Systems and methods for fly-by-wire reversionary flight control

Some aspects relate to systems and methods for fly-by-wire reversionary flight control including a pilot control, a plurality of sensors configured to: sense control data associated with the pilot control, and transmit the control data, a first actuator communicative with the plurality of sensors configured to receive the control data, determine a first command datum as a function of the control data and a distributed control algorithm, and actuate a first control element according to the first command datum.

FIELD OF THE INVENTION

The present invention generally relates to the field of computerized vehicles controls and navigation. In particular, the present invention is directed to systems and methods for fly-by-wire reversionary flight control.

BACKGROUND

Fly-by-wire, where electronics mediate flight controls, is used more frequently in modern aviation. Commonly, provisions exist for flight controls on conventional fixed-wing aircraft to experience a reversion back to manual controls in case of an emergency affecting function of a fly-by-wire flight controller. Fixed-wing aircraft have control systems which can be understood and controlled by a human pilot. Therefore, reversion to a manual control system grants a pilot an opportunity to control her aircraft, albeit in an impaired state, when a flight controller experiences a malfunction. Conversely, many vertical take-off and landing (VTOL) aircraft, such as quadcopters and the like, require the use of flight control systems which must be implemented by way of a computer and cannot be controlled directly by a human pilot. Failure of flight control systems in these aircraft does not permit a flight control reversion allowing the pilot to control her aircraft.

SUMMARY OF THE DISCLOSURE

In an aspect a system for fly-by-wire reversionary flight control includes a pilot control, a plurality of sensors configured to: sense control data associated with the pilot control, and transmit the control data, a first actuator communicative with the plurality of sensors configured to receive the control data, determine a first command datum as a function of the control data and a distributed control algorithm, and actuate a first control element according to the first command datum.

In another aspect a method of fly-by-wire reversionary flight control includes sensing, using a plurality of sensors, control data associated with a pilot control, transmitting, using the plurality of sensors, the control data, receiving, using a first actuator communicative with the plurality of sensors, the control data, determining, using the first actuator, a first command datum as a function of the control data and a distributed control algorithm, and actuating, using the first control actuator, a first control element according to the first command datum.

DETAILED DESCRIPTION

At a high level, aspects of the present disclosure are directed to systems and methods for fly-by-wire flight control reversion. In an embodiment, fly-by-wire flight control reversion may be employed in an electric vertical take-off and landing (VTOL) aircraft. Flight control reversion is currently available for many fly-by-wire fixed wing aircraft, but not on VTOL aircraft. This failing must be addressed in order for VTOL aircraft to satisfy the exceptional safety standards the public has come to expect in air travel.

Aspects of the present disclosure can be used to ensure pilot flight control when a flight controller experiences a malfunction. Aspects of the present disclosure can also be used to allow a pilot more direct control of flight components, such as actuators and propulsors, without mediation of a flight controller. This is so, at least in part, because flight controller failure poses a risk to air travel, which is especially dire with VTOL aircraft.

Aspects of the present disclosure allow for fly-by-wire reversion of flight controls in case of a malfunction of a flight controller. Exemplary embodiments illustrating aspects of the present disclosure are described below in the context of several specific examples.

Referring now toFIG. 1, exemplary system100for fly-by-wire reversion flight control configured for use in electric aircraft is illustrated in block diagram form. System100includes a plurality of sensors104. Plurality of sensors104is communicatively coupled to at least a pilot control108. Communicative coupling may include two or more components being electrically, or otherwise connected and configured to transmit and receive signals from one another. Signals may include electrical, electromagnetic, visual, audio, radio waves, or another undisclosed signal type alone or in combination. Plurality of sensors104communicatively coupled to at least a pilot control108may include at least a sensor disposed on, near, around or within at least pilot control108. Plurality of sensors104may include a motion sensor. “Motion sensor,” in this disclosure is a device or component configured to detect physical movement of an object or grouping of objects. One of ordinary skill in the art would appreciate, after reviewing the entirety of this disclosure, that motion may include a plurality of types including but not limited to: spinning, rotating, oscillating, gyrating, jumping, sliding, reciprocating, or the like. Non-limiting exemplary motion sensors may include magnetic encoders, quadrature sensors, optical encoders, Hall effect sensors, and the like. Plurality of sensors104may include any of torque sensor, gyroscope, accelerometer, torque sensor, magnetometer, inertial measurement unit (IMU), pressure sensor, force sensor, proximity sensor, displacement sensor, vibration sensor, among others. Plurality of sensors104may include a sensor suite which may include a plurality of sensors that may sense similar or dissimilar phenomenon. For example, in a non-limiting embodiment, sensor suite may include a plurality of accelerometers, a mixture of accelerometers and gyroscopes, or a mixture of an accelerometer, gyroscope, and torque sensor. Plurality of sensors104may include a plurality of sensors in a form of individual sensors or a sensor suite working in tandem or individually. A sensor suite may include a plurality of independent sensors, as described herein, where any number of the sensors may be used to detect any number of physical or electrical quantities associated with a pilot control108. Independent sensors may include separate sensors measuring physical or electrical quantities that may be powered by and/or in communication with circuits independently, where each sensor may output to a common circuit. In an embodiment, use of a plurality of independent sensors may result in redundancy configured to employ more than one sensor that measures substantially similar phenomenon. Redundant sensors may be of a same type or a combination of different types; so should one sensor fail, the redundant sensors may continue to sense a phenomenon. A plurality of sensors104may be configured to sense a pilot input112from at least pilot control108. As used in this disclosure, a “pilot control” is any system for inputting control data. At least pilot control108may include a throttle lever, inceptor stick, collective pitch control, steering wheel, brake pedals, pedal controls, toggles, joystick, and the like. One of ordinary skill in the art, upon reading the entirety of this disclosure would appreciate a variety of pilot input controls that may be present in an electric aircraft consistent with the present disclosure. Inceptor stick may be consistent with disclosure of an inceptor stick in U.S. patent application Ser. No. 17/001,845 entitled “A HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT,” which is incorporated herein by reference in its entirety. Collective pitch control may be consistent with disclosure of a collective pitch control in U.S. patent application Ser. No. 16/829,206 entitled “HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT,” which is incorporated herein by reference in its entirety. At least pilot control108may be physically located in a cockpit of an aircraft or remotely located outside of the aircraft in another location communicatively coupled to at least a portion of the aircraft. “Communicatively coupled,” as used in this disclosure, is a process whereby one device, component, or circuit is able to receive data from and/or transmit data to another device, component, or circuit; communicative coupling may be performed by wired or wireless electronic communication, either directly or by way of one or more intervening devices or components. In an embodiment, communicative coupling includes electrically coupling an output of one device, component, or circuit to an input of another device, component, or circuit. Communicative coupling may be performed via a bus or other facility for intercommunication between elements of a computing device. Communicative coupling may include indirect connections via “wireless” connection, low power wide area network, radio communication, optical communication, magnetic, capacitive, or optical coupling, or the like. At least a pilot control108may include buttons, switches, or other binary inputs. Additionally or alternatively, at least a pilot control108may include digital controls or analog controls. At least a pilot control108may be configured to receive pilot input112. Pilot input112may include a physical manipulation of a control, such as without limitation a pilot using a hand and arm to push or pull a lever, or a pilot using a finger to manipulate a switch. Pilot input112may include a voice command by a pilot to a microphone and computing system consistent with the entirety of this disclosure.

With continued reference toFIG. 1, plurality of sensors104may be configured to sense, for example as a function of pilot input112, control data116. “Control data,” as used in this disclosure, is a plurality of signals, each signal representing at least an element of data correlated to a desired control of any element of an aircraft. For example, in some cases, control data may include a plurality of signals, where at least a signal of the plurality of signals represents at least an element of data correlated to a pilot input112. In some cases, control data may include a pilot signal as described in greater detail below, for example in reference toFIG. 6. Alternatively or additionally, in some embodiments, control data may include a plurality of signals, where at least a signal of the plurality of signals represents at least an element of data correlated to a remote input. Remote inputs may be received from at least a remote device as described in greater detail below, for example in reference toFIG. 6. Further still, in some embodiments, control data may include a plurality of signals, where at least a signal of the plurality of signals represents an automated input. Automated inputs may be provided by a flight controller operating in an autonomous mode or autonomous function as described in greater detail below, for example in reference toFIG. 6. For example without limitation, control data116may represent a desired change in aircraft conditions or flight control parameters. A “datum”, for the purposes of this disclosure, refers to at least an element of data. In some cases, a datum may identify a pilot input112. At least a pilot control108may be communicatively coupled to any other component presented in system100; communicative coupling may include redundant connections, for instance which may be configured to safeguard against single-point failure. Pilot input112may indicate a pilot's desire to change heading or trim of an electric aircraft. Pilot input112may indicate a pilot's desire to change an aircraft's pitch, roll, yaw, or throttle. “Pitch,” as used in this disclosure is an aircraft's angle of attack; the angle of attack may be approximated as a difference between the aircraft's attitude and the aircraft's horizontal flight trajectory. For example, an aircraft pitches “up” when its nose is angled upward compared to horizontal flight, for example while in a climb maneuver. In another example, the aircraft pitches “down”, when its nose is angled downward compared to horizontal flight, for example while in a dive maneuver. “Roll,” as used in this disclosure, refers to an aircraft's position about its longitudinal axis, running from its tail to its nose. “Yaw,” as described in this disclosure, is an aircraft's turn angle, when an aircraft rotates about an imaginary vertical axis intersecting the center of the earth and a fuselage of the aircraft. “Throttle,” as used in this disclosure, is an amount of thrust from a propulsor. Pilot input112, when referring to throttle, may refer to a pilot's desire to increase or decrease thrust produced by at least a propulsor. Control data116may include a plurality of electrical signals. Electrical signals may include analog signals, digital signals, periodic or aperiodic signals, step signals, unit impulse signals, unit ramp signals, unit parabolic signals, one or more signum functions, exponential signals, rectangular signals, triangular signals, sinusoidal signals, one or more sinc functions, pulse width modulated signals, or the like. Plurality of sensors104may include circuitry, computing devices, electronic components or a combination thereof that translates pilot input112into control data116configured to be transmitted to another electronic component.

With continued reference toFIG. 1, system100may include a flight controller120. Flight controller120may be communicatively coupled to at least a pilot control108and plurality of sensors104. Flight controller120may include any flight controller described in this disclosure, for example flight controller detailed description below. Communicative coupling may be consistent with any embodiment of communicative coupling as described herein. According to some embodiments, flight controller120may be configured to perform a voting algorithm. Flight controller, in some instances, may be a component or grouping of components that controls one or more actuators of an aircraft by taking in signals from a pilot and/or remote device and outputting signals to the one or more actuators. In some cases, one more actuators may include at least a propulsor, at least a control elements, and the like. Flight controller120may mix, refine, adjust, redirect, combine, separate, or perform other types of signal operations to translate pilot desired trajectory into aircraft maneuvers. Flight controller may condition signals such that they can be sent and received by various components throughout an aircraft.

