UAV configurations and battery augmentation for UAV internal combustion engines, and associated systems and methods are disclosed. A representative configuration includes a fuselage, first and second wings coupled to and pivotable relative to the fuselage, and a plurality of lift rotors carried by the fuselage. A representative battery augmentation arrangement includes a DC-powered motor, an electronic speed controller, and a genset subsystem coupled to the electronic speed controller. The genset subsystem can include a battery set, an alternator, and a motor-gen controller having a phase control circuit configurable to rectify multiphase AC output from the alternator to produce rectified DC feed to the DC-powered motor. The motor-gen controller is configurable to draw DC power from the battery set to produce the rectified DC feed.

A combined vertical takeoff and landing UAV having a large vertical takeoff and landing UAV, a connecting device, and a small vertical takeoff and landing UAV. The connecting device having a clamping component and an adsorption component. The clamping component includes a clamping part, and a clamping groove is arranged on the clamping part. The clamping component having a snap-fitting part, and a snap-fitting groove is arranged on the snap-fitting part. The clamping groove and the snap-fitting groove are correspondingly set. A first holding space is arranged on the clamping part, and a second holding space is arranged on the snap-fitting part. The adsorption component comprises a first magnetic element located in the first holding space, and the adsorption component also comprises a second magnetic element, which is located in the second holding space.

The invention relates to the field of aeronautical engineering, specifically to convertiplanes. A convertiplane comprises a fuselage, a control system, aerodynamic outer wings with aerodynamic control surfaces, an all-moving foreplane with aerodynamic control surfaces, a tail plane, and propulsion systems with propellers. The propulsion systems with propellers are arranged rotatably on tips of the foreplane and on the tail plane. The convertiplane is designed to permit the aerodynamic centre of pressure and the resultant thrust vector to coincide. The convertiplane is designed to permit the mutual dynamic and static scalar control thereof by operating the aerodynamic control surfaces and thrust vectoring of each of the propulsion systems. The propulsion systems arranged on the tips of the foreplane are capable of counterrotation of the propeller and are capable of dynamically displacing the centre of pressure and are also capable of displacing the axis of rotation of the front propulsion systems in the ZX plane. The propulsion systems have an axial degree of freedom, and are also capable of independently of one another controlling thrust vectoring and revolutions by controlling the pitch angle of the blades and the diameter thereof.

An unmanned system maneuver controller (USMC) includes an inertial navigation system (INS) for state estimation of the USMC in three-dimensional (3D) space, a communications device configured to communicate with an unmanned system, and a processor configured to receive, via the communications device, flight, maneuver, or dive data from the unmanned system, and generate flight, maneuver, or dive control instructions based at least on the flight, maneuver, or dive data and data received from the INS. The flight, maneuver, or dive control instructions are configured to pilot the unmanned system based on movement of the USMC in 3D space. A remote may selectively control an operation of the USMC. The USMC may be mounted to a weapon or observation device, such that movement of the weapon or observation device in 3D space controls a movement of the unmanned system. Additional systems and associated methods are also provided.

A device for unmanned aerial vehicle to deploy a rainfall catalytic bomb deploy which comprises an unmanned aerial vehicle, a cannonball for artificial precipitation and a cylinder, wherein the unmanned aerial vehicle is connected with the cannonball for artificial precipitation through a soft lock, the cannonball for artificial precipitation are multiple and are wrapped in the cylinder, a second sensor is arranged in the cylinder wing surfaces are arranged on the other side of the cylinder, the wing surfaces are multiple and are arranged at one end of the cylinder in the long shaft direction, and one end of the soft lock is connected to the other end of the cylinder in the long shaft direction.

One embodiment is an aircraft including first and second fuselages; a wing assembly connecting the first and second fuselages, wherein the first and second fuselages are parallel to one another; first and second forward propulsion systems tiltably attached to forward ends of the first and second fuselages; and first and second aft propulsion systems fixedly attached proximate aft ends of the first and second fuselages.

This disclosure describes example reconfigurable propulsion mechanisms, example multi-rotor aerial vehicle apparatuses, and methods that may be used to alter the yaw torque polarity produced by one or more propulsion mechanisms in response to a detected loss of thrust produced by another propulsion mechanism of the aerial vehicle. For example, each reconfigurable propulsion mechanism may be configured to move between a normal operating position and a reconfigured operating position. When a reconfigurable propulsion mechanism is in a normal operating position, the yaw torque has a first polarity, such as clockwise. In comparison, when the same reconfigurable propulsion mechanism is in the reconfigured operating position, the yaw torque polarity produced by the propulsion mechanism is reversed and has a second polarity, such as counter-clockwise. Reconfiguration may be done to recover an aerial vehicle from a degraded operational state, for example resulting from a motor-out event, to a non-degraded operational state.

An aircraft operable to transition between thrust-borne lift in a VTOL orientation and wing-borne lift in a biplane orientation. The aircraft has an airframe including first and second wings with first and second pylons coupled therebetween. A distributed thrust array is coupled to the airframe including a plurality of propulsion assemblies coupled to the first wing and a plurality of propulsion assemblies coupled to the second wing. A UAV carrier assembly is coupled between the first and second pylons. The UAV carrier assembly has a plurality of UAV stations each configured to selectively transport and release a UAV. A flight control system is configured to control each of the propulsion assemblies and launch each of the UAVs during flight.

The aircraft comprises a fuselage defining a fuselage main axis. The fuselage comprises a docking system for fixing removable nacelles. The aircraft has wings equipped with tilting actuators for rotating wings about rotation axes parallel to the fuselage main axis and at least six propellers mechanically connected to the fuselage. The aircraft also has at least one cryo-hydrogen tank and at least one fuel cell for supplying power to the propellers, and

A capacitor for supplying power to the propellers, charged by at least one fuel cell. This capacitor stores electrical energy greater than the energy needed by all the propellers for ten seconds of hovering flight. Each propeller is equipped with a tilting actuator for rotating the propeller about a rotation axis making an angle of less than 45 degrees with a plane perpendicular to the fuselage main axis. The fuselage having a forward and a rear portion defining a forward to rear order of the propellers, in cruise flight, the two forward propellers are activated to provide vertical thrust, the intermediate propellers between the forward and rearmost propellers are not activated and the two rearmost propellers are activated to provide horizontal thrust.

A method of operating an aircraft including takeoff of an aircraft; transitioning the aircraft to a forward flight configuration by increasing an amount of forward propulsive force generated by a propeller assembly from equal to or less than 10% to at least 80% of a propeller assembly maximum and reducing the upward propulsive force generated by rotor assemblies from at least 80% of a rotor assembly maximum to equal to or less than 10%; flying the aircraft from a first location to a second location in the forward flight configuration; and transitioning the aircraft to a landing configuration at the second location by decreasing an amount of forward propulsive force generated by the propeller assembly and increasing the upward propulsive force generated by the rotor assemblies.