Embodiments are directed to a rotor-based remote flying vehicle platform such as a quadrotor, and to methods for controlling intra-flight dynamics of such rotor-based remote flying vehicles. In one case, a rotor-based remote flying vehicle platform is provided that includes a central frame. The central frame has a control center that is configured to control motors mounted to the vehicle platform. The central frame also has a communication port configured to interface with functionality modules. The communication port is communicably connected to the control center. The rotor-based remote flying vehicle platform further includes at least a first arm that is connected to the central frame and extends outward, as well as a first motor mounted to the first arm, where the first motor is in communication with the control center. The method for controlling intra-flight dynamics may be performed on such a rotor-based remote flying vehicle.

The present disclosure relates to a flying vehicle comprising an annular hollow outer body having an outer circumferential open portion and an inner circumferential open portion; a blade system disposed in the outer body and configured to allow air flow from the outer circumferential open portion to the inner circumferential open portion; a first magnetic system configured to enable the blade system to be kept to have a clearance with the annular hollow outer body and to be kept in a floated state using a first magnetic force; a second magnetic system configured to allow the blade system to rotate using a second magnetic force; and a steering system configured to allow air discharged from the inner circumferential open portion via the blade system to flow upwardly or downwardly.

The present disclosure relates to a flying vehicle comprising an annular hollow outer body having an outer circumferential open portion and an inner circumferential open portion; a blade system disposed in the outer body and configured to allow air flow from the outer circumferential open portion to the inner circumferential open portion; a first magnetic system configured to enable the blade system to be kept to have a clearance with the annular hollow outer body and to be kept in a floated state using a first magnetic force; a second magnetic system configured to allow the blade system to rotate using a second magnetic force; and a steering system configured to allow air discharged from the inner circumferential open portion via the blade system to flow upwardly or downwardly.

A propeller blade comprises a blade root coupled to a rotor hub and a blade tip. The propeller blade is composed of airfoil cross-sections, each cross-section a distance away from the rotor hub. Each airfoil is designed with particular structural characteristics that improve the overall amount of thrust generated on the quadcopter. Namely, each airfoil possesses a β angle and chord length whose values depend on the distance of that airfoil from the rotor hub. For example, the relationship between an airfoil's β angle and its distance from the rotor hub is described by a power law. Additionally, the relationship between an airfoil's chord length and its distance from the rotor hub is described using a polynomial regression. Compared to current, off the shelf propeller blades, the current propeller blade embodiment achieves the same thrust at a lower RPM, thereby yielding benefits in reduced acoustic noise and improved response time.

A propeller blade comprises a blade root coupled to a rotor hub and a blade tip. The propeller blade is composed of airfoil cross-sections, each cross-section a distance away from the rotor hub. Each airfoil is designed with particular structural characteristics that improve the overall amount of thrust generated on the quadcopter. Namely, each airfoil possesses a β angle and chord length whose values depend on the distance of that airfoil from the rotor hub. For example, the relationship between an airfoil's β angle and its distance from the rotor hub is described by a power law. Additionally, the relationship between an airfoil's chord length and its distance from the rotor hub is described using a polynomial regression. Compared to current, off the shelf propeller blades, the current propeller blade embodiment achieves the same thrust at a lower RPM, thereby yielding benefits in reduced acoustic noise and improved response time.

A rotary wing aircraft that extends along a roll axis between a nose region and an aft region, comprising: at least one first single-blade rotor and at least one second single-blade rotor which are spaced apart from each other along the roll axis; at least one first electric machine and at least one second electric machine which are at least configured to drive in motor mode the at least one first single-blade rotor and the at least one second single-blade rotor for generating lift in hover condition of the rotary wing aircraft; at least one propulsion device that is at least configured to generate forward thrust in forward flight condition of the rotary wing aircraft; and a fixed-wing arrangement that is at least configured to provide lift in the forward flight condition.

An aircraft capable of vertical takeoff and landing, stationary flight and forward flight, includes a closed wing that provides lift whenever the aircraft is in forward flight, a fuselage at least partially disposed within a perimeter of the closed wing, and one or more spokes coupling the closed wing to the fuselage. One or more motors are disposed within or attached to the spokes. Three or more propellers are proximate to a leading edge of the one or more spokes, distributed along the one or more spokes, and operably connected to the one or more motors to provide lift whenever the aircraft is in vertical takeoff and landing and stationary flight and provide thrust whenever the aircraft is in forward flight.

An aircraft capable of vertical takeoff and landing, stationary flight and forward flight, includes a closed wing that provides lift whenever the aircraft is in forward flight, a fuselage at least partially disposed within a perimeter of the closed wing, and one or more spokes coupling the closed wing to the fuselage. One or more motors are disposed within or attached to the spokes. Three or more propellers are proximate to a leading edge of the one or more spokes, distributed along the one or more spokes, and operably connected to the one or more motors to provide lift whenever the aircraft is in vertical takeoff and landing and stationary flight and provide thrust whenever the aircraft is in forward flight.

A method of controlling an overly determined actuator system that has a first number of actuators (α.sub.i) which is greater than a second number of the actuators needed to perform a predetermined physical task. The method includes: automatically controlling the first number of actuators by a control unit (CU) for jointly performing the predetermined physical task; repeatedly checking a functional state of the first number of actuators to detect an actuator failure of any one thereof; in case of any detected actuator failure, generating at least one emergency signal (EM) representative of an adapted physical task to be performed by a remaining number of the actuators. The emergency signal is generated based on kinematics of the actuator system, on known physical capacities at least of the remaining actuators, and optionally on a computational performance model of the actuator system. The adapted physical task includes activating each of the remaining actuators below a predetermined threshold of maximum physical load on a respective actuator and activating the ensemble of remaining actuators in a way to prevent further damage to the actuator system. An emergency control system and an aircraft are also provided.

A method is provided for operating a vehicle that includes rotors driven by actuators to cause the vehicle to move. The method includes determining rotational speeds at which to drive the rotors to achieve a controlled movement of the vehicle. The rotational speeds include a rotational speed for a rotor of a pair of the rotors driven by a pair of the actuators. The method includes monitoring the rotational speed to detect that the rotational speed has approached or reached a defined avoid band of rotational speeds, and biasing the rotational speed to produce at least one biased rotational speed for respective rotors of the pair that is outside the defined avoid band. The method includes generating commands for the actuators based on the rotational speeds, and modifying the commands including those of the commands for the pair of the actuators based on the at least one biased rotational speed.