Abstract: A method of controlling an electric aircraft that has a plurality of actuators that includes a plurality of electric propulsion units includes: receiving force and moment commands for the electric aircraft; determining control commands for the plurality of actuators based on the desired force and moment commands by solving an optimization problem that comprises a noise minimization term for minimizing noise generated by the electric propulsion units; and controlling the plurality of actuators according to the determined control commands to meet the force and moment commands for the electric aircraft.

Abstract: The present disclosure relates generally to electric aircraft, and more specifically to electric power distribution for electric aircraft. In one embodiment, an electric aircraft is disclosed, comprising: a fuselage; two wings mounted on opposite sides of the fuselage; a plurality of first electric propulsion units, arranged on both sides of the fuselage, aft of the wings during forward flight; a plurality of second electric propulsion units arranged on both sides of the fuselage, forward of the wings during forward flight; and a plurality of battery packs, each battery pack configured to power at least: a portion of one of the first electric propulsion units on one side of the fuselage, and a portion of one of the second electric propulsion units on the other side of the fuselage.

Abstract: A vertical take-off and landing aircraft may include a fuselage; at least one wing connected to the fuselage; a first plurality of proprotors mounted to the at least one wing, positioned at least partially forward of a leading edge of the at least one wing, and tiltable between lift configurations for providing lift for vertical take-off and landing of the aircraft and propulsion configurations for providing forward thrust to the aircraft; and a second plurality of proprotors mounted to the at least one wing, positioned at least partially rearward of a trailing edge of the at least one wing, and tiltable between lift configurations for providing lift for vertical take-off and landing of the aircraft and propulsion configurations for providing forward thrust to the aircraft; wherein the first plurality of proprotors and the second plurality of proprotors are independently tiltable.

Abstract: An electric engine for a vertical takeoff-and-landing aircraft comprising an electric motor assembly including a stator and a rotor. The electric engine may comprise an inverter assembly, a gearbox assembly including a sun gear, and a main shaft including a length of the main shaft that extends from a first end of the main shaft through the gearbox assembly and through the electric motor assembly to a second end of the main shaft. The electric engine may include a hydrodynamic bearing located between the main shaft and sun gear, and a bearing including an inner race mechanically coupled to the main shaft and an outer race mechanically coupled to the rotor. The electric engine may include a bearing including an outer race mechanically coupled to an inner surface of the rotor.

Abstract: A passenger vertical take-off and landing aircraft includes a flying wing comprising a passenger compartment, a first set of rotors positioned at least partially forward of a leading edge of the flying wing, and a second set of rotors positioned at least partially rearward of a trailing edge of the flying wing. The first set of rotors may include at least four rotors and the second set of rotors may comprise at least two rotors. The first set of rotors, the second set of rotors, both, or neither may be tiltable between lift configurations for providing lift for vertical take-off and landing of the aircraft and propulsion configurations for providing forward thrust to the aircraft.

Abstract: A rotor assembly has a sleeve, a rotor hub, a lamination core, and a plurality of tapered magnets disposed circumferentially around an inner diameter of the sleeve. The plurality of tapered magnets are configured to abut on one another. The plurality of tapered magnets includes a first set of tapered magnets and a second set of tapered magnets. Insertion of the first set of tapered magnets axially relative to the second set of tapered magnets is configured to increase a diameter of the sleeve. The rotor hub is configured to retain at least one of the lamination core, the plurality of tapered magnets, or the sleeve.

Abstract: Disclosed are systems and methods for controlling an electric vertical take-off and landing (eVTOL) aircraft. In one embodiment, a system comprises a processor, a first inceptor, communicatively coupled to the processor, the first inceptor configured to accept longitudinal and lateral linear movements as manual input and provide corresponding signals to the processor, and a second inceptor, communicatively coupled to the processor, the second inceptor configured to accept longitudinal and lateral linear movements as manual input and provide corresponding signals to the processor, wherein the processor is configured to control a heading of an aircraft using a signal received from the second inceptor corresponding to lateral linear movement of the second inceptor. Some embodiments may additionally include at least one sensor and a thumb stick for each inceptor.

