Systems and methods for autopilot interface and trim control

Abstract

This disclosure generally relates to flight control of aircraft and other powered air vehicles. In one embodiment, an aircraft is disclosed, comprising: an autopilot system configured to control the aircraft based on stored flight trajectory information; and a flight control system configured to provide limits to the autopilot system, wherein the limits are based on at least one of: a high-voltage power distribution state, an electric engine state, or a flight phase of the aircraft. The autopilot system is configured to determine one or more commands based on the limits received from the flight control system, and to provide the one or more commands to the flight control system to control the aircraft.

Description

Cross-references to related applications

[0001] This application claims priority to U.S. Provisional Application No. 63 / 572,146, entitled “SYSTEMS AND METHODS FORAUTOPILOT INTERFACE AND NUDGE CONTROL” (Agent No. 16499.6016-00000), filed March 29, 2024, and U.S. Provisional Application No. 63 / 690,304, entitled “AUTOPILOT INTERFACE AND COMMUNICATIONS” (Agent No. 16499.6021-00000), filed September 3, 2024. The entire contents of the foregoing applications are incorporated herein by reference for all purposes. Technical Field

[0002] This disclosure generally relates to powered aircraft. More specifically, but not limited thereto, this disclosure relates to innovative techniques for controlling aircraft (including aircraft powered by electric propulsion systems) in flight (e.g., via a flight control system). 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. Background Technology

[0003] This disclosure generally relates to a flight control system and an autopilot system. Some aircraft (e.g., eVTOL aircraft) are capable of operating in multiple distinct phases (e.g., vertical takeoff, forward flight, vertical landing, etc.) and transitioning between these phases during flight. The flight control system and autopilot system must possess sufficient information to safely and effectively control the aircraft. Furthermore, the pilot must be able to easily correct the aircraft's trajectory while maintaining its safety and stability. Summary of the Invention

[0004] This disclosure generally relates to a flight control system (e.g., including one or more FCCs), an autopilot system, and a communication interface between said systems. The inventors have recognized several problems that may be associated with the flight control of aircraft, including tiltrotor aircraft using an electric or hybrid electric propulsion system (hereinafter referred to as an electric propulsion system or "EPS"), which may include at least one engine, at least one rotor, at least one propeller, or any combination thereof. An autopilot system is needed to control some or all of the functions of aircraft control. However, the inventors have recognized that conventional autopilot systems will not be able to properly control or stabilize a multirotor aircraft (e.g., a tiltrotor aircraft) during different flight phases (e.g., hovering, transition, wing-borne flight). Conventional autopilot systems do not take into account the differences between the various flight phases. For example, conventional aircraft systems are not configured to consider situations where the aircraft may have additional degrees of freedom when transitioning to hover, maneuvers during hover are more independent (e.g., roll and roll), and / or the hovering phase contains different constraints to maintain aircraft stability. Traditional autopilot systems may not be able to handle the greater aerodynamic changes experienced by multirotor aircraft during transitions between different flight phases (e.g., vertical takeoff, cruise, etc.). Traditional autopilot systems may also be unable to handle the different types of malfunctions that multirotor aircraft may experience (e.g., battery degradation and / or failure of one or more electric propulsion systems). Furthermore, traditional autopilot systems lack the ability to guide aircraft through some of the large-scale flight paths and maneuvers that VTOL aircraft can perform, as these systems were originally designed for traditional wing-based flight.

[0005] Furthermore, it is desirable to configure the flight control system, autopilot system, and communication interface to reliably transmit relevant information between the flight control system and the autopilot system. For example, the communication interface between the flight control system and the autopilot system (e.g., wired or wireless) must be fault-tolerant. In addition, each system must have sufficient information to safely perform its functions. For example, the inventors have recognized that the autopilot system should have sufficient information to ensure that commands provided to the flight control system do not cause the aircraft to operate in an unsafe and / or unstable manner. Finally, information must be transmitted at a sufficient frequency so that each system can perform its functions in a manner that avoids unsafe lag in the aircraft's response. For example, information encapsulation, transmission frequency, and transmission priority can be adjusted to ensure that both the autopilot system and the flight control system reliably perform their functions at the desired timing without exceeding the aircraft's bandwidth limitations.

[0006] Finally, the inventors have recognized the need for pilots to be able to see waypoints (e.g., landing areas) and / or tracks on a display and to intuitively make corrections to aircraft controls (e.g., tracks) without having to take full control of the autopilot system. Furthermore, there is a need for easy-to-use devices to accept these corrections and smoothly control the aircraft (e.g., to avoid abrupt movements or instability).

[0007] Various aspects of this disclosure are intended to address the aforementioned and other problems. For example, certain aspects of this disclosure relate to reducing the pilot's workload and effectively controlling the aircraft's flight control system and autopilot system. In some disclosed embodiments, the flight control system may provide information (e.g., one or more limits) to the autopilot system to ensure that the autopilot controls the aircraft in a safe and stable manner. For example, the flight control system may provide one or more limits based on the high-voltage power distribution status, the electric engine status, or the aircraft's flight phase. The autopilot can control the aircraft based on said one or more limits (e.g., via control commands to the flight control system).

[0008] Certain aspects of this disclosure relate to a fault-tolerant communication interface between an autopilot system and a flight control system. In some disclosed embodiments, the flight control system and / or autopilot system may include one or more computer systems (e.g., computers and / or processors) and one or more communication links (e.g., wired or wireless communication) between said systems. The flight control system or autopilot system can initiate communication through different systems or communication links when a problem is detected, thereby improving the resilience of the communication interface.

[0009] Other aspects of the invention relate to a fine-tuning control system that allows a pilot to view waypoints and make corrections to aircraft control without having to take full control of the aircraft. In some disclosed embodiments, when the autopilot is controlling the aircraft, one or more processors can adjust the flight trajectory (e.g., descent profile) based on the pilot's adjustments to waypoints and can control the aircraft according to the adjusted trajectory.

[0010] For example, one aspect of this disclosure includes an aircraft comprising: an autopilot system configured to control the aircraft based on stored flight trajectory information; and a flight control system configured to provide limits to the autopilot system, wherein the limits are based on at least one of: a high-voltage power distribution state, an electric engine state, or a flight phase of the aircraft. The autopilot system is configured to determine one or more commands based on the limits received from the flight control system and to provide the one or more commands to the flight control system to control the aircraft.

[0011] As another example, one aspect of this disclosure includes an aircraft comprising an autopilot system configured to control the aircraft to travel along a flight path based on stored flight path information, wherein the stored flight path information includes a descent profile. The aircraft may further include: a display configured to display a waypoint at the end of the flight path; and one or more processors configured to, when the autopilot system is activated,: control the aircraft via the autopilot system, based on the stored trajectory information; receive input from a pilot input device; determine a change in the relative position between the waypoint and the aircraft based on the received input; adjust the flight path based on the determined change in relative position, including adjusting the descent profile; and control the aircraft based on the adjusted flight path. Attached Figure Description

[0012] Figure 1 An exemplary vertical takeoff and landing (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] Figure 4 An exemplary architecture of an electric propulsion system consistent with the disclosed embodiments is shown.

[0016] Figure 5 An exemplary flight control signaling architecture consistent with the disclosed embodiments is shown.

[0017] Figure 6A , Figure 6B , Figure 6C , Figure 6D , Figure 6E and Figure 6F An exemplary top plan view of an aircraft consistent with the disclosed embodiments is shown.

[0018] Figure 7A , Figure 7B and Figure 7C An exemplary autopilot interface architecture consistent with the disclosed embodiments is shown.

[0019] Figure 7D A flight control system including fine-tuning control, consistent with the disclosed embodiments, is shown.

[0020] Figure 7E An exemplary illustration of combined autopilot and flight control system control consistent with the disclosed embodiments is shown.

[0021] Figure 7F Illustrations of an autopilot system, flight control system, and communication interface consistent with the disclosed embodiments are shown.

[0022] Figure 7G An illustration of envelope protection constraints consistent with the disclosed embodiments is shown.

[0023] Figures 7H-7I A flowchart for modeling aircraft dynamics, consistent with the disclosed embodiments, is shown.

[0024] Figure 8A , Figure 8B1 and Figure 8B2 A scenario consistent with the disclosed embodiments is shown, in which the flight control system can accept fine-tuning control inputs.

[0025] Figure 8C An example embodiment consistent with the disclosed embodiments is shown, wherein the autonomous driving system allows for acceleration and deceleration selection.

[0026] Figure 8D , Figure 8E , Figure 8F and Figure 8G An example of fine-tuning control consistent with the disclosed embodiments is shown.

[0027] Figure 8H An example of fine-tuning control inputs consistent with the disclosed embodiments is shown.

[0028] Figure 8I and Figure 8J Examples of fine-tuning control inputs and aircraft controls consistent with the disclosed embodiments are shown.

[0029] Figure 8K , Figure 8L and Figure 8M An example of a pilot's control system consistent with the disclosed embodiments is shown. Detailed Implementation

[0030] This disclosure presents systems, components, and techniques primarily for use with aircraft. Aircraft can be manned aircraft, unmanned aircraft (e.g., UAVs), drones, helicopters, and / or airplanes. An aircraft includes a fuselage and one or more components (e.g., wings, tail, propellers) configured to enable flight. In some embodiments, the aircraft is driven by one or more electric propulsion systems (hereinafter referred to as electric propulsion systems or "EPS"). The aircraft can be fully electric, hybrid-powered, or fuel-powered by hydrocarbons. 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. Therefore, an autopilot system is needed to effectively control the aircraft through numerous obstacles (e.g., buildings), and the pilot needs the ability to correct autopilot controls.

[0031] 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 specific design standards for components that differ from those of conventional aircraft. These alternative configurations and design standards, combined, address the shortcomings and challenges of conventional components, resulting in the various configurations and designs disclosed herein for components of propulsion-driven aircraft (e.g., electric or hybrid-electric aircraft).

[0032] In some embodiments, the propulsion-driven aircraft of this disclosure can be designed to perform both vertical takeoff and landing (VTOL) and conventional takeoff and landing, wherein the distributed propulsion system enables vertical flight, horizontal and lateral flight, and transitions (e.g., transitions between vertical flight and horizontal / forward flight). The aircraft can generate thrust by supplying high-voltage electricity to multiple engines of the distributed propulsion system, which may include components that convert the high-voltage electricity into mechanical shaft power to rotate the propeller.

[0033] Embodiments may include an electric engine connected to an onboard power source and may optionally include one or more systems for utilizing or generating electricity, such as a fuel-powered generator or a solar panel array. The onboard power source may include devices capable of storing energy, such as batteries or capacitors. In some embodiments, the aircraft may include a hybrid-electric aircraft that uses at least one electrical-based energy source and at least one fuel-based energy source to power a distributed propulsion system, the at least one electrical-based energy source and the at least one fuel-based energy source being configured to provide power simultaneously or alternately. 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.

[0034] The engines can be mounted directly to the wing or to one or more support rods 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 by the flight control system (FCS). Embodiments may include a front engine (and associated propeller) capable of changing its orientation or tilting.

[0035] 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.

[0036] In some embodiments, an aircraft may have a plurality of engines 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, an 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.

[0037] 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.

[0038] The transition from vertical to horizontal flight and from horizontal to vertical flight can be achieved via a tilt propeller subsystem. The tilt propeller subsystem can redirect thrust between the primary vertical direction during the vertical flight phase (e.g., hovering phase) and the horizontal or near-horizontal direction during the forward flight cruise phase, 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). Horizontal thrust can be thrust in the primary horizontal direction (e.g., during cruise).

[0039] In some embodiments, a “flight phase” (e.g., hovering, cruise, forward flight / wing-borne 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, ground speed, altitude, pitch angle (e.g., the aircraft's pitch angle), roll angle (e.g., the roll angle of one or more propellers), roll angle, rotational speed (e.g., the rotational speed of one or more propellers), torque value, pilot commands, or any other value indicating the current or requested (e.g., commanded) state of at least a portion of the aircraft. A “flight state” may include the flight phase and / or the forces or environmental factors experienced by the aircraft, such as at least one of the following: weather conditions, air density, natural wind motion, humidity, or at least one component approaching a vortex ring state.

[0040] A "vertical flight" or "hovering" flight phase can be considered any flight phase in which the aircraft's lift is primarily provided by its engines (e.g., EPS) rather than by one or more wings. A "level flight," "cruise," or wing-borne flight phase can be considered any flight phase in which the aircraft's lift is primarily provided by one or more wings rather than by any engines (e.g., EPS). A "transition" can be considered any flight phase in which the aircraft transitions from vertical to horizontal flight or vice versa.

[0041] In some embodiments, during conventional takeoff and landing (CTOL) missions, the front engine can provide horizontal thrust to the wing for 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 takeoff or landing distance for CTOL.

[0042] As detailed above, an aircraft may include multiple electric propulsion systems that provide lift and thrust, and the aircraft may transition between different operational phases. The aircraft may be an overactuated aircraft with multiple available options to provide the required stability and / or control. Conventional autopilot systems may not provide the necessary input for controlling the aircraft. Furthermore, conventional autopilot systems may not allow the pilot to make corrections without taking over control of the aircraft. The disclosed embodiments provide an autopilot system for effectively controlling an aircraft. The disclosed embodiments also allow the pilot to make corrections to the autopilot control without completely taking over control of the aircraft.

[0043] "Autopilot" can refer to any combination of hardware and software capable of providing commands to control aircraft functions, including maneuvering capabilities during flight, without input from a pilot. For example, in some embodiments, an autopilot can generate, store, and / or retrieve trajectories (e.g., positioning, velocity, and / or acceleration profiles) and / or waypoints, and transmit commands to autonomously control the aircraft along these trajectories (e.g., stored, generated, and / or retrieved trajectories). In some embodiments, the autopilot may simply maintain the aircraft's current state (e.g., maintain climb rate). An autopilot can provide semi-autonomous or fully autonomous flight capabilities to the aircraft.

[0044] 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, unless otherwise stated, the same numerals in different figures represent the same or similar elements. 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.

[0045] 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 elements may have similar reference numerals and refer to similar elements of aircraft 100, 200. Aircraft 100, 200 may include fuselages 102, 202, wings 104, 204 mounted to fuselages 102, 202, and one or more aft stabilizers 106, 206 mounted to the rear of fuselages 102, 202. Aircraft 100, 200 may include one or more actuators, which are considered any structure capable of influencing flight, such as moving the aircraft by manipulating one or more forces. For example, actuators may include control surfaces, EPS, and / or actuators (e.g., configured to tilt EPS or other propulsion devices). 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 can be mounted to wings 104, 204 and can tilt between a lift configuration and a cruise configuration (e.g., be configured to tilt or change orientation), 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 tilt 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 the tilt-propeller thrust primarily provides lift to the aircraft, while a tilt-propeller cruise configuration refers to any tilt-propeller orientation in which the tilt-propeller thrust primarily provides forward thrust to the aircraft. Although the term "tilt-propeller" is used herein, it should be understood that the term is not necessarily limited to the propeller itself, but may also include other components of the electric propulsion system to which the propeller belongs, and accordingly may refer to an electric propulsion system that can tilt about an axis (e.g., using actuators). Although the term "lift propeller" is used herein, it should be understood that the term is not necessarily limited to the propeller itself, but may also include other components of the electric propulsion system to which the propeller belongs, and accordingly may refer to an electric propulsion system that cannot tilt.

[0046] In some embodiments, lift propellers 112, 212 can be configured to provide lift only, wherein all horizontal thrust is provided by tilt 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 flight phases. Simultaneously, tilt propellers 114, 214 can tilt upwards to a lift configuration in which thrust from propellers 114, 214 is directed downwards to provide additional lift.

[0047] In forward flight, tiltrotors 114, 214 can tilt from their lift configuration to their cruise configuration. In other words, the orientation of tiltrotors 114, 214 can change from a tiltrotor thrust pointing downwards (to provide lift during vertical takeoff, landing, and hovering) to a tiltrotor thrust pointing backwards (to provide forward thrust to aircraft 100, 200). The tiltrotor assembly for a specific electric engine can tilt about a rotation axis defined by the mounting point connecting the support rod and the electric engine. When aircraft 100, 200 are in fully forward flight, lift can be provided entirely by wings 104, 204. Meanwhile, in cruise configuration, lift rotors 112, 212 can be shut off. The blades 120, 220 of lift rotors 112, 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 tilt 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 tilt propellers 114 and 214 may each contain more blades, such as the five blades shown. In some embodiments, each of the tilt propellers 114 and 214 may have two to five blades, and possibly more, depending on the aircraft's design considerations and requirements.

[0048] 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 aft of 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 tilt propellers 114, 214 may be located forward of the wings 104, 204 (e.g., from a bird's-eye view, the propeller's rotation point is forward of the wing). In some embodiments, all lift propellers 112, 212 may be located aft of the wings 104, 204, and all tilt propellers 114, 214 may be located forward of the wings 104, 204. According to some embodiments, all lift propellers 112, 212 and tilt propellers 114, 214 may be mounted to the wings—that is, any lift propeller or tilt propeller may not be mounted 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 lift propellers 112 and 212 and tilt propellers 114 and 214 may be positioned inside the ends of the wings 104 and 204.

[0049] In some embodiments, the lift propellers 112, 212 and the tilt propellers 114, 214 can be mounted to the wings 104, 204 via support rods 122, 222. The support rods 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 support rod 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 support rods 122, 222, and the tilt propellers 114, 214 can be mounted at the front end of the support rods 122, 222. In some embodiments, lift propellers 112, 212 may be mounted in fixed positions on support rods 122, 222. In some embodiments, tilt propellers 114, 214 may be hinged to the front ends of support rods 122, 222. Tilting propellers 114, 214 may be mounted to support rods 122, 222 such that, in their cruise configuration, tilt propellers 114, 214 are aligned with the body of support rods 122, 222, thereby forming a continuous extension at the front ends of support rods 122, 222 that minimizes drag during forward flight.

[0050] 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, spoilers, 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 shape that reduces drag during forward flight. In some embodiments, the wingtip shape may be curved and / or tapered to minimize drag.

[0051] In some embodiments, the aft stabilizers 106, 206 include control surfaces, such as one or more rudders, one or more elevators, and / or one or more combined rudder-elevator configurations. 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.

