System and method for controlling an electric vertical takeoff and landing aircraft

Abstract

A system and method for controlling an electric vertical take-off and landing (eVTOL) aircraft are disclosed. In one embodiment, the system comprises a processor, a first inceptor communicatively coupled to the processor, the first inceptor configured to accept longitudinal and transverse linear motion as manual inputs and provide corresponding signals to the processor, and a second inceptor communicatively coupled to the processor, the second inceptor configured to accept longitudinal and transverse linear motion as manual inputs and provide corresponding signals to the processor, wherein the processor is configured to control the aircraft's heading using the signal received from the second inceptor corresponding to the transverse linear motion of the second inceptor. In some embodiments, the system may further include at least one sensor and a thumbstick corresponding to each inceptor.

Description

[Technical Field]

[0001] Claim of priority This disclosure claims priority to U.S. Patent Application No. 18 / 325,628 (Patent Attorney No. 16163.0009-01000), filed on 30 May 2023, entitled “SYSTEMS AND METHODS FOR SIMULATING AN ELECTRIC VERTICAL TAKE-OFF AND LANDING AIRCRAFT,” which is a continuation application of U.S. Patent Application No. 18 / 147,640 (Patent Attorney No. 16163.0009-00000), filed on 28 December 2022 and issued as U.S. Patent No. 11,702,191, entitled “SYSTEMS AND METHODS FOR CONTROLLING AN ELECTRIC VERTICAL TAKE-OFF AND LANDING AIRCRAFT,” and further, a continuation application of U.S. Patent Application No. 18 / 147,640 (Patent Attorney No. 16163.0009-00000), filed on 30 October 2022, entitled “SYSTEMS AND METHODS FOR This invention claims priority under U.S. Provisional Application No. 63 / 381,567 (Patent Attorney Reference No. 16163.6003-00000), entitled “CONTROLLING AN ELECTRIC VERTICAL TAKE-OFF AND LANDING AIRCRAFT.” The entire contents of the above application are incorporated herein by reference for all purposes.

[0002] This disclosure generally relates to the field of powered aircraft. More specifically, this disclosure relates to, but is not limited to, technological innovations in electric vertical takeoff and landing (eVTOL) aircraft that use an electric propulsion system. Certain aspects of this disclosure generally relate to interceptor control in an eVTOL aircraft. Although primarily described with respect to eVTOL aircraft, the disclosed systems, methods, and techniques find a variety of different applications including, but not limited to, the control systems of actual aircraft, aircraft simulators for flight training and other purposes, or the simulation of aircraft within video games. Other aspects of this disclosure generally relate to improvements in accuracy and safety that can also be used in other types of airframes, providing advantages particularly in aircraft.

Summary of the Invention

[0003] One aspect of this disclosure relates to a flight control device, comprising a processor, a first interceptor communicably connected to the processor and configured to receive linear movements in the vertical and lateral directions as manual inputs and provide corresponding signals to the processor, and a second interceptor communicably connected to the processor and configured to receive linear movements in the vertical and lateral directions as manual inputs and provide corresponding signals to the processor, wherein the processor is configured to control the aircraft nose orientation using the signal received from the second interceptor corresponding to the lateral linear movement of the second interceptor.

[0004] Another aspect of the present disclosure relates to a simulator device comprising a processor, a first interceptor communicatively connected to the processor and configured to accept longitudinal and transverse linear movements as manual inputs and to provide corresponding signals to the processor, and a second interceptor communicatively connected to the processor and configured to accept longitudinal and transverse linear movements as manual inputs and to provide corresponding signals to the processor, wherein the processor is configured to control the heading of an aircraft using signals received from the second interceptor corresponding to the transverse linear movement of the second interceptor.

[0005] A further aspect of the present disclosure relates to a video game device comprising a processor, a first interceptor communicably connected to the processor, the first interceptor configured to accept vertical and horizontal linear movements as manual inputs and to provide corresponding signals to the processor, and a second interceptor communicably connected to the processor, the second interceptor configured to accept vertical and horizontal linear movements as manual inputs and to provide corresponding signals to the processor, wherein the processor is configured to control the heading of an aircraft using signals received from the second interceptor corresponding to the horizontal linear movement of the second interceptor.

[0006] Another aspect of the present disclosure relates to a method for operating a flight inceptor. The method includes receiving signals corresponding to longitudinal and transverse linear movements, wherein the first and second inceptors are configured to accept longitudinal and transverse linear movements as manual inputs, and the movement of the aircraft is based on the received signals, and the heading of the aircraft is based on the signals corresponding to the transverse linear movements of the second inceptor.

[0007] Other systems and methods are described herein. [Brief explanation of the drawing]

[0008] [Figure 1] A block diagram of an exemplary flight control device, consistent with the disclosed embodiments, is shown. [Figure 2] This shows exemplary inceptor movement consistent with the disclosed embodiments. [Figure 3] This shows exemplary inceptor movement consistent with the disclosed embodiments. [Figure 4] This shows exemplary flight stages consistent with the disclosed embodiments. [Figure 5] This shows an exemplary control mapping associated with an inceptor, consistent with the disclosed embodiments. [Figure 6] This shows exemplary thumbstick movement consistent with the disclosed embodiments. [Figure 7] An exemplary block diagram of a flight control system consistent with the disclosed embodiments is shown. [Figure 8] An exemplary inceptor consistent with the disclosed embodiments is shown. [Figure 9] This document illustrates an exemplary method for controlling an aircraft, consistent with the disclosed embodiments. [Modes for carrying out the invention]

[0009] This disclosure relates primarily to components for eVTOL aircraft used in non-conventional aircraft. For example, the eVTOL aircraft of this disclosure may be intended for frequent (e.g., more than 50 times per working day) and short-duration flights (e.g., less than 100 miles per flight) to and from densely populated areas. The aircraft may be intended to transport 4 to 6 passengers or commuters who expect a low-noise and low-vibration ride. Therefore, it may be desirable that the components be resistant to wear and tear with frequent use, generate little heat and vibration, and have mechanisms in the aircraft to effectively control and manage the heat and vibration generated by the components. Furthermore, some of these aircraft may be intended to operate in close proximity to each other over congested urban areas. Therefore, it may be desirable that the components be configured and designed to keep internal and external noise levels of the aircraft low, and further include a variety of safety and backup mechanisms. For example, for safety reasons, it may be desirable that the aircraft be propelled by a distributed propulsion system to avoid the risk of a single point of failure, and that it be capable of conventional takeoffs and landings on runways. Furthermore, it may be desirable that the aircraft be able to transport approximately 4-6 passengers or commuters and their luggage while performing safe vertical takeoffs and landings from relatively limited spaces compared to traditional airport runways (e.g., vertiports, parking lots, or private roads). These usage requirements may impose design constraints on the aircraft's size, weight, and operational efficiency (e.g., drag and energy consumption), which may affect the design and configuration of the aircraft's components.

[0010] The disclosed embodiments provide novel and improved aircraft component configurations and / or identified design criteria that differ from those of conventional aircraft components, which are not found in conventional aircraft. These alternative configurations and design criteria, when combined, address the shortcomings and challenges of conventional components, giving rise to the embodiments disclosed herein for various configurations and designs in eVTOL aircraft components.

[0011] In some embodiments, the eVTOL aircraft of this disclosure may be designed to enable both vertical takeoff and landing and conventional takeoff and landing, and a distributed electric propulsion system enables vertical flight, forward flight, and transition. Thrust can be generated by supplying high-voltage power to electric engines of the distributed electric propulsion system, each capable of converting the high-voltage power into mechanical shaft power to rotate a propeller. Embodiments disclosed herein may be involved in optimizing the energy density of the electric propulsion system. In embodiments where the electric engines are connected to an onboard power source, the power source may include devices capable of storing energy, such as batteries or capacitors, or may include one or more systems for utilizing or generating power, such as fuel-driven generators or solar panel arrays. Some disclosed embodiments enable weight reduction and space saving of components in the aircraft, thereby improving the efficiency and performance of the aircraft. Focusing on passenger transport safety, the disclosed embodiments implement new and improved safety protocols and system redundancy in the event of failure, minimizing single points of failure in the aircraft propulsion system. Some disclosed embodiments provide novel and improved methods for meeting aviation and transport legislation and regulations. For example, the Federal Aviation Administration enforces federal laws and regulations that mandate safety components, such as fire barriers, adjacent to engines that use more than a certain amount of oil or other flammable materials.

[0012] In a preferred embodiment, the distributed electric propulsion system may include twelve electric engines that can be mounted on the forward and aft booms of the aircraft's wings. The forward electric engines can be tilted during flight between a horizontal position (e.g., to generate forward thrust) and a vertical position (e.g., to generate vertical lift). The forward electric engines may be clockwise or counterclockwise with respect to the direction of propeller rotation. The aft electric engines may be fixed in a vertical position (e.g., to generate vertical lift). They may also be clockwise or counterclockwise with respect to the direction of propeller rotation. In some embodiments, the aircraft may have various combinations of forward and aft electric engines. For example, the aircraft may have six forward and six aft electric engines, four forward and four aft electric engines, or any combination of forward and aft engines, including embodiments in which the number of forward and aft electric engines is not equal.

[0013] In a preferred embodiment, in a vertical take-off and landing (VTOL) mission, the forward and rear electric engines can provide vertical thrust during take-off and landing. During the flight phase, when the aircraft is in forward flight mode, the forward electric engine can provide horizontal thrust, and the propellers of the rear electric engine can be retracted to minimize drag. The rear electric engine can be actively retracted with position monitoring. The transition from vertical to horizontal flight, and vice versa, can be achieved via a subsystem of the eVTOL aircraft. The subsystem of the eVTOL aircraft can switch thrust between primarily vertical thrust in vertical flight mode and primarily horizontal thrust in forward flight mode. A variable pitch mechanism can change the wing angle of the propeller hub assembly of the forward electric engine for operation during the hovering, transition, and cruising phases.

[0014] In some embodiments, in conventional takeoff and landing (CTOL) missions, the forward electric engines can provide horizontal thrust for wing-dependent takeoff, cruising, and landing. In some embodiments, the rear electric engines may not be used for thrust generation during CTOL missions, and the rear propellers may be retracted into place.

[0015] In some embodiments, the electric engine may be housed in or connected to the boom of an aircraft and may include a motor, an inverter, and a gearbox. In some embodiments, the motor, inverter, and gearbox may be connected so as to share a central axis. In some embodiments, torque originating from the motor can be sent away from the propeller of the propulsion system and transmitted to the gearbox. In some embodiments, the gearbox can provide gear reduction and then send the torque back to the propeller via the main shaft and through bearings located inside the motor. In some embodiments, the inverter may be mounted behind the gearbox so that the main shaft does not pass the inverter when outputting torque to the propeller. In some embodiments, the motor, gearbox, and inverter may be connected so as to be able to use a coolant such as oil to cool the motor, inverter, and / or gearbox, while sharing a common heat exchanger. In some embodiments, the amount of oil used to lubricate and cool the electric engine may vary, including less than one quart, less than two quarts, less than three quarts, or any other measured amount of oil.

