A method for controlling an overdetermined system with multiple power-restricted actuators that perform a primary task and non-primary tasks, including: a) determining a pseudo-control command based on a physical model of the system, which pseudo-control command represents the torques and a total thrust force acting on the system, b) determining a control matrix, c) dissociating the control matrix into sub control matrices, wherein the sub control matrices and the corresponding sub pseudo-control commands correspond to the primary task for i=1 and for i>1 correspond to the non-primary task(s) and a priority of the non-primary tasks decreases with increasing index i, d) determining actuator control commands for solving the primary task, e) projecting the non-primary tasks into the null space of the primary task, and into respective null spaces of all of the non-primary tasks of higher priority, if present, and f) providing the actuator control commands from d) and e) at the actuators.

A driving control device for a remote controlled helicopter includes an rpm detection unit that detects an rpm of a main rotor, a gyro sensor that detects angular velocities of control axes including roll, pitch and yaw axes, and a control unit that generates a control signal of a control actuator for controlling movements of the control axes based on the angular velocities detected by the gyro sensor and a steering signal sent from a transmitter. The control unit has information on the gyro sensitivities of the control axes and information on a set rpm of the main rotor which are preset for each of the flight states of the remote controlled helicopter, and corrects the gyro sensitivities based on a difference between the set rpm corresponding to a selected flight state among the flight states and an rpm of the main rotor detected by the rpm detection unit.

A control method for controlling a yaw angle γ.sub.z and a roll angle γ.sub.x of a vertical take-off aircraft comprising at least two drive groups arranged in opposite side regions of the aircraft so as to be spaced apart from a fuselage of the aircraft is presented. Each drive group comprises at least one first drive unit. The first drive unit is arranged so as to be spaced apart from the fuselage to pivot about a pivot angle α into a horizontal flight position and a vertical flight position.

In an aspect, a system includes a plurality of propulsors connected to an aircraft. Each propulsor of the plurality of propulsors is configured to operate independently from one another. A system includes a fuselage of an aircraft. A fuselage is configured to include a protective barrier and a height greater than the plurality of propulsors. A system includes a plurality of electric motors configured to adjust a torque of each propulsor of the plurality of propulsors. A system includes a computing device configured to detect a torque of each propulsor of the plurality of propulsors. A computing device is configured to determine a flight maneuver. A computing device is configured to adjust a property of each propulsor of the plurality of propulsors using the plurality of electric motors as a function of the detected torque.

A flight vehicle control and stabilization process detects and measures an orientation of a non-fixed portion relative to a fixed frame or portion of a flight vehicle, following a perturbation in the non-fixed portion from one or both of tilt and rotation thereof. A pilot or rider tilts or rotates the non-fixed portion, or both, to intentionally adjust the orientation and effect a change in the flight vehicle's direction. The flight vehicle control and stabilization process calculates a directional adjustment of the rest of the flight vehicle from this perturbation and induces the fixed portion to re-orient itself with the non-fixed portion to effect control and stability of the flight vehicle. The flight vehicle control and stabilization process also detects changes in speed and altitude, and includes stabilization components to adjust flight vehicle operation from unintentional payload movement on the non-fixed portion.

This disclosure describes an unmanned aerial vehicle that may be configured during flight to optimize for agility or efficiency.

In an example, a propulsion system for controlling maneuvers of a tilt rotor aircraft includes one or more processors and a non-transitory computer readable medium storing instructions that, when executed by the one or more processors, cause the propulsion system to perform functions. The functions include making a determination that changing an orientation of the tilt rotor aircraft is necessary to perform an instructed flight maneuver. The functions also include causing, in response to the determination, a rotor of the tilt rotor aircraft to provide a thrust, thereby applying a torque to the tilt rotor aircraft that changes the orientation of the tilt rotor aircraft.

A system for in-flight stabilization including a plurality of flight components mechanically coupled to an aircraft, wherein the plurality of flight components includes a first flight component and a second flight component opposing the first flight component. The system further comprises a sensor mechanically coupled to the aircraft, wherein the sensor is configured to detect a failure event of a first flight component. The system comprises a vehicle controller communicatively connected to the sensor and is configured to receive the failure datum of the first flight component from the sensor, initiate an automatic response as a function of the failure datum. Initiating the automatic response further includes determining an autorotation inducement action for the second flight component to perform and commanding the second flight component to perform the autorotation inducement action.

A monolithic attitude control motor frame includes a monolithic structure including an outer surface of revolution and a plurality of side walls defining a plurality of cavities extending from the outer surface of revolution. Adjacent cavities of the plurality of cavities share a side wall or side wall portion therebetween. Each of the cavities is configured to receive an attitude control motor. A monolithic attitude control motor system includes a monolithic frame including an outer surface of revolution and a plurality of side walls defining a plurality of cavities extending radially from the outer surface of revolution. The system further includes a plurality of attitude control motors corresponding to the plurality of cavities, such that an attitude control motor of the plurality of attitude motors is disposed in each cavity of the plurality of cavities.

Methods, apparatus, systems and a vertical take-off and landing (VTOL) vehicle are provided. The VTOL vehicle includes: a fuselage having longitudinally a front section, a central section and a rear section; a first lifting surface comprising two wings respectively secured to opposite sides of the rear section of the fuselage; a second lifting surface comprising two wings respectively secured to opposite sides of the front section of the fuselage; where each wing comprises at least one engine module, each of the engine modules being pivotally coupled to the wing and each engine module being independently controlled for transitioning between a vertical mode of flight and a horizontal mode of flight.