[0052] In some embodiments, the lift propellers 112, 212 or 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.

[0053] In some embodiments, one or more lift propellers 112, 212 and / or tilt 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 a flying wing aircraft as shown below in FIG9E, and some or all of the propellers are tilted relative to the cabin.

[0054] 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 is illustrated in [the diagram / illustration]. Figure 1 and Figure 2The above-view plan views of aircraft 100 and 200 are provided. As discussed herein, aircraft 300 may include twelve electric propulsion systems distributed throughout aircraft 300; however, it should be understood that an aircraft may include any number of electric propulsion systems connected at different locations on the aircraft. 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 support struts at the forward and tail ends of the main wing 304 of aircraft 300. In some embodiments, the rear end length of the support strut 324 from wing 304 to the lift propeller (part of the electric propulsion system 312) may include similar rear end lengths of the support struts 324 among the rear ends of the numerous support struts. In some embodiments, the rear end lengths of the support struts may vary, for example, the rear end lengths of the six support struts may differ. Additionally, Figure 3 An exemplary embodiment of a VTOL aircraft 300 is shown, wherein the front propeller (part of the electric propulsion system 314) is in a horizontal orientation for horizontal flight, and the tail propeller blades 320 are in a retracted position for the forward flight phase.

[0055] The aircraft 300 shown in the figure is respectively shown in Figure 1 and Figure 2 Top-view plan views of aircraft 100 and 200. In aircraft 300, in addition to the propeller blades discussed previously, the control surfaces may also include flaperon 712 and rudder 714. The flaperon 712 may combine the functions of one or more flaps, one or more ailerons, and / or one or more spoilers. The rudder 714 may combine the functions of one or more rudders and / or one or more elevators. Alternatively or separately, the control surfaces may include separate rudders and elevators. In aircraft 300, in addition to the electric propulsion system discussed previously, the actuators may also include control surface actuators (CSAs) associated with the flaperon 712 and rudder 714, as referenced below. Figure 5 Further discussion.

[0056] Figure 4A block diagram illustrating an exemplary architecture and design of an electric propulsion system 400 consistent with the disclosed embodiments is shown. The exemplary electric propulsion system (EPS) 400 includes an electric propulsion system 402, which can be configured to control an aircraft propeller. The electric propulsion system 402 may include an electric engine subsystem 404 that can supply torque via a shaft to a propeller subsystem 406 to generate thrust for the electric propulsion system 402. Some embodiments may include the electric engine subsystem 404 receiving low-voltage direct current (LVDC) power from a low-voltage system (LVS) 408. In some embodiments, the electric engine subsystem 404 may be configured to receive high-voltage (HV) power from a high-voltage power system (HVPS) 410, which includes at least one battery or another device capable of storing, generating, and / or delivering energy. In some embodiments, the electric propulsion system 402 may include one or more energy generating devices, such as a hydrocarbon-fueled turbine or generator, which may supply power to the HVPS 410 and / or directly to the electric propulsion system 402. HV power may refer to power at a voltage higher than that supplied by the low-voltage system (LVS) 408.

[0057] Some embodiments may include an electric propulsion system 402 that includes an electric engine subsystem 404 that receives signals from and transmits signals to a flight control system 412. In some embodiments, the flight control system (FCS) 412 may include at least one flight control computer, which includes at least one processor and memory, capable of transmitting commands to and receiving status and data from the electric engine subsystem 404 using a controller area network (“CAN”) data bus signal. It should be understood that while a CAN data bus signal may be used between the flight control computer and the electric engine, some embodiments may include alternative forms of communication that enable the transmission and reception of data from the flight control computer (“FCC”) to the electric engine. Some embodiments may include an electric engine subsystem 404 capable of receiving operating parameters from and transmitting these operating parameters to the FCC in the FCS 412, including values ​​for speed, voltage, current, torque, temperature, vibration, propeller position, and / or any other operating parameters.

[0058] In some embodiments, FCS 412 may further include a tilt propeller system (“TPS”) 414, which is capable of transmitting and receiving analog discrete data to and from the electric engine subsystem 404 of a tilt propeller (e.g., a tiltable electric propulsion system). The tilt propeller system 414 may include devices capable of transmitting operating parameters to the electric engine subsystem 404 and of pivoting the orientation of the propeller subsystem 406 using mechanical means (e.g., gearbox assembly, linear actuators, and any other component configuration for changing the orientation of the propeller subsystem 406) to redirect the thrust of the tilt propeller during various flight phases. In some embodiments, the electric engine subsystem may transmit the orientation of the propeller subsystem 406 (e.g., an angle corresponding to or between lift and forward thrust) to TPS 414 and / or FCS 412 (e.g., during flight).

[0059] Figure 5 Flight control signaling architectures for controlling control surfaces and associated actuators, according to various embodiments, are illustrated. Although Figure 5 The illustration shows twelve EPS inverters 501 and associated propeller blades, six tilt propeller actuators (TPAC) 502, six battery management systems (BMS) 503, four flaps and associated control surface actuators (CSA), and six directional elevators 505 and associated CSA; however, an aircraft according to various embodiments may have any suitable number of these various elements. Figure 5 As shown, the control surfaces and actuators can be controlled by a combination of four flight control computers (FCCs)—left FCC A channel (L FCC-A) 506, left FCC B channel (L FCC-B) 507, right FCC A channel (R FCC-A) 508, and right FCC B channel (R FCC-B) 509—but any other suitable number of FCCs may also be used. Each FCC can control all control surfaces and actuators individually, or they can control all control surfaces and actuators in any combination. In some embodiments, each FCC may contain one or more hardware computing processors. In some embodiments, each FCC may use a single-threaded computing process or a multi-threaded computing process to perform the computations required to control the control surfaces and actuators. In some embodiments, all computational processes required to control the control surfaces and actuators may be executed by a single flight control computer on a single computing thread.

[0060] FCC 506-509 can provide control signals to EPS inverter 501, TPAC 502, BMS 503, flaperon CSA 504, and directional elevator CSA 505 via one or more bus systems. The control signals can be in the form of voltage or current control signals, and the control information can be encoded in binary, digital, or analog form within the control signals. In some embodiments, the bus systems can each be CAN bus systems, for example, left CAN bus 1 510, left CAN bus 2 511, right CAN bus 1 514, right CAN bus 2 515, center CAN bus 1 512, and center CAN bus 2 513 (see...). Figure 5 In some embodiments, multiple FCCs (e.g., FCC 506, 507, 508, and / or 509) can be configured to provide control signals via each CAN bus system (CAN bus 510-515), and each FCC (FCC 506-509) can be configured to provide control signals via multiple CAN bus systems (CAN bus 510, 511, 512, 513, 514, and / or 515). Figure 5 In the exemplary architecture shown, for example, LFCC-A 506 can provide control signals via left CAN bus 1 510 and right CAN bus 1 514, LFCC-B 507 can provide control signals via left CAN bus 1 510 and center CAN bus 1 512, RFCC-A 508 can provide control signals via center CAN bus 2 513 and right CAN bus 2 515, and RFCC-B 509 can provide control signals via left CAN bus 2 511 and right CAN bus 2 515.

[0061] Figures 6A-6F An exemplary top plan view of an aircraft consistent with the disclosed embodiments is shown. Several design considerations (cost, weight, size, performance, etc.) may exist, which may affect the number and / or combination of tilt propellers and lift propellers in the aircraft.

[0062] Figure 6A An arrangement of electric propulsion systems 601-612 consistent with embodiments of this disclosure is shown. Reference Figure 6AThe aircraft shown in the figure is a top plan view of an exemplary aircraft 650. Aircraft 650 may include twelve electric propulsion systems (601-612) distributed on the aircraft. In some embodiments, the distribution of the electric propulsion systems may include six forward electric propulsion systems (601, 602, 603, 604, 605, and 606) and six tail electric propulsion systems (607, 608, 609, 610, 611, and 612). In some embodiments, the six forward electric propulsion systems (601, 602, 603, 604, 605, and 606) are tiltable along at least one axis and operatively connected to a propeller, and the six tail electric propulsion systems (607, 608, 609, 610, 611, and 612) are not tiltable along at least one axis and are operatively connected to a propeller. In other embodiments, six front electric propulsion systems (601, 602, 603, 604, 605, and 606) and multiple tail electric propulsion systems (607, 608, 609, 610, 611, and 612) are tiltable along at least one axis, and the remaining tail electric propulsion systems are not tiltable along at least one axis. In other embodiments, all front electric propulsion systems (601, 602, 603, 604, 605, and 606) and tail electric propulsion systems (607, 608, 609, 610, 611, and 612) are tiltable along at least one axis. Regardless of whether the EPS itself is capable of tilting, the EPS propeller (e.g., Figures 6A-6F The propellers described herein can all tilt (e.g., the propeller blades can undergo collective blade tilt). In some embodiments, the tilt of the EPS can be linked to the tilt of the EPS's propeller blades, either through a physical connection or through software commands, such that a change in the tilt of one causes a change in the tilt of the other.

[0063] Figure 6B Alternative arrangements of electric propulsion systems 613-620 consistent with embodiments of this disclosure are shown. Reference Figure 6BThe aircraft shown in the figure is a top plan view of an exemplary aircraft 651. Aircraft 651 may include eight electric propulsion systems 613-620 distributed on the aircraft. In some embodiments, the distribution of the electric propulsion systems may include four forward electric propulsion systems (613, 614, 615, and 616) and four tail electric propulsion systems (617, 618, 619, and 620). In some embodiments, the four forward electric propulsion systems (613, 614, 615, and 616) may tilt along at least one axis and be operatively connected to a propeller, and the four tail electric propulsion systems (617, 618, 619, and 620) may remain stationary and be operatively connected to a propeller. In other embodiments, four forward electric propulsion systems (613, 614, 615, and 616) and multiple rear electric propulsion systems (617, 618, 619, and 620) are tiltable along at least one axis and operatively connected to the propeller, and the remaining rear electric propulsion systems (617, 618, 619, and 620) are stationary and operatively connected to the propeller. In other embodiments, all forward and rear electric propulsion systems (613-620) are tiltable along at least one axis and operatively coupled to the propeller.

[0064] Figure 6C Alternative arrangements of electric propulsion systems 638a-640a consistent with embodiments of this disclosure are shown. Figure 6C This is a top plan view of an exemplary aircraft 652. In some embodiments, the electric propulsion systems 638a-640a may be or include ducted fans operatively connected to the electric propulsion system (e.g., an electric engine or motor). In some embodiments, the aircraft may include one or more sets of ducted fans on each wing (e.g., electric propulsion systems 637a, 638a, 639a, and 640a on each wing (638, 637, 639, and 640), and each set of ducted fans may be connected to tilt together (e.g., tilting between a lift configuration and a forward thrust configuration). In some embodiments, aircraft 652 includes a left forewing 638 and a right forewing 637, and a left aft wing 639 and a right aft wing 640. In some embodiments, each wing (638, 637, 639, and 640) of the aircraft includes a set of connected ducted fans (e.g., electric propulsion systems 637a, 638a, 639a, and 640a). In some embodiments, each set of connected ducted fans can tilt (e.g., tilt between a lift configuration and a forward thrust configuration), while in other embodiments, only the set of fans (638a and 637a) on the canard can tilt.

[0065] Figure 6D An alternative arrangement of an electric propulsion system consistent with embodiments of this disclosure is shown. (Reference) Figure 6DThe aircraft shown in the figure is a top plan view of an exemplary aircraft 653. Aircraft 653 may include six electric propulsion systems (621, 622, 623, 624, 625, and 626) distributed on the aircraft. In some embodiments, the distribution of the electric propulsion systems may include a first group of four electric propulsion systems 621, 622, 623, and 624, which are coplanar in a first plane; and a second group of two electric propulsion systems 625 and 626, which are coplanar in a second plane. In some embodiments, the first group of electric propulsion systems 621, 622, 623, and 624 may tilt along at least one axis and be operatively connected to a propeller, and the second group of electric propulsion systems 625 and 626 may remain stationary and be operatively connected to a propeller. In other embodiments, the first group of electric propulsion systems 621, 622, 623, and 624, as well as the second group of tail-mounted electric propulsion systems 625 and 626, may all be operatively connected to a propeller.

[0066] Figure 6E An alternative arrangement of an electric propulsion system consistent with embodiments of this disclosure is shown. (Reference) Figure 6E The aircraft shown in the figure is a top plan view of an exemplary aircraft 654. Aircraft 654 may include four electric propulsion systems distributed on the aircraft. In some embodiments, the distribution of electric propulsion systems may include four coplanar electric propulsion systems 627, 628, 629, and 630. In some embodiments, all electric propulsion systems (627, 628, 629, and 630) are tiltable along at least one axis and operatively connected to a propeller.

[0067] Figure 6F An alternative arrangement of an electric propulsion system consistent with embodiments of this disclosure is shown. (Reference) Figure 6FThe aircraft shown in the figure is a top plan view of an exemplary aircraft 655. Aircraft 655 may include six electric propulsion systems 631-636 distributed on the aircraft. For example, in some embodiments, aircraft 655 may include four forward electric propulsion systems 631, 632, 633, and 634 and two tail electric propulsion systems 635 and 636. The four forward electric propulsion systems are tiltable along at least one axis and operatively connected to a propeller, while the two tail electric propulsion systems are stationary and operatively connected to a propeller. In some embodiments (not shown), aircraft 655 may include ten electric propulsion systems distributed on the aircraft. For example, in some embodiments, the aircraft may include six forward electric propulsion systems and four tail electric propulsion systems. The six forward electric propulsion systems are tiltable along at least one axis and operatively connected to a propeller, while the four tail electric propulsion systems are stationary and operatively connected to a propeller. In some embodiments, some or all of the tail electric propulsion systems are operatively connected to a tilting propeller.

[0068] like Figure 6F As shown, in some embodiments, aircraft 655 may have a flying wing configuration, such as a tailless fixed-wing aircraft without a defined fuselage. In some embodiments, aircraft 655 may have a flying wing configuration in which the fuselage is integrated into the wing. In some embodiments, when the tilt propeller is operated in a lift configuration, the tilt propeller can rotate in a plane above the aircraft fuselage.

[0069] Figure 7A , Figure 7B and Figure 7C An exemplary autopilot interface architecture consistent with the disclosed embodiments is shown. Pilot control 702 may include one or more right-side and / or left-side controls (e.g., controls 831 and 832, hereinafter referred to as...). Figure 8L (as shown in the figure). In some embodiments, the right-side manipulator and / or the left-side manipulator are manipulators detailed in U.S. Application No. 18 / 147,640 (now U.S. Patent No. 11,702,191, which is incorporated herein by reference in its entirety), which will be discussed below regarding Figure 8M Further details. In some embodiments, each manipulator (e.g., manipulators 831 and 832, hereinafter referred to as manipulators) Figure 8LThe controller (shown in the diagram) can be configured to move left, right, forward, and / or backward (e.g., pivot) based on pilot interaction. The position (e.g., angle), orientation, and / or rate of motion of the controller can generate and / or influence signals for controlling the aircraft or at least one component of the aircraft. For example, in some embodiments, the controller position and / or motion can generate inputs to an aircraft model (e.g., a dynamic model) and control laws (e.g., implemented control laws) stored in and / or accessible by the control stack 720. In some embodiments, consistent with the disclosed embodiments, the control stack 720 may be or contain a software stack executable by at least one processor, one or more programs, one or more scripts, one or more routines, one or more models, and / or one or more instructions. Based on the inputs, the control stack 720 (e.g., input parsing 704, control loop 705, and / or control assignment 706) can determine roll, yaw, pitch, and / or thrust commands, and corresponding control commands 707 (e.g., for the electric engine 709 and / or control surface actuator 708). In some embodiments, the position and / or movement of the manipulator can directly generate roll, yaw, pitch and / or thrust commands, and the flight control system can determine the corresponding control commands (e.g., for the electric engine 709 and / or the control surface actuator 708).

[0070] In some embodiments, a control stack 720 may be included as part of the aircraft's flight control system (FCS) 722. For example, a control stack 720 may be included as referenced above. Figure 4 This is part of the described FCS 412. In some embodiments, the autopilot 703 may be independent of the FCS 722 (e.g., it may include a separate computer and / or processor that is wired or wirelessly connected to the FCS 722). Some exemplary aspects of the autopilot, including the autopilot 703, have been discussed above in the original paragraph

[0042] . The input parsing 704, control loop 705, and / or control assignment 706 may include one or more modules, functions, models, applications, programs, algorithms, or any executable element configured to perform one or more of their associated functions as described herein. For example, the input parsing 704, control loop 705, and / or control assignment 706 may include instructions executable by at least one processor to perform one or more of the operations discussed herein.

[0071] In some embodiments, one or more processors (e.g., control stack 720 and / or FCS 722) may be configured to control an aircraft (or at least one component of the aircraft, such as an actuator or control surface) based on inputs received from autopilot 703, received sensor data 730, and stored control laws (e.g., stored in or accessible by control stack 720). In some embodiments, the control law may include one or more control loops (e.g., control loop 705) configured to maintain aircraft stability based on received sensor data 730 (e.g., by influencing or controlling one or more aircraft components during flight). For example, based on received sensor data 730, control loop 705 may generate commands (e.g., torque commands, such as rotational forces applied to the aircraft) to compensate for disturbances (e.g., differences between command-based aircraft states and sensed aircraft states). In some embodiments, controlling the aircraft may include combining inputs from autopilot 703 and inputs from the control law (e.g., control loop 705) (e.g., summing, performing weighted summation, determining a result based on the two inputs). In some embodiments, the rate at which inputs from the autopilot 703 change, are determined, received, and / or are detected (e.g., frequency, clock speed, computation rate, instruction execution rate, transmission rate) may be faster than inputs from the control law. For example, the frequency at which the autopilot 703 transmits outputs to the control stack 720 may be faster than the frequency at which the control loop 705 determines control law information. As another example, the frequency at which the control stack 720 receives inputs from the autopilot 703 may be higher than the frequency at which the control stack 720 (or a portion thereof, such as the control loop 705) determines control law information.

