System and method for flight control of aircraft

Abstract

Aspects of the present disclosure generally relate to systems and methods for flight control of aircraft and other types of aircraft driven by an electric propulsion system. In one embodiment, a computer-implemented method is disclosed, comprising: measuring one or more state variables of the aircraft; inputting the one or more measured state variables to a prioritization scheme, the prioritization scheme configured to determine an optimized actuator setting; determining one or more actuator commands based at least in part on inputting the one or more measured state variables to the prioritization scheme; and automatically controlling at least one actuator of the aircraft based on the determined one or more actuator commands.

Description

Cross-reference to related applications

[0001] This disclosure claims priority to U.S. Provisional Application No. 63 / 512,784, entitled “SYSTEMS AND METHODS FOR FLIGHT CONTROL OF EVTOL AIRCRAFT” (Agent’s Case No.: 16499.6006-00000), filed July 10, 2023, the contents of which are incorporated herein by reference in their entirety for all purposes. Technical Field

[0002] This disclosure generally relates to the field of powered aircraft. More specifically, but not limited to, this disclosure relates to innovations in aircraft powered by electric propulsion systems. Certain aspects of this disclosure generally relate to systems and methods for flight control of aircraft powered by electric propulsion systems and other types of aircraft, as well as for flight control of aircraft in flight simulators and video games. Other aspects of this disclosure generally relate to improvements in flight control systems and methods that provide specific advantages in powered aircraft and can be used in other types of aircraft. Background Technology

[0003] The inventors have recognized several issues that may be associated with flight control of aircraft, including tiltrotor aircraft using electric propulsion systems or hybrid electric propulsion systems (hereinafter referred to as "electric propulsion units" or "EPUs"). Throughout the aircraft's service life, it may face various load-related challenges, such as aerodynamic loads, weight loads, inertial loads, structural loads, and environmental loads. Over time and depending on certain maneuvers, these loads can affect not only fuel efficiency and passenger comfort but also structural integrity and safety, such as accidents due to component or aircraft structural failures.

[0004] While conventional aircraft can use hydraulic actuators for control surfaces, which can maintain the control surfaces in position against loads without power input, some aircraft may be structurally more complex than conventional aircraft, requiring more sophisticated methods to prevent excessive wear caused by maintaining control surfaces against loads. For example, aircraft partially or fully powered by electrical systems may use electric actuators for control surfaces, which may require energy to maintain the control surfaces in position against loads and increase the likelihood of electric actuators overheating and / or being damaged.

[0005] Therefore, improved systems and methods are needed to control certain aircraft in order to maintain actuator health and lifespan. Summary of the Invention

[0006] This disclosure generally relates to flight control of electric aircraft and other powered air vehicles. More specifically, but not limited to, this disclosure relates to innovations in tiltrotor aircraft using electric propulsion systems. For example, certain aspects of this disclosure relate to providing control surface adjustments to continuously control one or more electric actuators based on control signals, environmental variables, or other factors related to the aircraft's state.

[0007] The disclosed embodiments may include a control surface adjustment function configured to dynamically determine and implement the position of the control surface. For example, the control surface adjustment function may be configured to determine an optimized control surface position based on minimizing the torque of the electric actuator used on the control surface while maximizing aerodynamic performance.

[0008] One aspect of this disclosure includes a computer-implemented method for controlling an aircraft, comprising: measuring one or more state variables of the aircraft; inputting the one or more measured state variables into a priority ranking scheme configured to determine optimized actuator settings; determining one or more actuator commands based at least in part on the input of the one or more measured state variables into the priority ranking scheme; and At least one actuator of the aircraft is automatically controlled based on one or more actuator commands determined.

[0009] Another aspect of this disclosure includes a system for controlling an aircraft, comprising: at least one processor; and at least one non-transitory computer-readable medium storing instructions that, when executed by the at least one processor, cause the at least one processor to perform operations including: measuring one or more state variables of the aircraft; inputting the one or more measured state variables into a priority ranking scheme configured to determine optimized actuator settings; determining one or more actuator commands based at least in part on the input of the one or more measured state variables into the priority ranking scheme; and automatically controlling at least one actuator of the aircraft based on the determined one or more actuator commands.

[0010] Another aspect of this disclosure includes a non-transitory computer-readable medium storing instructions that, when executed by at least one processor, cause the at least one processor to perform operations including: measuring one or more state variables of the aircraft; inputting the one or more measured state variables into a priority ranking scheme configured to determine optimized actuator settings; determining one or more actuator commands based at least in part on the input of the one or more measured state variables into the priority ranking scheme; and automatically controlling at least one actuator of the aircraft based on the determined one or more actuator commands.

[0011] Another aspect of this disclosure includes a flight control system comprising at least one processor configured to perform operations including: measuring one or more state variables of the aircraft; inputting the one or more measured state variables into a priority ranking scheme configured to determine optimized actuator settings; determining one or more actuator commands based at least in part on the input of the one or more measured state variables into the priority ranking scheme; and automatically controlling at least one actuator of the aircraft based on the determined one or more actuator commands. Attached Figure Description

[0012] Figure 1 An exemplary VTOL aircraft consistent with the disclosed embodiments is shown.

[0013] Figure 2 An exemplary VTOL aircraft consistent with the disclosed embodiments is shown.

[0014] Figure 3 An exemplary top plan view of a VTOL aircraft consistent with the disclosed embodiments is shown.

[0015] Figures 4A-4F An exemplary top plan view of a VTOL aircraft consistent with the disclosed embodiments is shown.

[0016] Figure 5 A functional block diagram of an exemplary control system for an electric VTOL aircraft consistent with the disclosed embodiments is shown.

[0017] Figure 6 An exemplary computer implementation for controlling an aircraft, consistent with the disclosed embodiments, is shown.

[0018] Figure 7 An exemplary flaperon deflection according to some embodiments is shown.

[0019] Figure 8Aand Figure 8B Exemplary hinge torque levels for different scenarios are shown according to some embodiments.

[0020] Figure 9A and Figure 9B An exemplary flaperon deflection is shown according to some embodiments of flaperon adjustment. Detailed Implementation

[0021] This disclosure relates to systems, components, and techniques primarily used in aircraft. The aircraft can be a manned aircraft, an unmanned aircraft (e.g., a UAV), a drone, a helicopter, and / or an airplane. An aircraft includes a fuselage and one or more components (e.g., wings, tail, propellers) configured to enable flight. An aircraft may include any configuration comprising at least one propeller. In some embodiments, the aircraft is driven (e.g., provides thrust) by one or more electric propulsion systems (hereinafter referred to as "electric propulsion units" or "EPUs"), which may include at least one engine, at least one rotor, at least one propeller, or any combination thereof. The aircraft can be all-electric, hybrid-powered, or fuel-powered. For example, in some embodiments, the aircraft is a tiltrotor aircraft configured for frequent (e.g., more than 50 flights per workday), short-duration flights (e.g., less than 100 miles per flight) over, into, and out of densely populated areas. The aircraft may be configured to carry 4 to 6 passengers or commuters who desire a comfortable experience with low noise and low vibration. Therefore, it is desirable to control aircraft components in a way that reduces load in order to improve aircraft performance (e.g., extend component life, reduce failure risk, reduce weight, and improve pilot control).

[0022] The disclosed embodiments provide new and improved configurations of aircraft components, some of which have not been found in conventional aircraft, and / or the disclosed embodiments provide recognized design standards for components that differ from those in conventional aircraft. In addition to addressing the drawbacks and challenges of conventional components, these alternative configurations and design standards have also resulted in various configurations and design embodiments disclosed herein for components of propulsion-driven aircraft (e.g., electric or hybrid electric aircraft). For example, implementing control surface position adjustment functions as described and illustrated below can provide a method for aircraft control that maintains a currently reasonable level of pilot workload (e.g., relative to conventional aircraft) while incorporating smaller, lighter actuators, which can improve flight performance and efficiency.

[0023] In some embodiments, the propulsion-driven aircraft of this disclosure can be designed to perform both vertical takeoff and landing, as well as conventional takeoff and landing, wherein the distributed propulsion system enables vertical flight, horizontal and lateral flight, and transitions (e.g., transitions between vertical and horizontal flight). The aircraft can generate thrust by supplying high-voltage electrical power to multiple engines of the distributed propulsion system, which may include components that convert the high-voltage electrical power into mechanical shaft power to rotate the propeller.

[0024] Embodiments may include an electric engine (e.g., an electric motor) connected to an onboard electric power source, which may include devices capable of storing energy, such as batteries or capacitors, and may optionally include one or more systems for utilizing or generating electricity, such as fuel-powered generators or solar panel arrays. In some embodiments, the aircraft may include a hybrid-electric aircraft configured to power a distributed propulsion system using at least one of an electric or fuel-based energy source. In some embodiments, the aircraft may be powered by one or more batteries, an internal combustion engine (ICE), a generator, a turbine engine, or a ducted fan.

[0025] The engines can be mounted directly to the wing or to one or more booms attached to the wing. The amount of thrust generated by each engine can be controlled by torque commands sent to each engine via a digital communication interface from the flight control system (FCS). Embodiments may include a front engine (and associated propeller) capable of changing its orientation or tilt.

[0026] The engine can rotate the propeller in a clockwise or counterclockwise direction. In some embodiments, the difference in propeller rotation direction can be achieved using the direction of engine rotation. In other embodiments, the engine can rotate entirely in the same direction, and different propeller rotation directions can be achieved using gear mechanisms.

[0027] In some embodiments, the aircraft may have a number of engines, which may be configured in various combinations of nose and tail engine configurations. A nose engine can be considered as an engine primarily oriented toward the leading edge of the wing. A tail engine can be considered as an engine primarily oriented toward the trailing edge of the wing. For example, the aircraft may have six nose and six tail engines, five nose and five tail engines, four nose and four tail engines, three nose and three tail engines, two nose and two tail engines, or any other combination of nose and tail engines, including embodiments in which the number of nose and tail engines is not equal.

[0028] In some embodiments, for vertical takeoff and landing (VTOL) missions, the front and rear engines can provide vertical thrust during takeoff and landing. During the forward flight phase, the front engine can provide horizontal thrust, while the propellers of the rear engines can be retracted to a fixed position to minimize drag. The rear engine can be actively retracted using position monitoring.

[0029] The transition from vertical to horizontal flight and from horizontal to vertical flight can be achieved via a tilting propeller subsystem. This tilting propeller subsystem can redirect thrust between the primary vertical direction during vertical flight phases (e.g., hovering phases) and the horizontal or near-horizontal direction during forward cruise phases, based on the tilt of one or more propellers (e.g., determining the directionality of one or more propellers). A variable pitch mechanism can change the blade collective angle of the propeller hub assembly of the front engine for operation during flight phases such as hovering, transition, and cruise. Vertical lift can be thrust in the primary vertical direction (e.g., during hovering phases). Horizontal thrust can be thrust in the primary horizontal direction (e.g., during cruise phases).