[0016] In some embodiments, the eVTOL aircraft system may include linear or rotary actuators for changing the orientation of the propulsion system during operation. In some embodiments, the pitch of the propulsion system may be changed according to the orientation of the propulsion system. In some embodiments, the rotary actuator may include a motor, an inverter, and a gearbox. In some embodiments, the gearbox may include various types of gears coupled together to provide gear reduction that can orient the propulsion system. In some embodiments, the eVTOL aircraft system may include a redundant configuration such that there are multiple motors, inverters, and gearboxes coupled together using gears. In some embodiments, a configuration utilizing multiple motors, gearboxes, and inverters may allow the system to continue driving by the motors, inverters, and gearboxes of other configurations if some of the redundant configuration fails. In some embodiments, the gearbox configuration may allow the eVTOL aircraft system to maintain the orientation of the propulsion system with or without the help of additional power provided by the system.

[0017] In some embodiments, the flight control system may include a function to counteract and stabilize the dynamic fluctuations of the electric engine and propeller. In aircraft that rely on propeller speed to change the aircraft's power, either primary or secondary, by changing thrust, the speed and bandwidth at which the propeller speed can be changed can be critical. If the bandwidth is too low, the aircraft may have difficulty counteracting extrinsic disturbances (such as gusts of wind), and the pilot or external loop control system may perceive the aircraft as "slow." Therefore, the flight control system can use knowledge of the lower-order models of the power of the relevant propeller, engine, and gearbox to calculate the torque required to bring the propeller and the resulting thrust into the desired response shape in response to a command. The bandwidth of a propeller connected to an electric engine can be primarily determined by the inertia of the rotating parts, the gear ratio of the gearbox (if any), the aerodynamics of the propeller, the density altitude during operation, and both the velocity and angle of incidence of the ambient air. In some embodiments, the function to counteract and stabilize the dynamic fluctuations of the electric engine and propeller can calculate the torque command output based on physical limits (e.g., torque capacity, maximum rotational speed, and minimum rotational speed).

[0018] In some embodiments, the flight control system may be configured to use flight control laws to translate the movement of one or more interceptors into electrical signals transmitted to cause physical movement of the aircraft's control surfaces. In some embodiments, the flight control system may include flight control envelope protection features to prioritize protection and reject pilot commands that exceed protection values ​​and regulatory requirements.

[0019] In some embodiments, the electric propulsion systems described herein may generate thrust by supplying high-voltage (HV) power to an electric engine, which converts the HV power into mechanical shaft power used to rotate a propeller. As described above, the aircraft described herein may have a plurality of electric engines mounted on the forward and aft booms of the wings. The amount of thrust generated by each electric engine can be controlled by torque commands from a flight control system (FCS) via a digital communication interface to each electric engine. Embodiments may include a forward electric engine, which may be able to change its orientation, i.e., its inclination can be changed. Additional embodiments include a forward engine, which may be of clockwise (CW) or counterclockwise (CCW) type. The propulsion subsystem of the forward electric engine may consist of a multi-blade variable-pitch propeller and a variable-pitch subsystem.

[0020] In some embodiments, the aircraft may include a stern engine, or lifter, which may be of the clockwise (CW) or counterclockwise (CCW) type. Additional embodiments may include a stern electric engine utilizing a multi-blade fixed-pitch propeller.

[0021] As described herein, the direction and use of the electric propulsion system can be changed during the operation of the aircraft. In some embodiments, during vertical takeoff and landing, not only the forward propulsion system but also the rearward propulsion system can provide vertical thrust during takeoff and landing. When the aircraft is in the forward flight mode during the flight phase, the forward propulsion system can provide horizontal thrust, and the propeller of the rearward electric engine can be stored in a fixed position to minimize drag. The rearward electric propulsion system can be actively stored with position monitoring. Some embodiments may include transitions from vertical flight to horizontal flight and vice versa. In some embodiments, these transitions can be achieved via an eVTOL aircraft system. The eVTOL aircraft system switches the thrust between mainly vertical thrust during the vertical flight mode and mainly horizontal thrust during the forward flight mode. In yet another embodiment, a variable pitch mechanism may be included that can change the blade collective angle of the propeller hub assembly of the forward propulsion system for operation during the hovering phase, cruise phase, and transition phase. Some embodiments may include a conventional takeoff and landing (CTOL) configuration such that the tilter provides horizontal thrust for takeoff, cruise, and landing where lift is obtained by the wings. The rearward electric engine is not used to generate thrust during a CTOL mission, and the rearward propeller is stored in a fixed position.

[0022] In some embodiments, the electric engines described herein utilize, for example, less than 1 quart or another non-hazardous amount of combustible fluid contained in both tilt engines and lift engines, have no normal ignition sources within the electric engines, have an engine over-temperature operating limit that is more than 50 °C lower than the auto-ignition temperature of the combustible fluid, have overheat detection and protection functions, overvoltage detection and protection functions, and overcurrent detection and protection functions, and may have design features for reducing and protecting against uncontained fires. In some embodiments, due to these design features of the electric engines, the electric engines may not be considered a designated fire area.

[0023] As disclosed herein, the electric engine may include an inverter and a motor, or an inverter, a gearbox, and a motor, in various configurations, such as the exemplary configurations described herein. For example, the electric engine may include an electric motor, a gearbox, and an inverter that share the same central axis. Further, the central axis may be configured along the axis of the output shaft towards the aircraft propeller. In such an exemplary configuration, the motor, the gearbox, and the inverter all share the output shaft as the central axis and are circularly oriented around the output shaft. Additional embodiments may include configurations where the motor, the gearbox, and the inverter are mounted together in series, or where some components are mounted together like the motor and the gearbox and other components are arranged in a different location like the inverter, but a wiring system is used to connect the electric engine.

[0024] As described above, the electric engine for an aircraft described herein may include some or all of a motor, an inverter, and a gearbox. In various configurations, the inverter and the motor can be included such that the output shaft of the motor directly provides speed and torque to the propeller shaft. In additional embodiments, the electric engine may include a motor, an inverter, and a gearbox where the output of the motor is movable through a gearbox connected to the output shaft for the propeller, and the output from the motor moves away from the propeller through the gearbox, and the output shaft for the propeller returns to the propeller through the gearbox and the motor. As described herein, the electric engine can correspond to any combination or arrangement of some or all of a motor, an inverter, and a gearbox. Further, each configuration or arrangement of the electric engine disclosed herein may include a cooling method that uses air cooling, coolant, or both in combination.

[0025] For example, an electric engine configuration may include a motor and an inverter, in which case the motor is positioned between the aircraft's propeller and the inverter. Furthermore, the motor may include a gearbox. The inverter may also share the same central axis as the motor, in which case it may be housed in a cantilevered enclosure extending from the rear of the motor and air-cooled. It is recognized that such an inverter arrangement is not the optimal configuration in terms of the housing required to realize such a cantilevered arrangement. Furthermore, a motor using air cooling in this configuration may be equipped with potting material and cooling fins to assist in the cooling of the motor, thereby significantly increasing the mass of the system.

[0026] Some embodiments include an electric engine, in which the inverter module may be mounted on the outside of the motor housing. Additional embodiments may include an electric engine in which the inverter is mounted on top of the electric motor such that the cooling fins of the inverter are located directly below the propeller. Further embodiments may include an inverter mounted on the rear of the motor with the cooling fins arranged radially outward, an inverter mounted on the front of the motor with the cooling fins arranged radially outward, an inverter mounted on the motor so as to be cooled by a liquid such as oil, or an inverter positioned at any position relative to the motor.

[0027] Embodiments of the electric motor may include a stator housing, a wound stator assembly, a rotor, various bearings, and any additional components to assist in transmitting the speed and torque generated by the motor to the propeller.

[0028] It is understood that electric engines can generate heat during operation, and they may be equipped with thermal management systems to prevent components from failing during operation. In some embodiments, a coolant can be used to help manage the heat present inside the engine by circulating it through some or all of the individual components of the electric engine, such as the inverter, gearbox, or motor. Additional embodiments may include using an air cooling system to cool the electric engine, or using a combination of coolant and air to manage the heat generated inside the electric engine during operation. In some embodiments, the coolant used may be the same liquid that is also used as a lubricant in the inverter, gearbox, or motor as a whole. For example, the inverter, gearbox, and motor may be cooled using liquid or air, or a combination of air and liquid cooling, for example, the motor being cooled using air cooling and the inverter and gearbox being cooled using liquid cooling, or a combination of air and liquid cooling to all of the inverter, gearbox, and motor, or even a subset of their components.

[0029] In some embodiments, oil can be used as a lubricant throughout the electric engine and also as a cooling fluid to assist in managing the heat generated by the engine during operation. Further to this embodiment, any other amount of oil necessary to lubricate and cool the electric engine can be used to function as both a lubricant and a cooling fluid in the electric engine, including different amounts, e.g., less than one quart, less than two quarts, or with or without air cooling assistance. As disclosed herein, electric engines may have different primary functions, such as being used only for takeoff and landing, or used in only one position, or used in all stages of flight, including climb, landing, and flight. Engines used in all stages of flight may assume various attitudes during flight and may contain more lubricant and coolant than engines used in only one attitude. Therefore, not all engines on an aircraft will necessarily contain the same amount of lubricant and coolant. For example, an engine for climb and landing may require less than one quart of oil, while an engine operating in all stages of flight may require more than one quart. It should be understood that the embodiments shown herein are representative examples and do not define boundaries for the amounts of lubricants and coolants that may be used in electric engines.

[0030] Using oil not only to lubricate an electric engine but also to cool it in place of another coolant adds an additional amount of oil to the system, but it should be understood that this eliminates the need for conventional components that might otherwise be used to cool such an electric engine. For example, if an electric engine is cooled with another liquid such as glycol, the engine may have separate heat exchangers for both the lubricating and cooling fluids. Therefore, in embodiments where one type of fluid, such as oil, is used for both lubrication and cooling, the amount of oil used increases, but the number of heat exchangers required decreases because only one heat exchanger is needed, potentially eliminating the need for other components, thus reducing the overall system mass and potentially resulting in a more favorable drag profile. Furthermore, using one type of substance for engine lubrication and cooling may improve system efficiency due to the reduction in mass and the advantages of cooling the engine with a substance rather than relying on air cooling, which may not reach the entire engine effectively.

[0031] In additional embodiments of the electric engine, various components may be included to monitor for flammable fluids and prevent them from entering certain compartments of the electric engine. In some embodiments, the electric engine may include an enclosure of a wet zone which may be defined by a gearbox, motor, and / or heat exchanger. In some embodiments, the electric engine may have up to 4 liters of air in the motor-gearbox housing that is in contact with the engine oil. In embodiments of the motor-gearbox housing, a breather may be used to equalize the internal and external pressures. In embodiments of the breather, a configuration that protrudes above the surrounding design elements may be included to prevent accidental ingress of external fluids. In additional embodiments, the breather may include a screen and a bypass inlet path to prevent the ingress of external foreign matter. In embodiments, both tilt and lift electric engines may be provided with sight glasses to ensure that there is no overfilling or underfilling of oil during maintenance.

[0032] In additional embodiments of the electric engine, active protection features in the front and rear electric engines may include, for example, a function to monitor internal temperatures throughout the engine's operation, such as oil temperature, stator winding set, inverter bulk capacitor, power module, control board power module, control board control processor, control board monitor processor, internal high-temperature parts, and various other locations within the engine. In some embodiments, over-temperature limits may be included, taking into account known fault temperatures and operating limits related to the autoignition temperature of the fluid. In some embodiments, a high-voltage power system may be provided, in which a fuse can be provided at the high-voltage battery terminals to irreversibly and quickly disconnect the engine's electrical connections to mitigate overcurrent events. This overcurrent protection can be activated when the current draw of the electric engine is greater than the overcurrent operation. Thus, in some embodiments, a fault condition leading to an overcurrent may only lead to transient overheating, arcing, or sparking. In some embodiments, a test ignition source may be included to assess the fire threat, which can be selected to have conditions more severe than a short circuit occurring in the electric engine and being opened by the engine fuse. In some embodiments, the inverter may detect AC overcurrents and isolate the malfunctioning phase, and / or continuously monitor the DC input voltage to apply protective actions to keep the voltage below the overvoltage operating limit.