[0072] In some embodiments, the same input from the pilot control 702 can have different effects on the aircraft depending on the flight phase and / or flight state. In some embodiments, control stack 720 (e.g., 704, 705, 706) can receive sensor data 730 and determine the aircraft's flight phase. For example, in some embodiments, control stack 720 can optionally determine whether the aircraft is hovering, transitioning, or flying forward based on airspeed, propeller speed, and / or propeller tilt angle (e.g., measured by one or more sensors). In some embodiments, the flight phase can be classified into more than three phases. Furthermore, in some embodiments, the flight phase may continuously change (e.g., vary with different sensor inputs). Based on the determined flight phase, the position and / or movement of control 702 may have different effects. For example, control stack 720 can determine a left or right movement of the first control as indicating a hover turn when the aircraft is determined to be in a hovering flight phase. Furthermore, control stack 720 can determine the same left or right movement of the first control as indicating a roll turn when the aircraft is in a transition or cruise phase.

[0073] Autopilot 703 may include one or more processors and one or more memory devices. Autopilot 703 may be a device or system that is part of (e.g., FCS 412) an FCC, or different from (e.g., separate from) said FCC. In some embodiments, autopilot 703 may be configured to generate output (e.g., said output may be received as input by one or more processors, such as one or more processors associated with control stack 720 and / or FCS 412), said output comprising one or more of the following: at least one simulated pilot control signal, at least one lateral velocity, at least one vertical velocity, at least one rate of change of heading, at least one forward velocity, at least one forward acceleration, at least one force, or at least one torque.

[0074] In some embodiments, the autopilot 703 may receive and / or store information indicating a flight path to be followed (e.g., location, position, trajectory, path, airspeed, acceleration, flight phase, flight mode, and / or orientation). In some embodiments, the autopilot 703 may receive path and / or navigation information (e.g., obstacle location, terrain, topography, waypoint, target landing location, etc.) and determine the corresponding trajectory and / or maneuver (e.g., airspeed, roll rate, yaw rate, descent rate, climb rate, etc.) based on a control loop that takes into account aircraft dynamics. The autopilot 703 may store one or more tables, models, and / or equations configured to determine aircraft maneuvers based on navigation, path, and / or trajectory information. In some embodiments, the autopilot 703 may further store (or receive, for example, from FCS 412) kinematic or dynamic constraints to limit the determined maneuvers and / or trajectory (as described below). Figure 7B (As described in further detail), the constraints may correspond to the aircraft's flight phase and / or flight state.

[0075] Furthermore, as described above, once a maneuver is determined, the autopilot 703 can determine the corresponding signal based on one or more mappings that associate the aircraft maneuver with simulated controller input signals provided to the control stack (e.g., converting, transforming, converting, correlating, and / or including the aircraft maneuver and the simulated controller input signals in a mathematical relationship connecting the two). In some embodiments, the autopilot 703 can control the overall aircraft motion, while in other embodiments, the autopilot 703 controls only a portion of the aircraft motion (e.g., not airspeed).

[0076] Autopilot 703 and / or control stack 720 (e.g., 704, 705, and 706) may receive sensor data 730. For example, autopilot 703 and control stack 720 may receive data from: a GPS position sensor, a propeller tilt sensor (e.g., a magnetometer), a propeller speed sensor, an airspeed sensor (e.g., a pitot tube sensor), an altitude sensor, an acceleration sensor, an orientation sensor (e.g., data from an accelerometer, a three-axis accelerometer, a gyroscope, and / or a three-axis gyroscope), and / or one or more inertial measurement units (IMUs). In some embodiments, based on the received sensor data 730, autopilot 703 may detect aircraft response errors caused by external disturbances (e.g., gusts of wind causing speed and / or position disturbances) and adjust aircraft controls to follow a trajectory and / or path. In some embodiments, autopilot 703 may determine a flight phase based on the sensor data 730.

[0077] As described above, in some embodiments, the autopilot 703 may receive communications (e.g., digital communications from FCS 412) from the flight control system indicative of the aircraft's flight phase. In some embodiments, additionally or alternatively, the flight control system may determine one or more limits and provide said one or more limits to the autopilot 703. Limits may be represented as a single value, multiple values, vectors, matrices, variables, equations, functions, or any representation that can be interpreted by at least one processor to limit the aircraft's operation. One or more limits may be determined by the flight control system based on or using the flight phase. For example, limits may include at least one airspeed, roll rate, turn rate, climb rate, or descent rate, and the aircraft and at least one limit may depend on the aircraft's flight phase. In some embodiments, the flight control system may optionally determine and provide minimum and / or maximum values ​​for airspeed, roll rate, turn rate, climb rate, and / or descent rate based on the determined flight phase to maintain the aircraft's stability or controllability. Flight control system 412 can dynamically determine these limits during aircraft flight based on flight phase, the angle of one or more propellers, propeller thrust provided by or commanded to one or more propellers, airspeed, and / or aircraft orientation. In some embodiments, flight control system 412 can employ one or more control laws to determine the maximum permissible net torque acting on the aircraft that will not cause the aircraft to rotate into an unstable position (e.g., depending on the flight phase and / or aircraft state), and can determine one or more limits to avoid exceeding the determined maximum permissible net torque (e.g., for transmission to autopilot 703). For example, flight control system 412 can employ one or more control laws to determine one or more limits associated with the maximum permissible net torque acting on the aircraft during takeoff, and can determine one or more different limits associated with the maximum permissible net torque acting on the aircraft during cruise. As another example, when the aircraft transitions from hovering to wing-borne flight, flight control system 412 can determine different values ​​of the maximum rate of climb (e.g., for transmission as limits to autopilot 703). Alternatively or additionally, flight control system can provide information about aircraft response characteristics, as referenced below. Figures 7H-7I Further details are provided.

[0078] In some embodiments, autopilot 703 and / or control stack 720 (e.g., 704, 705, and 706) may receive data relating to the function of one or more aircraft flight components. For example, autopilot 703 and / or control stack 720 may receive data (e.g., sensor data 730 and / or communications) regarding the function of one or more electric propulsion systems (e.g., electric engines), such as whether the propeller operates as commanded (e.g., based on propeller speed feedback), whether the temperature of the electric propulsion system is within acceptable limits (e.g., the temperature of the engine, control panel, and / or wiring is within acceptable thresholds), whether the propeller vibrates within acceptable limits, and / or whether the cooling system operates as expected (e.g., coolant such as air or oil circulates normally). For example, autopilot 703 and / or control stack 720 may receive information regarding whether one or more control surfaces (e.g., one or more ailerons, one or more rudders, one or more elevators, and / or one or more combined rudder-elevator systems) operate within acceptable limits (e.g., in response to commands). In some embodiments, one or more limits are transmitted to autopilot 703 based on the detection that the state of one or more aircraft flight components no longer meets performance thresholds (e.g., one or more control surfaces and / or electric engines / electric propulsion systems are not operating properly).

[0079] In some embodiments, based on the received aircraft component data, FCS 722 may determine one or more limits to be provided to autopilot 703. For example, FCS 722 may determine that the lift propeller 112 has malfunctioned (e.g., based on vibration exceeding a threshold, temperature of the associated electric propulsion system or wiring exceeding a threshold, and / or any measurable operating characteristic exceeding a threshold), and based on this determination, the flight control system may provide instructions to autopilot 703 that the aircraft can only land in a conventional manner (e.g., cannot perform a vertical landing), and / or needs to maintain a certain forward airspeed. Alternatively or additionally, the flight control system may limit the types of maneuvers the aircraft can perform, and / or impose restrictions on aircraft dynamics (e.g., roll time constant). As another example, based on the flight control system performing thermal throttling in hover mode, the flight control system may transmit limits (e.g., kinematic or dynamic limits, such as vertical speed limits) on the operation of one or more electric motors and / or the operation of the entire aircraft.

[0080] In some embodiments, the autopilot 703 and / or FCS 722 (e.g., control stack 720) may receive information about the state of high-voltage power distribution. For example, the autopilot 703 and / or control stack 720 may receive data about: the state of switching devices (e.g., open or closed), the state of one or more fuses (e.g., blown or not blown), the temperature of high-voltage wiring, and / or the state of the battery pack or associated individual cells (e.g., battery pack temperature state (SOT), state of charge (SOC), state of power (SOP), state of energy (SOE), power consumption, capacity, impedance, and / or any other battery pack state). Additionally or alternatively, state estimation may include the aircraft's weight (e.g., based on load conditions, based on passengers and / or cargo) and / or the aircraft's center of gravity.

[0081] State of Temperature (SOT) may include or indicate the temperature of at least a portion of a single cell (e.g., at least one active material of the single cell, the single cell itself, multiple single cells, a battery pack, etc.). For example, SOT may indicate the core or internal temperature of a single cell, the temperature at the top of the single cell, the temperature in the middle of the single cell, and / or the temperature at the bottom of the single cell. In some embodiments, SOT may be based on measured temperature values ​​(e.g., measured by a temperature sensor adjacent to or on the single cell). Temperature measurements may be used to estimate SOT, and these measurements may be associated with at least a portion of the single cell (e.g., the individual single cells). For example, measured temperature values ​​may be used to estimate SOT (e.g., using a model that correlates externally measured temperatures with internal temperatures).

[0082] As another example, SOT can be a battery pack-level temperature based on multiple individual cell SOTs (e.g., calculated using multiple individual cell SOTs). In some embodiments, SOT can be based on measurement (e.g., direct measurement), estimation (e.g., based on direct measurement), or a combination of both. SOT can be expressed as an absolute value in degrees (e.g., in Fahrenheit, Celsius, or Kelvin) and / or a ratio (e.g., relative to rated limits, safety limits, etc.). In some embodiments, SOT can be based on SOH, as discussed further herein. In some embodiments, SOT can be used to determine SOC, as discussed further herein. Measurements used for SOT can be performed at the individual cell level and / or derived from measurements performed for multiple individual cells (e.g., battery pack-level measurements). Alternatively or additionally, the SOT of the battery pack can be equal to a combination (e.g., an average, a weighted average) of the SOTs of one or more (e.g., each) individual cells. Alternatively or additionally, the SOT of an individual cell in the battery pack can be extrapolated from the SOT of the battery pack. For example, the SOT of a battery pack estimated using battery pack-level measurements should be approximately equal to the average SOT of the individual cells in the battery pack.

[0083] State of charge (SOC) can indicate the ability of at least one individual cell (e.g., a single cell itself, multiple individual cells, a battery pack, multiple battery packs, etc.) to store (or provide) charge at a specific time. The state of charge can be expressed as an absolute value (e.g., coulombs or ampere-hours, Ah) or as a ratio or percentage relative to the maximum ability of at least one individual cell to store (or provide) charge. In some embodiments, the state of charge can refer to the ratio of the available capacity of the battery pack to the rated capacity of the battery pack. Alternatively, in some embodiments, the state of charge can refer to the ratio of the available capacity of a single cell to the rated capacity of a single cell.

[0084] In some embodiments, the State of Charge (SOC) can be based on measured charge or voltage values ​​(e.g., measured by a temperature sensor adjacent to or on a single cell). The SOC can be estimated using charge or voltage measurements, which can be associated with at least a portion of the single cells (e.g., individual single cells). Measurements for SOC can be performed at the single-cell level and / or derived from measurements performed for multiple single cells (e.g., battery pack-level measurements). Furthermore, in some embodiments, the state of charge of the battery pack can be based on one or more states of charge of one or more single cells. For example, the battery pack SOC can be a combination of the SOCs of each single cell (e.g., a sum, a weighted sum). Alternatively or additionally, the SOC of the battery pack can be equal to a combination of the states of charge of one or more (e.g., each) single cells (e.g., an average, a weighted average). Alternatively or additionally, the SOC of a single cell in the battery pack can be extrapolated from the SOC of the battery pack. For example, the SOC of a single cell in the battery pack can be estimated by applying the principle that the SOC of the battery pack estimated using battery pack-level measurements should be approximately equal to the average SOC of the single cells in the battery pack.

[0085] Power status indicates the available power that a battery pack can provide over a certain period of time, for example, without exceeding at least one system constraint (e.g., battery pack voltage constraint, single cell temperature constraint, HV wiring current carrying constraint, etc.). SOP can be expressed as an absolute value (e.g., kW, W) or as a ratio or percentage relative to the maximum rated power (e.g., system maximum rated power).

[0086] In some embodiments, the State of Charge (SOP) can be based on measured values ​​of charge, temperature, voltage, power, impedance, and / or other values ​​of single-cell characteristics (physical, electrical, and / or chemical) (e.g., measured by sensors adjacent to or on the single cell, such as voltage sensors). The SOP can be estimated using charge or voltage measurements, which can be associated with at least a portion of the single cell (e.g., individual single cells). Measurements for the SOP can be performed at the single-cell level and / or derived from measurements performed for multiple single cells (e.g., battery pack-level measurements). Furthermore, in some embodiments, the SOP of the battery pack can be based on one or more SOPs of one or more single cells. For example, the battery pack SOP can be a combination of the SOPs of each single cell (e.g., a sum, a weighted sum). Alternatively or additionally, the SOP of the battery pack can be equal to a combination of the states of charge (e.g., an average, a weighted average) of one or more (e.g., each) single cells. Alternatively or additionally, the SOP of a single cell in the battery pack can be extrapolated from the SOP of the battery pack. For example, the SOP of a battery pack estimated using battery pack-level measurements should be approximately equal to the average SOP of the individual cells in the battery pack, can be estimated by applying the principle that the SOC of the individual cells in the battery pack is approximately equal to the average SOP of the individual cells in the battery pack.

[0087] State of Energy (SOE) can indicate the predicted amount of energy remaining in at least one single cell (e.g., a single cell, multiple single cells, a battery pack, multiple battery packs, etc.) at a specific time. In some embodiments, SOE can be based on the anticipated future power demand from at least one single cell (e.g., demanded by a system such as an aircraft or spacecraft) (e.g., calculated using anticipated future power demand). Alternatively, SOE can include or be based on one or more of an estimated range (e.g., the flight range of an aircraft), the amount of useful energy, or the amount of available energy. In some embodiments, SOE can be based on past usage of at least one single cell (e.g., based on past flights). Alternatively, SOE can include or be based on the total energy in the single cell, which can be calculated by determining the area under the open-circuit voltage-SOC curve. Alternatively, SOE can include or be based on Vnom. The expression for Q, where Vnom is the nominal voltage of a single cell or battery pack, and Q is the charge capacity (e.g., expressed in Ah). In some embodiments, SOE may include the available discharge energy in a single cell such that a system constraint is reached at the end of the demand when the assumed power requirement is met. For example, system constraints may include a minimum single cell voltage, a maximum single cell temperature, and / or a minimum voltage of one or more connected loads (e.g., EPUs). In some embodiments, SOE may be based on other values ​​of measured charge, temperature, voltage, impedance, and / or single cell characteristics (physical, electrical, and / or chemical) (e.g., measured by sensors adjacent to or on the single cell, such as voltage sensors). SOE can be estimated using charge, temperature, and / or voltage measurements that may be associated with at least a portion of the single cell (e.g., a single cell). Measurements for SOE can be performed at the single cell level and / or derived from measurements performed for multiple single cells (e.g., battery pack level measurements). Alternatively, the SOE of the battery pack can be equal to the combination (e.g., average, weighted average) of the states of energy of one or more (e.g., each) individual cells. Alternatively, the SOE of the individual cells in the battery pack can be extrapolated from the SOE of the battery pack. For example, the SOE of the individual cells in the battery pack can be estimated by applying the principle that the SOE of the battery pack estimated using battery pack-level measurements should be approximately equal to the average of the SOEs of the individual cells in the battery pack.

[0088] In some embodiments, based on the received high-voltage power distribution data, the FCS 722 can determine one or more limits to be provided to the autopilot 703. For example, the flight control system can determine that a battery pack fuse has blown or that the battery state is below a certain threshold level. Based on this determination, the flight control system can provide the autopilot 703 with indications that the aircraft cannot generate sufficient thrust for hovering, and / or provide restrictions on certain maneuvers or aircraft dynamics. In some embodiments, one or more limits are transmitted to the autopilot 703 based on the detection that the high-voltage power distribution state no longer meets a performance threshold (e.g., battery state is below a threshold, battery temperature exceeds a threshold, etc.).

[0089] In some embodiments, autopilot 703 and / or FCS 722 may determine one or more constraints (limits) associated with the mission associated with the aircraft. In various contexts, the aircraft may be assigned a mission, such as a delivery mission, a track mission, a hovering mission, a takeoff and landing mission, or any mission for moving and / or retrieving and / or delivering payloads between locations. Constraints associated with the aircraft's mission may be transmitted to the aircraft from ground sources and / or from the aircraft's cockpit input devices. In some embodiments, autopilot 703 may store (and / or receive, for example from FCS 722) information about different aircraft orientations, configurations, and / or flight phases to be maintained at different parts of the track, which may be based on received mission information. For example, in some embodiments, autopilot 703 may store and / or receive constraints associated with roll angles, pitch angles, airspeeds, rates of climb, rates of descent, and / or yaw angles to be maintained, to accommodate the constraints of the aircraft's mission. For example, a mission may include parameters or constraints related to a payload carried by an aircraft (e.g., fire hoses, cameras, packages, etc.), such as a target pitch angle for carrying the payload over a designated area. In some embodiments, constraints (limits) may be expressed as absolute values, minimum values, or maximum values ​​(e.g., a minimum pitch angle to be maintained), while in other embodiments, constraints may be expressed as relative values ​​(e.g., a pitch angle relative to the current pitch angle). In some embodiments, constraints (e.g., limits) may include tolerance ranges (e.g., maintaining a pitch angle of 10 degrees ± 2 degrees, maintaining a pitch angle of at least 8 degrees, etc.).

[0090] As another example, the task may include constraints (e.g., limits) related to the maneuvers the aircraft is to perform, such as pitch angles for performing a leveling maneuver during landing (e.g., to adapt to a short runway), roll angles for performing a sideslip descent, target speeds and / or pitch angles for landing on water, target speeds, roll angles and / or pitch angles for landing on a sloped surface, etc. In some embodiments, the constraints may vary along the aircraft's trajectory (e.g., different roll or pitch angles may be required at different points). In some embodiments, autopilot 703 may determine constraints (e.g., limits) and / or commands (e.g., to be sent to FCS 722) based on sensor information (e.g., lidar, radar, and / or camera information). For example, autopilot 703 may determine pitch angles to adapt to landing the aircraft on sloping terrain (e.g., a boat or a hill).