[0030] In some embodiments, a “flight phase” or “flight mode” (e.g., hovering, cruise, forward flight, takeoff, landing, transition) may be defined by a combination of flight conditions (e.g., a combination of flight conditions within a specific range), which may include one or more of the following: airspeed, altitude, pitch angle (e.g., the pitch angle of the aircraft), roll angle (e.g., the roll angle of one or more propellers), roll angle, rotational speed (e.g., the rotational speed of the propellers), torque value, or any other value that the pilot commands or instructs on the current or requested (e.g., commanded) state of at least a portion of the aircraft.

[0031] In some embodiments, during conventional takeoff and landing (CTOL) missions, the front engine can provide horizontal thrust for wing-borne takeoff, cruise, and landing, and the wing can provide vertical lift. In some embodiments, the tail engine may not be used to generate thrust during CTOL missions, and the tail propeller may be retracted in place. In other embodiments, the tail engine may be used at reduced power to shorten the length of CTOL takeoff or landing.

[0032] As detailed herein, embodiments of an aircraft may include numerous movable structural flight elements that enable a pilot to safely control the aircraft. Flight control surfaces (e.g., flaps, ailerons, elevators, rudders, etc.) are crucial for controlling the aircraft's orientation. Changing the orientation of these surfaces alters the airflow and pressure distribution around the aircraft, allowing the pilot to control the aircraft's movement along three axes of rotation. Similarly, control of the propeller's rotation and orientation provides lift support (e.g., the lift required for vertical takeoff, landing, and hovering) and can provide the forward thrust required to move the aircraft in the air. The movement of each of these flight elements is critical to the aircraft's safety and stability.

[0033] See below for reference Figure 6 To elaborate further, reducing stress (e.g., load mitigation) on critical aircraft components can be crucial for ensuring the structural integrity, stability, and safety of an aircraft. By actively managing aerodynamics, load mitigation can extend an aircraft's service life and reduce the risk of structural failure. While conventional aircraft can be designed to handle predictable flight conditions and load distributions, more complex aircraft, such as eVTOL (electric vertical takeoff and landing) aircraft, may require more sophisticated algorithms for load mitigation. For example, unlike traditional fixed-wing aircraft, eVTOLs may employ distributed propulsion systems, unique configurations (e.g., structural architecture), and / or multiple flight modes. Therefore, managing dynamic aerodynamic loads during different flight phases (e.g., vertical takeoff, hovering, transition to forward flight, forward flight, landing, etc.) through sophisticated algorithms and control strategies can improve load mitigation in eVTOLs. Furthermore, some aircraft may be designed to operate in urban environments with stringent noise regulations, which could further complicate load mitigation methods.

[0034] The disclosed embodiments determine an optimized actuator configuration that minimizes loads (e.g., aerodynamic loads, weight loads, engine loads, structural loads, dynamic loads). In some embodiments, the optimized actuator configuration is determined based on one or more signals. In some embodiments, the one or more signals are measured by one or more sensors included in the aircraft. Furthermore, the disclosed embodiments generate one or more commands based on the determined optimized actuator configuration. The one or more actuator commands can cause actuation of one or more aircraft actuators.

[0035] In some embodiments, an aircraft of any of the disclosed embodiments can be simulated. For example, the aircraft may be situated in a simulated environment within a simulator (e.g., a simulator for flight training) or a virtual environment in a video game. Alternatively, in some embodiments, the aircraft's display screen can be simulated. For example, the display screen (e.g., a control margin display screen) may be situated in a simulated environment within a simulator (e.g., a simulator for flight training) or a virtual environment in a video game. The simulated display screen's presentation may be displayed on a display device (e.g., a monitor, tablet, smartphone, computer screen, or any other display device) operatively connected to a processor configured to execute software code stored in a storage medium for performing flight control operations, as referenced below. Figure 5 Flight control operations are described in further detail.

[0036] Reference will now be made in detail to exemplary embodiments, examples of which are illustrated in the accompanying drawings. The following description refers to the accompanying drawings, in which the same numerals in different drawings denote the same or similar elements unless otherwise indicated. The embodiments set forth in the following description of the exemplary embodiments do not represent all embodiments consistent with this disclosure. Instead, these embodiments are merely examples of apparatuses and methods consistent with aspects related to the subject matter recited in the appended claims.

[0037] Figure 1 This is an illustration of a perspective view of an exemplary VTOL aircraft consistent with the disclosed embodiments. Figure 2 This is another illustration of a perspective view of an exemplary VTOL aircraft in an alternative configuration consistent with embodiments of this disclosure. Figure 1 and Figure 2 VTOL aircraft 100 and 200, consistent with embodiments of this disclosure, are shown in cruise configuration and vertical takeoff, landing, and hovering configurations (also referred to herein as "lift" configurations). Figure 1 and Figure 2Corresponding components may have similar reference numerals and refer to similar components of aircraft 100, 200. Aircraft 100, 200 may include fuselages 102, 202, wings 104, 204 mounted to fuselages 102, 202, and one or more rear stabilizers 106, 206 mounted to the rear of fuselages 102, 202. Multiple lift propellers 112, 212 may be mounted to wings 104, 204 and may be configured to provide lift for vertical takeoff, landing, and hovering. Multiple tilt propellers 114, 214 may be mounted to wings 104, 204 and may tilt between lift and cruise configurations (e.g., configured to tilt or change orientation between lift and cruise configurations), in which the multiple tilt propellers provide a portion of the lift required for vertical takeoff, landing, and hovering, such as... Figure 2 As shown, in the cruise configuration, the plurality of tilting propellers provide forward thrust to the aircraft 100 for horizontal flight, such as Figure 1 As shown. As used herein, a tilt propeller lift configuration refers to any tilt propeller orientation in which tilt propeller thrust primarily provides lift to the aircraft, while a tilt propeller cruise configuration refers to any tilt propeller orientation in which tilt propeller thrust primarily provides forward thrust to the aircraft.

[0038] In some embodiments, lift propellers 112, 212 can be configured to provide lift only, wherein all horizontal thrust is provided by tilting propellers. For example, lift propellers 112, 212 can be configured to have a fixed position and can generate thrust only during takeoff, landing, and hovering phases of flight. Meanwhile, tilting propellers 114, 214 can be tilted upwards into a lift configuration in which thrust from propellers 114, 214 is directed downwards to provide additional lift.

[0039] For forward flight, tilting propellers 114 and 214 can tilt from their lift configuration to their cruise configuration. In other words, the orientation of tilting propellers 114 and 214 can change from an orientation in which tilting propeller thrust is directed downwards (to provide lift during vertical takeoff, landing, and hovering) to an orientation in which tilting propeller thrust is directed backwards (to provide forward thrust to aircraft 100 and 200). The tilting propeller assembly for a specific electric engine can tilt about an axis of rotation defined by the mounting point connecting the boom and the electric engine. When aircraft 100 and 200 are in fully forward flight, lift can be provided entirely by wings 104 and 204. Meanwhile, in cruise configuration, lift propellers 112 and 212 can be shut off. The blades 120 and 220 of lift propellers 112 and 212 can be maintained in a low-drag position for aircraft cruise. In some embodiments, the lift propellers 112 and 212 may each have two blades 120 and 220, respectively, which may be locked in a minimum drag position, for example, during aircraft cruise, in which one blade is directly in front of the other blade. Figure 1 As shown. In some embodiments, the lift propellers 112, 212 have more than two blades. In some embodiments, the tilting propellers 114, 214 may contain more blades 116, 216 than the lift propellers 112, 212. For example, as Figure 1 and Figure 2 As shown, lift propellers 112 and 212 may each contain, for example, two blades, while jib propellers 114 and 214 may each contain more blades, such as the five blades shown. In some embodiments, each of the jib propellers 114 and 214 may have two to five blades, and possibly more, depending on the aircraft's design considerations and requirements.

[0040] In some embodiments, the aircraft may include a single wing 104, 204 on each side of the fuselage 102, 202 (or a single wing extending across the entire aircraft). At least a portion of the lift propellers 112, 212 may be located behind the wings 104, 204 (e.g., from a bird's-eye view, the propeller's rotation point is behind the wing), and at least a portion of the jib propellers 114, 214 may be located in front of the wings 104, 204 (e.g., from a bird's-eye view, the propeller's rotation point is in front of the wing). In some embodiments, all of the lift propellers 112, 212 may be located behind the wings 104, 204, and all of the jib propellers 114, 214 may be located in front of the wings 104, 204. According to some embodiments, all the lift propellers 112, 212 and the jib propellers 114, 214 may be mounted to the wings—for example, it is not possible to mount any of the lift propellers or jib propellers to the fuselage. In some embodiments, the lift propellers 112 and 212 may all be located behind the wings 104 and 204, and the tilt propellers 114 and 214 may all be located in front of the wings 104 and 204. According to some embodiments, all the lift propellers 112 and 212 and the tilt propellers 114 and 214 may be positioned inside the ends of the wings 104 and 204.

[0041] In some embodiments, the lift propellers 112, 212 and the tilt propellers 114, 214 can be mounted to the wings 104, 204 via booms 122, 222. Booms 122, 222 can be mounted below the wings 104, 204, on the top of the wings, and / or integrated into the wing profile. In some embodiments, the lift propellers 112, 212 and the tilt propellers 114, 214 can be directly mounted to the wings 104, 204. In some embodiments, each boom 122, 222 can mount one lift propeller 112, 212 and one tilt propeller 114, 214. The lift propellers 112, 212 can be mounted at the rear end of the booms 122, 222, and the tilt propellers 114, 214 can be mounted at the front end of the booms 122, 222. In some embodiments, the lift propellers 112, 212 can be mounted in fixed positions on the booms 122, 222. In some embodiments, the tilt propellers 114, 214 may be hinged to the front end of booms 122, 222. The tilt propellers 114, 214 may be mounted to booms 122, 222 such that, in their cruise configuration, the tilt propellers 114, 214 are aligned with the body of booms 122, 222, thereby forming a continuous extension at the front end of booms 122, 222 that minimizes drag during forward flight.

[0042] In some embodiments, aircraft 100, 200 may include, for example, a wing on each side of fuselage 102, 202 or a single wing extending across the aircraft. According to some embodiments, at least one wing 104, 204 is a high wing mounted to the upper side of fuselage 102, 202. According to some embodiments, the wing includes control surfaces such as flaps, ailerons, and / or flaperons (e.g., configured to perform the functions of both flaps and ailerons). According to some embodiments, wings 104, 204 may have a profile that reduces drag during forward flight. In some embodiments, the wingtip profile may be curved and / or tapered to minimize drag.

[0043] In some embodiments, the rear stabilizers 106, 206 include control surfaces, such as one or more rudders, one or more elevators, and / or one or more combinations of rudder-elevator. The wing may have any suitable design for providing lift, directionality, stability, and / or any other characteristics beneficial to the aircraft. In some embodiments, the wing has a tapered leading edge.

