Rotor blade integrity and separation monitoring and methods thereof

Abstract

A computer-implemented method for monitoring rotor blade integrity of a vehicle is disclosed. The computer-implemented method may include: collecting, at an electric propulsion unit (EPU) of a system of the vehicle, performance data associated with a rotor of the vehicle; calculating, using a first processing component of the system, an estimated force load experienced by the rotor based on the performance data; comparing, using a second processing component of the system, the estimated force load against an expected force load; and determining, based on the comparing, whether an anomaly is present that is indicative of decreased rotor blade integrity. Other aspects are described and claimed.

Description

[0001] Attorney Docket No.: 00379-0052-00304

[0002] Rotor Blade Integrity and Separation Monitoring and Methods Thereof

[0003] CROSS REFERENCE TO RELATED APPLICATIONS

[0004]

[0001] This application claims priority to U.S. Provisional Application No. 63 / 720,337, filed November 14, 2024, which is incorporated by reference herein in its entirety.

[0005] TECHNICAL FIELD

[0006]

[0002] Aspects of the present disclosure relate generally to rotor blade monitoring systems and, more particularly, to systems and methods for detecting rotor blade separation in aircraft, e.g., such as an electrical Vertical Take-Off and Landing (eVTOL) aircraft.

[0007] BACKGROUND

[0008]

[0003] Rotor blade separation refers to the detachment of one or more blades from a rotating propeller or rotor assembly during operation, posing significant risks to personnel safety, equipment integrity, and operational continuity. This event may occur due to various factors, including material fatigue, cracks, corrosion, damage, operational stress, and inadequate maintenance practices. The consequences of rotor blade separation may include propeller imbalance, intense vibrations, compromised aircraft performance, engine damage, and potential occupant injury. Existing technologies for detecting rotor blade damage often require additional specialized equipment and may not provide real-time detection of rotor blade separation. Attorney Docket No.: 00379-0052-00304

[0004] The present disclosure is accordingly directed to an improved system and method for monitoring and detecting rotor blade separation events. 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.

[0009] SUMMARY OF THE DISCLOSURE

[0010]

[0005] According to certain aspects of the disclosure, monitoring and action systems are disclosed that are configured to monitor for rotor blade separation and / or dynamically implement remedial actions when those events are detected.

[0011]

[0006] In one aspect, a computer-implemented method for monitoring rotor blade integrity of a vehicle is provided. The computer-implemented method may include: collecting, at an electric propulsion unit (EPU) of a system of the vehicle, performance data associated with a rotor of the vehicle; calculating, using a first processing component of the system, an estimated force load experienced by the rotor based on the performance data; comparing, using a second processing component of the system, the estimated force load against an expected force load; and determining, based on the comparing, whether an anomaly is present that is indicative of decreased rotor blade integrity.

[0012]

[0007] In another aspect, a computer-implemented method for detecting and addressing potential rotor blade separation in a vehicle is provided. The computer-implemented method may include: receiving, at a first component of a domain controller associated with a system of the vehicle, an indication of a separation event for a rotor blade of the vehicle; determining, using a second component of the Attorney Docket No.: 00379-0052-00304 domain controller, an operational mode of a motor associated with the rotor blade; transmitting, by the command module and based on the determined operational mode, an instruction to a motor controller associated with the motor; and executing, via the motor controller, the instruction.

[0013]

[0008] In yet another aspect, a computer-implemented method for addressing a potential failure of a rotor blade in a vehicle is provided. The computer-implemented method may include: monitoring, using one or more systems of the vehicle, performance of a rotor associated with the rotor blade during operation of the vehicle; detecting, using the one or more systems, a deviation from an expected performance of the rotor, wherein the deviation is indicative of a separation of the rotor blade; transmitting, using the one or more systems, an indication of the deviation; and executing, using the one or more systems, a remedial action that address the deviation.

[0014]

[0009] 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.

[0015] BRIEF DESCRIPTION OF THE DRAWINGS

[0016]

[0010] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate the disclosed embodiments, and together with the description, serve to explain the principles of the disclosed embodiments. There are many aspects and embodiments described herein. Those of ordinary skill in the art will readily recognize that the features of a particular aspect or embodiment may be used in conjunction with the features of any or all of the other aspects or embodiments described in this disclosure. In the drawings: Attorney Docket No.: 00379-0052-00304

[0011] FIG. 1 depicts a system architecture diagram of a detection system, according to one or more aspects of the present disclosure.

[0017]

[0012] FIG. 2 depicts a diagram of an exemplary workflow for initiating predefined protocols responsive to detecting decreased rotor blade integrity using the detection system of FIG. 1 , according to one or more aspects of the present disclosure.

[0018]

[0013] FIG. 3 depicts a system architecture diagram of a remedial system, according to one or more aspects of the present disclosure.

[0019]

[0014] FIG. 4 depicts a diagram of an exemplary workflow for detecting and responding to rotor blade separation events using the remedial system of FIG. 3, according to one or more aspects of the present disclosure.

[0020]

[0015] FIG. 5 depicts a diagram of an exemplary workflow for monitoring rotor blade integrity and addressing rotor blade separation events using the collective components of the detection system of FIG. 1 and the remedial system of FIG. 3, according to one or more aspects of the present disclosure.

[0021]

[0016] FIG. 6 is a diagram depicting an exemplary computing system, according to one or more embodiments of the present disclosure.

[0022] DETAILED DESCRIPTION OF THE EMBODIMENTS

[0023]

[0017] 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. Attorney Docket No.: 00379-0052-00304

[0018] In this disclosure, the term “based on” means “based at least in part on.” The singular forms “a,” “an,” and “the” include plural referents unless the context dictates otherwise. The term “exemplary” is used in the sense of “example” rather than “ideal.” The terms “comprises,” “comprising,” “includes,” “including,” or other variations thereof, are intended to cover a non-exclusive inclusion such that a process, method, article or apparatus that comprises a list of elements does not necessarily include only those elements, but may include other elements not expressly listed or inherent to such a process, method, article, or apparatus. Relative terms, such as “about,” “approximately,” “substantially,” and “generally,” are used to indicate a possible variation of ±10% of a stated or understood value. In addition, the term “between” used in describing ranges of values is intended to include the minimum and maximum values described herein. The use of the term “or” in the claims and specification is used to mean “and / or” unless explicitly indicated to refer to alternatives only or the alternatives are mutually exclusive, although the disclosure supports a definition that refers to only alternatives and “and / or.” As used herein “another” may mean at least a second or more.

