresponds to a predetermined orientation; and change the folding angle of the aircraft's wings from a first folding configuration based on the airspeed of the aircraft.

[0022] Clause 13: A system according to any one of Clauses 8 to 12, wherein the at least one processor is further programmed or configured to: determine whether the orientation of the aircraft corresponds to a predetermined orientation; and adjust the flight control surfaces of the aircraft based on the determination that the orientation of the aircraft does not correspond to the predetermined orientation.

[0023] Clause 14: A system according to any one of Clauses 8 to 13, wherein the at least one processor is further programmed or configured to: determine whether the orientation of the aircraft corresponds to a predetermined orientation; and based on the determination that the orientation of the aircraft does not correspond to the predetermined orientation, provide power to one of the plurality of thrust generating components of the aircraft to cause a change in the orientation of the aircraft.

[0024] Clause 15: A computer program product for autonomously controlling the transition of an aircraft between a hovering configuration and a forward-flying configuration, comprising one or more instructions, which, when executed by at least one processor, cause the at least one processor to: control a plurality of thrust-generating components of the aircraft to vertically ascend the aircraft when the aircraft's wings are in a first folded configuration, wherein, when the aircraft's wings are in the first folded configuration, the leading edge of each wing is oriented vertically; set a motor controller gain based on the aircraft's wings being in the first folded configuration; and align the aircraft with the airflow direction when the aircraft's wings are in the first folded configuration.

[0025] Clause 16: The computer program product according to Clause 15, wherein a first thrust generating component of the plurality of thrust generating components of the aircraft is attached to a first wing of the aircraft, and a second thrust generating component of the plurality of thrust generating components of the aircraft is attached to a second wing of the aircraft, and wherein, when the wing of the aircraft is in a first folding orientation, the first thrust generating component and the second thrust generating component are oriented to generate thrust in a vertically upward direction.

[0026] Clause 17: A computer program product pursuant to Clause 15 or 16, wherein the one or more instructions further cause the at least one processor to: determine that the aircraft is aligned with the airflow direction when the aircraft's wings are in a first folded configuration and the aircraft is in flight.

[0027] Clause 18: A computer program product pursuant to any one of Clauses 15 to 17, wherein the one or more instructions further cause the at least one processor to determine the center of gravity of the aircraft before providing power to the plurality of thrust-generating components of the aircraft to enable the aircraft to ascend vertically.

[0028] Clause 19: A computer program product as described in any one of Clauses 15-18, wherein one or more instructions further cause the at least one processor to: determine that the aircraft has reached a target altitude; determine that the orientation of the aircraft corresponds to a predetermined orientation; and change the folding angle of the aircraft's wings from a first folding configuration based on the airspeed of the aircraft.

[0029] Clause 20: A computer program product as described in any one of Clauses 15-19, wherein one or more instructions further cause the at least one processor to: determine whether the orientation of the aircraft corresponds to a predetermined orientation; and adjust the flight control surfaces of the aircraft based on the determination that the orientation of the aircraft does not correspond to the predetermined orientation.

[0030] Clause 21: A computer program product as described in any one of Clauses 15-20, wherein the one or more instructions further cause the at least one processor to: determine whether the orientation of the aircraft corresponds to a predetermined orientation; and based on the determination that the orientation of the aircraft does not correspond to the predetermined orientation, to power one of the plurality of thrust generating components of the aircraft to change the orientation of the aircraft.

[0031] Clause 22: A computer-implemented method for autonomously controlling the transition of an aircraft between a hovering configuration and a forward-flying configuration, comprising: determining, by at least one processor, that the aircraft has reached a target altitude; changing, by at least one processor, the folding angle of the aircraft's wings from a first folding configuration, wherein when the aircraft's wings are in the first folding configuration, the leading edge of each wing is oriented in a vertical direction; and determining, by at least one processor, whether the folding angle of the aircraft's wings corresponds to a predetermined folding angle.

[0032] Clause 23: The computer-implemented method according to Clause 22 further includes: adjusting the flight control surfaces of the aircraft based on determining that the folding angle of the aircraft's wings corresponds to the predetermined folding angle.

[0033] Clause 24: The computer-implemented method according to Clause 22 or 23, wherein changing the folding angle of the aircraft's wing from a first folding configuration comprises: changing the folding angle of the aircraft's wing from the first folding configuration to a first folding angle based on the airspeed of the aircraft.

[0034] Clause 25: The computer-implemented method according to any one of Clauses 22 to 24 further includes: setting the motor controller gain based on a first folding angle of the aircraft's wing.

[0035] Clause 26: A computer-implemented method according to any one of Clauses 22 to 25, wherein determining whether the folding angle of the aircraft's wing corresponds to the predetermined folding angle comprises: determining whether the folding angle of the aircraft's wing corresponds to a second folding configuration, wherein the second folding configuration includes a wing having a folding angle midway between a first folding configuration and an unfolded configuration.

[0036] Clause 27: A computer-implemented method according to any one of Clauses 22 to 26, wherein changing the folding angle of the aircraft's wing from a first folding configuration comprises: changing the folding angle of the aircraft's wing from the first folding configuration at a first change rate based on the aircraft's airspeed.

[0037] Clause 28: The computer-implemented method according to any one of Clauses 22 to 27 further includes: after determining that the aircraft has reached the target altitude, determining whether the orientation of the aircraft corresponds to a predetermined orientation; and adjusting the flight control surfaces of the aircraft based on the determination that the orientation of the aircraft does not correspond to the predetermined orientation.

[0038] Clause 29: A computer-implemented method according to any one of Clauses 22 to 28, wherein changing the folding angle of the aircraft's wing from a first folding configuration comprises: changing the folding angle of the aircraft's wing from the first folding configuration to a first folding angle based on a first airspeed of the aircraft; and changing the folding angle of the aircraft's wing from the first folding angle to an unfolded configuration based on a second airspeed of the aircraft.

[0039] Clause 30: A computer-implemented method according to any one of Clauses 22 to 29, wherein determining whether the folding angle of the aircraft's wing corresponds to the predetermined folding angle comprises: determining whether the folding angle of the aircraft's wing corresponds to a folding angle associated with the deployed configuration of the aircraft's wing.

[0040] Clause 31: A computer-implemented method according to any one of Clauses 22-30, wherein changing the folding angle of the aircraft's wing from a first folding angle to an deployed configuration based on a second airspeed of the aircraft comprises: changing the folding angle of the aircraft's wing from a first folding angle to an deployed configuration at a maximum turning speed based on the second airspeed of the aircraft, wherein the second airspeed of the aircraft is an airspeed equal to the aircraft's stall speed.

[0041] Clause 32: The computer-implemented method according to any one of Clauses 22 to 31 further includes: adjusting the flight control surfaces of the aircraft based on determining that the orientation of the aircraft does not correspond to a predetermined orientation while changing the folding angle of the wing of the aircraft from a first folding angle to an unfolded configuration.

[0042] Clause 33: A computer-implemented method according to any one of Clauses 22 to 32, wherein changing the folding angle of the aircraft's wing from a first folding configuration comprises: changing the folding angle of the aircraft's wing from the first folding configuration to an deployed configuration based on the airspeed of the aircraft; wherein determining whether the folding angle of the aircraft's wing corresponds to the predetermined folding angle comprises: determining whether the folding angle of the aircraft's wing corresponds to a folding angle associated with the deployed configuration of the aircraft's wing; and the method further comprises: determining a flight path of the aircraft; and controlling a plurality of thrust-generating components of the aircraft to cause the aircraft to fly according to the flight path based on the determination that the folding angle of the aircraft's wing corresponds to a folding angle associated with the deployed configuration of the aircraft's wing.

[0043] Clause 34: A system for autonomously controlling the transition of an aircraft between a hovering configuration and a forward-flying configuration, comprising: at least one processor programmed or configured to: determine that the aircraft has reached a target altitude; change the folding angle of the aircraft's wings from a first folding configuration, wherein when the aircraft's wings are in the first folding configuration, the leading edge of each wing is oriented in a vertical direction; and determine whether the folding angle of the aircraft's wings corresponds to a predetermined folding angle.

[0044] Clause 35: The system according to Clause 34, wherein the at least one processor is further programmed or configured to adjust the flight control surfaces of the aircraft based on determining that the folding angle of the aircraft's wing corresponds to the predetermined folding angle.

[0045] Clause 36: A system according to Clause 34 or 35, wherein, when the folding angle of the aircraft's wing is changed from a first folding configuration, the at least one processor is programmed or configured to: change the folding angle of the aircraft's wing from the first folding configuration to a first folding angle based on the airspeed of the aircraft.

[0046] Clause 37: A system according to any one of Clauses 34 to 36, wherein the at least one processor is further programmed or configured to set the motor controller gain based on a first folding angle of the aircraft's wing.

[0047] Clause 38: A system according to any one of Clauses 34 to 37, wherein, when determining whether the folding angle of the aircraft's wing corresponds to the predetermined folding angle, the at least one processor is programmed or configured to: determine whether the folding angle of the aircraft's wing corresponds to a second folding configuration, wherein the second folding configuration includes a wing having a folding angle as midway between a first folding configuration and an unfolded configuration.

[0048] Clause 39: A system according to any one of Clauses 34 to 38, wherein, when the folding angle of the aircraft's wing is changed from a first folding configuration, the at least one processor is programmed or configured to: change the folding angle of the aircraft's wing from the first folding configuration at a first change rate based on the aircraft's airspeed.

[0049] Clause 40: A system according to any one of Clauses 34 to 39, wherein the at least one processor is further programmed or configured to: determine whether the orientation of the aircraft corresponds to a predetermined orientation after determining that the aircraft has reached the target altitude; and adjust the flight control surfaces of the aircraft based on the determination that the orientation of the aircraft does not correspond to the predetermined orientation.

