Systems, methods, and devices for an aircraft control system

Abstract

An aircraft may include a first inceptor assembly having a first base and a first control stick extending away from the first base. The axis that extends through the first control stick may be defined as a first upright axis such that the first control stick is configured to twist around the first upright axis in a rotational motion. An aircraft may include a second inceptor assembly having a second base and a second control stick extending away from the second base. The axis that extends through the second control stick may be defined as a second upright axis such that the second upright axis is generally aligned with a vertical direction.

Description

SYSTEMS, METHODS, AND DEVICES FOR AN AIRCRAFT CONTROL SYSTEMCROSS REFERENCE TO RELATED APPLICATIONS

[0001] This application claims priority to U.S. Provisional Application No. 63 / 563,230, filed March 8, 2024, which is incorporated by reference herein in its entirety.TECHNICAL FIELD

[0002] The present disclosure relates to methods and systems for controlling an aircraft with an inceptor assembly.BACKGROUND OF THE INVENTION

[0003] Aircraft, including fixed wing aircraft and helicopters, are designed with control systems for their respective aircraft operations during flight. Conventions for control of different types of traditional aircraft have been established, these conventions providing consistency, helping to avoid confusion, and reducing the need for re-training. Such traditional flight control systems and configurations include controlling vertical trajectory during rotor-borne (low-speed) flight via a traditional helicopter downward-arcing thrust control (for rotor collective-pitch control), and controlling longitudinal speed through a traditional helicopter cyclic stick control.

[0004] These control systems, while helpful for their respective aircraft, can introduce confusion when applied to different types of aircraft, such as a hybrid aircraft and, in particular, to vertical take-off and landing (“VTOL”) aircraft capable of wing-borne flight. This trajectory relationship reverses during the wing-borne (highspeed) flight, wherein traditional helicopter thrust control (for rotor collective-pitch control) manages airspeed and the longitudinal stick control manages vertical trajectory through airplane-like controls. Such a reversal causes the operator tomentally transition the vertical and longitudinal axes when transitioning from rotor- borne (low-speed) flight to wing-borne (high-speed) flight, leading to negative habit transfer issues and additional operator workload, especially during transition phases. Some VTOL aircraft that include tiltrotors utilize a horizontally-oriented thrust control to control the thrust axis, making it more intuitive for high-speed wing-borne flight. However, the horizontal orientation of the thrust control in such VTOL operations poses a negative habit transfer issue in that the thrust control is 90 degrees offset from the vertical axis that it controls.

[0005] Some aircraft include a right-hand stick control that uniformly controls the vertical trajectory in both flight regimes (both rotor-borne flight and wing-borne flight) and a left-hand stick control that controls the vertical trajectory during rotor- borne flight (low-speed) and longitudinal speed during wing-borne flight. However, such a configuration still causes negative habit transfer issues for the pilot and / or operator in that the left-hand stick control controls the vertical trajectory in one flight regime (rotor-borne flight) and the longitudinal speed in another flight regime (wing- borne flight).

[0006] To rectify these and other issues, various compromise designs have been proposed and / or utilized in aircraft. For example, a horizontally-oriented thrust lever is used, instead of a traditional collective. Here, a sliding horizontal movement allows for the actuation of a vertical trajectory. These systems introduce the need for increased operator education and habit adjustment, as the design is not intuitive for vertical trajectory control. Additionally, the hand or wrist of the operator can experience issues like discomfort, fatigue, or even carpal tunnel syndrome. Further, these and other flight configuration systems do not facilitate the integration of yaw axis control as traditional pedal inceptors are used for yaw axis control.

[0007] Another proposal entails the use of a three-axis integrated control. In such a system, the operator utilizes the right hand to command lateral motion and the left hand to command longitudinal motion during the low-speed flight. This may result in degraded handling for multi-axis planform flight at low speed, negative habit transfer issues for pilots of other rotorcrafts, and hand and / or wrist fatigue. Still another proposal entails the use of a dual two-axis controller. Here, however, the lateral and directional controls are mixed as the lateral control of the right-hand inceptor commands turn rate which manifests as a yaw rate in hover and roll in wing- borne flight. This may also lead to operator confusion, mental fatigue, and transfer of negative habits.

[0008] Accordingly, there remains a need for an aircraft control system that ensures an intuitive control system and / or controller, a reduction of pilot fatigue and workload, consistent flight control directives, and appropriate ergonomic support and comfort for the operator.

[0009] The background description provided herein is for the purpose of generally presenting the context of the disclosure. Unless otherwise indicated herein, the materials described in this section are not prior art to the claims in this application and are not admitted to be prior art, or suggestions of the prior art, by inclusion in this section.SUMMARY OF THE DISCLOSURE

[0010] According to embodiments consistent with the present disclosure, systems and methods are disclosed for controlling an aircraft with an inceptor assembly.

[0011] In some aspects, the techniques described herein relate to an aircraft, including: a first inceptor assembly having: a first base; and a first control stickextending away from the first base, the first control stick defining a first upright axis that extends through the first control stick, the first control stick configured to twist around the first upright axis in a rotational motion; and a second inceptor assembly having: a second base; and a second control stick extending away from the second base, the second control stick defining a second upright axis that extends through the second control stick and through the second base, the second upright axis being generally aligned with a vertical direction.

[0012] In some aspects, the techniques described herein relate to an aircraft, wherein, when viewed from a perspective facing a front or forward end of the aircraft, the first inceptor assembly is positioned to the left of the second inceptor assembly.

