Abstract: A battery management system and method for performing a battery state and, optionally, health parameter observation is disclosed, in particular, cell state-of-charge (SOC) observation, with two redundant, independent and dissimilar lanes. Specifically, a SOC determination in a first one of the lanes is based on Coulomb Counting. The other lane employs a different algorithm than Coulomb Counting. In some embodiments, a battery health observation is further performed independently by the two lanes, wherein the first lane employs an aging model and the other lane a different (dissimilar) algorithm. On the basis of state and health observation, state (state of function) of the battery system can be predicted to determine a range of flight in accordance with a predetermined flight profile.

Abstract: Disclosed is a wing assembly, the wing assembly defining a direction of flow with respect to which the wing assembly is configured to create lift for an aircraft, comprising a main section configured to be mounted to a fuselage to extend from the fuselage in an extension direction of the wing; and a plurality of flap sections each with a body part, which are mounted to the main section in a pivotable manner to be individually pivotable around a pivot axis over a range of angular orientations including a horizontal orientation in which the body part of the flap section is substantially aligned with the main section to form an elongate and substantially continuous cross-section; and a vertical orientation in which the flap section is angled downwards with respect to the main section. An aircraft equipped with at least one pair of such wing assemblies is also described.

Abstract: The present disclosure relates to a battery management system for an electric air vehicle such as an eVTOL aircraft for observing a battery system state and a battery health state of an energy storage system of the air vehicle. Based on an observation result, a state prediction, in particular, a prediction of the remaining accessible energy, is carried out during a flight. In particular, the observation and prediction is performed by two independent and dissimilar lanes of the battery management system. A first lane predicts the battery state according to a pre-defined flight profile representing a worst-case scenario. A second lane predicts the battery state according to a planned flight profile so as to determine a range of the flight. Hence, it can be confirmed during the flight that the intended destination can be safely reached with the remaining accessible energy.

Abstract: The present invention provides an engine of a vertical take-off and landing aircraft, wherein the engine is configured to be movable with respect to an aircraft component of the aircraft between a hover position for take-off and landing, and a cruise position for forward flight, wherein the engine comprises an aerodynamic component having at least one aerodynamic element movable between a first position and a second position the aerodynamic element defining an aerodynamic surface in contact with an airstream passing through the engine.

Abstract: Provided is a power distribution network. The power distribution network comprises a ring-formed power line and a plurality of power nodes connected to the ring-formed power line. In addition, the power distribution network includes a plurality of circuit protection units, wherein each of the circuit protection units is provided between one of the plurality of power nodes and the ring-formed power line or on the ring-formed power line between two adjacent power nodes. The present disclosure is defined by the accompanying claims and is not limited to the particulars of the embodiments of the above detailed description.

Abstract: An electrical power distribution network of an electric power system of an aircraft is operated in at least one normal operation mode such that it provides for load sharing across electrical power sources (A, B, C, D) with respect to electrical loads (AA, BB, CC, DD), wherein the electrical power distribution network, in case of an electrical fault, is operated in at least one electrical failure mitigating operation mode, which provides for electric fault isolation, such that a network portion of the electrical power distribution network including the electrical fault is isolated from at least one other network portion of the of the electrical power distribution network.

Abstract: A battery module for a vehicle, in particular for an aircraft, comprises a housing, a cell stack accommodated in the housing, an internal channel system for heat transfer fluid disposed in the housing, a fluid inlet connector and a fluid outlet connector connected to the internal channel system and adapted to being connected to an external thermal management system, wherein the fluid inlet connector and the fluid outlet connector are self-sealing connectors molded into the housing, preferably self-sealing and dripless connectors.

Abstract: A vapor cycle refrigeration system for an aircraft comprises a compressor, a condenser unit with a condenser radiator, a condenser fan and a condenser air duct configured to direct a stream of air generated by the condenser fan through the condenser radiator, an expansion device, an evaporator unit with an evaporator radiator, an evaporator fan and an evaporator air duct configured to direct a stream of air generated by the evaporator fan through the evaporator radiator, and a piping system connecting the compressor, the condenser radiator, the expansion device and the evaporator radiator in a closed circuit for a refrigerant, wherein each of the compressor, the condenser radiator, the condenser fan, the expansion device, the evaporator radiator, the evaporator fan and the piping system is fully supported directly or indirectly by at least one of the condenser air duct and the evaporator air duct such that the system is self-supporting.

