Ground handling of a craft using inceptors

Abstract

An aircraft control system includes an inceptor arranged to receive physical input and convert the physical input into a digital signal; a first and second effector communicatively coupled to the inceptor; a sensor arranged to determine a current state of the aircraft including a first state and a second state; and a computing device coupled to the inceptor, the first and second effectors, and the sensor. The computing device is arranged to receive the digital signal from the inceptor; receive the current state of the aircraft from the sensor; determine an aircraft maneuver to be performed by the first and / or second effector; and engage, based on the determined aircraft maneuver, the first and / or second effector to perform the aircraft maneuver. In the first state the computing device engages the first effector and / or the second effector and in the second state the computing device engages the second effector.

Description

GROUND HANDLING OF A CRAFT USING INCEPTORSCROSS REFERENCE TO RELATED APPLICATION

[0001] The present application claims priority to U.S. Provisional Application No. 63 / 578,146, filed on August 22, 2023, the entire contents of which are herein incorporated by reference as if fully set forth in this description.BACKGROUND

[0002] Control systems are used in many applications including the operation of land, water, and aerial vehicles. Control systems may control the vehicle by taking input on a control device and translating it to output on a control surface.

[0003] Most conventional aircraft utilize toe brakes in conjunction with pedals to handle the aircraft on ground. Pushing both feet actuates the brakes symmetrically to slow down the aircraft while pushing one foot actuates the main gear brakes asymmetrically to create more friction on a desired wheel(s) of the aircraft, resulting in the aircraft turning in the corresponding direction. In some larger aircraft, a separate device called a tiller may be used to actuate the nosewheel of the aircraft to steer at lower speeds.

[0004] Control systems for vehicles, such as aircraft, vary between land based operation and air based operation. Often a different set of controls is used for controlling the aircraft during land based operation than for air based operation. The different controls may not be intuitive for the pilot, which may result in mishaps during operation and / or higher training costs to familiarize the pilot with each set of controls.

[0005] It is with respect to these and other considerations that the disclosure made herein is presented.SUMMARY

[0006] The present disclosure describes implementations that relate to ground based control of an aircraft.

[0007] In a first example embodiment, an aircraft control system is provided. The aircraft control system includes an inceptor arranged to receive physical input and convert the physical input into a digital signal. The aircraft control system also includes a first effector communicatively coupled to the inceptor, and a second effector communicatively coupled to the inceptor. The aircraft control system also includes a sensor arranged to determine a current state of the aircraft, where the current state comprises a first state and a second state. The aircraft control system also includes a computing device coupled to the inceptor, the first and second effectors, and the sensor. The computing device is arranged to receive the digital signal from the inceptor; receive the current state of the aircraft from the sensor; determine, based on the digital signal and the current state, an aircraft maneuver to be performed by at least one of the first effector and the second effector; and engage, based on the determined aircraft maneuver, the at least one of the first effector and the second effector to perform the aircraft maneuver, where in the first state the computing device engages the at least one of the first effector and the second effector and in the second state the computing device engages the second effector.

[0008] In a second example embodiment, a method for controlling a vehicle is provided. The method includes receiving a user input from an inceptor, where the inceptor converts the user input into a digital signal. The method also includes determining a current state of the vehicle. The method also includes determining, based on the user input and the current state, a vehicle maneuver to be performed by a first effector or a second effector. The method also includesengaging, based on the determined vehicle maneuver, either the first effector or the second effector to perform the vehicle maneuver.

[0009] In a third example embodiment, a non-transitory computer-readable medium having stored thereon program instructions executable by a processor of a device to cause the device to carry out operations is provided. The operations include receiving a user input from an inceptor, where the inceptor converts the user input into a digital signal. The operations also include determining a current state of the vehicle. The operations also include determining, based on the user input and the current state, a vehicle maneuver to be performed by a first effector or a second effector. The operations also include engaging, based on the determined vehicle maneuver, either the first effector or the second effector to perform the vehicle maneuver.

[0010] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, implementations, and features described above, further aspects, implementations, and features will become apparent by reference to the following detailed description.BRIEF DESCRIPTION OF THE DRAWINGS

[0011] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate multiple embodiments of the presently disclosed subject matter and, together with the description, serve to explain the principles of the presently disclosed subject matter; and, furthermore, are not intended in any manner to limit the scope of the presently disclosed subject matter.

[0012] Figure 1 is a diagram of an inceptor, according to exemplary embodiments of the present invention.

[0013] Figure 2 is a flow chart of example operations of a vehicle control system, according to exemplary embodiments of the present invention.

[0014] Figure 3 is a flow chart of example operations of an aircraft control system, according to exemplary' embodiments of the present invention.

[0015] Figure 4 is a block diagram showing components of an example computing device, according to exemplary embodiments of the present invention.

[0016] Figure 5 is a block diagram showing an aircraft control system including the computing device of Figure 4. according to exemplary embodiments of the present invention.

[0017] Figure 6 illustrates a flowchart of a method for controlling a vehicle, according to example embodiments of the present inventionDETAILED DESCRIPTION

[0018] Disclosed herein are examples of devices, processes, and methods for providing ground based handling of a craft. More specifically, for providing ground and air handling of an aircraft integrated on one or more of a same inceptor. In some examples, the disclosed devices, processes, and / or methods may be implemented on a vehicle. In some examples, the vehicle may be a vertical take-off and landing vehicle (VTOL), which may or may not use propellers to hover, takeoff, and / or land. It should be understood that in other embodiments, the vehicle may be any other type of vehicle that may be able to utilize the advantages of the present invention, such as a ground vehicle (i.e., an automobile), a sea vehicle (such as a boat), or a flying craft (such as an aerial, floating, soaring, hovering, airborne, aeronautical aircraft, airplane, plane, spacecraft, a helicopter, an airship, or an unmanned aerial vehicle, or a drone).