[0091] In some embodiments, the task and / or associated constraints (e.g., limits) may include priority ordering information. In some embodiments, the priority ordering information may include a discrete order (e.g., high, medium, low), while in other embodiments, the priority ordering information may include a continuous range (e.g., 1 (lowest) to 100 (highest)). For example, in some embodiments, autopilot 703 may receive and / or determine a priority order that prioritizes at least one flight parameter over another. For example, autopilot 703 may receive and / or determine a priority order that prioritizes maintaining the target pitch angle (e.g., to accommodate the payload) over maintaining the target vertical speed. Therefore, when it is not possible to maintain both the target pitch parameter and the vertical speed simultaneously, autopilot 703 will command the aircraft (e.g., via a command to FCS 722) to operate according to the pitch angle constraint and may exceed the target vertical speed (and / or vertical speed range).

[0092] In some embodiments, mission and / or associated constraints (e.g., limits) may include envelope protection information indicating the desired level of envelope protection. For example, control stack 720 (e.g., control loop 705) and / or autopilot 703 may default to using more conservative envelope protection limits and may adjust these limits based on mission and / or parameter information indicating that different envelope protection limits should be used for a portion or all of the aircraft trajectory (e.g., to accommodate more aggressive maneuvers, such as sideslip descent or stall as part of a pull-up maneuver). In some embodiments, FCS 722 and / or autopilot 703 may store multiple sets of envelope protection limits (e.g., maneuvers and / or orientations associated with conservative, moderate, and / or aggressive limits) and may retrieve an applicable set of limits based on mission and / or parameter information. In some embodiments, autopilot 703 may provide envelope protection information (e.g., level, order, etc.) to control stack 720 for aircraft stability. In some embodiments, mission information may indicate that envelope protection limits should be relaxed. For example, mission information can instruct an aircraft to perform one or more maneuvers near, at, or beyond the default, normal, or typical control authority limits.

[0093] In some embodiments, the FCS 722 and / or autopilot 703 may, for example, temporarily suspend a set of envelope protection limits that would otherwise be active, based on mission and / or relevant parameters. For example, when a particular mission is only applicable to a portion of flight, the FCS 722 and / or autopilot 703 may temporarily suspend a set of envelope protection limits that would otherwise be active during that portion to allow mission execution (e.g., when the set of active envelope protection limits would hinder mission execution). Consistent with the disclosed embodiments, temporarily suspending a set of envelope protection limits that would otherwise be active may involve using an alternative set of envelope protection limits.

[0094] Table 1 below provides examples of aircraft orientation and motion, and how limits (e.g., boundaries) for aircraft orientation and motion can vary. (See below for further details.) Figures 7H-7I As further described, in some embodiments, these limits can be applied by adjusting (e.g., by adjusting via FCS 722 and / or autopilot 703) saturation limits and / or transfer coefficients, the saturation limits defining the boundaries of the aircraft's response. The terms "limit" and "saturation limit" are used interchangeably in this disclosure.

[0095] Table 1: In Table 1 above, “engine availability” can refer to the number of available electric propulsion systems and / or can correspond to the thrust provided by one or more electric propulsion systems. As mentioned above, the availability of electric propulsion systems (e.g., electric engines) can vary based on factors such as whether the electric propulsion system operates as commanded (e.g., based on sensed feedback), the relationship between the temperature and thermal limits of the electric propulsion system, any failures experienced by the electric propulsion system or its connected systems, vibrations of components (e.g., propellers), and / or any other sensed data (e.g., sensor data 730) that may affect the capability of one or more electric propulsion systems.

[0096] In Table 1 above, “battery state” can refer to one or more of the above states of the battery (e.g., SOT, SOC, SOP, SOE, etc.), and / or any other state of the high-voltage power distribution system that may affect the battery’s ability to provide power to the electric propulsion system (e.g., the state of one or more fuses, the relationship between the temperature of battery pack components and the thermal limit, and / or the relationship between the wiring temperature and the thermal limit, etc.).

[0097] In some embodiments, autopilot 703 may use the parameters, constraints, or limits described above to generate one or more commands to be sent to flight control system 722 (e.g., commands further described below with respect to Figures 7a-7c). In some embodiments, autopilot 703 may determine the aircraft's path or trajectory (e.g., target trajectory) based on parameters, constraints, or limits. For example, autopilot 703 may determine whether the aircraft should perform an emergency landing and / or determine a trajectory adapted to one or more operational limits of the aircraft (e.g., determined by flight control system 722). In some embodiments, flight control system 722 may provide information for autopilot 703 to use for path planning. For example, flight control system may provide information about the surrounding terrain (e.g., information determined by lidar, radar, cameras, and / or other sensors). Flight control system 722 may provide autopilot 703 with information about the aircraft's capabilities, which are predicted or estimated for an upcoming flight phase or trajectory and / or based on current operating conditions. For example, flight control system 722 can provide information about an upcoming turn rate (e.g., allowing for sharper turns) that can be anticipated during hovering (e.g., in response to sensing that the aircraft is in a transitional state). Flight control system 722 can determine and / or provide autopilot 703 with any information that is part of the aircraft's flight state. Autopilot 703 can perform trajectory and path planning functions based on these received capabilities and determine one or more commands for controlling the aircraft (e.g., to be sent to flight control system 722). As another example, flight control system 722 can detect one or more engines overheating and begin throttling one or more engines. In addition to providing current limits (e.g., kinematic or dynamic limits) as described above, flight control system 722 can also provide information about upcoming limits that can be anticipated if the engines continue to heat up (e.g., at the same or similar rate). Autopilot 703 can perform trajectory and path planning functions based on these received capabilities and determine one or more commands for controlling the aircraft (e.g., to be sent to flight control system 722).

[0098] In some embodiments, the flight control system can be configured to adjust the frequency at which it transmits data to the autopilot 703. For example, as further detailed below, during transitional flight phases and / or during maneuvers where the aircraft is operating near control authority limits, the flight control system may transmit limits for maneuvers, airspeed, roll rate, turn rate, climb rate, descent rate, and / or kinematic or dynamic constraints more frequently. More frequent transmission of data from the flight control system can help maintain the aircraft's safety and stability during transitional flights where the aircraft's capabilities change rapidly.

[0099] Switch 701 may include one or more components for switching aircraft control between pilot control 702 and autopilot 703. For example, switch 701 may include physical switches (e.g., control switches), buttons (e.g., auto-deceleration buttons), joysticks, and / or user interface elements (e.g., on cockpit displays). Switch 701 may be configured to switch inputs for aircraft control between pilot-performed manual control (e.g., pilot control 702) and autopilot 703. Alternatively, switch 701 may be configured to mix or combine inputs for aircraft control from pilot-performed manual control (e.g., pilot control 702) and autopilot 703. Switch 701 may be configured to receive manual input from the pilot and adjust the input source (e.g., control 702 or autopilot 703) of input parsing 704 based on the received manual input. Alternatively, switch 701 may include at least one processor and / or software that determines whether to switch between pilot control 702 and autopilot 703 based on the aircraft's flight conditions (e.g., location, speed, position, trajectory, battery status, and / or sensed information). For example, switch 701 may determine that the aircraft is within a threshold distance to the destination (e.g., based on GPS signals), within a threshold altitude to the destination (e.g., based on altitude sensor measurements), and / or in the final phase of flight (e.g., hovering), and switch to autopilot 703 to control landing. For example, switch 701 may determine an emergency situation, such as the aircraft battery level dropping below a threshold (e.g., based on battery sensors), loss of sensors critical to the autopilot system, abnormal behavior (e.g., dive), and / or pilot unresponsiveness (e.g., based on pilot failure to respond to warnings), and switch to autopilot 703 to control the aircraft. In some embodiments, switch 701 may allow input from both pilot control 702 and autopilot 703 to influence control stack 720. For example, switch 701 can be activated to give autopilot 703 primary control over control stack 720, but may allow manipulator 702 to provide auxiliary inputs (e.g., inputs added to autopilot inputs, inputs that modify autopilot inputs), and / or allow manipulator 702 to override (e.g., deactivate) autopilot 703.

[0100] In some embodiments, switch 701 may confirm that certain flight conditions are met before allowing switching between autopilot 703 and pilot control 702 (e.g., the flight conditions may be prerequisites for allowing the switching). For example, the pilot may activate autopilot 703 on the ground such that switch 701 determines that autopilot 703 will take over when certain conditions (e.g., altitude and / or airspeed) are met.

[0101] Figure 7A A first autopilot interface architecture 740 consistent with the disclosed embodiments is shown. As shown in FIG7a, input from the controller 702 and / or autopilot 703 can be received at input parsing 704, which can parse signals and determine input to control loop 705. In some embodiments, autopilot 703 stores or receives (e.g., from flight control system) limits or constraints and takes these limits or constraints into account when determining commands (e.g., commands to avoid violating said limits or constraints). In some embodiments, flight control system can be configured to convert limits or constraints represented in one format (e.g., force, torque, lift and / or drag, etc.) into another format that can be interpreted by autopilot 703 (e.g., thrust, pitch, roll, yaw, speed and / or acceleration, etc.).

[0102] In some embodiments, the autopilot 703 may be configured to simulate pilot commands of the pilot's controller 702 based on a mapping, which may include matrices, functions, tables, models, and / or equations. For example, the autopilot system 703 may store one or more mappings that correlate controller signals (e.g., lateral +70% and longitudinal -30% on the right stick) with aircraft maneuvers (e.g., conversion, transformation, alternation, correlation, and / or inclusion in a mathematical relationship connecting the two). The controller signals may include one or more of the following: analog signals, analog-to-digital (ADV) values ​​representing the controller's motion scale, ADV values ​​representing the controller's position scale, ADV values ​​representing the controller's motion rate scale, and / or other digital signals generated by the motion and / or position of the controller 702. For example, one or more mappings may correlate a signal corresponding to (e.g., in a certain direction) a percentage of controller deflection with a change in aircraft airspeed.

[0103] In some embodiments, autopilot 703 may store different mappings corresponding to different flight phases. For example, autopilot 703 may determine whether the aircraft is hovering, transitioning, or cruising based on airspeed, propeller speed, and / or propeller tilt angle. In some embodiments, a flight control system (e.g., FCS 412) provides flight phases to autopilot 703. In some embodiments, autopilot 703 may store mappings configured to determine controller outputs (e.g., simulation outputs) based on flight phases (e.g., configured to understand all flight phases).

[0104] When autopilot 703 determines (or receives an indication) that the aircraft is in a hovering phase, it can retrieve a first mapping that correlates changes in hovering turn rate with simulated controller yaws (e.g., forward / backward or left / right yaws) (e.g., conversion, transformation, alteration, correlation, and / or inclusion in a mathematical relationship connecting the two). Conversely, when autopilot 703 determines that the aircraft is in transition and / or forward flight, it can retrieve a second mapping that correlates the bank angle turn rate with the same controller yaw. In some embodiments, as further detailed below, autopilot 703 can determine controller signals by referring to the corresponding mapping for the current flight phase, based on an impending maneuver, to provide input parsing 704.

[0105] In some embodiments, when autopilot 703 determines (or receives indication) that the aircraft is hovering, it can retrieve a first mapping that correlates airspeed changes with simulated controller deflection (e.g., conversion, transformation, conversion, correlation, and / or inclusion in a mathematical relationship connecting the two), and when the aircraft is in forward flight, it can retrieve a second mapping that correlates airspeed changes with simulated deflector input. The first and second mappings can provide different relationships between airspeed and simulated deflector input. For example, when autopilot 703 determines (or receives indication) that the aircraft is hovering, autopilot 703 can simulate a signal corresponding to a controller forward 50% position to increase the forward velocity by 5 m / s² (e.g., the aircraft will fly at a speed 5 m / s faster after holding this position for 1 second). In some embodiments, when autopilot 703 determines (or receives indication) that the aircraft is in forward flight, autopilot 703 can simulate a signal corresponding to a controller forward 25% position to increase the forward velocity by 5 m / s². As another example, when autopilot 703 determines (or receives an instruction) that the aircraft is hovering, it can retrieve a first mapping that correlates changes in inertial velocity with simulated controller deflection, and when the aircraft is in forward flight (e.g., CTOL), autopilot 703 can retrieve a second mapping that correlates the rate of change of airspeed with simulated controller deflection. Figure 8M Additional details are provided regarding the types of mappings that can be provided based on the aircraft's flight phase.

[0106] Control loop 705 may determine a corresponding command (e.g., a force and / or torque command) and provide said command to control assignment 706. Control loop 705 may include models and / or control laws to ensure that the aircraft responds to inputs (e.g., inputs from pilot controls 702 and / or autopilot 703) while adhering to one or more parameters, limits, and / or constraints (e.g., in a safe manner) that may be defined by envelope protection. In some embodiments, control loop 705 may include a model configured to determine the shape of the aircraft response (e.g., orientation, heading, and propulsion) based on received inputs. In some embodiments, control loop 705 may be configured to determine control commands 707 (and / or intermediate commands) based on a dynamic model. The dynamic model may provide the control commands required to achieve the aircraft response based on flight phases and / or flight characteristics (e.g., drag, orientation, etc.). In some embodiments, control loop 705 may reference different dynamic models based on the aircraft's flight phase (e.g., whether the aircraft is hovering, transitioning, cruising, etc.). In other embodiments, a single dynamic model may be applied to all flight phases.

[0107] Control assignment 706 can control the aircraft based on commands from control loop 705. For example, control assignment 706 can determine aircraft control commands 707 to achieve one or more primary objectives, such as satisfying commanded aircraft forces and torques, and to achieve one or more secondary objectives, which may include minimizing acoustic noise and / or optimizing battery pack usage.

[0108] Aircraft control command 707 can be transmitted to one or more control surface actuators 708 (e.g., corresponding to...). Figure 3 The control surfaces 712 and 714 shown include flaps, elevators, ailerons, spoilers, rudders, and / or elevators. Furthermore, aircraft control commands 707 can be transmitted to one or more electric engines 709 to control the propeller speed and / or tilt angle of the electric engines.

[0109] In some embodiments, Figure 7A The interface configuration, which includes receiving autopilot input from autopilot 703 at input parsing 704, offers the advantage of requiring minimal modifications to the control stack. As described above, autopilot 703 can be configured to emulate commands from pilot control 702. Therefore, the control stack can operate in the same or similar manner regardless of whether the input is received from control 702 or autopilot 703. For example, control loop 705 and control assignment 706 can operate in the same manner to maintain the safety and stability of the aircraft (e.g., preventing the aircraft from being controlled into an unsafe state, such as a state represented by at least one value exceeding a threshold safety range), regardless of the input source. Furthermore, this interface configuration allows for easier upgrades to the control stack. For example, inputs (e.g., sensor inputs), algorithms, mappings, priorities, constraints, and / or other control variables can be adjusted regardless of whether the input comes from control 702 or autopilot 703.

[0110] Figure 7B Another autopilot interface architecture 750 consistent with the disclosed embodiments is shown. As... Figure 7AAs shown, the control stack 720 may include an input parser 704, a control loop 705, and a control assignment 706. The control stack 720 may generate control commands 707 and transmit them to the control actuator 708 and the electric motor 709. In some embodiments, in addition to receiving autopilot input at the input parser 704, or instead of receiving autopilot input at the input parser 704, the control stack 720 may receive autopilot input at the control loop 705. In some embodiments, the type of input provided by the autopilot 703 to the control loop 705 may vary based on the aircraft's flight phase. For example, autopilot 703 can generate commands (e.g., for input to control loop 705) for achieving forward speed, vertical speed, horizontal speed (e.g., lateral speed), and / or yaw rate (e.g., rate of change of heading) during hovering flight phases, which are different from commands generated by the autopilot for achieving forward speed, vertical speed, horizontal speed (e.g., lateral speed), and / or yaw rate (e.g., rate of change of heading) during transitional flight phases or forward flight phases (e.g., wing loading). For example, autopilot 703 can generate one or more commands that are transmitted directly or indirectly to aircraft actuators (e.g., first to the FCC, distribution loop, control loop, etc.). Furthermore, autopilot 703 can generate commands (e.g., for input to control loop 705) for achieving forward acceleration, sideslip rate, pitch rate, and roll rate during cruise. In some embodiments, autopilot 703 selects these commands based on stored or (e.g., limits or constraints received from the flight control system).

[0111] In some embodiments, the autopilot 703 generates, receives, and / or stores flight trajectory, path, and / or navigation information (as described above), and determines corresponding maneuvers (e.g., bank angle, etc.) based on an internal control loop that uses aircraft dynamics (e.g., orientation, flight phase, flight state, etc.) as parameters (e.g., constraints, limits). In some embodiments, the determined maneuvers may be adapted to a format used by the control loop 705 (e.g., parsed via additional inputs).

[0112] Autopilot 703 may receive and / or retrieve one or more kinematic or dynamic constraints (e.g., from a flight control system) that vary based on a determined flight phase and / or flight state. For example, during cruise flight, the aircraft's turn rate may be subject to more constraints than when hovering. Therefore, when a corresponding maneuver is determined (e.g., based on a flight path), autopilot 703 may reference the kinematic or dynamic constraints corresponding to the determined flight phase. Furthermore, autopilot 703 may adjust the aircraft's path based on kinematic or dynamic constraints. For example, autopilot 703 may adjust the path to reduce path curvature based on a limit on the aircraft's turn rate. In some embodiments, autopilot 703 may include and / or be configured to access maps, functions, equations, lookup models, and / or tables to determine kinematic or dynamic constraints based on the flight phase.

[0113] In some embodiments, the interface configuration of FIG7b, which includes receiving autopilot input from autopilot 703 at control loop 705, provides the advantage of a more seamless interface between semi-autonomous or fully autonomous functions (e.g., path and / or maneuver planning) performed by autopilot 703 and control performed by control stack 720. For example, as part of determining autonomous maneuvers, autopilot 703 may determine airspeed (and / or horizontal and vertical speeds), acceleration, roll rate, pitch rate, yaw rate, and / or sideslip rate. Autopilot 703 may directly input these values ​​into control stack 720, where they can be used by control loop 705 without needing to convert them into different forms.