[0033] Herein, we refer in detail to exemplary embodiments illustrated in the accompanying drawings. The following description refers to the accompanying drawings, and unless otherwise noted, elements numbered the same in different drawings represent identical or similar elements. The implementations shown in the following description of exemplary embodiments do not represent all implementations consistent with the present disclosure. Rather, they are merely examples of apparatus and methods consistent with aspects relating to the subject matter described in the accompanying claims.

[0034] Figure 1 shows components of an exemplary flight control system 100 consistent with the disclosed embodiment. As shown in Figure 1, an embodiment of a flight control system for an aircraft may include inceptors 110 and 120 (e.g., joysticks, sticks, controllers, etc.), thumbsticks 112 and 122, at least one processor 130, at least one memory 140, one or more sensors 150, actuators 160, and engines 170. The inceptors 110 and 120 may be any stick-shaped input device such as joysticks or inceptors and are configured to control the movement of the aircraft via manual input (e.g., movement of the inceptors) received from a user (e.g., pilot). In some embodiments, the inceptors may be positioned in specific locations relative to the pilot of the aircraft. For example, one inceptor may be positioned to the left of the pilot (i.e., left inceptor 110), and the other inceptor may be positioned to the right of the pilot (i.e., right inceptor 120). In some embodiments, each inceptor may incorporate one or more sensors configured to respond to forces applied through the inceptor's movement by generating an electronic signal corresponding to the inceptor's movement and transmitting it to the processor 130. In addition or alternatively, each inceptor may include a force feedback component configured to receive control signals from the flight control computer of the flight control device and to apply a reaction force based on the received control signals. The thumbsticks 112 and 122 may be configured to function as beep inceptors, as described below. In some embodiments, the thumbstick 112 or 122 may function as an alternate inceptor to the corresponding inceptor in response to receiving an override signal. The processor 130 may be any processing unit (e.g., a 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, such as memory 140.The sensor(s) 150 may be any sensor configured to measure data related to the aircraft. For example, one or more sensors 150 may be configured to measure one or more of the following related to the aircraft: airspeed, ground speed, temperature, acceleration(s), static pressure, angular velocity, position (e.g., GPS), attitude, altitude, heading, etc. The actuator 160 may include a controllable actuator for moving the flight control plane. The engine 170 may include the propulsion engine described above.

[0035] In some embodiments, the flight control system may include foot pedals (not shown). A preferred embodiment of the flight control system may not include foot pedals configured to control the heading via the yaw axis of the aircraft in flight. In addition or alternatively, a preferred embodiment of the flight control system may include one or more foot pedals configured to control only the braking function of the aircraft via manual input (e.g., pressing a foot pedal) received from a user (e.g., a pilot) while the aircraft is on the ground. In addition or alternatively, the one or more foot pedals may be configured for use during conventional takeoff and landing (CTOL) operations. In some embodiments, each of the one or more foot pedals may be configured to generate an electronic signal corresponding to the movement of the foot pedal in response to the force applied by the movement of the foot pedal and transmit it to the processor 130.

[0036] Figure 2 shows a schematic diagram 200 illustrating exemplary inceptor motion consistent with the disclosed embodiments. As shown in Figure 2, in some embodiments, each inceptor may be configured to move longitudinally (i.e., upward / forward and downward / backward) and / or laterally (i.e., right and left) on the base, and each longitudinal and lateral motion and the resulting inceptor position may be interpreted as a digital value 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 motion of the inceptor, at least one processor may be configured to output a signal that changes the amount of thrust supplied to each motor. As another example, based on the longitudinal and lateral motion of the inceptor, at least one processor may be configured to change the shape and / or orientation of the airfoil.

[0037] Figure 3 shows a schematic diagram 300 further illustrating exemplary movement of an inceptor consistent with the disclosed embodiments. As shown in Figure 3, in some embodiments, each inceptor may be positioned on a base 310 and may be configured to allow linear movement. For example, each inceptor may be configured to rotate about a long axis passing through it, and the inceptor may be rotatable laterally (320) and / or longitudinally (330). In preferred embodiments, the inceptor may not be configured to rotate. For example, the inceptor may not be configured to twist (340) around the base 310. Such an ergonomic configuration can improve efficiency for pilots who need to perform a very large number of flights in a day. In addition, this inceptor configuration can reduce the rate of pilot error, particularly in turbulent environments (e.g., wind, rain, vibration) where twisting motion can reduce input accuracy. Figure 3 shows the left inceptor 110 as an exemplary inceptor, but a similar configuration can be applied to the right inceptor 120.

[0038] Figure 4 shows a schematic diagram 400 illustrating exemplary airspeeds related to different stages of flight, consistent with the disclosed embodiments. In some embodiments, one or more sensors are able to communicate with at least one processor, which can determine the flight stage of the aircraft based on the aircraft's airspeed, for example, measured by or using the sensors or determined by other means. Flight stages discussed in the disclosed embodiments may include hovering 410, transition 420, and conventional flight, takeoff, and landing 430. As shown in Figure 4, the at least one processor may be configured to determine that the aircraft is in the hovering phase 410 when the aircraft's airspeed is below a first predetermined airspeed (e.g., 5 knots), to determine that the aircraft is in the transition phase 420 when the aircraft's airspeed is above the first predetermined airspeed and below a second predetermined airspeed (e.g., 17 knots), and to determine that the aircraft is in the conventional flight, takeoff, and landing phase 430 when the aircraft's airspeed is above the second predetermined airspeed. In addition or alternatively, the at least one processor may determine the flight phase based on input received via a user interface. For example, the at least one processor may receive a signal indicating the pilot's intention to change the flight phase, which is generated based on pilot input (e.g., receiving an instruction that a button on the inceptor has been pressed / moved). In addition or alternatively, the at least one processor may determine the flight phase based on a measured ground speed.

[0039] Figure 5 shows an exemplary Table 500 of control mappings associated with an inceptor, consistent with the disclosed embodiments. As shown in Figure 5, in some embodiments, the at least one processor may be configured to use a control law based on a determined flight stage. In the disclosed embodiments, a control law may refer to a mathematical formula used to determine the output transmitted to the aircraft. The control law may be implemented as a software algorithm that translates, for example, the movement of the inceptor made by the aircraft pilot into the movement of one or more aircraft control planes. For example, the at least one processor may be configured to use a control law to control the aircraft based on a determined flight stage, and as a result, if the flight stage is determined to be hovering 410, the longitudinal linear movement of the first inceptor can provide the processor with a corresponding signal to control the longitudinal inertial velocity of the aircraft, and the lateral linear movement of the first inceptor can provide the processor with a corresponding signal to control the lateral inertial velocity of the aircraft. In addition, during the hovering phase 410, the longitudinal linear movement of the second interceptor can provide the processor with a corresponding signal to control the aircraft's vertical velocity, and the lateral linear movement of the second interceptor can provide the processor with a corresponding signal to control the aircraft's hovering turn speed. On the other hand, if the flight phase is determined to be the transition phase 420 or conventional flight, takeoff and landing (CTOL) 430, the longitudinal linear movement of the first interceptor can provide the processor with a corresponding signal to control the aircraft's airspeed, and the lateral linear movement of the first interceptor can provide the processor with a corresponding signal to control the aircraft's lateral air-relative velocity. Furthermore, during the transition phases 420 and CTOL 430, the longitudinal linear movement of the second interceptor can provide the processor with a corresponding signal to control the aircraft's flight path angular velocity, and the lateral linear movement of the second interceptor can provide the processor with a corresponding signal to control the aircraft's bank turn speed.

[0040] In some embodiments, the at least one processor may be configured to control the aircraft's heading or altitude using signals received from an interceptor corresponding to the interceptor's linear motion. For example, the at least one processor may be configured to control the aircraft's heading using signals received from a second interceptor corresponding to the second interceptor's lateral linear motion. In addition or alternatively, the at least one processor may be configured to use a control law to control the aircraft's heading. In addition or alternatively, the at least one processor may be configured to control the aircraft's heading based on a determined flight phase. For example, during vertical takeoff or vertical landing during a hovering flight phase, the processor may be configured to control the aircraft's heading via the yaw axis using signals received from a second interceptor corresponding to the second interceptor's lateral linear motion. In some embodiments, the processor may be configured to control the aircraft's altitude using signals received from a second interceptor corresponding to the longitudinal linear motion of the second interceptor. For example, at least one processor may be configured to control the aircraft's altitude via the pitch axis using signals received from a second interceptor corresponding to the longitudinal linear motion of the second interceptor.

[0041] Furthermore, as shown in Figure 5, in some embodiments, the at least one processor may be configured to output response signals to the aircraft's electrical and mechanical components to cause the aircraft to maintain a particular state in response to any inceptor being returned to a detent position. In the disclosed embodiments, being returned to a “detent” position may mean when an inceptor is returned to a neutral position (i.e., 0) along a longitudinal or transverse axis (i.e., when the ground speed command is 0). For example, if the left inceptor is returned to a detent position along the longitudinal axis, the at least one processor may be configured to output a response signal to cause the aircraft to maintain its longitudinal position or to maintain the airspeed the aircraft was traveling at before the left inceptor was returned to a detent position. Furthermore, if the left inceptor is returned to a detent position along the transverse axis, the at least one processor may output a response signal to cause the aircraft to maintain its transverse position or to maintain the aircraft’s coordinated turn. On the other hand, if the right interceptor is returned to the detent position along the longitudinal axis, the at least one processor may output a response signal to cause the aircraft to maintain its altitude or the flight path angle from which the aircraft was traveling before the right interceptor was returned to the detent position. In addition, if the right interceptor is returned to the detent position along the transverse axis, the at least one processor may output a response signal to cause the aircraft to maintain its heading. To realize these responses to either interceptor being returned to the detent position, signals may be sent to the aircraft's electrical and mechanical components to make changes such as propeller tilt angle, propeller rotation speed, roll angle, rudder deflection, and roll cancellation.

[0042] In some embodiments, at least one processor may be configured to output a specific response signal based on the determined flight phase. For example, if the aircraft is in the hovering phase and the left interceptor is returned to the detent on the longitudinal axis, the at least one processor may output a response signal to cause the aircraft to maintain its longitudinal position. On the other hand, if the aircraft is in the transition or CTOL phase and the left interceptor is returned to the detent on the longitudinal axis, the at least one processor may output a response signal to cause the aircraft to maintain the airspeed it was traveling at before the left interceptor was returned to the detent. In another embodiment, if the aircraft is in the hovering phase and the left interceptor is returned to the detent on the lateral axis, the at least one processor may output a response signal to adjust the roll angle to cause the aircraft to maintain its lateral position. On the other hand, if the aircraft is in the transition or CTOL phase and the left interceptor is returned to the detent on the lateral axis, the at least one processor may output a response signal to cause the aircraft to maintain its coordinated turn. Coordinated turning as discussed in the disclosed embodiments may mean causing the aircraft to maintain a coordinated turning state without lateral acceleration. In this way, the pilot and passengers will not feel lateral G (gravity) until the left interceptor moves out of the detent and a non-zero lateral velocity is commanded, at which point the turning may no longer be coordinated. In another embodiment, if the right interceptor is returned to the detent on the longitudinal axis while the aircraft is in a hovering phase, the at least one processor may output a response signal to cause the aircraft to maintain its altitude. Conversely, if the right interceptor is returned to the detent on the longitudinal axis while the aircraft is in a transition or CTOL phase, the at least one processor may output a response signal to cause the aircraft to maintain its flight path angle.In the disclosed embodiments, maintaining a flight path angle may mean that the interceptor commands a constant reference flight path angle, and as a result, when the aircraft is disturbed, a control law provides feedback to return the aircraft to that commanded flight path angle. In some embodiments, regardless of the determined flight phase, if the right interceptor goes out of the detent on the lateral axis, the corresponding command may be a non-zero roll angle (i.e., a non-zero turning speed), and if the right interceptor is returned to the detent on the lateral axis, the corresponding command may be approximately zero roll (i.e., maintaining heading). In addition or alternatively, in a particular flight phase (e.g., CTOL), if the right interceptor goes out of the detent on the lateral axis, the corresponding command may be a non-zero roll speed, and if the right interceptor is returned to the detent on the lateral axis, the corresponding command may be to maintain a constant roll angle.