[0019] The following disclosure provides examples of integrating ground and air control commands on one or more of the same inceptors for the vehicle. For example, brake and turn commands for ground handling of the vehicle may be integrated on the same inceptors that areused for control of the vehicle in the air. Such examples may increase user safety and / or provide a more intuitive approach to vehicle handling compared to traditional handling methods and / or systems while additionally increasing vehicle efficiency by reducing weight due to multiple systems.

[0020] In some examples, a system, method, and / or device may reduce a need to use separate inceptors for control on the ground and instead provides a means to use the same inceptors that may be used for flying the aircraft. Such systems, methods, and / or devices may reduce the mechanical complexity and weight in a FBW (Fly-By-Wire) system and / or simplify a control methodology to support Simplified Vehicle Operations (SVO).

[0021] The vehicle may include one or more effectors. In some examples, the one or more effectors may be independent of the inceptor used. For example, regardless of what pilot inceptor may be used, the respective effectors used to control the vehicle may not depend on the respective inceptor used.

[0022] The vehicle may include one or more inceptors. For example, pilot inceptor(s) may be used to indicate an intent to slow down and / or yaw during ground based handling.

[0023] In some examples, the one or more inceptors include at least one stick, such as a sidestick. The at least one stick may be operable by the pilot. The at least one stick may provide maneuvering of the vehicle on the ground. For example, pilot inputs into the at least one stick, such as movement of the stick, may translate to maneuvering of the vehicle on the ground. In some examples, a longitudinal inceptor may be used to decelerate the vehicle and a directional inceptor may be used to turn the vehicle on the ground. For example, the vehicle may include a right stick. Pulling the right stick aft (e.g., towards the pilot) may slow the vehicle and lateral motion, such as outboard left and / or outboard right, may turn the aircraft. In some examples, the stick may include one or more inceptors. For example, the stick mayinclude both the longitudinal inceptor and the directional inceptor, such that a single stick may control braking and turning maneuvers of the vehicle based on stick position. In such examples, the stick may be a multi-axial stick.

[0024] In some examples, a logic may be used in conjunction with the one or more inceptors. The logic may be automated and / or manual.

[0025] In examples where the logic is automated, the logic may be based on measured vehicle state, such as airspeed, groundspeed, weight-on-wheels (WOW) status, and / or above ground level (AGL). A flight control computer (FCC) may determine which effectors to actuate, such as actuating rotors while flying and / or at high-speed ground operation and engaging main gear brakes for ground deceleration and / or turning. By removing pedals and / or condensing conventionally separate air and ground inceptors, detection of ground interaction may allow for the FCC to determine which effector to actuate in different aircraft states (e.g.. flying versus on the ground).

[0026] In examples where the logic is manual, pilot action may be required to engage ground- based effectors without changing an action of other effector. In some examples, a physical interface, such as a button or trigger switch, may be used. The physical interface may be on a grip of the stick. Actuation of the physical interface may begin routing stick deflection commands to the brakes (e.g., symmetric or asymmetric) in addition to the rotors, for example. In some examples, a manual input may be able to override an automatic state.

[0027] In some examples, a closed loop response may be used. For example, the stick position deflection aft may command a certain deceleration rate and the FCC may close the symmetric braking loop based on horizontal acceleration. In another example, the stick position deflection laterally may command a yaw rate and the FCC may close the asymmetric braking loop based on measured yaw rate.

[0028] In other examples, an open loop response may be used. For example, the stick position deflection aft may command proportional symmetric braking (e.g., without using any feedback). In another example, the stick position deflection laterally may command proportional asymmetric brake (e.g., without using any feedback). Using the open loop response may provide a more analog control feel to the pilot and / or allow for modulation to be more intuitive which may increase user enjoyment and improve handling of the vehicle.

[0029] In some examples, the disclosed devices, processes, and / or methods may be implemented on an aircraft for providing ground and air handling of the aircraft. The aircraft may include a body, a wing coupled to the body, and one or more propulsion systems coupled to the body and / or the wing. The body may include landing gear for ground based operation, such as take-off, landing, and / or taxiing. The landing gear may include one or more wheels and / or brakes. The body may also include a cargo and / or passenger area and a cockpit.

[0030] In some examples, the aircraft may be an electrically powered aircraft. The aircraft may use electric power to hover, take-off, and / or land vertically and / or on short runway surfaces. The aircraft may include components that facilitate movement, including one or more gearboxes that each drive one or more propellers and / or one or more propeller motors. The aircraft may also include multiple lift rotors that facilitate vertical take-off and landing of the aircraft. Each lift rotor may be driven by a gearbox, which in turn may be driven by an electric motor. Further, the aircraft may have one or more battery modules and one or more energy management systems (EMSs) that are in communication with the battery modules and that are configured as electronic regulators to monitor and control the charging and discharging of the battery modules.

[0031] The aircraft may be coupled to an inceptor, which may provide inputs for controlling the aircraft. In some examples, the physical user input on the inceptor corresponds to motionor force inputs from a user or pilot of the aircraft. For example, the inceptor may take the form of a control stick that is used to maneuver the aircraft. The pilot of the aircraft may apply different forces (e.g., movements) to the inceptor, and in response to the forces, the inceptor may generate digital signals that instruct the aircraft to move in different directions. In some examples, the inceptor is located in the cockpit, while in other examples the inceptor is remote from the aircraft.