[0013] In some aspects, the techniques described herein relate to an aircraft, wherein the first inceptor assembly is configured for rotating the aircraft about a yaw axis during takeoff and landing and / or during wing-borne flight.

[0014] In some aspects, the techniques described herein relate to an aircraft, wherein rotation of the first inceptor assembly in a first rotational direction about the first upright axis of the first inceptor assembly is configured to cause rotation of the aircraft in the first rotational direction about a yaw axis of the aircraft.

[0015] In some aspects, the techniques described herein relate to an aircraft, wherein: i) rotation of the first inceptor assembly in a first rotational direction about the first upright axis of the first inceptor assembly is configured to cause rotation of the aircraft in the first rotational direction about a yaw axis of the aircraft; and ii) rotation of the first inceptor assembly in a second rotational direction about the first upright axis of the first inceptor assembly is configured to cause rotation of the aircraft in the second rotational direction about the yaw axis of the aircraft, wherein the second rotational direction is opposite of the first rotational direction.

[0016] In some aspects, the techniques described herein relate to an aircraft, wherein: i) rotation of the first inceptor assembly in a first rotational direction about the first upright axis of the first inceptor assembly is configured to cause rotation of the aircraft in the first rotational direction about a yaw axis of the aircraft; and ii) rotation of the first inceptor assembly in a second rotational direction about the first upright axis of the first inceptor assembly is configured to cause rotation of the aircraft in the second rotational direction about the yaw axis of the aircraft, wherein the first rotational direction is clockwise and the second rotational direction is counter-clockwise.

[0017] In some aspects, the techniques described herein relate to an aircraft, wherein the aircraft is capable of vertical takeoff and landing.

[0018] In some aspects, the techniques described herein relate to an aircraft, wherein the first inceptor assembly is configured for increasing or decreasing an altitude of the aircraft during takeoff and landing and / or during wing-borne flight.

[0019] In some aspects, the techniques described herein relate to an aircraft, wherein the second inceptor assembly is configured for translating the aircraft in a lateral direction during takeoff and landing and / or configured for rotating a horizontal flight path angle during wing-borne flight.

[0020] In some aspects, the techniques described herein relate to an aircraft, wherein the second inceptor assembly is configured for translating the aircraft in a forward / aft direction during takeoff and landing and / or during wing-borne flight.

[0021] In some aspects, the techniques described herein relate to a system for controlling an aircraft, including: a first inceptor assembly including a first control stick configured to receive a longitudinal input and a rotational input; and a second inceptor assembly including a second control stick configured to receive alongitudinal input and a lateral input, the first inceptor assembly being at a fixed orientation such that, when the first control stick and the second control stick are each at neutral positions, the first control stick forms an angle with respect to a vertical direction that is different than an angle the second control stick forms with respect to the vertical direction.

[0022] In some aspects, the techniques described herein relate to a system, wherein the first control stick forms the angle with respect to the vertical direction due to the first control stick extending forward and away from a seat for an operator of the aircraft.

[0023] In some aspects, the techniques described herein relate to a system, wherein the angle the first control stick forms with respect to the vertical direction is at least about 30 degrees and less than about 90 degrees.

[0024] In some aspects, the techniques described herein relate to a system, further including a controller configured to translate the longitudinal input of the first control stick to a vertical control of the aircraft and the rotational input of the first control stick to a yaw control of the aircraft.

[0025] In some aspects, the techniques described herein relate to a system, further including a controller configured to translate the longitudinal input of the first control stick to a vertical control of the aircraft, the rotational input of the first control stick to a yaw control of the aircraft, the longitudinal input of the second control stick to a longitudinal translation of the aircraft, and the lateral input of the second control stick to a lateral translation of the aircraft.

[0026] In some aspects, the techniques described herein relate to a method of controlling an aircraft, including: receiving a first longitudinal input from a first inceptor assembly; actuating one or more control surfaces and / or one or more rotorsto control a vertical movement of the aircraft in response to the first longitudinal input; receiving a rotational input from the first inceptor assembly; actuating the one or more control surfaces and / or the one or more rotors to control a yaw rotation of the aircraft in response to the rotational input; receiving a second longitudinal input from a second inceptor assembly; actuating the one or more control surfaces and / or the one or more rotors to control longitudinal translation of the aircraft in response to the second longitudinal input; receiving a lateral input from the second inceptor assembly; and actuating the one or more control surfaces and / or the one or more rotors to control lateral translation of the aircraft in response to the lateral input, defining a first longitudinal axis that extends through a first control stick of the first inceptor assembly, the rotational input being generated when the first control stick of the first inceptor assembly is rotated around the first longitudinal axis.

[0027] In some aspects, the techniques described herein relate to a method, wherein the first upright axis forms a non-zero angle with a vertical direction.

[0028] In some aspects, the techniques described herein relate to a method, the first longitudinal input being generated when the first control stick of the first inceptor assembly is pushed forward and downward or pulled backward and upward.

[0029] In some aspects, the techniques described herein relate to a method, wherein the second longitudinal input and the lateral input are generated with a second control stick of the second inceptor assembly.

[0030] In some aspects, the techniques described herein relate to a method, the second longitudinal input being generated when the second control stick of the second inceptor assembly is pushed forwards and away from an operator of the aircraft or pulled backwards and towards the operator.

[0031] In some aspects, the techniques described herein relate to a method, the lateral input being generated when the second control stick of the second inceptor assembly is moved left or right with respect to an operator of the aircraft.