Abstract: A electric aircraft power distribution system includes a first battery pack connected to at least a first load and to a common bus that connects the first battery pack in parallel to at least a second battery pack; a first electrical component electrically connected between the first battery pack and the first load and configured to disconnect the first load from the first battery pack in response to current above a first threshold current, wherein the first electrical component has a first disconnection time at the first threshold current; and a second electrical component electrically connected between the first battery pack and the common bus and configured to disconnect the first battery pack from the common bus in response to current above a second threshold current, wherein the second electrical component has a second disconnection time at the second threshold current that is higher than the first disconnection time.

Abstract: A VTOL aircraft includes a lift propeller configured to provide lift during takeoff, landing and hover operations. The lift propeller is configured to be stowed close to a boom surface when not in use during, e.g., cruise flight, to minimize drag around propeller surfaces. The lift propeller may be displaced vertically with respect to the boom when switching to a lift configuration to provide greater separation from the boom to improve lift efficiency and reduce unwanted vibrations. The lift propeller may have a fail-safe configuration that allows the propeller to move passively between lift and stowed configurations, and to fully rotate even when fully retracted.

Abstract: A rotor mounting assembly for a vertical take-off and landing aircraft includes a boom configured for mounting to a wing of the aircraft; a mount for mounting a rotor assembly, the mount connected to the boom at a joint and tiltable about the joint from a forward thrust orientation in which the rotor assembly can provide forward thrust for forward flight to a vertical thrust orientation in which the rotor assembly can provide vertical thrust for vertical take-off and landing and hover; a multi-link assembly extending from the boom to the mount; and a rotary actuator for actuating the multi-link assembly to control tilting of the mount.

Abstract: A system includes a first frame for mounting to the aircraft; a second frame for mounting the proprotor, the second frame being rotatably mounted to the first frame; a first gear located along the rotation axis of the second frame and fixed in position relative to the first frame; a pinion that moves with the second frame and engages the first gear such that the pinion revolves around the first gear, causing the pinion to rotate; a cam that is fixedly connected to the pinion such that the cam rotates with the pinion; and a control rod operatively coupled at a first end with the cam such that rotation of the cam can cause translation of the control rod, wherein the control rod can be coupled at a second end to the blades of the proprotor such that translation of the control rod alters the pitch of the blades.

Abstract: An electric propulsion system for a vertical take-off and landing (VTOL) aircraft, the electric propulsion system including an electrical motor having a stator and a rotor. The electric propulsion system may include a main shaft possessing at least one shoulder on an outer surface of the main shaft. The electric propulsion system may include a gearbox assembly comprising a sun gear that is concentrically aligned with the main shaft at least one planetary gear that interfaces with the sun gear. The electric propulsion system may include a planetary carrier, wherein a center of the planetary carrier is concentrically aligned with the main shaft. The electric propulsion system may include a propeller flange assembly that travels through the rotor, and an axial buttress positioned in the at least one shoulder located on the main shaft.

Abstract: An electric propulsion system for a vertical takeoff-and-landing aircraft having an inverter assembly, a gearbox assembly, an electric motor assembly. The inverter assembly, the gearbox assembly, and the electric motor assembly may be substantially aligned along an axis. The inverter assembly, a gearbox assembly, and electric motor assembly may each abut at least one of the others. The electric engine may use a liquid, such as oil, for cooling and lubricating components of the inverter assembly, gearbox assembly, and electric motor assembly. Further, the electric engine may use volumes of oil for cooling and lubricating components below a threshold volume so that the electric engines do not require a fire protective barrier.

