This disclosure describes a system and method for determining the center of gravity of a payload engaged by an automated aerial vehicle and adjusting components of the automated aerial vehicle and/or the engagement location with the payload so that the center of gravity of the payload is within a defined position with respect to the center of gravity of the automated aerial vehicle. Adjusting the center of gravity to be within a defined position improves the efficiency, maneuverability and safety of the automated aerial vehicle. In some implementations, the stability of the payload may also be determined to ensure that the center of gravity does not change or shift during transport due to movement of an item of the payload.

This disclosure describes a system and method for determining the center of gravity of a payload engaged by an automated aerial vehicle and adjusting components of the automated aerial vehicle and/or the engagement location with the payload so that the center of gravity of the payload is within a defined position with respect to the center of gravity of the automated aerial vehicle. Adjusting the center of gravity to be within a defined position improves the efficiency, maneuverability and safety of the automated aerial vehicle. In some implementations, the stability of the payload may also be determined to ensure that the center of gravity does not change or shift during transport due to movement of an item of the payload.

An aerial imaging aircraft operable to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a biplane orientation. The aircraft includes an airframe having first and second wings with first and second pylons coupled therebetween. The airframe has a longitudinal axis and a lateral axis in the VTOL orientation. A two-dimensional distributed thrust array is coupled to the airframe. The thrust array includes a plurality of propulsion assemblies each operable for variable speed and omnidirectional thrust vectoring. A payload is coupled to the airframe and includes an aerial imaging module. A flight control system is operable to independently control the speed and thrust vector of each of the propulsion assemblies such that in a level or inclined flight attitude, the flight control system is operable to maintain the orientation of the aerial imaging module toward a focal point of a ground object while translating the aircraft.

An aerial imaging aircraft operable to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a biplane orientation. The aircraft includes an airframe having first and second wings with first and second pylons coupled therebetween. The airframe has a longitudinal axis and a lateral axis in the VTOL orientation. A two-dimensional distributed thrust array is coupled to the airframe. The thrust array includes a plurality of propulsion assemblies each operable for variable speed and omnidirectional thrust vectoring. A payload is coupled to the airframe and includes an aerial imaging module. A flight control system is operable to independently control the speed and thrust vector of each of the propulsion assemblies such that in a level or inclined flight attitude, the flight control system is operable to maintain the orientation of the aerial imaging module toward a focal point of a ground object while translating the aircraft.

An apparatus includes a carrier, one or more first sensors, one or more second sensors, and one or more processors. The carrier includes a first frame and a second frame. A payload is affixed to the first frame. The second frame is rotatably coupled to a movable object. The one or more first sensors are disposed on the payload and configured to measure one or more motion characteristics of the payload. The one or more second sensors are disposed on the carrier and configured to measure one or more motion characteristics of the carrier. The one or more processors are configured to determine an input torque based on the one or more motion characteristics of the payload, determine an estimated disturbance torque based on the one or more motion characteristics of the carrier, and calculate an output torque based on the input torque and the estimated disturbance torque.

The invention relates to a method for correcting the thrust vector created by a thrust unit associated with electrical correction means of the thrust vector. Such a thrust unit comprises a mechanical rotor moved in rotation by a rotary shaft of an internal combustion engine in response to a power command. Such a method comprises a step of generating this latter in order to reduce the error value between a rotation speed setpoint and a measured rotation speed of the shaft of the internal combustion engine and thus to correct the speed of the shaft of said internal combustion engine. The method also comprises a step of generating an actuation command of thrust vector electrical correction means generated based on the error value independently of the speed correction of the shaft of the internal combustion engine.

The invention relates to a method for correcting the thrust vector created by a thrust unit associated with electrical correction means of the thrust vector. Such a thrust unit comprises a mechanical rotor moved in rotation by a rotary shaft of an internal combustion engine in response to a power command. Such a method comprises a step of generating this latter in order to reduce the error value between a rotation speed setpoint and a measured rotation speed of the shaft of the internal combustion engine and thus to correct the speed of the shaft of said internal combustion engine. The method also comprises a step of generating an actuation command of thrust vector electrical correction means generated based on the error value independently of the speed correction of the shaft of the internal combustion engine.

The present disclosure provides a multi-rotor Aerial Vehicle comprising at least five arms. Pairs of coaxial contra rotating rotors/propellers are configured on each arm defining a polygon. In the event of failure of any one of the rotors/propellers, a control system incorporating an autopilot, shuts off corresponding contra rotating rotor/propeller of the pair to maintain yaw stability thereby rendering the corresponding arm non-functional; and adjusts throttles of the coaxial contra rotating rotors/propellers of remaining functional arms to maintain tilt and lift stability of the Aerial Vehicle.

The present disclosure provides a multi-rotor Aerial Vehicle comprising at least five arms. Pairs of coaxial contra rotating rotors/propellers are configured on each arm defining a polygon. In the event of failure of any one of the rotors/propellers, a control system incorporating an autopilot, shuts off corresponding contra rotating rotor/propeller of the pair to maintain yaw stability thereby rendering the corresponding arm non-functional; and adjusts throttles of the coaxial contra rotating rotors/propellers of remaining functional arms to maintain tilt and lift stability of the Aerial Vehicle.

Computer-implemented method and system for modelling performance of a fixed-wing aerial vehicle (AV) with six degrees of freedom. The system comprises a collecting unit (330) to collect data from a plurality of modelling measures and modelling maneuvers; a processing unit (340) to communicate with a collecting unit (330). The processing unit (340) further sequentially processes data sets from a plurality of modelling measures and to determine models to generate an accurate APM. Modelling measures and modelling maneuvers are designed to modify an influence on the of variables of a model of the AV (100).