[0032] In some aspects, the techniques described herein relate to a non- transitory computer readable medium for a controller of an aircraft, the non-transitory computer readable medium storing instructions that, when executed by one or more processors, cause the one or more processors to perform operations including: receiving a first longitudinal input from a first inceptor assembly; actuating one or more control surfaces and / or one or more rotors to control a vertical movement of the aircraft in response to the first longitudinal input; receiving a rotational input from the first inceptor assembly; actuating the one or more control surfaces and / or the one or more rotors to control a yaw rotation of the aircraft in response to the rotational input; receiving a second longitudinal input from a second inceptor assembly; actuating the one or more control surfaces and / or the one or more rotors to control longitudinal translation of the aircraft in response to the second longitudinal input; receiving a lateral input from the second inceptor assembly; and actuating the one or more control surfaces and / or the one or more rotors to control lateral translation of the aircraft in response to the lateral input, defining a first upright axis that extends through a first control stick of the first inceptor assembly, the rotational input being generated when the first control stick of the first inceptor assembly is rotated around the first upright axis.

[0033] Additional objects and advantages of the disclosed embodiments will be set forth in part in the description that follows, and in part will be apparent from the description, or may be learned by practice of the disclosed embodiments. The objects and advantages of the disclosed embodiments will be realized and attainedby means of the elements and combinations particularly pointed out in the appended claims.

[0034] It is to be understood that both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the disclosed embodiments, as claimed.BRIEF DESCRIPTION OF THE DRAWINGS

[0035] 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.

[0036] FIG. 1 illustrates an exemplary aircraft control system according to embodiments of the present disclosure.

[0037] FIG. 2 illustrates an exemplary inceptor assembly according to embodiments of the present disclosure.

[0038] FIG. 3 illustrates an exemplary aircraft control system according to some embodiments of the present disclosure.

[0039] FIG. 4 is a flow chart depicting an exemplary aircraft control method according to some embodiments of the present disclosure.DETAILED DESCRIPTION OF EMBODIMENTS

[0040] Both the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the features, as claimed. As used herein, the terms “comprises,” “comprising,” “has,” “having,” “includes,” “including,” or other variations thereof, are intended to cover a non-exclusive inclusion such that a process, method, article, or apparatus thatcomprises a list of elements does not include only those elements, but may include other elements not expressly listed or inherent to such a process, method, article, or apparatus. In this disclosure, unless stated otherwise, relative terms, such as, for example, “about,” “substantially,” and “approximately” are used to indicate a possible variation of ±10% in the stated value. In this disclosure, unless stated otherwise, any numeric value may include a possible variation of ±10% in the stated value.

[0041] The terminology used below may be interpreted in its broadest reasonable manner, even though it is being used in conjunction with a detailed description of certain specific examples of the present disclosure. Indeed, certain terms may even be emphasized below; however, any terminology intended to be interpreted in any restricted manner will be overtly and specifically defined as such in this Detailed Description section.

[0042] The disclosed flight control system includes an inceptor (e.g., a lefthand inceptor) to control aircraft motion for a low-speed flight mode, for a high-speed flight mode, and for transitioning between the two flight modes in a way that may be intuitive to the operator due to the orientation of the left-hand inceptor and consistent control directives and orientation. The inceptor may be used in a dual two-axis side stick system. Such a solution reduces operator workload and mental fatigue, provides for ergonomic support and comfort, and helps ensure that operation in all flight regimes is intuitive, ergonomic, and safe.

[0043] According to some embodiments, controls and control configurations in aircraft are disclosed herein that assist an operator to comfortably and intuitively control the aircraft throughout its operation. For example, control configurations enable operation of a speed and a pitch of one or more rotors, and also operation of one or more control surfaces (e.g., elevators, rudders, ailerons, ruddervators, flaps,flaperons, or any other control surface known to one of ordinary skill in the art). Note that the term “aircraft” may encompass a large number of air vehicles including vertical take-off and landing (VTOL) aircraft (e.g., electrically-powered VTOL aircraft also referred to as “eVTOL” aircraft), airplanes, helicopters, aerostats, flight simulators, and spacecraft, among others. The above list does not limit what the term “aircraft” defines in terms of structure.

[0044] The proposed embodiments disclosed herein provide an aircraft control system with intuitive commands, a reduction of operator fatigue and workload, consistent flight control directives, and appropriate ergonomic support and comfort for the operator. Embodiments disclosed herein streamline controls and allow an operator to control an aircraft such as a VTOL in multiple stages of a flight, such as a take-off stage, a landing stage, a cruise stage, and during transitions between these stages, while realizing the above-described advantages. For a vertical take-off and landing (VTOL) aircraft in particular, at least some of the embodiments disclosed herein streamline controls and provide benefits for an aircraft during in a vertical thrust configuration (e.g., thrust-borne flight), a horizontal thrust configuration (e.g., wing-borne flight), and a transition period between the horizontal thrust and the vertical thrust configurations.

[0045] FIG. 1 illustrates an exemplary aircraft control system 100 for an aircraft 10 according to some embodiments of the present disclosure. Aircraft 10 may be a VTOL aircraft, such as an electrically-powered VTOL aircraft with a plurality of tiltrotors that support vertical takeoff and wing-borne cruising. An exemplary VTOL aircraft is shown in FIG. 3.

