Abstract: A universal vehicle control router for small fly-by-wire aircraft may include multiple vehicle control computers, such as flight control computers. Each flight control computer may be part of an independent channel that provides instructions to multiple actuators to control multiple vehicle components. Each channel is a distinct pathway capable of delivering a system function, such as moving an actuator. Each flight control computer may include a fully analyzable and testable voter (FAT voter). In the event of a failure to one of the flight control computers, the FAT voters may cause the failing flight control computer to be ignored or shut off power. Each flight control computer may comprise a backup battery. In the event of a power disruption from the primary power source, such as a generator and primary battery, the backup battery may power the flight control computer and all actuators.

Abstract: A software update system is disclosed for managing a remote software updating process for aerial vehicles. Responsive to receiving an indication from a companion application that an update for a display or a Flight Control Computer (FCC) is available for installation, the software update system may determine if a set of requirements are met by retrieving information associated with the aircraft from the sensors of the aircraft. The software update system may determine whether the aircraft is suitable for performing the installation of the update by checking a set of requirements and retrieving information from the sensors of the aircraft. The software update system may further determine if the update is for a display or an FCC and perform a different remote update process for each type of update correspondingly.

Abstract: A system and a method are disclosed for a vehicle control and interface system configured to facilitate control of different vehicles through universal mechanisms. The vehicle control and interface system can be integrated with different types of vehicles (e.g., rotorcraft, fixed-wing aircraft, motor vehicles, watercraft, etc.) in order to facilitate operation of the different vehicles using universal vehicle control inputs. In particular, the vehicle control and interface system converts universal vehicle control inputs describing a requested trajectory of a vehicle received from one or more universal vehicle control interfaces into commands for specific actuators of the vehicle configured to adjust a current trajectory of the vehicle to the requested trajectory. In order to convert the universal vehicle control inputs to actuator commands the vehicle control and interface system processes the universal vehicle control inputs using a universal vehicle control router.

Abstract: Techniques for determining a safety margin by which to limit trajectory(ies) generated by a vehicle control system such that the vehicle will not exceed the safety margin more than a target occurrence rate. The techniques may include determining a first spectrum associated with trajectory data generated by one or more vehicles, generating a model of a vehicle, and determining a spectrum of an error signal based at least in part on the model and the first spectrum. Determining the safety margin may be based at least in part on the spectrum of the error signal and a target occurrence rate. Operation characteristics of components of the vehicle (e.g., controller, steering actuator) may be tuned based at least in part on the model, first spectrum, and/or second spectrum. The techniques enable determining safety margins for untested vehicles and/or for different operating states of a vehicle.

Abstract: Some embodiments relate to an electro-mechanical actuator that includes a screw, structurally segregated (split) housings, first and second nuts coupled to the screw, a sensor assembly, a plurality of motors, and a controller. The first nut is coupled to a first mounting point, and the second nut is coupled to a second mounting point. The sensor assembly may generate signals indicative of (e.g., relative) positions of left and right units of the actuator or positions of the first nut and the second nut on the screw. The controller controls the motors based on the signals generated by the sensor assembly. The motors may rotate each nut about a screw axis of the screw. This rotation results in one or both nuts moving along the screw. Movement between the first nut and the second nut along the screw adjusts a distance between the first mounting point and the second mounting point.

Abstract: Testing autonomous vehicle control systems in the real world can be difficult, because creating and re-creating physical scenarios for repeated testing may be impractical. In some implementations, detailed map data and data acquired through driving in a region can be used to identify similar segments of a drivable surface. Simulation scenarios used to test one of the similar segments may be used to test other of the similar segments. The driving data may also be used to generate and/or validate the simulation scenarios, e.g., by re-creating scenarios encountered while driving in a first segment in a simulation scenario for use in the second segment and comparing simulated driving behavior with the driving data.

Abstract: Some embodiments relate to an electro-mechanical actuator that includes a screw, structurally segregated (split) housings, first and second nuts coupled to the screw, a sensor assembly, a plurality of motors, and a controller. The first nut is coupled to a first mounting point, and the second nut is coupled to a second mounting point. The sensor assembly may generate signals indicative of (e.g., relative) positions of left and right units of the actuator or positions of the first nut and the second nut on the screw. The controller controls the motors based on the signals generated by the sensor assembly. The motors may rotate each nut about a screw axis of the screw. This rotation results in one or both nuts moving along the screw. Movement between the first nut and the second nut along the screw adjusts a distance between the first mounting point and the second mounting point.