[0024]

[0019] As used herein, the term “vehicle” may refer to any type of vehicle, e.g., motor vehicles (e.g., cars, trucks, buses, etc.), railed vehicles (e.g., trains, etc.), waterborne vessel (e.g., boats, etc.), aircraft (e.g., planes, helicopters, etc.), spacecraft, and the like. In various embodiments, the vehicles may be manually operated, autonomous, or semi-autonomous. Various embodiments of the present disclosure relate generally to electric vehicles, such as vehicles driven via one or more electric loads, components associated with the electrical loads, and monitoring systems for the electrical loads and / or the components associated with the electrical loads. The electric loads may be in the form of electric motors associated with one or Attorney Docket No.: 00379-0052-00304 more propellers of a vertical takeoff and landing vehicle. Other embodiments may correspond to fuel powered vehicles, internal combustion engine vehicles, and the like.

[0025]

[0020] Rotor blade separation is a critical safety issue in various industries, particularly in aviation and industrial applications involving rotating machinery such as, but not limited to, electric Vertical Take-Off and Landing (eVTOL) aircraft, wind turbines, and electric turbomachinery. The problem arises when one or more blades detach from a rotating propeller or rotor assembly during operation, potentially leading to catastrophic consequences. Such events can result from one or more factors including material fatigue, cracks, corrosion, operational stress, and inadequate maintenance practices. The consequences of rotor blade separation are severe and wide-ranging, including intense vibrations, engine damage, loss of control, fuselage penetration, and potentially fatal accidents. This emphasizes the critical need for effective monitoring and preventive measures to ensure operational safety of the vehicle.

[0026]

[0021] Conventional methods for detecting rotor blade damage and potential separation primarily rely on vibration analysis, ultrasonic testing, and the development of transfer functions based on rotor reference data. Vibration characterization involves using strain gauges on the rotor to analyze vibration characteristics and assess potential damage. Ultrasonic oscillators and receivers detect changes in ultrasonic signals within the rotor blade or other monitored structures which may indicate damage, while transfer function development compares logged reference data with real-time measurements to detect anomalies. These methods, while useful in certain contexts, have significant limitations. For instance, they often require additional specialized equipment, which may be costly Attorney Docket No.: 00379-0052-00304 and cumbersome to integrate into existing systems. Furthermore, these techniques may not provide real-time detection capabilities, making it difficult to respond promptly to emerging threats of rotor blade separation.

[0027]

[0022] The concepts described herein address the foregoing shortcomings by providing a novel detection system that may utilize sensors within the vehicle or machinery (e.g., the system may utilize existing sensors, the vehicle may be outfitted with new sensors, etc.). In an aspect, the detection system may be designed to provide real-time, or substantially real-time, monitoring and detection of rotor blade separation without the need for additional specialized equipment. The detection system may be configured to continuously analyze rotor load patterns and motor performance, by comparing actual loads with expected loads calculated based on vehicle operating parameters and rotor specifications. By leveraging data from the Motor Control Unit (MCU) or Electric Propulsion Unit (EPU) and applying advanced algorithms, RBIMS may accurately estimate motor loads in real-time and identify deviations indicative of rotor blade separation.

[0028]

[0023] The novel concepts address the problem of rotor blade separation by providing a comprehensive monitoring solution that ensures immediate detection and response to potential separation events. Unlike conventional methods that rely on additional hardware or delayed analysis, the detection system may use existing infrastructure, making the detection system more cost-effective and easier to integrate into current systems. By monitoring rotor performance and applying rigorous detection criteria, the system offers improved accuracy in detecting abnormalities, thereby significantly enhancing safety and operational reliability. This proactive approach not only mitigates the risk of catastrophic accidents but also Attorney Docket No.: 00379-0052-00304 reduces downtime and maintenance costs associated with unexpected rotor blade failures, ultimately safeguarding both human lives and valuable assets.

[0029]

[0024] Additionally to the foregoing, in some aspects, the detection system may be integrated into a system that also contains a remedial system. Together, the two systems may form an integrated approach to not only detect rotor blade separation, but also to swiftly respond to such events to maintain aircraft stability and safety. In an aspect, with respect to the remedial system, upon detecting a rotor blade separation event, a domain controller in conjunction with the MCU, may initiate a substantially immediate remedial action. For instance, the remedial system may leverage advanced motor control strategies, such as switching between speed control, torque control, and position control modes, to ensure quick deceleration and minimize vibrations. This rapid response mechanism not only prevents further damage but may also help maintain operational continuity by allowing the aircraft to remain stable and perform a safe landing. Collectively, the combined capabilities of the detection system and the remedial system represent a significant advancement over conventional methods, providing a comprehensive solution that addresses both the detection and mitigation of rotor blade separation in real-time.

[0030]

[0025] Reference will now be made in detail to the exemplary embodiments of the present disclosure described below and illustrated in the accompanying drawings. Wherever possible, the same reference numbers will be used throughout the drawings to refer to same or like parts.

[0031]

[0026] Additional objects and advantages of the embodiments will be set forth in part in the description that follows, and in part will be understood from the description, or may be learned by practice of the embodiments. It is to be understood that both the foregoing general description and the following detailed description are Attorney Docket No.: 00379-0052-00304 exemplary and explanatory only and are not restrictive of the claims. For simplicity purposes, the vehicle in the remaining disclosure described herein, and the figures associated therewith, is an electric powered vertical take-off and landing (VTOL) aircraft. However, such a designation is not limiting and the concepts described herein may be applicable to virtually any type of vehicle (e.g., electric or nonelectric vehicle, aircraft or other vehicle, or wind turbine).

[0032]

[0027] Referring now to FIG. 1 , a diagram is presented that illustrates the functional architecture of detection system 100, showing how data from one or more electric propulsion units (EPU) is processed through multiple stages to achieve accurate detection of rotor blade separation, according to one or more aspects of the present disclosure. Detection system 100 may include a rotor blade integrity monitor 2, a rotor load estimator 4, an expected rotor load estimator 6, and one or more EPUs 8 that are associated with one or more rotors 10.

[0033]

[0028] In an aspect, detection system 100 may take an efficient approach to monitoring blade integrity and detecting blade separation by leveraging the existing sensors and control units already embedded in EPUs and MCUs of modem rotorcraft or machinery. For instance, as depicted in FIG. 1, each EPU 8 (e.g., EPU 1 , EPU2, and EPU n) may provide performance data related to rotor loads and motor operations to the rotor blade integrity monitor 2 (“monitor”), which serves as the decision-making component within detection system 100. More particularly, monitor 2 may process the data received from the “expected” rotor load estimator 6 and “actual” rotor load estimator 4 to subsequently determine the overall health and integrity of the rotor blades. Specifically, as the aircraft machinery operates, monitor 2 may compare the actual forces acting on the blades with the expected forces, looking for any deviations that exceed predefined safety thresholds. Any significant Attorney Docket No.: 00379-0052-00304 mismatch (e.g., above or below a predefined threshold) between the actual and expected loads (e.g., unexpectedly low rotor load, etc.) may trigger the system to flag the anomaly.