[0046] With reference to FIG. 1 , control system 100 may include a multi-axis dual-inceptor flight control configuration that may include a left-hand inceptor 102and a right-hand inceptor 104. An “inceptor,” as used herein, is also referred to as an “inceptor assembly.” Control system 100 may include an operator seat 106 positioned generally between the left-hand inceptor 102 and the right-hand inceptor 104. As shown in FIG. 1 , the operator may sit in the operator seat 106 within aircraft 10 with the ability to simultaneously reach both the left-hand inceptor 102 and the right-hand inceptor 104 in an ergonomically-supported manner. For example, the operator may rest an arm on an arm rest 108 that supports inceptors 102 and 104. One or both of inceptors 102 and 104 may include a fixed or adjustable wrist rest (not shown in FIG. 1 ) to provide an additional support surface in the area immediately behind the inceptor.

[0047] Control system 100 may also include a display 110, positioned within the operator’s line of sight. Control system 100 may receive data from various aircraft sensors, flight management systems, and navigational databases, and may process and present the information to an operator in real time via display 110. Display 110 may present one or more flight parameters, such as attitude, airspeed, altitude, vertical speed, heading, and navigation information. Display 110 may be a multifunction touchscreen display that offers operators a customizable interface to access any number of parameters useful for operation of the aircraft including secondary flight information, such as weather radar, motor parameters, battery / fuel status, and communication controls. Display 110 may also include a heads-up display (HUD) that projects critical flight data onto a transparent surface, superimposing it within the operator’s forward field of view. In embodiments where inceptor 102 and / or 104 is adjustable, display 110 may be configured to display the current angular setting for inceptors 102 and 104 and facilitate a change in these orientations by the operator.

[0048] Left-hand inceptor 102 and right-hand inceptor 104 may each receive longitudinal inputs (e.g., forward / backward movements from an operator’s perspective), right-hand inceptor 104 may receive lateral inputs (e.g., left-right movements from an operator’s perspective), and left-hand inceptor 102 may receive rotational inputs (e.g., a twist motion of the left-hand control stick) wherein the operator may direct the left-hand inceptor 102 and the right-hand inceptor 104 accordingly. Thus, the operator may utilize each of the left-hand inceptor 102 and the right-hand inceptor 104 to control an aircraft (e.g., VTOL aircraft) over an entire flight envelope. Such a flight envelope may include rotor-borne flight (e.g., takeoff and landing), wing-borne flight (e.g., cruising), and transition points between the two flight configurations. For example, control inputs may remain the same or substantially the same in different flight configurations (e.g., rotor-borne flight, wing-borne flight, and transition between rotor-borne and wing-borne flight).

[0049] Inceptor 102 may be to the left of seat 106 from the operator's perspective, when seated, and may therefore be referred to as a left-hand inceptor. Inceptor 104 may be to the right of seat 106, forming a right-hand inceptor. Left-hand inceptor 102 may be angled forward, away from seat 106, and secured at this position so as to form a non-zero angle “A” (FIG. 2) with a vertical direction. Angle “A” may be formed by the angular distance between an upright (e.g., longitudinal) axis of the inceptor and the vertical direction, as described below.

[0050] As used herein, a “vertical direction” is a direction that is normal to a floor surface to which seat 106 is connected when aircraft 10 is stationary on level ground and / or a direction opposite to the direction of gravity when aircraft 10 is stationary on level ground. As used herein, a "non-zero angle" of an inceptor is an angle of at least 10 degrees, as measured by an upright (e.g., longitudinal) axisdefined by the inceptor and the vertical direction. The non-zero angle is measured when no input is provided to the inceptor and the inceptor is in a corresponding neutral position. In some embodiments, upright axis or longitudinal axis 224 extends through at least a portion of a control stick of the inceptor and a location where the control connects to (e.g., joins) a base of the inceptor. Alternatively, the inceptor may remain in the position it is set and, therefore, does not have a neutral position where it self-centers.

[0051] As indicated above, left-hand inceptor 102 may be orientated at nonzero angle “A”. Angle “A” may be at least about 20 degrees and less than about 90 degrees. In particular, angle “A” may be at least about 30 degrees and less than about 80 degrees, or at least about 40 degrees and less than about 70 degrees.

[0052] While left-hand inceptor 102 may be angled forward, in at least some embodiments right-hand inceptor 104 is not angled (e.g., is aligned, within less than 10 degrees, with the vertical direction as measured from the upright axis of the inceptor and the vertical direction). Inceptor 102 and inceptor 104 may be fixed in these positions, such that, when no control inputs are provided, inceptors 102 and 104 are always at different vertical orientations. In some aspects, the vertical orientations of inceptors 102 and 104 are at least about 10 degrees different from each other, at least about 20 degrees different from each other, at least about 30 degrees different from each other, or at least about 40 degrees different from each other. In the illustrated embodiments, inceptor 102 may be offset from a vertical direction, and in at least some embodiments, from inceptor 104, by an angle “A” (FIG. 2). Angle “A” may be about 15 degrees, about 30 degrees, or about 45 degrees, with additional examples being described below.

[0053] Although the configuration shown in FIG. 1 includes arm rests and left and right inceptors 102 and 104 that extend from a respective arm rest 108, other configurations are contemplated. For example, inceptor 102 and / or inceptor 104 may be located on a console in front of seat 106. Inceptor 102 and / or inceptor 104 may be located on a cockpit surface such as a wall to the left or to the right of seat 106. Inceptor 102 and / or inceptor 104 may be connected to a floor of the aircraft and may extend upwards to locations adjacent to seat 106 (e.g., to provide the ability to remove seat 106 without replacing inceptors 102 and 104).