[0032] The aircraft may include one or more effectors. The one or more effectors may be communicatively coupled to the inceptor. In some examples, the one or more effectors may be a control surface of the aircraft. For example, the one or more effectors may include landing gear (e.g., a wheel and / or brakes), an elevator, a rudder, a ruddervator, an actuator, a spoiler, a rotor, an aileron, a flap, and / or a wing. Thus, in some examples, the one or more effectors may include any component of the aircraft that, when engaged, produces an inertial change to the aircraft.

[0033] The aircraft may also include a control system, such as an aircraft control system. The aircraft control system may include a computing device, such as a flight control computer (FCC). The computing device may include a processor and data storage. The aircraft control system may execute instructions stored in memory of the computing device. In some examples, the aircraft control system may be configured to receive inputs from the inceptor and control the aircraft based on the received inceptor inputs. For example, the aircraft control system may determine an aircraft maneuver to be performed, based on inputs from the inceptor. The aircraft control system may engage at least one corresponding effector to execute the aircraft maneuver.

[0034] Figure 1 illustrates a diagram of an inceptor 140, according to exemplary embodiments of the present invention. The inceptor 140 may include a control stick 142, a switch 144, inceptor hardware 146, inceptor software 148, and asensor 150. In some examples,the inceptor 140 may be a component of, and / or communicatively coupled to, a vehicle. In such examples, the vehicle may be an aircraft, such as an electric short take-off and landing vehicle (eSTOL). In other such examples, the vehicle may be a VTOL aircraft, such as an electric VTOL (eVTOL). The inceptor 140 may be coupled to a vehicle control sy stem of the vehicle. In some examples, the inceptor 140 may be coupled to the vehicle control system using a closed-loop response. In other examples, the inceptor 140 may be coupled to the vehicle control system using an open-loop response.

[0035] The control stick 142 may be arranged to be movable by a user, such as a pilot of the aircraft. For example, when the pilot moves the control stick 142 (e.g., provides a physical user input), the longitudinal position of the control stick 142 may be displaced, the lateral position of the control stick 142 may be displaced, and / or the twist of the control stick 142 may be displaced. The control stick 142 may be displaced along a singular axis, along two axes, along three axes, or along four axes. In some examples, physical displacement of the control stick 142 may correspond to one or more aircraft maneuvers. For example, an aft longitudinal displacement of the control stick 142 may command a deceleration of the aircraft when operating on the ground and may command a pitching up of the aircraft when operating in the air. In another example, lateral displacement of the control stick 142 may command a turning maneuver of the aircraft on the ground, such as through turning of a nose wheel, and may command a yawing of the aircraft in the air. such as through engaging a rudder.

[0036] In some examples, the switch 144 may be included on the control stick 142. However, in other examples, the switch 144 may be located on another portion of the inceptor 140 and / or communicatively coupled to the inceptor 140. The switch 144 may be a manually selectable input device, such as a button, a trigger, a knob, and / or another toggle, that is arranged to receive physical input from the user and provide output to the inceptor 140.

[0037] In some examples, the switch 144 may receive a physical input indicative of an aircraft handling state. For example, engaging the switch 144 may produce a request to maneuver the aircraft in a ground based state, and / or releasing (e.g., not engaging) the switch 144 may produce a request to maneuver the aircraft in an airborne state. In such examples, when the switch 144 is engaged, the physical user input on the control stick 142 may produce a different aircraft maneuver than the same physical user input on the control stick 142 when the switch 144 is disengaged. Thus, in some examples, maneuvering of the aircraft may be based on manual input on the switch 144. In another example, engaging the switch 144 (e.g., a toggle) for a first time may produce a request to maneuver the aircraft from an airborne state to an on-ground state and engaging the switch 144 for a second (e.g., subsequent) time may produce a request to maneuver the aircraft from the on-ground state to the airborne state. Additionally, for example, the switch 144 may act as a backup to the (e.g., automated) logic, as discussed herein. In such an example, when the switch 144 is engaged as a backup (e.g., when one or more sensors 150 or 550 (discussed herein below) fails), the aircraft may be maneuvered (e g., forced or directed) to an on-ground state.

[0038] In some examples, the inceptor 140 includes one or more sensors 150. For example, the sensors 150 may include a first inceptor sensor (e.g.. a longitudinal displacement sensor) to determine the longitudinal displacement of the control stick, a second inceptor sensor (e.g.. a lateral displacement sensor) to determine the lateral displacement of the control stick, and a third inceptor sensor (e.g., a twist measurement sensor) to determine the amount of twist of the control stick. Each of the one or more sensors 150 may generate corresponding signals (e.g., alternating current signals) indicative of the respective displacement. The signals may be processed, by the inceptor software 148, and converted into digital signals that are indicative of the respective displacement. The inceptor 140 may use digital busses and interfaces to provide the digital signals to a computing device, such as a flight control computer (FCC) or avehicle control system. In some examples, the computing device is arranged to receive inputs from and provide outputs to a fly-by-wire system for an eSTOL vehicle.

[0039] The inceptor 140 also includes various inceptor hardware 146 that may be used to support operation of the inceptor 140. For example, the inceptor hardware 146 may include electrical cables, mounting plates, actuators, and / or transformers. The transformers may be configured to determine a particular type of displacement based on the received physical user input. For example, the transformers may be configured to determine or measure an angular displacement based on the received physical user input. One or more of the transformers may generate an alternating current signal indicative of a different type of displacement. In some examples, the transformers may be coupled to the one or more sensors 150.