[0034]

[0029] In an aspect, the expected rotor load may be calculated using, for example, the simple momentum theory or the blade element theory. With respect to the former, the simple momentum theory assumes that the rotor is an ideal, infinitely thin disk that induces a uniform velocity through it. The primary calculations involve balancing the thrust force generated by the rotor with the change in momentum of the airflow passing through it. Using principles such as conversation of momentum and Bernoulli’s equation, the simple momentum theory derives an expected thrust force for a given rotor speed and induced airflow velocity. With respect to the latter, the blade element theory takes a more detailed approach by dividing the rotor blade into smaller segments and analyzing each independently to account for the complex aerodynamic forces at play. This theory involves calculating the lift and drag on each blade segment based on metrics such as local airflow velocity, angle of attack, and blade properties such as shape and twist.

[0035]

[0030] In an aspect, the actual rotor load may be calculated using Euler’s equation of motion for the rotor blade. This may provide a more intricate and accurate representation of the dynamic behavior and forces acting on a rotor during operation. More particularly, this approach considers both the instantaneous rotational speed and any changes in angular acceleration, which are important for detecting real-time variations that may signify stress, damage, or other abnormalities in the rotor blade. By incorporating torque data and angular velocity measurements from sensors embedded in the rotor or motor system, Euler’s equation helps determine how the rotor blade may react under these operational forces. Attorney Docket No.: 00379-0052-00304

[0031] In an aspect, system 100 may use a predefined threshold to identify significant deviations. This threshold may be set as a percentage for relative differences or as a numerical value for absolute differences (e.g., between the expected and actual loads). For instance, if the threshold is 10%, any relative difference exceeding this amount may signal that the actual forces acting on the blade may be indicative of a structural issue, such as fatigue or separation. In an aspect, if the absolute difference exceeds a critical force value, this may also trigger an anomaly alert. In an aspect, for systems involving multiple rotors, analyzing the behavior of adjacent rotors may enhance the reliability of anomaly detection, as further described herein.

[0036]

[0032] In an aspect, monitor 2 may be configured to perform diagnostics across multiple rotors (e.g., substantially simultaneously). These diagnostics may be performed in real-time, substantially real-time, according to some predefined delay (e.g., every 5 seconds, 30 seconds, 1 minute, etc.) and / or in response to a predefined event (e.g., after takeoff, during flight, during landing, etc.). More particularly, in vehicle systems with several rotors (e.g., such as eVTOL aircraft), monitor 2 may analyze data from each rotor independently, while also cross-referencing the data associated with each rotor against the others. This configuration enables detection system 100 to assess the overall balance and stability of the rotor assembly. For example, if one rotor experiences a significant load deviation while the others remain within expected parameters, detection system 100 may isolate the problematic rotor and pinpoint the issue with high precision.

[0037]

[0033] In an aspect, rotor load estimator 6 may be designed to calculate the actual load experienced by each rotor based on performance data collected by EPU 8. In an aspect, rotor blades are subjected to various forces, including aerodynamic Attorney Docket No.: 00379-0052-00304 forces (like lift and drag), centrifugal forces, and mechanical stress. These forces vary depending on several factors, such as the speed of the rotor, the pitch of the blades, the rotor inertia, the vehicle’s flight mode, and external conditions like wind and turbulence. Understanding the forces acting on the blades during operation is important to detect anomalies such as fatigue, cracks, or separation. In an aspect, rotor load estimator 6 may be configured to monitor the mechanical loads on the rotor blades as they spin at high speeds (e.g., monitor in real-time, substantially realtime, according to some predefined delay (e.g., every 10 milliseconds, 100 milliseconds, 1 second, 5 seconds, 30 seconds, 1 minute, etc.) and / or in response to a predefined event (e.g., after takeoff, during flight, during landing, etc.)). By receiving rotor performance data collected by EPU 8, rotor load estimator 4 may be able to estimate the forces exerted on the rotor, offering a snapshot of the blade’s operating condition. This tracking of load helps in identifying any deviations from normal operating conditions (e.g., such as unusual strain or stress that may indicate the early stages of structural failure). Calculations made by the rotor load estimator 4 may ultimately be passed to monitor 2 for further processing.

[0038]

[0034] In an aspect, the expected rotor load estimator 6 may be configured to calculate what the theoretical forces are that should be acting on the rotor blades. To facilitate this processing, the expected rotor load estimator 6 may have access to predetermined models and / or baseline data (e.g., stored in a local database, etc.) that may establish these values under various operating conditions. In one aspect, the data may correspond to historical operational data of the vehicle or device itself. The precision with which the rotor load estimator 6 works may be enabled by advanced algorithms, such as Euler’s equations, which take into account not just the mechanical forces but also rotational dynamics and the interactions between the Attorney Docket No.: 00379-0052-00304 rotor and its environment. Calculations made by the expected rotor load estimator may ultimately be passed to the monitor 2 for further processing. Provided below are various types of non-limiting data that may be leveraged by expected rotor load estimator 6.

[0039]