[0054] Inceptor 102 and inceptor 104 may be used simultaneously (e.g., by an operator’s left hand and right hand) to control different flight axes of pitch, yaw, and roll and accordingly, the flight control path, as described below. To facilitate intuitive control of the aircraft, the inceptor for controlling vertical movement (e.g., increasing and decreasing altitude) may be placed at angle “A”, whether this inceptor is lefthand inceptor 102 or right-hand inceptor 104.

[0055] FIG. 2 is a side view illustrating an exemplary inceptor assembly 200 to the left of seat 206 according to some embodiments of the present disclosure. A second inceptor assembly 202 is shown to the right of seat 206. Inceptor assembly 200 may correspond to left-hand inceptor 102, while inceptor assembly 202 corresponds to right-hand inceptor 104. Thus, when viewed from a perspective facing a front or forward end of aircraft 10, left-hand inceptor 102 is positioned left or port relative to right-hand inceptor 104. Correspondingly, when viewed from a perspective facing a front or forward end of aircraft 10, right-hand inceptor 104 is positioned right or starboard relative to left-hand inceptor 104. Inceptor assembly 200 may include an arm rest 208, a wrist rest (not shown in FIG. 2), a base 270 an upper surface 272, a control stick 222 protruding through an opening in surface 272and having a hand-grip 226, a support frame 238, a support plate 232, and a base support 240.

[0056] As shown in FIG. 2, inceptor assembly 200 and base 270 may form a housing connected to additional support members of the aircraft. Base 270 and other components of assembly 200 may be secured to aircraft 10 such that base 270, support plate 232, support frame 238, and base support 240 are fixed in place (e.g., not adjustable and removable only to perform maintenance or repair).

[0057] Arm rest 208 of inceptor assembly 200 may be fixedly attached to plate 232 and support frame 238 via base 270. However, in at least some configurations, arm rest 208 is movably connected to support frame 238 of inceptor assembly 200. Arm rest 208 may also be a part of or attached to a seat (e.g., seat 206), console, or other structure in the proximity of a control stick 222. An upper surface of arm rest 208 may include a cushion or other resilient surface that absorbs impacts and adds comfort for an operator.

[0058] Arm rest 208 may comfortably and ergonomically support the operator’s arm during flight control, thereby stabilizing the hand, preventing shifting of the hand, reducing arm fatigue, and maintaining biomechanical health of the arm and wrist joint of the operator. For example, when inceptor assembly 200 is fixed at an orientation that defines angle “A”, an upper surface of arm rest 208 may be fixed at the same angle. While at this fixed angle “A”, arm rest 208 may support the operator’s arm so as to isolate the arm from aircraft accelerations and vibrations. This advantageously reduce aircraft pilot coupling or pilot-induced oscillation. In stabilizing the hand during flight control, arm rest 208 provides the ability to make smaller (e.g., more minute) and precise motions when providing inputs via inceptor assembly 200 and the operator’s hand and arm may not move as much or as far. Inother words, control stick 222 may be configured to be more sensitive to smaller movements, in part due to arm rest 208.

[0059] A wrist rest (not shown in FIG. 2) may be connected to or incorporated within base 270 and attached to support frame 238 and base support 240 via base 270. If desired, the wrist rest may be vertically translated to adjust the wrist rest while the wrist rest is angled in the same manner as arm rest 208.

[0060] Inceptor assembly 200 may further include a control stick (e.g., lever or stick) 222 configured to receive longitudinal inputs (e.g., forward and backward movements that include a downward component or an upward component, respectively) and rotational inputs (e.g., clockwise and counter-clockwise twist movements about an upright axis 224) for flight control. Control stick 222 may be movably connected to a support member.

[0061] Control stick 222 may include a hand-grip 226 that defines a surface configured to receive a palm of an operator’s hand. Hand-grip 226 may define upright axis 224 of inceptor assembly 200. For example, hand-grip 226 may extend away from base 270 such that upright axis 224 passes through the center of upright axis 224 and also away from base 270. While not required, upright axis 224 may pass through base 270.

[0062] An ergonomic handle may be formed at the distal end of control stick 222. The handle may include one or more input devices, such as buttons, triggers, pads, switches, or joysticks. The input devices may be used to control internal or external features of aircraft 10 and may be used during flight for additional flight controls. By way of example, a handle of control stick 222 may include a trigger 254 and a touch input 256 (e.g., a capacitive touch surface). Touch input 256 may be ascreen configured to display controls and receive touch inputs from an operator to control various systems of the aircraft.

[0063] Although not shown in FIG. 2, control stick 222 may include one or more hold molds, a hardware detent (e.g., mechanical or magnetic), and a software detent so as to maintain consistent aircraft operation when an operator is not providing input or providing minimal input. The hold molds may hold control stick 222 at angle “A” or an angle other than angle “A” when input is not provided from an operator. The hardware detent may hold control stick 222 at angle “A” or another angle when force is not input by an operator or does not reach a threshold force. A software detent may be operated using one or more electronically-controlled actuators connected to control stick 222 to maintain a desired position with respect to angle “A” when no operator input is provided. The software detent may be based on a measured input from an operator (e.g., a threshold position change or a threshold input force). Hold molds, hardware detents, and software detents may allow for hands-off control and / or to prevent inadvertent operator input.

[0064] FIG. 3 illustrates an exemplary aircraft control system 300, according to embodiments of the present disclosure. Control system 300 may include a multi-axis dual-inceptor flight control configuration including control of the appropriate flight axes of pitch, roll, and yaw. Control system 300 may include a left-hand inceptor 302 (e.g., left-hand inceptor 102, inceptor assembly 200), a right-hand inceptor 304 (e.g., right-hand inceptor 104, inceptor assembly 202), and controller 314.