[0114] In some embodiments, this configuration offers the added advantage of requiring minimal modifications to the control stack 720. For example, control loop 705 and control assignment 706 can operate in the same manner to maintain the safety and stability of the aircraft (e.g., prevent the aircraft from being controlled into an unsafe state), regardless of whether they receive input from autopilot 703 or input parser 704. Furthermore, this interface configuration allows for easier upgrades to the control stack. For example, inputs (e.g., sensor inputs), algorithms, mappings, priorities, constraints, and / or other control variables can be adjusted regardless of whether the input comes from autopilot 703 or input parser 704.

[0115] In some embodiments, Figures 7A-7B The advantage of the interface configuration shown is that it can accommodate the processing time that autonomous decision-making may require. For example, providing inputs higher up in the control stack may be advantageous because the required input timings are slower than those required at the actuator or engine level.

[0116] Figure 7CAnother autopilot interface architecture 760, consistent with the disclosed embodiments, is shown. As... Figure 7A As shown, control stack 720 may include input parsing, control loops, and control assignment. The system may generate control commands 707 to control actuator 708 and electric motor 709. In some embodiments, in addition to receiving input from autopilot 703 at input parsing 704, or instead of receiving input from autopilot 703 at input parsing 704, the system may receive input from autopilot 703 at control assignment 706. For example, autopilot 703 may generate force and / or torque (e.g., rotational force, force, and torque) commands, and control assignment 706 may be configured to receive and interpret these commands. In some embodiments, autopilot 703 selects these commands based on stored or (e.g., limits or constraints received from a flight control system).

[0117] As described above, the autopilot 703 can determine, receive, and / or store information associated with one or more trajectories, one or more tracks, and / or navigation information (e.g., representation, inclusion, etc.). The autopilot 703 can determine (or receive) the maneuvers required along the trajectories (e.g., orientation, roll rate, climb rate, acceleration, etc.) and determine the corresponding force and / or torque commands to perform these maneuvers. For example, the autopilot 703 can store control laws (e.g., control loops) that take into account aircraft dynamics (e.g., orientation, flight phase, flight state, etc.) and generate force and / or torque commands to perform these maneuvers.

[0118] Similar to Figure 7B In the embodiments shown, autopilot 703 may receive and / or retrieve one or more limits or constraints (e.g., from a flight control system) to determine commands (e.g., force and / or torque commands) for the aircraft. In some embodiments, autopilot 703 may include some or all of the functionality of control loop 705 (e.g., the ability to control the stability of the aircraft based on sensor feedback). In some embodiments, inputs from autopilot 703 and control loop 705 may be combined (e.g., as described below). Figure 7E (As shown in the image).

[0119] In some embodiments, Figure 7C The exemplary interface configuration depicted is configured to receive autopilot input from autopilot 703 at control assignment 706, which provides the advantage of allowing autopilot 703 to command more aggressive maneuvers because the input bypasses the control and stability functions performed by control loop 705.

[0120] Figure 7DAn autopilot interface architecture for fine-tuning control 770, consistent with the disclosed embodiments, is shown. As described above, switch 701 allows switching inputs for aircraft control between manual control (e.g., via pilot control 702) and autopilot 703. Autopilot 703 can control the aircraft based on one or more trajectories, one or more flight paths, and / or navigation information. For example, autopilot 703 can refer to a trajectory that includes: a vertical acceleration profile (e.g., for increasing vertical airspeed), a vertical deceleration profile (e.g., for decreasing vertical airspeed), a longitudinal acceleration profile (e.g., for increasing the aircraft's airspeed to a set level), and / or a longitudinal deceleration profile (e.g., for decreasing the aircraft's airspeed to a set level, or decelerating to zero for vertical landing).

[0121] In some embodiments, trajectories may be pre-stored and retrieved, while in other embodiments, autopilot 703 may generate one or more trajectories using one or more models and / or equations. For example, autopilot 703 may store one or more equations and / or models configured to calculate trajectories using current location, current position, current longitudinal airspeed, longitudinal acceleration / deceleration, vertical airspeed, vertical acceleration / deceleration (e.g., measured from one or more sensors), preferred waypoints (e.g., landing location, cruising altitude, etc.), flight state, and / or flight phase. The autopilot may generate one or more trajectories based on one or more parameters (e.g., mission parameters) and / or constraints or limits. These trajectories may be stored as a function of distance or time. In some embodiments, the trajectory will maintain the aircraft's current heading, while in other embodiments, the trajectory may include more complex maneuvers (e.g., roll and / or yaw rate). For example, pre-stored or generated trajectories may guide the aircraft around buildings, other aircraft, other aircraft tracks, and / or other obstacles. The trajectory may include at least one waypoint along the route. In some embodiments, waypoints are located at the destination that an aircraft will reach after following a trajectory. For example, a waypoint may include altitude and / or lateral position (e.g., latitude and longitude).

[0122] As described above, in some embodiments, the autopilot 703 can retrieve aircraft dynamics data and / or sensor data 730 to guide the aircraft along a trajectory. For example, the autopilot system may receive GPS position sensors, propeller tilt sensors (e.g., magnetic sensors), propeller speed sensors, airspeed sensors (e.g., pitot tube sensors), altitude sensors, acceleration and / or pitch orientation sensors (e.g., accelerometers, triaxial accelerometers, gyroscopes, and / or triaxial gyroscopes), and / or one or more inertial measurement units (IMUs). In some embodiments, based on the received sensor data 730, the autopilot 703 can detect aircraft response errors caused by external disturbances (e.g., gusts of wind causing speed and / or position disturbances) and adjust aircraft control to follow the trajectory.

[0123] In some embodiments, display 710 may display the aircraft's path (e.g., the path taken when following a trajectory), waypoints, and / or GPS error boundaries for the path and / or waypoints (e.g., a circle around the waypoints). In some embodiments, when autopilot 703 is disengaged, display 710 may continuously adjust the path, waypoints, and / or GPS boundaries. Thus, the pilot can be aware of the path and / or waypoints the aircraft will take when autopilot 703 is engaged using switch 701. In some embodiments, once autopilot 703 is engaged, the path and / or waypoints may remain unchanged on display 710 until a specific input (e.g., a fine-tuning control input) is received.

[0124] In some embodiments, when switching to autopilot 703, the aircraft will follow a trajectory but will accept one or more fine-tuning control inputs from the pilot. Fine-tuning control inputs can be any input configured to change the aircraft's path, trajectory, waypoints, destination position, acceleration profile, or any navigation parameters (e.g., without disengaging the autopilot). One or more fine-tuning control inputs can be received on fine-tuning control input devices, such as switches, buttons, joysticks, user interface elements (e.g., on display 710), and / or pilot controls 702 (forward, backward, left, and / or right movements). In a first embodiment, at least one fine-tuning control input can be transmitted to autopilot 703, and autopilot 703 can adjust the trajectory based on the received fine-tuning control input. For example, the fine-tuning control input can adjust the position of a waypoint (e.g., a destination waypoint), for example by increasing or decreasing the waypoint altitude, moving the waypoint to the left or right of the aircraft (e.g., by shifting around the aircraft or CW / CCW rotation), and / or making the waypoint longitudinally closer to or further away from the aircraft. The autopilot 703 can adjust its trajectory to terminate at the adjusted waypoint position. For example, the autopilot 703 can adjust its trajectory based on kinematic or dynamic constraints (as referenced above). Figures 7A-7C (as described above). In some embodiments, the display 710 may receive updated trajectory, path, acceleration profile, and / or waypoints from the autopilot 703 and display the adjusted path and / or waypoints. In some embodiments, the autopilot 703 may receive updated trajectory, path, acceleration profile, and / or waypoints from the control stack 720.

[0125] In a second embodiment, fine-tuning control inputs can be transmitted to a control stack 720 (e.g., input parsing 704, control loop 705, and / or control assignment 705), and the control stack can combine the fine-tuning control inputs with inputs from the autopilot 703. For example, the control stack 720 can sum the fine-tuning control inputs with inputs from the autopilot 703. The second embodiment may include an open-loop autopilot 703 that does not receive dynamics data and / or sensor data 730 to control the aircraft. Alternatively, the autopilot 703 may receive communications from the control stack 720 indicating changes to the aircraft trajectory. This configuration prevents the autopilot 703 from resisting the fine-tuning control inputs. In some embodiments, a display 710 may receive updated trajectories, paths, and / or waypoints from the control stack and display the adjusted paths and / or waypoints.

[0126] In some embodiments, after adjusting the trajectory, the autopilot 703 or flight control system (e.g., control stack 720) can determine different flight phases associated with different points (e.g., different positions and / or time steps) along the adjusted trajectory, and determine commands (e.g., airspeed, rate of climb, etc.) based on flight phase capabilities, limits, or constraints as described above.

[0127] In some embodiments, the autopilot 703 may be disabled when the pilot's fine-tuning control input exceeds a position and / or motion threshold. In some embodiments, the autopilot 703 will be disabled if the fine-tuning control input device moves more than a threshold distance or angle from a starting position (e.g., a position where no fine-tuning control input is received). In some embodiments, the autopilot 703 will be disabled if the motion rate of the fine-tuning control input device exceeds a threshold rate (e.g., through rapid abrupt movements). In some embodiments, the autopilot 703 will be disabled if the fine-tuning control input device continues to move more than a threshold distance or angle for a threshold duration. In some embodiments, the autopilot 703 is disabled when the aircraft reaches a termination airspeed (vertical and / or horizontal) and / or position set by a trajectory (e.g., a waypoint). After the autopilot system 703 is disengaged, the flight control system may maintain the termination airspeed until a contrary instruction is received from the pilot (e.g., via the controls 702).

[0128] In some embodiments, the autopilot 703 controls the aircraft's airspeed (e.g., by controlling thrust on one or more engines) and positioning (e.g., by controlling one or more control surfaces and / or actuators), while in other embodiments, the autopilot 703 may only take over the aircraft's airspeed (e.g., vertical and / or forward airspeed), and the pilot may maintain control of the aircraft's heading. In some embodiments, the display 710 may display the aircraft's track and / or waypoints based on the aircraft's current heading (e.g., based on a set distance in front of the aircraft from the acceleration or deceleration profile). The track and / or waypoints may rotate clockwise or counterclockwise around the aircraft based on changes in the aircraft's heading.

[0129] Figure 7E An exemplary illustration 780 shows combined autopilot and flight control system control consistent with the disclosed embodiments. In some embodiments, for example... Figures 7A-7DIn the illustrated embodiment, autopilot 703 can generate inputs based on path, trajectory, and / or sensor feedback. Furthermore, control loop 705 can provide inputs based on sensor feedback to maintain aircraft stability. For example, control loop 705 can generate inputs to compensate for disturbances (e.g., disturbances determined based on sensor feedback). For example, control loop 705 can determine that the roll angle is not as expected and / or inconsistent with the commanded roll angle, and can generate inputs to correct the roll. Control loop 705 can generate inputs at a rate higher than that generated by autopilot system 703 to stabilize the aircraft. In some embodiments, control assignment 706 can be based on both inputs (e.g., based on... Figure 7D (The sum of the inputs shown) generates control command 707.

[0130] In some embodiments, the inputs to control loop 705 and autopilot 703 can be weighted by control allocation 706. Therefore, the combination of these two inputs can be a weighted sum. In some embodiments, the weighting can be varied based on the aircraft's flight phase and / or flight conditions. For example, when there is a risk to aircraft stability (e.g., sensors detect unstable motion and / or positioning), the inputs from control loop 705 can be given greater weight.

[0131] In some embodiments, the output generated by autopilot 703 is upsampled (e.g., by the flight control system) to fit a combination with one or more outputs generated by control loop 705. In some embodiments, the output generated by autopilot 703 may be saturated to avoid impacting aircraft stability. In some embodiments, saturation may be triggered based on the detection (e.g., by the flight control system) that the aircraft's control has become unstable. For example, FCS 722 may detect that the magnitude of one or more feedback adjustments (e.g., adjustments needed based on comparing commanded positioning with sensed positioning of aircraft components) exceeds a threshold, and / or may detect that the frequency of feedback adjustments exceeds a threshold. In some embodiments, a notch filter or bandpass filter (e.g., by the flight control system) may be introduced to prevent commanding the aircraft at certain frequencies, thereby avoiding impacting aircraft stability. In some embodiments, FCS 722 may also use the aforementioned saturation and / or filtering techniques to ensure that pilot input (e.g., from controller 702, such as fine-tuning input) does not affect aircraft stability.

[0132] Figure 7F Illustration 790 shows an autonomous driving system 721, FCS 722, and communication interface 723 consistent with the disclosed embodiments. In some embodiments, the autopilot 721 may correspond to... Figure 7A , Figure 7B , Figure 7Cand / or Figure 7D The autopilot 703 shown, and the FCS 722 may include Figure 7A , Figure 7B , Figure 7C and / or Figure 7D The control stack 720 is shown. As illustrated, in some embodiments, the autopilot system 721, including a processor and memory device 721(b), can perform various functions, such as track management, landing field clearance, terrain and obstacle avoidance, detection and avoidance functions, contingency planning functions, and / or takeoff and landing functions. In some embodiments, one or more of these functions can be performed in response to the autopilot system 721 detecting flight conditions that trigger the performance of these functions. For example, the autopilot system 721 can determine (e.g., based on information from sensor 726) that the aircraft is near an obstacle (e.g., based on measurements from one or more sensors) and perform an obstacle avoidance function. In some embodiments, one or more of these functions can be performed when an alert and / or relevant information is received from the FCS 722, where the FCS 722 has determined that the relevant flight conditions have occurred (e.g., based on information from sensor 726). In some embodiments, one or more of these functions can be enabled by the pilot (e.g., through pilot input transmitted directly to the autopilot system 721 or indirectly through the FCS 722). In some embodiments, one or more of these functions can be performed repeatedly or continuously.

[0133] In some embodiments, based on the execution of related functions, the autopilot 721 will determine and provide the FCS 722 with forward speed commands, vertical speed commands, lateral speed commands, and / or heading rate of change commands. In other embodiments, different sets of commands may be provided based on the level of interaction between the autopilot system 721 and the FCS 722, as described above regarding... Figures 7A-7C As described.

[0134] As shown in the figure, in some embodiments, the FCS 722 (e.g., one or more FCCs) including a processor and memory device 722(b) can perform certain functions, such as envelope protection, state estimation, and flight element control (e.g., generating commands and transmitting commands to actuators, such as electric engines and control surfaces). Envelope protection functions can include any protection required to maintain the safety, stability, and / or controllability of the aircraft based on its constraints. Envelope protection can include functions that ensure (or increase the probability) that the aircraft is controlled according to kinematic constraints, dynamic constraints, or other constraints based on the aircraft's capabilities (e.g., EPS layout, engine temperature, battery status information, etc.) and / or current flight conditions (e.g., flight phase, airspeed, flight state, etc.). In some embodiments, the FCS 722 is solely responsible for envelope protection. For example, the FCS 722 can adjust and / or override inputs from the autopilot system 721 to ensure (or increase the probability of) controlling the aircraft according to constraints. In some embodiments, FCS 722 may provide envelope protection information to autopilot system 721 to ensure that commands provided by autopilot system 721 do not exceed predetermined constraints. For example, FCS 722 may provide limits on forward speed commands to ensure that autopilot system 721 does not issue commands exceeding the forward speed achievable by the aircraft in its current state (e.g., flight conditions and / or current capabilities determined using sensor data 726). In some embodiments, FCS 722 may determine and / or modify information transmitted to autopilot system 721 (e.g., status information, performance estimation information) based on (e.g., using) envelope protection information. This will be further detailed below. Figure 7G As shown in Figure 791, the envelope protection constraint 797 provided to the autopilot 721 can dynamically change based on flight state (e.g., flight conditions). For example, the vertical speed limit can vary based on the aircraft's forward speed. The following section combines... Figures 7H-7I An embodiment using FCS 722 to retain the envelope protection is described in further detail.

[0135] The flight control system may include one or more state estimation functions configured to estimate the state of the aircraft and / or aircraft components based on information received from sensor 726, such as by using one or more state-based equations. The state estimation may include any information required by the FCS 722 and / or autopilot system 721 to control the aircraft. For example, the state estimation may include: aircraft position (e.g., yaw, roll, pitch, and / or any other orientation along one or two axes), aircraft speed, aircraft angular rate (e.g., roll rate, pitch rate, and / or yaw rate), and / or aircraft acceleration (e.g., longitudinal acceleration, lateral acceleration, and / or vertical acceleration), one or more forces acting on the aircraft or its components, or any physical characteristic of the aircraft or one of its components. Alternatively or concurrently, state estimation may include the aircraft's flight phases, such as combinations of flight conditions (e.g., a specific range of combinations of flight conditions), which may include one or more of the following: airspeed, altitude, pitch angle (e.g., the aircraft's pitch angle), roll angle (e.g., the roll angle of one or more propellers), roll angle, rotational speed (e.g., the rotational speed of a propeller), torque value, pilot commands, or any other value indicating the current or requested (e.g., commanded) state of at least a portion of the aircraft. Flight phases may include one or more of the following: vertical takeoff, short takeoff, hovering, forward flight, wing-borne flight, vertical descent, conventional landing, and / or any other flight motion. Furthermore, state estimation may include the state of one or more aircraft components and / or high-voltage electrical systems, as described above regarding... Figures 7A-7C As described above. For example, state estimation may include the temperature and / or fault states of one or more electric propulsion systems. For example, as mentioned above, state estimation may include battery state information, such as the energy state, power state, state of charge, voltage, etc. of the battery pack, and / or an aircraft range estimate. (See above regarding...) Figure 7A As described, FCS 722 can use one or more state estimation functions to determine limits for autopilot 721 (e.g., limits based on high-voltage power distribution state, electric engine state, aircraft flight phase, aircraft state, and / or flight state). For example, the flight control system or autopilot can use the output of one or more state estimation functions to calculate the limits, the output of which may contain one or more values.

