Abstract: Systems and methods for controlling aerial vehicles are provided. An aerial vehicle includes a single circuit board with a number of processor devices and a memory including instructions to perform autonomy operations. The autonomy operations include obtaining GNSS data from GNSS assemblies electrically connected to the processor devices, APNT data from APNT assemblies electrically connected to the processor devices, and radar data from the radar assemblies electrically connected to the processor devices. Each of the assemblies are disposed on the same circuit board that includes the number of processor devices. The processor devices determine a vehicle location based on the GNSS data, the APNT data, and the radar data, identify airborne objects based on the radar data, generate a motion plan based on the vehicle location and the identified objects, and initiate a motion of the aerial vehicle based on the vehicle location.

Abstract: The present disclosure provides systems and methods for systems and methods for generating potential flight plans to be used by a ride sharing network, including dynamic and/or automated changes to flight plans that have been engaged with passengers based on real-time information. In particular, the systems and methods of the present disclosure can operate to generate a fleet-level set of potential flight plans which comply with one or more constraints for a fleet of aircraft. The potential flight plans can be exposed into and used by a ride sharing network to provide transportation to users.

Abstract: A vertical takeoff and landing aircraft includes a starboard wing, a port wing, first and second tilt rotors coupled to the port and starboard wings respectively, and first and second batteries. A pair of control surfaces are arranged on a first side of the mid-sagittal plane of the aircraft, the pair comprising a first and a second control surface. A first flight actuator is electrically connected to the first battery and a second flight actuator is electrically connected to the second battery. The first and second flight actuators are mechanically connected to the first and second control surfaces respectively.

Abstract: A method for determining airspeed of an aircraft that includes determining a rotor model relating a power coefficient of a propeller of the aircraft to an axial inflow velocity through the propeller as a function of a set of rotor operating parameters; determining the set of rotor operating parameters by sampling an electronic control signal associated with an electric motor actuating the propeller; computing the axial inflow velocity through the propeller based on the set of rotor operating parameters using the rotor model; and determining the airspeed based on the axial inflow velocity.

Abstract: An aircraft control system includes a longitudinal control module, an engine torque control module, and an actuator control system. The longitudinal control module is configured to generate a desired torque value and a desired elevator position value for an aircraft based on a desired airspeed value, a desired altitude value, an actual airspeed value, and an actual altitude value. The engine torque control module is configured to generate a desired power lever position value based on the desired torque value and a measured engine torque value that indicates a measured engine torque in the aircraft. The actuator control system is configured to generate a power lever position command and an elevator position command for the aircraft based on the desired power lever position value and the desired elevator position value.

Abstract: A method and system for modeling aerodynamic interactions in complex eVTOL configurations for realtime flight simulations and hardware testing which includes decomposing the aircraft into aerodynamic subcomponents, wherein the interactions between these components are handled by flow simulations of the surrounding fluid, which may be Euler flow CFD simulations. The system may be used as a flight simulator for pilot training in a realtime environment. The system may be used to support component testing using an interface to those components, such as flight electronics and actuators, to test the components in high fidelity simulations of actual flight demands on those components. The system may also be used to support design analysis in non-realtime to run numerous simulations on different designs and to provide comparative output.

Abstract: A system and method for reducing a psychoacoustic penalty of acoustic noise emitted by an aircraft, including a plurality of propulsion assemblies coupled to the aircraft, wherein each of the plurality of propulsion assemblies includes a motor, and a plurality of blades defined by a propeller, wherein the plurality of blades can define an asymmetric blade spacing; a control subsystem coupled to the aircraft and communicatively coupled to the motor of each of the plurality of propulsion assemblies, wherein the control subsystem is operable to rotate each of the plurality of propulsion assemblies at a different frequency to modulate the acoustic power distribution of the emitted acoustic signature.

Abstract: A vertical take-off and landing aircraft with a multi-element lifting system with integrated propulsion. The multi-element lifting system may have an upper wing element, a lower wing element, and a control wing element which is located below the upper wing element and above, and rearward of, the lower wing element. The system uses internal propulsion units, such as internal ducted fans, which flow air below the upper wing element and above the lower wing element such that the air flows through the multi-element lifting system. The control wing element may be articulated to route air vertically downward to allow for short or vertical take-off and landing. An aircraft with a multi-element wing assembly and a multi-element tail assembly raised above the wing assembly. An aircraft which resides on the ground with the wing assembly and the tail assembly pitched up.

Abstract: A fuel cell system includes a hydrogen expansion system comprising an aeolipile, and a heat exchanger for receiving and expanding hydrogen received from a supply of hydrogen, for provision to the aeolipile. A generator coupled to the aeolipile may generate electrical power from operation of the aeolipile. The hydrogen leaving the aeolipile may be returned to the heat exchanger to transfer heat to the hydrogen received from the supply of hydrogen.

Abstract: The aircraft control system 100 includes an inceptor with a set of primary inceptor axes and a set of secondary inceptor inputs. The inceptor can optionally include a hand rest, a thumb groove, a set of finger grooves, passive soft stops, and/or any other additional elements. The aircraft control system can optionally include a flight controller, aircraft sensors, effectors, and a haptic feedback mechanism. However, the aircraft control system 100 can additionally or alternatively include any other suitable components.