Abstract: An inceptor apparatus for an aircraft having a primary inceptor member provided in the form of a stick member having a grip portion, at which the stick member can be gripped by a pilot's hand, and a secondary inceptor member provided at an upper portion of the primary inceptor member and having an actuating portion, at which the secondary inceptor member can be manually actuated by a pilot's thumb. Both inceptor members have associated a respective sensor assembly which is provided to generate electronic flight control signals or commands in response to at least one of i) pivoting movements of the respective inceptor member around each of two independent maneuvering axes associated to the inceptor member, ii) forces acting on or via the respective inceptor member in pivoting directions with respect to each of the maneuvering axes, and iii) lateral flexing or bending of the respective inceptor member.

Abstract: Provided is a solid state power controller (SSPC). The SSPC comprises a power supply line configured to be connected between a power source and a load. Further, the solid state power controller comprises a semiconductor switching unit provided on the power supply line and configured to switch between at least two states according to a command signal. The at least two states include a conducting state and a non-conducting state. Further the solid state power controller comprises a state machine, which is configured to exhibit at least two states, including an ON state and an OFF state. The state machine is further configured to output the command signal according to a current state of the state machine.

Abstract: Various embodiments of the teachings herein include methods for operating a vehicle. The methods may include: accessing a travel plan identifying an intended destination and a predicted state of the energy store including a predicted value for a parameter of the energy store upon arrival; determining an instantaneous location; determining a predicted value for the first operating parameter based on the location and the travel plan; measuring an instantaneous value for the parameter; calculating a first deviation between the predicted value and the instantaneous value; calculating an expected final value for the parameter upon reaching the intended destination based on the instantaneous value; calculating a second deviation between the predicted final value and the expected final value; indicating to an operator both of the deviations; and executing one or more changes to controls of the drive system in response to at least one of the two deviations.

Abstract: The present invention provides an engine 310 of a vertical take-off and landing aircraft 300, wherein the engine is configured to be movable with respect to an aircraft component 342 of the aircraft 300 between a hover position for take-off and landing, and a cruise position for forward flight, wherein the engine 310 comprises an aerodynamic component 332 having at least one aerodynamic element 334 movable between a first position 336 according to a first operational state of the aircraft, and a second position 338 according to a second operational state of the aircraft, the aerodynamic element defining an aerodynamic surface in contact with an airstream passing through the engine.

Abstract: A battery management system and method for performing a battery health parameter observation, in particular, cell impedance observation, with two redundant, independent and dissimilar lanes. Specifically, a cell impedance observation in a first one of the lanes is based on Electrochemical Impedance Spectroscopy, EIS. The other lane employs a different algorithm than EIS. In embodiments, a battery state observation is further performed independently by the two lanes, wherein again the first lane employs EIS and the other lane a different (dissimilar) algorithm. On the basis of state and health observation, state (state of function) of the battery system can be predicted to determine a range of flight in accordance with a predetermined flight profile.

Abstract: An electrical power distribution network of an electric power system of an aircraft is operated such that it sequentially adopts a plurality of different partial load sharing modes in a time variable manner, which provide for partial load sharing across electrical power sources (A, B, C, D) with respect to associated electrical loads (AA, BB, CC, DD), by sequentially switching between a plurality of different partial load sharing configurations of the electrical power distribution network, each partial load sharing configuration being associated to a particular one of the partial load sharing modes.

Abstract: An electrical power distribution network of an electric power system of an aircraft is operated in at least one normal operation mode such that it provides for load sharing across electrical power sources (A, B, C, D) with respect to electrical loads (AA, BB, CC, DD), wherein the electrical power distribution network, in case of an electrical fault, is operated in at least one electrical failure mitigating operation mode, which provides for electric fault isolation, such that a network portion of the electrical power distribution network including the electrical fault is isolated from at least one other network portion of the of the electrical power distribution network.

Abstract: Embodiments of the disclosure are directed to a ducted fan engine configured for providing thrust for an aircraft, in particular an aircraft having vertical take-off and landing capability. The ducted fan engine includes a shroud, a stator, and a rotor rotatably supported by the shroud. The shroud has a substantially circular cross-section. The stator has at least one substantially radially-extending stator vane. The rotor comprises at least 19 rotor blades, in particular at least 25 rotor blades.

Abstract: Embodiments of the disclosure are directed to an aircraft, particularly an aircraft for vertical take-off and landing. The aircraft includes a fuselage, and a variable lift body defining an aerofoil. The variable lift body is moveably attached to the fuselage. The variable lift body is pivotable around a first axis extending in the wing span direction. The rotary actor is adapted to cause the variable lift body to pivot in relation to the fuselage arranged within the aerofoil. (FIG.