With continued reference toFIG. 1, flight controller120may include and/or communicate with any computing device, including without limitation a microcontroller, microprocessor, digital signal processor (DSP) and/or system on a chip (SoC). Flight controller may be programmed to operate electronic aircraft to perform at least a flight maneuver; at least a flight maneuver may include takeoff, landing, stability control maneuvers, emergency response maneuvers, regulation of altitude, roll, pitch, yaw, speed, acceleration, or the like during any phase of flight. At least a flight maneuver may include a flight plan or sequence of maneuvers to be performed during a flight plan. Flight controller may be designed and configured to operate aircraft via fly-by-wire. Flight controller may be communicatively coupled to at least a propulsor. In some embodiments, flight controller120may be communicatively coupled to each propulsor; so, the flight controller may transmit signals to each propulsor and each propulsor is configured to modify an aspect of propulsor behavior in response to the signals. As a non-limiting example, flight controller120may transmit signals to a propulsor via an electrical circuit connecting flight controller to the propulsor; the electrical circuit may include a direct conductive path from the flight controller to the propulsor or may include an isolated coupling such as an optical or inductive coupling. According to some embodiments, at least a propulsor may be controlled by an actuator.

Within continued reference toFIG. 1, system100may additionally include a first actuator124. According to some embodiments a first actuator124may be communicatively coupled to flight controller120and a control element of the aircraft. As used in this disclosure, an “actuator” is system that affects, for example affects a movement of, a flight component, control element, or any other physical component of an aircraft. An actuator may include an electro-mechanical or an opto-mechanical system. An actuator may include a computing device or plurality of computing devices consistent with the entirety of this disclosure. An actuator may be designed and/or configured to perform any method, method step, or sequence of method steps in any embodiment described in this disclosure, in any order and with any degree of repetition. For instance, an actuator may be configured to perform a single step or sequence repeatedly until a desired or commanded outcome is achieved; repetition of a step or a sequence of steps may be performed iteratively and/or recursively using outputs of previous repetitions as inputs to subsequent repetitions, aggregating inputs and/or outputs of repetitions to produce an aggregate result, reduction or decrement of one or more variables such as global variables, and/or division of a larger processing task into a set of iteratively addressed smaller processing tasks. An actuator may perform any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and/or substantially simultaneously performing a step two or more times using two or more parallel threads, processor cores, or the like; division of tasks between parallel threads and/or processes may be performed according to any protocol suitable for division of tasks between iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which steps, sequences of steps, processing tasks, and/or data may be subdivided, shared, or otherwise dealt with using iteration, recursion, and/or parallel processing.

Within continued reference toFIG. 1, an actuator may include a piston and cylinder system configured to utilize hydraulic pressure to extend and retract a piston coupled to at least a portion of aircraft. An actuator may include a stepper motor or server motor configured to utilize electrical energy into movement of a rotor. An actuator may include a system of gears coupled to a motor configured to convert electrical energy into kinetic energy and mechanical movement through a system of gears. An actuator may include components, processors, computing devices, or the like configured to detect a control element. An actuator may be configured to move at least a portion of aircraft as a function of command datum. As used in this disclosure a “command datum” is any element of information that indicates a purposeful state of change of state of a control element, flight component, or actuator. A command datum may indicate a desired change in aircraft heading or thrust. According to some embodiments, a command datum may be derived from pilot input112and control data116, for example without limitation by performing a control algorithm. That is to say command datum is derived from a pilot input, for example without limitation in a form of moving an inceptor stick; and the command datum may be received by at least an actuator that in turn, actuates according to the command datum, for instance thereby moving at least a portion of aircraft, to accomplish the pilot's desired maneuver.

With continued reference toFIG. 1, in some embodiments, an actuator may be configured to move control surfaces and/or control elements of aircraft in one or both of its two main modes of locomotion, or adjust thrust produced at any propulsor. A “control element,” as described in this disclosure is any element that can interact with forces to move an aircraft. Non-limiting exemplary control elements include control surfaces, hot-air balloons, rockets, and jets. A “control surface,” as described in this disclosure, is any form of a mechanical linkage with a surface area that interacts with forces to move an aircraft. A control surface may include, as a non-limiting example, ailerons, flaps, leading edge flaps, rudders, elevators, spoilers, slats, blades, stabilizers, stabilators, airfoils, a combination thereof, propulsors, or any other mechanical surface are used to control an aircraft in a fluid medium. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various mechanical linkages that may be used as a control surface, as used and described in this disclosure.

With continued reference toFIG. 1, flight controller120may communicate with an actuator using wireless communication, such as without limitation communication performed using electromagnetic radiation including optical and/or radio communication, or communication via magnetic or capacitive coupling. In some cases, flight controller120may be fully incorporated in an aircraft and may be a remotely accessible by a remote device that may operate the aircraft remotely via wireless or radio signals. Alternatively or additionally, a computing device in aircraft may be configured to perform some steps or actions described herein while a remote device is configured to perform other steps. Persons skilled in the art will be aware, after reviewing the entirety of this disclosure, of many different forms and protocols of communication that may be used to communicatively couple flight controller to one or more actuators.

With continued reference toFIG. 1, a system for fly-by-wire reversionary flight control100may include a first actuator124communicative with plurality of sensors104. In some cases, first actuator124may be configured to receive control data116, for example without limitation, directly from plurality of sensors104. In some cases, first actuator124may determine a first command datum as a function of control data116and a distributed control algorithm. First command datum may include any command datum described in this disclosure. First actuator124may actuate a first control element128according to first control datum. First control element128may include any control element described in this disclosure. For instance, in some embodiments, first control element128may include one or more components of a propulsor.

Within continued reference toFIG. 1, according to some embodiments, an actuator may utilize a distributed control algorithm in order to determine a command datum. As used in this disclosure, a “distributed control algorithm” is a control algorithm that is performed not on a flight controller, but on at least an actuator. A distributed control algorithm may deviate in performance from control methods employed by a flight controller in a number of ways. For example, in some cases, a distributed control algorithm may not allow for automated control (i.e., auto-pilot) and rely solely on pilot control108; additionally or alternatively, in some cases, the distributed algorithm may not contain calibration, for instance of a plurality of actuators, which is commonly performed by a flight controller120. In some cases, distributed control algorithm may include filtering control data116; filtering the control data116may include voting. Control data116voting is described in detail below. In some cases, distributed control algorithm may include finding an average of two or more control datums of control data116. For instance, finding an average of two or more control datums may be used to find a collective datum. In some cases, distributed control algorithm may include finding a difference between two or more control datums of the control data. For instance, finding a difference between two or more control datums may be used to find a stick datum. According to some embodiments, distributed control algorithm may be contingently operative. For instance, in some cases, an actuator may determine a command datum only when the actuator is unable to receive a command datum from a flight controller120.

Still referring toFIG. 1, in some embodiments, a flight controller120may be communicative with plurality of sensors104and a first actuator124; and the flight controller120may be configured to receive the control data116, determine a first command datum as a function of the control data116, and transmit the first command datum to the first actuator124. In some cases, first actuator124may be configured to receive first command datum from flight actuator120. In a case where first actuator124fails to receive first command datum from flight actuator120, the first actuator124may contingently determine a first command datum, for instance as a function of control data116and a distributed control algorithm. In some cases, at least an actuator may be configured to automatically perform a reversion, for instance by determining a command datum using a distributed control algorithm, when an absence of input command datum is detected. As described above, in some embodiments at least an actuator may determine its own command datum according to sensor data116. Alternatively or additionally, in some other embodiments, at least an actuator may determine second command datum for a second actuator according to sensor data116.

Still referring toFIG. 1, in some embodiments, first actuator124may be additionally configured to: determine a second command datum as a function of control data116and distributed control algorithm and transmit the second command datum to a second actuator132communicative with the first actuator124. In some cases, second actuator132may be configured to: receive second command datum and actuate a second control element136according to the second command datum. Second actuator132may include any actuator described in this disclosure. Second control element136may include any control element described in this disclosure.

At least an actuator may be designed and/or configured to perform any method, method step, or sequence of method steps in any embodiment described in this disclosure, in any order and with any degree of repetition. For instance, at least an actuator may be configured to perform a single step or sequence repeatedly until a desired or commanded outcome is achieved; repetition of a step or a sequence of steps may be performed iteratively and/or recursively using outputs of previous repetitions as inputs to subsequent repetitions, aggregating inputs and/or outputs of repetitions to produce an aggregate result, reduction or decrement of one or more variables such as global variables, and/or division of a larger processing task into a set of iteratively addressed smaller processing tasks. At least an actuator may perform any step or sequence of steps as described in this disclosure in parallel, such as simultaneously and/or substantially simultaneously performing a step two or more times using two or more parallel threads, processor cores, or the like; division of tasks between parallel threads and/or processes may be performed according to any protocol suitable for division of tasks between iterations. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various ways in which steps, sequences of steps, processing tasks, and/or data may be subdivided, shared, or otherwise dealt with using iteration, recursion, and/or parallel processing. Actuator, as well as any other component present within disclosed systems, as well as any other components or combination of components may be connected to a controller area network (CAN) which may interconnect all components for signal transmission and reception.

Still referring toFIG. 1, according to some embodiments, at least an actuator or flight controller120may be configured to perform a voting algorithm. In some cases, performing voting algorithm includes determining that at least a sensor of a plurality of sensors104is an allowed sensor128. Voting algorithm may also be configured to translate pilot input112into commands suitable for movement of control surfaces mechanically coupled to an aircraft. For example, and without limitation, there may be more than one allowed sensor from plurality of sensors104with associated control data116determined to be active and admissible. Active and/or admissible control data116may be received by voting algorithm. Voting algorithm may combine active and/or admissible control data116to generate and/or output a command datum; combining may include without limitation any form of mathematical aggregation, such as a sum, a weighted sum, a product, a weighted product, a triangular norm such as a minimum, bounded product, algebraic product, drastic product, or the like, a triangular co-norm such as a maximum, bounded sum, algebraic sum, drastic sum, or the like, an average such as an arithmetic and/or geometric mean, or the like. One of ordinary skill in the art, after reviewing the entirety of this disclosure, would appreciate that averaging (finding the mean) of a plurality datums of controller data116from a plurality of allowed sensors104is only one example of mathematical or other operations suitable to take all “votes” into account when generating a command datum. An allowed sensor may include a sensor that has not been banned by a flight controller120or at least an actuator. One of ordinary skill in the art would appreciate, after reviewing the entirety of this disclosure, that any number of flight controllers can perform any number of the herein disclosed steps in combination with other computing devices or systems, and perform these calculations relating to any number of components, banning and unbanning any component in system100. Flight controller120or at least an actuator determines if at least a sensor of plurality of sensors104is an allowed sensor by determining if the at least a sensor's corresponding control datum116is an active datum. An “active datum,” as used in this disclosure, is to a datum which is received by communicatively coupled device within a predetermined and expected time limit. For example and without limitation, flight controller120or at least an actuator may calculate when at least a sensor may be expected to transmit a control datum116; if that control datum116arrives outside of an expected time limit (i.e., time range), then the control datum116may be determined to not be an active datum. If flight controller120or at least an actuator receives a control datum116within an expected time range, then the control datum116may be determined to be an active datum. Filtering inactive datums may be a safeguard against old or stale data, wherein stale data may be outdated, for instance in view of more recent pilot inputs112. Flight controller120or at least an actuator may perform a voting algorithm in order to determine if a control datum116is an admissible datum. An “admissible datum,” as used in this disclosure, is an element of data which is within a predetermined and/or expected admissible range. An “admissible range,” as used in this disclosure, is control data116value that if used to actuate a control surface would result in a movement of the control surface, which is admissible. For instance in some non-limiting embodiments an admissible movement is a movement that is considered safe in view of environmental conditions, aircraft conditions, mission considerations, and/or aircraft power considerations. For example, and without limitation, pilot input112may be embodied by a pilot moving an inceptor stick to the right, a plurality of sensors104senses a pilot input112and transmit control data116, including a plurality of control datums; a control datum may be transmitted to and determined to be an active datum by flight controller120or at least an actuator. Flight controller120or at least an actuator may further receive information from onboard and offboard sensors that measure environmental conditions, such as without limitation airspeed, angle of attack, and air density, as well as aircraft conditions like battery level. Flight controller120or at least an actuator may perform voting algorithm consistent with any voting algorithm described herein.