[0136] Sensor 726 may comprise a combination of sensors used by the autopilot system 721 and / or FCS 722 to control the aircraft. In some embodiments, sensor 726 may provide sensor data 730 as described above. For example, the sensor may comprise one or more sensors configured to detect aircraft dynamics, such as accelerometers and / or pitch orientation sensors (e.g., accelerometers, triaxial accelerometers, gyroscopes and / or triaxial gyroscopes) and airspeed sensors (e.g., pitot tube sensors). Aircraft sensor 726 may comprise an inertial navigation system (INS) and / or atmospheric data and / or attitude and heading reference system (ADAHRS). The inertial navigation system (INS) and / or atmospheric data and attitude and heading reference system (ADAHRS) may comprise one or more inertial measurement units (IMUs) and corresponding sensors (e.g., accelerometers, gyroscopes, triaxial gyroscopes and / or triaxial accelerometers). For example, the sensor may include an atmospheric data system and / or air sensors (e.g., pitot tubes), GPS sensors, tilt sensors, accelerometers, and / or gyroscopes to determine the aircraft's flight phase (e.g., by comparison with predetermined thresholds). For example, a change in flight phase can be determined when the aircraft's airspeed exceeds a threshold and / or when the aircraft's airspeed decreases below a threshold and the propeller tilt angle decreases below a threshold. Sensor 726 may include one or more current sensors, voltage sensors, and / or temperature sensors, which may be associated with one or more battery packs, electric propulsion systems, and / or electrical wiring of the aircraft. Sensor 726 may also include light-based sensors and radar sensors, the light-based sensors including LIDAR and / or IR / visible wavelength cameras.

[0137] Interface 723 can be configured to translate and / or transmit information between the autonomous driving system 721 and the FCS 722. For example, interface 723 may include a wired or wireless connection between the autonomous driving system 721 and the FCS 722. For example, in some embodiments, interface 723 may be or include a CAN connection. In alternative embodiments, interface 723 may be based on a specific protocol, such as wireless CAN, FlexRay, Media-Oriented System Transport (MOST), Ethernet, local interconnect network, message queue telemetry transport, or data distribution service. In some embodiments, the autonomous driving system 721 and the FCS 722 may be connected via a wired data bus configured to use the ARINC 429 communication protocol or other Ethernet-based communication protocols. The autonomous driving system 721 and / or the FCS 722 may package data (e.g., limits, commands, etc.) to conform to wired data bus capabilities (e.g., bit limits, frequency, etc.). For example, the autopilot system 721 and / or FCS 722 system can be configured to compress data before data transmission, for example, by splicing values, abbreviating values, and / or relative changes in transmitted values ​​instead of the original values ​​(including the original values ​​that may not have changed). Alternatively, the autopilot system 721 and / or FCS 722 system can be configured to segment different types of data for sequential transmission. For example, one transmission can be configured to include or represent aircraft state, another transmission can be configured to include or represent a trajectory, yet another transmission can be configured to include or represent an acceleration profile, etc. In other embodiments, the autopilot system 721 and FCS 722 can be connected via a wired Ethernet connection. In some embodiments, as detailed in Figure 792, interface 723 can include multiple wired or wireless connections between the autopilot system 721 and FCS 722. In some embodiments, the autopilot system 721 and / or FCS 722 can determine a communication loss over a connection link (e.g., by detecting a problem with the communication bus and / or determining that no communication has been received within a threshold time period) and can initiate communication over another communication link. In some embodiments, as shown in the figures, interface 723 may include multiple systems (e.g., computers and / or associated processor / memory devices) for autopilot 721 and / or FCS 722, as well as multiple communication links (e.g., two or more) between the systems. Therefore, redundancy exists in the communication between autopilot 721 and FCS 722.

[0138] In some embodiments, the autopilot system 721 and / or FCS 722 may include one or more functions for organizing and transmitting information (e.g., data organization and transmission 721a and 722a, respectively). For example, in some embodiments, aircraft state may be transmitted by FCS 722 to autopilot 721 at predetermined periodic time intervals. For example, aircraft state may be transmitted at time intervals determined to be sufficient to maintain the stability and / or controllability of the aircraft (e.g., as determined by experiment and / or simulation). In some embodiments, the time intervals for determining and / or transmitting aircraft state information may vary based on flight conditions. For example, aircraft state information may be transmitted more frequently during transition phases (e.g., takeoff or landing). In some embodiments, FCS 722 may determine saturation limits (e.g., constraints) and / or transfer function coefficients. In some embodiments, saturation limits and / or transfer function coefficients may be determined more frequently during transitional flight phases. Furthermore, in some embodiments, saturation limits (e.g., constraints) can be determined on demand based on the FCS 722 to indicate that the aircraft and / or aircraft components have reached predetermined conditions (e.g., predetermined battery state, aircraft component failure (e.g., EPS failure)). In some embodiments, the autopilot system 721 and / or FCS 722 can be configured to package and transmit information to avoid bandwidth limitations. In some embodiments, information can be encoded according to the following protocols: ARINC 812, ARINC 825, CiA 454, IEC 61851-3, ISO 15765-2, MilCAN, SAE J1939, SAE J2284, ISO 14229, LeisureCAN, CANaerospace, UAVCAN, or other higher-level protocols.

[0139] Data link 724 can transmit and receive information from autopilot system 721 and / or FCS 722 via any wired or wireless means described above with respect to interface 723. For example, data link 724 can use the ARINC 429 data communication protocol and / or Ethernet communication protocol to receive information from autopilot system 721 and / or FCS 722. In some embodiments, data link 724 can provide communication between autopilot system 721 and / or FCS 722 and ground control station 725 (e.g., via a radio link between data link 724 and ground control station 725). For example, ground control station 725 may include one or more processors, memory devices, input devices, and / or display devices to enable communication between the aircraft and ground control station 725. For example, aircraft status information can be transmitted from the aircraft (e.g., via the autopilot and / or flight control system), and a user can provide control commands to the aircraft via ground control station 725. Data can be transmitted to and / or from ground control station 725 using a transponder or other transmission components of the aircraft, and can be formatted according to protocols such as ADS-B. In some embodiments, an additional data link (not shown) can provide communication between the autopilot system 721 and / or FCS 722 and a test observation station (e.g., via a radio link to the test observation station, such as a computer and / or one or more processors for performing test flights).

[0140] In some embodiments, ground control station 725 may transmit flight plan updates, modifications, and / or commands to autopilot 721 and / or FCS 722. For example, ground control station 725 may transmit data to be incorporated into trajectory and / or path planning functions, such as waypoint adjustments (e.g., landing point adjustments), vector commands for complying with air traffic control (ATC), altitude changes for avoiding local turbulence, aircraft status information (e.g., based on one or more ground sensors, such as radar, lidar, cameras, etc.), and / or traffic information (e.g., the positions and / or trajectory information of surrounding aircraft and / or the positions of surrounding infrastructure). In some embodiments, FCS 722 may relay voice communications from ATC to ground personnel via ground control station 725. In some embodiments, FCS 722 may provide ground personnel with in-flight video feeds (e.g., for monitoring in emergency situations).

[0141] Figure 7G A diagram illustrating variations in envelope protection constraints and limits consistent with the disclosed embodiments is shown. (Reference) Figure 7GEach "X" represents the aircraft's state (forward and downward speeds) after receiving a command to perform a pull-up maneuver (e.g., from the pilot via controller 702 or autopilot 721). The magnitude of the "X" represents the aircraft's altitude loss after performing the pull-up maneuver. For example, "X" 799b could represent a 40ft altitude loss, and "X" 799a could represent a 0ft altitude loss.

[0142] As shown, the envelope protection limit 797 can vary dynamically based on flight status (e.g., flight conditions). For example, as indicated by the angle of the envelope protection limit 797, the downward speed limit can vary based on the aircraft's forward speed. In some embodiments, when the aircraft is in flight, the flight control system 722 can provide these varying downward speed limits to the autopilot 721 based on the detected forward speed.

[0143] Furthermore, in some embodiments, the flight control system 722 may provide the autopilot 721 with a predictable altitude descent (e.g., represented by different sized "X") based on detected aircraft states (e.g., forward and / or downward speeds as shown in the figure). Therefore, the autopilot 721 can utilize the predicted altitude descent in one or more path planning functions. For example, the autopilot 721 may generate or adjust the aircraft's trajectory to ensure sufficient clearance between the aircraft and any surrounding obstacles after a pull-up maneuver.

[0144] Figures 7H-7I An exemplary flowchart for modeling aircraft dynamics, consistent with the disclosed embodiments, is shown. Figure 7HAs shown in flowchart 781, in some embodiments, the autopilot system 721 may include a performance estimation function 742 (e.g., an algorithm, model, lookup table, etc.), which may be configured to determine a saturation limit of a saturation function 743 and coefficients of a transfer function 744, which models the aircraft response based on the aircraft state. The autopilot system 721 can limit the aircraft's response to an initial command (e.g., an initial control command that causes the aircraft to fly along a stored trajectory) by incorporating the saturation limit (e.g., from the saturation function 743) into the transfer function 744 (which includes coefficients from the performance estimation 742). In some embodiments, the autopilot 703 may determine updated commands (e.g., adjustments to the initial command) based on the determined expected aircraft response and provide them to the flight control system 722 to control the aircraft. Therefore, the autopilot system 721 may be configured to determine one or more commands (updated commands) based on limits received from the flight control system 722 and provide one or more commands to the flight control system 722 to control the aircraft.

[0145] For example, autopilot 721 may command an initial vertical airspeed (e.g., 1,500 ft / min or 7.62 m / s), and performance estimation 742 may determine (and / or receive indication, such as from the flight control system) that an active vertical airspeed limit exists (e.g., based on a failure of the electric propulsion system limiting the aircraft's vertical speed capability, and / or based on the aircraft's flight phase). Performance estimation 742 may determine a saturation limit and transfer function coefficients based on this vertical airspeed limit. The expected aircraft response can be determined by applying the saturation limit (e.g., from a saturation function 743) to a transfer function 744 (which includes coefficients from performance estimation 742). Autopilot 721 may generate (e.g., determine) an updated autopilot vertical speed command (e.g., 1,000 ft / min or 5.08 m / s) based on the expected response. In some embodiments, autopilot 721 may also generate additional commands with parameter adjustments (e.g., for track, aircraft pitch, aircraft roll, control surface angles, etc.), or include additional parameter adjustments in the updated vertical speed command to accommodate such changes in airspeed capability, while still guiding the aircraft based on stored (and / or detected) navigation, trajectory, or mission information. For example, autopilot 721 may also generate an updated rate of change of heading command based on navigation information indicating the presence of an obstacle ahead that cannot be avoided in the vertical direction.

[0146] In some embodiments, autopilot 721 may use model predictive control to generate updated commands in an iterative manner (e.g., through multiple incremental changes). For example, autopilot 721 may generate multiple updated commands until a command is found that adapts to the aircraft's limitations while still guiding the aircraft based on stored (and / or detected) navigation and / or trajectory information.

[0147] In some embodiments, the autopilot system 721 may maintain a static model of the aircraft dynamics to ensure that control commands are within predetermined limits or constraints. In some embodiments, the autopilot system 721 may additionally or alternatively include lookup tables, models, functions, and / or algorithms that modify constraints based on the aircraft's state (e.g., a state determined based on experimental and / or simulation conditions). For example, in some embodiments, vertical speed limits and transfer functions may be tabulated as lookup tables indexed by forward airspeed. The autopilot system 721 may receive forward airspeed from FCS 722 (and / or sensor input 726), reference the received airspeed lookup table, and transmit commands according to predetermined constraints provided by the lookup table. Some embodiments may use low-order equivalent system (LOES) models to represent (e.g., model, determine, output) one or more aircraft operations, physical characteristics, and / or behaviors. For example, transfer functions may include or be based on LOES models.

[0148] Equation 1 shows the transfer function H(s) The general form: The transfer function H(s) This can represent the aircraft's response to any given command. In some embodiments, the transfer function can be updated (e.g., adjusting coefficients) based on the aircraft's measured response. In some embodiments, the transfer function can remain constant over a set time range (e.g., 1 second, 5 seconds, 10 to 100 seconds, etc.). In some embodiments, the coefficients can be determined periodically or in response to changes in multiple or more flight phases (e.g., transitioning from hovering to wing-borne flight). For example, in some embodiments, an aircraft may take longer to achieve a step change in vertical velocity during a hovering phase than during wing-borne flight. The coefficients can reflect this difference. While Equation 1 provides an example of a continuous transfer function, in other embodiments, a state-space function can be used to model the aircraft's response.

[0149] For example, the autopilot system 721 may receive an aircraft state estimate (e.g., the state estimation function 741 of the FCS 722), and determine corresponding saturation limits (e.g., constraints) to be applied to control commands based on static models and / or one or more lookup tables, models, functions and / or algorithms that vary the saturation limits (e.g., constraints) based on aircraft states.

[0150] In addition to the examples described above, the saturation limits and / or transfer function coefficients may also be based on any of the conditions described above with reference to Figures 7A-7C The description above to vary. For example, different saturation limits may be applied based on the flight phase of the aircraft, the functionality of one or more aircraft components (e.g., taking responsiveness, temperature, vibration into account) and / or the high-voltage power distribution state. Further, the saturation limits may be determined based on any one or more of the aircraft states shown in Table 1 above.

[0151] The autopilot system 721 may further determine transfer function coefficients based on the aircraft state estimate. For example, the transfer function 744 may detail how the aircraft responds to commands (e.g., how quickly a bank angle can be achieved). The coefficients of the transfer function 744 may adjust the transfer function 744 to reflect how the aircraft response changes as the aircraft state estimate varies. For example, the aircraft may respond more slowly in some aircraft states (e.g., certain airspeed ranges, flight phases, etc.) than in other states.

[0152] Saturation limits (e.g., constraints) may be applied to the transfer function 744 (e.g., via the saturation function 743) to estimate an aircraft response that meets the established limits. For example, in some embodiments, the saturation limits may trim response characteristics that exceed the limits. In other embodiments, the saturation limits may be applied while determining the aircraft response. For example, the transfer function may incorporate the saturation limits (e.g., constraints) when determining the aircraft response. The transfer function may be integrated over a period of time and minimized according to the saturation limits. For example: Transfer function = Function (x,v) dt, where x<xmax (the first saturation limit) and / or y<ymax (the second saturation limit).

[0153] Based on determining the aircraft response that meets the established limits (e.g., constraints), the autopilot system 721 may perform one or more functions (e.g., as described above with reference to Figure 7F(One or more functions are shown). For example, autopilot 721 can evaluate aircraft response to determine control commands for obstacle avoidance navigation, execute detection and avoidance functions, control takeoff and landing, etc. For example, in some embodiments, transfer function 744 typically commands the aircraft to climb at a climb rate of 100 ft / m to pass over an obstacle (e.g., a building). However, FCS 722 can determine one or more limits for the aircraft (e.g., the maximum climb rate due to engine performance degradation) and provide one or more limits to autopilot system 721 to saturate the expected aircraft response to within a limited capability (e.g., reduced capability, such as 50 ft / min or 0.254 m / s). Therefore, autopilot 721 can plan a path and / or trajectory adapted to the aircraft operating at reduced capability.

[0154] In some embodiments, autopilot 721 may determine or adjust control commands sent to flight control system 721 based on the expected aircraft response and the current aircraft state. In some embodiments, autopilot 721 may transmit commands directly to aircraft flight components (e.g., electric engines, control surface actuators, etc.) based on the expected aircraft response. In some embodiments, autopilot 721 may transmit a target aircraft response to FCS 722 based on function. For example, the target aircraft response may contain the expected or desired response that the aircraft is to perform (e.g., based on trajectory, endpoints, obstacles, sensor information, etc.).

[0155] While the above embodiments disclose determining aircraft responses and executing autopilot planning functions based on the current aircraft state, other embodiments also consider upcoming aircraft states. For example, in some embodiments, the estimate of the aircraft response may be fed back into a function that determines saturation limits and / or transfer function coefficients. Therefore, multiple upcoming aircraft responses can be predicted, and the autopilot system 721 can perform its functions based on these multiple upcoming aircraft responses.

[0156] like Figure 7IAs shown in flowchart 782, in some embodiments, FCS 722 can calculate transfer function coefficients (e.g., for transfer function 744) and saturation limits (e.g., constraints) based on the current aircraft state from state estimation function 741. These saturation limits and coefficients can then be transmitted to autopilot system 721, where they can be used to estimate the aircraft's response and execute autopilot functions. In some embodiments, the required updates to saturation limits (e.g., constraints) and transfer function coefficients may be less frequent than state estimation. For example, they can be provided on demand as they change during flight to limit bandwidth usage during less dynamically changing flight phases (e.g., flight phases outside of transition phases).

[0157] Figures 8A-8B2 A flowchart illustrating a scenario consistent with the disclosed embodiments is shown, wherein the flight control system can accept fine-tuning control inputs. Figure 8A The flowchart 783 shown details how GPS errors (“noise errors”) 786 can affect the ability of a flight control system (e.g., FCS 722) to estimate the aircraft’s position 787 and control the aircraft to a target position (e.g., waypoint) 793. For example, signal obstruction (e.g., via tall buildings and / or other obstacles), atmospheric conditions, and / or receiver malfunctions can affect the ability of the flight control system (e.g., FCS 722) to estimate the aircraft’s position (e.g., the estimated aircraft position 787) based on sensor data 788. Therefore, the actual approach may differ from the ideal approach as illustrated in Figure 979. The control law 794 may incorrectly control (e.g., by transmitting commands to actuators 795) the aircraft toward the target position 793 based on an incorrect estimated position 789.

[0158] As the aircraft approaches a waypoint (e.g., target position 793), the pilot can identify deviations in the actual aircraft position from the displayed position. The pilot can use fine-tuning control inputs to adjust the trajectory while allowing the autopilot 703 to maintain control of the aircraft, such as... Figures 8B1-8B2 The two flowcharts 784 and 785 (and below) Figure 8F As shown in the figure.

[0159] Figure 8B1 The first embodiment is described in detail, wherein the pilot input device 796 can determine, generate, and / or transmit fine-tuning control input to adjust the target position 793 (e.g., waypoint) of the autopilot's trajectory, similar to... Figure 7DFine-tuning control option 1. As described above, an updated trajectory can be calculated (e.g., via autopilot 703, via the control stack, via FCC), and the aircraft can be controlled based on the updated trajectory. The display 710 can update the displayed track and / or waypoints accordingly.