[0043] In the disclosed embodiments of the inceptor, each inceptor may be configured to be in a detent position on one axis and not on the other axis. For example, the left inceptor may be in a detent position along the longitudinal axis while simultaneously being able to move laterally and be commanded to move laterally. Furthermore, in the disclosed embodiments of the inceptor, the inceptor may be configured to be in a detent position on both the longitudinal and lateral axes. For example, if the left inceptor is returned to a detent position on both the longitudinal and lateral axes during the hovering phase, the at least one processor may output a response signal to cause the aircraft to maintain both longitudinal and lateral positions.

[0044] In some embodiments, the flight control system may include a response mode change button. The response mode change button may be located on one of the inceptors (e.g., the left inceptor), and when pressed, the response mode can be changed from translational velocity command response type and position hold (TRC+PH) to acceleration / attitude command and velocity / velocity hold (ACSH / ACVH), resulting in a different response when the left inceptor is returned to the detent along the longitudinal axis. In TRC+PH mode, the aircraft can respond to the left inceptor being returned to the detent along the longitudinal axis by maintaining the aircraft's longitudinal position. When the pilot presses the response mode change button to change the response mode to ACSH / ACVH mode, the aircraft can respond to the left inceptor being returned to the detent along the longitudinal axis by maintaining the airspeed the aircraft was traveling at before the left inceptor was returned to the detent. In some embodiments, the response mode change button may only be available when the aircraft is moving at a ground speed below a predetermined threshold (e.g., less than 17 knots). For example, if a request is received (e.g., by pressing the response mode change button) while the aircraft is moving at a ground speed above a predetermined threshold, at least one processor may ignore the request to change the response mode. In some embodiments, the current response mode may be communicated to the pilot each time a change in response mode occurs. For example, at least one processor may display the current response mode as text via a visual display device (e.g., a flight mode notification system) located in front of the pilot.

[0045] In some embodiments, the flight control system may include a transition button configured to set the aircraft into transition mode during outbound and return transitions. For example, the transition button may be located on only one of the interceptors (e.g., the left interceptor), and when the transition button is moved upward / forward (FWD), at least one processor may signal the aircraft's electrical and mechanical components to prepare the aircraft for outbound transition mode, including initiating a transition to the optimal airspeed for reaching cruising speed. In some embodiments, the planned optimal airspeed may be a predetermined optimal airspeed. The term “optimal” as discussed in the disclosed embodiments may refer to predetermined data stored in a reference table to address a particular scenario. For example, a first scenario in which the aircraft achieves a particularly steep climb may have a different associated optimal airspeed than a second scenario in which it achieves a gradual climb. In some embodiments, the outbound transition function may only be available when the aircraft has left a certain distance from the ground. For example, the outbound transition function may be unavailable while the aircraft is still on the ground. In some embodiments, once the forward transition function is initiated, only the left interceptor can function to increase or decrease the transition speed without canceling the forward transition function. In some embodiments, the forward transition function can be canceled by moving the transition button downward / backward (AFT).

[0046] In some embodiments, when a transition button is moved downward / backward, the aircraft can be set to return-to-landing transition mode, which initiates an optimal deceleration profile and allows the aircraft to reach a stable hovering state at a given position. For example, the flight control system may include a map configured to display a landing site to the pilot. In some embodiments, the interceptor may be configured to accept input to change the landing site displayed on the map. For example, if the pilot determines that the displayed landing site is undesirable, the interceptor can be moved forward or backward to move the aircraft's landing site outward or inward, respectively. In some embodiments, the flight control system may include a Global Positioning System (GPS) unit for precise positioning. In addition or alternatively, at least one processor may determine the landing site based on wind speed. For example, at least one processor may communicate with one or more sensors to measure the position as a feedback signal so that the aircraft stops at the indicated landing site when the aircraft is decelerating. This allows for continuous compensation of uncertain winds as the aircraft decelerates, and the control laws of the flight control system can be configured to perform this action automatically after the transition has begun, without requiring pilot input. In some embodiments, the flight control system can determine the landing site using positional information relative to the landing site. For example, the flight control system can store one or more previously identified landing sites (e.g., through a flight plan, selection via a display device) so that by activating a return transition mode, the aircraft can be guided to a hovering state at one or more of the previously identified landing sites. The transition mode can function to reduce the pilot's workload, allowing the aircraft to follow the optimally designed transition profile while easing the force on the control sticks.

[0047] Figure 6 shows schematic 600 illustrating exemplary movement of an inceptor consistent with the disclosed embodiments. In some embodiments, each thumbstick may be configured to function as a substitute for its associated inceptor. For example, as shown in Figure 6, the left thumbstick 112 may be configured to rotate longitudinally (i.e., upward / forward and downward / backward) and / or laterally (i.e., right and left) on its base, and each longitudinal and lateral movement and the resulting inceptor position may be interpreted as a digital value input to at least one processor and can also be output as a signal to various electrical and mechanical components of the aircraft. In some embodiments, the flight control system may have an inceptor disable button for each inceptor, which allows switching control from the inceptor to its corresponding thumbstick. For example, if an inceptor failure is detected (e.g., the aircraft does not respond to the movement of the inceptor, the inceptor does not move, etc.), control can be switched to the thumbstick by pressing the disable button so that the thumbstick can act as a substitute for the failed inceptor. In some embodiments, control can be switched from one inceptor to the corresponding thumbstick, while the other side maintains control at the inceptor. For example, pressing the left inceptor disable button switches control from the left inceptor to the left thumbstick, but the right inceptor remains unaffected, and as a result, control remains with the right inceptor. In some embodiments, each thumbstick may be inactive before receiving a request to disable an inceptor (e.g., by pressing the inceptor disable button). In other embodiments, each thumbstick may have a different function before the system receives a request to switch control from the inceptor to the thumbstick. Figure 6 shows a left inceptor 110 and thumbstick 112 as an example, but a similar configuration can be applied to a right inceptor 120 and thumbstick 122.

[0048] Figure 7 is a functional block diagram of an exemplary control system 700 for an electric VTOL aircraft, consistent with the disclosed embodiments. The system 700 may be implemented by a microprocessor-based controller that executes software code stored in a storage medium to implement the functions described herein. The system 700 may also be implemented in hardware, or a combination of hardware and software. The system 700 may be implemented as part of the aircraft's flight control system and may be configured to repeatedly perform a single step or a series of steps until a desired or commanded result is obtained. It should be understood that many of the conventional functions of the control system are not shown in Figure 7 for the sake of clarity.

[0049] System 700 can detect one or more inputs 702a, 702b, 702c, and 702d, which may include at least one of the position and / or velocity of the right inceptor and / or left inceptor, signals received from switches on the inceptor (e.g., response type change command, trim input, backup control input, etc.), measurements of the aircraft's state and environmental conditions based on data received from one or more sensors of the aircraft (e.g., measured load factor, airspeed, bank angle, pitch angle, actuator state, battery state, aerodynamic parameters, temperature, gusts, etc.), obstacles (e.g., presence or absence of other aircraft and / or debris), and the aircraft's mode (e.g., taxiing, taking off, in flight). For example, input 702a may include the lateral position and / or velocity of the right interceptor, input 702b may include the lateral position and / or velocity of the left interceptor, input 702c may include the longitudinal position and / or velocity of the right interceptor, input 702d may include the longitudinal position and / or velocity of the left interceptor, and each input may include additional data as described above (e.g., signals from switches, measured aircraft status, aircraft mode, etc.). Actuator states may include hardware limits on the actuator, such as movement limits, speed limits, and response time limits, and may include actuator health indicators that may indicate a degradation in actuator performance that may limit the ability of a given actuator to meet actuator commands. Actuator states can be used to determine boundaries (e.g., minimum / maximum) for individual actuator commands. Battery states may be the remaining energy of the aircraft's battery pack and may be monitored when the control assignment model 760 considers the balance of the battery pack's energy state. Aerodynamic parameters may be derived based on aerodynamic and acoustic modeling, or they may be based on the Jacobian matrix and actuator state of the actuator. Each input received from the interceptor may indicate the pilot's intention to adjust the aircraft's heading or power output.

[0050] Command models 710, 712, 714, and 716 may be configured to determine the shape of an ideal aircraft response (e.g., sharpness, slew rate, damping, overshoot, etc.). For example, each of the command models 710, 712, 714, and 716 may be configured to receive and interpret at least one of the inputs 702a, 702b, 702c, and 702d and, accordingly, calculate a desired change to the aircraft's attitude, heading, thrust, or combination thereof using an integrator (not shown). In some embodiments, input 702a may be incorporated into the turn speed command model 710, input 702b into the lateral speed command model 712, input 702c into the climb command model 714, and input 702d into the forward speed command model 716. The turn speed command model 710 may be configured to output a desired position and / or turn speed command, and may further be configured to calculate the desired heading of the aircraft assumed when the interceptor is returned to the center position (i.e., detent). The lateral speed command model 712 may be configured to output a desired position and / or lateral speed command. The climb command model 714 may be configured to output a desired altitude and / or vertical speed command. The forward speed command model 716 may be configured to output a desired position and / or longitudinal speed command. In some embodiments, one or more command models may be configured to output accelerations generated in response to changes in speed commands. For example, the climb command model 714 may be configured to output vertical accelerations generated in response to changes in vertical speed commands.

[0051] Feedforward 720a and 720b may each receive as input a desired change from the corresponding command models 710, 712, 714, and / or 716 (e.g., desired position, velocity, and / or acceleration), as well as data received from one or more aircraft sensors (e.g., airspeed, aircraft attitude, aircraft load factor, measured acceleration, aircraft mass and inertia, air density, altitude, aircraft mode, etc.), and output a corresponding force required to achieve each desired change. In some embodiments, feedforward 720 and 720b may be configured to determine the corresponding force using a simplified model of aircraft dynamics. For example, based on a known or determined aircraft mass, feedforward 720a and 720b may be configured to determine the force required to comply with a desired acceleration command. Also in some embodiments, feedforward 720a and 720b may use a model that predicts the amount of drag acting on the aircraft as a function of velocity to determine the force required to comply with a desired velocity command signal.