[0065] Left-hand inceptor 302 of control system 300 may receive one or more longitudinal inputs 308 (e.g., forward / backward movements) and rotational inputs306 (e.g., clockwise and counter-clockwise twist movements around the upright axis of left-hand inceptor 302). In embodiments where left-hand inceptor 302 has aneutral position that forms a non-zero angle “A” (e.g., FIG. 2), forward movements of the control stick may be both forward and downward, while backward movements are both rearward and upward, the downward and upward components of the movement being larger with larger values of angle “A”.

[0066] As shown in FIG. 3, an operator may utilize longitudinal inputs 308 of left-hand inceptor 302 to provide an overall vertical adjustment (e.g., adjustment in altitude) to aircraft 10. Due to inceptor 302 being at angle “A”, part of the movement of inceptor 302 matches the requested vertical movement of the aircraft (e.g., a forward and downward movement of inceptor 302 causes descent of aircraft 10). In some examples, most of the motion of inceptor 302 may match the vertical motion of the aircraft (e.g., examples where angle “A” is greater than or equal to 45 degrees). In other examples, less than half of the movement of inceptor 302 may match the corresponding vertical motion.

[0067] Rotational (e.g., twist) inputs 306 of the controller of left-hand inceptor 302 may adjust and / or control the yaw or the heading of the aircraft accordingly. In some embodiments, yaw and heading may be controlled or adjusted together (e.g., for a coordinated turn of an aircraft). Rotational input 306 may include rotation (e.g., twist) in a first rotational direction 306a (e.g., clockwise) and rotation (e.g., twist) in a second rotational direction 306b that is opposite of the first rotational direction 306a (e.g., counter-clockwise). The direction of rotational input 306 may correspond and / or mirror the direction of yaw rotation of aircraft 10 about the yaw axis. That is, when left-hand inceptor 302 is rotated in first rotational direction (e.g., clockwise) about axis 224, aircraft 10 will perform a yaw rotation in the first rotational direction (e.g., clockwise) about the yaw axis. Similarly, when left-hand inceptor 302 is rotated in the second rotational direction that is opposite of the first rotational direction (e.g.,counter-clockwise), aircraft 10 will perform a yaw rotation in the second rotational direction (e.g., counter-clockwise). The correspondence and mirroring of the rotation of aircraft 10 about the yaw axis to the rotation of left-hand inceptor 302 may contribute to better pilot performance and reduce mental fatigue. Left-hand inceptor 302 may translate mechanical motion inputs (e.g., rotational movement 306 and / or longitudinal movement 308) into electrical signals, and may transmit the electrical signals to controller 314 via a wired or a wireless connection.

[0068] Left-hand inceptor 302 may be configured to operate in response to user feedback or application of force only in rotational and longitudinal directions. In some embodiments, movement or application of force to left-hand inceptor 302 in a lateral direction 1 ) does not create any electrical signal sent to controller 314, or 2) creates an electrical signal sent to controller 314 unrelated to yaw rotation of aircraft 10.

[0069] Right-hand inceptor 304 of control system 300 may also receive one or more longitudinal inputs 312 (e.g., forward / backward movements) and lateral inputs 310 (e.g., left-right movements) wherein the operator may direct right-hand inceptor 304 accordingly. As shown in FIG. 3, the operator may utilize the longitudinal inputs 312 of right-hand inceptor 304 to control and / or provide forward and rearward / aft translation of the aircraft.

[0070] Forward and rearward translation may include changes in a pitch angle of aircraft 10. For example, a forward translation may include manipulating one or more control surfaces and / or rotors such as proprotors of the aircraft to shift the nose of aircraft 10 down and the tail up. A rearward translation may include shifting the nose of the aircraft up and the tail down. Furthermore, lateral inputs 310 of righthand inceptor 304 may control and / or provide lateral translation of the aircraft. Alateral translation of aircraft 10 may include changes in a roll angle of aircraft 10. For example a lateral translation to the right may include rolling to the right (e.g., manipulating one or more control surfaces and / or rotors to lower the right wing and raise the left wing of the aircraft). Right-hand inceptor 304 may translate mechanical motion inputs (e.g., lateral movement 310 and / or longitudinal movement 312) into electrical signals, and may transmit the electrical signals to controller 314 via a wired or a wireless connection.

[0071] Controller 314 may receive signals from left-hand inceptor 302 and right-hand inceptor 304. Controller 314 may include one or more processors that determine which control surfaces and / or rotors may be actuated to cause the desired movement of the aircraft. In some embodiments, controller 314 may execute software or firmware. Additionally, the processors of the controller 314 may execute non-transitory computer readable medium storing instructions. That is, the processors of controller 314 may execute programs providing instructions known in the art to perform the operations described. By way of example, during rotor-borne flight, upon receiving a signal indicating lateral movement 310 from right-hand inceptor 304, controller 314 may instruct one or more ailerons to be actuated, causing the aircraft to roll and be translated laterally. By way of another example, during wing-borne flight, upon receiving a signal indicating lateral movement 310 from right-hand inceptor 304, controller 314 may instruct one or more ailerons to be actuated, causing the aircraft to roll and rotate the horizontal flight path angle. In other words, roll during wing-borne flight may not cause lateral translation but rather rotates the flight path vector in the horizontal plane.