[0050] Clause 41: A system according to any one of Clauses 34 to 40, wherein, when the folding angle of the aircraft's wing is changed from a first folding configuration, the at least one processor is programmed or configured to: change the folding angle of the aircraft's wing from the first folding configuration to a first folding angle based on a first airspeed of the aircraft; and change the folding angle of the aircraft's wing from the first folding angle to an unfolded configuration based on a second airspeed of the aircraft.

[0051] Clause 42: The system according to any one of Clauses 34 to 41, wherein, when determining whether the folding angle of the aircraft's wing corresponds to the predetermined folding angle, the at least one processor is further programmed or configured to: determine whether the folding angle of the aircraft's wing corresponds to a folding angle associated with the deployed configuration of the aircraft's wing.

[0052] Clause 43: A system according to any one of Clauses 34-42, wherein when the folding angle of the aircraft's wing is changed from a first folding angle to an deployed configuration based on the aircraft's second airspeed, the at least one processor is further programmed or configured to: change the folding angle of the aircraft's wing from a first folding angle to an deployed configuration at a maximum change rate based on the aircraft's second airspeed, wherein the aircraft's second airspeed is an airspeed equal to the aircraft's stall speed.

[0053] Clause 44: A system according to any one of Clauses 34 to 43, wherein the at least one processor is further programmed or configured to adjust the flight control surfaces of the aircraft based on determining that the orientation of the aircraft does not correspond to a predetermined orientation while changing the folding angle of the aircraft's wings from a first folding angle to an unfolded configuration.

[0054] Clause 45: A system according to any one of Clauses 34 to 44, wherein, when changing the folding angle of the aircraft's wing from a first folding configuration to an deployed configuration based on the airspeed of the aircraft; wherein, when determining whether the folding angle of the aircraft's wing corresponds to the predetermined folding angle, the at least one processor is programmed or configured to: determine whether the folding angle of the aircraft's wing corresponds to a folding angle associated with the deployed configuration of the aircraft's wing; and wherein the at least one processor is further programmed or configured to: determine the flight path of the aircraft; and, based on the determination that the folding angle of the aircraft's wing corresponds to a folding angle associated with the deployed configuration of the aircraft's wing, control a plurality of thrust generating components of the aircraft to cause the aircraft to fly according to the flight path.

[0055] Clause 46: A computer program product for autonomously controlling the transition of an aircraft between a hovering configuration and a forward-flying configuration, comprising one or more instructions, which, when executed by at least one processor, cause the at least one processor to: determine that the aircraft has reached a target altitude; change the folding angle of the aircraft's wings from a first folding configuration, wherein when the aircraft's wings are in the first folding configuration, the leading edge of each wing is oriented vertically; and determine whether the folding angle of the aircraft's wings corresponds to a predetermined folding angle.

[0056] Clause 47: A computer program product pursuant to Clause 46, wherein the one or more instructions further cause the at least one processor to adjust the flight control surfaces of the aircraft based on determining that the folding angle of the aircraft's wings corresponds to the predetermined folding angle.

[0057] Clause 48: A computer program product pursuant to Clause 46 or 47, wherein one or more instructions that cause the at least one processor to change the folding angle of the aircraft's wing from a first folding configuration cause the at least one processor to: change the folding angle of the aircraft's wing from a first folding configuration to a first folding angle based on the airspeed of the aircraft.

[0058] Clause 49: A computer program product as described in any one of Clauses 46-48, wherein one or more instructions further cause the at least one processor to: set the motor controller gain based on a first folding angle of the aircraft's wing.

[0059] Clause 50: A computer program product according to any one of Clauses 46-49, wherein one or more instructions that cause the at least one processor to determine whether the folding angle of the wing of the aircraft corresponds to the predetermined folding angle cause the at least one processor to: determine whether the folding angle of the wing of the aircraft corresponds to a second folding configuration, wherein the second folding configuration includes a wing having a folding angle as midway between a first folding configuration and an unfolded configuration.

[0060] Clause 51: A computer program product according to any one of Clauses 46 to 50, wherein the one or more instructions that cause the at least one processor to change the folding angle of the aircraft's wings from a first folding configuration cause the at least one processor to: change the folding angle of the aircraft's wings from the first folding configuration at a first change rate based on the airspeed of the aircraft.

[0061] Clause 52: A computer program product as described in any one of Clauses 46-51, wherein one or more instructions further cause the at least one processor to: determine, after determining that the aircraft has reached the target altitude, whether the orientation of the aircraft corresponds to a predetermined orientation; and adjust the flight control surfaces of the aircraft based on the determination that the orientation of the aircraft does not correspond to the predetermined orientation.

[0062] Clause 53: A computer program product according to any one of Clauses 46 to 52, wherein the one or more instructions that cause the at least one processor to change the folding angle of the aircraft's wing from a first folding configuration cause the at least one processor to: change the folding angle of the aircraft's wing from the first folding configuration to a first folding angle based on a first airspeed of the aircraft; and change the folding angle of the aircraft's wing from the first folding angle to an unfolded configuration based on a second airspeed of the aircraft.

[0063] Clause 54: A computer program product pursuant to any one of Clauses 46-53, wherein one or more instructions causing the at least one processor to determine whether the folding angle of the wing of the aircraft corresponds to the predetermined folding angle cause the at least one processor to: determine whether the folding angle of the wing of the aircraft corresponds to a folding angle associated with the deployed configuration of the wing of the aircraft.

[0064] Clause 55: A computer program product according to any one of Clauses 46-54, wherein the one or more instructions that cause the at least one processor to change the folding angle of the aircraft's wings from a first folding angle to an deployed configuration based on the second airspeed of the aircraft cause the at least one processor to: change the folding angle of the aircraft's wings from a first folding angle to an deployed configuration at a maximum turning speed based on the second airspeed of the aircraft, wherein the second airspeed of the aircraft is an airspeed equal to the aircraft's stall speed.

[0065] Clause 56: A computer program product as described in any one of Clauses 46-55, wherein one or more instructions further cause the at least one processor to adjust the flight control surfaces of the aircraft based on determining that the orientation of the aircraft does not correspond to a predetermined orientation while changing the folding angle of the aircraft's wings from a first folding angle to an unfolded configuration.

[0066] Clause 57: A computer program product according to any one of Clauses 46 to 56, wherein the one or more instructions causing the at least one processor to change the folding angle of the aircraft's wings from a first folding configuration cause the at least one processor to: change the folding angle of the aircraft's wings from a first folding configuration to an unfolded configuration based on the airspeed of the aircraft; wherein the one or more instructions causing the at least one processor to determine whether the folding angle of the aircraft's wings corresponds to the predetermined folding angle cause the at least one processor to: determine whether the folding angle of the aircraft's wings corresponds to a folding angle associated with the unfolded configuration of the aircraft's wings; and wherein the one or more instructions further cause the at least one processor to: determine the flight path of the aircraft; and, based on the determination that the folding angle of the aircraft's wings corresponds to a folding angle associated with the unfolded configuration of the aircraft's wings, control a plurality of thrust generating components of the aircraft to cause the aircraft to fly according to the flight path.

[0067] Clause 58: A computer-implemented method for autonomously controlling the transition of an aircraft between a forward-flying configuration and a hovering configuration, comprising: controlling the aircraft by at least one processor to reduce the airspeed of the aircraft when the aircraft's wings are in a deployed configuration, wherein the leading edge of each wing is oriented in a horizontal direction when the aircraft's wings are in a deployed configuration; determining the airspeed of the aircraft by at least one processor; and changing the folding angle of the aircraft's wings from the deployed configuration to a first folding configuration by at least one processor based on the airspeed of the aircraft, wherein the leading edge of each wing is oriented in a vertical direction when the aircraft's wings are in the first folding configuration.

[0068] Clause 59: The computer-implemented method according to Clause 58, wherein changing the folding angle of the aircraft's wing from an unfolded configuration to a first folding configuration comprises: changing the folding angle of the aircraft's wing from an unfolded configuration to a first folding configuration at a change rate based on the aircraft's airspeed.

[0069] Clause 60: The computer-implemented method according to Clause 58 or 59, wherein changing the folding angle of the aircraft's wing at the change rate comprises: changing the folding angle of the aircraft's wing from an unfolded configuration to a first folded configuration at the change rate based on a function of the aircraft's airspeed.

[0070] Clause 61: The computer-implemented method according to any one of Clauses 58 to 60 further includes: comparing the airspeed of the aircraft with a threshold; determining whether the airspeed of the aircraft is greater than the threshold; and controlling the aircraft to decelerate based on the determination that the airspeed of the aircraft is greater than the threshold.

[0071] Clause 62: The computer-implemented method according to any one of Clauses 58 to 61 further includes: comparing the airspeed of the aircraft with a threshold; determining whether the airspeed of the aircraft is less than the threshold; and controlling the aircraft to accelerate based on the determination that the airspeed of the aircraft is less than the threshold.

[0072] Clause 63: A computer-implemented method according to any one of Clauses 58 to 62, wherein changing the folding angle of the aircraft's wing from an unfolded configuration to a first folding configuration comprises: changing the folding angle of the aircraft's wing from an unfolded configuration to a first folding configuration based on determining that the airspeed of the aircraft satisfies a threshold.

[0073] Clause 64: A computer-implemented method according to any one of Clauses 58 to 63, wherein controlling an aircraft to reduce its airspeed when its wings are in a deployed configuration comprises: controlling a plurality of thrust-generating components of the aircraft or flight control surfaces of the aircraft to reduce its airspeed when its wings are in a deployed configuration.

[0074] Clause 65: A system for autonomously controlling the transition of an aircraft between a forward-flying configuration and a hovering configuration, comprising: at least one processor programmed or configured to: control the aircraft to reduce its airspeed when the aircraft's wings are in a deployed configuration, wherein the leading edge of each wing is oriented horizontally when the aircraft's wings are in a deployed configuration; determine the airspeed of the aircraft; and change the folding angle of the aircraft's wings from the deployed configuration to a first folding configuration based on the airspeed of the aircraft, wherein the leading edge of each wing is oriented vertically when the aircraft's wings are in the first folding configuration.