With continued reference toFIG. 1, flight controller120or at least an algorithm is configured to ban the at least a sensor of plurality of sensors104that transmitted a control datum of control data116determined to not be an active datum. A “ban,” as used in this disclosure, is an exclusion of one or more datums of controller data116, for example without limitation by flight controller or at least an actuator. For example, and without limitation, flight controller120or at least an actuator may ban a bad sensor of plurality of sensors104that does not transmit a control datum of control data116within a time limit, thereby determining that data from the bad sensor to be not trustworthy and not accurately representative of a pilot input112. Thresholds relating to voting algorithm and sensor filtering are described in detail in this disclosure, for instance with reference toFIGS. 2-3. Similarly, flight controller120or at least an actuator may be configured to ban a bad sensor104transmitting a control datum of control data116, which has been determined not to be an admissible datum. For example, and without limitation, flight controller120or at least an actuator may determine a control datum116is not representative of an admissible controls surface movement, such as without limitation a movement that correlates to an admissible range of flight maneuvers given a certain engine power availability and air density. Voting algorithm may utilize one or more machine-learning processes consistent with the entirety of this disclosure, and in particular with reference toFIG. 5.

With continued reference toFIG. 1, flight controller120or at least an actuator may be configured to generate, as a function of control data116, a command datum correlated to pilot input112. Command datum may be an electrical signal consistent with any electrical signal described in this disclosure. Command datum may be an electrical signal generated by flight controller120or at least an actuator using control datums that are both active and admissible. According to some embodiments, command datum may be a mean of a plurality of command datums, active datums, admissible datums, or the like, for example being derived from any number of allowed sensors of plurality of sensors104. For example, and without limitation, at least a sensor of plurality of sensors104may include ten independent sensors detecting pilot input112. Continuing with the example, two of the ten independent sensors may be determined to transmit non-active datums and are thus banned; three additional sensors may be determined to transmit non-admissible datums and are thus banned. In this example, the remaining five allowed sensors may be used to perform one or more mathematical operations on their control datums to output at least a command datum that represents a collective value in some way; hence, in this example, each sensor can be said to have “voted” on what value command datum should be. In some cases, command datum may be a command to move an aileron mechanically coupled to aircraft consistent with this disclosure. In some cases, command datum may be a command to a propulsor mechanically coupled to an electric aircraft, like an electric motor, propeller, combustion engine, or the like.

Referring now toFIG. 2, an exemplary embodiment of a voting algorithm200is presented in block diagram form. Voting algorithm200may receive data from component204A-D. Component204A-D may include sensors, sensor suites, flight controllers, computing devices, electronic component, or other aircraft component as described herein. For example, and without limitation, component204A-D, may include four independent sensors, each of which may be at least a sensor104. In some cases, component204A may indicate, as an electrical signal or element of data, it is ban status208. A “ban status,” as used this disclosure, is a status of a component within system100; ban status208may be ‘banned’ or ‘unbanned’. If component204A is banned, its vote may not be counted, as it may not be a sensor whose data is considered usable for generation of a command datum. In some cases, a system that is banned may be unbanned over multiple iterations of banning algorithm, as disclosed in this disclosure. For example, and without limitation, component204A may not be banned, or in other words, a control datum of control data116transmitted by component204A may be taken into consideration by voting algorithm200. Unbanned component204A may then include an active datum status212. If command datum116is transmitted from an unbanned sensor, in the ongoing example component204A, and is transmitted within a predetermined time limit, time range, speed, or in-line with another or combination of other temporal considerations, active datum status212may be determined. Active datum status212may include whether or not a control datum was transmitted to flight controller120or at least an actuator in a temporally appropriate manner. If so, control datum116may be determined to include an admissible datum status216. In some cases, admissible datum status216may include whether control datum116is an admissible datum, or that it correlates to an admissible control surface movement. One of ordinary skill in the art would appreciate, after reviewing the entirety of this disclosure, that determination of active datum status212and admissible datum status216may not necessarily be sequential; that any determinations may be made in any order; that the determinations may be made separately; that same computing devices may be used in the determinations of each status relating to a single component; or, that multiple computing systems may be used in the determination of statuses relating to multiple components.

Continuing to refer toFIG. 2, voting algorithm200, after determining that control datums relating to allowed components are active datums (at active datum status212) and admissible datums (at admissible datum status216), transmits control datums to voter module220. Voter module220may be performed on any computing device or component thereof as described in this disclosure, including without limitation at least an actuator or a flight controller120. Voter module220may be performed using any of an analog circuit, digital circuit, combinatorial logic circuit, sequential logic circuit and/or another circuit suitable, or the like. Voter module220may perform any of method steps, operations, calculations, or other manipulations of command datums relating to allowed components204A-D. Voter module220, for example, may receive four control datums relating, for example to a change in an aircraft's yaw, as described in this disclosure. Voter module220may average control datums and output the average as output datum224. Output datum224would in this case be a mean of all control datums associated with each of allowed components204A-D. Output datum224may, in some cases, be same or similar to command datum. Output datum224may be transmitted to any portion of an electric aircraft, including but not limited to computing devices, flight controllers, signal conditioners, actuators, propulsors, control surfaces, or the like.

Referring now toFIG. 3, an exemplary banning algorithm300is presented in block diagram form. Banning algorithm may include current ban status304. Current ban status304may include information or one or more elements of data referring to a component's current status as determined by one or more flight controllers120and/or at least an actuator. Current ban status304may include a binary value, such as without limitation1or0, indicating currently banned or not currently banned. Current ban status304may include an electrical signal representing banned or unbanned status. If current ban status304indicates component is currently banned, currently banned process308may be initiated. Tolerance datum316may be determined by flight controller120or at least an actuator as a range of values corresponding to a previously voted on value, such as output datum224or command datum. Tolerance datum316may be iteratively determined, mathematically manipulated in multiple iterations of a loop, such as in a computer code; or tolerance datum316may be input by one or more personnel. Tolerance datum316may indicate a range of values acceptable in currently banned process308. For example, and without limitation, if a currently banned component transmits an electrical signal that does not fall within a previously voted on tolerance datum316, a tolerance count re-zero324may be initiated. Tolerance count re-zero324may be a state wherein an iterative process of unbanning a banned component is brought back to zero. If a currently banned component transmits a datum included in tolerance datum316, then tolerance count increment320may be initiated. Tolerance count increment320may increase a tolerance count, where a currently banned sensor may be unbanned by provided data that coincides with previously voted on datums. If tolerance count increment320increases past a tolerance threshold328, then the unban command332may be initiated. According to some embodiments, tolerance threshold328may include a debounce. In some cases. tolerance threshold328may have units of iterations or time. For example, and without limitation, tolerance threshold328may be five iterations, wherein an iterative process of reading a currently banned component's data must be within tolerance datum316five times consecutively before the component is unbanned by unban command332. Unban command332may be transmitted to flight controller120or at least an actuator, or directly to the newly unbanned component, like at least a sensor104.

Continuing to refer toFIG. 3, if currently banned status304indicates the component is currently unbanned, then currently unbanned process312may be initiated. If currently unbanned process312is initiated, then recent ban status336may be determined. Recent ban status336indicates if component was voted out in a previous iteration of signal transmission, i.e., the component was not transmitting active and admissible data consistent with the entirety of this disclosure. If currently unbanned component transmits data out of tolerance with previously voted on data, vote out count increment340may be initiated. Vote out count increment340may indicate an increase in vote out count, the vote out count, if raised above vote out threshold348, ban command342is initiated. If currently unbanned component has a recently banned status336indicating it has not been recently voted out, then vote out count decrement344may be initiated. Vote out count decrement344decreases vote out count, further removing a currently unbanned component from being banned by ban command342, indicating that the currently unbanned component is transmitting usable and accurate data. Currently banned process308and currently unbanned process312may be repeatedly performed before any components are banned or unbanned, performed in periodic intervals, performed in a specific order, performed simultaneously, performed on same components at a same time, performed on all components simultaneously, among others.

According to some embodiments, at least an actuator may include an inverter that may be configured to control an electric motor. An electric motor may, in turn, actuate a flight component for example a control surface and/or a propulsor. At least an inverter may provide electrical power to stator. Stator that at least an inverter powers may be configurable. For the purposes of this disclosure, configurable may mean that a user, a machine, a computer, or a combination thereof, may change or adjust stator, and more accurately, modular winding sets that at least an inverter provides electrical power to. One of ordinary skill in the art would appreciate virtually limitless combination of inverters and modular winding sets that may be used in power assembly and further in stator assembly. At least an inverter may be disposed in or on at least a portion of stator assembly or motor. Exemplary embodiments of inverters are illustrated below for exemplary purposes; there may be any number of inverters and corresponding windings, including without limitation six inverters and six corresponding windings. An “inverter,” as used in this this disclosure, is a power electronic device or circuitry that changes direct current (DC) to alternative current (AC). An inverter (also called a power inverter) may be entirely electronic or may include at least a mechanism (such as a rotary apparatus) and electronic circuitry. In some embodiments, static inverters may not use moving parts in conversion process. Inverters may not produce any power itself; rather, inverters may convert power produced by a DC power source. Inverters may often be used in electrical power applications where high currents and voltages are present; circuits that perform a similar function, as inverters, for electronic signals, having relatively low currents and potentials, may be referred to as oscillators. In some cases, circuits that perform opposite function to an inverter, converting AC to DC, may be referred to as rectifiers. Further description related to inverts and their use with electrical motors used on electric VTOL aircraft is disclosed within U.S. patent application Ser. Nos. 17/144,304 and 17/197,427 entitled “METHODS AND SYSTEMS FOR A FRACTIONAL CONCENTRATED STATOR CONFIGURED FOR USE IN ELECTRIC AIRCRAFT MOTOR” and “SYSTEM AND METHOD FOR FLIGHT CONTROL IN ELECTRIC AIRCRAFT” by C. Lin et al. T. Richter et al., respectively, both of which are incorporated herein by reference in their entirety.