[0072] The orientation, structure, and functionality of controls for each of the left-hand inceptor 302 and the right-hand inceptor 304 may be the same whether theaircraft is experiencing rotor-borne flight, wing-borne flight, or a transition between rotor-borne and wing-borne flight. In other words, by way of example, longitudinal movements 308 control upward and downward motion whether aircraft 10 is in a rotor-borne flight mode, a wing-borne flight mode, or a transition between the two flight modes. This control scheme is reinforced by placing left-hand inceptor 302 at a non-zero angle. Accordingly, control system 300 may be intuitive for the operator without regard to the current flight mode. Control system 300 provides for a clear delineation of control directives in a certain and consistent manner thereby allowing for more intuitive flight control, reduced operator workload and mental fatigue, and diminished negative habit accumulation and transfer.

[0073] FIG. 4 is a flow chart depicting an exemplary aircraft control method 400 according to embodiments of the present disclosure. Method 400 may include one or more of steps 402-416. Step 402 may include receiving a first longitudinal input with controller 314 via a first (e.g., a left-hand) inceptor assembly (e.g., inceptor assembly 102, 200). The longitudinal input may be received through a control stick of the first inceptor assembly, such as control stick 222 of FIG 2, and may be generated by a sensor that detects physical movement of control stick 222. While referred to as a “longitudinal” movement, the movement includes a vertical (upward or downward) movement according to angle “A”, as described above. A forward movement may be achieved when the first inceptor assembly is pushed forward and downward. A rearward or backward movement may be achieved when the first inceptor assembly is pulled backward and upward.

[0074] Step 404 may include actuating one or more control surfaces and / or one or more rotors of aircraft 10 to control a vertical movement of the aircraft inresponse to the longitudinal input of step 402, such as shown in FIG. 3 with longitudinal inputs 308 controlling a vertical movement of the aircraft.

[0075] Step 406 may include receiving a rotational input with controller 314 via the first inceptor assembly. Step 408 may include actuating the control surfaces and / or rotors to control a yaw rotation of the aircraft in response to the rotational input of step 406.

[0076] Step 410 may include receiving a longitudinal input with controller 314 via a second (e.g., a right-hand) inceptor assembly (e.g., inceptor assembly 104, 202). At step 412, method 400 may include actuating the one or more control surfaces and / or the one or more rotors to control a forward or rearward / aft movement (e.g., translation) of aircraft 10 in response to the longitudinal input from the second inceptor assembly. The vertical component of the movement of the control stick of the second inceptor assembly in step 410 may be lesser in magnitude than the vertical component of the movement of the control stick of the first inceptor assembly in step 402, even when the control sticks of the first and second inceptor are moved by the same distance. For example, step 410 may be performed without pushing the control stick of the second inceptor assembly downward and without pulling the control stick of the second inceptor assembly upward, as the control stick of the second inceptor assemblies does not form a non-zero angle with the vertical direction.

[0077] Step 414 may include receiving a lateral input with controller 314 via the second inceptor assembly. Step 416 may include actuating the one or more control surfaces and / or the one or more rotors to control a lateral movement (e.g., translation) of aircraft 10 in response to the lateral input from the second inceptor assembly.

[0078] The steps described above may be completed in any order as understood in the art. Additionally, the steps described may be completed at substantially the same time (e.g., parallel execution).

[0079] Alternatively, it is contemplated in the present disclosure to control yaw and vertical movements of the aircraft with the right inceptor and control lateral and longitudinal movements of the aircraft with the left inceptor. That is, the right inceptor may be configured to receive a longitudinal and rotational input instead of the left inceptor while the left inceptor may be configured to receive a longitudinal and lateral input instead of the right inceptor. In this way, the right inceptor may be considered the first inceptor and the left inceptor may be considered the second inceptor in light of the above disclosure.

[0080] It will be apparent to persons skilled in the art that various modifications and variations can be made to the disclosed structure. While illustrative embodiments have been described herein, the scope of the present invention includes any and all embodiments having equivalent elements, modifications, omissions, combinations (e.g., of aspects across various embodiments), adaptations and / or alterations as would be appreciated by those skilled in the art based on the present invention. The limitations in the claims are to be interpreted broadly based on the language employed in the claims and not limited to examples described in the present specification or during the prosecution of the application, which examples are to be construed as non-exclusive. Further, the steps of the disclosed methods may be modified in any manner, including by reordering steps and / or inserting or deleting steps, without departing from the principles of the present invention. It is intended, therefore, that the specification and examples be considered as exemplaryonly, with a true scope and spirit of the present invention being indicated by the following claims and their full scope of equivalents.

Claims

CLAIMSWhat is claimed is:

1. An aircraft, comprising: a first inceptor assembly having: a first base; and a first control stick extending away from the first base, the first control stick defining a first upright axis that extends through the first control stick, the first control stick configured to twist around the first upright axis in a rotational motion; and a second inceptor assembly having: a second base; and a second control stick extending away from the second base, the second control stick defining a second upright axis that extends through the second control stick and through the second base, the second upright axis being generally aligned with a vertical direction.

2. The aircraft of claim 1 , wherein, when viewed from a perspective facing a front or forward end of the aircraft, the first inceptor assembly is positioned to the left of the second inceptor assembly.

3. The aircraft of claim 1 , wherein the first inceptor assembly is configured for rotating the aircraft about a yaw axis during takeoff and landing and / or during wing- borne flight.

4. The aircraft of claim 1 , wherein rotation of the first inceptor assembly in a first rotational direction about the first upright axis of the first inceptor assembly is configured to cause rotation of the aircraft in the first rotational direction about a yaw axis of the aircraft.