[0075] Clause 66: The system according to Clause 65, wherein when the folding angle of the aircraft's wing is changed from an unfolded configuration to a first folding configuration, the at least one processor is programmed or configured to change the folding angle of the aircraft's wing from an unfolded configuration to a first folding configuration at a change rate based on the aircraft's airspeed.

[0076] Clause 67: A system according to Clause 65 or 66, wherein, when the folding angle of the aircraft's wing is changed at the change rate, the at least one processor is programmed or configured to: change the folding angle of the aircraft's wing from an unfolded configuration to a first folded configuration at the change rate, based on a function of the aircraft's airspeed.

[0077] Clause 68: A system according to any one of Clauses 65 to 67, wherein the at least one processor is further programmed or configured to: compare the airspeed of the aircraft with a threshold; determine whether the airspeed of the aircraft is greater than the threshold; and based on the determination that the airspeed of the aircraft is greater than the threshold, control the aircraft to decelerate the aircraft.

[0078] Clause 69: A system pursuant to any one of Clauses 65 to 68, wherein the at least one processor is further programmed or configured to: compare the airspeed of the aircraft with a threshold; determine whether the airspeed of the aircraft is less than the threshold; and, based on the determination that the airspeed of the aircraft is less than the threshold, control the aircraft to accelerate the aircraft.

[0079] Clause 70: A system according to any one of Clauses 65 to 69, wherein when the folding angle of the aircraft's wing is changed from an unfolded configuration to a first folding configuration, the at least one processor is programmed or configured to: change the folding angle of the aircraft's wing from an unfolded configuration to a first folding configuration based on determining that the airspeed of the aircraft meets a threshold.

[0080] Clause 71: A system pursuant to any one of Clauses 65-70, wherein, when the aircraft is controlled to reduce its airspeed when its wings are in a deployed configuration, the at least one processor is programmed or configured to: control a plurality of thrust-generating components of the aircraft or the flight control surfaces of the aircraft to reduce its airspeed when its wings are in a deployed configuration.

[0081] Clause 72: A computer program product for autonomously controlling the transition of an aircraft between a forward-flying configuration and a hovering configuration, comprising one or more instructions, which, when executed by at least one processor, cause the at least one processor to: control the aircraft to reduce its airspeed when the aircraft's wings are in a deployed configuration, wherein the leading edge of each wing is oriented horizontally when the aircraft's wings are in a deployed configuration; determine the airspeed of the aircraft; and change the folding angle of the aircraft's wings from the deployed configuration to a first folding configuration based on the aircraft's airspeed, wherein the leading edge of each wing is oriented vertically when the aircraft's wings are in the first folding configuration.

[0082] Clause 73: A computer program product pursuant to Clause 72, wherein one or more instructions causing the at least one processor to change the folding angle of the aircraft's wings from an unfolded configuration to a first folding configuration cause the at least one processor to: change the folding angle of the aircraft's wings from an unfolded configuration to a first folding configuration at a rate of change based on the aircraft's airspeed.

[0083] Clause 74: A computer program product pursuant to Clause 72 or 73, wherein one or more instructions causing the at least one processor to change the folding angle of the aircraft's wings at a change rate cause the at least one processor to: change the folding angle of the aircraft's wings from an unfolded configuration to a first folded configuration at a change rate based on a function of the aircraft's airspeed.

[0084] Clause 75: A computer program product as described in any one of Clauses 72 to 74, wherein one or more instructions further cause the at least one processor to: compare the airspeed of the aircraft with a threshold; determine whether the airspeed of the aircraft is greater than the threshold; and, based on the determination that the airspeed of the aircraft is greater than the threshold, control the aircraft to decelerate the aircraft.

[0085] Clause 76: A computer program product as described in any one of Clauses 72 to 75, wherein one or more instructions further cause the at least one processor to: compare the airspeed of the aircraft with a threshold; determine whether the airspeed of the aircraft is less than the threshold; and, based on the determination that the airspeed of the aircraft is less than the threshold, control the aircraft to accelerate the aircraft.

[0086] Clause 77: A computer program product according to any one of Clauses 72 to 76, wherein the one or more instructions that cause the at least one processor to change the folding angle of the aircraft's wings from an unfolded configuration to a first folding configuration cause the at least one processor to: change the folding angle of the aircraft's wings from an unfolded configuration to a first folding configuration based on determining that the airspeed of the aircraft meets a threshold.

[0087] Clause 78: A computer program product according to any one of Clauses 72 to 77, wherein the one or more instructions that cause the at least one processor to control the aircraft to reduce the airspeed of the aircraft when the wings of the aircraft are in a deployed configuration cause the at least one processor to: control a plurality of thrust generating components of the aircraft or flight control surfaces of the aircraft to reduce the airspeed of the aircraft when the wings of the aircraft are in a deployed configuration.

[0088] The features and characteristics of this disclosure, as well as the methods of operation and function of the related elements of the structure, and the economy of combination and manufacture of the components, will become more apparent upon consideration of the following description and the appended claims with reference to the accompanying drawings, all of which form part of this specification, wherein the same reference numerals in the respective figures indicate corresponding components. However, it should be clearly understood that the drawings are for illustrative and descriptive purposes only and are not intended to be construed as limiting the scope of this disclosure. As used in the specification and claims, the singular forms “a,” “an,” and “the” include plural indicators unless the context clearly indicates otherwise. Attached Figure Description

[0089] Figure 1A This is a diagram of a non-limiting embodiment of a system for controlling an aircraft capable of vertical takeoff and landing;

[0090] Figure 1B The diagram shows a non-limiting embodiment of an aircraft capable of vertical takeoff and landing;

[0091] Figure 2 yes Figure 1A and 1B A diagram of a non-limiting aspect or embodiment of a component of one or more devices and / or one or more systems;

[0092] Figure 3-5This is a flowchart of a non-limiting embodiment for controlling aircraft processing;

[0093] Figure 6-8 It is a dimensionless graph showing the wing transition profile as a function of the stall velocity fraction; and

[0094] Figure 9 Figures are provided showing non-limiting embodiments of different wing configurations for aircraft capable of vertical takeoff and landing. Detailed Implementation

[0095] For the purposes described below, the terms “end,” “upper,” “lower,” “right,” “left,” “vertical,” “horizontal,” “top,” “bottom,” “lateral,” “longitudinal,” and their derivatives should be applied to this disclosure as oriented as shown in the accompanying drawings. However, it should be understood that this disclosure may take various alternative variations and sequences of steps unless expressly specified to the contrary. It should also be understood that the specific apparatus and processes shown in the accompanying drawings and described in the following specification are merely exemplary embodiments or aspects of this disclosure. Therefore, unless otherwise indicated, the specific dimensions and other physical characteristics relating to the embodiments or aspects of the embodiments disclosed herein should not be considered limiting.

[0096] Unless explicitly stated otherwise, aspects, components, elements, structures, actions, steps, functions, instructions, etc., as used herein should not be construed as critical or essential. Furthermore, as used herein, the articles “a” and “an” are intended to include one or more items and are interchangeable with “one or more” and “at least one.” As used in the specification and claims, the singular forms “a,” “an,” and “the” include plural referents, e.g., unless the context clearly indicates otherwise. Additionally, as used herein, the terms “set” and “group” are intended to include one or more items (e.g., related items, unrelated items, combinations of related and unrelated items, etc.) and are interchangeable with “one or more” or “at least one.” Where only one item is intended, the term “a” or similar language is used. Furthermore, as used herein, the terms “having,” “having,” etc., are intended to be open-ended terms. Furthermore, unless explicitly stated otherwise, the phrase “based on” is intended to mean “at least partially based on.” Furthermore, the phrase "based on" can mean "in response to" and indicate conditions for automatically triggering a specified operation of an electronic device (e.g., a processor, computing device, etc.), as appropriately mentioned herein.

[0097] As used herein, the term "system" can refer to one or more computing devices or combinations of computing devices, such as, but not limited to, processors, servers, client devices, software applications, and / or other similar components. Furthermore, references to "server" or "processor" as used herein can refer to a previously referenced server and / or processor, different servers and / or processors, and / or combinations of servers and / or processors, that is referred to as performing a prior step or function. For example, as used in the specification and claims, a first server and / or a first processor described as performing a first step or function can refer to the same or different servers and / or processors described as performing a second step or function.

[0098] Now for reference Figure 1A , Figure 1A This is a diagram of an example environment 100 in which the devices, systems, methods, and / or products described herein can be implemented. For example... Figure 1A As shown, environment 100 includes aircraft 102, aircraft control system 104, and communication network 106. Aircraft 102, aircraft control system 104, and / or communication network 106 may be interconnected via wired connections, wireless connections, or a combination of wired and wireless connections (e.g., establishing connections for communication, etc.).

[0099] Aircraft 102 may include one or more aircraft configured to be controlled (e.g., autonomous control, semi-autonomous control, etc.) for vertical takeoff and landing operations and for flying along a flight path to or from a destination. For example, aircraft 102 may include an aircraft having an airframe as disclosed in U.S. Patent Application Publication No. 2018 / 0312251, which is incorporated herein by reference in its entirety.

[0100] As described herein, aircraft 102 can perform repeated in-flight transitions between a compact and maneuverable hovering configuration (e.g., when the wings of aircraft 102 are in a first folded configuration) and a forward flight configuration (e.g., cruise configuration, cruise state, etc.) capable of efficient level flight (e.g., when the wings of aircraft 102 are in an deployed configuration). In the hovering or low-speed configuration, the weight of aircraft 102 can be substantially supported by the thrust of a thrust-generating assembly of aircraft 102, which can be coupled to the wing such that the thrust-generating assembly is also tilted so that its thrust is directed more vertically. In the forward flight configuration, the weight of aircraft 102 can be substantially supported by lift generated from the wing, and the propulsive thrust can be directed horizontally. Additionally or alternatively, intermediate configurations of a continuous range of wings (e.g., based on the wing's tilt position) can also be employed to provide varying levels of thrust and / or wing-generated lift. As disclosed herein, aircraft 102 may provide the unique ability to smoothly and stably change (e.g., transform) between wing configurations during flight of aircraft 102 and / or operate indefinitely while the wing is in a particular configuration (such as an intermediate configuration).