Referring now toFIG. 4, an exemplary embodiment of an aircraft400is illustrated. Aircraft400may include an electrically powered aircraft. In some embodiments, electrically powered aircraft may be an electric vertical takeoff and landing (eVTOL) aircraft. Electric aircraft may be capable of rotor-based cruising flight, rotor-based takeoff, rotor-based landing, fixed-wing cruising flight, airplane-style takeoff, airplane-style landing, and/or any combination thereof “Rotor-based flight,” as described in this disclosure, is where the aircraft generated lift and propulsion by way of one or more powered rotors coupled with an engine, such as a quadcopter, multi-rotor helicopter, or other vehicle that maintains its lift primarily using downward thrusting propulsors. “Fixed-wing flight,” as described in this disclosure, is where the aircraft is capable of flight using wings and/or foils that generate lift caused by the aircraft's forward airspeed and the shape of the wings and/or foils, such as airplane-style flight.

Still referring toFIG. 4, aircraft400may include a fuselage404. As used in this disclosure a “fuselage” is the main body of an aircraft, or in other words, the entirety of the aircraft except for the cockpit, nose, wings, empennage, nacelles, any and all control surfaces, and generally contains an aircraft's payload. Fuselage404may comprise structural elements that physically support the shape and structure of an aircraft. Structural elements may take a plurality of forms, alone or in combination with other types. Structural elements may vary depending on the construction type of aircraft and specifically, the fuselage. Fuselage404may comprise a truss structure. A truss structure may be used with a lightweight aircraft and may include welded aluminum tube trusses. A truss, as used herein, is an assembly of beams that create a rigid structure, often in combinations of triangles to create three-dimensional shapes. A truss structure may alternatively comprise titanium construction in place of aluminum tubes, or a combination thereof. In some embodiments, structural elements may comprise aluminum tubes and/or titanium beams. In an embodiment, and without limitation, structural elements may include an aircraft skin. Aircraft skin may be layered over the body shape constructed by trusses. Aircraft skin may comprise a plurality of materials such as aluminum, fiberglass, and/or carbon fiber, the latter of which will be addressed in greater detail later in this paper.

Still referring toFIG. 4, aircraft400may include a plurality of actuators408. Actuator408may include any actuator described in this disclosure, for instance in reference toFIGS. 1-3. In an embodiment, actuator408may be mechanically coupled to an aircraft. As used herein, a person of ordinary skill in the art would understand “mechanically coupled” to mean that at least a portion of a device, component, or circuit is connected to at least a portion of the aircraft via a mechanical coupling. Said mechanical coupling can include, for example, rigid coupling, such as beam coupling, bellows coupling, bushed pin coupling, constant velocity, split-muff coupling, diaphragm coupling, disc coupling, donut coupling, elastic coupling, flexible coupling, fluid coupling, gear coupling, grid coupling, Hirth joints, hydrodynamic coupling, jaw coupling, magnetic coupling, Oldham coupling, sleeve coupling, tapered shaft lock, twin spring coupling, rag joint coupling, universal joints, or any combination thereof. As used in this disclosure an “aircraft” is vehicle that may fly. As a non-limiting example, aircraft may include airplanes, helicopters, airships, blimps, gliders, paramotors, and the like thereof. In an embodiment, mechanical coupling may be used to connect the ends of adjacent parts and/or objects of an electric aircraft. Further, in an embodiment, mechanical coupling may be used to join two pieces of rotating electric aircraft components.

With continued reference toFIG. 4, a plurality of actuators408may be configured to produce a torque. As used in this disclosure a “torque” is a measure of force that causes an object to rotate about an axis in a direction. For example, and without limitation, torque may rotate an aileron and/or rudder to generate a force that may adjust and/or affect altitude, airspeed velocity, groundspeed velocity, direction during flight, and/or thrust. For example, plurality of actuators408may include a component used to produce a torque that affects aircrafts' roll and pitch, such as without limitation one or more ailerons. An “aileron,” as used in this disclosure, is a hinged surface which form part of the trailing edge of a wing in a fixed wing aircraft, and which may be moved via mechanical means such as without limitation servomotors, mechanical linkages, or the like. As a further example, plurality of actuators408may include a rudder, which may include, without limitation, a segmented rudder that produces a torque about a vertical axis. Additionally or alternatively, plurality of actuators408may include other flight control surfaces such as propulsors, rotating flight controls, or any other structural features which can adjust movement of aircraft400. Plurality of actuators408may include one or more rotors, turbines, ducted fans, paddle wheels, and/or other components configured to propel a vehicle through a fluid medium including, but not limited to air.

Still referring toFIG. 4, plurality of actuators408may include at least a propulsor component. As used in this disclosure a “propulsor component” is a component and/or device used to propel a craft by exerting force on a fluid medium, which may include a gaseous medium such as air or a liquid medium such as water. In an embodiment, when a propulsor twists and pulls air behind it, it may, at the same time, push an aircraft forward with an amount of force and/or thrust. More air pulled behind an aircraft results in greater thrust with which the aircraft is pushed forward. Propulsor component may include any device or component that consumes electrical power on demand to propel an electric aircraft in a direction or other vehicle while on ground or in-flight. In an embodiment, propulsor component may include a puller component. As used in this disclosure a “puller component” is a component that pulls and/or tows an aircraft through a medium. As a non-limiting example, puller component may include a flight component such as a puller propeller, a puller motor, a puller propulsor, and the like. Additionally, or alternatively, puller component may include a plurality of puller flight components. In another embodiment, propulsor component may include a pusher component. As used in this disclosure a “pusher component” is a component that pushes and/or thrusts an aircraft through a medium. As a non-limiting example, pusher component may include a pusher component such as a pusher propeller, a pusher motor, a pusher propulsor, and the like. Additionally, or alternatively, pusher flight component may include a plurality of pusher flight components.

In another embodiment, and still referring toFIG. 4, propulsor may include a propeller, a blade, or any combination of the two. A propeller may function to convert rotary motion from an engine or other power source into a swirling slipstream which may push the propeller forwards or backwards. Propulsor may include a rotating power-driven hub, to which several radial airfoil-section blades may be attached, such that an entire whole assembly rotates about a longitudinal axis. As a non-limiting example, blade pitch of propellers may be fixed at a fixed angle, manually variable to a few set positions, automatically variable (e.g. a “constant-speed” type), and/or any combination thereof as described further in this disclosure. As used in this disclosure a “fixed angle” is an angle that is secured and/or substantially unmovable from an attachment point. For example, and without limitation, a fixed angle may be an angle of 2.2° inward and/or 1.7° forward. As a further non-limiting example, a fixed angle may be an angle of 3.6° outward and/or 2.7° backward. In an embodiment, propellers for an aircraft may be designed to be fixed to their hub at an angle similar to the thread on a screw makes an angle to the shaft; this angle may be referred to as a pitch or pitch angle which may determine a speed of forward movement as the blade rotates. Additionally or alternatively, propulsor component may be configured having a variable pitch angle. As used in this disclosure a “variable pitch angle” is an angle that may be moved and/or rotated. For example, and without limitation, propulsor component may be angled at a first angle of 3.3° inward, wherein propulsor component may be rotated and/or shifted to a second angle of 1.7° outward.

Still referring toFIG. 4, propulsor may include a thrust element which may be integrated into the propulsor. Thrust element may include, without limitation, a device using moving or rotating foils, such as one or more rotors, an airscrew or propeller, a set of airscrews or propellers such as contra-rotating propellers, a moving or flapping wing, or the like. Further, a thrust element, for example, can include without limitation a marine propeller or screw, an impeller, a turbine, a pump-jet, a paddle or paddle-based device, or the like.

With continued reference toFIG. 4, plurality of actuators408may include power sources, control links to one or more elements, fuses, and/or mechanical couplings used to drive and/or control any other flight component. Plurality of actuators408may include a motor that operates to move one or more flight control components and/or one or more control surfaces, to drive one or more propulsors, or the like. A motor may be driven by direct current (DC) electric power and may include, without limitation, brushless DC electric motors, switched reluctance motors, induction motors, or any combination thereof. Alternatively or additionally, a motor may be driven by an inverter. A motor may also include electronic speed controllers, inverters, or other components for regulating motor speed, rotation direction, and/or dynamic braking.

Still referring toFIG. 4, plurality of actuators408may include an energy source. An energy source may include, for example, a generator, a photovoltaic device, a fuel cell such as a hydrogen fuel cell, direct methanol fuel cell, and/or solid oxide fuel cell, an electric energy storage device (e.g. a capacitor, an inductor, and/or a battery). An energy source may also include a battery cell, or a plurality of battery cells connected in series into a module and each module connected in series or in parallel with other modules. Configuration of an energy source containing connected modules may be designed to meet an energy or power requirement and may be designed to fit within a designated footprint in an electric aircraft in which system may be incorporated.

In an embodiment, and still referring toFIG. 4, an energy source may be used to provide a steady supply of electrical power to a load over a flight by an electric aircraft400. For example, energy source may be capable of providing sufficient power for “cruising” and other relatively low-energy phases of flight. An energy source may also be capable of providing electrical power for some higher-power phases of flight as well, particularly when the energy source is at a high SOC, as may be the case for instance during takeoff. In an embodiment, energy source may include an emergency power unit which may be capable of providing sufficient electrical power for auxiliary loads including without limitation, lighting, navigation, communications, de-icing, steering or other systems requiring power or energy. Further, energy source may be capable of providing sufficient power for controlled descent and landing protocols, including, without limitation, hovering descent or runway landing. As used herein the energy source may have high power density where electrical power an energy source can usefully produce per unit of volume and/or mass is relatively high. As used in this disclosure, “electrical power” is a rate of electrical energy per unit time. An energy source may include a device for which power that may be produced per unit of volume and/or mass has been optimized, for instance at an expense of maximal total specific energy density or power capacity. Non-limiting examples of items that may be used as at least an energy source include batteries used for starting applications including Li ion batteries which may include NCA, NMC, Lithium iron phosphate (LiFePO4) and Lithium Manganese Oxide (LMO) batteries, which may be mixed with another cathode chemistry to provide more specific power if the application requires Li metal batteries, which have a lithium metal anode that provides high power on demand, Li ion batteries that have a silicon or titanite anode, energy source may be used, in an embodiment, to provide electrical power to an electric aircraft or drone, such as an electric aircraft vehicle, during moments requiring high rates of power output, including without limitation takeoff, landing, thermal de-icing and situations requiring greater power output for reasons of stability, such as high turbulence situations, as described in further detail below. A battery may include, without limitation a battery using nickel based chemistries such as nickel cadmium or nickel metal hydride, a battery using lithium ion battery chemistries such as a nickel cobalt aluminum (NCA), nickel manganese cobalt (NMC), lithium iron phosphate (LiFePO4), lithium cobalt oxide (LCO), and/or lithium manganese oxide (LMO), a battery using lithium polymer technology, lead-based batteries such as without limitation lead acid batteries, metal-air batteries, or any other suitable battery. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various devices of components that may be used as an energy source.