[0052] Feedbacks 722a, 722b, 722c, and 722d may each receive as input data from command models 710, 712, 714, and 716, respectively, including desired changes (e.g., desired position, velocity, and / or acceleration), as well as data received from the aircraft dynamics 730. For example, the aircraft dynamics 730 may include the physical and / or natural dynamics of the aircraft, including sensor measurements of how the aircraft moves in response to pilot input, propulsion system output, ambient environmental conditions, etc. In addition or alternatively, the aircraft dynamics 730 may include error signals generated by one or more processors based on extrinsic disturbances (e.g., velocity disturbances due to gusts of wind). In some embodiments, feedbacks 722a, 722b, 722c, and 722d may be configured to generate feedback forces based on the received error signals. For example, feedbacks 722a, 722b, 722c, and 722d may generate feedback forces intended to counteract the effects of external disturbances. In addition or alternatively, feedbacks 722a, 722b, 722c, and 722d may be configured to generate feedback forces based on modeling errors. For example, if the aircraft's mass is incorrectly input to either feedforward 720a or 720b, the aircraft may accelerate faster or slower than the desired change. By calculating the difference between the desired acceleration and the measured acceleration, one or more processors may generate an error signal (e.g., included in the aircraft dynamics 730), which can then be looped into feedbacks 733a, 733b, 733c, and / or 722d to determine the additional forces needed to correct the error.

[0053] In some embodiments, feedbacks 722a, 722b, 722c, and 722d can be disabled. For example, if position and / or ground velocity feedback is lost due to a disruption of Global Positioning System (GPS) communication, the system 700 may be configured to operate without feedbacks 722a, 722b, 722c, and 722d until GPS communication is reconnected.

[0054] In some embodiments, feedbacks 722a, 722b, 722c, and 722d may receive as input a plurality of measurements and a confidence value for each measurement indicating whether the measurement is valid. For example, one or more processors of system 700 may assign a Boolean value (true / false) to each measurement in the control law to indicate whether the measurement is reliable (e.g., yes) or potentially invalid (e.g., no). Based on one or more processors identifying a measurement as invalid, feedbacks 722a, 722b, 722c, and / or 722d may exclude that measurement in further processing. For example, based on one or more processors identifying a measurement of heading as invalid, feedbacks 722a, 722b, 722c, and / or 722d may exclude subsequent measurements of heading when determining the feedback force(s).

[0055] In some embodiments, the feedbacks 722a, 722b, 722c, and 722d can determine one or more feedback forces based on actuator state information received from one or more sensors (e.g., included in the aircraft dynamics 730). For example, based on actuator state information indicating an actuator failure, one or more processors of the system 700 can update the control law and determine alternative commands to achieve a desired change. In addition or alternatively, based on actuator state information indicating that one or more actuators have reached their maximum value, one or more processors of the system 700 can update the control law and determine alternative commands to achieve a desired change.

[0056] The desired total force can be calculated based on the outputs of feedback 722a, 722b, 722c, 722d and feedforward 720a and 720b. For example, one or more processors of system 700 can calculate the desired turning velocity force by summing the outputs of feedback 722a and feedforward 720a. In addition or alternatively, one or more processors of system 700 can calculate the desired lateral force by summing the outputs of feedback 722b and feedforward 720a. In addition or alternatively, one or more processors of system 700 can calculate the desired vertical force by summing the outputs of feedback 722c and feedforward 720b. In addition or alternatively, one or more processors of system 700 can calculate the desired longitudinal force by summing the outputs of feedback 722d and feedforward 720b.

[0057] Mixers 740a and 740b may each be configured to receive as input one or more desired forces and data received from one or more aircraft sensors (e.g., airspeed, aircraft attitude, aircraft load factor, measured acceleration, aircraft mass and inertia, actuator indicators in operation / failure, air density, altitude, aircraft mode, whether the aircraft is airborne, etc.). Based on these inputs, mixers 740a and 740b may be configured to command bank 742, yaw 744, pitch 746, requested thrust 748, or output different command / request combinations to achieve one or more desired forces.

[0058] The mixer 740a can receive a force relating to a desired turning speed and / or a desired lateral force as input, and can command bank 742 and / or yaw 744. In some embodiments, the mixer 740a can determine the output based on a determined flight mode. For example, in hovering flight mode, the mixer 740a can achieve a desired lateral force by emphasizing bank command 742 and a desired turning speed force by emphasizing yaw command 744. In forward flight mode, the mixer 740a can achieve a desired lateral force by emphasizing yaw command 744 and a desired turning speed force by emphasizing bank command 742. In the transition between hovering flight mode and forward flight mode, the mixer 740a can achieve a desired force using a combination of bank command 742 and yaw command 744.

[0059] Mixer 740b can receive a desired vertical force and / or desired longitudinal force as input and can output a pitch command 746 (i.e., pitch angle) and a thrust command 748. The thrust command 748 may include longitudinal thrust (i.e., a combination of nacelle tilt and front propeller thrust) and vertical thrust (i.e., a combination of front thrust and rear thrust). In some embodiments, mixer 740b can determine the output based on a determined flight mode. For example, in hovering flight mode, mixer 740b can achieve the desired longitudinal force by lowering the pitch attitude and using longitudinal thrust, or by emphasizing vertical thrust. In forward flight mode, mixer 740b can achieve the desired longitudinal force by emphasizing longitudinal thrust (e.g., front propeller thrust). In cruising flight mode, the mixer 740b can achieve the desired vertical force by commanding pitch 746 (e.g., increasing pitch attitude) and requesting thrust 748 (e.g., increasing longitudinal thrust).

[0060] In some embodiments, mixers 740a and 740b may be configured to output force commands and moment commands to the inner loop 750. The force commands and moment commands may consist of up to six commands, including force commands in the x, y, and z directions and moment commands around the x, y, and z axes. As is well known to those skilled in the art, these force commands and moment commands can be derived from operator commands (or autopilot commands, or commands from an autonomous control system for unmanned aircraft) and the aircraft's state (e.g., speed, acceleration, altitude, attitude).

[0061] The inner loop 750 may be configured to determine the mechanical and electrical actions necessary to execute the received force and moment commands. In some embodiments, the inner loop 750 may depend on the aircraft dynamics 730. For example, the inner loop 750 may be configured to counteract disturbances at the attitude and rate levels in order to stabilize the aircraft. In addition or alternatively, the inner loop 750 may take into account the period of eigenmodes affecting the pitch axis (e.g., phugeroid modes) and may appropriately control the aircraft to counteract such eigenmodes of the aircraft. In some embodiments, the inner loop 750 may depend on the inertia of the aircraft.

[0062] The control assignment model 760 can accept one or more of the following as inputs: force and moment commands, data received from one or more aircraft sensors, envelope protection limits, scheduling parameters, and optimizer parameters. Based on these inputs, the control assignment model 760 may be configured to determine actuator commands that can be calculated by minimizing an objective function that includes one or more primary objectives, such as achieving commanded aircraft force and moment, and one or more secondary objectives, such as minimizing acoustic noise and / or optimizing battery pack usage.

[0063] Envelope protection limits may include command limits that prevent movement outside the flight envelope, defining the operational limits of the aircraft, including limits based on speed and acceleration, as is known in the art.

[0064] Scheduling parameters may be speed-related parameters used to define the allocation problem.

[0065] As explained above, the aerodynamic parameters may be functions of the scheduling parameters.

[0066] The optimizer parameters may be parameters used to define the optimization problem, as will be further described below. The optimizer parameters may include axis weights that define the relative priorities of the force axis and moment axis. The optimizer parameters may also include individual actuator weights that define the relative importance of different actuators in the control assignment problem. In some embodiments, the optimizer parameters may be functions of the scheduling parameters.

[0067] In some embodiments, the control assignment model 760 may be configured to calculate limits for individual actuator commands based on the state of the actuator and the envelope protection limits. Under normal operation, the minimum command limit for a particular actuator includes the maximum of the hardware-based minimum limit and the flight envelope minimum limit, and the maximum command limit includes the minimum of the hardware-based maximum limit and the flight envelope maximum limit. If an actuator fails, the command limit for the failed actuator will correspond to its failure mode.

[0068] Figure 8 shows an exemplary inceptor consistent with the disclosed embodiment. For example, the left inceptor 802a may be an inceptor located to the left of the pilot, and the right inceptor 802b may be an inceptor located to the right of the pilot. The left inceptor 802a may include a thumbstick 804a, an autotransition / hovering switch 806, an override button 808a, a takeoff / go-around (TOGA) switch 810, and a landing light button 812. The right inceptor 802b may include a thumbstick 804b, an override button 808b, a push-to-talk (PTT) button 814, and an autopilot (AP) disengage button 816.

[0069] The thumbstick 804a may be configured to perform different functions based on a determined operating mode. For example, during normal operating mode (e.g., when the override inceptor is not enabled), the thumbstick 804a may be configured to act as a beep switch, adjusting the airspeed by 1 knot with each beep (e.g., one beep on the thumbstick 804a commands an increase in airspeed by 1 knot). On the other hand, during override mode (e.g., when the override inceptor is enabled), the flight control system can switch control from the left inceptor 802a to the thumbstick 804a so that the linear displacement of the left inceptor 802a can be ignored. A similar configuration may be applied to the thumbstick 804b of the right inceptor 802b.

[0070] The automatic transition / hovering switch 806 may be configured for forward and backward movement, and may also be configured to be movable / pushed. For example, moving the switch 806 upward / forward allows the aircraft to enter the outbound automatic transition mode. Conversely, moving the switch 806 backward / rearward allows the aircraft to enter the return automatic transition mode. Pushing the switch 806 down (i.e., pressing the switch) allows the aircraft to enter the hovering response mode. In some embodiments, pushing the switch 806 down can switch the aircraft between the hovering response mode and the forward flight mode. In some embodiments, the flight control system may ignore the pushing down of the switch 806 based on the determination that the aircraft is moving at an airspeed above a predetermined threshold.

[0071] The override button 808a may be configured to switch control from the left interceptor 802a to the thumbstick 804a, thereby allowing the linear displacement of the left interceptor 802a to be ignored. A similar configuration can be applied to the override button 808b.

[0072] The TOGA switch 810 may be configured to perform different autopilot functions based on the determined flight phase. For example, by pressing down the switch 810, based on the flight phase being the takeoff phase, the aircraft can be supplied with calculated takeoff power by increasing the engine speed. Conversely, by pressing down the switch 810, based on the flight phase being the landing phase, the aircraft can be made to "go around" by increasing the power toward go-around thrust.

[0073] The landing light button 812 may be configured to turn on / off lights used to assist in landing. The PTT button 814 may be configured to enable the pilot's transmit button-type communication input. The AP release button 816 may be configured to disable the autopilot.

[0074] In addition, or alternatively, these buttons and switches may be configured to function with a single press, so that they do not need to be held down to perform their respective functions.

[0075] Figure 9 shows an exemplary method 900 for controlling an aircraft, consistent with the disclosed embodiments. Method 900 can be used to control an electric aircraft using a flight control device such as the flight control device of Figure 1. As described above, method 900 or any part thereof may be performed by the processor 130.

[0076] In step 902, the processor 130 may be configured to receive signals corresponding to the longitudinal and transverse linear movements of the first and second inceptors, where the first and second inceptors are configured to accept longitudinal and transverse linear movements as manual inputs. As described in Figure 1 above, each inceptor may have one or more sensors integrated into the inceptor that are configured to respond to forces applied through the inceptor's movement by generating and transmitting electronic signals corresponding to the inceptor's movement to the processor 130. In addition or alternatively, each inceptor may have one or more sensors integrated into the inceptor that are configured to respond to forces applied through the inceptor's movement by generating and transmitting electronic signals corresponding to the inceptor's movement to the processor 130. In addition or alternatively, each inceptor may have a force feedback component configured to receive control signals from the flight control computer of the flight control device and to apply a reaction force based on the received control signals.