[0044] In some embodiments, the lift propellers 112, 212 or the tilt propellers 114, 214 may be tilted relative to at least one other lift propeller 112, 212 or tilt propeller 114, 214, wherein tilting refers to the relative orientation of the rotation axis of the lift propeller / tilt propeller about a line parallel to the forward and backward direction, similar to the roll degree of freedom of an aircraft.

[0045] In some embodiments, one or more lift propellers 112, 212 and / or tilting propellers 114, 214 may be tilted relative to the aircraft cabin such that the axis of rotation of the propeller in the lift configuration is angled to an axis perpendicular to the top surface of the aircraft. For example, in some embodiments, the aircraft is as follows: Figure 4E The flying wing aircraft shown has some or all of its propellers tilted away from the cabin.

[0046] Figure 3 This is an illustration of a top plan view of an exemplary VTOL aircraft consistent with embodiments of this disclosure. The aircraft 300 shown in the figure may be, respectively, in... Figure 1 and Figure 2The diagram shows a top plan view of aircraft 100 and 200. As discussed herein, aircraft 300 may include twelve electric propulsion systems distributed across aircraft 300. In some embodiments, the distribution of electric propulsion systems may include six forward electric propulsion systems 314 and six tail electric propulsion systems 312 mounted on booms at the forward and tail ends of the main wing 304 of aircraft 300. In some embodiments, the forward electric propulsion systems may be mounted to the wing 304 via booms 322. In some embodiments, the tail electric propulsion systems may be mounted to the wing 304 via booms 324. In some embodiments, the rear end length of boom 324 from the wing 304 to the lifting propeller (part of the electric propulsion system 312) may include similar rear end lengths of boom 324 across multiple rear ends of the boom. In some embodiments, the rear end length of the boom may vary, for example, across six rear ends of the boom. Additionally, Figure 3 An exemplary embodiment of a VTOL aircraft 300 is depicted, having a front propeller (part of an electric propulsion system 314) in a horizontal orientation for horizontal flight and a tail propeller blade 320 in a retracted position for forward flight.

[0047] In some embodiments, the flight control system may include a system capable of controlling control surfaces and their associated actuators in an exemplary VTOL aircraft. In aircraft 300, in addition to the propeller blades discussed previously, the control surfaces may also include flaps and ailerons 330, 332 and azimuth elevators 340. Flaps and ailerons 330, 332 may combine the functions of one or more flaps, one or more ailerons, and / or one or more spoilers. A azimuth elevator 340 may combine the functions of one or more rudders and / or one or more elevators. Alternatively or additionally, the control surface may include separate rudders and elevators. Furthermore, in some embodiments, the control surface may include any combination of: one or more flaps and ailerons, one or more spoilers, one or more deformable surfaces, one or more ailerons, one or more elevons, one or more composite control surfaces, one or more azimuth elevators, one or more rudders, or one or more elevators. Elevators may combine the functions of one or more elevators and / or one or more ailerons. Composite control surfaces may combine the functions of one or more flaps, one or more ailerons, one or more spoilers, one or more rudders, and / or one or more elevators. In aircraft 300, in addition to the electric propulsion system discussed earlier, the actuators may also include control surface actuators (CSAs) associated with flaps 330, 332 and directional elevator 340, as discussed further below.

[0048] Alternatively or concurrently, in some embodiments, the flight control system may include systems (e.g., computerized, electrical, and / or electromechanical systems) capable of controlling the control leading-edge surface and its associated actuators in an exemplary VTOL aircraft. Examples of leading-edge surfaces that may be included in an exemplary VTOL aircraft (e.g., aircraft 300) may include one or more leading-edge slats, one or more Kreuger flaps, one or more leading-edge droop flaps, one or more slotted flaps, one or more deformable surfaces, one or more spoilers, one or more variable-camber leading-edge devices, any combination of the foregoing, and / or any other suitable leading-edge surface.

[0049] Figures 4A-4F This is an illustration of a top plan view of an exemplary VTOL aircraft consistent with embodiments of this disclosure. Numerous design considerations (cost, weight, size, performance, etc.) may exist that affect the number and / or combination of tilt propellers and lift propellers in a VTOL aircraft. As further described below, the aircraft's airspeed and tilt angle affect the forces experienced by the control surface actuators and / or leading-edge surface actuators. Therefore, the flight control system can adjust the aircraft actuators or actuators in certain ways (e.g., as discussed in the disclosed embodiments) to control the aircraft in a way that reduces load.

[0050] Figure 4A An arrangement of the electric propulsion unit consistent with embodiments of this disclosure is shown. Reference Figure 4A The aircraft shown in the figure may be a top plan view of an exemplary aircraft (e.g., a VTOL aircraft). The aircraft may include twelve electric propulsion systems distributed across the aircraft. In some embodiments, the distribution of electric propulsion systems may include six forward electric propulsion systems (401, 402, 403, 404, 405, and 406) and six tail electric propulsion systems (407, 408, 409, 410, 411, and 412). In some embodiments, the six forward electric propulsion systems may be operatively connected to a tilting propeller, and the six tail electric propulsion systems may be operatively connected to a lift propeller. In other embodiments, the six forward electric propulsion systems and multiple tail electric propulsion systems may be operatively connected to a tilting propeller, and the remaining tail electric propulsion systems may be operatively connected to a lift propeller. In other embodiments, all forward and tail electric propulsion systems may be operatively coupled to a tilting propeller.

[0051] Figure 4B An alternative arrangement of the electric propulsion unit consistent with embodiments of this disclosure is shown. Reference Figure 4BThe aircraft shown in the figure may be a top plan view of an exemplary aircraft (e.g., a VTOL aircraft). The aircraft may include eight electric propulsion systems distributed across the aircraft. In some embodiments, the distribution of the electric propulsion systems may include four forward electric propulsion systems (413, 414, 415, and 416) and four tail electric propulsion systems (417, 418, 419, and 420). In some embodiments, the four forward electric propulsion systems may be operatively connected to a tilting propeller, and the four tail electric propulsion systems may be operatively connected to a lift propeller. In other embodiments, the four forward electric propulsion systems and multiple tail electric propulsion systems may be operatively connected to a tilting propeller, and the remaining tail electric propulsion systems may be operatively connected to a lift propeller. In other embodiments, all forward and tail electric propulsion systems may be operatively coupled to a tilting propeller.

[0052] Figure 4C An alternative arrangement of the electric propulsion unit consistent with embodiments of this disclosure is shown. Reference Figure 4C The aircraft shown in the figure may be a top plan view of an exemplary aircraft (e.g., a VTOL aircraft). The aircraft may include six electric propulsion systems distributed across the aircraft. In some embodiments, the distribution of the electric propulsion systems may include a first group of four electric propulsion systems 421, 422, 423, and 424, which are coplanar in a first plane; and a second group of two electric propulsion systems 425 and 426, which are coplanar in a second plane. In some embodiments, the first group of electric propulsion systems 421-424 may be operatively connected to a tilting propeller, and the second group of electric propulsion systems 425 and 426 may be operatively connected to a lift propeller. In other embodiments, both the first group of electric propulsion systems 421-424 and the second group of tail-mounted electric propulsion systems 425 and 426 may be operatively connected to the tilting propeller.

[0053] Figure 4D An alternative arrangement of the electric propulsion unit consistent with embodiments of this disclosure is shown. Reference Figure 4D The aircraft shown in the figure may be a top plan view of an exemplary aircraft (e.g., a VTOL aircraft). The aircraft may include four electric propulsion systems distributed across the aircraft. In some embodiments, the distribution of electric propulsion systems may include four coplanar electric propulsion systems 427, 428, 429, and 430. In some embodiments, all electric propulsion systems may be operatively connected to tilting propellers.

[0054] Figure 4E An alternative arrangement of the electric propulsion unit consistent with embodiments of this disclosure is shown. Reference Figure 4EThe aircraft shown in the figure may be a top plan view of an exemplary aircraft (e.g., a VTOL aircraft). The aircraft may include six electric propulsion systems distributed across the aircraft. For example, in some embodiments, the aircraft may include four forward electric propulsion systems 431, 432, 433, and 434 operatively connected to a tilting propeller, and two tail ducted fans 435 and 436 operatively connected to a lift propeller. In some embodiments, the aircraft may include ten electric propulsion systems distributed across the aircraft. For example, in some embodiments, the aircraft may include six forward electric propulsion systems operatively connected to a tilting propeller, and four tail electric propulsion systems operatively connected to a lift propeller. In some embodiments, some or all of the tail electric propulsion systems may be operatively connected to the tilting propeller.

[0055] like Figure 4E As shown, in some embodiments, the aircraft may have a flying wing configuration, such as a tailless fixed-wing aircraft without a defined fuselage. In some embodiments, the aircraft may employ a flying wing configuration in which the fuselage is integrated into the wing. In some embodiments, when the tiltrotor is operated in a lift configuration, the tiltrotor may rotate in a plane above the aircraft fuselage.

[0056] Figure 4F An alternative arrangement of the electric propulsion unit consistent with embodiments of this disclosure is shown. Reference Figure 4F The aircraft may be a top plan view of an exemplary aircraft. In some embodiments, the aircraft may include ducted fans 437, 438, 439, and 440 operatively connected to an electric propulsion system. In some embodiments, the aircraft may include a set of ducted fans on each wing of the aircraft, and the set of ducted fans may be connected to tilt together (e.g., between a lift configuration and a forward thrust configuration). In some embodiments, the aircraft includes left and right canards and left and right afts. In some embodiments, each wing of the aircraft includes a set of connected ducted fans. In some embodiments, each set of connected ducted fans may tilt (e.g., between a lift configuration and a forward thrust configuration), while in other embodiments, only the fan sets on the canards may tilt.

[0057] As disclosed herein, the front electric propulsion system and the rear electric propulsion system can be of clockwise (CW) or counterclockwise (CCW) type. Some embodiments may include various front electric propulsion systems that are a mixture of both CW and CCW types. In some embodiments, the rear electric propulsion system may be a mixture of CW and CCW type systems. In some embodiments, each electric propulsion system may be fixed as either clockwise (CW) or counterclockwise (CCW), while in other embodiments, one or more electric propulsion systems may vary between clockwise (CW) rotation and counterclockwise (CCW) rotation.

[0058] Figure 5 A functional block diagram of an exemplary control system 500 for an aircraft consistent with the disclosed embodiments is shown. System 500 may be implemented by at least one processor (e.g., at least one microprocessor-based controller) configured to execute software code stored in a storage medium (e.g., a computer-readable medium, a non-transitory computer-readable medium) to implement the functions described herein. System 500 may also be implemented in hardware or a combination of hardware and software. System 500 may be implemented as part of an aircraft's flight control system (e.g., a flight control computer) and may be configured to repeatedly execute individual steps or sequences until a desired or commanded result is achieved. It should be understood that, for ease of description, Figure 5 Many conventional functions of the control system are not shown. Consistent with the disclosed embodiments, the flight control computer (FCC) may include means configured to perform one or more operations (e.g., computational operations) of the aircraft, such as at least one processor, and a memory component that may store instructions executable by at least one processor to perform operations.