Still referring toFIG. 4, an energy source may include a plurality of energy sources, referred to herein as a module of energy sources. Module may include batteries connected in parallel or in series or a plurality of modules connected either in series or in parallel designed to satisfy both power and energy requirements. Connecting batteries in series may increase a potential of at least an energy source which may provide more power on demand. High potential batteries may require cell matching when high peak load is needed. As more cells are connected in strings, there may exist a possibility of one cell failing which may increase resistance in module and reduce overall power output as voltage of the module may decrease as a result of that failing cell. Connecting batteries in parallel may increase total current capacity by decreasing total resistance, and it also may increase overall amp-hour capacity. Overall energy and power outputs of at least an energy source may be based on individual battery cell performance or an extrapolation based on a measurement of at least an electrical parameter. In an embodiment where energy source includes a plurality of battery cells, overall power output capacity may be dependent on electrical parameters of each individual cell. If one cell experiences high self-discharge during demand, power drawn from at least an energy source may be decreased to avoid damage to a weakest cell. Energy source may further include, without limitation, wiring, conduit, housing, cooling system and battery management system. Persons skilled in the art will be aware, after reviewing the entirety of this disclosure, of many different components of an energy source. Exemplary energy sources are disclosed in detail in U.S. patent application Ser. Nos. 16/848,157 and 16/048,140 both entitled “SYSTEM AND METHOD FOR HIGH ENERGY DENSITY BATTERY MODULE” by S. Donovan et al., which are incorporated in their entirety herein by reference.

Still referring toFIG. 4, according to some embodiments, an energy source may include an emergency power unit (EPU) (i.e., auxiliary power unit). As used in this disclosure an “emergency power unit” is an energy source as described herein that is configured to power an essential system for a critical function in an emergency, for instance without limitation when another energy source has failed, is depleted, or is otherwise unavailable. Exemplary non-limiting essential systems include navigation systems, such as MFD, GPS, VOR receiver or directional gyro, and other essential flight components, such as propulsors.

Still referring toFIG. 4, another exemplary actuator may include landing gear. Landing gear may be used for take-off and/or landing/Landing gear may be used to contact ground while aircraft400is not in flight. Exemplary landing gear is disclosed in detail in U.S. patent application Ser. No. 17/196,619 entitled “SYSTEM FOR ROLLING LANDING GEAR” by R. Griffin et al., which is incorporated in its entirety herein by reference.

Still referring toFIG. 4, aircraft400may include a pilot control412, including without limitation, a hover control, a thrust control, an inceptor stick, a cyclic, and/or a collective control. As used in this disclosure a “collective control” is a mechanical control of an aircraft that allows a pilot to adjust and/or control the pitch angle of the plurality of actuators408. For example and without limitation, collective control may alter and/or adjust the pitch angle of all of the main rotor blades collectively. For example, and without limitation pilot control412may include a yoke control. As used in this disclosure a “yoke control” is a mechanical control of an aircraft to control the pitch and/or roll. For example and without limitation, yoke control may alter and/or adjust the roll angle of aircraft400as a function of controlling and/or maneuvering ailerons. In an embodiment, pilot control412may include one or more foot-brakes, control sticks, pedals, throttle levels, and the like thereof. In another embodiment, and without limitation, pilot control412may be configured to control a principal axis of the aircraft. As used in this disclosure a “principal axis” is an axis in a body representing one three dimensional orientations. For example, and without limitation, principal axis or more yaw, pitch, and/or roll axis. Principal axis may include a yaw axis. As used in this disclosure a “yaw axis” is an axis that is directed towards the bottom of the aircraft, perpendicular to the wings. For example, and without limitation, a positive yawing motion may include adjusting and/or shifting the nose of aircraft400to the right. Principal axis may include a pitch axis. As used in this disclosure a “pitch axis” is an axis that is directed towards the right laterally extending wing of the aircraft. For example, and without limitation, a positive pitching motion may include adjusting and/or shifting the nose of aircraft400upwards. Principal axis may include a roll axis. As used in this disclosure a “roll axis” is an axis that is directed longitudinally towards the nose of the aircraft, parallel to the fuselage. For example, and without limitation, a positive rolling motion may include lifting the left and lowering the right wing concurrently.

Still referring toFIG. 4, pilot control412may be configured to modify a variable pitch angle. For example, and without limitation, pilot control412may adjust one or more angles of attack of a propeller. As used in this disclosure an “angle of attack” is an angle between the chord of the propeller and the relative wind. For example, and without limitation angle of attack may include a propeller blade angled 3.2°. In an embodiment, pilot control412may modify the variable pitch angle from a first angle of 2.61° to a second angle of 3.72°. Additionally or alternatively, pilot control412may be configured to translate a pilot desired torque for flight component108. For example, and without limitation, pilot control412may translate that a pilot's desired torque for a propeller be 150 lb. ft. of torque. As a further non-limiting example, pilot control412may introduce a pilot's desired torque for a propulsor to be 280 lb. ft. of torque. Additional disclosure related to pilot control412may be found in U.S. patent application Ser. Nos. 17/001,845 and 16/829,206 both of which are entitled “A HOVER AND THRUST CONTROL ASSEMBLY FOR DUAL-MODE AIRCRAFT” by C. Spiegel et al., which are incorporated in their entirety herein by reference.

Still referring toFIG. 4, aircraft400may include a loading system. A loading system may include a system configured to load an aircraft of either cargo or personnel. For instance, some exemplary loading systems may include a swing nose, which is configured to swing the nose of aircraft400of the way thereby allowing direct access to a cargo bay located behind the nose. A notable exemplary swing nose aircraft is Boeing 747. Additional disclosure related to loading systems can be found in U.S. patent application Ser. No. 17/137,584 entitled “SYSTEM AND METHOD FOR LOADING AND SECURING PAYLOAD IN AN AIRCRAFT” by R. Griffin et al., entirety of which in incorporated herein by reference.

Still referring toFIG. 4, aircraft400may include a sensor416. Sensor416may include any sensor described in this disclosure, for instance in reference toFIGS. 1-3. Sensor416may be configured to sense a characteristic of pilot control412. Sensor may be a device, module, and/or subsystem, utilizing any hardware, software, and/or any combination thereof to sense a characteristic and/or changes thereof, in an instant environment, for instance without limitation a pilot control412, which the sensor is proximal to or otherwise in a sensed communication with, and transmit information associated with the characteristic, for instance without limitation digitized data. Sensor416may be mechanically and/or communicatively coupled to aircraft400, including, for instance, to at least a pilot control412. Sensor416may be configured to sense a characteristic associated with at least a pilot control412. An environmental sensor may include without limitation one or more sensors used to detect ambient temperature, barometric pressure, and/or air velocity, one or more motion sensors which may include without limitation gyroscopes, accelerometers, inertial measurement unit (IMU), and/or magnetic sensors, one or more humidity sensors, one or more oxygen sensors, or the like. Additionally or alternatively, sensor416may include at least a geospatial sensor. Sensor416may be located inside an aircraft; and/or be included in and/or attached to at least a portion of the aircraft. Sensor may include one or more proximity sensors, displacement sensors, vibration sensors, and the like thereof. Sensor may be used to monitor the status of aircraft400for both critical and non-critical functions. Sensor may be incorporated into vehicle or aircraft or be remote.

Still referring toFIG. 4, in some embodiments, sensor416may be configured to sense a characteristic associated with any pilot control described in this disclosure. Non-limiting examples of a sensor416may include an inertial measurement unit (IMU), an accelerometer, a gyroscope, a proximity sensor, a pressure sensor, a light sensor, a pitot tube, an air speed sensor, a position sensor, a speed sensor, a switch, a thermometer, a strain gauge, an acoustic sensor, and an electrical sensor. In some cases, sensor416may sense a characteristic as an analog measurement, for instance, yielding a continuously variable electrical potential indicative of the sensed characteristic. In these cases, sensor416may additionally comprise an analog to digital converter (ADC) as well as any additionally circuitry, such as without limitation a Whetstone bridge, an amplifier, a filter, and the like. For instance, in some cases, sensor416may comprise a strain gage configured to determine loading of one or flight components, for instance landing gear. Strain gage may be included within a circuit comprising a Whetstone bridge, an amplified, and a bandpass filter to provide an analog strain measurement signal having a high signal to noise ratio, which characterizes strain on a landing gear member. An ADC may then digitize analog signal produces a digital signal that can then be transmitted other systems within aircraft400, for instance without limitation a computing system, a pilot display, and a memory component. Alternatively or additionally, sensor416may sense a characteristic of a pilot control412digitally. For instance in some embodiments, sensor416may sense a characteristic through a digital means or digitize a sensed signal natively. In some cases, for example, sensor416may include a rotational encoder and be configured to sense a rotational position of a pilot control; in this case, the rotational encoder digitally may sense rotational “clicks” by any known method, such as without limitation magnetically, optically, and the like.

Still referring toFIG. 4, electric aircraft400may include at least a motor424, which may be mounted on a structural feature of the aircraft. Design of motor424may enable it to be installed external to structural member (such as a boom, nacelle, or fuselage) for easy maintenance access and to minimize accessibility requirements for the structure; this may improve structural efficiency by requiring fewer large holes in the mounting area. In some embodiments, motor424may include two main holes in top and bottom of mounting area to access bearing cartridge. Further, a structural feature may include a component of electric aircraft400. For example, and without limitation structural feature may be any portion of a vehicle incorporating motor424, including any vehicle as described in this disclosure. As a further non-limiting example, a structural feature may include without limitation a wing, a spar, an outrigger, a fuselage, or any portion thereof; persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of many possible features that may function as at least a structural feature. At least a structural feature may be constructed of any suitable material or combination of materials, including without limitation metal such as aluminum, titanium, steel, or the like, polymer materials or composites, fiberglass, carbon fiber, wood, or any other suitable material. As a non-limiting example, at least a structural feature may be constructed from additively manufactured polymer material with a carbon fiber exterior; aluminum parts or other elements may be enclosed for structural strength, or for purposes of supporting, for instance, vibration, torque or shear stresses imposed by at least propulsor408. Persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various materials, combinations of materials, and/or constructions techniques.

Still referring toFIG. 4, electric aircraft400may include a vertical takeoff and landing aircraft (eVTOL). As used herein, a vertical take-off and landing (eVTOL) aircraft is one that can hover, take off, and land vertically. An eVTOL, as used herein, is an electrically powered aircraft typically using an energy source, of a plurality of energy sources to power the aircraft. In order to optimize the power and energy necessary to propel the aircraft. eVTOL may be capable of rotor-based cruising flight, rotor-based takeoff, rotor-based landing, fixed-wing cruising flight, airplane-style takeoff, airplane-style landing, and/or any combination thereof. Rotor-based flight, as described herein, is where the aircraft generated lift and propulsion by way of one or more powered rotors coupled with an engine, such as a “quad copter,” multi-rotor helicopter, or other vehicle that maintains its lift primarily using downward thrusting propulsors. Fixed-wing flight, as described herein, is where the aircraft is capable of flight using wings and/or foils that generate life caused by the aircraft's forward airspeed and the shape of the wings and/or foils, such as airplane-style flight.