[0040] In some examples, a single physical input on the inceptor 140 may produce one or more different maneuver instructions, where the type of maneuver to be performed is based on a current state of the aircraft. For example, the current state of the aircraft may include a first state and a second state. In such examples, the first state may be an aircraft on-ground state, and the second state may be an aircraft in-flight state. Based on the current state of the aircraft, the physical input on the inceptor 140 may produce a first aircraft maneuver in the first state and a second aircraft maneuver in the second state. For example, in the first state, a first effector of the aircraft may be engaged to produce the first aircraft maneuver, and in the second state, a second effector of the aircraft may be engaged to produce the second aircraft maneuver. In another example, in the first state or in the second state, the first effector and / or the second effector of the aircraft may be engaged (e.g., at the same time) to produce at least one aircraft maneuver. In such an example, both the first effector and the second effector may be engaged (e.g., substantially simultaneously) (e.g., if it is safe to do so). Thus, physical input on the inceptor 140 may produce different outputs (e.g., aircraft maneuvers via effector engagement) based on whether the aircraft is operating on the ground or in the air.

[0041] Figure 2 is a flow chart 200 of example operations of a vehicle control system, according to exemplar}' embodiments of the present invention. As shown, the vehicle control system may start at block 202. An input, such as a physical user input from an inceptor, maybe received at block 210. A determination of the vehicle state of operation may be made at block 220. For example, the vehicle control system may determine whether the vehicle is to be operated in a first state 222 or a second state 224. In some examples, the vehicle state of operation may be a current state of the vehicle, such as whether the vehicle is currently operating on the ground or in the air. If it is determined that the vehicle is to be operated in the first state 222, the vehicle control system makes a determination at block 230 as to the type of maneuver to be performed. If it is determined that the vehicle is to be operated in the second state 224, the vehicle control system makes a determination at block 240 as to the type of maneuver to be performed.

[0042] Block 230 and / or block 240 may determine the type of maneuver based on inputs received from block 210. For example, block 210 may include a first input 212 and a second input 214. In the first state 222, based on the first input 212 the vehicle control system may engage a first effector 252, and based on the second input 214 the vehicle control system may engage a second effector 254. In the second state 224, based on the first input 212 the vehicle control system may engage a third effector 256. and based on the second input 214 the vehicle control system may engage a fourth effector. In one example, the first input 212 is a longitudinal displacement (e.g.. forward and / or aft movement) of the inceptor. In another example, the second input 214 is a latitudinal or lateral displacement (e.g., port and / or starboard movement) of the inceptor. Thus, in some examples the first input 212 may cause the vehicle control system to engage the first effector 252 when operating in the first state 222 and engage the third effector 256 when operating in the second state 224. The second input 214 may causethe vehicle control system to engage the second effector 254 when operating in the first state222 and engage the fourth effector 258 when operating in the second state 224.

[0043] While four effectors 252, 254, 256, and 258 are shown in the example illustrated in Figure 2, the vehicle control system may be coupled to any other number of effectors. For example, the vehicle control system may be coupled to between two to twelve effectors, between two and four effectors, between four and six effectors, between six and eight effectors, between eight and ten effectors, and between ten and twelve effectors. The vehicle control system may engage a plurality of effectors to effect a maneuver. For example, in response to the first input 212, in the first state 222 the vehicle control system may engage the first effector 252 and a fifth effector. Thus, multiple effectors may be engaged, such as engaged simultaneously, in response to the input at block 210.

[0044] Figure 3 is a flow chart 300 of example operations of an aircraft control system, according to exemplary embodiments of the present invention. In some examples, the flow chart 300 may include one or more features and / or functions of the flow chart 200. The flow chart 300 may start at block 302. Inceptor input 310 may be received by the aircraft control system. In some examples, the inceptor input 310 includes physical input on an inceptor by a user, such as physical input on the inceptor 140. For example, the inceptor input 310 may include a longitudinal displacement of the inceptor, shown as long 312, and / or a latitudinal displacement of the inceptor, shown as lat 314. In some examples, the inceptor may convert the physical input into digital signals. The aircraft control system may also determine an aircraft state 320, such as a current aircraft state. In such examples, the aircraft state may include an on-ground state, shown as ground 322, and / or an in-flight state, shown as air 324. The aircraft control system may also determine a type of maneuver to perform, such as a ground maneuver 330 or an air maneuver 340. Based on the determined maneuver, the aircraft controlsystem may engage one or more of a first effector 352, a second effector 354, a third effector356, and / or a fourth effector 358 to perform the maneuver.

[0045] In some examples, the determined maneuver may be based on the inceptor input 310 and / or the aircraft state 320. For example, if the physical user input is an aft longitudinal displacement applied to the inceptor, the digital signals may instruct the aircraft to engage the first effector 352 if the ground 322 condition is satisfied, and the digital signals may instruct the aircraft to engage the third effector 356 if the air 324 condition is satisfied. In such examples, the first effector 352 may include engaging the brakes, such as during landing of the aircraft. In such examples, the third effector 356 may include engaging one or more aerodynamic control surfaces, such as an elevator, to pitch the aircraft upwards. In other examples, if the physical user input is a latitudinal displacement applied to the inceptor, the digital signals may instruct the aircraft to engage the second effector 354 if the ground 322 condition is satisfied, and the digital signals may instruct the aircraft to engage the fourth effector 358 if the air 324 condition is satisfied. For example, if the physical user input is a starboard side lateral displacement applied to the inceptor, the second effector 354 may be engaged to turn the aircraft starboard while on the ground, such as turning a nose wheel, and the fourth effector 358 may be engaged to yaw the aircraft starboard while in-flight, such as by engaging a rudder. In some examples, a plurality of effectors may be engaged simultaneously, or alternatively, to execute the determined maneuver. In an example of simultaneous use of one or more effectors, at least one (e.g., in-air) effector may (e.g., continue to) be engaged after landing even after at least one (e.g., on-ground) effector has begun to be used.