[0035] In one aspect, data derived from the rotor specifications (e.g., including information such as the rotor blade geometry, rotor inertia, material properties, blade length, blade pitch, other design characteristics, etc.) may be important in determining how the blade may experience aerodynamic forces during rotation. Additionally or alternatively, in another aspect, expected rotor load estimator 6 may consider rotor speed (RPM) and / torque. More particularly, different operating speeds and torque values exert varying levels of stress on the rotor blades (e.g., during takeoff the rotor speed and torque may be significantly higher than during cruising). The expected rotor load estimator 6 may account for these phases of flight (e.g., takeoff, cruising, landing, etc., or other operation modes for nonflight machines (e.g., startup and normal operation of a wind turbine) ), dynamically adjusting the expected loads to match the current operational state of the vehicle. For instance, the expected rotor load estimators may perform these dynamic adjustments in real-time or substantially real-time. Additionally or alternatively, in yet another aspect, expected rotor load estimator 6 may consider vehicle weight and payload. More particularly, the total weight of the vehicle, including its payload, may significantly influence the rotor load (e.g., heavier loads require more thrust to lift and maintain altitude, thus increasing the forces acting on the rotor blades). The expected rotor load estimator 6 may account for the vehicle’s weight (e.g., using a vehicle weight estimator), including any variations due to different payload configurations, to generate an accurate prediction of rotor performance under those specific Attorney Docket No.: 00379-0052-00304 conditions. Additionally or alternatively, in yet another aspect, expected rotor load estimator 6 may consider the dynamics associated with certain flight maneuvers. For instance, when performing certain maneuvers (e.g., such as sharp turns, rapid ascents or descents, hovering, etc.) the aerodynamic forces acting on the rotor blades may change greatly. The expected rotor load estimator 6 may adjust its predictions to account for these shifts in rotor blade stress during complex flight dynamics. Additionally or alternatively, in yet another aspect, expected rotor load estimator 6 may consider the age and / or wear of the rotors. For instance, over time, rotor blades experience wear and degradation, which may affect their aerodynamic efficiency. The expected rotor load estimator 6 may factor in the current conditions of the blades (e.g., as deduced from an analysis of maintenance logs, etc.) to adjust the load expectations based on known wear patterns. In an aspect, the detection of wear and degradation may be determined using an adaptive model of the rotor blades that may be trained on various measurements that provide insight into the physical and / or operational condition of the rotor blades (e.g., vibrational frequency, amplitude, lift force, drag force, torque, etc.). Additionally or alternatively, in yet another aspect, expected rotor load estimator 6 may consider the current altitude and air density, which plays an important role in rotor blade performance. For instance, at higher altitudes, the air is less dense, requiring rotor blades to spin faster or generate more torque to create sufficient lift. Additionally or alternatively, in yet another aspect, expected rotor load estimator 6 may consider the current vehicle speed. More particularly, changes in vehicle speed and acceleration may also affect the forces acting on the rotor blades. For instance, higher forward speeds may increase aerodynamic drag on the blades. The expected rotor load estimator 6 may dynamically adjust its calculators to account for these variations. Additionally or Attorney Docket No.: 00379-0052-00304 alternatively to the foregoing, in an aspect, rotor blades are subject to a wide array of external forces that change with varying weather conditions, such as wind speed, temperature, humidity, air pressure, and precipitation (e.g., rain, snow, hail, etc.). The expected rotor load estimator 6 may additionally be configured to account for these dynamic weather variables as well.

[0040]

[0036] In an aspect, detection system 100 may be able to detect potential rotor blade separation events before they occur. More particularly, any abnormal changes in the load on a blade (e.g., resulting from a sudden drop or spike in the force acting on it) may signal a potential crack, fracture, or even the detachment of the blade. Detection system 100 may be able to facilitate this identification at monitor 2 by comparing the actual load (e.g., as calculated by the rotor load estimator 4) with expected operational loads (e.g., as calculated by the expected rotor load estimator 6), which may enable the detection system 100 to recognize when the rotor is not performing as it should. For example, if the actual load is lower than expected, it may indicate a reduction in the rotor’s structural integrity due to damage or a separation event. Conversely, if the actual load is higher than expected, it may indicate increased strain or excessive mechanical stress, which may precede a structural failure. This evaluation ensures that abnormal rotor behavior is flagged, enabling the system to alert operators or trigger remedial actions to prevent further damage or catastrophic failure.

[0041]

[0037] Once an anomaly is detected, monitor 2 may initiate predefined safety protocols to mitigate the effects of the identified issue. More particularly, in an aspect, when monitor 2 determines that a rotor blade separation event may occur if data continues to trend in a current direction, is likely to occur based on existing trend data, or has already occurred, it may send a signal indicating the potential rotor Attorney Docket No.: 00379-0052-00304 separation state, which triggers a set of predefined safety protocols. These protocols may vary depending on the seventy of the event, which it has occurred or may occur, which is associated with the signal, and may include: decelerating the motor to a standstill, transitioning the propulsion system to a type of safe operating mode, and the like. For instance, in the event of a confirmed rotor blade separation or severe damage, monitor 2 may command a motor control unit (MCU) associated with the RBIMS 100 to decelerate the motor rapidly, thereby reducing the speed of the affected rotor to 0 RPM to bring the rotor to a standstill. This controlled deceleration may enable to vehicle to remain stable, as continued rotation with a missing or damaged blade may lead to intense vibrations, imbalance, and potentially, complete system failure. Beyond mechanical actions, responses of monitor 2 may also include alerting the operators and / or flight crew to take some specified action. In this regard, visual and / or auditory alarms may be triggered, informing the pilot or operator of the fault, along with detailed diagnostic information about the affected rotor. This feedback may allow human operators to make informed decisions, such as performing an emergency landing, adjusting the flight path, or shutting down the machine to prevent escalation. In another aspect, the feedback may be leveraged by an autonomous or semi-autonomous system to perform an action.

[0042]

[0038] In an aspect, the detection system 100 may be designed to ensure that any detected irregularity or discrepancy between the actual and expected rotor loads is actually identified and not a result of transient or benign factors or occurrences. In this regard, monitor 2 may only classify an anomaly as being associated with signaling blade damage or separation when the anomaly (i.e., deviation from expected load metrics) persists for a predetermined period of time. The introduction of this delay may help in distinguishing between genuine rotor blade issues and Attorney Docket No.: 00379-0052-00304 temporary fluctuation caused by external factors, such as brief gusts of wind, sudden changes in altitude, or transient environmental disturbances. In an aspect, the predetermined period of time for confirming the anomaly detection may vary based on the operating conditions, ensuring that the system adapts dynamically to the context in which the vehicle is operating. For example, in normal, stable operating conditions with calm weather and steady rotor speeds, the detection system 100 may set a relatively short anomaly confirmation time, e.g., in the order of milliseconds. In such conditions, any significant load deviation is more likely to indicate a genuine issue, such as a crack in the rotor blade or developing separation. Because the external environment is stable, a quick confirmation time is sufficient to rule out transient factors and allows the system to respond swiftly to protect the vehicle. Conversely, as another example, in more turbulent conditions (e.g., a storm, flying through strong crosswinds, etc.) the forces acting on the rotor blades may fluctuate significantly due to weather-related factors. In such situations, temporary load deviations may be caused by turbulence, sudden wind gusts, or shifting air pressure rather than by a mechanical fault in the rotor. In these cases, the detection system 100 may increase the anomaly confirmation period to account for the temporary, erratic forces acting on the blades. For instance, the system may require the anomaly to persist for 1 or 2 seconds before concluding that there is a genuine issue with the rotor. This extended confirmation time allows the system to filter out short-term load variations caused by external conditions, thereby reducing the risk of false alarms and unnecessary remedial actions.