[0077] In some embodiments, the processor 130 can determine the aircraft's airspeed and, based on the determined airspeed, determine one of several flight stages for the aircraft. For example, the processor 130 may be configured to communicate with one or more sensors configured to measure or otherwise determine the aircraft's airspeed. Based on the airspeed, the processor 130 can determine the aircraft's flight stage. In addition or alternatively, the processor 130 can determine the flight stage based on input received via a user interface. For example, the processor 130 can receive a signal indicating the pilot's intention to change the flight stage, which is generated based on pilot input (e.g., receiving instructions that a button on an inceptor has been pressed / moved). In addition or alternatively, the processor 130 can determine the flight stage based on a measured ground speed.

[0078] In some embodiments, the flight phases include hovering, transition, and conventional takeoff and landing (CTOL). For example, the processor 130 determines the flight phase to be hovering when the airspeed is below a first predetermined airspeed, determines it to be a transition when the airspeed is above the first predetermined airspeed but below a second predetermined airspeed, and determines it to be conventional takeoff and landing (CTOL) when the airspeed is above the second predetermined airspeed.

[0079] In step 904, the processor 130 may be configured to control the aircraft's movement based on received signals, where the aircraft's heading is controlled based on a signal corresponding to the lateral linear movement of the second interceptor. In some embodiments, controlling the aircraft's heading may include using a control law. In some embodiments, controlling the aircraft's heading may be further based on a determined flight phase. For example, during vertical takeoff or vertical landing in the hovering flight phase, the aircraft's heading control via the yaw axis may be based on a signal corresponding to the lateral linear movement of the second interceptor. In some embodiments, the processor 130 may be configured to receive a motion signal from the second interceptor, which corresponds to the longitudinal linear movement of the second interceptor, and the aircraft's altitude can be controlled based on the received motion signal.

[0080] In some embodiments, controlling the aircraft's movement based on received signals may further include using control laws based on a determined flight phase. For example, if the determined flight phase is hovering, control of the longitudinal inertial velocity may be based on received signals corresponding to the longitudinal linear motion of the first interceptor, and control of the lateral inertial velocity may be based on received signals corresponding to the lateral linear motion of the first interceptor. In addition or alternatively, if the determined flight phase is hovering, control of the vertical velocity may be based on received signals corresponding to the longitudinal linear motion of the second interceptor, and control of the hovering turn velocity may be based on received signals corresponding to the lateral linear motion of the second interceptor. In some embodiments, if the determined flight phase is transition or conventional takeoff and landing (CTOL), control of the airspeed may be based on received signals corresponding to the longitudinal linear motion of the first interceptor, and control of the lateral air-relative velocity may be based on received signals corresponding to the lateral linear motion of the first interceptor. In addition or alternatively, control of the flight path angular velocity can be based on a received signal corresponding to the longitudinal linear movement of the second interceptor, and control of the bank turn velocity can be based on a received signal corresponding to the lateral linear movement of the second interceptor.

[0081] In some embodiments, the processor 130 can receive mode signals for switching flight control. For example, the processor 130 can receive mode signals for switching flight control from a first mode to a second mode, where the first mode is a hovering mode and the second mode is a cruising mode. In some embodiments, the processor 130 can receive mode signals for switching flight control from a first mode to a third mode, where the first mode is a hovering mode and the third mode is a deceleration mode.

[0082] In some embodiments, the processor 130 can receive a control transfer signal and, in response to the received control transfer signal, can transfer command control from at least one of the first or second inceptor to at least one of the third or fourth inceptor. For example, if the processor 130 receives a control transfer signal from the first inceptor (e.g., the left inceptor), it can transfer command control to the third inceptor (e.g., the left thumbstick).

[0083] In some embodiments, the second inceptor is not configured to accept a twisting motion as a manual input.

[0084] In some embodiments, controlling the aircraft's heading is not based on a signal corresponding to the twisting motion of a second interceptor.

[0085] This embodiment can be further described using the following sections. A term group 1. A flight control device, Processor and A first inceptor, which is communicably connected to the processor, and which is configured to accept vertical and horizontal linear movements as manual inputs and to provide corresponding signals to the processor, A second inceptor, which is communicably connected to the processor, wherein the second inceptor is configured to accept vertical and horizontal linear movements as manual inputs and to provide corresponding signals to the processor, The processor is configured to control the aircraft's heading using signals received from the second interceptor that correspond to the lateral linear movement of the second interceptor. Flight control system.

[0086] 2. The apparatus according to paragraph A1, wherein the processor is configured to use a control law to control the heading of the aircraft.

[0087] 3. The apparatus according to either paragraph A1 or A2, wherein the processor is configured to control the heading of the aircraft based on a determined flight phase.

[0088] 4. The apparatus according to any one of paragraphs A1 to A3, wherein, during the hovering flight phase, the processor is configured to control the heading of the aircraft via the yaw axis using the signal received from the second interceptor corresponding to the lateral linear movement of the second interceptor.

[0089] 5. The apparatus according to any one of paragraphs A1 to A4, wherein, in a conventional flight phase, the processor is configured to control the heading of the aircraft via the roll angle using the signal received from the second interceptor corresponding to the lateral linear movement of the second interceptor.

[0090] 6. The apparatus according to any one of paragraphs A1 to A5, wherein the processor is configured to control the altitude of the aircraft using the signal received from the second inceptor corresponding to the longitudinal linear movement of the second inceptor.

[0091] 7. The apparatus according to any one of paragraphs A1 to A6, wherein the first inceptor is an inceptor on the left side relative to the pilot of the aircraft, and the second inceptor is an inceptor on the right side relative to the pilot of the aircraft.

[0092] 8. The apparatus according to any one of paragraphs A1 to A7, wherein the processor is not configured to control the heading of the aircraft using signals received from the second inceptor corresponding to the torsional motion of the second inceptor.

[0093] 9. The apparatus according to any of sections A1 to A8, wherein the second interceptor is not configured to provide the processor with a signal corresponding to a torsional motion as a manual input.

[0094] 10. The apparatus according to any of sections A1 to A9, wherein the second inceptor is not configured to accept a torsional motion as a manual input.

[0095] 11. The device according to any one of paragraphs A1 to A10, wherein the flight control device does not include a foot pedal configured to control the heading of the aircraft via the yaw axis of the aircraft during flight.

[0096] 12. Further comprising at least one sensor configured to measure the airspeed of the aircraft, and at least one sensor being communicably connected to a processor to determine one of a plurality of flight stages based on the measured airspeed of the aircraft, The aforementioned multiple flight stages include hovering when the measured airspeed is less than a first predetermined airspeed, transitioning when the measured airspeed is greater than or equal to the first predetermined airspeed and less than a second predetermined airspeed, and conventional flight when the measured airspeed is greater than or equal to the second predetermined airspeed. The apparatus described in paragraph A3.

[0097] 13. The apparatus according to any one of paragraphs A1 to A12, wherein the processor is further configured to use a control law to control the aircraft based on a determined flight phase, as follows: If the aforementioned determined flight stage is hovering, The longitudinal linear motion of the first inceptor provides the processor with a corresponding signal for controlling the longitudinal inertial velocity of the aircraft, and the lateral linear motion of the first inceptor provides the processor with a corresponding signal for controlling the lateral inertial velocity of the aircraft, and The longitudinal linear motion of the second interceptor provides the processor with a corresponding signal for controlling the aircraft's vertical speed, and the lateral linear motion of the second interceptor provides the processor with a corresponding signal for controlling the aircraft's hovering turn speed, and If the aforementioned determined flight phase is a transition or a conventional flight, The longitudinal linear motion of the first interceptor provides the processor with a corresponding signal for controlling the aircraft's airspeed, and the lateral linear motion of the first interceptor provides the processor with a corresponding signal for controlling the aircraft's lateral air-relative velocity, and The longitudinal linear motion of the second interceptor provides the processor with a corresponding signal for controlling the flight path angular velocity of the aircraft, and the lateral linear motion of the second interceptor provides the processor with a corresponding signal for controlling the bank turn speed of the aircraft. Device.

[0098] 14. The processor is configured to determine a response mode and output an interceptor command based on the determined response mode, and the interceptor command is If the determined response mode is a first mode and the first interceptor is positioned longitudinally in a detent, the output interceptor command shall maintain the current longitudinal position of the aircraft. If the determined response mode is the second mode and the first inceptor is positioned in a longitudinal detent, the output inceptor command is to maintain the airspeed the aircraft was traveling at before the first inceptor was positioned in a longitudinal detent. The apparatus described in any of paragraphs A1 to A13, including the following.

[0099] 15. The apparatus described in paragraph A14, wherein the first mode is available only when the measured ground speed is less than a predetermined ground speed.

[0100] 16. The apparatus according to any one of paragraphs A1 to A15, further comprising a transition button configured to switch flight control to a cruising mode for the outbound journey when the transition button is moved forward, and to a deceleration mode for the return journey when the transition button is moved backward. 17. The first thumb inceptor associated with the first inceptor, A second thumb inceptor associated with the aforementioned second inceptor, The apparatus described in any of paragraphs A1 to A16, further comprising the above.

[0101] B term group 1. Flight simulator device Processor and A first inceptor, which is communicably connected to the processor, and which is configured to accept vertical and horizontal linear movements as manual inputs and to provide corresponding signals to the processor, A second inceptor, which is communicably connected to the processor, wherein the second inceptor is configured to accept vertical and horizontal linear movements as manual inputs and to provide corresponding signals to the processor, The processor is configured to control the heading of the simulated aircraft using signals received from the second interceptor corresponding to the lateral linear movement of the second interceptor. Flight simulator device.

[0102] 2. The apparatus according to paragraph B1, wherein the processor is configured to use a control law to control the heading of the simulated aircraft.

[0103] 3. The apparatus according to either paragraph B1 or B2, wherein the processor is configured to control the heading of the simulated aircraft based on a determined flight phase.

[0104] 4. The apparatus according to any one of paragraphs B1 to B3, wherein, during the hovering flight phase, the processor is configured to control the heading of the simulated aircraft via the yaw axis using the signal received from the second interceptor corresponding to the lateral linear movement of the second interceptor.

[0105] 5. The apparatus according to any one of paragraphs B1 to B3, wherein, in a conventional flight phase, the processor is configured to control the heading of the aircraft via the roll angle of the simulated aircraft using the signal received from the second interceptor corresponding to the lateral linear movement of the second interceptor.

[0106] 6. The apparatus according to any one of paragraphs B1 to B5, wherein the processor is configured to control the altitude of the simulated aircraft using the signal received from the second inceptor corresponding to the longitudinal linear movement of the second inceptor.

[0107] 7. The device according to any of paragraphs B1 to B6, wherein the first inceptor is the left-side inceptor with respect to the user of the flight simulator, and the second inceptor is the right-side inceptor with respect to the user of the flight simulator.

[0108] 8. The apparatus according to any one of sections B1 to B7, wherein the processor is not configured to control the heading of the simulated aircraft using signals received from the second inceptor corresponding to the torsional motion of the second inceptor.

[0109] 9. The apparatus according to any of sections B1 to B8, wherein the second interceptor is not configured to provide the processor with a signal corresponding to a torsional motion as a manual input.

[0110] 10. The apparatus described in any of sections B1 to B9, wherein the second inceptor is not configured to accept a torsional motion as a manual input.