[0101] In some non-limiting embodiments, the performance characteristics of aircraft 102 can be achieved by utilizing a folding wing structure, such as the wing and wing-joint system 110 described below, which uses a folding motion by which a wing or a portion of a wing pivots on a tilt axis. The tilt axis can be an axis tilted relative to the longitudinal or lateral axis of aircraft 102. This folding motion can orient the leading edge of each wing in an upward or forward direction depending on the folding angle of the wing. In some non-limiting embodiments, in the folding configuration, the wing can extend along the fuselage of aircraft 102 to reduce the moment of inertia generated by the mass of the wing, the aerodynamic effects of the wing when aircraft 102 is in a hovering configuration, and the amount of space required for the storage and / or ground transport of aircraft 102. In some non-limiting embodiments, a portion of the wing folded in this manner may include a thrust-generating component coupled to the wing such that the thrust can be redirected between the horizontal and vertical directions when the wing folding changes (e.g., when the wing is tilted or folded).

[0102] Aircraft control system 104 may include one or more devices configured to communicate with aircraft 102 via communication network 106 (e.g., send and / or receive information) and / or provide control signals (e.g., commands, command signals, etc.) to aircraft 102. For example, aircraft control system 104 may include computer equipment, such as servers. Aircraft control system 104 may be configured to communicate via imaging systems and / or short-range wireless communication connections (e.g., near-field communication (NFC) connections, radio frequency identification (RFID) communication connections, etc.). (Communication connections, etc.) send and / or receive data to and / or from the communication network 106. In some non-limiting embodiments or aspects, the aircraft control system 104 may be associated with a user, as described herein.

[0103] The communication network 106 may include one or more wired and / or wireless networks. For example, the communication network 106 may include cellular networks (e.g., Long Term Evolution (LTE) networks, third-generation (3G) networks, fourth-generation (4G) networks, Code Division Multiple Access (CDMA) networks, etc.), Public Land Mobile Networks (PLMN), Local Area Networks (LAN), Wide Area Networks (WAN), Metropolitan Area Networks (MAN), Telephone Networks (e.g., Public Switched Telephone Network (PSTN)), Private Networks, Self-organizing Networks, Intranets, the Internet, Fiber-based Networks, Cloud Computing Networks, etc., and / or combinations of some or all of these or other types of networks.

[0104] As an example, it is provided Figure 1A The number and arrangement of the systems and / or equipment shown. This may exist with... Figure 1A The systems and / or devices shown are those that are additional, fewer, different, or differently arranged compared to additional systems and / or devices. Furthermore, Figure 1A The two or more systems and / or devices shown can be implemented within a single system or a single device, or Figure 1A The single system or single device shown can be implemented as multiple distributed systems or devices. Alternatively, a group of systems or a group of devices in environment 100 (e.g., one or more systems, one or more devices) can perform one or more functions described as being performed by another group of systems or another group of devices in environment 100.

[0105] Now for reference Figure 1B , Figure 1B This is a diagram of a non-limiting embodiment of aircraft 102. (As shown) Figure 1B As shown, aircraft 102 includes a flight control system 108, a wing coupling system 110, a thrust generation assembly 112, a servo motor 114, radio communication equipment 116, and sensors 118. The components of aircraft 102 can be interconnected via wired connections, wireless connections, or a combination of wired and wireless connections (e.g., establishing connections for communication, etc.).

[0106] Flight control system 108 may include one or more devices configured to control the operation of aircraft 102. For example, flight control system 108 may include one or more computer devices, such as one or more processors, controllers, microcontrollers, etc. In some non-limiting embodiments, flight control system 108 may receive input from another component, such as a sensor 118, and flight control system 108 may cause another component, such as a servo motor 114, to perform actions (e.g., control operations) based on the input received by flight control system 108.

[0107] The wing engagement system 110 may include one or more devices configured to change the folding angle of the wings of the aircraft 102. For example, the wing engagement system 110 may include one or more motors (e.g., one or more electric motors), one or more motor drive controllers (e.g., one or more engagement motor drivers), one or more gearboxes, one or more encoders (e.g., one or more linear drive encoders), one or more sensors, one or more actuators, one or more wing coupling devices, one or more wing pivoting devices, and / or one or more linear drive components. In some non-limiting embodiments, the flight control system 108 may cause the wing engagement system 110 to change the folding angle of the wings of the aircraft 102 based on the airspeed of the aircraft 102.

[0108] Thrust generating assembly 112 may include multiple devices configured to provide thrust to aircraft 102. For example, thrust generating assembly 112 may include multiple aircraft motors (e.g., one or more electric aircraft motors, one or more piston engines, one or more gas turbine engines, etc.). In some non-limiting embodiments, thrust generating assembly 112 may include multiple aircraft motors including propellers to provide thrust in the flight direction (e.g., direction of travel) of aircraft 102. In some non-limiting embodiments, aircraft 102 may forgo including wing engagement system 110, and aircraft 102 may be configured to use one or more thrust generating assemblies 112 to change the folding angle of the wings of aircraft 102. For example, the wings of aircraft 102 may be transformed without an engagement mechanism (e.g., wing engagement system 110). In such an example, the wings of aircraft 102 may be transformed using only the thrust from thrust generating assembly 112.

[0109] Servo motor 114 may include one or more devices, such as one or more servo motors, configured to allow precise control of the angular or linear position, velocity, and acceleration of components of aircraft 102. For example, servo motor 114 may include motors and / or actuators (e.g., rotary actuators or linear actuators) coupled to sensors for feedback, and control devices (e.g., controllers) designed for use with servo motor 114. In some non-limiting embodiments, servo motor 114 may include one or more servo motors for controlling components of aircraft 102 to control the flight direction and / or orientation of aircraft 102. For example, servo motor 114 may include one or more servo motors for controlling flight control surfaces of aircraft 102 (e.g., flaps, ailerons, elevators, rudders, tabs, spoilers, etc.). In some non-limiting embodiments, servo motor 114 may include one or more tail servo motors (e.g., one or more tail rudder servo motors), one or more aileron servo motors, one or more elevator servo motors, variable-pitch servo motors for adjusting the pitch of propeller blades, one or more servo motors for flaps, etc.

[0110] Radio communication equipment 116 may include one or more devices configured to allow aircraft 102 to communicate with another electronic device or entity, such as aircraft control system 104. For example, radio communication equipment 116 may include one or more radios, which may include one or more transceivers, one or more transmitters, one or more receivers, etc. In some non-limiting embodiments, radio communication equipment 116 may include one or more devices that only allow one-way communication, such as one or more transmitters or one or more receivers. For example, radio communication equipment 116 may include a receiver without a transmitter. In such an example, aircraft 102 may use radio communication equipment 116 to receive information (e.g., control signals from aircraft control system 104, information associated with the flight path of aircraft 102, etc.), but aircraft 102 may not be able to transmit information.

[0111] Sensor 118 may include one or more devices configured to provide information about aircraft 102. For example, sensor 118 may include one or more force sensors, one or more accelerometers, one or more gyroscopes, one or more position sensors (e.g., one or more Global Positioning System (GPS) sensors), one or more navigation sensors (e.g., one or more magnetic sensors providing an indication of north direction), one or more altitude sensors, one or more airspeed sensors, one or more electrical sensors (e.g., one or more power (e.g., battery) sensors, one or more sensors associated with current and / or voltage from a power source or other electrical components of aircraft 102), one or more component position sensors (e.g., one or more sensors associated with flight control surfaces of aircraft 102, one or more sensors associated with the position of the wings of aircraft 102, one or more sensors associated with the folding angle of the wings of aircraft 102, etc.).

[0112] Now for reference Figure 2 The diagram illustrates example components of device 200. Device 200 may correspond to one or more devices of aircraft 102. For example, device 200 may correspond to flight control system 108. In some non-limiting embodiments, aircraft 102 (e.g., flight control system 108 of aircraft 102) may include at least one device 200 and / or at least one component of device 200. Figure 2 As shown, device 200 may include bus 202, processor 204, memory 206, storage component 208, input component 210, output component 212 and communication interface 214.

[0113] Bus 202 may include components that allow communication between components of device 200. In some non-limiting embodiments or aspects, processor 204 may be implemented in hardware, software, or a combination of hardware and software. For example, processor 204 may include a processor (e.g., a central processing unit (CPU), graphics processing unit (GPU), accelerated processing unit (APU), etc.), microprocessor, digital signal processor (DSP), and / or any processing component capable of being programmed to perform functions (e.g., a field-programmable gate array (FPGA), application-specific integrated circuit (ASIC), etc.). Memory 206 may include random access memory (RAM), read-only memory (ROM), and / or another type of dynamic or static storage device (e.g., flash memory, magnetic storage, optical storage, etc.) that stores information and / or instructions for use by processor 204.

[0114] Storage component 208 may store information and / or software related to the operation and use of device 200. For example, storage component 208 may include hard disks (e.g., magnetic disks, optical disks, magneto-optical disks, solid-state disks, etc.), compact discs (CDs), digital versatile discs (DVDs), floppy disks, cassette tapes, magnetic tapes, and / or other types of computer-readable media, along with corresponding drives.

[0115] Input component 210 may include components that allow device 200 to receive information, such as via user input (e.g., touchscreen display, keyboard, keypad, mouse, button, switch, microphone, camera, etc.). Additionally or alternatively, input component 210 may include sensors for sensing information (e.g., sensors in sensor 118) (e.g., Global Positioning System (GPS) components, accelerometers, gyroscopes, actuators, etc.). Output component 212 may include components that provide output information from device 200 (e.g., display, speaker, one or more light-emitting diodes (LEDs), etc.).