With continued reference toFIG. 4, a number of aerodynamic forces may act upon the electric aircraft400during flight. Forces acting on electric aircraft400during flight may include, without limitation, thrust, the forward force produced by the rotating element of the electric aircraft400and acts parallel to the longitudinal axis. Another force acting upon electric aircraft400may be, without limitation, drag, which may be defined as a rearward retarding force which is caused by disruption of airflow by any protruding surface of the electric aircraft400such as, without limitation, the wing, rotor, and fuselage. Drag may oppose thrust and acts rearward parallel to the relative wind. A further force acting upon electric aircraft400may include, without limitation, weight, which may include a combined load of the electric aircraft400itself, crew, baggage, and/or fuel. Weight may pull electric aircraft400downward due to the force of gravity. An additional force acting on electric aircraft400may include, without limitation, lift, which may act to oppose the downward force of weight and may be produced by the dynamic effect of air acting on the airfoil and/or downward thrust from the propulsor408of the electric aircraft. Lift generated by the airfoil may depend on speed of airflow, density of air, total area of an airfoil and/or segment thereof, and/or an angle of attack between air and the airfoil. For example, and without limitation, electric aircraft400are designed to be as lightweight as possible. Reducing the weight of the aircraft and designing to reduce the number of components is essential to optimize the weight. To save energy, it may be useful to reduce weight of components of electric aircraft400, including without limitation propulsors and/or propulsion assemblies. In an embodiment, motor424may eliminate need for many external structural features that otherwise might be needed to join one component to another component. Motor424may also increase energy efficiency by enabling a lower physical propulsor profile, reducing drag and/or wind resistance. This may also increase durability by lessening the extent to which drag and/or wind resistance add to forces acting on electric aircraft400and/or propulsors.

Now referring toFIG. 5, an exemplary embodiment500of a flight controller504is illustrated. As used in this disclosure a “flight controller” is a computing device of a plurality of computing devices dedicated to data storage, security, distribution of traffic for load balancing, and flight instruction. Flight controller504may include and/or communicate with any computing device as described in this disclosure, including without limitation a microcontroller, microprocessor, digital signal processor (DSP) and/or system on a chip (SoC) as described in this disclosure. Further, flight controller504may include a single computing device operating independently, or may include two or more computing device operating in concert, in parallel, sequentially or the like; two or more computing devices may be included together in a single computing device or in two or more computing devices. In embodiments, flight controller504may be installed in an aircraft, may control the aircraft remotely, and/or may include an element installed in the aircraft and a remote element in communication therewith.

In an embodiment, and still referring toFIG. 5, flight controller504may include a signal transformation component508. As used in this disclosure a “signal transformation component” is a component that transforms and/or converts a first signal to a second signal, wherein a signal may include one or more digital and/or analog signals. For example, and without limitation, signal transformation component508may be configured to perform one or more operations such as preprocessing, lexical analysis, parsing, semantic analysis, and the like thereof. In an embodiment, and without limitation, signal transformation component508may include one or more analog-to-digital convertors that transform a first signal of an analog signal to a second signal of a digital signal. For example, and without limitation, an analog-to-digital converter may convert an analog input signal to a 10-bit binary digital representation of that signal. In another embodiment, signal transformation component508may include transforming one or more low-level languages such as, but not limited to, machine languages and/or assembly languages. For example, and without limitation, signal transformation component508may include transforming a binary language signal to an assembly language signal. In an embodiment, and without limitation, signal transformation component508may include transforming one or more high-level languages and/or formal languages such as but not limited to alphabets, strings, and/or languages. For example, and without limitation, high-level languages may include one or more system languages, scripting languages, domain-specific languages, visual languages, esoteric languages, and the like thereof. As a further non-limiting example, high-level languages may include one or more algebraic formula languages, business data languages, string and list languages, object-oriented languages, and the like thereof.

Still referring toFIG. 5, signal transformation component508may be configured to optimize an intermediate representation512. As used in this disclosure an “intermediate representation” is a data structure and/or code that represents the input signal. Signal transformation component508may optimize intermediate representation as a function of a data-flow analysis, dependence analysis, alias analysis, pointer analysis, escape analysis, and the like thereof. In an embodiment, and without limitation, signal transformation component508may optimize intermediate representation512as a function of one or more inline expansions, dead code eliminations, constant propagation, loop transformations, and/or automatic parallelization functions. In another embodiment, signal transformation component508may optimize intermediate representation as a function of a machine dependent optimization such as a peephole optimization, wherein a peephole optimization may rewrite short sequences of code into more efficient sequences of code. Signal transformation component508may optimize intermediate representation to generate an output language, wherein an “output language,” as used herein, is the native machine language of flight controller504. For example, and without limitation, native machine language may include one or more binary and/or numerical languages.

In an embodiment, and without limitation, signal transformation component508may include transform one or more inputs and outputs as a function of an error correction code. An error correction code, also known as error correcting code (ECC), is an encoding of a message or lot of data using redundant information, permitting recovery of corrupted data. An ECC may include a block code, in which information is encoded on fixed-size packets and/or blocks of data elements such as symbols of predetermined size, bits, or the like. Reed-Solomon coding, in which message symbols within a symbol set having q symbols are encoded as coefficients of a polynomial of degree less than or equal to a natural number k, over a finite field F with q elements; strings so encoded have a minimum hamming distance of k+1, and permit correction of (q−k−1)/2 erroneous symbols. Block code may alternatively or additionally be implemented using Golay coding, also known as binary Golay coding, Bose-Chaudhuri, Hocquenghuem (BCH) coding, multidimensional parity-check coding, and/or Hamming codes. An ECC may alternatively or additionally be based on a convolutional code.

In an embodiment, and still referring toFIG. 5, flight controller504may include a reconfigurable hardware platform516. A “reconfigurable hardware platform,” as used herein, is a component and/or unit of hardware that may be reprogrammed, such that, for instance, a data path between elements such as logic gates or other digital circuit elements may be modified to change an algorithm, state, logical sequence, or the like of the component and/or unit. This may be accomplished with such flexible high-speed computing fabrics as field-programmable gate arrays (FPGAs), which may include a grid of interconnected logic gates, connections between which may be severed and/or restored to program in modified logic. Reconfigurable hardware platform516may be reconfigured to enact any algorithm and/or algorithm selection process received from another computing device and/or created using machine-learning processes.

Still referring toFIG. 5, reconfigurable hardware platform516may include a logic component520. As used in this disclosure a “logic component” is a component that executes instructions on output language. For example, and without limitation, logic component may perform basic arithmetic, logic, controlling, input/output operations, and the like thereof. Logic component520may include any suitable processor, such as without limitation a component incorporating logical circuitry for performing arithmetic and logical operations, such as an arithmetic and logic unit (ALU), which may be regulated with a state machine and directed by operational inputs from memory and/or sensors; logic component520may be organized according to Von Neumann and/or Harvard architecture as a non-limiting example. Logic component520may include, incorporate, and/or be incorporated in, without limitation, a microcontroller, microprocessor, digital signal processor (DSP), Field Programmable Gate Array (FPGA), Complex Programmable Logic Device (CPLD), Graphical Processing Unit (GPU), general purpose GPU, Tensor Processing Unit (TPU), analog or mixed signal processor, Trusted Platform Module (TPM), a floating-point unit (FPU), and/or system on a chip (SoC). In an embodiment, logic component520may include one or more integrated circuit microprocessors, which may contain one or more central processing units, central processors, and/or main processors, on a single metal-oxide-semiconductor chip. Logic component520may be configured to execute a sequence of stored instructions to be performed on the output language and/or intermediate representation512. Logic component520may be configured to fetch and/or retrieve the instruction from a memory cache, wherein a “memory cache,” as used in this disclosure, is a stored instruction set on flight controller504. Logic component520may be configured to decode the instruction retrieved from the memory cache to opcodes and/or operands. Logic component520may be configured to execute the instruction on intermediate representation512and/or output language. For example, and without limitation, logic component520may be configured to execute an addition operation on intermediate representation512and/or output language.

In an embodiment, and without limitation, logic component520may be configured to calculate a flight element524. As used in this disclosure a “flight element” is an element of datum denoting a relative status of aircraft500. For example, and without limitation, flight element524may denote one or more torques, thrusts, airspeed velocities, forces, altitudes, groundspeed velocities, directions during flight, directions facing, forces, orientations, and the like thereof. For example, and without limitation, flight element524may denote that aircraft500is cruising at an altitude and/or with a sufficient magnitude of forward thrust. As a further non-limiting example, flight status may denote that500is building thrust and/or groundspeed velocity in preparation for a takeoff. As a further non-limiting example, flight element524may denote that aircraft500is following a flight path accurately and/or sufficiently.

Still referring toFIG. 5, flight controller504may include a chipset component528. As used in this disclosure a “chipset component” is a component that manages data flow. In an embodiment, and without limitation, chipset component528may include a northbridge data flow path, wherein the northbridge dataflow path may manage data flow from logic component520to a high-speed device and/or component, such as a RAM, graphics controller, and the like thereof. In another embodiment, and without limitation, chipset component528may include a southbridge data flow path, wherein the southbridge dataflow path may manage data flow from logic component520to lower-speed peripheral buses, such as a peripheral component interconnect (PCI), industry standard architecture (ICA), and the like thereof. In an embodiment, and without limitation, southbridge data flow path may include managing data flow between peripheral connections such as ethernet, USB, audio devices, and the like thereof. Additionally or alternatively, chipset component528may manage data flow between logic component520, memory cache, and a flight component532. As used in this disclosure a “flight component” is a portion of an aircraft that can be moved or adjusted to affect one or more flight elements. For example, flight component532may include a component used to affect the aircrafts' roll and pitch which may comprise one or more ailerons. As a further example, flight component532may include a rudder to control yaw of an aircraft. In an embodiment, chipset component528may be configured to communicate with a plurality of flight components as a function of flight element524. For example, and without limitation, chipset component528may transmit to an aircraft rotor to reduce torque of a first lift propulsor and increase the forward thrust produced by a pusher component to perform a flight maneuver.

In an embodiment, and still referring toFIG. 5, flight controller504may be configured generate an autonomous function. As used in this disclosure an “autonomous function” is a mode and/or function of flight controller504that controls aircraft500automatically. For example, and without limitation, autonomous function may perform one or more aircraft maneuvers, take offs, landings, altitude adjustments, flight leveling adjustments, turns, climbs, and/or descents. As a further non-limiting example, autonomous function may adjust one or more airspeed velocities, thrusts, torques, and/or groundspeed velocities. As a further non-limiting example, autonomous function may perform one or more flight path corrections and/or flight path modifications as a function of flight element524. In an embodiment, autonomous function may include one or more modes of autonomy such as, but not limited to, autonomous mode, semi-autonomous mode, and/or non-autonomous mode. As used in this disclosure “autonomous mode” is a mode that automatically adjusts and/or controls aircraft500and/or the maneuvers of aircraft500in its entirety.