[0043]

[0039] Additionally or alternatively to the foregoing, instead of adjusting the anomaly confirmation time, the fault threshold may be adjusted based on the blade state of health (SOH) monitoring from a trained adaptive model of the rotor. This Attorney Docket No.: 00379-0052-00304 model may be configured to predict expected rotor load based on various inputs. In an aspect, the model may be trained using various types of operational data so that it may learn to predict loads under different conditions. For instance, input parameters to the model may include some or all of: inertia estimator, altitude, air density, wind speed, and humidity measurements. Additionally or alternatively, in another aspect, the comparison between the behavior of the rotor versus the adjacent rotors may help to identify transient behavior.

[0044]

[0040] Referring now to FIG. 2, an exemplary workflow 200 is provided for initiating predefined protocols responsive to detecting decreased rotor blade integrity. Aspects of the exemplary workflow 200 may be performed in accordance with some or all components described in RBIMS 100 in FIG. 1.

[0045]

[0041] At step 205, detection system 100 may monitor the rotor’s performance during the vehicle’s operation. This may be achieved through the integration of existing sensors, such as those embedded in EPU 8 and / or other common sensors in aircraft (e.g., those sensors that may detect altitude, air density, wind speed, humidity, etc.). These sensors may be configured to continuously gather data regarding the rotor’s load patterns, motor performance, angular velocity, and other relevant operational parameters. At step 210, detection system 100 may compare the actual loads experienced by the rotor during operation (e.g., as calculated by rotor load estimator 4) with expected loads (e.g., as calculated or observed by expected rotor load estimator 6), which may be calculated based on the vehicle’s operational parameters and rotor specifications. In an aspect, these calculations may take into account the design limitations of the rotor, operational stress factors, and / or real-time environmental conditions. In an aspect, the expected rotor load estimator 6 may manifest as a spreadsheet, map, or other type of data store that contains Attorney Docket No.: 00379-0052-00304 expected loads for the rotors based on various operational parameters of the vehicle. Additionally or alternatively, in another aspect, the expected rotor load estimator 6 may manifest as an adaptive model that may be trained on measured data from the operating environment.

[0046]

[0042] At step 215, detection system 100 may determine whether an anomaly is present. In this regard, monitor 2 of detection system 100 may process the data generated by rotor load estimator 4 and expected rotor load estimator 6 to determine whether deviations or irregularities are present that may signal an impending rotor blade separation. Such anomalies may include sudden changes in rotor angular velocity, unexpected load shifts, erratic motor performance, etc. In an aspect, these deviations may be assessed (e.g., in real time, on a configured delay, etc.), and in some aspects, checks may be performed by comparing data from a suspect rotor against the data from other rotors in the detection system 100 (e.g., in the case of multi-rotor vehicles). These checks may help to identify which rotor(s) in a multi-rotor vehicle are at issue. Additionally or alternatively, depending on the specific rotors at issue, and / or the types of issues experienced by these rotors, a cause of the issue may be deduced or predicted. Additionally or alternatively, monitor 2 may determine whether a detected anomaly has occurred for a predetermined period of time, as previously described herein. These measures ensure that the detected anomalies are not false positives, but rather, are indicative of potential rotor blade integrity issues.

[0047]

[0043] Responsive to determining, at step 215, that no anomaly is detected, or the anomaly does not exceed the threshold, the detection system 100 may be configured to continue to monitor, at step 205, the performance of the rotors of the vehicle. Alternatively, responsive to determining, at step 215, that an anomaly is Attorney Docket No.: 00379-0052-00304 detected, monitor 2 may initiate, at step 220, a remedial action. This remedial action may be a dynamic mechanical action taken by the detection system 100, e.g., the generation and transmission of a command to a relevant EPU 8 to decelerate the motor to reduce the risk of damage. Additionally or alternatively, the remedial action may be the generation of an alert notification that apprises one or more predefined individuals of the nature of the rotor anomaly. In some aspects, the alert notification may contain a recommendation for how to address the specific rotor anomaly.

[0048]

[0044] Referring now to FIG. 3, a diagram is presented that illustrates the architecture of the remedial system 300, according to one or more aspects of the present disclosure. The remedial system 300 may be configured to address rotor blade separation events should they occur. In some aspects, the detection system 100 and the remedial system 300 may be utilized in conjunction with one another e.g., as separate systems integrated within the same rotor-utilizing object (e.g., a vehicle, wind turbine, etc.) that collectively work together to ensure motor blade integrity and address potential blade separation events. However, in other aspects, the detection system 100 and the remedial system 300 may function independently from one another, e.g., so that the rotor-utilizing object may contain one of the foregoing systems but not the other.

[0049]

[0045] In an aspect, the remedial system 300 may be divided into two main parts, a domain controller 12 and a motor control unit (MCU) 14, each of which contain specific components that collectively work to address any potential blade separation events that may arise. In an aspect, the domain controller 12 acts as the central decision-making unit within the remedial system 300, responsible for orchestrating the system’s response when rotor blade separation is detected. This controller processes data from the blade separation detection system and initiates Attorney Docket No.: 00379-0052-00304 the appropriate actions to ensure the safe and immediate deceleration of the rotor (e.g., to a lower speed, to a standstill, etc.) and / or balances the aircraft momentum by diagonally disabling a rotor. More particularly, when a rotor blade separation event is detected (e.g., as indicated by receipt of the blade separation flag, as further described herein), domain controller 12 may analyze the severity and initiate remedial steps.

[0050]

[0046] In an aspect, separation detection component 16 of domain controller 12 may serve as the primary mechanism responsible for identifying rotor blade separation events. In one aspect, if the remedial system 300 is utilized in conjunction with the detection system 100, then separation detection component 16 may receive an indication of blade separation from the detection system 100 (e.g., from monitor 2 as part of its notification that highlights the rotor separation state). Alternatively, in another aspect, if remedial system 300 is utilized independently from the detection system 100, separation detection component 16 may be configured to monitor for any deviations from normal behavior that may signal blade separation, such as an unexpected drop in rotor load, a sharp change in motor torque, or irregular variations in angular velocity. These changes may be indicative of a mechanical failure, specifically rotor blade detachment, which causes the rotor system to become unbalanced. Once separation detection component 16 identifies a deviation, it may raise an alert that signals to the domain controller 12 that a blade separation event has likely occurred.