[0116] Communication interface 214 may include transceiver-like components (e.g., transceiver, separate receiver and transmitter, etc.) that enable device 200 to communicate with other devices, such as via wired connection, wireless connection, or a combination of wired and wireless connection. Communication interface 214 may allow device 200 to receive information from and / or provide information to another device. For example, communication interface 214 may include an Ethernet interface, an optical interface, a coaxial interface, an infrared interface, a radio frequency (RF) interface, a universal serial bus (USB) interface, etc. Interfaces, cellular network interfaces, etc.

[0117] Device 200 can perform one or more of the processes described herein. Device 200 can perform these processes based on processor 204 executing software instructions stored in a computer-readable medium such as memory 206 and / or storage component 208. Computer-readable medium (e.g., non-transitory computer-readable medium) is defined herein as a non-transitory memory device. A non-transitory memory device includes memory space located within a single physical storage device or memory space distributed across multiple physical storage devices.

[0118] Software instructions may be read into memory 206 and / or storage component 208 via communication interface 214 from another computer-readable medium or from another device. When executed, the software instructions stored in memory 206 and / or storage component 208 may cause processor 204 to perform one or more of the processes described herein. Alternatively or additionally, hard-wired circuitry may be used in place of or in combination with software instructions to perform one or more of the processes described herein. Therefore, the embodiments or aspects described herein are not limited to any particular combination of hardware circuitry and software.

[0119] Memory 206 and / or storage component 208 may include data storage devices or one or more data structures (e.g., databases, etc.). Device 200 is capable of receiving information from, storing information therein, transmitting information to, or searching for information stored therein in the data storage or one or more data structures in memory 206 and / or storage component 208. For example, information may include data associated with a set of profiles, input data, output data, transaction data, account data, or any combination thereof.

[0120] Figure 2 The number and arrangement of components shown are provided as examples. In some non-limiting embodiments or aspects, device 200 may include components with... Figure 2 The components shown are additional, fewer, different, or differently arranged compared to other components. Additionally or alternatively, a set of components (e.g., one or more components) of device 200 may perform one or more functions described as being performed by another set of components of device 200.

[0121] Now for reference Figure 3 A flowchart illustrating a non-limiting aspect or embodiment of a process 300 for autonomously controlling the transition of an aircraft between a hovering configuration and a forward flight configuration is shown. In some non-limiting embodiments or aspects, one or more of the functions described with respect to process 300 may be performed by aircraft 102 (e.g., fully, partially, etc.), for example, by flight control system 108 of aircraft 102. In some non-limiting embodiments or aspects, one or more of the steps of process 300 described below may be performed by another device or set of devices (e.g., aircraft control system 104, wing engagement system 110, and / or servo motor 114) separate from and / or including flight control system 108 (e.g., fully, partially, and / or similarly).

[0122] like Figure 3As shown, in step 302, process 300 may include controlling the thrust-generating components of the aircraft. For example, flight control system 108 may control the thrust-generating components of aircraft 102 to cause aircraft 102 to ascend vertically when the wings of aircraft 102 are in a first folded configuration (e.g., a multi-helicopter configuration). In such an example, when the wings of aircraft 102 are in the first folded configuration and aircraft 102 is ascending vertically, the fuselage of aircraft 102 may be maintained substantially horizontal to the ground. In some non-limiting embodiments, when the wings of aircraft 102 are in the first folded configuration, the leading edge of each wing is oriented in the vertical direction. Additionally, when the wings of aircraft 102 are in the first folded configuration, the wings may be at maximum engagement. For example, the wings may be in a configuration of maximum engagement based on the engagement amount provided by wing engagement system 110. In some non-limiting embodiments, a first thrust generating assembly of a plurality of thrust generating assemblies of the aircraft 102 may be attached to a first wing of the aircraft 102, and a second thrust generating assembly of a plurality of thrust generating assemblies of the aircraft 102 may be attached to a second wing of the aircraft 102. When the aircraft wing is in a first folded configuration, the first and second thrust generating assemblies may be oriented to generate thrust in a vertically upward direction. Thus, the first and second thrust generating assemblies may allow the aircraft 102 to perform vertical takeoff operations (e.g., vertical ascent from a position on the ground) and / or hover at a desired altitude. In some non-limiting embodiments, when the aircraft 102 wing is in the first folded configuration, the size envelope of the aircraft 102 may be between 10% and 75% smaller than when the aircraft 102 wing is in an extended configuration. In some non-limiting embodiments, when the wings of aircraft 102 are in a first folded configuration, the size envelope of aircraft 102 may be at least 75% smaller than when the wings of aircraft 102 are in an unfolded configuration.

[0123] In some non-limiting embodiments, the flight control system 108 may determine the wing configuration of the aircraft 102. For example, the flight control system 108 may determine whether the wing configuration of the aircraft 102 corresponds to a first folding configuration based on sensors in sensor 118 (e.g., wing position sensors in sensor 118). In some non-limiting embodiments, the flight control system 108 may determine the wing configuration of the aircraft 102 based on the folding angle of the wing of the aircraft 102. For example, the flight control system 108 may determine the folding angle of the wing of the aircraft 102 based on sensors in sensor 118 (e.g., folding angle sensors in sensor 118), and the flight control system 108 may determine that the folding angle of the wing of the aircraft 102 corresponds to a first folding configuration.

[0124] In some non-limiting embodiments, the flight control system 108 may determine the center of gravity of the aircraft 102. For example, the flight control system 108 may determine the center of gravity of the aircraft 102 before providing power to multiple thrust-generating components of the aircraft 102 to enable the aircraft 102 to ascend vertically. In some non-limiting embodiments, the flight control system 108 may determine and / or adjust the orientation of the aircraft 102 based on its center of gravity.

[0125] like Figure 3 As shown, in step 304, process 300 may include setting motor controller gains (e.g., motor control gain associated with wing engagement system 110, motor control gain associated with thrust generation assembly 112, motor control gain associated with servo motor 114, etc.). For example, flight control system 108 may set motor controller gains based on the configuration of the aircraft's wing. In such an example, flight control system 108 may set motor controller gains based on the wing of the aircraft in a first folding configuration. In some non-limiting embodiments, flight control system 108 may set motor controller gains by receiving a first input from a first sensor of sensor 118, causing changes in components of aircraft 102 (e.g., flight control surfaces of aircraft 102, thrust generation assembly 112 of aircraft 102, wing engagement system 110, etc.), receiving a second input from a second sensor of sensor 118, and determining the amount of change in some aspect of aircraft 102 (e.g., orientation, airspeed, altitude, etc.) based on the changes in the components of aircraft 102.

[0126] like Figure 3As shown, in step 306, process 300 may include aligning the aircraft with the airflow direction. For example, flight control system 108 may align aircraft 102 with the airflow direction (e.g., so that the wind vane is facing the direction of the wind on aircraft 102). In some non-limiting embodiments, flight control system 108 may align aircraft 102 with the airflow direction when the wings of aircraft 102 are in a first folded configuration. In some non-limiting embodiments, flight control system 108 may align aircraft 102 with the airflow direction by adjusting the flight control surfaces of aircraft 102 and / or by controlling the thrust generating components of aircraft 102. In some non-limiting embodiments, flight control system 108 may align aircraft 102 with the airflow direction by allowing airflow to change the orientation of aircraft 102. For example, flight control system 108 may align aircraft 102 with the airflow direction by allowing airflow to align the nose of aircraft 102 with the airflow direction. In some non-limiting embodiments, the flight control system 108 can determine that the aircraft 102 is aligned with the airflow direction when the wings of the aircraft 102 are in a first folded configuration and the aircraft is in flight.

[0127] In some non-limiting embodiments, the flight control system 108 may determine that the aircraft has reached a target altitude, target position, and / or flight path. For example, the flight control system 108 may determine that the aircraft has reached a target altitude based on the output of a sensor in sensor 118 (e.g., an altitude sensor in sensor 118). In some non-limiting embodiments, the flight control system 108 may change the folding angle of the wings of the aircraft 102 based on determining that the aircraft 102 has reached a target altitude, target position, and / or flight path. For example, the flight control system 108 may change the folding angle of the wings of the aircraft 102 from a first folding configuration to a first folding angle based on determining that the aircraft 102 has reached a target altitude. In some non-limiting embodiments, the flight control system 108 may change the folding angle of the wings of the aircraft 102 by controlling the wing engagement system 110 (e.g., sending control signals to it), and the wing engagement system 110 may engage the wings of the aircraft 102 from a first folding configuration to a first folding angle.

[0128] In some non-limiting embodiments, the flight control system 108 may determine whether the orientation of the aircraft 102 corresponds to a predetermined orientation (e.g., a predetermined orientation based on the airspeed of the aircraft 102, a predetermined orientation based on the altitude of the aircraft 102, a predetermined orientation based on the position of the aircraft 102, etc.). For example, the flight control system 108 may determine the orientation of the aircraft 102 based on the pitch axis (e.g., lateral axis), yaw axis (e.g., normal axis), and / or roll axis (e.g., longitudinal axis) associated with the aircraft 102. The flight control system 108 may compare the orientation of the aircraft 102 with a predetermined orientation of the aircraft 102 and determine whether the orientation of the aircraft 102 corresponds to the predetermined orientation of the aircraft 102. If the flight control system 108 determines that the orientation of the aircraft 102 matches the predetermined orientation of the aircraft 102, then the flight control system 108 may determine that the orientation of the aircraft 102 corresponds to the predetermined orientation of the aircraft 102. If the flight control system 108 determines that the orientation of the aircraft 102 does not match the predetermined orientation of the aircraft 102, then the flight control system 108 may determine that the orientation of the aircraft 102 does not correspond to the predetermined orientation of the aircraft 102.

[0129] In some non-limiting embodiments, the flight control system 108 may adjust the flight control surfaces of the aircraft 102 based on the determination that the aircraft's orientation does not correspond to a predetermined orientation. Additionally or alternatively, the flight control system 108 may control one or more of the plurality of thrust generating components of the aircraft 102 (e.g., power them) to cause a change in the orientation of the aircraft 102 based on the determination that the aircraft's orientation does not correspond to a predetermined orientation.