[0059] System 500 further includes one or more storage media storing models, functions, tables, and / or any information for performing the disclosed processes. As further described below, any or each block of the instruction command model (e.g., 504, 506, 508, and 510), feedback (512, 516, 518, and 522), feedforward (514, 520), outer loop assignment (524, 526), ​​inner loop control law 528, and control assignment 529 may represent or contain modules, scripts, functions, applications, and / or programs executed by the processor and / or microprocessor of system 500. It should be understood that... Figure 5 The complexity and interrelationships of the functional block diagrams make it impossible for human users to implement them effectively, or at least impractical, especially considering that these functions are implemented during aircraft flight (including takeoff and landing).

[0060] In some embodiments, the control system 500 may be configured based on one or more flight control laws. Flight control laws may include a set of algorithms, models, and / or rules configured to manage the behavior of an aircraft (e.g., control or influence one or more actuators of the aircraft) in response to one or more pilot inputs and external factors. In some embodiments, flight control laws may be configured to achieve at least one of desired flight characteristics, stability, or performance. For example, flight control laws may be configured to ensure the stability and controllability of the aircraft by controlling how the aircraft responds to at least one of: one or more pilot inputs, changes in aircraft dynamics (e.g., disturbances, such as turbulence, gusts, etc.) or flight conditions (e.g., altitude, airspeed, angle of attack).

[0061] System 500 can detect, for example, one or more inputs from a pilot input device configured to receive at least one pilot input, and generate or influence signals. Pilot inputs can be generated and / or received from input devices or mechanisms of the aircraft, such as buttons, switches, joysticks, sliders, controls, or any other means configured to generate or influence signals based on physical actions from the pilot. For example, a pilot input device may include one or more of a right control (e.g., right control 502A for moving left / right and / or right control 502E for moving forward / backward), a left control (e.g., left control 502C for moving left / right and / or left control 502G for moving forward / backward), and / or a left control switch 502F. In some embodiments, the pilot input device may include an interface to an autopilot system (e.g., a display screen, switch, button, joystick, and / or other interface). Optionally, system 500 may further detect input from the autopilot system, such as autopilot roll command 502B, autopilot climb command 502D, and / or other commands for controlling the aircraft.

[0062] In some embodiments, one or more inputs may include at least one of the following: the position and / or rate of the right and / or left controllers, signals received from switches on the controllers (e.g., response type change commands, trim inputs, reference inputs, backup control inputs, etc.), measurements of aircraft status and environmental conditions based on data received from one or more sensors of the aircraft (e.g., measured load factor, airspeed, roll angle, pitch angle, actuator status, battery status, aerodynamic parameters, temperature, gusts, etc.), obstacles (e.g., presence or absence of other aircraft and / or debris), and aircraft mode (e.g., ground taxiing, takeoff, airborne). For example, the right controller L / R 502A may include the lateral position and / or rate of the right controller (e.g., a controller positioned to the right of another controller and / or a controller positioned to the right of the pilot's work area), the autopilot roll command 502B may include a roll signal received in autopilot mode, the left controller L / R 502C may include the lateral position and / or rate of the left controller (e.g., a controller positioned to the left of another controller and / or a controller positioned to the left of the pilot's work area), the autopilot climb command 502D may include a climb signal received in autopilot mode, the right controller F / A 502E may include the longitudinal position and / or rate of the right controller, the left controller switch 502F may include a signal from a switch for enabling or disabling the automatic transition function 503, and the left controller F / A 502G may include the longitudinal position and / or rate of the left controller.

[0063] Each input may contain the data listed above (e.g., signals from switches, measurements of aircraft status, aircraft modes, etc.). Actuator status may include actuator hardware limitations, such as travel limits, speed limits, response time limits, etc., and may include actuator health indicators that can indicate deterioration in actuator performance, potentially limiting a given actuator's ability to fulfill actuator commands. Actuator status can be used to determine the limits (e.g., minimum / maximum) of individual actuator commands. Battery status may correspond to the remaining energy of the aircraft's battery pack, and can be monitored when the control allocation 529 considers balancing the battery pack's energy status. Aerodynamic parameters may be parameters derived from aerodynamic and acoustic modeling and may be based on the actuator Jacobian matrix and actuator status. Each input received from the controller may indicate a corresponding adjustment to the aircraft's heading or power output.

[0064] Command models 504, 506, 508, and 510 can be configured to determine the shape of an ideal aircraft response (e.g., aggressiveness, rate of turn, damping, overshoot, etc.). For example, each of command models 504, 506, 508, and 510 can be configured to receive and interpret at least one of inputs 502A, 502B, 502C, 502D, 502E, 502F, and 502G, and in response thereto use an integrator (not shown) to calculate corresponding changes in the aircraft's orientation, heading, and propulsion, or combinations thereof. In some embodiments, the right control L / R 502A and the autopilot roll command 502B can be fed into the turning rate command model 504, the left control L / R 502C can be fed into the lateral speed command model 506, the autopilot climb command 502D and the right control F / A 502E can be fed into the climb command model 508, and the left control F / A 502G can be fed into the forward speed command model 510. In some embodiments, the output from the automatic transition function 503 can be fed into at least one of the climb command model 508 or the forward speed command model 510. For example, based on receiving an enable signal from the left control switch 502F, the automatic transition function 503 can automatically determine at least one of the climb signal or the forward speed signal for transmission to at least one of the climb command model 508 or the forward speed command model 510.

[0065] Turn rate command model 504 can be configured to output a desired position command and / or a turn rate command, and can also be configured to calculate the assumed aircraft heading when the controller is brought back to a center position (e.g., in a chock). Lateral speed command model 506 can be configured to output a desired position command and / or a lateral speed command. Climb command model 508 can be configured to output at least one of a desired altitude command, a vertical speed command, or a vertical acceleration command. Forward speed command model 510 can be configured to output at least one of a desired position command, a longitudinal speed command, or a longitudinal acceleration command. In some embodiments, one or more of the command models can be configured to output acceleration generated in response to changes in the speed command. For example, climb command model 508 can be configured to output vertical acceleration generated in response to changes in the vertical speed command.

[0066] Feedforwards 514 and 520 may each receive one or more desired changes (e.g., desired position, velocity, and / or acceleration) from corresponding command models 504, 506, 508, or 510, and data received from one or more aircraft sensors (e.g., airspeed, aircraft orientation, aircraft load factor, measured acceleration, aircraft mass and inertia, air density, altitude, aircraft mode, etc.) as input, and may be configured to output a corresponding force for each desired change to accomplish the desired change. In some embodiments, feedforwards 514 and 520 may be configured to determine the corresponding force using a simplified model of the aircraft's dynamic characteristics. For example, based on the known mass of the aircraft (e.g., a stored value) or a determined mass, feedforwards 514 and 520 may be configured to determine the force required to make the aircraft follow a desired acceleration command. In some embodiments, feedforwards 514 and 520 may be configured to use a model to predict the amount of drag generated on the aircraft as a function of velocity in order to determine the force required to follow a desired velocity command signal.

[0067] In some embodiments, feedforward 520 may include a control surface adjustment function. For example, feedforward 520 may be configured to receive aircraft data (e.g., airspeed, load factors of one or more actuators) and / or one or more pilot commands (e.g., acceleration commands) as input to the control surface adjustment function. Alternatively, in some embodiments, a separate feedforward may include a control surface adjustment function. For example, a separate feedforward (not depicted) may be a flight condition feedforward and may receive aircraft data (e.g., airspeed, load factors of one or more actuators) and / or one or more pilot commands (e.g., acceleration commands) as input. In some embodiments, the control surface adjustment function may send data directly to control allocation 529. For example, the control surface adjustment function may send data (e.g., control surface position) directly to control allocation 529 as part of feedforward 520 or as a separate feedforward.

[0068] In some embodiments, the control surface adjustment function may include a priority ranking scheme. The priority ranking scheme may refer to a system-computerized (e.g., algorithmic) method or set of rules for determining an optimization variable or set of variables. In some embodiments, the priority ranking scheme may include at least one of a weighted algorithm, a cost function, or a data structure. For example, the control surface adjustment function may include a weighted algorithm configured to determine an optimized control surface position setting that minimizes the continuous torque of the actuators of the control surface while still providing one or more outputs that satisfy one or more constraints, for example, by providing sufficient lift capability (e.g., the output reaches a threshold and / or lift within a specific range). Alternatively or additionally, the control surface adjustment function may include a data structure (e.g., a lookup table, a scheduling table) comprising one or more data pairs (e.g., the deflection and airspeed of the inward flaperon 330, the deflection and airspeed of the outward flaperon 332, etc.). Figure 7 (As depicted).

[0069] In some embodiments, the control surface position adjustment function can be configured to determine the control surface position based on one or more measured state variables. Alternatively, in some embodiments, the control surface position adjustment function can be configured to determine the leading edge surface position (e.g., an updated, preferred, optimized, and / or improved leading edge surface position) based on one or more measured state variables. One or more measured state variables may include airspeed, bank angle, ambient temperature, actuator temperature, actuator hinge torque, current actuator hinge position, commanded actuator hinge position, any variable aircraft or aircraft component characteristics, and / or any combination thereof. Ambient temperature may refer to the temperature of the air surrounding the aircraft and can be used to determine the density of the air surrounding the aircraft. For example, the control surface position adjustment function can be configured to determine the leading edge surface position based on airspeed (e.g., as shown in the image). Figure 7 (as depicted) or based on airspeed and bank angle (e.g., as described) Figure 9A and Figure 9B (As depicted) to determine the position of the control surface.

[0070] In some embodiments, the priority ranking scheme can be configured to determine control surface positions based on flight modes, as a supplement to or replacement of one or more measured state variables. For example, the control surface position adjustment function can determine at least one control surface position (e.g., 5 degrees of flaperon deflection) based on a first measured state variable of an aircraft in hovering mode, and can determine the same or different control surface positions (e.g., 0 degrees of flaperon deflection) based on a second measured state variable of an aircraft in forward flight (e.g., corresponding to the first measured state variable).

[0071] In some embodiments, a priority sequencing scheme can be configured to prioritize the actuation of the first actuator in a first flight mode (e.g., when the aircraft is in a first flight mode) and prioritize the actuation of the second actuator in a second flight mode (e.g., when the aircraft is in a second flight mode). For example, a control surface position adjustment function can be configured to prioritize the actuation of the inboard flaps (e.g., when the aircraft is in hover mode). Figure 3 Minimize the torque of the 330), and prioritize the outer flaps (e.g., when the aircraft is in forward flight mode. Figure 3 Minimize the torque of 332).