[0051]

[0047] Once the separation event has been communicated to and / or identified by separation detection component 16, command module 18 may take over, ensuring that the necessary remedial actions are executed swiftly and effectively to mitigate any further risks to the aircraft or machinery. More particularly, command Attorney Docket No.: 00379-0052-00304 module 18 serves as the bridge between detection and action - processing the information provided by the detection system and formulating a response based on the current operating conditions of the motor and rotor. In this regard, command module 18 may be designed to issue specific commands that adjust the behavior of the motor in real time, typically by modifying motor control parameters, such as speed, torque, and position. For instance, in the event of rotor blade separation, command module 18 may issue a command to the motor to decelerate rapidly to prevent further damage or instability.

[0052]

[0048] Before issuing specific motor control instructions, command module 18 may access control mode module 20 to determine the current operational mode of the motor, for example, whether it is being controlled based on speed, torque, or position. In an aspect, if the control mode is set to speed control, the motor operates with a fixed speed setpoint. In this case, command module 18 may issue a directive to the MCU 14 to reduce the speed setpoint to 0 rpm. Alternatively, if the control mode is set to torque control, the motor regulates the torque applied to the rotor instead of maintaining a specific speed. In this mode, command module 18 may instruct control mode to transition from torque control to speed control, after which command module 18 may then issue the command to set the speed to 0 rpm, achieving the same result as in speed control mode. Alternatively, command module 18 may work within the existing torque control mode by leveraging a cascaded speed controller. In this scenario, the command module 18 may calculate the necessary torque adjustments to decelerate the rotor while still maintaining control over the motor’s torque. The command module 18 may issue torque-based commands to reduce the speed indirectly by adjusting torque, ensuring that the rotor slows down in a controlled manner. Alternatively, if the control mode is set to position Attorney Docket No.: 00379-0052-00304 control, command module 18 may instruct MCU 14 to maintain the rotor in a locked and / or fixed position for the remainder of the flight duration, as further described herein.

[0053]

[0049] In an aspect, MCU 14 is a component within the remedial system 300 that executes the commands issued by domain controller 12 to manage the motor’s speed, torque, and position. In this regard, once domain controller 12 detects a rotor blade separation event and determines the appropriate control strategy (e.g., speed control, torque control, or position control), MCU 14 may be tasked with implementing these instructions (e.g., via motor controller 22). If the system is in speed control mode, MCU 14 may adjust the rotor’s rotational speed by controlling the motor’s power output to achieve the specified speed setpoint, e.g., 0 rpm during a blade separation emergency. In torque control mode, the MCU 14 may regulate the torque applied to the rotor. In position control mode, the MCU 14 may maintain or move the rotor to a specific angular position. More particularly, unlike speed control mode (which focuses on maintaining a set rotation speed) or torque control mode (which prioritizes the amount of torque applied), position control mode may ensure that the rotor aligns with a designated orientation or stops at a precise point. This mode may be particularly useful for situations where the rotor must be held stationary or moved to a specific angle for safety, stabilization, or maintenance purposes (e.g., such as locking the rotor in place following a blade separation event).

[0054]

[0050] As previously discussed, the command module 18 may command the motor controller 22 to: switch to speed control mode to directly manage the rotor’s speed, instruct the motor controller 22 to adjust the torque dynamically using a cascaded speed controller, or switch to position control mode. After processing the commands, motor controller 22 may send the motor control parameters to adjust the Attorney Docket No.: 00379-0052-00304 rotor speed, torque, or position to ensure immediate deceleration. The goal may be to place the rotor in a state in which no further damage or instability results from the rotor blade separation. In this regard, the motor controller 22 may still cause the rotor to spin, just at a lower operational speed. As another example, the motor controller 22 may bring the rotor to a full stop and cause the rotor to lock in place.

[0055]

[0051] Referring now to FIG. 4, an exemplary workflow 400 is provided for detecting and responding to rotor blade separation events. Aspects of the exemplary workflow 400 may be performed in accordance with some or all components described in the remedial system 300 in FIG. 3.

[0056]

[0052] At step 405, the remedial system 300 may receive an indication of a blade separation event. For example, the remedial system 300 may receive the indication from another system (e.g., the detection system 100). In such an instance, domain controller 12 of the remedial system 300 may process the blade separation signal and confirm that a blade separation event has indeed occurred by analyzing the motor control parameters against the expected rotor performance. Alternatively, in another example, the remedial system 300 may derive the indication itself by monitoring (e.g., continuously, periodically, etc.) the rotor’s performance and identifying when an anomaly occurs that may be indicative of rotor blade separation (e.g., such as an unexpected drop in rotor load or an imbalance in motor performance). At step 410, once the blade separation event notification is received and / or confirmed, command module 18 of the remedial system 300 may evaluate the current operational conditions of the system. In this regard, command module 18 may communicate with control mode module 20 identify whether the system is in speed control mode, torque control mode, or position control mode. Based on the identification occurring in step 410, command module 18 may generate an Attorney Docket No.: 00379-0052-00304 appropriate command to manage the rotor’s deceleration. This step involves translating the detection of blade separation into precise instructions that MCU 14 of the remedial system 300 can execute. At step 420, command module 18 may transmit the generated command to motor controller 22 of MCU 14, which may, at step 425, execute the command. More particularly, once motor controller 22 receives the instruction, whether it involves adjusting the speed, torque, or position of the motor, it may initiate the process of decelerating the rotor. In speed control mode, motor controller 22 may reduce the motor’s speed (e.g., to a lower rpm, to 0 rpms, etc.) as instructed. In torque control mode, motor controller 22 either switches to speed control or dynamically adjusts the torque, depending on the command, to bring the rotor to a safe and controlled stop. In position control mode, motor controller 22 may issue an instruction to maintain the rotor in a locked position for the remainder of the flight duration and / or until maintenance can be performed.

[0057]

[0053] Referring now to FIG. 5, an exemplary workflow 500 for monitoring rotor blade integrity and addressing rotor blade separations events is provided for a vehicle that leverages both the detection system 100 and the remedial system 300. Aspects of the exemplary workflow 500 may be performed in accordance with some or all components described in the detection system 100 in FIG. 1 and the remedial system 300 in FIG. 3.