[0111] 11. The device according to any one of paragraphs B1 to B10, wherein the flight simulation device does not include a foot pedal configured to control the heading of the aircraft via the yaw axis of the simulated aircraft during flight.

[0112] 12. The apparatus according to paragraph B3, wherein the processor is configured to determine one of a plurality of flight stages based on the airspeed of the simulated aircraft, the plurality of flight stages include hovering when the airspeed is less than a first predetermined airspeed, transition when the airspeed is greater than or equal to the first predetermined airspeed and less than a second predetermined airspeed, and conventional flight when the airspeed is greater than or equal to the second predetermined airspeed.

[0113] 13. The apparatus according to any one of paragraphs B1 to B12, wherein the processor is further configured to use a control law to control the simulated aircraft based on a determined flight phase, as follows: If the aforementioned determined flight stage is hovering, The longitudinal linear motion of the first inceptor provides the processor with a corresponding signal for controlling the longitudinal inertial velocity of the simulated aircraft, and the lateral linear motion of the first inceptor provides the processor with a corresponding signal for controlling the lateral inertial velocity of the simulated aircraft, and The longitudinal linear movement of the second inceptor provides the processor with a corresponding signal for controlling the vertical speed of the simulated aircraft, and the lateral linear movement of the second inceptor provides the processor with a corresponding signal for controlling the hovering turn speed of the simulated aircraft, and If the aforementioned determined flight phase is a transition or a conventional flight, The longitudinal linear motion of the first inceptor provides the processor with a corresponding signal for controlling the airspeed of the simulated aircraft, and the lateral linear motion of the first inceptor provides the processor with a corresponding signal for controlling the lateral air-relative velocity of the simulated aircraft, and The longitudinal linear movement of the second inceptor provides the processor with a corresponding signal for controlling the flight path angular velocity of the simulated aircraft, and the lateral linear movement of the second inceptor provides the processor with a corresponding signal for controlling the bank turn speed of the simulated aircraft. Device.

[0114] 14. The processor is configured to determine a response mode and output an interceptor command based on the determined response mode, and the interceptor command is If the determined response mode is a first mode and the first inceptor is positioned longitudinally in a detent, the output inceptor command shall maintain the current longitudinal position of the simulated aircraft. If the determined response mode is the second mode and the first inceptor is positioned in a longitudinal detent, the output inceptor command maintains the airspeed at which the simulated aircraft was moving before the first inceptor was positioned in a longitudinal detent. The apparatus described in any of paragraphs B1 to B13, including the following.

[0115] 15. The apparatus according to paragraph B14, wherein the first mode is available only when the ground speed of the simulated aircraft is below a predetermined ground speed.

[0116] 16. The apparatus according to any one of paragraphs B1 to B15, further comprising a transition button configured to switch flight control to a cruising mode for outbound transition when the transition button is moved forward, and to a deceleration mode for return transition when the transition button is moved backward.

[0117] 17. The first thumb inceptor associated with the first inceptor, The apparatus according to any one of the paragraphs B1 to B16, further comprising a second thumb inceptor associated with the second inceptor.

[0118] C term group 1. A video game device, Processor and A first inceptor, which is communicably connected to the processor, and which is configured to accept vertical and horizontal linear movements as manual inputs and to provide corresponding signals to the processor, A second inceptor, which is communicably connected to the processor, wherein the second inceptor is configured to accept vertical and horizontal linear movements as manual inputs and to provide corresponding signals to the processor, The processor is configured to control the heading of an aircraft in a video game using a signal received from the second interceptor that corresponds to the lateral linear movement of the second interceptor. Video game device.

[0119] 2. The apparatus according to paragraph C1, wherein the processor is configured to use a control law to control the heading of the aircraft.

[0120] 3. The apparatus according to either paragraph C1 or C2, wherein the processor is configured to control the heading of the aircraft based on a determined flight phase.

[0121] 4. The apparatus according to any one of paragraphs C1 to C3, wherein, during the hovering flight phase, the processor is configured to control the heading of the aircraft via the yaw axis using the signal received from the second interceptor corresponding to the lateral linear movement of the second interceptor.

[0122] 5. The apparatus according to any one of paragraphs C1 to C3, wherein, in a conventional flight phase, the processor is configured to control the heading of the aircraft via the roll angle using the signal received from the second interceptor corresponding to the lateral linear movement of the second interceptor.

[0123] 6. The apparatus according to any one of sections C1 to C5, wherein the processor is configured to control the altitude of the aircraft using the signal received from the second inceptor corresponding to the longitudinal linear movement of the second inceptor.

[0124] 7. The apparatus according to any one of paragraphs C1 to C6, wherein the first inceptor is an inceptor on the left side with respect to the user of the video gamer apparatus, and the second inceptor is an inceptor on the right side with respect to the user of the video gamer apparatus.

[0125] 8. The apparatus according to any one of sections C1 to C7, wherein the processor is not configured to control the heading of the aircraft using signals received from the second inceptor corresponding to the torsional motion of the second inceptor.

[0126] 9. The apparatus according to any of sections C1 to C8, wherein the second interceptor is not configured to provide the processor with a signal corresponding to a torsional motion as a manual input.

[0127] 10. The apparatus according to any of sections C1 to C9, wherein the second interceptor is not configured to accept a torsional motion as a manual input.

[0128] 11. The device according to any one of paragraphs C1 to C10, wherein the video game device does not include a foot pedal configured to control the heading of the aircraft via the yaw axis of the aircraft during flight.

[0129] 12. The apparatus according to paragraph C3, wherein the processor is configured to determine one of a plurality of flight stages based on the airspeed of the aircraft, the plurality of flight stages include hovering when the airspeed is less than a first predetermined airspeed, transition when the airspeed is greater than or equal to the first predetermined airspeed and less than a second predetermined airspeed, and conventional flight when the airspeed is greater than or equal to the second predetermined airspeed.

[0130] 13. The apparatus according to any one of paragraphs C1 to C12, wherein the processor is further configured to use a control law to control the aircraft based on the flight phase determined as follows: If the aforementioned determined flight stage is hovering, The longitudinal linear motion of the first inceptor provides the processor with a corresponding signal for controlling the longitudinal inertial velocity of the aircraft, and the lateral linear motion of the first inceptor provides the processor with a corresponding signal for controlling the lateral inertial velocity of the aircraft, and The longitudinal linear motion of the second interceptor provides the processor with a corresponding signal for controlling the aircraft's vertical speed, and the lateral linear motion of the second interceptor provides the processor with a corresponding signal for controlling the aircraft's hovering turn speed, and If the aforementioned determined flight phase is a transition or a conventional flight, The longitudinal linear motion of the first interceptor provides the processor with a corresponding signal for controlling the aircraft's airspeed, and the lateral linear motion of the first interceptor provides the processor with a corresponding signal for controlling the aircraft's lateral air-relative velocity, and The longitudinal linear motion of the second interceptor provides the processor with a corresponding signal for controlling the flight path angular velocity of the aircraft, and the lateral linear motion of the second interceptor provides the processor with a corresponding signal for controlling the bank turn speed of the aircraft. Device.

[0131] 14. The processor is configured to determine a response mode and output an interceptor command based on the determined response mode, and the interceptor command is If the determined response mode is a first mode and the first interceptor is positioned longitudinally in a detent, the output interceptor command shall maintain the current longitudinal position of the aircraft. If the determined response mode is the second mode and the first inceptor is positioned in a longitudinal detent, the output inceptor command is to maintain the airspeed the aircraft was traveling at before the first inceptor was positioned in a longitudinal detent. including, The apparatus described in any of sections C1 to C13.

[0132] 15. The apparatus described in paragraph C14, wherein the first mode is available only when the aircraft's ground speed is below a predetermined ground speed.

[0133] 16. The apparatus according to any one of sections C1 to C15, further comprising a transition button configured to switch flight control to a cruising mode for outbound transition when the transition button is moved forward, and to a deceleration mode for return transition when the transition button is moved backward.

[0134] 17. The first thumb inceptor associated with the first inceptor, The apparatus according to any one of the clauses C1 to C16, further comprising a second thumb inceptor associated with the second inceptor.

[0135] D term group 1. A method for controlling an aircraft, wherein the method is Receiving signals corresponding to the linear vertical and horizontal movements of a first inceptor and a second inceptor, wherein the first inceptor and the second inceptor are configured to accept linear vertical and horizontal movements as manual inputs, A method comprising controlling the movement of an aircraft based on the received signals, wherein the control of the aircraft's heading is performed based on a signal corresponding to the lateral linear movement of the second interceptor.

[0136] 2. The method of paragraph D1, wherein controlling the heading of the aircraft includes using a control law.

[0137] 3. The method described in paragraph D1 or D2, wherein the heading of the aircraft is controlled based on the determined flight phase.

[0138] 4. The above method further, The method according to paragraph D3, comprising controlling the heading of the aircraft via the yaw axis of the aircraft based on a signal corresponding to the lateral linear movement of the second interceptor when the aircraft is in a hovering flight phase.

[0139] 5. The above method further, The method according to paragraph D3, which includes controlling the heading via the roll angle of the aircraft based on a signal corresponding to the lateral linear movement of the second interceptor when the aircraft is in a conventional flight phase.

[0140] 6. The above method further, Receiving a motion signal from the second inceptor, wherein the motion signal corresponds to the vertical linear movement of the second inceptor. The method according to any one of paragraphs D1 to D5, comprising controlling the altitude of the aircraft based on the received movement signal.

[0141] 7. The above method further, Receiving a mode signal to switch flight control from the first mode to the second mode, The method according to any one of the items D1 to D6, comprising switching the flight control from the first mode to the second mode, wherein the first mode is a hovering mode and the second mode is a cruising mode.

[0142] 8. The above method further, Receiving a mode signal for switching the flight control from the first mode to the third mode, The method according to any one of the terms D1 to D7, comprising switching the flight control from the first mode to the second mode, wherein the first mode is a hovering mode and the third mode is a deceleration mode.

[0143] 9. The above method further, To determine the airspeed of the aforementioned aircraft, This includes determining one of a plurality of flight stages based on the determined airspeed of the aircraft, The aforementioned multiple flight stages include hovering when the determined airspeed is less than a first predetermined airspeed, transitioning when the determined airspeed is equal to or greater than the first predetermined airspeed and less than a second predetermined airspeed, and conventional takeoff and landing (CTOL) when the determined airspeed is equal to or greater than the second predetermined airspeed. The method described in any of the items D1 to D8.

[0144] 10. Controlling the movement of the aircraft based on the received signal, This includes using control laws based on the determined flight phase, If the aforementioned determined flight stage is hovering, The vertical inertial velocity is controlled based on a signal corresponding to the vertical linear motion of the first inceptor, and the horizontal inertial velocity is controlled based on a signal corresponding to the horizontal linear motion of the first inceptor. Controlling the vertical velocity is based on a signal corresponding to the longitudinal linear movement of the second inceptor, and controlling the hovering orbit velocity is based on a signal corresponding to the lateral linear movement of the second inceptor. If the aforementioned determined flight phase is a transition phase or a conventional takeoff and landing (CTOL), Controlling the airspeed is based on a signal corresponding to the longitudinal linear motion of the first interceptor, and controlling the lateral relative airspeed is based on a signal corresponding to the lateral linear motion of the first interceptor. Controlling the flight path angular velocity is based on a signal corresponding to the longitudinal linear movement of the second inceptor, and controlling the bank turn speed is based on a signal corresponding to the lateral linear movement of the second inceptor. The method described in any of paragraphs D1 to D9.