Abstract: A mechanical controller provides four-axis control of a vehicle's position and movement. For example, the controller provides control of a vehicle's operations through a lateral axis, longitudinal axis, directional axis, and a grip axis (e.g., operating a thumbwheel of the mechanical controller that provides additional control inputs to the vehicle). The mechanical controller can provide independent force feel mechanisms in each of the lateral, longitudinal, and directional axes of movement. Additionally, the mechanical controller may provide a redundant force feel mechanism (e.g., for increased safety). For example, redundant springs and dampers may be incorporated in each axis's force feel mechanism. The mechanical controller may include a plunger and spring assembly to provide a force feel mechanism in the lateral and longitudinal axes. In addition to this spring force, surfaces of a contact region between the plunger and a plunger actuating plate may be shaped to produce force feel characteristics.

Abstract: Some embodiments relate to an electro-mechanical actuator that includes a screw, structurally segregated (split) housings, first and second nuts coupled to the screw, a sensor assembly, a plurality of motors, and a controller. The first nut is coupled to a first mounting point, and the second nut is coupled to a second mounting point. The sensor assembly may generate signals indicative of (e.g., relative) positions of left and right units of the actuator or positions of the first nut and the second nut on the screw. The controller controls the motors based on the signals generated by the sensor assembly. The motors may rotate each nut about a screw axis of the screw. This rotation results in one or both nuts moving along the screw. Movement between the first nut and the second nut along the screw adjusts a distance between the first mounting point and the second mounting point.

Abstract: A landing site selection system selects landing sites for unplanned landings for small aircraft. The landing site selection system may generate a landing site database comprising parameters for landing sites. The landing sites may be any location where an aircraft may potentially land. The landing site selection system may monitor aircraft conditions and determine that an unplanned landing may be desirable. The landing site selection system may select potential landing sites based on the aircraft conditions and the landing site parameters. The landing site selection system may display landing site parameters for the selected landing sites to a pilot to allow the pilot to select a landing site. The landing site selection may provide navigation instructions or autonomously navigate the aircraft to the landing site.

Abstract: Controlling aircraft traffic in an aerial network is described. A controller system identifies a departure site, an arrival site, a departure time interval, and an arrival time interval. Based on the on the departure site, the arrival site, and the departure time interval, the controller system generates a spatiotemporal region. A spatiotemporal region defines a three-dimensional perimeter that moves in time along a flightpath from the departure site to the arrival site. An aircraft is assigned to the spatiotemporal region and instructed to remain within perimeter of the spatiotemporal region as the aircraft travels from the departure site to the arrival site. The controller system monitors locations of the aircraft over time relative to the perimeter of the spatiotemporal region. If the aircraft deviates from the spatiotemporal region, the controller may transmit control instructions to the aircraft to return to the spatiotemporal region.

Abstract: A universal vehicle control router for small fly-by-wire aircraft may include multiple vehicle control computers, such as flight control computers. Each flight control computer may be part of an independent channel that provides instructions to multiple actuators to control multiple vehicle components. Each channel is a distinct pathway capable of delivering a system function, such as moving an actuator. Each flight control computer may include a fully analyzable and testable voter (FAT voter). In the event of a failure to one of the flight control computers, the FAT voters may cause the failing flight control computer to be ignored or shut off power. Each flight control computer may comprise a backup battery. In the event of a power disruption from the primary power source, such as a generator and primary battery, the backup battery may power the flight control computer and all actuators.

Abstract: A system and a method are disclosed for a vehicle control and interface system configured to facilitate control of different vehicles through universal mechanisms. The vehicle control and interface system can be integrated with different types of vehicles (e.g., rotorcraft, fixed-wing aircraft, motor vehicles, watercraft, etc.) in order to facilitate operation of the different vehicles using universal vehicle control inputs. In particular, the vehicle control and interface system converts universal vehicle control inputs describing a requested trajectory of a vehicle received from one or more universal vehicle control interfaces into commands for specific actuators of the vehicle configured to adjust a current trajectory of the vehicle to the requested trajectory. In order to convert the universal vehicle control inputs to actuator commands the vehicle control and interface system processes the universal vehicle control inputs using a universal vehicle control router.