An electronic rotor lock that can be implemented within an electric motor system by selecting closing a subset of switches within an inverter of the motor drive system to create a circulatory current path that can generate a force that acts to oppose any external movement of the rotor.

A power supply device includes a power generator, a drive source, a plurality of power supply lines, a plurality of batteries, a diode, a difference calculating unit 11, 12, 13, or 14, and a difference summing unit 16. The difference calculating unit 11, 12, 13, or 14 is configured to calculate a difference between demanded electric power P1, P2, P3, or P4 in the corresponding power supply line and a charge state of the corresponding battery. The difference summing unit 16 is configured to sum the differences in electric power in the power supply lines calculated by the difference calculating units 11, 12, 13, and 14. In the power supply device, the drive source is controlled such that electric power equal to or higher than the electric power calculated by the difference summing unit 16 is generated by the power generator.

An electrical system for an aircraft is disclosed, comprising: at least one processor configured to: receive first sensor data from at least one inertial sensor of the aircraft, wherein the first sensor data is indicative of a state of the aircraft, receive second sensor data from at least one of an airspeed sensor indicating an airspeed of the aircraft or a propeller speed sensor indicating a propeller speed of at least one propeller of the aircraft, and determine the state of the aircraft based on the first sensor data, wherein determining the state of the aircraft comprises filtering aircraft state measurements based on the second sensor data to lessen influence of propeller vibrations on at least one aircraft signal. The at least one processor is further configured to control the aircraft based on a pilot input command and the determined state of the aircraft.

Aspects of this present disclosure relate to flight control of electric aircrafts and other vehicles. In one embodiment, an aircraft is disclosed comprising: a fuselage; two wings; a plurality of lift propellers, the lift propellers disposed aft of the wings during forward flight; plurality of tilt propellers that are tiltable between vertical lift and forward propulsion configurations, the tilt propellers disposed forward of the wings during forward flight; a plurality of tilt propellor actuators that tilt propellers between vertical lift and forward propulsion configurations, the tilt propellor actuators on opposite sides of the fuselage; and a plurality of electrical buses coupled to a flight control computer; wherein the flight control computer is configured to provide control signals for at least one of the lift propellers mounted to one of the wings and one of the tilt propellers mounted to the other wing via the same electrical bus.

Aspects of the present disclosure generally relate to systems and methods for flight control of aircrafts driven by electric propulsion systems and in other types of vehicles. In some embodiments, an aircraft is disclosed, comprising: at least one electric propulsion unit; at least one sensor configured to measure at least one aircraft condition; and at least one flight control computer configured to dynamically vary at least one torque command to the at least one electric propulsion unit based at least on the at least one aircraft condition; wherein the at least one electric propulsion unit is configured to generate thrust based on the at least one dynamically varied torque command.

Aspects of this present disclosure relate to systems and methods for dynamically moving graphical elements of a user interface of a flight control system. In one, a method is disclosed comprising: determining aircraft authority limits based on at least one state signal indicating an aircraft state, wherein the aircraft authority limits indicate an extent to which one or more control signals can command the aircraft; determining one or more proximities between the aircraft state and the determined aircraft authority limits; and automatically moving the graphical elements of the user interface to one or more positions on the user interface based on the determined one or more proximities.

The present disclosure relates generally to flight control of electric aircraft and other powered aerial vehicles. In one embodiment, an electrical system for an aircraft is disclosed, comprising: at least one processor configured to: receive pilot input indicating a commanded aircraft state, determine an aircraft thrust for achieving the commanded aircraft state, retrieve at least one propeller parameter associated with propeller speeds, wherein the propeller parameter is determined to reduce a structural vibratory response in the aircraft. The at least one processor is further configured to determine a respective command for each propeller of the aircraft to achieve the determined aircraft thrust based on the at least one propeller parameter and control each propeller of the aircraft based on the corresponding respective command.

The present disclosure relates generally to flight control of electric aircraft and other powered aerial vehicles. In one embodiment, an electrical system for an aircraft is disclosed, comprising: at least one processor configured to: receive pilot input indicating a commanded aircraft state, determine an aircraft thrust for achieving the commanded aircraft state, retrieve at least one propeller parameter associated with propeller speeds, wherein the propeller parameter is determined to reduce a structural vibratory response in the aircraft. The at least one processor is further configured to determine a respective command for each propeller of the aircraft to achieve the determined aircraft thrust based on the at least one propeller parameter and control each propeller of the aircraft based on the corresponding respective command.

A method for checking the maximum power available to members of a propulsion system of an aircraft includes first members that are sized to compensate for the failure of second members of the propulsion system by delivering a maximum power to keep the aircraft in a safe operating range. The method includes the following steps for each of the first members: placing the first member in a state that is substantially equal to a maximum power state; adjusting the power delivered by the second member working in synergy with the first member so that the first member and the second member contribute to delivering the power required for the aircraft in the flight phase; determining the power delivered by the first member placed in the maximum power state; from the determined power, deducing information relating to the maximum power available to the first member.

A method for checking the maximum power available to members of a propulsion system of an aircraft includes first members that are sized to compensate for the failure of second members of the propulsion system by delivering a maximum power to keep the aircraft in a safe operating range. The method includes the following steps for each of the first members: placing the first member in a state that is substantially equal to a maximum power state; adjusting the power delivered by the second member working in synergy with the first member so that the first member and the second member contribute to delivering the power required for the aircraft in the flight phase; determining the power delivered by the first member placed in the maximum power state; from the determined power, deducing information relating to the maximum power available to the first member.