[0046] Figure 4 is a block diagram showing components of an example computing device 400, according to exemplary embodiments of the present invention. In some examples, a control system and / or a controller (e g., an aircraft control system) may include the computing device 400. The computing device 400 may correspond to a computing device configured toperform additional functions (e.g., in communication with one or more other computing devices using a web browser and / or an application). In various examples, the computing device 400 may be an onboard aircraft computing device, a mobile computing device (e g., a smartphone), a desktop computing device, a laptop computing device, or a tablet computing device. In some examples, the computing device 400 may be remote from the aircraft, such as ground based computing device communicably coupled to the aircraft. In some examples, the computing device 400 may be arranged to receive inputs and provide outputs for a fly-by-wire eSTOL vehicle. In some examples, the computing device 400 may facilitate the operations shown and described in Figure 2.

[0047] As illustrated in Figure 4, the computing device 400 may include a network interface 402, a user interface 404, a processor 406, and data storage 408. The network interface 402, the user interface 404, the processor 406, and / or the data storage 408 may be communicatively linked together by a bus 410 (e.g., an electrical interconnect defined on one or more printed circuit boards).

[0048] The network interface 402 may be used by the computing device 400 to communicate with other computing devices over one or more networks (e.g., the public Internet). In some examples, the network interface 402 may include a wired interface (e.g., Ethernet). Additionally or alternatively, the network interface 402 may include a wireless interface, such as WIFI. Other interfaces may be included in the network interface 402 and are contemplated herein.

[0049] The user interface 404 may function to allow the computing device 400 to receive input from and / or provide output to a user. As such, the user interface 404 may include inputs (e.g., an inceptor, ajoystick, athumbwheel, a pedal, a knob / dial, akeypad, akeyboard, atouch- screen, a computer mouse, a microphone, a microphone jack, etc.) and / or outputs (e.g., acathode-ray tube (CRT) display, a liquid-crystal display (LCD), a light-emitting diode (LED) display, a speaker, a speaker jack, headphones, a headphone jack, etc ).

[0050] The processor 406 may include one or more general purpose processors (e.g., microprocessors) and / or one or more special-purpose processors (e.g., graphics processing units (GPUs), application-specific integrated circuits (ASICs) or field-programmable gate array (FGPA) devices).

[0051] The data storage 408 may include one or more volatile and / or non-volatile memories. For example, the data storage may include a RAM, a ROM, a hard drive, a solid state drive, etc. In some examples, the data storage 408 may be partially or wholly integrated with the processor 406 (e.g., a level 1 (LI) cache or a level 2 (L2) cache within a central processing unit). The data storage 408 may include removable components (e.g., a flash drive) and / or non-removable components (e.g., a ROM integrated with a motherboard).

[0052] The processor 406 may be configured to execute instructions 418 (e.g., compiled or non-compiled program logic and / or machine code) stored in the data storage 408 to carry out the methods described herein. Hence, the data storage 408 may include a non-transitory computer-readable medium, having stored thereon program instructions that, when executed by the processor 406, cause the processor 406 to carry out any of the methods, processes, or operations disclosed in this specification and / or the accompanying drawings. In some examples, the processor 406 may use the application data 412 while executing the instructions 418.

[0053] In some examples, the instructions 418 may include an operating system 422 (e.g., an operating system kernel, device driver(s), and / or other modules) and one or more applications 420 (e.g., mobile applications, sometimes referred to as “apps”). As described above, the processor 406 may access the application data 412 when executing the applications 420.

[0054] The applications 420 may communicate with the operating system 422 through one or more application programming interfaces (APIs). These APIs may facilitate, for instance, the applications 420 reading and / or writing the application data 412, transmitting or receiving information via the network interface 402, receiving and / or displaying information on the user interface 404, etc.

[0055] Additionally, the applications 420 may be downloadable to the computing device 400 through one or more online application stores or application markets (e.g., using the netw ork interface 402). However, application programs can also be installed on the computing device 400 in other ways, such as via a web browser or through a physical interface (e g., a universal serial bus (USB) port) on the computing device 400. In some examples, the applications 420 may include program instructions for controlling a vehicle.

[0056] While many of the techniques and functions described herein may be performed by the processor 406 executing one of the applications 420, other ways for the computing device 400 to perform such techniques and functions are also possible and are contemplated herein. For example, some or all of the calculations may be performed remotely (e.g., on a server computing device). Such examples may be referred to as a "browser-based app" when the computing device 400 provides data (e.g., application data 412) to a different computing device for analysis using a web browser. Additionally or alternatively, such an interaction between the computing device 400 and another computing device may be performed using an API or a browser-based language (e.g., JavaScript).

[0057] Figure 5 is a block diagram showing an aircraft control system 500 including the computing device 400 of Figure 4, according to exemplary embodiments of the present invention. In some examples, the aircraft control system 500 may facilitate the operations shown and described in Figure 3. The aircraft system 500 may include a first effector 532 anda second effector 534. In some examples, one or more effectors may be an aerodynamic control surface and / or a ground control surface. For example, the first effector 532 may be a ground control surface (e.g., a wheel or braking device) and the second effector 534 may be an aerodynamic control surface (e.g., a rudder, an elevator, a flap, and / or an aileron). Each of the one or more effectors may be operatively coupled to an actuator, such as an electromechanical actuator, an electrohydraulic actuator, a hydraulic actuator, a self-contained hydraulic actuator, or any combination of the aforementioned. The computing device 400 may engage the first effector 532 and / or the second effector 534, such as through actuation of the actuator, to perform at least one determined aircraft maneuver. The computing device 400 may use inputs from an inceptor 540 and / or a sensor 550 to determine which effector to engage, such as determine whether to engage the first effector 532 and / or the second effector 534.

