A system and method for detecting and mitigating aircraft propulsor faults uses deliberate speed perturbations of individual propulsors and analysis of resulting vibration spectra to identify problematic units. Distributed sensors monitor vibration across multiple propulsors. A propulsor operates at an adjusted speed different from the ensemble. Resulting vibration characteristics reveal if the adjusted propulsor is an anomaly source. Its unique signature emerges in the vibration frequency data. The system cycles propulsors through adjusted speeds, detects correlated frequency shifts, and isolates faulty units. Targeted mitigation then acts only on identified bad propulsors while others remain operational. This enables automated in-flight troubleshooting of vibration issues and pinpointed mitigation.

An electric drive system (1A-1D) comprises an electric motor (10; 10A, 10B) having a rotor (100) and a plurality of lanes (101A-101D) which are electrically isolated from one another and to which electric current can be applied independently of one another in order to drive the rotor (100); a respective supply unit (11) for each of the lanes (101A-101D); and a control system (12) which is designed to simultaneously operate at least one of the lanes (101A-101D) in a motor mode in which electric current is applied to the lane (101A-101D) via the corresponding supply unit (11) in order to convert electrical energy into kinetic energy of the rotor (100) and operate at least one of the lanes (101A-101D) in a generator mode in which electric current is provided by means of the lane (101A-101D) via the corresponding supply unit (11).

An electric drive system (1A-1D) comprises an electric motor (10; 10A, 10B) having a rotor (100) and a plurality of lanes (101A-101D) which are electrically isolated from one another and to which electric current can be applied independently of one another in order to drive the rotor (100); a respective supply unit (11) for each of the lanes (101A-101D); and a control system (12) which is designed to simultaneously operate at least one of the lanes (101A-101D) in a motor mode in which electric current is applied to the lane (101A-101D) via the corresponding supply unit (11) in order to convert electrical energy into kinetic energy of the rotor (100) and operate at least one of the lanes (101A-101D) in a generator mode in which electric current is provided by means of the lane (101A-101D) via the corresponding supply unit (11).

A photoelectric conversion apparatus includes: a photoelectric conversion element which converts light energy of incident light into electric energy; a first wavelength conversion layer disposed in contact with a light receiving surface of the photoelectric conversion element; and a second wavelength conversion layer disposed on a side of a surface of the first wavelength conversion layer opposite to a surface in contact with the photoelectric conversion element. The first wavelength conversion layer contains a first wavelength conversion material which converts a wavelength of light in a first wavelength region. The second wavelength conversion layer contains a second wavelength conversion material that converts a wavelength of light in a second wavelength region. An upper limit value of the first wavelength region is different from that of the second wavelength region, and/or a lower limit value of the first wavelength region is different from that of the second wavelength region.

A photoelectric conversion apparatus includes: a photoelectric conversion element which converts light energy of incident light into electric energy; a first wavelength conversion layer disposed in contact with a light receiving surface of the photoelectric conversion element; and a second wavelength conversion layer disposed on a side of a surface of the first wavelength conversion layer opposite to a surface in contact with the photoelectric conversion element. The first wavelength conversion layer contains a first wavelength conversion material which converts a wavelength of light in a first wavelength region. The second wavelength conversion layer contains a second wavelength conversion material that converts a wavelength of light in a second wavelength region. An upper limit value of the first wavelength region is different from that of the second wavelength region, and/or a lower limit value of the first wavelength region is different from that of the second wavelength region.

In an aspect, a system for propeller parking control for an electric aircraft. The system include at least a sensor and a computing device. A sensor may be configured to generate angular datum. The computing device may be configured to generate a trajectory as a function of angular datum. The computing device may also be configured to initiate the transition from hover to fixed-wing flight as a function of a trajectory.

An electrical power system including a plurality of electrical devices, a distribution network and a control system. The control system is configured to detect an electrical fault associated with the distribution network based on a signal received from a sensor and to perform a fault procedure in response to a fault detection, including: (a) controlling a plurality of switches so all of the devices are isolated from the network; (b) subsequently controlling the switches to progressively re-couple at least some of the devices to the network in a re-coupling order and monitoring for re-detection of a fault; (c) identifying a set of one or more of the devices re-coupled to the distribution network to cause the re-detection of the fault, the set being a fault event set; and controlling at least one of the plurality of switches to isolate the fault event set from the network.

An electrical power system including a plurality of electrical devices, a distribution network and a control system. The control system is configured to detect an electrical fault associated with the distribution network based on a signal received from a sensor and to perform a fault procedure in response to a fault detection, including: (a) controlling a plurality of switches so all of the devices are isolated from the network; (b) subsequently controlling the switches to progressively re-couple at least some of the devices to the network in a re-coupling order and monitoring for re-detection of a fault; (c) identifying a set of one or more of the devices re-coupled to the distribution network to cause the re-detection of the fault, the set being a fault event set; and controlling at least one of the plurality of switches to isolate the fault event set from the network.

The present disclosure relates generally to controlling an aircraft to avoid overheating components. In one embodiment, a method is disclosed, comprising: receiving first sensor data indicating at least one attribute of high voltage wiring of the aircraft; receiving a state of operation of the aircraft; determining a proximity of a temperature of the high voltage wiring to a temperature limit based on the first sensor data and the state of operation of the aircraft; and controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit based on the determined proximity.

The present disclosure relates generally to controlling an aircraft to avoid overheating components. In one embodiment, a method is disclosed, comprising: receiving first sensor data indicating at least one attribute of high voltage wiring of the aircraft; receiving a state of operation of the aircraft; determining a proximity of a temperature of the high voltage wiring to a temperature limit based on the first sensor data and the state of operation of the aircraft; and controlling at least one electric propulsion unit of the aircraft to avoid exceeding the temperature limit based on the determined proximity.