[0130] In some non-limiting embodiments, the plurality of thrust-generating components of aircraft 102 may include a plurality of aircraft motors, each aircraft motor including a propeller. The pitch of the propeller blades may be adjusted based on servo motor 114 (e.g., a servo motor of servo motor 114, wherein the servo motor is dedicated to adjusting the pitch of the propeller blades). In some non-limiting embodiments, flight control system 108 may control servo motors (e.g., servo motors of servo motor 114) dedicated to adjusting the pitch of the propeller blades of one or more of the plurality of aircraft motors of aircraft 102 to change the orientation of aircraft 102. For example, flight control system 108 may control servo motors to change the orientation of aircraft 102 along the pitch axis, roll axis, and / or yaw axis based on determining that the aircraft's orientation does not correspond to a predetermined orientation. In some non-limiting embodiments, the flight control system 108 may control a first servo motor dedicated to adjusting the spacing of the propeller blades of a first aircraft motor among a plurality of aircraft motors, and a second servo motor dedicated to adjusting the spacing of the propeller blades of a second aircraft motor among a plurality of aircraft motors, to change the orientation of the aircraft 102. In some non-limiting embodiments, the flight control system 108 may control the servo motors to change the orientation of the aircraft 102 along the pitch axis, roll axis, and / or yaw axis when the wings of the aircraft 102 are in a first folded configuration or when the wings of the aircraft 102 are in an extended configuration.

[0131] In some non-limiting embodiments, the flight control system 108 can change the folding angle of the wings of the aircraft 102. For example, the flight control system 108 can change the folding angle of the wings of the aircraft 102 by controlling the wing engagement system 110 and / or the thrust generating assembly 112 (e.g., by sending control signals to it). In some non-limiting embodiments, the wing engagement system 110 can change the folding angle of the wings of the aircraft 102 by operating a actuator (e.g., a linear actuator) based on the flight control system 108 controlling the wing engagement system 110 to change the wing folding angle. Additionally or alternatively, the thrust generating assembly 112 can change the folding angle of the wings of the aircraft 102 by operating the thrust generating assembly 112 based on the flight control system 108 controlling the thrust generating assembly 112.

[0132] In some non-limiting embodiments, the flight control system 108 may change the folding angle of the aircraft 102's wings from a first folding configuration. For example, the flight control system 108 may change the folding angle of the aircraft 102's wings from the first folding configuration to a first folding angle based on the airspeed of the aircraft 102. In some non-limiting embodiments, the flight control system 108 may change the folding angle of the aircraft 102's wings based on control signals received from the aircraft control system 104. For example, the flight control system 108 may receive control signals from the aircraft control system 104, and the flight control system 108 may change the folding angle of the aircraft 102's wings based on the control signals (e.g., based on data associated with a specified folding angle included in the control signals). In some non-limiting embodiments, the flight control system 108 may change the folding angle of the aircraft 102's wings while maintaining the orientation of the aircraft 102. For example, the flight control system 108 can change the folding angle of the wings of the aircraft 102 and maintain the orientation of the aircraft 102, so that the fuselage of the aircraft 102 is substantially horizontal to the ground while the folding angle of the wings of the aircraft 102 is changing.

[0133] Now for reference Figure 4 A flowchart illustrating a non-limiting embodiment or aspect of a process 400 for autonomously controlling the transition of an aircraft between a hovering configuration and a forward flight configuration is shown. In some non-limiting embodiments or aspects, one or more of the functions described with respect to process 400 may be performed by the flight control system 108 (e.g., fully, partially, etc.). In some non-limiting embodiments or aspects, one or more of the steps of process 400 described below may be performed by another device or set of devices (e.g., aircraft control system 104, wing engagement system 110, and / or servo motor 114) separate from and / or including the flight control system 108 (e.g., fully, partially, and / or similarly). In some non-limiting embodiments, process 400 may be performed after process 300.

[0134] like Figure 4 As shown, in step 402, process 400 may include determining that the aircraft has reached the target altitude. For example, flight control system 108 may determine that the aircraft 102 has reached the target altitude based on controlling multiple thrust generating components of the aircraft 102 to vertically ascend to the target altitude when the wings of the aircraft 102 are in a first folded configuration.

[0135] In some non-limiting embodiments, the flight control system 108 may determine whether the orientation of the aircraft 102 corresponds to a predetermined orientation after determining that the aircraft 102 has reached a target altitude. In some non-limiting embodiments, the flight control system 108 may adjust the flight control surfaces of the aircraft 102 based on the determination that the orientation of the aircraft 102 does not correspond to a predetermined orientation.

[0136] like Figure 4 As shown, in step 404, process 400 may include changing the folding angle of the aircraft wing from a first folding configuration. For example, flight control system 108 may change (e.g., transform) the folding angle of the aircraft 102's wings from the first folding configuration based on determining that the aircraft 102 has reached a target altitude. In some non-limiting embodiments, flight control system 108 may change the folding angle of the aircraft 102's wings from the first folding configuration to a first folding angle based on the airspeed of the aircraft 102. In some non-limiting embodiments, flight control system 108 may set the motor controller gain based on the first folding angle of the aircraft 102's wings. For example, flight control system 108 may set the motor controller gain when the aircraft 102's wings are at the first folding angle.

[0137] In some non-limiting embodiments, the flight control system 108 can change the folding angle of the wings of the aircraft 102 based on the aircraft's airspeed. For example, the flight control system 108 can change the folding angle of the wings of the aircraft 102 based on a function of the aircraft's airspeed (e.g., a change profile). Reference Figure 6-8 The flight control system 108 can change the wing folding angle of the aircraft 102 according to functions 600, 700, or 800, which are based on the aircraft's airspeed, expressed as a fraction of the aircraft 102's stall speed. For example... Figure 6-8 As shown, a folding fraction of "0" indicates that the wings of aircraft 102 are in an extended configuration, while a folding fraction of "1" indicates that the wings of aircraft 102 are in a first folded configuration. Furthermore, the flight control system 108 can change the folding angle of the wings of aircraft 102 based on a predetermined airspeed, where the predetermined airspeed can be the stall speed of aircraft 102.

[0138] In some non-limiting embodiments, the flight control system 108 can change the folding angle of the aircraft 102's wings from a first folding configuration to a first folding angle based on a first airspeed of the aircraft, and the flight control system 108 can change the folding angle of the aircraft 102's wings from a first folding angle to an unfolded configuration (e.g., a forward-flying configuration) based on a second airspeed of the aircraft. In some non-limiting embodiments, the first airspeed and the second airspeed can be different. For example, the second airspeed can be greater than the first airspeed.

[0139] In some non-limiting embodiments, the flight control system 108 can change the folding angle of the aircraft 102's wings at a change rate. For example, the flight control system 108 can change the folding angle of the aircraft 102's wings from a first folding configuration at a first change rate based on the airspeed of the aircraft 102. In some non-limiting embodiments, the change rate can be based on the rate at which the wing engagement system 110 can change the folding angle of the wings. In some non-limiting embodiments, the flight control system 108 can change the folding angle of the aircraft 102's wings from a first folding angle (e.g., a folding angle associated with a second folding configuration) to an deployed configuration at a maximum change rate. For example, the flight control system 108 can change the folding angle of the aircraft 102's wings from a first folding angle to an deployed configuration at a maximum change rate based on the aircraft 102's airspeed being equal to the aircraft 102's stall speed. In some non-limiting embodiments, the flight control system 108 may adjust the flight control surfaces of the aircraft 102 based on determining that the orientation of the aircraft 102 does not correspond to a predetermined orientation while changing the folding angle of the wings of the aircraft 102 from a first folding angle to an unfolded configuration.

[0140] In some non-limiting embodiments, the flight control system 108 may adjust one or more flight control surfaces of the aircraft 102 based on the configuration of the aircraft 102's wings. For example, the flight control system 108 may adjust one or more flight control surfaces (e.g., one or more flaps) of the aircraft 102 before the aircraft 102's wings change from a first folding configuration to a second folding configuration.

[0141] like Figure 4 As shown, in step 406, process 400 may include determining whether the folding angle of the aircraft wing corresponds to a predetermined folding angle. For example, flight control system 108 may determine whether the folding angle of the wing of aircraft 102 corresponds to a predetermined folding angle. In some non-limiting embodiments, flight control system 108 may compare the folding angle of the wing of aircraft 102 with a predetermined folding angle and determine whether the folding angle of the wing of aircraft 102 corresponds to the predetermined folding angle. If flight control system 108 determines that the folding angle of the wing of aircraft 102 matches the predetermined folding angle, then flight control system 108 may determine that the folding angle of the wing of aircraft 102 corresponds to the predetermined folding angle. If flight control system 108 determines that the folding angle of the wing of aircraft 102 does not match the predetermined folding angle, then flight control system 108 may determine that the folding angle of the wing of aircraft 102 does not correspond to the predetermined folding angle.

[0142] In some non-limiting embodiments, the flight control system 108 may adjust the flight control surfaces of the aircraft 102 based on the folding angle of the aircraft 102's wings. For example, the flight control system 108 may adjust the flight control surfaces of the aircraft 102 based on determining that the folding angle of the aircraft 102's wings corresponds to a predetermined folding angle.

[0143] In some non-limiting embodiments, the flight control system 108 may determine whether the folding angle of the wing of the aircraft 102 corresponds to a predetermined configuration. For example, the flight control system 108 may determine the folding angle of the wing of the aircraft 102 and compare the folding angle of the wing with a folding angle associated with a predetermined configuration. If the flight control system 108 determines that the folding angle of the wing of the aircraft 102 matches the folding angle associated with the predetermined configuration, then the flight control system 108 may determine that the folding angle of the wing of the aircraft 102 corresponds to the predetermined configuration. If the flight control system 108 determines that the folding angle of the wing of the aircraft 102 does not match the folding angle associated with the predetermined configuration, then the flight control system 108 may determine that the folding angle of the wing of the aircraft 102 does not correspond to the predetermined configuration. In some non-limiting embodiments, the predetermined configuration may include a second folding configuration, which may include a configuration in which the wing of the aircraft 102 has a folding angle as an intermediate point between a first folding configuration and a deployed configuration. In some non-limiting embodiments, the predetermined configuration may include a deployed configuration.