In an embodiment, and still referring toFIG. 5, flight controller504may generate autonomous function as a function of an autonomous machine-learning model. As used in this disclosure an “autonomous machine-learning model” is a machine-learning model to produce an autonomous function output given flight element524and a pilot signal536as inputs; this is in contrast to a non-machine learning software program where the commands to be executed are determined in advance by a user and written in a programming language. As used in this disclosure a “pilot signal” is an element of datum representing one or more functions a pilot is controlling and/or adjusting. For example, pilot signal536may denote that a pilot is controlling and/or maneuvering ailerons, wherein the pilot is not in control of the rudders and/or propulsors. In an embodiment, pilot signal536may include an implicit signal and/or an explicit signal. For example, and without limitation, pilot signal536may include an explicit signal, wherein the pilot explicitly states there is a lack of control and/or desire for autonomous function. As a further non-limiting example, pilot signal536may include an explicit signal directing flight controller504to control and/or maintain a portion of aircraft500, a portion of the flight plan, the entire aircraft, and/or the entire flight plan. As a further non-limiting example, pilot signal536may include an implicit signal, wherein flight controller504detects a lack of control such as by a malfunction, torque alteration, flight path deviation, and the like thereof. In an embodiment, and without limitation, pilot signal536may include one or more explicit signals to reduce torque, and/or one or more implicit signals that torque may be reduced due to reduction of airspeed velocity. In an embodiment, and without limitation, pilot signal536may include one or more local and/or global signals. For example, and without limitation, pilot signal536may include a local signal that is transmitted by a pilot and/or crew member. As a further non-limiting example, pilot signal536may include a global signal that is transmitted by air traffic control and/or one or more remote users that are in communication with the pilot of aircraft500. In an embodiment, pilot signal536may be received as a function of a tri-state bus and/or multiplexor that denotes an explicit pilot signal should be transmitted prior to any implicit or global pilot signal.

Still referring toFIG. 5, autonomous machine-learning model may include one or more autonomous machine-learning processes such as supervised, unsupervised, or reinforcement machine-learning processes that flight controller504and/or a remote device may or may not use in the generation of autonomous function. As used in this disclosure “remote device” is an external device to flight controller504. Additionally or alternatively, autonomous machine-learning model may include one or more autonomous machine-learning processes that a field-programmable gate array (FPGA) may or may not use in the generation of autonomous function. Autonomous machine-learning process may include, without limitation machine learning processes such as simple linear regression, multiple linear regression, polynomial regression, support vector regression, ridge regression, lasso regression, elasticnet regression, decision tree regression, random forest regression, logistic regression, logistic classification, K-nearest neighbors, support vector machines, kernel support vector machines, naïve bayes, decision tree classification, random forest classification, K-means clustering, hierarchical clustering, dimensionality reduction, principal component analysis, linear discriminant analysis, kernel principal component analysis, Q-learning, State Action Reward State Action (SARSA), Deep-Q network, Markov decision processes, Deep Deterministic Policy Gradient (DDPG), or the like thereof.

In an embodiment, and still referring toFIG. 5, autonomous machine learning model may be trained as a function of autonomous training data, wherein autonomous training data may correlate a flight element, pilot signal, and/or simulation data to an autonomous function. For example, and without limitation, a flight element of an airspeed velocity, a pilot signal of limited and/or no control of propulsors, and a simulation data of required airspeed velocity to reach the destination may result in an autonomous function that includes a semi-autonomous mode to increase thrust of the propulsors. Autonomous training data may be received as a function of user-entered valuations of flight elements, pilot signals, simulation data, and/or autonomous functions. Flight controller504may receive autonomous training data by receiving correlations of flight element, pilot signal, and/or simulation data to an autonomous function that were previously received and/or determined during a previous iteration of generation of autonomous function. Autonomous training data may be received by one or more remote devices and/or FPGAs that at least correlate a flight element, pilot signal, and/or simulation data to an autonomous function. Autonomous training data may be received in the form of one or more user-entered correlations of a flight element, pilot signal, and/or simulation data to an autonomous function.

Still referring toFIG. 5, flight controller504may receive autonomous machine-learning model from a remote device and/or FPGA that utilizes one or more autonomous machine learning processes, wherein a remote device and an FPGA is described above in detail. For example, and without limitation, a remote device may include a computing device, external device, processor, FPGA, microprocessor and the like thereof. Remote device and/or FPGA may perform the autonomous machine-learning process using autonomous training data to generate autonomous function and transmit the output to flight controller504. Remote device and/or FPGA may transmit a signal, bit, datum, or parameter to flight controller504that at least relates to autonomous function. Additionally or alternatively, the remote device and/or FPGA may provide an updated machine-learning model. For example, and without limitation, an updated machine-learning model may be comprised of a firmware update, a software update, an autonomous machine-learning process correction, and the like thereof. As a non-limiting example a software update may incorporate a new simulation data that relates to a modified flight element. Additionally or alternatively, the updated machine learning model may be transmitted to the remote device and/or FPGA, wherein the remote device and/or FPGA may replace the autonomous machine-learning model with the updated machine-learning model and generate the autonomous function as a function of the flight element, pilot signal, and/or simulation data using the updated machine-learning model. The updated machine-learning model may be transmitted by the remote device and/or FPGA and received by flight controller504as a software update, firmware update, or corrected habit machine-learning model. For example, and without limitation autonomous machine learning model may utilize a neural net machine-learning process, wherein the updated machine-learning model may incorporate a gradient boosting machine-learning process.

Still referring toFIG. 5, flight controller504may include, be included in, and/or communicate with a mobile device such as a mobile telephone or smartphone. Further, flight controller may communicate with one or more additional devices as described below in further detail via a network interface device. The network interface device may be utilized for commutatively connecting a flight controller to one or more of a variety of networks, and one or more devices. Examples of a network interface device include, but are not limited to, a network interface card (e.g., a mobile network interface card, a LAN card), a modem, and any combination thereof. Examples of a network include, but are not limited to, a wide area network (e.g., the Internet, an enterprise network), a local area network (e.g., a network associated with an office, a building, a campus or other relatively small geographic space), a telephone network, a data network associated with a telephone/voice provider (e.g., a mobile communications provider data and/or voice network), a direct connection between two computing devices, and any combinations thereof. The network may include any network topology and can may employ a wired and/or a wireless mode of communication.

In an embodiment, and still referring toFIG. 5, flight controller504may include, but is not limited to, for example, a cluster of flight controllers in a first location and a second flight controller or cluster of flight controllers in a second location. Flight controller504may include one or more flight controllers dedicated to data storage, security, distribution of traffic for load balancing, and the like. Flight controller504may be configured to distribute one or more computing tasks as described below across a plurality of flight controllers, which may operate in parallel, in series, redundantly, or in any other manner used for distribution of tasks or memory between computing devices. For example, and without limitation, flight controller504may implement a control algorithm to distribute and/or command the plurality of flight controllers. As used in this disclosure a “control algorithm” is a finite sequence of well-defined computer implementable instructions that may determine the flight component of the plurality of flight components to be adjusted. For example, and without limitation, control algorithm may include one or more algorithms that reduce and/or prevent aviation asymmetry. As a further non-limiting example, control algorithms may include one or more models generated as a function of a software including, but not limited to Simulink by MathWorks, Natick, Mass., USA. In an embodiment, and without limitation, control algorithm may be configured to generate an auto-code, wherein an “auto-code,” is used herein, is a code and/or algorithm that is generated as a function of the one or more models and/or software's. In another embodiment, control algorithm may be configured to produce a segmented control algorithm. As used in this disclosure a “segmented control algorithm” is control algorithm that has been separated and/or parsed into discrete sections. For example, and without limitation, segmented control algorithm may parse control algorithm into two or more segments, wherein each segment of control algorithm may be performed by one or more flight controllers operating on distinct flight components.

In an embodiment, and still referring toFIG. 5, control algorithm may be configured to determine a segmentation boundary as a function of segmented control algorithm. As used in this disclosure a “segmentation boundary” is a limit and/or delineation associated with the segments of the segmented control algorithm. For example, and without limitation, segmentation boundary may denote that a segment in the control algorithm has a first starting section and/or a first ending section. As a further non-limiting example, segmentation boundary may include one or more boundaries associated with an ability of flight component532. In an embodiment, control algorithm may be configured to create an optimized signal communication as a function of segmentation boundary. For example, and without limitation, optimized signal communication may include identifying the discrete timing required to transmit and/or receive the one or more segmentation boundaries. In an embodiment, and without limitation, creating optimized signal communication further comprises separating a plurality of signal codes across the plurality of flight controllers. For example, and without limitation the plurality of flight controllers may include one or more formal networks, wherein formal networks transmit data along an authority chain and/or are limited to task-related communications. As a further non-limiting example, communication network may include informal networks, wherein informal networks transmit data in any direction. In an embodiment, and without limitation, the plurality of flight controllers may include a chain path, wherein a “chain path,” as used herein, is a linear communication path comprising a hierarchy that data may flow through. In an embodiment, and without limitation, the plurality of flight controllers may include an all-channel path, wherein an “all-channel path,” as used herein, is a communication path that is not restricted to a particular direction. For example, and without limitation, data may be transmitted upward, downward, laterally, and the like thereof. In an embodiment, and without limitation, the plurality of flight controllers may include one or more neural networks that assign a weighted value to a transmitted datum. For example, and without limitation, a weighted value may be assigned as a function of one or more signals denoting that a flight component is malfunctioning and/or in a failure state.

Still referring toFIG. 5, the plurality of flight controllers may include a master bus controller. As used in this disclosure a “master bus controller” is one or more devices and/or components that are connected to a bus to initiate a direct memory access transaction, wherein a bus is one or more terminals in a bus architecture. Master bus controller may communicate using synchronous and/or asynchronous bus control protocols. In an embodiment, master bus controller may include flight controller504. In another embodiment, master bus controller may include one or more universal asynchronous receiver-transmitters (UART). For example, and without limitation, master bus controller may include one or more bus architectures that allow a bus to initiate a direct memory access transaction from one or more buses in the bus architectures. As a further non-limiting example, master bus controller may include one or more peripheral devices and/or components to communicate with another peripheral device and/or component and/or the master bus controller. In an embodiment, master bus controller may be configured to perform bus arbitration. As used in this disclosure “bus arbitration” is method and/or scheme to prevent multiple buses from attempting to communicate with and/or connect to master bus controller. For example and without limitation, bus arbitration may include one or more schemes such as a small computer interface system, wherein a small computer interface system is a set of standards for physical connecting and transferring data between peripheral devices and master bus controller by defining commands, protocols, electrical, optical, and/or logical interfaces. In an embodiment, master bus controller may receive intermediate representation512and/or output language from logic component520, wherein output language may include one or more analog-to-digital conversions, low bit rate transmissions, message encryptions, digital signals, binary signals, logic signals, analog signals, and the like thereof described above in detail.

Still referring toFIG. 5, master bus controller may communicate with a slave bus. As used in this disclosure a “slave bus” is one or more peripheral devices and/or components that initiate a bus transfer. For example, and without limitation, slave bus may receive one or more controls and/or asymmetric communications from master bus controller, wherein slave bus transfers data stored to master bus controller. In an embodiment, and without limitation, slave bus may include one or more internal buses, such as but not limited to a/an internal data bus, memory bus, system bus, front-side bus, and the like thereof. In another embodiment, and without limitation, slave bus may include one or more external buses such as external flight controllers, external computers, remote devices, printers, aircraft computer systems, flight control systems, and the like thereof.