[0072] In some embodiments, the prioritization scheme can be configured to further determine the control surface position based on the maximum lift coefficient. The maximum lift coefficient (CLmax) can refer to the highest lift coefficient (CL) value that the aircraft wing can achieve (e.g., due to the positioning of control surfaces and / or leading edge surfaces on the aircraft wing) before airflow begins to separate on the wing and the wing stalls (e.g., a sharp loss of lift and a sharp increase in drag). For example, the control surface position adjustment function can be configured to determine control surface positions that will not cause the aircraft to stall (e.g., flaperon deflection) (e.g., control surface positions with a CL below CLmax). In some embodiments, the CLmax of the aircraft wing can be determined via testing or experimentation. For example, the CL of the aircraft wing can be determined via testing in a wind tunnel over a certain angular range, and the maximum value of the CL for a given angle can be CLmax.

[0073] In some embodiments, a priority ranking scheme can be configured to determine the optimal control surface position for each of a plurality of actuators. For example, a control surface position adjustment function can be configured to determine the optimal control surface position for each control surface of an aircraft. Furthermore, the control surface position adjustment function can determine a first type of control surface (e.g., Figure 3 The first set of optimized control surface positions of the inner flap aileron 330) and the second type of control surface (e.g., Figure 3 The second set of optimized control surface positions (outer flap aileron 332). In some embodiments, one or more positions in the first set of optimized control surface positions may be the same as one or more positions in the second set of optimized control surface positions.

[0074] In some embodiments, the prioritization scheme can be continuous. A continuous prioritization scheme may include a prioritization scheme configured to output continuous or range values ​​(e.g., angle values) rather than, for example, two or three distinct discrete angle values. For example, at least one processor (e.g., FCC) may be configured to dynamically operate and / or update control surface position adjustment functions (e.g., while the aircraft is in flight), which may result in frequent changes to the control surface positions during flight (e.g., optimization changes), which would be impossible for the pilot to accomplish with the same degree of technical benefit (e.g., reduced component strain). Furthermore, as a non-limiting example, for aircraft containing low aspect ratio wings, the prioritization scheme may provide additional benefits in determining one or more optimal control surface positions and / or leading edge surface positions to minimize continuous torque on the control surface actuators while maintaining sufficient lift (e.g., no stall).

[0075] In some embodiments, at least one processor may use received measurements (e.g., airspeed, bank angle, ambient temperature, actuator hinge torque, actuator temperature) as input to a control surface position adjustment function to update or modify the control surface position adjustment function. For example, at least one processor may be configured to determine, based on the received measurements, that a reduction in control surface position (e.g., flaperon deflection) is needed to reduce the torque experienced by the actuator without significantly affecting control surface performance (e.g., lift capability, flight envelope compliance). Furthermore, the control surface position adjustment function may include adjustments for each measured state variable (e.g., such as...). Figure 7 The combination of (as described) and / or measured state variables (e.g., as described) Figure 9A and Figure 9B The position of the control surface (as depicted).

[0076] In some embodiments, the prioritization scheme can be configured to detect whether the actuator's state exceeds a predetermined threshold (e.g., a force threshold, torque threshold, temperature threshold, airspeed threshold, and / or a combined angle and airspeed threshold). In some embodiments, the predetermined threshold may include at least one of the actuator's maximum torque or the actuator's highest temperature. The actuator's maximum torque may include the maximum continuous torque that the actuator can continuously provide, a 10-minute torque limit, and / or an absolute maximum torque. If the actuator exceeds one or more of the aforementioned maximum torques, the risk of actuator damage and / or failure may be significant.

[0077] For example, a control surface position adjustment function can be configured to receive actuator status data (e.g., actuator hinge torque, actuator torque, actuator temperature, actuator position) from one or more sensors on the aircraft, and can be configured to compare the received actuator status data with corresponding predetermined thresholds. If the control surface position adjustment function determines that at least one of the received actuator status data exceeds the corresponding predetermined threshold, the control surface position adjustment function can be configured to generate a warning signal. For example, the control surface position adjustment function can send a warning signal to the aircraft's FCC, or can alert the aircraft's pilot via a warning (e.g., a visual warning, an auditory warning, a tactile warning) that the actuator associated with the actuator status data exceeding the predetermined threshold may be at risk of damage or has already been damaged. Furthermore, in some embodiments, a priority sorting scheme can be configured to automatically control the actuators associated with actuator status data exceeding the predetermined threshold. For example, the control surface position adjustment function can send a signal to control assignment 529 to automatically (e.g., without direct pilot input) control the actuator to reduce flaperon deflection, such that the actuator controlling a particular flaperon experiences a lower hinge torque (thus applying a smaller torque to maintain the flaperon position).

[0078] In some embodiments, the priority ordering scheme can be configured to receive overriding commands. For example, the control surface position adjustment function can be configured to receive an overriding command from the aircraft's pilot to disable or deactivate the control surface position adjustment function. Based on (e.g., in response to) receiving an overriding command, the control surface position adjustment function can stop outputting data to control allocation 529.

[0079] In some embodiments, a prioritization scheme may be configured to determine one or more optimal control surface positions based on one or more disturbances (e.g., using information from one or more disturbances in response to one or more disturbances). Disturbances may include gusts / gust loads, bird strikes, hail, or any other external factors that an aircraft may experience during flight. For example, based on sensors detecting and / or predicting gusts ahead of the aircraft (e.g., using information from sensors detecting and / or predicting gusts ahead of the aircraft in response to sensors detecting and / or predicting gusts ahead of the aircraft), a control surface position adjustment function may be configured to determine one or more optimal control surface positions to maintain control surface actuator torque below maximum torque. These one or more optimal control surface positions may be the same or different positions under the same aircraft state variables (e.g., airspeed, bank angle, load factor) without experiencing disturbances.

[0080] Feedbacks 512, 516, 518, and 522 may each receive one or more desired changes (e.g., desired position, velocity, and / or acceleration) from command models 504, 506, 508, and 510, as well as data indicating aircraft dynamics characteristics 530 received from aircraft sensing 531 as input. For example, the sensed aircraft dynamics characteristics 530 may include the aircraft's physical and / or natural dynamic characteristics, and the sensor measurements of aircraft sensing 531 may capture how the aircraft moves in response to pilot input, propulsion system output, environmental conditions, etc. In some embodiments, aircraft dynamics characteristics 530 may represent the control of different flight elements (e.g., electric propulsion systems and / or control surfaces) and the corresponding effects on flight elements and aircraft dynamics characteristics. Additionally or alternatively, the data received from aircraft sensing 531 may include error signals based on external disturbances (e.g., speed disturbances caused by gusts) generated by one or more processors. In some embodiments, feedbacks 512, 516, 518, and 522 can be configured to generate a feedback force (e.g., at an actuator) based on a received error signal. For example, feedbacks 512, 516, 518, and 522 can generate a feedback force to counteract the effects of external disturbances. Alternatively, feedbacks 512, 516, 518, and 522 can be configured to generate a feedback force based on a modeling error. For example, if an incorrect aircraft mass is input into feedforward 514 or 520, the aircraft's acceleration may change faster or slower than desired. Based on determining the difference between the desired acceleration and the measured acceleration, one or more processors can generate an error signal (e.g., included in aircraft sensing 531), which can be looped through feedbacks 512, 516, 518, or 522 to determine the additional force required to correct the error.

[0081] In some embodiments, feedback 512, 516, 518, or 522 may be disabled. For example, in response to a loss of position and / or ground speed feedback due to an interruption of Global Positioning System (GPS) communication, system 500 may be configured to operate without feedback 512, 516, 518, or 522 until GPS communication is reconnected.

[0082] In some embodiments, feedback 512, 516, 518, or 522 may receive multiple measurement results and a trust value for each measurement result as input, the trust value indicating whether the measurement result is valid. For example, one or more processors of system 500 may assign a Boolean (true / false) value to each measurement result used in system 500 to indicate that the measurement result is reliable (e.g., yes) or that the measurement result may be invalid (e.g., no). Based on one or more processors identifying a measurement result as invalid, feedback 512, 516, 518, or 522 may ignore the measurement result (e.g., a measured state variable) for further processing. For example, in response to one or more processors identifying a heading measurement result as invalid, feedback 512, 516, 518, or 522 may ignore subsequent heading measurements when determining the feedback force.

[0083] In some embodiments, feedback 512, 516, 518, or 522 may determine one or more feedback forces based on actuator state information received from one or more sensors (e.g., included in aircraft sensing 531). For example, in response to actuator state information indicating an actuator malfunction, one or more processors of system 500 may update one or more processors of system 500 and determine alternative commands to achieve the desired change. For example, one or more processors of system 500 may adjust one or more models, functions, algorithms, tables, inputs, parameters, thresholds, and / or constraints based on (e.g., in response to) a change in the state of an actuator (or, for other examples, other aircraft components, such as engines or batteries) (e.g., a malfunction). Alternative commands (e.g., yaw, pitch, roll, thrust, or torque) may be determined based on the adjustment. Additionally or alternatively, in response to actuator state information indicating that one or more actuators are at their maximum value, one or more processors of system 500 may update one or more processors of system 500 (e.g., as described above) and determine alternative commands to achieve the desired change.

[0084] The total desired force can be calculated based on the outputs of feedbacks 512, 516, 518, and 522, and feedforwards 514 and 520. For example, one or more processors of system 500 can calculate the desired turning rate force by summing the outputs of feedback 512 and feedforward 514. Alternatively, one or more processors of system 500 can calculate the desired lateral force by summing the outputs of feedback 516 and feedforward 514. Alternatively, one or more processors of system 500 can calculate the desired vertical force by summing the outputs of feedback 518 and feedforward 520. Alternatively, one or more processors of system 500 can calculate the desired longitudinal force by summing the outputs of feedback 522 and feedforward 520.

[0085] The lateral / directional outer loop assignment 524 and the longitudinal outer loop assignment 526 can each be configured to receive one or more desired forces and data received from the aircraft sensor 531 (e.g., airspeed, aircraft orientation, aircraft load factor, measured acceleration, aircraft mass and inertia, actuator responsiveness / failure indication, air density, altitude, aircraft mode, whether the aircraft is in the air or on the ground, wheel load, etc.) as inputs. Based on the inputs, the outer loop assignments 524 and 526 can be configured to command roll, command yaw, command pitch, request thrust, or output combinations of different commands / requirements to achieve one or more desired forces.