[0058]

[0054] At step 505 of exemplary workflow 500, components of the detection system 100 may be configured to collect real-time information about the rotor’s load patterns, motor performance, angular velocity, and / or other data associated with the rotor. At step 510, real-time rotor load pattern data processed by rotor load estimator 4 may be compared against expected load pattern data generated or accessed by expected rotor load estimator 6 by monitor 2. Expected rotor load estimator 6 may Attorney Docket No.: 00379-0052-00304 generate this data based on parameters including, but not limited to, the vehicle’s operational parameters, rotor design specifications, environmental conditions, and the like. At step 515, monitor 2 of the detection system 100 may determine whether an anomaly is detected, or whether a detected anomaly exhibits characteristics above or below a threshold amount, based on this data comparison. If no anomaly is detected at step 215, the detection system 100 may continue to collect, at step 505, rotor data. However, if an anomaly is detected at step 515, and in particular, a potential blade separation event, then monitor 2 may transmit a notification of this event to components of domain controller 12 of the remedial system 300. At step 520, domain controller 12 may begin initiating a corrective action by identifying the current MCU control mode, i.e. , speed control mode, torque control mode, or position control mode. If the vehicle is operating in speed control mode, command module 18 of domain controller 12 may transmit, at step 525, an instruction to motor controller 22 of MCU 14 to adjust the motor speed setpoint (e.g., to a lower rpm setting, to 0 rpms, etc.), thereby decelerating the rotor and, in some aspects, bringing it to a standstill. If the vehicle is operating in torque control mode, command module 18 may transmit, at step 525, an instruction to motor controller 22 to either switch to speed control mode and then apply new setpoint to slow or stop the rotor. If the vehicle is operating in position control mode, command module 18 may transmit, at step 525, an instruction to motor controller 22 to adjust the rotor’s angular position to a specific setpoint, ensuring that the rotor remains in a stabled, fixed orientation. This may involve locking the rotor in place or positioning the rotor at a predetermined angle to minimize vibrations or potential damage after a rotor blade issue is detected. Attorney Docket No.: 00379-0052-00304

[0055] In general, any process discussed in this disclosure that is understood to be computer-implementable may be performed by one or more processors of a computer system, such as systems 100 and 300, as described above. A process or process step performed by one or more processors may also be referred to as an operation. The one or more processors may be configured to perform such processes by having access to instructions (e.g., software or computer-readable code) that, when executed by the one or more processors, cause the one or more processors to perform the processes. The instructions may be stored in a memory of the computer server. A processor may be a central processing unit (CPU), a graphics processing unit (GPU), or any suitable types of processing unit.

[0059]

[0056] A computer system, such as either or both of systems 100 and 300, may include one or more computing devices. If the one or more processors of the computer system are implemented as a plurality of processors, the plurality of processors may be included in a single computing device or distributed among a plurality of computing devices. If a system environment comprises a plurality of computing devices, the memory of the computer system may include the respective memory of each computing device of the plurality of computing devices.

[0060]

[0057] FIG. 6 is a simplified functional block diagram of a computer system 600 that may be configured as a computing device for executing the processes described herein, according to exemplary embodiments of the present disclosure. FIG. 6 is a simplified functional block diagram of a computer that may be configured according to exemplary embodiments of the present disclosure. In various embodiments, any of the systems herein may be an assembly of hardware including, for example, a communication interface 620 for packet data communication. The platform also may include a central processing unit (“CPU”) 602, in the form of one Attorney Docket No.: 00379-0052-00304 or more processors, for executing program instructions. The platform may include an internal communication bus 608, and a drive unit 606 (such as ROM, HDD, SDD, etc.) that may store data on a computer readable medium 622, although the system 600 may receive programming and data via network communications via electronic network 625 (e.g., voice, video, audio, images, or any other data over the electronic network 625). The system 600 may also have a memory 604 (such as RAM) storing instructions 624 for executing techniques presented herein, although the instructions 624 may be stored temporarily or permanently within other modules of system 600 (e.g., processor 602 and / or computer readable medium 622). The system 600 also may include input and output devices 612 and / or a display 610 to connect with input and output devices such as keyboards, mice, touchscreens, monitors, displays, etc. The various system functions may be implemented in a distributed fashion on a number of similar platforms, to distribute the processing load. Alternatively, the systems may be implemented by appropriate programming of one computer hardware platform.

[0061]

[0058] In this disclosure, the term “based on” means “based at least in part on.” The singular forms “a,” “an,” and “the” include plural referents unless the context dictates otherwise. The term “exemplary” is used in the sense of “example” rather than “ideal.” The terms “comprises,” “comprising,” “includes,” “including,” or other variations thereof, are intended to cover a non-exclusive inclusion such that a process, method, or product that comprises a list of elements does not necessarily include only those elements, but may include other elements not expressly listed or inherent to such a process, method, article, or apparatus. Relative terms, such as “about,” “approximately,” “substantially,” and “generally,” are used to indicate a possible variation of ±10% of a stated or understood value. In addition, the term Attorney Docket No.: 00379-0052-00304 “between” used in describing ranges of values is intended to include the minimum and maximum values described herein. The use of the term “or” in the claims and specification is used to mean “and / or” unless explicitly indicated to refer to alternatives only if the alternatives are mutually exclusive, although the disclosure supports a definition that refers to only alternatives and “and / or.” As used herein “another” may mean at least a second or more.

[0062]

[0059] Program aspects of the technology may be thought of as “products” or “articles of manufacture” typically in the form of executable code and / or associated data that is carried on or embodied in a type of machine-readable medium. “Storage” type media include any or all of the tangible memory of the computers, processors or the like, or associated modules thereof, such as various semiconductor memories, tape drives, disk drives and the like, which may provide non-transitory storage at any time for the software programming. All or portions of the software may at times be communicated through the Internet or various other telecommunication networks. Such communications, for example, may enable loading of the software from one computer or processor into another, for example, from a management server or host computer of the mobile communication network into the computer platform of a server and / or from a server to the mobile device. Thus, another type of media that may bear the software elements includes optical, electrical and electromagnetic waves, such as used across physical interfaces between local devices, through wired and optical landline networks and over various air-links. The physical elements that carry such waves, such as wired or wireless links, optical links, or the like, also may be considered as media bearing the software. As used herein, unless restricted to non-transitory, tangible “storage” media, terms such as computer or machine Attorney Docket No.: 00379-0052-00304 “readable medium” refer to any medium that participates in providing instructions to a processor for execution.

[0063]

[0060] It should be appreciated that in the above description of exemplary embodiments of the invention, various features of the invention are sometimes grouped together in a single embodiment, figure, or description thereof for the purpose of streamlining the disclosure and aiding in the understanding of one or more of the various inventive aspects. This method of disclosure, however, is not to be interpreted as reflecting an intention that the claimed invention requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the claims following the Detailed Description are hereby expressly incorporated into this Detailed Description, with each claim standing on its own as a separate embodiment of this invention.