[0160] Figure 8B2 The flowchart details the second embodiment, in which the pilot input device 796 can determine, generate, and / or transmit fine-tuning control input to correct the aircraft's estimated position 789 (e.g., when the pilot detects GPS errors, track errors, etc.). In some embodiments, the corrected estimated position can be used (e.g., via autopilot 703) to calculate the aircraft's updated flight trajectory. For example, a corrected position farther from the landing field can produce a smoother deceleration. Furthermore, the display 710 can adjust the displayed aircraft position and / or track while maintaining the displayed waypoint positions. In some embodiments, the flight control system (e.g., FCS 722) can incorporate both of the above embodiments, and the fine-tuning control input device allows the pilot to select a mode for fine-tuning the control input.

[0161] In some embodiments, a second input device (e.g., a button, joystick, user interface element, switch, etc.) may be configured to accept user input and provide instructions to a flight control system (e.g., FCS 722), wherein the user input indicating fine-tuning control input is provided for adjusting a target position (e.g., Figure 8B1 ) or is used to adapt to positioning errors (e.g., Figure 8B2 Therefore, as further detailed below, the flight control system (e.g., FCS 722) can determine whether the display (e.g., display 710) should adjust the depiction of the target position or the aircraft position.

[0162] Figure 8CExample embodiments consistent with the disclosed embodiments are shown, wherein the autopilot system allows for acceleration and deceleration selection. As described above, in some embodiments, autopilot 703 may store different trajectories that can be selected and / or modified by the pilot. Autopilot 703 may include trajectories with acceleration and deceleration profiles to achieve a set airspeed, location, and / or position. For example, the pilot may select auto-acceleration function 801 via an auto-acceleration input device (e.g., a button, joystick, lever, user interface element, etc.), and autopilot 703 may control the aircraft to take off along the acceleration profile and / or trajectory. Similarly, the pilot may select auto-deceleration function 802 via an auto-deceleration input device (e.g., a button, joystick, lever, user interface element, etc.), and autopilot 703 may control the aircraft to land along the deceleration profile. In some embodiments, acceleration selection may have different effects based on the aircraft's current flight conditions and flight mode (e.g., powered lift enabled or disabled, as discussed below in the original paragraph

[0150] ).

[0163] In some embodiments, the pilot may maintain control over the aircraft's heading (e.g., pitch and / or turn angle), while in other embodiments, the autopilot 703 may store a track and control the aircraft along the path without pilot input. For example, the autopilot may store and / or receive tracks (e.g., horizontal and / or vertical profiles containing waypoints), and the selection of automatic acceleration or deceleration may guide the aircraft along the track without pilot input. In some embodiments, the pilot may select a track corresponding to a specific landing location (e.g., terminating at a specific landing location) (e.g., a track navigating around certain obstacles), and the autopilot 703 may control the aircraft along the track when automatic deceleration is selected. In some embodiments, the pilot may specify altitude, position, waypoints, and / or other navigation or mission inputs (e.g., via display 710), and the autopilot 703 may determine a track corresponding to one or more pilot inputs.

[0164] In some embodiments, a pilot can perform flight mode selection via a power lift enable / disable input device to control the aircraft to switch between a power lift disabled mode 803 and a power lift enabled mode 804. For example, if the pilot prefers to land the aircraft primarily in a horizontal manner (e.g., lift is primarily (or only) provided by at least one wing or other flight control surface, rather than by the propulsion system, as in conventional takeoff and landing (CTOL)), the pilot can disable power lift via the power lift enable / disable input device. Based on the received selection of the power lift disabled mode, the FCC (e.g., FCS 722) can interrupt commands to the electric propulsion system (e.g., speed and / or torque commands). For example, the pilot can enable power lift via the power lift enable / disable input device to perform a vertical landing. For example, based on the received selection of the power lift enabled mode, the FCC (e.g., FCS 722) can send commands to the electric propulsion system (e.g., speed and / or torque commands) to provide power lift (e.g., as a function of airspeed). Furthermore, in some embodiments, flight mode selection (e.g., selection on a powered lift enable / disable switch) can enable a portion of the aircraft's powered lift capability (e.g., to perform vertical or short landing). The powered lift enable / disable switch may comprise one or more of a physical switch, button, joystick, and / or user interface element.

[0165] As shown in the figure, in powered lift disabled mode 803, selecting the automatic acceleration function 801 can accelerate the aircraft to a takeoff landing speed Vr (e.g., 80 knots). In some embodiments, the automatic acceleration function 801 can be disabled below a certain threshold speed to prevent the pilot from accidentally triggering acceleration to the landing speed Vr while the aircraft is taxiing on the ground. In some embodiments, a second input (e.g., an input on the automatic acceleration input device) can accelerate the aircraft to a preferred range speed Vrange. The preferred range speed may correspond to the speed at which the aircraft can achieve the longest range (e.g., the most fuel-efficient). In some embodiments, the second input (e.g., an input on the automatic acceleration input device) can accelerate the aircraft to an optimal climb speed (e.g., to avoid obstacles and / or reach the desired altitude as quickly as possible). In some embodiments, a third input (e.g., an input on the automatic acceleration input device) can accelerate the aircraft to a cruise speed Vc. For example, in some embodiments, the autopilot 703 or flight control system can determine, retrieve, and / or receive the cruise speed based on the time requirement for the aircraft to reach its destination. For example, an individual can book a flight and specify a desired arrival time (e.g., on a mobile device), and the autopilot 703 or flight control system can determine the cruise speed required to meet the arrival time based on the flight path.

[0166] In powered lift disabled mode 803, selecting automatic deceleration function 802 can decelerate the aircraft to an approach speed Vref (e.g., a speed designated by the airport and / or FAA near the landing point). In some embodiments, a second input (e.g., an input on the automatic deceleration input device) can decelerate the aircraft to a ground touchdown speed Vtd. In some embodiments, a third input can automatically decelerate the aircraft to a stop (0 knots), while in other embodiments, additional automatic deceleration is not possible below the ground touchdown speed Vtd. In some embodiments, when powered lift is partially enabled, the aircraft can automatically decelerate to a short takeoff and landing speed (not shown).

[0167] In powered lift enabled mode 804, selecting the automatic acceleration function 801 can accelerate the aircraft to the optimal range speed Vref, as described above. In some embodiments, a second input (e.g., an input on the automatic acceleration input device) can accelerate the aircraft to cruise speed Vc.

[0168] In powered lift enabled mode 804, selecting automatic deceleration function 802 can decelerate the aircraft to approach speed, as described above. A second input (e.g., an input on the automatic deceleration input device) can decelerate the aircraft to hover (0 knots).

[0169] In some embodiments, the pilot may be provided with the effect of a selection (e.g., an acceleration or deceleration selection) on display 710. For example, display 710 may show the airspeed, location, position, track, and / or whether the selection is disabled.

[0170] Figure 8D , 8E Figures 8F and 8F illustrate examples of fine-tuning control consistent with the disclosed embodiments. (See Figure 8F for reference.) Figure 8DIn the first step, the pilot can activate the autopilot 703 (e.g., press the autodescent button). The display 710 can lock the waypoint 812a (e.g., the landing position) into place. Locking the waypoint may include: fixing the position of the waypoint on the display, fixing the position of the waypoint relative to other displayed or displayable features (e.g., maps, tracks, objects, etc.). Alternatively or additionally, locking the waypoint may include: fixing the position of the waypoint within the track 813a (e.g., by FCS 722 and / or autopilot 703). In some embodiments, the pilot can provide (e.g., after noticing that the waypoint has deviated from the center of the landing area) fine-tuning control input (e.g., via a pilot input device, such as manipulator 702) to rotate the waypoint 812a and / or track 813a clockwise toward the center of the landing area to the final position waypoint and track positions (812b, 813b). In some embodiments, the rotated waypoint 812a may maintain a fixed radial distance from the aircraft during rotation. In some embodiments, the autopilot 703 (or, for example, FCS 722) can adjust the aircraft's trajectory such that the aircraft's heading changes based on fine-tuning control inputs, but the descent profile (e.g., deceleration profile) remains unchanged. Therefore, the adjusted waypoint 812b will be at the same distance from the aircraft. The fine-tuning control inputs can be determined based on: the duration of user interaction with an input mechanism (e.g., button, switch, knob, touch surface, etc.) (e.g., pressing, holding, touching), the number of times the user interacts with the input mechanism, and / or the amount of force applied to the mechanism (e.g., the amount of rotation of a knob, the amount of pressure applied to a touch surface, etc.). At a second time step, the adjusted waypoint 812b and / or path 813b are displayed, and the aircraft is controlled to the adjusted waypoint position via the autopilot.

[0171] Reference Figure 8E In the first step, the pilot can engage the autopilot (e.g., by pressing the deceleration button). The display 710 can lock the waypoint 812c (e.g., landing position) in place, which may include the information mentioned above. Figure 8DAny aspect discussed. The pilot may provide (e.g., after noticing that the waypoint has deviated from the center of the landing area) fine-tuning control input (e.g., via a pilot input device) to move waypoint 812c and / or track 813c backward toward the center of the landing area to final positions 812d, 813d. FCS 722 (and / or autopilot 703) may determine new (e.g., updated, replaced, and / or otherwise adjusted) trajectories (e.g., deceleration profiles) to accommodate the adjusted waypoint 812d position (e.g., based on determining or detecting a change in the relative position between waypoint 812 and the aircraft). At a second time step, the adjusted waypoint 812d and / or track 813d are displayed, and the aircraft is controlled to the adjusted waypoint position via autopilot 703.

[0172] Although Figure 8D and Figure 8E The example illustrates controlling only one of the aircraft's heading or acceleration based on fine-tuning control inputs, but in other embodiments, both heading and acceleration can be controlled. For example, the pilot can select an adjusted waypoint that is both closer to the aircraft and has a different heading, and the flight control system can control the aircraft to fly towards the adjusted waypoint position.

[0173] Figure 8F An example of fine-tuning control consistent with the disclosed embodiments is shown. As described above, a pilot may notice that their surrounding environment is inconsistent with the displayed track 813e and / or waypoint 812e (e.g., due to GPS errors) and make adjustments using fine-tuning control (e.g., via a pilot input device). For example, the displayed track 813e (as shown in initial display 814) may indicate that the aircraft is further away from (or will be further away from) the landing field than the pilot observes (as shown in pilot observation 815). The pilot may input at least one fine-tuning control input (e.g., via a pilot input device, such as controller 702) to update the trajectory to reflect the surrounding environment (e.g., to correct the aircraft's position longitudinally forward). The flight control system 722 (and / or autopilot 703) may determine a new (e.g., updated, replacement) trajectory (e.g., a deceleration profile) to accommodate the adjusted aircraft position (e.g., based on the determination or detection of a change in the relative position between waypoint 812e and the aircraft). In some embodiments, the display 710 may update the path (e.g., as shown in path 813f) and / or background scene based on at least one fine-tuning control input (as shown in the modified display 816).

[0174] Figure 8GAn example of fine-tuning control consistent with the disclosed embodiments is shown. As described above, in some embodiments, the autopilot 703 may store, generate, and / or modify multiple trajectories selectable by the pilot. For example, the autopilot 703 may store trajectories to maneuver around buildings or other obstacles, and / or to pilot the aircraft according to descent and / or ascent profiles. In some embodiments, one or more processors (e.g., associated with the FCC and / or the autopilot) may be configured to, when the autopilot 703 is disabled: (a) move the position of the displayed waypoint 812g based on the aircraft's current state (e.g., one or more of heading, position, speed, location, orientation, or flight phase), and (b) control the aircraft based on at least one pilot control (e.g., manual pilot input). Figure 8G As detailed herein, in the first time step, with autopilot 703 disabled, waypoint 812g associated with the upcoming autopilot trajectory can move with the aircraft. For example, the aforementioned display 710 can show track 813g and waypoint 812g of the upcoming trajectory. Thus, the pilot can be aware of the effects of selecting autopilot (e.g., by pressing the deceleration button). In the second time step, the pilot can activate autopilot (e.g., by pressing the deceleration button). Display 710 can lock waypoint 812h (e.g., landing position) and track 813h in place (e.g., until input is received). The pilot can then notice that waypoint 812h is off-center within the landing area. In the third time step, the pilot can use fine-tuning control input (e.g., input on the pilot input device) to adjust waypoint 812h to shift waypoint 812h toward the center of the landing area, as shown by waypoint 812i. FCS 722 can determine a new trajectory (e.g., a descent profile, such as a deceleration profile and / or a positioning profile) to accommodate the adjusted waypoint 812i's position (e.g., based on determined or detected relative positional changes between the aircraft and waypoint 812i and / or associated trajectories). It displays the adjusted waypoint 812i and / or the updated track 813i, and controls the aircraft via autopilot to the position of the adjusted waypoint 812i.

[0175] Figure 8HExamples of fine-tuning control inputs consistent with the disclosed embodiments are shown. As described above, in some embodiments, the pilot control 702 may allow the pilot to provide fine-tuning control inputs. In some embodiments, the pilot control 702 may receive pilot deflections and produce different responses (e.g., fine-tuning responses distinct from conventional manual control) based on whether the autopilot 703 is engaged. For example, as shown in Example 1, a first pilot control (e.g., a right-hand control) may allow the pilot to rotate waypoint 812j clockwise or counterclockwise around the aircraft (e.g., from 812j to 812k) by deviating the control to the left or right from the neutral position. A first control (e.g., a right-hand control) may allow the pilot to translate the waypoint away from the aircraft by deviating the control forward or backward from the neutral position (e.g., as described above). Figure 8E As shown in Example 2, the second control (e.g., the left-hand control) allows the pilot to shift waypoint 812l to the left (e.g., to the left of the aircraft's forward direction, such as from 812l to 812m) or to the right (e.g., to the right of the aircraft's forward direction) by shifting the control to the left or right away from the neutral position. As shown in Example 3, the second control (e.g., the left-hand control) allows the pilot to raise or lower the altitude of waypoint 812n (e.g., from 812n to 812o) by shifting the control forward or backward from the neutral position.

[0176] While the above combination provides one example of how manipulators can be configured to provide fine-tuning control, this disclosure is not limited thereto. For example, the first manipulator could be a left-hand manipulator, and the second manipulator could be a right-hand manipulator. Furthermore, any combination of functions is possible. For example, any combination of two functions—clockwise / counterclockwise rotation, forward / backward translation, left / right translation, or height increase / decrease—can be included on either of the two manipulators.

[0177] In some embodiments, one or more of the left and right controllers are configured to accept pilot input during manual flight. The flight control system may respond differently to controller inputs based on whether the aircraft's autopilot is engaged.

[0178] Figures 8I-8JExamples of fine-tuning control inputs and aircraft controls consistent with the disclosed embodiments are shown. As described above, in the first step, with autopilot 703 disengaged, waypoint 812 and / or the track along the associated trajectory continue to move as the aircraft approaches the landing area. In the second time step, the pilot may notice that waypoint 812 is substantially aligned with the target landing area 811 and engage autopilot 703 (e.g., select automatic landing and / or automatic deceleration) to lock the waypoint in place. In the third time step, autopilot 703 continues to adjust control of the aircraft to the locked waypoint 812 (e.g., speed and / or positioning control). In the fourth and fifth time steps, the pilot may notice that the locked waypoint 812 is not aligned with the target landing area 811 and may first move the first control forward to move the waypoint away from the aircraft, and then move the first control to the right to align it with the desired landing area (or vice versa).

[0179] Figure 8K-8M Examples of pilot control devices and associated controls consistent with the disclosed embodiments are shown. The shown pilot control devices and controls can be incorporated into any of the above embodiments (e.g., pilot control 702, etc.). Figure 8K Components of an exemplary flight control device 830 consistent with the disclosed embodiments are shown. Figure 8KAs shown, embodiments of flight control equipment for an aircraft may include manipulators 831 and 832 (e.g., joysticks, control sticks, controllers, etc.), thumbsticks 833 and 834, at least one processor 835, at least one memory 836, one or more sensors 837, actuators 838, and an engine 839. Manipulators 831 and 832 may be any input device in the form of a joystick, such as a control stick or manipulator, configured to control the movement of the aircraft via manual input (e.g., manipulator movements) received from a user (e.g., a pilot). In some embodiments, the manipulators may be located at specific positions relative to the pilot of the aircraft. For example, one manipulator may be located on the pilot's left (i.e., left-side manipulator 831), while another manipulator may be located on the pilot's right (i.e., right-side manipulator 832). In some embodiments, each manipulator may have one or more sensors integrated onto the manipulator, the one or more sensors being configured to respond to forces applied via the movement of the manipulator by generating electronic signals corresponding to the movement of the manipulator and transmitting the electronic signals to the processor 835. Alternatively or additionally, each manipulator may include a force feedback component configured to receive control signals from the flight control computer of the flight control equipment and apply a reaction force based on the received control signals. As described below, thumbsticks 833 and 834 may be configured to act as buzzer-switch manipulators. In some embodiments, in response to receiving an overdrive signal, thumbsticks 833 and 834 may act as replacement manipulators for their respective manipulators. Processor 835 may be any processing unit (e.g., computing device, microcontroller, microprocessor, system-on-a-chip, digital signal processor, etc.) configured to perform operations based on instructions stored in one or more memories (e.g., memory 836). Sensor 837 may be any sensor configured to measure data associated with the aircraft. For example, one or more sensors 837 may be configured to measure one or more of the following associated with the aircraft: airspeed, ground speed, temperature, acceleration, hydrostatic pressure, angular rate, position (e.g., GPS), attitude, altitude, heading, etc. Actuator 838 may include actuators that can be controlled to move flight control surfaces. As discussed above, engine 839 may include a propulsion engine.

[0180] Figure 8L Figure 840 is shown, illustrating exemplary movement of manipulators 831, 832 consistent with the disclosed embodiments. Figure 8LAs shown, in some embodiments, each manipulator 831, 832 can be configured to move longitudinally (i.e., up / forward and down / backward) and / or laterally (i.e., right and left) on the base, wherein each longitudinal and lateral movement and the resulting manipulator position can be interpreted as a digital value, which is input to at least one processor and output as a signal to various electrical and mechanical components of the aircraft. For example, based on the longitudinal and lateral movements of manipulators 831, 832, at least one processor can be configured to output a signal to change the amount of thrust supplied to each motor. As another example, based on the longitudinal and lateral movements of manipulators 831, 832, at least one processor can be configured to change the shape and / or orientation of an airfoil (e.g., one or more control surfaces).