[0086] The lateral / direction outer loop assignment 524 can receive desired turn rate force and / or desired lateral force as input and can command roll or command yaw. In some embodiments, the lateral / direction outer loop assignment 524 can determine the output based on a determined flight mode. The flight mode can be determined using pilot input (e.g., a mode selected on the controller) and / or sensed aircraft information (e.g., airspeed). For example, the lateral / direction outer loop assignment 524 can determine the aircraft's flight mode using at least one of a determined (e.g., sensed or measured) airspeed or input received at the pilot's controller buttons (e.g., input instructing the aircraft to fly according to a specific flight mode). In some embodiments, the lateral / direction outer loop assignment 524 can be configured to prioritize pilot controller button input over measured airspeed when determining the flight mode (e.g., the pilot controller buttons are associated with a stronger weight or higher priority than the measured airspeed). In some embodiments, the lateral / direction outer loop assignment 524 can be configured to mix (e.g., using a weighted sum) the determined airspeed and pilot controller button input to determine the aircraft's flight mode. In hover flight mode, the lateral / direction outer ring allocation 524 can utilize roll commands (e.g., roll angle, roll rate) to achieve the desired lateral force and can utilize yaw commands to achieve the desired turn rate force. In some embodiments, such as in hover flight mode, the aircraft can be configured not to accelerate beyond a predetermined hover envelope (e.g., hover speed range). In forward flight mode (e.g., in level flight), the lateral / direction outer ring allocation 524 can utilize yaw commands to achieve the desired lateral force and can utilize roll commands to achieve the desired turn rate force. In forward flight mode, the lateral / direction outer ring allocation 524 can be configured to determine the output based on sensed airspeed. During the transition between hover flight mode and forward flight mode, the lateral / direction outer ring allocation 524 can use a combination of roll and yaw commands to achieve the desired force.

[0087] The longitudinal outer loop assignment 526 can receive a desired vertical force and / or a desired longitudinal force as input, and can output at least one of a pitch command (e.g., pitch angle) or a thrust vectoring requirement. The thrust vectoring requirement may include longitudinal thrust (e.g., a mixture of nacelle tilt and nose propeller thrust) and vertical thrust (e.g., a combination of forward and rear thrust). In some embodiments, the longitudinal outer loop assignment 526 can determine the output based on a determined flight mode. For example, in hover flight mode, the longitudinal outer loop assignment 526 can achieve the desired longitudinal force by reducing pitch attitude and by using longitudinal thrust, and can also achieve the desired vertical force using vertical thrust. In forward flight mode, the longitudinal outer loop assignment 526 can achieve the desired longitudinal force using longitudinal thrust (e.g., nose propeller thrust). In cruise flight mode, the longitudinal outer loop assignment 526 can achieve the desired vertical force by commanding pitch (e.g., increasing pitch attitude) and requesting thrust (e.g., increasing longitudinal thrust).

[0088] The inner-loop control law 528 can be configured to determine a torque command based on at least one of a roll command, yaw command, or pitch command from the lateral / direction outer-loop assignment 524 or the longitudinal outer-loop assignment 526. In some embodiments, the inner-loop control law 528 can depend on sensed aircraft dynamic characteristics (e.g., from aircraft sensing 531). For example, the inner-loop control law 528 can be configured to compensate for disturbances at attitude and rate levels to stabilize the aircraft. Alternatively or additionally, the inner-loop control law 528 can take into account the period of natural patterns (e.g., undulation patterns) affecting the pitch axis and can appropriately control the aircraft to compensate for such natural patterns. In some embodiments, the inner-loop control law 528 can depend on aircraft inertia.

[0089] The inner-loop control law 528 may use one or more stored dynamic models reflecting the aircraft's motion characteristics (e.g., the aircraft's aerodynamic damping and / or inertia) to determine the torque command. In some embodiments, the inner-loop control law 528 may use a dynamic model (e.g., a low-order equivalent system model) to capture the aircraft's motion characteristics and determine one or more torques that will cause the aircraft to achieve the commanded roll, yaw, and / or pitch. Some embodiments may include determining (e.g., via the inner-loop control law 528 or other components) the torque command based on at least one received command (e.g., roll command, yaw command, and / or pitch command) and a determined (e.g., measured) aircraft state. For example, the torque command may be determined using the difference between the commanded aircraft state and the measured aircraft state. As another example, the torque command may be determined using the difference between the commanded roll angle and the measured roll angle. As described below, control assignment 529 may control the aircraft (e.g., via flight elements) based on the determined torque command. For example, control assignment 529 can control (e.g., transmit one or more commands to) one or more electric propulsion units of an aircraft, including tilt actuators, electric engines, and / or propellers. Control assignment 529 can further control one or more control surfaces of the aircraft (e.g., Figure 3 The control surfaces shown, such as flaps and ailerons 330, 332 and rudder 340, include flaps and ailerons, rudders, spoilers, rudders and / or elevators.

[0090] Although Figure 5 The illustrated embodiment includes both inner-loop control law 528 and outer-loop assignments 524 and 526, but in some embodiments, the flight control system may not include outer-loop assignments 524 and 526. Therefore, pilot control inputs can generate roll commands, yaw commands, pitch commands, and / or thrust commands. For example, the right controller can control roll and pitch, and the left controller and / or pedals can control yaw and thrust.

[0091] Control assignment 529 may accept one or more of the following as inputs: force and torque commands, data received from one or more aircraft sensors, envelope protection limits, regulation parameters, scheduling parameters, and optimizer parameters. Control assignment 529 may be configured to determine actuator commands based on the inputs by minimizing an objective function, which includes one or more primary objectives and one or more secondary objectives. The primary objectives may be, for example, conforming to the commanded aircraft forces and torques (e.g., responding to the commanded aircraft forces and torques, satisfying the commanded aircraft forces and torques, resolving the commanded aircraft forces and torques, or providing an output based on the commanded aircraft forces and torques). The secondary objectives may include minimizing noise and / or optimizing battery pack usage.

[0092] In some embodiments, control assignment 529 may be configured to calculate limits for individual actuator commands based on actuator states and envelope protection limits. Envelope protection limits may include one or more boundaries within which the aircraft must operate to ensure safe and stable flight. In some embodiments, envelope protection limits may be defined by one or more of speed, altitude, angle of attack, or load factor. For example, envelope protection limits may include one or more bending moments and / or one or more load constraints. In some embodiments, control assignment 529 may use envelope protection limits to automatically adjust one or more control surfaces or control settings. This prevents the aircraft from experiencing undesirable scenarios such as stall, structural strain, or failure. Under normal operation, the minimum command limit for a given actuator may include the maximum of the following: the hardware-based minimum limit and the minimum flight envelope limit; and the maximum command limit for a given actuator may include the minimum of the following: the hardware-based maximum limit and the maximum flight envelope limit. In the event of an actuator failure, the command limit of the failed actuator corresponds to the failure mode.

[0093] Control assignment 529 sends commands to one or more flight elements to control the aircraft. The flight elements will move according to the controlled commands. Various sensing systems and associated sensors, as part of aircraft sensing 531, can detect the movement of the flight elements and / or the dynamic characteristics of the aircraft, and provide information to feedback 512, 516, 518, 522, outer loop assignments 524 and 526, inner loop control law 528, and control assignment 529 for incorporation into flight control.

[0094] In some embodiments, control assignment 529 may be configured to send commands to one or more flight elements to control the aircraft based on received signals that do not contain direct pilot commands (but the sent commands may still be based on pilot commands). For example, control assignment 529 may be configured to send commands to one or more control surface actuators to adjust the position of the actuators based on data received from the control surface position adjustment function. Alternatively or additionally, control assignment 529 may be configured to send commands to independently control each of a plurality of actuators. For example, based on an optimized control surface position received from the control surface position adjustment function, control assignment 529 may independently control each actuator such that each actuator moves its associated control surface to the optimized control surface position. Furthermore, each control surface may have the same or different optimized control surface positions. For example, inward flaperon 330 and outward flaperon 332 may have different deflections based on the same set of measured state variables, and control assignment 529 may command the inward flaperon actuator independently and / or differently from the outward flaperon actuator.

[0095] In some embodiments, one or more actuators may be configured to control a control surface or a leading edge surface. For example, control assignment 529 may generate actuator commands and / or send actuator commands to actuators on the control surface (e.g., ailerons) based on data received from a control surface position adjustment function (e.g., information from the data received from the control surface position adjustment function in response to the data received from the control surface position adjustment function). Alternatively, in some embodiments, control assignment 529 may stop generating and sending actuator commands based on a control surface position adjustment function (e.g., information from the control surface position adjustment function in response to the control surface position adjustment function) after receiving an overdrive command from the pilot of the aircraft. For example, after receiving an overdrive command from the pilot of the aircraft, control assignment may stop automatic control of the actuators on the control surface notified by the control surface position adjustment function.

[0096] As described above, the aircraft sensing 531 may include one or more sensors for detecting aircraft dynamic characteristics. For example, the aircraft sensing 531 may capture how the aircraft moves in response to pilot input, propulsion system output, or environmental conditions. Alternatively or additionally, the aircraft sensing 531 may detect errors in the aircraft response based on external disturbances (e.g., speed disturbances caused by gusts). Furthermore, the aircraft sensing 531 may include one or more sensors for detecting propeller speed, such as magnetic sensors (e.g., Hall effect sensors or inductive sensors) or optical sensors (e.g., tachometers) configured to detect the rotor speed of the aircraft engine (and thus the propeller speed). The aircraft sensing 531 may include one or more sensors for detecting nacelle tilt (e.g., lift configuration (e.g., ...)). Figure 2 ) and forward thrust configuration (e.g., Figure 1 The tilt angle (e.g., relative to the aircraft and / or wing) is the angle between the propeller's rotation axis and the wing. For example, one or more magnetic sensors (e.g., Hall effect sensors or inductive sensors), position displacement sensors, linear displacement sensors, and / or other sensors associated with the tilt actuator can detect the tilt angle (e.g., relative to the aircraft and / or wing), which can be provided to system 500. Additionally, one or more pitot tubes, accelerometers, and / or gyroscopes can detect the aircraft's pitch angle, which can be provided to system 500. In some embodiments, aircraft sensing 531 can combine tilt sensor measurements and aircraft pitch measurements to determine the propeller's total nacelle tilt angle. Aircraft sensing 531 may include one or more sensors configured to detect engine torque and / or thrust, such as one or more current or voltage sensors, strain gauges, load sensors, and / or propeller vibration sensors (e.g., accelerometers).

[0097] Aircraft sensing 531 may include one or more sensors configured to detect aircraft dynamic characteristics, such as accelerometers and / or pitch orientation sensors (e.g., accelerometers, triaxial accelerometers, gyroscopes, triaxial gyroscopes, and / or tilt position sensors for determining engine angles) and airspeed sensors (e.g., pitot tube sensors). Aircraft sensing 531 may further include one or more inertial measurement units (IMUs) for determining the aircraft state based on these measurements. Aircraft state may refer to forces experienced by the aircraft, the aircraft's orientation, the aircraft's position (e.g., altitude), and / or the aircraft's movement. For example, aircraft state may include at least one of the following: aircraft position (e.g., yaw, roll, pitch, and / or any other orientation along one or both axes), aircraft speed, aircraft angular rate (e.g., roll, pitch, and / or yaw), and / or aircraft acceleration (e.g., longitudinal acceleration, lateral acceleration, and / or vertical acceleration), or any physical characteristic of the aircraft or any component thereof.