Abstract: A deployment mechanism for use on an aerial vehicle adapted for vertical takeoff and landing using deployable thrust producing elements for takeoff and landing. The deployment mechanism may use linear actuation of a linkage assembly to deploy thrust producing rotor assemblies from a vertical thrust hove configuration to a horizontal thrust forward flight configuration. The aerial vehicle may include left side rotor assemblies and right side rotor assemblies which may be deployed by deployment mechanisms.

Abstract: A vertical take-off and landing aircraft which uses fixed rotors for both VTOL and forward flight operations. The wing rotors are tilted forward and provide some forward propulsion during horizontal flight. The rotors are positioned to achieve a high span efficiency. The rotors are positioned to even out the lift across the span of the synthetic wing. The synthetic wing may also have airfoils which may provide structural support for the rotors as well as providing lift during forward flight.

Abstract: A vertical take-off and landing aircraft and method which uses fixed rotors for both VTOL and forward flight operations. The rotors are positioned to achieve a high span efficiency. The rotors are positioned to even out the lift across the span of the wing. The wing may also have narrow front and rear airfoils which may provide structural support as well as providing lift during forward flight, or may have a single center wing. The wing rotors are tilted forward and provide some forward propulsion during horizontal flight.

Abstract: An aircraft includes a battery pack mounted inside the aircraft, a vent coupled between the battery pack and a surface of the aircraft to at least partly define a vent path between the battery pack and the surface of the aircraft, and a burst membrane located in the vent path. The vent may be coupled to a rear upper portion of a wing or to an outboard side of a nacelle. The aircraft may also include a flexible coupling between the vent and the surface of the aircraft. The aircraft may also include a fairing over a vent outlet to provide a smooth surface for the vent outlet. The battery pack may include battery modules and an enclosure, the battery modules and the enclosure defining paths along which discharge from a thermal event can flow towards the vent.

Abstract: A power system with a reliability enhancing battery architecture for electric motors adapted for use in an aerial vehicle. Individual batteries may be used to power a subset two or more motors in systems with six or more motors, for example. Each motor may be powered by two or more subsets of batteries, allowing accommodation for motor failure. With a failed motor in a vertical take-off or landing mode, power may be diverted to other motors to continue proper attitude control, and to provide sufficient thrust. With a failed motor a second motor offset from the failed motor may be powered down to facilitate attitude control.

Abstract: A method for determining a position of a vehicle is provided. First and second signals having first and second frequencies are transmitted towards a target. First and second reflected signals corresponding to the first and second signals reflected from the target are received at first and second antennae, respectively. A first frequency difference between the first signal and the first reflected signal is determined. The first frequency difference corresponds to a first range between the vehicle and target. A second frequency difference between the second pulsed signal and the second reflected signal is determined. The second frequency difference corresponds to a second range between the vehicle and target. A vehicle velocity is based on the first range and the second range. A position of the vehicle is determined based on the velocity.

Abstract: An aerial vehicle may have a fuselage, a first wing member, and a second wing member. The fuselage may have a nose end and a tail end. The first wing member may extend from the fuselage and comprise a first drive motor coupled to the first rotor. The second wing member may also extend from the fuselage substantially opposite the first wing member and may comprise a second drive motor coupled to a second rotor. A first motor may be coupled to rotate the first wing member and the first rotor about a first axis substantially perpendicular to a fuselage axis extending from the nose end to the tail end. A second motor may be coupled to rotate the second wing member and the second rotor about a second axis substantially perpendicular to the fuselage axis. A controller circuit may be configured to differentially actuate the first motor and the second motor.

Abstract: A high efficiency hydrogen fuel system for an aircraft at high altitude which utilizes compressors to compress air to a sufficiently high pressure for the fuel cell. Liquid hydrogen is compressed and then utilized in heat exchangers to cool the compressed air, maintaining the air at a temperature low enough for the fuel cell. The hydrogen is also used to cool the fuel cell as it is also depressurized prior to its entry in the fuel cell cycle. A water condensation system allows for water removal from the airstream to reduce impacts to the atmosphere. The hydrogen fuel system may be used with VTOL aircraft, which may allow them to fly at higher elevations. The hydrogen fuel system may be used with other subsonic and supersonic aircraft, such as with asymmetric wing aircraft.

Abstract: A vertical landing and take-off aircraft VTOL transitions from a vertical takeoff state to a cruise state where the vertical takeoff state uses propellers to generate lift and the cruise state uses wings to generate lift. The aircraft has an M-wing configuration with propellers located on the wingtip nacelles, wing booms, and tail boom. The wing boom and/or the tail boom can include boom control effectors. Hinged control surfaces on the wings, tail boom, and tail tilt during takeoff and landing to yaw the vehicle. The boom control effectors, cruise propellers, stacked propellers, and control surfaces can have different positions during different modes of operation in order to control aircraft movement and mitigate noise generated by the aircraft.

Abstract: A battery pack includes a cassette stack comprising a plurality of battery cell cassettes, each of the cassettes including a plurality of support structures. Each support structure comprises an electrically and thermally conductive frame for receiving at least one battery cell having a first terminal and a second terminal, and a heat pipe. The first terminal is electrically coupled to the frame when the at least one battery cell is mounted in the frame. The heat pipe provides thermal conductivity between the frame and a cooling surface. A method of cooling an electric vehicle including a battery pack comprises aligning the battery pack and a cooling structure, moving the cooling structure into contact with the electric vehicle, and circulating coolant through the cooling structure.