5. The aircraft of claim 1 , wherein: i) rotation of the first inceptor assembly in a first rotational direction about the first upright axis of the first inceptor assembly is configured to cause rotation of the aircraft in the first rotational direction about a yaw axis of the aircraft; and ii) rotation of the first inceptor assembly in a second rotational direction about the first upright axis of the first inceptor assembly is configured to cause rotation of the aircraft in the second rotational direction about the yaw axis of the aircraft, wherein the second rotational direction is opposite of the first rotational direction.

6. The aircraft of claim 1 , wherein: i) rotation of the first inceptor assembly in a first rotational direction about the first upright axis of the first inceptor assembly is configured to cause rotation of the aircraft in the first rotational direction about a yaw axis of the aircraft; and ii) rotation of the first inceptor assembly in a second rotational direction about the first upright axis of the first inceptor assembly is configured to cause rotation of the aircraft in the second rotational direction about the yaw axis of the aircraft, wherein the first rotational direction is clockwise and the second rotational direction is counter-clockwise.

7. The aircraft of claim 1 , wherein the aircraft is capable of vertical takeoff and landing.

8. The aircraft of claim 7, wherein the first inceptor assembly is configured for increasing or decreasing an altitude of the aircraft during takeoff and landing and / or during wing-borne flight.

9. The aircraft of claim 7, wherein the second inceptor assembly is configured for translating the aircraft in a lateral direction during takeoff and landing and / or configured for rotating a horizontal flight path angle during wing-borne flight.

10. The aircraft of claim 7, wherein the second inceptor assembly is configured for translating the aircraft in a forward / aft direction during takeoff and landing and / or during wing-borne flight.

11. A system for controlling an aircraft, comprising: a first inceptor assembly including a first control stick configured to receive a longitudinal input and a rotational input; and a second inceptor assembly including a second control stick configured to receive a longitudinal input and a lateral input, the first inceptor assembly being at a fixed orientation such that, when the first control stick and the second control stick are each at neutral positions, the first control stick forms an angle with respect to a vertical direction that is different than an angle the second control stick forms with respect to the vertical direction.

12. The system of claim 11 , wherein the first control stick forms the angle with respect to the vertical direction due to the first control stick extending forward and away from a seat for an operator of the aircraft.

13. The system of claim 11 , wherein the angle the first control stick forms with respect to the vertical direction is at least about 30 degrees and less than about 90 degrees.

14. The system of claim 11 , further including a controller configured to translate the longitudinal input of the first control stick to a vertical control of the aircraft and the rotational input of the first control stick to a yaw control of the aircraft.

15. The system of claim 11 , further including a controller configured to translate the longitudinal input of the first control stick to a vertical control of the aircraft, the rotational input of the first control stick to a yaw control of the aircraft, the longitudinal input of the second control stick to a longitudinal translation of the aircraft, and the lateral input of the second control stick to a lateral translation of the aircraft.

16. A method of controlling an aircraft, comprising: receiving a first longitudinal input from a first inceptor assembly; actuating one or more control surfaces and / or one or more rotors to control a vertical movement of the aircraft in response to the first longitudinal input; receiving a rotational input from the first inceptor assembly;actuating the one or more control surfaces and / or the one or more rotors to control a yaw rotation of the aircraft in response to the rotational input; receiving a second longitudinal input from a second inceptor assembly; actuating the one or more control surfaces and / or the one or more rotors to control longitudinal translation of the aircraft in response to the second longitudinal input; receiving a lateral input from the second inceptor assembly; and actuating the one or more control surfaces and / or the one or more rotors to control lateral translation of the aircraft in response to the lateral input, defining a first upright axis that extends through a first control stick of the first inceptor assembly, the rotational input being generated when the first control stick of the first inceptor assembly is rotated around the first upright axis.

17. The method of claim 16, wherein the first upright axis forms a non-zero angle with a vertical direction.

18. The method of claim 16, the first longitudinal input being generated when the first control stick of the first inceptor assembly is pushed forward and downward or pulled backward and upward.

19. The method of claim 16, wherein the second longitudinal input and the lateral input are generated with a second control stick of the second inceptor assembly.

20. The method of claim 19, the second longitudinal input being generated when the second control stick of the second inceptor assembly is pushed forwards and away from an operator of the aircraft or pulled backwards and towards the operator.21 . The method of claim 19, the lateral input being generated when the second control stick of the second inceptor assembly is moved left or right with respect to an operator of the aircraft.

22. A non-transitory computer readable medium for a controller of an aircraft, the non-transitory computer readable medium storing instructions that, when executed by one or more processors, cause the one or more processors to perform operations comprising: receiving a first longitudinal input from a first inceptor assembly; actuating one or more control surfaces and / or one or more rotors to control a vertical movement of the aircraft in response to the first longitudinal input; receiving a rotational input from the first inceptor assembly; actuating the one or more control surfaces and / or the one or more rotors to control a yaw rotation of the aircraft in response to the rotational input; receiving a second longitudinal input from a second inceptor assembly; actuating the one or more control surfaces and / or the one or more rotors to control longitudinal translation of the aircraft in response to the second longitudinal input; receiving a lateral input from the second inceptor assembly; and actuating the one or more control surfaces and / or the one or more rotors to control lateral translation of the aircraft in response to the lateral input,defining a first upright axis that extends through a first control stick of the first inceptor assembly, the rotational input being generated when the first control stick of the first inceptor assembly is rotated around the first upright axis.

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