[0145] 11. The above method further, Receiving a transfer control signal, The method according to any one of paragraphs D1 to D10, comprising transferring command control from at least one of the first inceptor or the second inceptor to at least one of the third inceptor or the fourth inceptor in response to the received transfer control signal.

[0146] 12. The method described in any of paragraphs D1 to D11, wherein the second inceptor is not configured to accept a twisting motion as a manual input.

[0147] 13. The method according to any one of paragraphs D1 to D12, wherein the control of the aircraft's heading is not based on a signal corresponding to the torsional motion of the second interceptor. 14. The method described in any of paragraphs D1 to D13, wherein the method is performed in an actual aircraft, a flight simulator, or a video game device.

[0148] The above description is provided for illustrative purposes only. It is not exhaustive and does not limit the invention to the exact forms or embodiments disclosed. Modifications and adaptations of the invention will be apparent to those skilled in the art from considering the specifications and practices of the disclosed embodiments of the invention disclosed herein.

[0149] The features and advantages of this disclosure are evident from the detailed specifications, and therefore the attached claims are intended to cover all systems and methods that fall within the true essence and scope of this disclosure. In this specification, indefinite articles such as “a” and “an” mean “one or more.” Similarly, the use of plural terms does not necessarily indicate plural unless it is clear in the given context. Words such as “and” and “or” mean “and / or” unless otherwise indicated. Furthermore, since numerous modifications and variations are readily possible by examining this disclosure, it is undesirable to limit this disclosure to the exact configurations and operations illustrated and described, and therefore all appropriate modifications and equivalents that fall within the scope of this disclosure can be utilized.

[0150] Other embodiments will become apparent to those skilled in the art from the implementation specifications and considerations of carrying out the invention disclosed herein. The architectures and circuit layouts shown in the drawings are for illustrative purposes only and are not intended to limit the invention to any specific configuration and circuit layout shown in the drawings. Furthermore, this specification and the examples should be considered as illustrative only, and the true scope and spirit of the invention are intended to be expressed by the following claims.

Claims

1. A device for controlling an aircraft, Processor and A first inceptor, which is communicably connected to the processor, and which is configured to accept vertical and horizontal linear movements as manual inputs and to provide corresponding signals to the processor, A second interceptor, which is communicatively connected to the processor, is configured to accept vertical and horizontal linear movements as manual inputs and to provide corresponding signals to the processor. The processor is configured to control the heading of the aircraft using signals received from the second interceptor that correspond to the lateral linear movement of the second interceptor. Device.

2. The apparatus according to claim 1, wherein the processor is configured to control the heading of the aircraft using the signal received from the second interceptor corresponding to the lateral linear movement of the second interceptor during both the hovering flight phase and the conventional flight phase.

3. The apparatus according to claim 1 or 2, wherein the processor is configured to use a control law to control the heading of the aircraft.

4. The apparatus according to any one of claims 1 to 3, wherein the processor is configured to control the heading of the aircraft based on a determined flight phase.

5. The apparatus according to claim 4, wherein, during the hovering flight phase, the processor is configured to control the heading of the aircraft via the yaw axis using the signal received from the second interceptor corresponding to the lateral linear movement of the second interceptor.

6. The apparatus according to claim 4 or 5, wherein, in a conventional flight phase, the processor is configured to control the heading of the aircraft via the roll angle using the signal received from the second interceptor corresponding to the lateral linear movement of the second interceptor.

7. The apparatus according to any one of claims 1 to 6, wherein the processor is configured to control the altitude of the aircraft using the signal received from the second inceptor corresponding to the longitudinal linear movement of the second inceptor.

8. The apparatus according to any one of claims 1 to 7, wherein the first inceptor is an inceptor on the left side with respect to the pilot of the aircraft, and the second inceptor is an inceptor on the right side with respect to the pilot of the aircraft.

9. The apparatus according to any one of claims 1 to 8, wherein the processor is not configured to control the heading of the aircraft using a signal received from the second interceptor corresponding to the torsional motion of the second interceptor.

10. The apparatus according to any one of claims 1 to 9, wherein the second interceptor is not configured to provide the processor with a signal corresponding to a torsional motion as a manual input.

11. The apparatus according to any one of claims 1 to 10, wherein the second interceptor is not configured to accept a torsional motion as a manual input.

12. The apparatus according to any one of claims 1 to 11, wherein the apparatus does not include a foot pedal configured to control the heading of the aircraft via the yaw axis of the aircraft during flight.

13. The processor is configured to determine one of a plurality of flight stages based on the aircraft's airspeed, The aforementioned multiple flight stages include hovering when the airspeed is less than a first predetermined airspeed, transitioning when the airspeed is equal to or greater than the first predetermined airspeed and less than a second predetermined airspeed, and conventional flight when the airspeed is equal to or greater than the second predetermined airspeed. The apparatus according to any one of claims 4, 5, or 6.

14. The apparatus according to any one of claims 4, 5, 6, or 13, wherein the processor is further configured to use a control law to control the aircraft based on the determined flight stage, as follows: If the aforementioned determined flight stage is hovering, The longitudinal linear motion of the first inceptor provides the processor with a corresponding signal for controlling the longitudinal inertial velocity of the aircraft, and the lateral linear motion of the first inceptor provides the processor with a corresponding signal for controlling the lateral inertial velocity of the aircraft, and The longitudinal linear movement of the second interceptor provides the processor with a corresponding signal for controlling the aircraft's vertical speed, and the lateral linear movement of the second interceptor provides the processor with a corresponding signal for controlling the aircraft's turning speed, and If the aforementioned determined flight phase is a transition or a conventional flight, The longitudinal linear motion of the first interceptor provides the processor with a corresponding signal for controlling the aircraft's airspeed, and the lateral linear motion of the first interceptor provides the processor with a corresponding signal for controlling the aircraft's lateral air-relative velocity, and The longitudinal linear motion of the second interceptor provides the processor with a corresponding signal for controlling the flight path angular velocity of the aircraft, and the lateral linear motion of the second interceptor provides the processor with a corresponding signal for controlling the bank turn speed of the aircraft. Device.

15. The processor is configured to determine a response mode and output an interceptor command based on the determined response mode, and the interceptor command is If the determined response mode is a first mode and the first interceptor is positioned longitudinally in a detent, the output interceptor command shall maintain the current longitudinal position of the aircraft. If the determined response mode is the second mode and the first interceptor is positioned in a longitudinal detent, the output interceptor command maintains the airspeed the aircraft was traveling at before the first interceptor was positioned in a longitudinal detent. The apparatus according to any one of claims 1 to 14, including the apparatus described above.

16. The apparatus according to claim 15, wherein the first mode is available only when the ground speed is less than a predetermined ground speed.

17. moreover, The apparatus according to any one of claims 1 to 16, comprising a transition button configured to switch the flight control to a cruising mode for the outbound journey when the transition button is moved forward, and to a deceleration mode for the return journey when the transition button is moved backward.

18. A first thumb inceptor associated with the first inceptor, A second thumb inceptor associated with the second inceptor, The apparatus according to any one of claims 1 to 17, further comprising:

19. The apparatus according to any one of claims 1 to 18, wherein the apparatus is either a control device for a flight simulator or a control device for a video game.

20. A method for controlling an aircraft, wherein the method is Receiving signals via a processor that correspond to the vertical and horizontal linear movements of a first inceptor and a second inceptor, wherein the first inceptor and the second inceptor are configured to accept vertical and horizontal linear movements as manual inputs, Controlling the aircraft's movement via the processor based on the received signals, wherein the aircraft's heading is controlled based on a signal corresponding to the lateral linear movement of the second interceptor. A method that includes this.

21. The method according to claim 20, wherein the processor is configured to control the heading of the aircraft in both the hovering flight phase and the conventional flight phase using the signal received from the second interceptor, which corresponds to the lateral linear movement of the second interceptor in both the hovering flight phase and the conventional flight phase.

22. The method according to claim 20 or 21, wherein controlling the heading of the aircraft includes using a control law.

23. The method according to any one of claims 20 to 22, wherein the heading of the aircraft is controlled further based on a determined flight phase.

24. The above method further, The method according to claim 23, comprising controlling the heading of the aircraft via the yaw axis of the aircraft based on a signal corresponding to the lateral linear movement of the second interceptor when the aircraft is in a hovering flight phase.

25. The above method further, The method according to claim 23 or 24, comprising controlling the heading via the roll angle of the aircraft based on a signal corresponding to the lateral linear movement of the second interceptor when the aircraft is in a conventional flight phase.

26. The above method further, The method involves receiving a motion signal from the second inceptor, wherein the motion signal corresponds to the vertical linear movement of the second inceptor. The method according to any one of claims 20 to 25, further comprising controlling the altitude of the aircraft based on the received movement signal.

27. The above method further, Receiving a mode signal to switch flight control from the first mode to the second mode, The method according to any one of claims 20 to 26, comprising switching the flight control from the first mode to the second mode, wherein the first mode is a hovering mode and the second mode is a cruising mode.

28. The above method further, Receiving a mode signal for switching the flight control from the first mode to the third mode, The method according to any one of claims 20 to 27, comprising switching the flight control from the first mode to the second mode, wherein the first mode is a hovering mode and the third mode is a deceleration mode.

29. The above method further, To determine the airspeed of the aforementioned aircraft, This includes determining one of a plurality of flight stages based on the determined airspeed of the aircraft, The method according to any one of claims 23 to 25, wherein the plurality of flight stages include hovering when the determined airspeed is less than a first predetermined airspeed, transitioning when the determined airspeed is equal to or greater than the first predetermined airspeed and less than a second predetermined airspeed, and conventional when the determined airspeed is equal to or greater than the second predetermined airspeed.

30. Furthermore, controlling the movement of the aircraft based on the received signal is also possible. This involves using control laws based on the determined flight phase. If the aforementioned determined flight stage is hovering, Controlling the vertical inertial velocity is based on a signal corresponding to the vertical linear motion of the first inceptor, and controlling the horizontal inertial velocity is based on a signal corresponding to the horizontal linear motion of the first inceptor. Controlling the vertical velocity is based on a signal corresponding to the longitudinal linear movement of the second inceptor, and controlling the hovering orbit velocity is based on a signal corresponding to the lateral linear movement of the second inceptor. If the aforementioned determined flight phase is a transition or a conventional flight, Controlling the airspeed is based on a signal corresponding to the longitudinal linear motion of the first interceptor, and controlling the lateral air relative velocity is based on a signal corresponding to the lateral linear motion of the first interceptor. Controlling the flight path angular velocity is done using a control law based on a signal corresponding to the longitudinal linear movement of the second interceptor, and controlling the bank turn speed is done using a control law based on a signal corresponding to the lateral linear movement of the second interceptor. The method according to any one of claims 23, 24, 25, or 29, including the following:

31. The above method further, Receiving a transfer control signal, In response to the received transfer control signal, the command control is transferred from at least one of the first inceptor or the second inceptor to at least one of the third inceptor or the fourth inceptor. A method according to any one of claims 20 to 30, including the method described above.

32. The method according to any one of claims 20 to 31, wherein the control of the aircraft's heading is not based on a signal corresponding to the torsional motion of the second interceptor.

33. The method according to any one of claims 20 to 32, wherein the second interceptor is not configured to accept a twisting motion as a manual input.

34. The method according to any one of claims 20 to 33, wherein the method is performed to control an aircraft by a flight simulator or in a video game.

Images