In an embodiment, and still referring toFIG. 5, control algorithm may optimize signal communication as a function of determining one or more discrete timings. For example, and without limitation master bus controller may synchronize timing of the segmented control algorithm by injecting high priority timing signals on a bus of the master bus control. As used in this disclosure a “high priority timing signal” is information denoting that the information is important. For example, and without limitation, high priority timing signal may denote that a section of control algorithm is of high priority and should be analyzed and/or transmitted prior to any other sections being analyzed and/or transmitted. In an embodiment, high priority timing signal may include one or more priority packets. As used in this disclosure a “priority packet” is a formatted unit of data that is communicated between the plurality of flight controllers. For example, and without limitation, priority packet may denote that a section of control algorithm should be used and/or is of greater priority than other sections.

Still referring toFIG. 5, flight controller504may also be implemented using a “shared nothing” architecture in which data is cached at the worker, in an embodiment, this may enable scalability of aircraft and/or computing device. Flight controller504may include a distributer flight controller. As used in this disclosure a “distributer flight controller” is a component that adjusts and/or controls a plurality of flight components as a function of a plurality of flight controllers. For example, distributer flight controller may include a flight controller that communicates with a plurality of additional flight controllers and/or clusters of flight controllers. In an embodiment, distributed flight control may include one or more neural networks. For example, neural network also known as an artificial neural network, is a network of “nodes,” or data structures having one or more inputs, one or more outputs, and a function determining outputs based on inputs. Such nodes may be organized in a network, such as without limitation a convolutional neural network, including an input layer of nodes, one or more intermediate layers, and an output layer of nodes. Connections between nodes may be created via the process of “training” the network, in which elements from a training dataset are applied to the input nodes, a suitable training algorithm (such as Levenberg-Marquardt, conjugate gradient, simulated annealing, or other algorithms) is then used to adjust the connections and weights between nodes in adjacent layers of the neural network to produce the desired values at the output nodes. This process is sometimes referred to as deep learning.

Still referring toFIG. 5, a node may include, without limitation a plurality of inputs xithat may receive numerical values from inputs to a neural network containing the node and/or from other nodes. Node may perform a weighted sum of inputs using weights withat are multiplied by respective inputs xi. Additionally or alternatively, a bias b may be added to the weighted sum of the inputs such that an offset is added to each unit in the neural network layer that is independent of the input to the layer. The weighted sum may then be input into a function ω, which may generate one or more outputs y. Weight wiapplied to an input ximay indicate whether the input is “excitatory,” indicating that it has strong influence on the one or more outputs y, for instance by the corresponding weight having a large numerical value, and/or a “inhibitory,” indicating it has a weak effect influence on the one more inputs y, for instance by the corresponding weight having a small numerical value. The values of weights wimay be determined by training a neural network using training data, which may be performed using any suitable process as described above. In an embodiment, and without limitation, a neural network may receive semantic units as inputs and output vectors representing such semantic units according to weights withat are derived using machine-learning processes as described in this disclosure.

Still referring toFIG. 5, flight controller may include a sub-controller540. As used in this disclosure a “sub-controller” is a controller and/or component that is part of a distributed controller as described above; for instance, flight controller504may be and/or include a distributed flight controller made up of one or more sub-controllers. For example, and without limitation, sub-controller540may include any controllers and/or components thereof that are similar to distributed flight controller and/or flight controller as described above. Sub-controller540may include any component of any flight controller as described above. Sub-controller540may be implemented in any manner suitable for implementation of a flight controller as described above. As a further non-limiting example, sub-controller540may include one or more processors, logic components and/or computing devices capable of receiving, processing, and/or transmitting data across the distributed flight controller as described above. As a further non-limiting example, sub-controller540may include a controller that receives a signal from a first flight controller and/or first distributed flight controller component and transmits the signal to a plurality of additional sub-controllers and/or flight components.

Still referring toFIG. 5, flight controller may include a co-controller544. As used in this disclosure a “co-controller” is a controller and/or component that joins flight controller504as components and/or nodes of a distributer flight controller as described above. For example, and without limitation, co-controller544may include one or more controllers and/or components that are similar to flight controller504. As a further non-limiting example, co-controller544may include any controller and/or component that joins flight controller504to distributer flight controller. As a further non-limiting example, co-controller544may include one or more processors, logic components and/or computing devices capable of receiving, processing, and/or transmitting data to and/or from flight controller504to distributed flight control system. Co-controller544may include any component of any flight controller as described above. Co-controller544may be implemented in any manner suitable for implementation of a flight controller as described above.

Still referring toFIG. 6, machine-learning module600may be configured to perform a lazy-learning process620and/or protocol, which may alternatively be referred to as a “lazy loading” or “call-when-needed” process and/or protocol, may be a process whereby machine learning is conducted upon receipt of an input to be converted to an output, by combining the input and training set to derive the algorithm to be used to produce the output on demand. For instance, an initial set of simulations may be performed to cover an initial heuristic and/or “first guess” at an output and/or relationship. As a non-limiting example, an initial heuristic may include a ranking of associations between inputs and elements of training data604. Heuristic may include selecting some number of highest-ranking associations and/or training data604elements. Lazy learning may implement any suitable lazy learning algorithm, including without limitation a K-nearest neighbors algorithm, a lazy naïve Bayes algorithm, or the like; persons skilled in the art, upon reviewing the entirety of this disclosure, will be aware of various lazy-learning algorithms that may be applied to generate outputs as described in this disclosure, including without limitation lazy learning applications of machine-learning algorithms as described in further detail below.

Referring now toFIG. 7, an exemplary method700of fly-by-wire reversionary flight control is illustrated by way of a flow diagram. At step705, a plurality of sensors sense control data associated with a pilot control. Sensors may include any sensors described in this disclosure, including for instance in reference toFIGS. 1-6. Control data may include any control data described in this disclosure, including for instance in reference toFIGS. 1-6. Pilot control may include any pilot control described in this disclosure, including for instance in reference toFIGS. 1-6.

Continuing with reference toFIG. 7, at step710, plurality of sensors transmit control data. Transmission may include any transmission or communication methods described in this disclosure, including in reference toFIGS. 1-6.

Continuing with reference toFIG. 7, at step715, a first actuator, communicative with plurality of sensors, receives control data. First actuator may include any actuator described in this disclosure, including in reference toFIGS. 1-6.

Continuing with reference toFIG. 7, at step720, first actuator determines a first command datum as a function of control data and a distributed control algorithm. First command datum may include any command datum described in this disclosure, including for instance in reference toFIGS. 1-6. A distributed control algorithm may include any algorithm described in this disclosure, including for instance in reference toFIGS. 1-6. In some embodiments, distributed control algorithm may be configured to filter control data. Filtering may include any data filtering method described in this disclosure. In some cases, filtering control data may comprise voting. Voting may include any voting method described in this disclosure. In some embodiments, distributed control algorithm may be configured to find an average of two or more control datums of control data. In some embodiments, distributed control algorithm may be configured to find a difference between two or more control datums of control data.

Continuing with reference toFIG. 7, at step725, first actuator actuates a first control element according to first command datum. Actuating a first control element may include any method for moving, controlling, adjusting, configuring, transforming, translating, rotating, and the like described in this disclosure, including in reference toFIGS. 1-6. First control element may include any control element described in this disclosure, including in reference toFIGS. 1-6. In some cases, first control element may include a propulsor.

Still referring toFIG. 7, in some embodiments method700may additionally include additional steps. In an additional step, a flight controller, communicative with plurality of sensors and first actuator, may receive control data. In another additional step, flight controller may determine first command datum as a function of control data. In another additional step, flight controller may transmit first command datum to first actuator. In another additional step, first actuator may receive first command datum from flight controller. Flight controller may include any flight controller described in this disclosure, including in reference toFIGS. 1-6. In still more embodiments, method700may include yet another additional step, wherein first actuator contingently determines first command datum when unable to receive the first command datum from flight controller. For instance, in some cases, first actuator may under normal conditions receive first command datum from flight controller; but when the first actuator is unable, for whatever reason, to receive the command datum from the flight controller, the first actuator determines the command datum.

Still referring toFIG. 7, in some embodiments, method may additionally include first actuator determining a second command datum as a function of control data and distributed control algorithm; and first actuator transmitting the second command datum to a second actuator communicative with the first actuator. In some cases, method may additionally include second actuator receiving second command datum; and second actuating a second control element according to the second command datum. Second actuator may include any actuator described in this application, including for instance in reference toFIGS. 1-6. Second control element may include any control element described in this application, including for instance in reference toFIGS. 1-6.

Memory808may include various components (e.g., machine-readable media) including, but not limited to, a random-access memory component, a read only component, and any combinations thereof. In one example, a basic input/output system816(BIOS), including basic routines that help to transfer information between elements within computer system800, such as during start-up, may be stored in memory808. Memory808may also include (e.g., stored on one or more machine-readable media) instructions (e.g., software)820embodying any one or more of the aspects and/or methodologies of the present disclosure. In another example, memory808may further include any number of program modules including, but not limited to, an operating system, one or more application programs, other program modules, program data, and any combinations thereof.

Computer system800may also include a storage device824. Examples of a storage device (e.g., storage device824) include, but are not limited to, a hard disk drive, a magnetic disk drive, an optical disc drive in combination with an optical medium, a solid-state memory device, and any combinations thereof. Storage device824may be connected to bus812by an appropriate interface (not shown). Example interfaces include, but are not limited to, SCSI, advanced technology attachment (ATA), serial ATA, universal serial bus (USB), IEEE 1384 (FIREWIRE), and any combinations thereof. In one example, storage device824(or one or more components thereof) may be removably interfaced with computer system800(e.g., via an external port connector (not shown)). Particularly, storage device824and an associated machine-readable medium828may provide nonvolatile and/or volatile storage of machine-readable instructions, data structures, program modules, and/or other data for computer system800. In one example, software820may reside, completely or partially, within machine-readable medium828. In another example, software820may reside, completely or partially, within processor804.

Computer system800may also include an input device832. In one example, a user of computer system800may enter commands and/or other information into computer system800via input device832. Examples of an input device832include, but are not limited to, an alpha-numeric input device (e.g., a keyboard), a pointing device, a joystick, a gamepad, an audio input device (e.g., a microphone, a voice response system, etc.), a cursor control device (e.g., a mouse), a touchpad, an optical scanner, a video capture device (e.g., a still camera, a video camera), a touchscreen, and any combinations thereof. Input device832may be interfaced to bus812via any of a variety of interfaces (not shown) including, but not limited to, a serial interface, a parallel interface, a game port, a USB interface, a FIREWIRE interface, a direct interface to bus812, and any combinations thereof. Input device832may include a touch screen interface that may be a part of or separate from display836, discussed further below. Input device832may be utilized as a user selection device for selecting one or more graphical representations in a graphical interface as described above.

Computer system800may further include a video display adapter842for communicating a displayable image to a display device, such as display device836. Examples of a display device include, but are not limited to, a liquid crystal display (LCD), a cathode ray tube (CRT), a plasma display, a light emitting diode (LED) display, and any combinations thereof. Display adapter842and display device836may be utilized in combination with processor804to provide graphical representations of aspects of the present disclosure. In addition to a display device, computer system800may include one or more other peripheral output devices including, but not limited to, an audio speaker, a printer, and any combinations thereof. Such peripheral output devices may be connected to bus812via a peripheral interface956. Examples of a peripheral interface include, but are not limited to, a serial port, a USB connection, a FIREWIRE connection, a parallel connection, and any combinations thereof.