Abstract: A electric aircraft power distribution system includes a first battery pack connected to at least a first load and to a common bus that connects the first battery pack in parallel to at least a second battery pack; a first electrical component electrically connected between the first battery pack and the first load and configured to disconnect the first load from the first battery pack in response to current above a first threshold current, wherein the first electrical component has a first disconnection time at the first threshold current; and a second electrical component electrically connected between the first battery pack and the common bus and configured to disconnect the first battery pack from the common bus in response to current above a second threshold current, wherein the second electrical component has a second disconnection time at the second threshold current that is higher than the first disconnection time.

Abstract: In one embodiment, an apparatus for redundant control of active fuses for battery pack safety is provided, comprising a battery; an electrical load coupled to the battery via a fuse capable of being activated by an electrical signal; a sensor configured to sense a short circuit condition at the electrical load and output an analog sensor signal; an analog-to-digital converter configured to sample the analog sensor signal and output a digital sensor signal; a microcontroller configured to detect the short circuit condition at the electrical load based on the digital sensor signal, and, during normal operation, to output a first electrical signal to activate the fuse after detecting the short circuit condition at the electrical load; and an analog circuit configured to operate independently of the microcontroller to receive the analog sensor signal and output a second electrical signal to activate the fuse after receiving the analog sensor signal.

Abstract: Disclosed are systems and methods for controlling an electric vertical take-off and landing (eVTOL) aircraft. In one embodiment, a system comprises a processor, a first inceptor, communicatively coupled to the processor, the first inceptor configured to accept longitudinal and lateral linear movements as manual input and provide corresponding signals to the processor, and a second inceptor, communicatively coupled to the processor, the second inceptor configured to accept longitudinal and lateral linear movements as manual input and provide corresponding signals to the processor, wherein the processor is configured to control a heading of an aircraft using a signal received from the second inceptor corresponding to lateral linear movement of the second inceptor. Some embodiments may additionally include at least one sensor and a thumb stick for each inceptor.

Abstract: A rotor mounting assembly for a vertical take-off and landing aircraft includes a boom configured for mounting to a wing of the aircraft; a mount for mounting a rotor assembly, the mount connected to the boom at a joint and tiltable about the joint from a forward thrust orientation in which the rotor assembly can provide forward thrust for forward flight to a vertical thrust orientation in which the rotor assembly can provide vertical thrust for vertical take-off and landing and hover; a multi-link assembly extending from the boom to the mount; and a rotary actuator for actuating the multi-link assembly to control tilting of the mount.

Abstract: A VTOL aircraft includes a plurality of tilt propellers configured to be rotated between a forward cruise configuration and a vertical lift configuration. A nacelle or other structure may be configured to form a low pressure zone from the wake of the tilt propellers when operating in the lift configuration. The low pressure zone may include an outlet side of a cooling path. Due to the low pressure, airflow may be induced through the cooling path even in the absence of strong air pressure at the inlet side. During a cruise operation when the VTOL aircraft is in forward motion, the nacelle or other structure may be aligned with a baffle to form an exhaust channel for the cooling airflow.

Abstract: A electric aircraft power distribution system includes a first battery pack connected to at least a first load and to a common bus that connects the first battery pack in parallel to at least a second battery pack; a first electrical component electrically connected between the first battery pack and the first load and configured to disconnect the first load from the first battery pack in response to current above a first threshold current, wherein the first electrical component has a first disconnection time at the first threshold current; and a second electrical component electrically connected between the first battery pack and the common bus and configured to disconnect the first battery pack from the common bus in response to current above a second threshold current, wherein the second electrical component has a second disconnection time at the second threshold current that is higher than the first disconnection time.

Abstract: An electric aircraft includes rotors for providing lift for vertical take-off and landing of the aircraft, proprotors that are tiltable between lift configurations for providing lift for vertical take-off and landing of the aircraft and propulsion configurations for providing forward thrust to the aircraft, a first battery pack for powering a first rotor and a first proprotor, a second battery pack for powering a second rotor and a second proprotor, a first electric power bus electrically connecting the first battery pack to the first rotor and proprotor, and a second electric power bus electrically connecting the second battery pack to the second rotor and proprotor, wherein the second electric power bus is electrically isolated from the first electric power bus.