[0144] In some non-limiting embodiments, when the wings of aircraft 102 are in a deployed configuration, the leading edge of each wing is oriented horizontally. Additionally or alternatively, when the wings of aircraft 102 are in a deployed configuration, the wings may be at a point without (e.g., zero) engagement. For example, the wings may be in an unengaged configuration based on the amount of engagement that the wing engagement system 110 can provide. When the aircraft's wings are in a deployed configuration, the first thrust generating assembly and the second thrust generating assembly may be oriented to generate thrust in the horizontal direction (e.g., the forward flight direction). In this way, the thrust generating assemblies can allow aircraft 102 to achieve forward flight in a desired direction.

[0145] In some non-limiting embodiments, the flight control system 108 may determine the flight path of the aircraft 102, and the flight control system 108 may control multiple thrust-generating components of the aircraft 102 to make the aircraft 102 fly according to the flight path. For example, the flight control system 108 may determine the flight path of the aircraft 102 and control multiple thrust-generating components of the aircraft 102 based on determining that the folding angle of the aircraft's wings corresponds to the folding angle associated with the deployed configuration of the aircraft's wings. In some non-limiting embodiments, the flight control system 108 may control multiple thrust-generating components of the aircraft 102 based on the center of gravity of the aircraft 102 to make the aircraft 102 fly according to the flight path.

[0146] In some non-limiting embodiments, the flight control system 108 may control a servo motor dedicated to adjusting the pitch of the propeller blades of one or more of the plurality of aircraft motors of the aircraft 102 during flight. For example, the flight control system 108 may control the servo motor to change the pitch of the propeller blades of one or more of the plurality of aircraft motors of the aircraft 102 (e.g., to feather the propeller blades) to allow the aircraft 102 to taxi as it flies along a flight path.

[0147] In some non-limiting embodiments, the flight control system 108 may control one or more of the plurality of thrust generating components of the aircraft 102 based on energy consumption. For example, the flight control system 108 may supply power to one or more thrust generating components that use electricity and may withhold power from one or more thrust generating components that use internal combustion to reduce energy consumption while the aircraft 102 is in flight.

[0148] Now for reference Figure 5 A flowchart illustrating a non-limiting embodiment or aspect of a process 500 for autonomously controlling an aircraft's transition between forward flight and hovering configurations is shown. In some non-limiting embodiments, one or more of the steps described with respect to process 500 may be performed by flight control system 108 (e.g., fully, partially, etc.). In some non-limiting embodiments, one or more of the steps of process 500 described below may be performed by another device or set of devices (e.g., aircraft control system 104, wing engagement system 110, and / or servo motor 114) separate from and / or including flight control system 108 (e.g., fully, partially, and / or similarly). In some non-limiting embodiments, process 500 may be performed after the execution of process 400.

[0149] like Figure 5As shown, in step 502, process 500 may include controlling the aircraft to reduce its airspeed. For example, flight control system 108 may control aircraft 102 to reduce its airspeed when its wings are in a deployed configuration. In some non-limiting embodiments, when the wings of aircraft 102 are in a deployed configuration, flight control system 108 may control aircraft 102 to reduce its airspeed by controlling one or more thrust generating components and / or flight control surfaces of aircraft 102.

[0150] like Figure 5 As shown, in step 504, process 500 may include determining the airspeed of the aircraft. For example, flight control system 108 may determine the airspeed of aircraft 102 based on sensors in sensor 118 (e.g., airspeed sensor in sensor 118).

[0151] In some non-limiting embodiments, the flight control system 108 may compare the airspeed of the aircraft 102 with a threshold and determine whether the airspeed of the aircraft 102 is greater than or less than the threshold. In some non-limiting embodiments, the flight control system 108 may control the aircraft 102 to decelerate based on determining that the airspeed of the aircraft is greater than the threshold. In some non-limiting embodiments, the flight control system 108 may control the aircraft 102 to accelerate based on determining that the airspeed of the aircraft 102 is less than the threshold.

[0152] In some non-limiting embodiments, the flight control system 108 may control one or more thrust-generating components of the aircraft 102 based on the airspeed of the aircraft 102. Additionally or alternatively, the flight control system 108 may adjust the flight control surfaces of the aircraft 102 based on the airspeed of the aircraft 102.

[0153] like Figure 5As shown, in step 506, process 500 may include changing the folding angle of the aircraft wing from an deployed configuration. For example, flight control system 108 may change the folding angle of the aircraft 102's wing from a deployed configuration based on the airspeed of the aircraft 102. In some non-limiting embodiments, flight control system 108 may change the folding angle of the aircraft 102's wing from a deployed configuration to a first folding configuration based on the airspeed of the aircraft 102. For example, flight control system 108 may change the folding angle of the aircraft 102's wing from a deployed configuration to a first folding configuration at a change rate based on the airspeed of the aircraft 102. In some non-limiting embodiments, flight control system 108 may change the folding angle of the aircraft 102's wing from a deployed configuration to a first folding configuration at a change rate based on a function of the airspeed of the aircraft 102 (e.g., function 600, 700, or 800). In some non-limiting embodiments, the flight control system 108 may change the folding angle of the aircraft 102's wings from an deployed configuration to a first folding configuration based on determining that the airspeed of the aircraft 102 meets a threshold. In some non-limiting embodiments, the threshold may be a value equal to or greater than the aircraft 102's stall speed.

[0154] Note that regarding Figure 3 , Figure 4 and Figure 5 The steps described are not specific to the corresponding figures. The steps can be found in... Figure 3 , Figure 4 and Figure 5 The figures are interchangeable, and for illustrative purposes, the above description pertains to individual figures. Furthermore, unless otherwise explicitly stated, where appropriate, based on the description of the given action performed, actions can be performed manually, semi-autonomously, or autonomously. Figure 3 , Figure 4 and Figure 5 The steps described.

[0155] This document describes some non-limiting embodiments of the present disclosure in conjunction with thresholds. As described herein, satisfying a threshold can refer to a value that is greater than a threshold, exceeds a threshold, is higher than a threshold, is greater than or equal to a threshold, is less than a threshold, is lower than a threshold, is less than a threshold, is less than or equal to a threshold, is equal to a threshold, etc.

[0156] As described above, this disclosure includes various embodiments of an aircraft 102 capable of efficient forward flight as well as slow maneuvering and hovering for vertical takeoff and landing (VTOL). In some non-limiting embodiments, the frame of the aircraft 102 described herein may include a fuselage, such as a single elongated fuselage that extends substantially horizontally during forward flight. In some non-limiting embodiments, the fuselage may include opposing wings extending therefrom, and each wing may include an internal fixed portion and an external folding portion (e.g., an external tilting portion). The external folding portion of each wing may be configured to fold (e.g., pivot, tilt, etc.) relative to the internal fixed portion about an axis tilted to a longitudinal and / or lateral axis of the aircraft 102, such as the longitudinal axis of the elongated fuselage or a lateral extension axis perpendicular to the longitudinal axis of the elongated fuselage. In some non-limiting embodiments, the area of ​​each internal fixed portion may be relatively small to allow for vertically oriented airflow during hovering flight without significant drag. In some non-limiting embodiments, the area of ​​the external folding portion of each wing may be larger than the area of ​​each internal fixed portion. In some non-limiting embodiments, the outer folding portion of each wing may be configured to fold such that when the aircraft 102 is in a hovering configuration (e.g., when the wings of the aircraft 102 are in a first folding configuration), the leading edge of the outer folding portion faces vertically upward, and during forward flight (e.g., when the wings of the aircraft 102 are in an extended configuration), the leading edge of the outer folding portion faces horizontally forward. The outer folding portion of each wing may carry one or more thrust-generating components. In some non-limiting embodiments, the one or more thrust-generating components may be movable between a vertical orientation when the aircraft 102 is hovering and a horizontal orientation when the aircraft 102 is flying forward. The outer folding portion of each wing may represent the area enclosed by the wings of the aircraft 102 and / or a significant portion of the weight of the aircraft 102, and when in a forward flight configuration, the outer folding portion may merge with an internal fixed portion to create an uninterrupted surface of the wing.

[0157] Now for reference Figure 9 , Figure 9 A diagram of the wing configuration of aircraft 102 is provided. (For example...) Figure 9 As shown, in wing configuration 101A, described herein as a first folding configuration, the wings 103 of aircraft 102 are configured for hovering, low-speed maneuvering, and VTOL-enabled flight operations. In wing configuration 101A, the wings 103 are tilted relative to the fuselage 105 such that they extend parallel to the length of the fuselage 105, and that the leading edges of the wings 103 are vertically upward or toward the upper surface of the frame of aircraft 102. In wing configuration 101A, the thrust generating assembly 107 coupled to the wings 103 is also vertically oriented, allowing for stable hovering flight and relatively slow maneuvering in any direction.

[0158] like Figure 9 As further shown, when transitioning to wing configuration 101C, the folding angle of wing 103 can change from wing configuration 101A to wing configuration 101B, described here as a second folding configuration. For example... Figure 9 As further shown, the design of wing 103 and thrust-generating assembly 107 allows for a seamless, aerodynamically benign transition from wing configuration 101A to a forward-flying configuration (described herein as an extended configuration, as shown in wing configuration 101C). In wing configuration 101C, wing 103 can be fully extended, with the leading edge of wing 103 horizontally facing forward. In wing configuration 101C, wing 103 can generate lift to support the frame weight of aircraft 102, and the extended flight range of aircraft 102 can be achieved through rapid and aerodynamically efficient flight. In some non-limiting embodiments, the transition between wing configurations 101A and 101C can proceed from wing configuration 101A to wing configuration 101C and vice versa. In some non-limiting embodiments, the transition between wing configurations 101A and 101C can be paused at any intermediate configuration between wing configuration 101A and forward flight configuration 101C (e.g., paused for a period of time, such as a predetermined time interval, paused indefinitely, etc.) in order to change the degree of maneuverability and flight speed of aircraft 102.

