Abstract: A universal vehicle control router for 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 vehicle control and interface system described herein assists an operator of an aerial vehicle with the operation of an aerial vehicle, including automated control of the aerial vehicle during flight. The system can generate a graphical user interface (GUI) on which lateral guidance and vertical guidance initiation elements are displayed. The system can conditionally disable the vertical guidance initiation element from operator interaction until at least the operator interacts with the lateral guidance initiation element (e.g., to prevent an undesirable roll maneuver during descent). If the operator interacts with the vertical guidance initiation element before engaging lateral guidance, the aerial vehicle may maintain a current altitude rather than climb or descend according to a target vertical guidance route. In this way, the GUI reformats elements based on the operational state of the aerial vehicle and reduces a risk of operational error.

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: A system manages a set of vehicles in a network. Vehicles in the set are assigned to spatiotemporal regions and instructed to remain within perimeters of the spatiotemporal regions as the vehicles travel. The spatiotemporal regions define three-dimensional perimeters that move in time along paths from departure sites to an arrival sites. The system may, based on the location of a first aircraft assigned to a first spatiotemporal region relative to the perimeter of the first spatiotemporal region, determine a modification to the first spatiotemporal region so the first vehicle can remain within the perimeter of the first spatiotemporal region. The system may identify a conflict between the modification and a second spatiotemporal region. The system may remove the conflict by modifying at least one of: the first spatiotemporal region or the second spatiotemporal region.

Abstract: A universal vehicle control router for 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: Some embodiments relate to an electro-mechanical coupled to a first mounting point and a second mounting point. The electro-mechanical actuator includes a screw, a first nut on the screw, a sensor assembly, a first motor, and a backup motor. The first nut is coupled to the first mounting point. The sensor assembly generates signals indicative of (a) the position of the first nut on the screw or (b) changes in the position of the first nut on the screw. The first motor can rotate the first nut about a screw axis of the screw. The backup motor can rotate the first nut about the screw axis of the screw. A controller module can control the first motor or the backup motor based on the signals generated by the sensor assembly.

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: 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 vehicle control and interface system described herein assists an operator of an aerial vehicle with the operation of an aerial vehicle, including navigating during flight. The system can generate a graphical user interface (GUI) through which an operator can specify navigation instructions (e.g., using finger gestures on a touch screen interface). In one example of controlling aerial vehicle navigation using a finger gesture, an operator swipes three fingers simultaneously upwards on a touchpad to increase the vertical speed of the aerial vehicle. The system can update the GUI to show, via a digital avatar of the aerial vehicle, the changing orientation of the aerial vehicle in substantially real time. The GUI may depict representations of the aerial vehicle's environment absent of objects at the surface of the earth or natural features at the earth's surface (e.g., rivers, canyons, mountains, etc.) to reduce a mental strain taken by an operator when using the GUI.

Abstract: A vehicle control and interface system described herein assists an operator of an aerial vehicle with the operation of an aerial vehicle, including tailoring the positioning of aerial vehicle interfaces for a given pilot. A movable control interface of the system adapts aerial vehicle operation to varying physical features of operators by enabling the operator to choose a position of a touch screen interface (e.g., a height of the screen, distance in front of the pilot's seat, etc.) that is adjustable using a mechanical arm. The movable control interface can move a touch screen interface from a stowed position (e.g., away from a pilot seat and proximal to a dashboard towards the front of the cockpit) to an in-flight position (e.g., towards the pilot seat in a position that encourages an ergonomic position of the operator to reach the touch screen interface without straining their shoulder).

Abstract: Embodiments relate to an aircraft control router for an aircraft. The aircraft control router may include a command processing module, sensor validation module, aircraft state estimation module, and control laws module. The command processing module may be configured to generate aircraft trajectory values based on received aircraft control inputs. The sensor validation module may be configured to validate sensor signals generated by sensors of the aircraft. The aircraft state estimation module may be configured to determine an estimated aircraft state of the aircraft based on the validated sensor signals. The control laws module may be configured to generate actuator commands for actuators of the aircraft to adjust control surfaces of the aircraft, where the generated actuator commands are based on aircraft trajectory values, validated sensor signals, and an estimated aircraft state. The aircraft control router may transmit the generated actuator commands to actuators of the aircraft.

Abstract: A vehicle control and interface system described herein assists an operator of an aerial vehicle with the operation of an aerial vehicle, including preparing for flight. A vehicle control and interface system partially or fully automates a procedure for preparing an aerial vehicle for flight, which is referred to herein as engine startup. The engine startup can include safety and accuracy verifications before and after starting an aerial vehicle's engine. The system can check engine parameters (e.g., turbine rotational speeds, engine torque, engine oil pressure), cabin parameters (e.g., a status of seat belts or a current weight of passengers and cargo within the cabin), fuel load, an area around the aerial vehicle (e.g., using cameras to determine that the area is clear of objects before takeoff), any suitable measurement that impacts safe aerial vehicle operations, or a combination thereof.

Abstract: Embodiments relate to generating and using a customized preflight checklist graphical user interface (GUI) specific to a specified aircraft. A client device may receive a selection of an aircraft to be piloted by a user and retrieves sensor data generated by a sensor of the aircraft. The client device may update a preflight checklist GUI based in part on the sensor data and the aircraft such that the preflight checklist GUI is a customized preflight checklist GUI specific to the aircraft. After determining that a set of preflight checks of the customized preflight checklist GUI are completed, the client device may transmit an authorization to the specified aircraft that authorizes the specified aircraft.

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.