[0181] Figure 8M An exemplary table 850 is shown, consistent with the disclosed embodiments, of the control mapping associated with manipulators 831, 832. Figure 8M As shown, in some embodiments, at least one processor (e.g., the control stack 720 described above) may be configured to determine how maneuvering affects aircraft control based on the aircraft's flight phase (e.g., hovering 841, transition 842, CTOL 843).

[0182] like Figure 8H , Figure 8J and Figures 8L to 8M As shown, FCS 722 and / or autopilot system 703 are configured to respond differently to deflections on the pilot input device (e.g., pilot control 702) based on whether the autopilot system is activated. FCS 722 and / or autopilot system 703 are configured to interpret deflections as corresponding to changes in position at waypoints (e.g., waypoint 812) when autopilot 703 is activated, and to interpret deflections as corresponding to at least one of the following when autopilot 703 is not activated: changes in the aircraft's orientation or speed (e.g., such as...). Figure 8K (As shown).

[0183] The embodiments may be further described using the following terms: 1. An aircraft comprising: An autopilot system configured to control the aircraft based on stored flight trajectory information; and A flight control system configured to provide limits to the autopilot system, wherein the limits are based on at least one of the following: high-voltage power distribution status, electric engine status, or the flight phase of the aircraft. The autopilot system is configured to determine one or more commands based on the limits received from the flight control system, and to provide the one or more commands to the flight control system to control the aircraft.

[0184] 2. An aircraft as described in Clause 1, wherein the one or more commands determined by the autopilot system are configured to adjust the trajectory of the aircraft.

[0185] 3. An aircraft as described in Clause 1, wherein the one or more commands determined by the autopilot system are configured to adjust the trajectory of the aircraft to a target trajectory determined by the autopilot system.

[0186] 4. An aircraft as described in Clause 2 or 3, wherein the one or more commands determined by the autopilot system are configured to control the aircraft along an adjusted trajectory.

[0187] 5. An aircraft according to any one of Clauses 1 to 4, wherein the flight control system is configured to provide the limit based on the high-voltage power distribution state, the high-voltage power distribution state comprising at least one of the following: the state of one or more switching devices, the state of one or more fuses, the state of one or more batteries, or wiring temperature.

[0188] 6. An aircraft pursuant to any one of Clauses 1 to 5, wherein the limit is based on the temperature of the electric engine.

[0189] 7. An aircraft according to any one of clauses 1 to 6, wherein the flight control system is configured to change the limit based on the flight phase of the aircraft.

[0190] 8. An aircraft according to any one of clauses 1 to 7, wherein the limit includes at least one airspeed, roll rate, turn rate, climb rate or descent rate, and the aircraft and the at least one limit depend on the flight phase of the aircraft.

[0191] 9. An aircraft pursuant to any one of Clauses 1 to 8, wherein the value of the limit depends on the flight phase of the aircraft, and the flight control system is configured to provide the autopilot system with an appropriate value of the limit associated with the flight phase of the aircraft.

[0192] 10. An aircraft pursuant to any one of clauses 1 to 9, wherein the limit defines the boundaries of the aircraft's response.

[0193] 11. An aircraft as described in Clause 10, wherein the autopilot is configured to use the limit value in a transfer function to determine the expected response of the aircraft.

[0194] 12. An aircraft as described in Clause 11, wherein the autopilot is configured to perform path planning based on anticipated aircraft responses.

[0195] 13. An aircraft according to any one of Clauses 1 to 12, wherein the flight control system includes one or more control loops and is configured to use the one or more control loops to adjust one or more provided commands to maintain the stability of the aircraft.

[0196] 14. An aircraft according to any one of clauses 1 to 13, wherein the flight control system is configured to provide the limit more frequently during the transition phase of flight than during the hovering phase of flight.

[0197] 15. An aircraft pursuant to any one of Clauses 1 to 14, wherein the limit sets a boundary for the orientation or movement of the aircraft.

[0198] 16. A system comprising: An autopilot system configured to control an aircraft based on stored flight trajectory information; and A flight control system configured to provide limits to the autopilot system, wherein the limits are based on at least one of the following: high-voltage power distribution status, electric engine status, or the flight phase of the aircraft. The autopilot system is configured to determine one or more commands based on the limits received from the flight control system, and to provide the one or more commands to the flight control system to control the aircraft.

[0199] 17. A computer-implemented method for use in an aircraft, comprising: The aircraft is controlled by an autopilot system based on stored flight trajectory information; The flight control system provides limits to the autopilot system, wherein the limits are based on at least one of the following: high-voltage power distribution status, electric engine status, or the flight phase of the aircraft; and The autopilot system determines one or more commands based on the limits received from the flight control system, and provides the one or more commands to the flight control system to control the aircraft.

[0200] 18. 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 according to clause 17.

[0201] 19. An aircraft comprising: An autopilot system configured to control the aircraft to travel along a flight path based on stored flight path information, wherein the stored flight path information includes a descent profile; A display, configured to display a waypoint at the end of the flight path; and One or more processors, wherein the one or more processors are configured to, when the autonomous driving system is enabled: The aircraft is controlled via the autopilot system based on the stored trajectory information; Receive input from the pilot input device; The change in the relative position between the waypoint and the aircraft is determined based on the received input; Adjusting the flight trajectory based on a determined change in relative position includes adjusting the descent profile; and The aircraft is controlled based on the adjusted flight trajectory.

[0202] 20. The aircraft described in Clause 19, further comprising: The pilot input device, wherein the pilot input device is a pilot control unit; and The one or more processors are configured to control the aircraft based on the input from the pilot input device caused by the deflection of the pilot input device when the autopilot system is not enabled.

[0203] 21. Aircraft as described in Clause 20, The one or more processors are configured to respond differently to the deflection on the pilot input device based on whether the autopilot system is enabled, and When the autopilot system is activated, the deflection corresponds to a change in the position of the waypoint, and When the autopilot system is not activated, the deflection corresponds to at least one of the following: a change in the aircraft's orientation or a change in its speed.

[0204] 22. An aircraft according to any one of clauses 19 to 21, wherein the input from the pilot input device causes at least one of the following actions to be performed: The waypoints are rotated a fixed distance around the aircraft. Shift the waypoint to the left relative to the direction of travel of the aircraft, or The waypoint is shifted to the right relative to the direction of travel of the aircraft.

[0205] 23. An aircraft pursuant to any one of Clauses 19 to 22, wherein the autopilot system is disabled when the input is greater than or equal to a threshold.

[0206] 24. An aircraft according to any one of clauses 19 to 23, wherein the one or more processors are further configured to display on the display a determined relative position of the aircraft to the waypoint.

[0207] 25. The aircraft as described in Clause 24, wherein said one or more processors are further configured to control the display to: When aircraft positioning errors exist, maintain the displayed waypoint positions, and When there is no aircraft positioning error, adjust the position of the displayed waypoints.

[0208] 26. The aircraft according to any one of clauses 19 to 25, wherein said one or more processors are further configured to: When the autopilot is disabled, the waypoint is displayed on the display at a set distance from the aircraft; and Upon receiving an instruction to perform an automatic descent, lock the waypoint position. Controlling the aircraft based on the stored trajectory information includes controlling the aircraft along the descent profile to terminate at a locked waypoint location.

[0209] 27. An aircraft according to any one of clauses 19 to 26, further comprising a switching device configured to activate the autopilot system based on at least one of flight conditions or manual selection.

[0210] 28. An aircraft according to any one of clauses 19 to 27, wherein the descent profile includes at least one of the following: airspeed or position along the trajectory.

[0211] 29. An aircraft according to any one of clauses 19 to 28, wherein the autopilot system is further configured to control the aircraft to a set speed based on the aircraft's flight mode.

[0212] 30. An aircraft as described in Clause 29, wherein the aircraft includes a powered lift operating mode, and the autopilot system is configured to: decelerate the aircraft to a ground contact speed when the powered lift operating mode is disabled, and decelerate the aircraft to a hovering speed when the powered lift operating mode is enabled.

[0213] 31. A system comprising: An autopilot system configured to control an aircraft to travel along a flight path based on stored flight path information, wherein the stored flight path information includes a descent profile; A display, configured to display a waypoint at the end of the flight path; and One or more processors, wherein the one or more processors are configured to, when the autonomous driving system is enabled: The aircraft is controlled via the autopilot system based on the stored trajectory information; Receive input from the pilot input device; The change in the relative position between the waypoint and the aircraft is determined based on the received input; Adjusting the flight trajectory based on a determined change in relative position includes adjusting the descent profile; and The aircraft is controlled based on the adjusted flight trajectory.

[0214] 32. A computer-implemented method for an aircraft, comprising: The aircraft is controlled by an autopilot system to travel along a flight path based on stored flight path information, wherein the stored flight path information includes a descent profile; Displaying the waypoint at the end of the flight path; and Receive input from the pilot input device; The change in the relative position between the waypoint and the aircraft is determined based on the received input; Adjusting the flight trajectory based on a determined change in relative position includes adjusting the descent profile; and The autopilot system controls the aircraft based on the adjusted flight trajectory.

[0215] 33. 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 according to clause 32.

[0216] The above description is for illustrative purposes. It is not exhaustive and does not limit the invention to the specific forms or embodiments disclosed herein. Modifications and variations 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.

[0217] The features and advantages of this disclosure will be apparent from the detailed description; therefore, the appended claims cover all systems and methods falling 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, at least partially defined 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 variations will readily conceive of upon studying this disclosure, it is not intended to limit this disclosure to the exact structures and operations shown and described; accordingly, all suitable modifications and equivalents falling within the scope of this disclosure may be employed.

[0218] Other embodiments will become apparent to those skilled in the art upon consideration of the description and practice of the embodiments disclosed herein. It should be understood that the architectures and arrangements shown in the accompanying drawings are for illustrative purposes only and are not intended to limit the scope to the specific arrangements and circuitry described and shown in the drawings. 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 above description is for illustrative purposes only. The description is not exhaustive and does not limit the invention to the specific forms or embodiments disclosed. Modifications and variations of the invention will become apparent to those skilled in the art upon consideration of the description and practice of the disclosed embodiments of the invention herein.

[0219] It should be understood that certain features of this disclosure described in the context of a single embodiment for clarity may also be provided in combination in a single embodiment. Conversely, various features of this disclosure described in the context of a single embodiment for brevity may also be provided individually, in any suitable sub-combination, or appropriately provided in any other described embodiment of this disclosure. Certain features described in the context of various embodiments should not be considered as essential features of those embodiments unless the embodiments do not function without those elements.

[0220] Although this disclosure has been described in conjunction with specific embodiments thereof, it will be apparent to those skilled in the art that many alternatives, modifications, and variations are possible. Therefore, it is contemplated that all such alternatives, modifications, and variations falling within the spirit and broad scope of the appended claims be covered.

Claims

1. An aircraft comprising: An autopilot system configured to control the aircraft based on stored flight trajectory information; as well as A flight control system configured to provide limits to the autopilot system, wherein the limits are based on at least one of the following: high-voltage power distribution status, electric engine status, or the flight phase of the aircraft. The autopilot system is configured to determine one or more commands based on the limits received from the flight control system, and to provide the one or more commands to the flight control system to control the aircraft.

2. The aircraft of claim 1, wherein the one or more commands determined by the autopilot system are configured to adjust the trajectory of the aircraft.

3. The aircraft of claim 1, wherein the one or more commands determined by the autopilot system are configured to adjust the trajectory of the aircraft to a target trajectory determined by the autopilot system.

4. The aircraft of claim 2 or 3, wherein the one or more commands determined by the autopilot system are configured to control the aircraft along an adjusted trajectory.

5. The aircraft according to any one of claims 1 to 4, wherein the flight control system is configured to provide the limit based on the high-voltage power distribution state, the high-voltage power distribution state comprising at least one of the following: the state of one or more switching devices, the state of one or more fuses, the state of one or more batteries, or wiring temperature.

6. The aircraft according to any one of claims 1 to 5, wherein the limit is based on the temperature of the electric engine.

7. The aircraft according to any one of claims 1 to 6, wherein the flight control system is configured to change the limit based on the flight phase of the aircraft.

8. The aircraft according to any one of claims 1 to 7, wherein the limit includes at least one airspeed, roll rate, turn rate, climb rate, or descent rate, and the aircraft and the at least one limit depend on the flight phase of the aircraft.

9. The aircraft according to any one of claims 1 to 8, wherein the value of the limit depends on the flight phase of the aircraft, and the flight control system is configured to provide the autopilot system with an appropriate value of the limit associated with the flight phase of the aircraft.

10. The aircraft according to any one of claims 1 to 9, wherein the limit defines the boundary of the aircraft's response.

11. The aircraft of claim 10, wherein the autopilot is configured to use the limit value in the transfer function to determine the expected response of the aircraft.

12. The aircraft of claim 11, wherein the autopilot is configured to perform path planning based on expected aircraft responses.

13. The aircraft according to any one of claims 1 to 12, wherein the flight control system comprises one or more control loops and is configured to use the one or more control loops to adjust one or more provided commands to maintain the stability of the aircraft.

14. The aircraft according to any one of claims 1 to 13, wherein the flight control system is configured to provide the limit more frequently during the transition flight phase than during the hovering flight phase.

15. The aircraft according to any one of claims 1 to 14, wherein the limit sets a boundary for the orientation or movement of the aircraft.

16. A system comprising: An autopilot system configured to control an aircraft based on stored flight trajectory information; as well as A flight control system configured to provide limits to the autopilot system, wherein the limits are based on at least one of the following: high-voltage power distribution status, electric engine status, or the flight phase of the aircraft. The autopilot system is configured to determine one or more commands based on the limits received from the flight control system, and to provide the one or more commands to the flight control system to control the aircraft.

17. A computer-implemented method for an aircraft, comprising: The aircraft is controlled by an autopilot system based on stored flight trajectory information; The flight control system provides limits to the autopilot system, wherein the limits are based on at least one of the following: high-voltage power distribution status, electric engine status, or the flight phase of the aircraft; as well as The autopilot system determines one or more commands based on the limits received from the flight control system, and provides the one or more commands to the flight control system to control the aircraft.

18. 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 according to claim 17.

19. An aircraft comprising: An autopilot system configured to control the aircraft to travel along a flight path based on stored flight path information, wherein the stored flight path information includes a descent profile; A display configured to show waypoints at the end of the flight path; as well as One or more processors, wherein the one or more processors are configured to, when the autonomous driving system is enabled: The aircraft is controlled via the autopilot system based on the stored trajectory information; Receive input from the pilot input device; The change in the relative position between the waypoint and the aircraft is determined based on the received input; Adjusting the flight trajectory based on a determined change in relative position includes adjusting the descent profile; and The aircraft is controlled based on the adjusted flight trajectory.

20. The aircraft of claim 19, further comprising: The pilot input device, wherein the pilot input device is a pilot control device; and The one or more processors are configured to control the aircraft based on the input from the pilot input device caused by the deflection of the pilot input device when the autopilot system is not enabled.

21. The aircraft according to claim 20, The one or more processors are configured to respond differently to the deflection on the pilot input device based on whether the autopilot system is enabled, and When the autopilot system is activated, the deflection corresponds to a change in the position of the waypoint, and When the autopilot system is not activated, the deflection corresponds to at least one of the following: a change in the aircraft's orientation or a change in its speed.

22. The aircraft according to any one of claims 19 to 21, wherein the input from the pilot input device causes at least one of the following actions to be performed: The waypoints are rotated a fixed distance around the aircraft. Shift the waypoint to the left relative to the direction of travel of the aircraft, or The waypoint is shifted to the right relative to the direction of travel of the aircraft.

23. The aircraft according to any one of claims 19 to 22, wherein the autopilot system is disabled when the input is greater than or equal to a threshold.

24. The aircraft according to any one of claims 19 to 23, wherein the one or more processors are further configured to display on the display a determined relative position between the aircraft and the waypoint.

25. The aircraft of claim 24, wherein the one or more processors are further configured to control the display to: When aircraft positioning errors exist, maintain the displayed waypoint positions, and When there is no aircraft positioning error, adjust the position of the displayed waypoints.

26. The aircraft according to any one of claims 19 to 25, wherein said one or more processors are further configured to: When the autopilot is disabled, the waypoint is displayed on the display at a set distance from the aircraft; and Upon receiving an instruction to perform an automatic descent, lock the waypoint position. Controlling the aircraft based on the stored trajectory information includes: The aircraft is controlled along the descent profile to terminate at the locked waypoint location.

27. The aircraft according to any one of claims 19 to 26, further comprising a switching device configured to activate the autopilot system based on at least one of flight conditions or manual selection.

28. The aircraft according to any one of claims 19 to 27, wherein the descent profile includes at least one of the following: airspeed or position along the trajectory.

29. The aircraft according to any one of claims 19 to 28, wherein the autopilot system is further configured to control the aircraft to a set speed based on the aircraft's flight mode.

30. The aircraft of claim 29, wherein the aircraft includes a powered lift operation mode, and the autopilot system is configured to: decelerate the aircraft to a ground touchdown speed when the powered lift operation mode is disabled, and decelerate the aircraft to a hovering speed when the powered lift operation mode is enabled.

31. A system comprising: An autopilot system configured to control an aircraft to travel along a flight path based on stored flight path information, wherein the stored flight path information includes a descent profile; A display configured to show waypoints at the end of the flight path; as well as One or more processors, wherein the one or more processors are configured to, when the autonomous driving system is enabled: The aircraft is controlled via the autopilot system based on the stored trajectory information; Receive input from the pilot input device; The change in the relative position between the waypoint and the aircraft is determined based on the received input; Adjusting the flight trajectory based on a determined change in relative position includes adjusting the descent profile; and The aircraft is controlled based on the adjusted flight trajectory.

32. A computer-implemented method for an aircraft, comprising: The aircraft is controlled by an autopilot system to travel along a flight path based on stored flight path information, wherein the stored flight path information includes a descent profile; Display the waypoint at the end of the flight path; as well as Receive input from the pilot input device; The change in the relative position between the waypoint and the aircraft is determined based on the received input; Adjusting the flight trajectory based on a determined change in relative position includes adjusting the descent profile; and The autopilot system controls the aircraft based on the adjusted flight trajectory.

33. 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 according to claim 32.

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