[0159] In some embodiments, the aircraft may include four propeller motors (two on each wing), with two inboard propellers / motors designed for a constant speed (variable pitch) during forward flight (e.g., cruise, cruising, etc.) when the wings are deployed. The two inboard propellers / motors can remain active throughout flight, while the two outboard propellers / motors are fixed-pitch propellers, each with a folding mechanism in its hub to fold the propeller during forward flight, thereby reducing the propeller's drag profile when the motor is off and the propeller is retracted. That is, each propeller can fold around the folding mechanism such that the propeller is aligned with the length or profile of the corresponding wing in a drag-reducing manner. One advantage of this configuration is that overall efficiency can be significantly improved by operating only two of the four motors at high RPM, while the other two are off and the propellers are folded. In this configuration, the higher electrical efficiency outweighs the lower overall efficiency of alternatively operating all four motors at a reduced RPM during forward flight. This also reduces or minimizes the complexity and weight of the overall system.

[0160] In some non-limiting embodiments, all thrusters on an aircraft can be configured to fold around a folding mechanism located at the respective hub of the motor / thruster, and thus each thruster can be aligned with the profile of the corresponding wing to reduce drag. Thrusters are likely most efficient when operating near their maximum L / D ratio just before stall, and motors are most efficient when operating at 50-70% of their maximum power.

[0161] While the methods, systems, and computer program products described above have been described in detail for illustrative purposes, based on embodiments or aspects currently considered to be the most practical and preferred, it should be understood that such details are for that purpose only, and this disclosure is not limited to the described embodiments or aspects, but rather is intended to cover modifications and equivalent arrangements within the spirit and scope of the appended claims. For example, it should be understood that this disclosure contemplates that, to the extent possible, one or more features of any embodiment or aspect may be combined with one or more features of any other embodiment or aspect.

Claims

1. A computer-implemented method for autonomously controlling an aircraft, comprising: The first center of gravity of the aircraft is determined by at least one processor based on the first folded configuration of the aircraft's wings before the aircraft is powered to multiple thrust-generating components to make the aircraft take vertical ascent. The plurality of thrust-generating components of the aircraft are autonomously controlled by at least one processor to enable the aircraft to ascend vertically based on the aircraft's wings being in a first folded configuration, wherein the leading edge of each wing is oriented in the vertical direction when the aircraft's wings are in the first folded configuration; The motor controller gain is autonomously set by at least one processor based on the aircraft's wings being in a first folding configuration; When the aircraft's wings are in the first folded configuration, the at least one processor autonomously aligns the aircraft with the airflow direction; At least one processor determines that the aircraft is aligned with the airflow direction based on the aircraft's wings being in a first folded configuration and the aircraft being in flight; The aircraft has reached the target altitude by at least one processor; The orientation of the aircraft based on the pitch axis, yaw axis, and roll axis is determined by at least one processor to correspond to the predetermined orientation of the aircraft based on the pitch axis, yaw axis, and roll axis. By means of at least one processor, the aircraft's wings are autonomously changed from a first folded configuration to an unfolded configuration based on the aircraft's airspeed and based on determining that the aircraft's orientation corresponds to a predetermined orientation of the aircraft; and The plurality of thrust-generating components of the aircraft are autonomously controlled by at least one processor, wherein autonomously controlling the plurality of thrust-generating components of the aircraft includes: Determine the second center of gravity of the aircraft based on its wing deployment configuration; and Based on the fact that the aircraft's wings are located at the second center of gravity in the deployed configuration, the aircraft autonomously flies according to the flight path.

2. The computer-implemented method according to claim 1, wherein, A first thrust generating component of the plurality of thrust generating components of the aircraft is attached to a first wing of the aircraft, and a second thrust generating component of the plurality of thrust generating components of the aircraft is attached to a second wing of the aircraft, wherein, when the wing of the aircraft is in a first folding orientation, the first thrust generating component and the second thrust generating component are oriented to generate thrust in a vertically upward direction.

3. The computer-implemented method according to claim 1 further includes: The folding angle of the aircraft's wings is changed from the first folding configuration based on the aircraft's airspeed.

4. The computer-implemented method according to claim 1 further includes: The flight control surfaces of the aircraft are adjusted based on the determination that the aircraft's orientation does not correspond to the predetermined orientation.

5. The computer-implemented method according to claim 1, further comprising: Based on the determination that the orientation of the aircraft does not correspond to the predetermined orientation, power is supplied to one of the plurality of thrust generating components of the aircraft to change the orientation of the aircraft.

6. A system for autonomously controlling an aircraft, comprising: At least one processor, which is programmed or configured to: Before powering the multiple thrust-generating components of the aircraft to enable the aircraft to take vertical lift, the first center of gravity of the aircraft is determined based on the first folded configuration of the aircraft's wings. Autonomously control the plurality of thrust-generating components of an aircraft to enable the aircraft to ascend vertically based on the aircraft's wings being in a first folded configuration, wherein, when the aircraft's wings are in the first folded configuration, the leading edge of each wing is oriented in the vertical direction; The motor controller gain is autonomously set based on the aircraft's wing being in a first folded configuration; and When the aircraft's wings are in the first folded configuration, it autonomously aligns the aircraft with the airflow direction; Based on the fact that the aircraft's wings are in a first folded configuration and the aircraft is in flight, it is determined that the aircraft is aligned with the airflow direction; It has been determined that the aircraft has reached the target altitude; The orientation of the aircraft based on the pitch axis, yaw axis, and roll axis is determined to correspond to the predetermined orientation of the aircraft based on the pitch axis, yaw axis, and roll axis; Based on the aircraft's airspeed, the aircraft autonomously changes its wings from a first folded configuration to an unfolded configuration; and Autonomously controlling the plurality of thrust-generating components of the aircraft, wherein, when autonomously controlling the plurality of thrust-generating components of the aircraft, the at least one processor is programmed or configured to: Determine the second center of gravity of the aircraft based on its wing deployment configuration; and Based on the fact that the aircraft's wings are located at the second center of gravity in the deployed configuration, the aircraft autonomously flies according to the flight path.

7. The system according to claim 6, wherein, A first thrust generating component of the plurality of thrust generating components of the aircraft is attached to a first wing of the aircraft, and a second thrust generating component of the plurality of thrust generating components of the aircraft is attached to a second wing of the aircraft, wherein, when the wing of the aircraft is in a first folding orientation, the first thrust generating component and the second thrust generating component are oriented to generate thrust in a vertically upward direction.

8. The system according to claim 6, wherein, The at least one processor is also programmed or configured to: The folding angle of the aircraft's wings is changed from the first folding configuration based on the aircraft's airspeed.

9. The system according to claim 6, wherein, The at least one processor is also programmed or configured to: The flight control surfaces of the aircraft are adjusted based on the determination that the aircraft's orientation does not correspond to the predetermined orientation.

10. The system according to claim 6, wherein, The at least one processor is also programmed or configured to: Based on the determination that the orientation of the aircraft does not correspond to the predetermined orientation, power is supplied to one of the plurality of thrust generating components of the aircraft to change the orientation of the aircraft.

11. A computer program product for autonomously controlling an aircraft, comprising one or more instructions, said one or more instructions causing said at least one processor, when executed by said at least one processor, to: Before powering the multiple thrust-generating components of the aircraft to enable the aircraft to take vertical lift, the first center of gravity of the aircraft is determined based on the first folded configuration of the aircraft's wings. The aircraft's plurality of thrust-generating components are autonomously controlled to enable the aircraft to ascend vertically based on the aircraft's wings being in a first folded configuration, wherein... When the aircraft's wings are in the first folded configuration, the leading edge of each wing is oriented in the vertical direction; The motor controller gain is autonomously set based on the aircraft's wing being in a first folded configuration; and When the aircraft's wings are in the first folded configuration, it autonomously aligns the aircraft with the airflow direction; Based on the fact that the aircraft's wings are in a first folded configuration and the aircraft is in flight, it is determined that the aircraft is aligned with the airflow direction; It has been determined that the aircraft has reached the target altitude; The orientation of the aircraft based on the pitch axis, yaw axis, and roll axis is determined to correspond to the predetermined orientation of the aircraft based on the pitch axis, yaw axis, and roll axis; Based on the aircraft's airspeed, the aircraft autonomously changes its wings from a first folded configuration to an unfolded configuration; and Autonomously controlling the plurality of thrust-generating components of the aircraft, wherein, when autonomously controlling the plurality of thrust-generating components of the aircraft, the at least one processor is programmed or configured to: Determine the second center of gravity of the aircraft based on its wing deployment configuration; and Based on the fact that the aircraft's wings are located at the second center of gravity in the deployed configuration, the aircraft autonomously flies according to the flight path.

12. The computer program product of claim 11, wherein, A first thrust generating component of the plurality of thrust generating components of the aircraft is attached to a first wing of the aircraft, and a second thrust generating component of the plurality of thrust generating components of the aircraft is attached to a second wing of the aircraft, wherein, when the wing of the aircraft is in a first folding orientation, the first thrust generating component and the second thrust generating component are oriented to generate thrust in a vertically upward direction.

13. The computer program product according to claim 11, wherein, The one or more instructions also cause the at least one processor to: The folding angle of the aircraft's wings is changed from the first folding configuration based on the aircraft's airspeed.

14. The computer program product according to claim 11, wherein, The one or more instructions also cause the at least one processor to: The flight control surfaces of the aircraft are adjusted based on the determination that the aircraft's orientation does not correspond to the predetermined orientation.

15. The computer program product according to claim 11, wherein, The one or more instructions also cause the at least one processor to: Based on the determination that the orientation of the aircraft does not correspond to the predetermined orientation, power is supplied to one of the plurality of thrust generating components of the aircraft to change the orientation of the aircraft.

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