[0058] For example, physical input information about the inceptor 540, such as inceptor displacement by a user, may be used by the computing device 400 to determine which aircraft maneuver to execute. The physical input information about the inceptor 540 may also be used to determine which effector to engage. In some examples, the computing device 400 may use physical input information about the inceptor 540 to engage the first effector 532 in a first aircraft state, such as an on-ground state, and engage the second effector 534 in a second aircraft state, such as an in-flight state. In some examples, the inceptor 540 may convert the physical input into digital signals which may be received by the computing device 400. The computing device 400 may process signals received from the inceptor 540 to determine the physical input from the inceptor 540. The inceptor 540 may include sidesticks / joy sticks, pedals, thumbwheels, tillers, knobs, dials, and / or levers. Thus, the inceptor 540 may be communicatively-coupled with the computing device 400. In some examples, the inceptor 540 may be an active inceptor. In other examples, the inceptor 540 may be a passive inceptor. In some examples, the inceptor 540 may be the same as and / or similar to the inceptor 140.

[0059] Each of the first effector 532 and the second effector 534 may be communicatively- coupled with the computing device 400, described in Figure 4. In some examples, each of the first effector 532 and / or the second effector 534 may be controllable by the computing device 400 such that the computing device 400 may command the first effector 532 and / or the second effector 534 to perform the determined maneuver. In some examples, the computing device 400 may send a command signal to the first effector 532 based on input from the inceptor 540 and / or the determined aircraft state. For example, where the first effector 532 is a braking system, the computing device 400 may engage the first effector 532 based on an aft longitudinal displacement of the inceptor 540 and a determination that the aircraft state is in the on-ground state.

[0060] As shown, the aircraft system 500 may include at least one sensor 550. In some examples, the sensor 550 may include accelerometers, altimeters, airspeed and / or groundspeed indicators, position sensors, effector sensors, inceptor sensors, gyroscopes, weight sensors, proximity sensors, pressure sensors, attitude heading and reference systems, sideslip and / or angle of attack indicators. The at least one sensor 550 may be configured to obtain information about a current state of the aircraft, such as a sensed aircraft state and / or one or more environmental characteristics from an environment of the aircraft. For example, the sensor 550 may obtain an airspeed of the aircraft, a groundspeed of the aircraft, an altitude of the aircraft (e.g.. an above-ground-level status), position and / or orientation information of the aircraft (e.g., attitude information), acceleration of the aircraft, a weight of the aircraft (e.g., weight-on- wheels status or at least one force acting on the aircraft such as compression of the landing gear or landing gear struts), an angle of attack of a control surface, and / or the current state of the one or more effectors. The sensor 550 may transmit the obtained information to the computing device 400.

[0061] In some examples, information obtained by the sensor 550 may be used to determine whether the aircraft is operating in a first state, such as the on-ground state, or a second state, such as the in-flight state. In such examples, the information obtained by the sensor 550 may be used, in part, to determine the aircraft maneuver to be performed. The computing device 400 may use the determined aircraft maneuver to determine which of the one or more effectors to engage, such as engaging the first effector 532 and / or engaging the second effector 534. Thus, information obtained by the sensor 550 may be used to determine whether to engage the first effector 532 and / or engaging the second effector 534. In some examples, the physical input on the inceptor 540 may be verified against information obtained by the sensor 550. For example, where the inceptor 540 includes a selection for the user to input the current state of the aircraft, the computing device 400 may verify the current state of the aircraft input on the inceptor 540 against the current state of the aircraft determined from information obtained by the sensor 550. In such examples, the computing device 400 may indicate to the user, such as through feedback via the user interface 404, if conflicting aircraft states are determined.

[0062] Thus, in some examples of the aircraft system 500, the inceptor 540 may be arranged to receive physical input and convert the physical input into digital signals. In such examples, the sensor 550 may be arranged to determine the current state of the aircraft, where the cunent state includes the first state and the second state. In such examples, the computing device 400 may be arranged to receive the digital signals from the inceptor 540. The computing device 400 may also be arranged to receive and / or determine the current state of the aircraft from the sensor 550. The computing device 400 may also be arranged to determine, based on the digital signal and the current state, the aircraft maneuver to be performed by the first effector 532 and / or the second effector 534. The computing device 400 may also be arranged to engage, based on the determined aircraft maneuver, the first effector 532 and / or the second effector 534 to perform the aircraft maneuver, where in the first state the computing device 400 engages thefirst effector 532 and in the second state the computing device 400 engages the second effector 534.

[0063] Figure 6 illustrates a flowchart of a method 600 for controlling a vehicle, according to example embodiments of the present invention. The method 600 may include one or more operations, or actions as illustrated by one or more steps 602-608. Although the steps are illustrated in a sequential order, these steps may in some instances be performed in parallel, and / or in a different order than those described herein. Also, the various blocks may be combined into fewer steps, divided into additional steps, and / or removed based upon the desired implementation.

[0064] As illustrated, at step 602, the method 600 may include receiving a user input from an inceptor. In some examples, the inceptor may convert the user input into a digital signal.

[0065] At step 604, the method 600 may also include determining a current state of the vehicle. In some examples, the current state includes a first state and a second state.