[0064]

[0061] Furthermore, while some embodiments described herein include some but not other features included in other embodiments, combinations of features of different embodiments are meant to be within the scope of the invention, and form different embodiments, as would be understood by those skilled in the art. For example, in the following claims, any of the claimed embodiments can be used in any combination.

[0065]

[0062] Thus, while certain embodiments have been described, those skilled in the art will recognize that other and further modifications may be made thereto without departing from the spirit of the invention, and it is intended to claim all such changes and modifications as falling within the scope of the invention. For example, functionality may be added or deleted from the block diagrams and operations may Attorney Docket No.: 00379-0052-00304 be interchanged among functional blocks. Steps may be added or deleted to methods described within the scope of the present invention.

[0066]

[0063] The above disclosed subject matter is to be considered illustrative, and not restrictive, and the appended claims are intended to cover all such modifications, enhancements, and other implementations, which fall within the true spirit and scope of the present disclosure. Thus, to the maximum extent allowed by law, the scope of the present disclosure is to be determined by the broadest permissible interpretation of the following claims and their equivalents, and shall not be restricted or limited by the foregoing detailed description. While various implementations of the disclosure have been described, it will be apparent to those of ordinary skill in the art that many more implementations are possible within the scope of the disclosure. Accordingly, the disclosure is not to be restricted except in light of the attached claims and their equivalents.

Claims

Attorney Docket No.: 00379-0052-00304 WHAT IS CLAIMED IS:

1. A computer-implemented method for monitoring rotor blade integrity of a vehicle, the computer-implemented method comprising:collecting, at an electric propulsion unit (EPU) of a system of the vehicle, performance data associated with a rotor of the vehicle;calculating, using a first processing component of the system, an estimated force load experienced by the rotor based on the performance data;comparing, using a second processing component of the system, the estimated force load against an expected force load; anddetermining, based on the comparing, whether an anomaly is present that is indicative of decreased rotor blade integrity.

2. The computer-implemented method of claim 1, wherein the determining whether the anomaly is present comprises:determining whether the anomaly persists for a predetermined period of time, wherein the predetermined period of time varies based on operating conditions of the vehicle.

3. The computer-implemented method of claim 1 , wherein the expected force load is generated using a third processing component of the system, based on one or more current operational parameters.Attorney Docket No.: 00379-0052-00304 4. The computer-implemented method of claim 1 , wherein the expected force load is generated using a third processing component of the system, based on one or more current operational parameters;wherein the one or more current operational parameters include at least one of: specification data of the rotor, speed data of the rotor, torque data of the rotor, age of the rotor, flight phase data of the vehicle, weight of the vehicle, maneuver data associated with the vehicle, altitude data associated with the vehicle, or weather data.

5. The computer-implemented method of claim 1, further comprising: initiating, responsive to determining that the anomaly is present, a remedial action to reduce a likelihood of a blade separation event.

6. The computer-implemented method of claim 1 , further comprising: initiating, responsive to determining that the anomaly is present, a remedial action to reduce a likelihood of a blade separation event;wherein the initiating the remedial action comprises:generating an alert notification containing an indication of the anomaly; andtransmitting the alert notification, wherein the alert notification comprises a recommendation for addressing the anomaly.

7. The computer-implemented method of claim 1 , further comprising: initiating, responsive to determining that the anomaly is present, a remedial action to reduce a likelihood of a blade separation event, wherein initiating theAttorney Docket No.: 00379-0052-00304 remedial action comprises transmitting a command to a motor control unit to decelerate a motor associated with the rotor.

8. A computer-implemented method for detecting and addressing potential rotor blade separation in a vehicle, the computer-implemented method comprising:receiving, at a first component of a domain controller associated with a system of the vehicle, an indication of a separation event for a rotor blade of the vehicle;determining, using a second component of the domain controller, an operational mode of a motor associated with the rotor blade;transmitting, by the domain controller and based on the determined operational mode, an instruction to a motor controller associated with the motor; and executing, via the motor controller, the instruction.

9. The computer-implemented method of claim 8, wherein the determining the operational mode comprises receiving information from the domain controller.

10. The computer-implemented method of claim 8, wherein the operational mode is in a speed control mode.

11. The computer-implemented method of claim 8, wherein the operational mode is in a speed control mode and wherein when the operational mode is in the speed control mode, the transmitting comprises transmitting the instruction to reduce a speed of the rotor blade to a predetermined value.Attorney Docket No.: 00379-0052-00304 12. The computer-implemented method of claim 8, wherein the operational mode is in a torque control mode.

13. The computer-implemented method of claim 8, wherein the operational mode is in a position control mode.

14. The computer-implemented method of claim 8, wherein the operational mode is in a torque control mode and wherein when the operational mode is in the torque control mode, the transmitting comprises:transmitting a first instruction to a control mode module of domain controller to transition from torque control mode to speed control mode or position control mode; andtransmitting a second instruction to the motor controller to reduce a speed of the rotor blade to a predetermined value.

15. The computer-implemented method of claim 8, wherein the operational mode is in a torque control mode and wherein when the operational mode is in the torque control mode, the transmitting comprises:calculating one or more torque adjustments to reduce a speed of the rotor blade to a predetermined speed; andtransmitting the one or more torque adjustments to the motor controller to implement.

16. A computer-implemented method for addressing a potential failure of a rotor blade in a vehicle, the computer-implemented method comprises:Attorney Docket No.: 00379-0052-00304 monitoring, using one or more systems of the vehicle, performance of a rotor associated with the rotor blade during operation of the vehicle;detecting, using the one or more systems, a deviation from an expected performance of the rotor, wherein the deviation is indicative of a separation of the rotor blade;transmitting, using the one or more systems, an indication of the deviation; andexecuting, using the one or more systems, a remedial action that address the deviation.

17. The computer-implemented method of claim 16, wherein the vehicle is a vertical take-off and landing (VTOL) aircraft.

18. The computer-implemented method of claim 16, wherein the monitoring the performance comprises receiving data from one or more sensors associated with the rotor or the vehicle.

19. The computer-implemented method of claim 16, wherein the deviation corresponds to an anomaly occurring in the performance of the rotor that is present for greater than a predetermined period of time.

20. The computer-implemented method of claim 16, wherein the executing the remedial action comprises reducing an angular speed of the rotor to a predetermined speed.Attorney Docket No.: 00379-0052-00304 21. The computer-implemented method of claim 16, wherein the executing the remedial action comprises reducing an angular speed of the rotor to a predetermined speed and wherein the executing the remedial action further comprises maintaining the rotor in a locked position for an operational duration of the vehicle operation.

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