[0098] In some embodiments, aircraft sensing 531 may include an inertial navigation system (INS) and / or an atmospheric data and / or attitude heading reference system (ADAHRS). The INS and / or ADHRS may include one or more inertial measurement units (IMUs) and corresponding sensors (e.g., accelerometers, gyroscopes, three-axis gyroscopes, and / or three-axis accelerometers). In some embodiments, the INS and / or ADHRS may filter and / or otherwise process sensor measurements to determine the aircraft's state (e.g., acceleration or angular rate). For example, in some embodiments, the INS and / or ADHRS may determine the angular rate based on gyroscope measurements and may determine the acceleration based on measurements from the accelerometer.

[0099] Figure 6 This is an exemplary block diagram of a computer-implemented method 600 for controlling an aircraft, consistent with the disclosed embodiments. It should be understood that... Figure 6 The steps of the exemplary methods described are unlikely to be effectively implemented by a human user, or at least impractical for human users to do so, especially considering that these functions are frequently (e.g., continuously, constantly) implemented during aircraft flight (including takeoff or landing), and / or dynamically implemented based on (e.g., in response to) received signals (e.g., aircraft sensors, state change measurements, pilot input devices). Generally, it can be understood that... Figure 6 Any / all steps of the exemplary method may be performed or executed by at least one processor (e.g., FCS), for example, according to one or more instructions stored on a computer-readable medium (e.g., a non-transitory computer-readable medium).

[0100] In step 601, at least one processor (e.g., FCS) can measure one or more state variables. For example, one or more sensors can measure one or more aircraft state variables. The one or more state variables may include at least one of the following: airspeed, bank angle, ambient temperature, actuator temperature, actuator hinge torque, current actuator hinge position, commanded actuator hinge position, or any variable aircraft or aircraft component characteristic, such as those described above. Figure 5 The various aspects discussed. In some embodiments, at least one processor may use the control surface position adjustment function to determine one or more actuator commands, for example, by using the steps described below. One or more sensors may be configured to send measured state variables to the control surface position adjustment function.

[0101] In step 603, at least one processor (e.g., FCS) can input one or more measured state variables into a priority ranking scheme configured to determine optimized actuator settings. For example, a control surface position adjustment function can be configured to receive measured aircraft state variables and determine one or more optimized control surface positions based on the measured aircraft state variables.

[0102] In step 605, at least one processor (e.g., FCS) may determine one or more actuator commands, at least in part, based on inputting one or more measured state variables into a priority sorting scheme. For example, a control surface position adjustment function may send an optimized control surface position to a control assignment (e.g., Figure 5 (529), to generate one or more actuator commands for moving the control surface according to the optimized control surface position.

[0103] In step 607, at least one processor (e.g., FCS) can automatically control at least one actuator based on one or more determined actuator commands. For example, based on (e.g., in response to) a control assignment (e.g., Figure 5 (529) receives an actuator command, and the actuator can move automatically based on (e.g., according to) the received actuator command.

[0104] By implementing the computer-implemented method 600, the actuator torque required to control the surface is controlled and reduced. Therefore, smaller, lighter actuators can be used instead of larger, heavier actuators, which can be designed to support higher torque over longer periods. Consequently, the weight of aircraft (e.g., eVTOL aircraft) can be reduced, thereby improving flight performance (e.g., flight range) and capabilities (e.g., load-bearing capacity).

[0105] Figure 7 Exemplary deflections of the inboard and outboard flaperons of an aircraft consistent with the disclosed embodiments are shown. Each curve illustrates how much deflection each flaperon can undergo at a specific aircraft speed determined by a control surface position adjustment function. For example, the control surface position adjustment function can determine the deflection of the outboard flaperon (e.g., Figure 3 The outer flaperon 332) and the inner flaperon (e.g., Figure 3 The inner flaperon (330) deflects differently compared to other flaperons.

[0106] Figure 8A An exemplary hinge torque level is shown, consistent with the disclosed embodiments, without the control surface position adjustment function, and Figure 8B An exemplary hinge torque level with controllable surface position adjustment functionality is shown, consistent with the disclosed embodiments. Without controllable surface position adjustment functionality, the actuator hinge torque level may significantly violate the maximum continuous torque and the exemplary 10-minute torque limit. With controllable surface position adjustment functionality, the total hinge torque level in steady-state flight can be reduced. By keeping the actuator hinge torque below the maximum torque, the actuator can operate safely as intended, thereby increasing its service life.

[0107] Figure 9A An exemplary inboard flap deflection as a function of speed and load, consistent with the disclosed embodiments, is shown, and Figure 9B An exemplary outer flaperon deflection as a function of velocity and load, consistent with the disclosed embodiments, is shown. In some embodiments, the control surface position adjustment function may be defined by a baseline trim scheme for 0-degree tilt, wherein deflection is increased as needed. In some embodiments, deflection may be increased to maintain a specific lift coefficient margin relative to the maximum lift coefficient at a given tilt angle. In some embodiments, deflection may be increased to meet roll deflection requirements. In some embodiments, hinge moment tracking may not be required.

[0108] In some embodiments, a priority sorting scheme can be configured to control one or more actuators to remain stationary. For example, a control surface position adjustment function can determine that an optimized control surface position is maintaining the current control surface position (e.g., preventing flaperon deflection). Alternatively, in some embodiments, the control surface position adjustment function can be configured to control one or more control surface positions based on a load factor. For example, the control surface position adjustment function can be configured to determine an optimized flaperon setting based on a load factor (e.g., one or more of velocity, tilt angle, air density, etc.).

[0109] In some embodiments, a prioritization scheme may be configured to determine the relationship between the 0-degree ramp control surface position and airspeed. For example, a control surface position adjustment function may be configured to determine the relationship between 0-degree ramp flaperon deflection and speed. Alternatively, the control surface position adjustment function may be configured to minimize drag subjected to continuous hinge moment for speeds as low as Vref. In some embodiments, the control surface position adjustment function may be configured to increase deflection near Vref to achieve a maximum deflection (for defining the stall speed) with sufficient stall margin while adhering to continuous hinge moment limits. In some embodiments, the control surface position adjustment function may be configured to determine the maximum deflection (e.g., due to hinge moment) and maximum load factor / angle of attack / CLmax that the aircraft can maintain (e.g., should be used within one or more constraints) as a function of speed. In some embodiments, the control surface position adjustment function may be configured to determine the maximum achievable ramp angle based on the maximum achievable CLmax / load factor (e.g., load factor on the vertical axis). In some embodiments, the control surface position adjustment function can be configured to determine a maximum tilt angle / angle of attack (e.g., taking into account sensing errors and margins), at which surfaces can begin moving from their positions based on a determined relationship between 0-degree tilt flap / aileron deflection and velocity, and reach maximum deflection when the aircraft has reached its maximum permissible tilt angle / angle of attack. In some embodiments, the control surface position adjustment function can be configured to determine a minimum deflection to ensure a given margin relative to CLmax for a desired load factor. In some embodiments, the control surface position adjustment function can calculate the deflection for a given load factor and velocity by taking the maximum value as defined above.

[0110] In some embodiments, the flight control system may be configured to monitor actuator temperature. While control surface position adjustment functionality can significantly reduce scenarios where control surface actuators need to operate under high loads, it may not eliminate all prolonged pilot maneuvers that could lead to actuator damage and reduced control that the pilot may not be aware of (e.g., due to over-actuation of the aircraft). In some embodiments, monitoring actuator temperature may include using one or more thermal sensors located in, on, thermally connected to, or within a threshold distance of the actuator. For example, once the actuator reaches or exceeds a threshold temperature, the control surface position adjustment functionality may generate a warning signal indicating that the actuator may require repair or replacement. In some embodiments, monitoring actuator temperature may include monitoring actuator current and estimating the temperature based on an actuator thermal model.

[0111] In some embodiments, in response to detecting that the actuator temperature has exceeded a predetermined threshold, the flight control system can be configured to issue a warning to the pilot. In some embodiments, in response to detecting that the actuator temperature has exceeded a predetermined threshold, the flight control system can adjust (e.g., increase or decrease) the aircraft's speed to reduce the hinge torque.

[0112] Additional aspects of this disclosure may be further described by the following terms: 1. A computer-implemented method for controlling an aircraft, comprising: Measure one or more state variables of the aircraft; One or more measured state variables are input into a priority ranking scheme, which is configured to determine the optimal actuator settings; One or more actuator commands are determined at least in part based on inputting the one or more measured state variables into the priority sorting scheme; and At least one actuator of the aircraft is automatically controlled based on one or more actuator commands determined.

[0113] 2. The computer-implemented method according to Clause 1, wherein the state variable includes at least one of the following: airspeed; Inclination angle; Ambient temperature; Actuator temperature; or Actuator hinge torque.

[0114] 3. A computer-implemented method according to Clause 1 or 2, wherein the one or more actuator commands are determined during flight of the aircraft.

[0115] 4. A computer-implemented method according to any one of clauses 1 to 3, wherein the priority ordering scheme includes at least one of the following: Weighted algorithm; Cost function; or Data structures.

[0116] 5. A computer-implemented method according to any one of Clauses 1 to 4, wherein the one or more actuator commands are further determined based on the flight mode.

[0117] 6. The computer-implemented method according to Clause 5, wherein the priority ordering scheme is configured as follows: In the first flight mode, at least one first actuator is preferentially actuated; and In the second flight mode, at least one second actuator is preferentially actuated.

[0118] 7. A computer-implemented method according to any one of Clauses 1 to 6, wherein the one or more actuator commands are further determined based on the maximum lift coefficient.

[0119] 8. The computer-implemented method according to any one of clauses 1 to 7, further comprising: Detecting the state of the at least one actuator; and If the state exceeds a predetermined threshold, a warning signal is generated.

[0120] 9. The computer-implemented method according to Clause 8, wherein the predetermined threshold includes at least one of the following: The maximum torque of the at least one actuator; or The highest temperature of the at least one actuator.

[0121] 10. The computer-implemented method according to Clause 8 or 9 further includes: If the state exceeds a predetermined threshold, the at least one actuator is automatically controlled.

[0122] 11. The computer-implemented method according to any one of clauses 1 to 10, further comprising: In response to receiving a command from the automatic control system, the automatic control of the at least one actuator is stopped.

[0123] 12. A computer-implemented method according to any one of clauses 1 to 11, wherein the at least one actuator is configured to control the control surface or leading edge surface of the aircraft.