[0066] At step 606, the method 600 may also include determining, based on the user input and the current state, a vehicle maneuver to be performed by a first effector and / or a second effector.

[0067] At step 608, the method 600 may also include engaging, based on the determined vehicle maneuver, either the first effector and / or the second effector to perform the vehicle maneuver. In some examples, the first effector controls an on-ground maneuver and the second effector controls an in-flight maneuver.

[0068] Implementations of the present disclosure can thus relate to one of the example embodiments listed below.

[0069] Embodiment 1 is an aircraft control system comprising: an inceptor arranged to receive physical input and convert the physical input into a digital signal; a first effector communicatively coupled to the inceptor; a second effector communicatively coupled to the inceptor; a sensor arranged to determine a current state of the aircraft, wherein the current state comprises a first state and a second state; and a computing device coupled to the inceptor, the first and second effectors, and the sensor, wherein the computing device is arranged to: receive the digital signal from the inceptor; receive the current state of the aircraft from the sensor; determine, based on the digital signal and the current state, an aircraft maneuver to be performed by at least one of the first effector and the second effector; and engage, based on the determined aircraft maneuver, the at least one of the first effector and the second effector to perform the aircraft maneuver, wherein in the first state the computing device engages the at least one of the first effector and the second effector and in the second state the computing device engages the second effector.

[0070] Embodiment 2 is the aircraft control system according to embodiment 1, wherein the first state is an aircraft on-ground state and the second state is an aircraft in-flight state.

[0071] Embodiment 3 is the aircraft control system according to embodiment 1 or embodiment 2. wherein the sensor determines the cunent state of the aircraft using at least one of an airspeed, a groundspeed, a weight-on-wheels status, and an above-ground-level status.

[0072] Embodiment 4 is the aircraft control system according to any of embodiments 1 to 3, wherein the first effector controls an on-ground maneuver and the second effector controls an in-flight maneuver.

[0073] Embodiment 5 is the aircraft control system according to any of embodiments 1 to 4, wherein the current state of the aircraft is determined without physical input. 1

[0074] Embodiment 6 is the aircraft control system according to any of embodiments 1 to 5, wherein the current state of the aircraft is based on physical input.

[0075] Embodiment 7 is the aircraft control system according to embodiment 6, wherein the physical input used to determine the current state of the aircraft is verified against at least one of an airspeed, a groundspeed, a weight-on-wheels status, and an above-ground-level status.

[0076] Embodiment 8 is the aircraft control system according to any of embodiments 1 to 7, wherein the inceptor and the first and second effectors are coupled by way of an open loop response.

[0077] Embodiment 9 is the aircraft control system according to any of embodiments 1 to 8, wherein the inceptor and the first and second effectors are coupled by way of a closed loop response.

[0078] Embodiment 10 is the aircraft control sy stem according to any of embodiments 1 to9, wherein the computing device is arranged to receive inputs and provide outputs for a fly-by - wire electrical short take-off and landing (eSTOL) vehicle.

[0079] Embodiment 11 is the aircraft control system according to any of embodiments 1 to10, further comprising a third effector communicably coupled to the inceptor, wherein the computing device is arranged to engage the second and third effectors based on the current state of the aircraft being the second state.

[0080] Embodiment 12 is the aircraft control system according to any of embodiments 1 to 11 , wherein the second effector effectuates maneuvering of the aircraft in at least two of a yaw maneuver, a roll maneuver, and a pitch maneuver.

[0081] Embodiment 13 is the aircraft control system according to any of embodiments 1 to12, wherein a first physical input received by the inceptor produces a braking response in the first state and a pitch response in the second state.

[0082] Embodiment 14 is a method for controlling a vehicle, the method comprising: receiving a user input from an inceptor, wherein the inceptor converts the user input into a digital signal; determining a current state of the vehicle; determining, based on the user input and the current state, a vehicle maneuver to be performed by a first effector or a second effector; and engaging, based on the determined vehicle maneuver, either the first effector or the second effector to perform the vehicle maneuver.

[0083] Embodiment 15 is the method according to embodiment 14, wherein the current state comprises a first state and a second state.

[0084] Embodiment 16 is the method according to embodiment 14 or embodiment 15, wherein the first effector controls an on-ground maneuver and the second effector controls an in-flight maneuver.

[0085] Embodiment 17 is the method according to any of embodiments 14 to 16, wherein the inceptor and the first and second effectors are coupled by way of an open loop response.

[0086] Embodiment 18 is the method according to any of embodiments 14 to 17, wherein the inceptor and the first and second effectors are coupled by way of a closed loop response.

[0087] Embodiment 19 is the method according to any of embodiments 14 to 18, wherein the vehicle comprises a fly-by-wire electrical short take-off and landing (eSTOL) vehicle or a fly-by-wire electric vertical take-off and landing (eVTOL) vehicle.

[0088] Embodiment 20 is a non-transitory computer-readable medium having stored thereon program instructions executable by a processor of a device to cause the device to carry outoperations comprising: receiving a user input from an inceptor, wherein the inceptor converts the user input into a digital signal; determining a current state of the vehicle; determining, based on the user input and the current state, a vehicle maneuver to be performed by a first effector or a second effector; and engaging, based on the determined vehicle maneuver, either the first effector or the second effector to perform the vehicle maneuver.

[0089] Embodiment 21 is the aircraft control system according to any of embodiments 1 to 12, wherein in the first state the computing device engages the first effector and in the second state the computing device engages the second effector.

[0090] The present disclosure describes various features and operations of the disclosed systems. The illustrative implementations described herein are not meant to be limiting. Certain aspects of the disclosed systems can be arranged and combined in a wide variety of different configurations, all of which are contemplated herein.

[0091] Further, unless context suggests otherwise, the features illustrated in each of the figures may be used in combination with one another. Accordingly, various components, aspects, features, and / or functions from one figure may be combinable with one or more additional figures. Thus, the figures should be generally viewed as component aspects of one or more overall implementations, with the understanding that not all illustrated features are necessary for each implementation.

[0092] Additionally, any enumeration of elements, blocks, or steps in this disclosure is for purposes of clarity7. Thus, such enumeration should not be interpreted to require or imply that these elements, blocks, or steps adhere to a particular arrangement or are carried out in a particular order.

[0093] Further, devices or systems may be used or configured to perform functions presented in the figures. In some instances, components of the devices and / or systems may be configuredto perform the functions such that the components are actually configured and structured (with hardware and / or software) to enable such performance. In other examples, components of the devices and / or systems may be arranged to be adapted to, capable of, or suited for performing the functions, such as when operated in a specific manner.

[0094] The arrangements described herein are for purposes of example only. As such, those skilled in the art will appreciate that other arrangements and other elements (e.g., machines, interfaces, operations, orders, and groupings of operations, etc.) can be used instead, and some elements may be omitted altogether according to the desired results. Further, many of the elements that are described are functional entities that may be implemented as discrete or distributed components or in conjunction with other components, in any suitable combination and location.

[0095] While various aspects and implementations have been disclosed herein, other aspects and implementations will be apparent to those skilled in the art. The various aspects and implementations disclosed herein are for purposes of illustration and are not intended to be limiting. Also, the terminology used herein is for the purpose of describing particular implementations only, and is not intended to be limiting.

Claims

CLAIMSWhat is claimed is:

1. An aircraft control system comprising: an inceptor arranged to receive physical input and convert the physical input into a digital signal; a first effector communicatively coupled to the inceptor; a second effector communicatively coupled to the inceptor; a sensor arranged to determine a current state of the aircraft, wherein the current state comprises a first state and a second state; and a computing device coupled to the inceptor, the first and second effectors, and the sensor, wherein the computing device is arranged to: receive the digital signal from the inceptor; receive the current state of the aircraft from the sensor; determine, based on the digital signal and the current state, an aircraft maneuver to be performed by at least one of the first effector and the second effector; and engage, based on the determined aircraft maneuver, the at least one of the first effector and the second effector to perform the aircraft maneuver, wherein in the first state the computing device engages the at least one of the first effector and the second effector and in the second state the computing device engages the second effector.

2. The aircraft control system of claim 1, wherein the first state is an aircraft on-ground state and the second state is an aircraft in-flight state.

3. The aircraft control system of claim 2, wherein the sensor determines the current state of the aircraft using at least one of an airspeed, a groundspeed, a weight-on-wheels status, and an above-ground-level status.

4. The aircraft control system of claim 1, wherein the first effector controls an on-ground maneuver and the second effector controls an in-flight maneuver.

5. The aircraft control system of claim 1, wherein the current state of the aircraft is determined without physical input.

6. The aircraft control system of claim 1, wherein the current state of the aircraft is based on physical input.

7. The aircraft control system of claim 6, wherein the physical input used to determine the current state of the aircraft is verified against information obtained from the sensor.

8. The aircraft control system of claim 1, wherein the inceptor and the first and second effectors are coupled by way of an open loop response.

9. The aircraft control system of claim 1, wherein the inceptor and the first and second effectors are coupled by way of a closed loop response.

10. The aircraft control system of claim 1. wherein the computing device is arranged to receive inputs and provide outputs for a fly-by-wire electrical short take-off and landing (eSTOL) vehicle.

11. The aircraft control system of claim 1, further comprising a third effector communicably coupled to the inceptor, wherein the computing device is arranged to engage the second and third effectors based on the current state of the aircraft being the second state.

12. The aircraft control system of claim 1, wherein the second effector effectuates maneuvering of the aircraft in at least two of a yaw maneuver, a roll maneuver, and a pitch maneuver.

13. The aircraft control system of claim 1, wherein in the first state the computing device engages the first effector and in the second state the computing device engages the second effector.

14. A method for controlling a vehicle, the method comprising: receiving a user input from an inceptor. wherein the inceptor converts the user input into a digital signal; determining a current state of the vehicle; determining, based on the user input and the current state, a vehicle maneuver to be performed by a first effector or a second effector; and engaging, based on the determined vehicle maneuver, either the first effector or the second effector to perform the vehicle maneuver.

15. The method of claim 14. wherein the current state comprises a first state and a second state.

16. The method of claim 14, wherein the first effector controls an on-ground maneuver and the second effector controls an in-flight maneuver.

17. The method of claim 14, wherein the inceptor and the first and second effectors are coupled by way of an open loop response.

18. The method of claim 14, wherein the inceptor and the first and second effectors are coupled by way of a closed loop response.

19. The method of claim 14, wherein the vehicle comprises a fly-by-wire electrical short take-off and landing (eSTOL) vehicle or a fly-by-wire electric vertical take-off and landing (eVTOL) vehicle.

20. A non-transitory computer-readable medium having stored thereon program instructions executable by a processor of a device to cause the device to carry out operations comprising: receiving a user input from an inceptor, wherein the inceptor converts the user input into a digital signal; determining a current state of the vehicle; determining, based on the user input and the current state, a vehicle maneuver to be performed by a first effector or a second effector; and engaging, based on the determined vehicle maneuver, either the first effector or the second effector to perform the vehicle maneuver.

Images