[0124] 13. The computer-implemented method according to Clause 12, wherein the control surface or leading edge surface includes at least one of the following: Flanks and ailerons; Leading edge slats; Kruger flaps; The front edge droops down; Openwork flaps; spoilers; Deformed surfaces; aileron; Elevator; Composite control surfaces; Elevator; rudder; or Elevator.

[0125] 14. A computer-implemented method according to any one of clauses 1 to 13, wherein automatically controlling the at least one actuator comprises independently controlling each of a plurality of actuators.

[0126] 15. A computer-implemented method according to any one of clauses 1 to 14, wherein the priority ordering scheme is sequential.

[0127] 16. A system for controlling an aircraft, comprising: At least one processor; and At least one non-transitory computer-readable medium storing instructions, which, when executed by the at least one processor, cause the at least one processor to perform operations including: Measure one or more state variables of the aircraft; One or more measured state variables are input into a priority ranking scheme, which is configured to determine the optimal actuator settings; One or more actuator commands are determined at least in part based on inputting the one or more measured state variables into the priority sorting scheme; and At least one actuator of the aircraft is automatically controlled based on one or more actuator commands determined.

[0128] 17. The system according to Clause 16, wherein the state variable includes at least one of the following: airspeed; Inclination angle; Ambient temperature; Actuator temperature; or Actuator hinge torque.

[0129] 18. The system according to Clause 16 or 17, wherein the one or more actuator commands are determined during flight of the aircraft.

[0130] 19. The system according to any one of clauses 16 to 18, wherein the priority ordering scheme includes at least one of the following: Weighted algorithm; Cost function; or Data structures.

[0131] 20. The system according to any one of Clauses 16 to 19, wherein the one or more actuator commands are further determined based on the flight mode.

[0132] 21. The system according to Clause 20, wherein the priority ordering scheme is configured as follows: In the first flight mode, at least one first actuator is preferentially actuated; and In the second flight mode, at least one second actuator is preferentially actuated.

[0133] 22. The system according to any one of Clauses 16 to 21, wherein the one or more actuator commands are further determined based on the maximum lift coefficient.

[0134] 23. The system according to any one of clauses 16 to 22, wherein said operation further comprises: Detecting the state of the at least one actuator; and If the state exceeds a predetermined threshold, a warning signal is generated.

[0135] 24. The system according to Clause 23, wherein the predetermined threshold includes at least one of the following: The maximum torque of the at least one actuator; or The highest temperature of the at least one actuator.

[0136] 25. The system according to Clause 23 or 24, wherein said operation further includes: If the state exceeds a predetermined threshold, the at least one actuator is automatically controlled.

[0137] 26. The system according to any one of clauses 16 to 25, wherein said operation further comprises: In response to receiving a command from the automatic control system, the automatic control of the at least one actuator is stopped.

[0138] 27. The system according to any one of Clauses 16 to 26, wherein the at least one actuator is configured to control the control surface or leading edge surface of the aircraft.

[0139] 28. The system according to Clause 27, wherein said control surface or leading edge surface includes at least one of the following: Flanks and ailerons; Leading edge slats; Kruger flaps; The front edge droops down; Openwork flaps; spoilers; Deformed surfaces; aileron; Elevator; Composite control surfaces; Elevator; rudder; or Elevator.

[0140] 29. The system according to any one of Clauses 16 to 28, wherein automatically controlling the at least one actuator includes independently controlling each of the plurality of actuators.

[0141] 30. The system according to any one of Clauses 16 to 29, wherein the priority ordering scheme is sequential.

[0142] 31. A computer-readable medium storing instructions that, when executed by at least one processor, cause the at least one processor to perform a computer-implemented method according to any one of clauses 1 to 15.

[0143] 32. An aircraft comprising a system according to any one of clauses 16 to 30.

[0144] The foregoing description has been presented for illustrative purposes. This description is not exhaustive and does not limit the invention to the precise forms or embodiments disclosed herein. Modifications and adaptations to the invention will be apparent to those skilled in the art upon consideration of the specification and practice of the disclosed embodiments of the invention.

[0145] The features and advantages of this disclosure are apparent from the detailed description, and therefore the appended claims cover all systems and methods that fall within the true spirit and scope of this disclosure. As used herein, the indefinite articles “a” and “an” mean “one or more”. Similarly, unless the use of plural terms is explicit in the given context, it does not necessarily mean plural. Unless otherwise expressly stated, words such as “and” or “or” mean “and / or”. As used herein, unless otherwise expressly stated, “based on” may include depending on, interdependent with, associated with, defined at least in part by, derived from, affected by, or responding to. As used herein, “related to” may include including, expressed by, indicated by, or based on. Furthermore, since many modifications and alterations will be readily made by studying this disclosure, it is not intended to limit this disclosure to the exact constructions and operations shown and described, and therefore all suitable modifications and equivalents are subject to and fall within the scope of this disclosure.

[0146] Other embodiments will be apparent to those skilled in the art upon consideration of the description and practice of the embodiments disclosed herein. The structures and circuit arrangements shown in the figures are intended for illustrative purposes only and are not intended to limit the specific arrangements and circuit arrangements described and shown in the figures. The description and examples are intended to be considered merely exemplary, and the true scope and spirit of the invention are indicated by the appended claims. The foregoing description has been presented for illustrative purposes. This description is not exhaustive and does not limit the invention to the precise forms or embodiments disclosed. Modifications and adaptations of the invention will be apparent to those skilled in the art upon consideration of the description and practice of the disclosed embodiments of the invention herein. The sequence of steps shown in the figures is also for illustrative purposes only and is not intended to limit the invention to any particular sequence of steps. Therefore, those skilled in the art will understand that these steps may be performed in a different order when implementing the same method.

Claims

1. A computer-implemented method of controlling an aircraft, comprising: measuring one or more state variables of the aircraft; inputting one or more measured state variables to a prioritization scheme, the prioritization scheme configured to determine optimized actuator settings; determining one or more actuator commands based at least in part on inputting the one or more measured state variables to the prioritization scheme; and automatically controlling at least one actuator of the aircraft based on the determined one or more actuator commands.

2. The computer-implemented method of claim 1, wherein the state variables comprise at least one of: airspeed; tilt angle; ambient temperature; actuator temperature; or actuator hinge moment.

3. The computer-implemented method of claim 1 or 2, wherein the one or more actuator commands are determined while the aircraft is in flight.

4. The computer-implemented method of any one of claims 1 to 3, wherein the prioritization scheme comprises at least one of: a weighting algorithm; a cost function; or a data structure.

5. The computer-implemented method of any one of claims 1 to 4, wherein the one or more actuator commands are further determined based on a flight mode.

6. The computer-implemented method of claim 5, wherein the prioritization scheme is configured to: prioritize actuation of at least one first actuator in a first flight mode; and prioritize actuation of at least one second actuator in a second flight mode.

7. The computer-implemented method of any one of claims 1 to 6, wherein the one or more actuator commands are further determined based on a maximum lift coefficient.

8. The computer-implemented method of any one of claims 1 to 7, further comprising: detecting a state of the at least one actuator; and generating a warning signal if the state exceeds a predetermined threshold.

9. The computer-implemented method of claim 8, wherein the predetermined threshold comprises at least one of: a maximum torque of the at least one actuator; or a maximum temperature of the at least one actuator.

10. The computer-implemented method of claim 8 or 9, further comprising: automatically controlling the at least one actuator if the state exceeds a predetermined threshold.

11. The computer-implemented method of any one of claims 1 to 10, further comprising: stopping automatic control of the at least one actuator in response to receiving a command to override the automatic control.

12. The computer-implemented method of any one of claims 1 to 11, wherein the at least one actuator is configured to control a control surface or a leading edge surface of the aircraft.

13. The computer-implemented method of claim 12, wherein the control surface or leading edge surface comprises at least one of: a flap; a slat; a Kruger flap; a drooped leading edge flap; a slotted flap; a spoiler; a morphing surface; aileron; elevon; a compound control surface; a rudder elevator; a rudder; or a ​ Elevators.

14. The computer-implemented method of any one of claims 1 to 13, wherein automatically controlling the at least one actuator comprises independently controlling each of a plurality of actuators.

15. The computer-implemented method of any one of claims 1 to 14, wherein the prioritization scheme is continuous.

16. A system for controlling an aircraft, comprising: at least one processor; and at least one non-transitory computer-readable medium storing instructions that, when executed by the at least one processor, cause the at least one processor to perform operations comprising: measuring one or more state variables of the aircraft; inputting one or more measured state variables to a prioritization scheme configured to determine optimized actuator settings; determining one or more actuator commands based at least in part on inputting the one or more measured state variables to the prioritization scheme; and automatically controlling at least one actuator of the aircraft based on the determined one or more actuator commands.

17. The system of claim 16, wherein the state variables comprise at least one of: airspeed; tilt angle; ambient temperature; actuator temperature; or actuator hinge moment.

18. The system of claim 16 or 17, wherein the one or more actuator commands are determined while the aircraft is in flight.

19. The system of any one of claims 16 to 18, wherein the prioritization scheme comprises at least one of: a weighting algorithm; a cost function; or a data structure.

20. The system of any one of claims 16 to 19, wherein the one or more actuator commands are further determined based on a flight mode.

21. The system of claim 20, wherein the prioritization scheme is configured to: prioritize actuation of at least one first actuator in a first flight mode; and prioritize actuation of at least one second actuator in a second flight mode.

22. The system of any one of claims 16 to 21, wherein the one or more actuator commands are further determined based on a maximum lift coefficient.

23. The system of any one of claims 16 to 22, wherein the operations further comprise: detecting a state of the at least one actuator; and generating a warning signal if the state exceeds a predetermined threshold.

24. The system of claim 23, wherein the predetermined threshold comprises at least one of: a maximum torque of the at least one actuator; or a maximum temperature of the at least one actuator.

25. The system of claim 23 or 24, wherein the operations further comprise: automatically controlling the at least one actuator if the state exceeds a predetermined threshold.

26. The system of any one of claims 16 to 25, wherein the operations further comprise: ​ ​ In response to receiving the command to override the automatic control, stopping the automatic control of the at least one actuator.

27. The system of any one of claims 16 to 26, wherein the at least one actuator is configured to control a control surface or a leading edge surface of the aircraft.

28. The system of claim 27, wherein the control surface or leading edge surface comprises at least one of: a flap; a slat; a Kruger flap; a drooped leading edge flap; a slotted flap; a spoiler; a morphing surface; aileron; an elevon; a compound control surface; a rudder-elevator; a rudder; or an elevator.

29. The system of any one of claims 16 to 28, wherein automatically controlling the at least one actuator comprises independently controlling each of a plurality of actuators.

30. The system of any one of claims 16 to 29, wherein the prioritization scheme is continuous.

31. A computer-readable medium storing instructions that, when executed by at least one processor, cause the at least one processor to perform the computer-implemented method of any one of claims 1 to 15.

32. An aircraft comprising the system of any one of claims 16 to 30.

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