A power transmission system for a propeller hub of an aircraft is described, wherein the power transmission system comprises a hollow inner conductive cylinder configured to be mounted to a rotatable shaft a hollow outer insulating cylinder concentric with the inner conductive cylinder, wherein at least a portion of the outer insulating cylinder is located radially outwardly of the inner conductive cylinder, a conductive element positioned at a first end surface of the outer insulating cylinder, wherein the outer insulating cylinder comprises a bore extending radially outwardly from an inner diameter to an outer diameter of the outer insulating cylinder to house a conductive rod for connecting the inner conductive cylinder to a first electrical terminal; wherein the conductive element is configured to be connectable to a second electrical terminal. An aircraft, such as a UAV, comprising the power transmission is also described.

In an inverter device, an inverter high-voltage unit is accommodated in an inverter housing. The inverter housing includes an inverter opening portion and an inverter lid portion. The inverter lid portion covers the inverter opening portion to hide the inverter high-voltage unit. When a control mode of a flight control device is set to an interlock mode, power supply from a battery to a motor is cut off as the inverter lid portion is opened. When the control mode is set to an interlock release mode, the power supply from the battery to the motor is not cut off even when the inverter lid portion is opened. The control mode is set to the interlock release mode when the eVTOL is in flight.

In an inverter device, an inverter high-voltage unit is accommodated in an inverter housing. The inverter housing includes an inverter opening portion and an inverter lid portion. The inverter lid portion covers the inverter opening portion to hide the inverter high-voltage unit. When a control mode of a flight control device is set to an interlock mode, power supply from a battery to a motor is cut off as the inverter lid portion is opened. When the control mode is set to an interlock release mode, the power supply from the battery to the motor is not cut off even when the inverter lid portion is opened. The control mode is set to the interlock release mode when the eVTOL is in flight.

Apparatus, systems, and methods are contemplated for electric powered vertical takeoff and landing (eVTOL) aircraft. Such are craft are engineered to carry safely carry at least 500 pounds (approx. 227 kg) using a few (e.g., 2-4) rotors, generally variable speed rigid (non-articulated) rotors. It is contemplated that one or more rotors generate a significant amount of lift (e.g., 70%) during rotorborne flight (e.g., vertical takeoff, hover, etc), and tilt to provide forward propulsion during wingborne flight. The rotors preferably employ individual blade control, and are battery powered. The vehicle preferably flies in an autopilot or pilotless mode and has a relatively small (e.g., less than 45 diameter) footprint.

Apparatus, systems, and methods are contemplated for electric powered vertical takeoff and landing (eVTOL) aircraft. Such are craft are engineered to carry safely carry at least 500 pounds (approx. 227 kg) using a few (e.g., 2-4) rotors, generally variable speed rigid (non-articulated) rotors. It is contemplated that one or more rotors generate a significant amount of lift (e.g., 70%) during rotorborne flight (e.g., vertical takeoff, hover, etc), and tilt to provide forward propulsion during wingborne flight. The rotors preferably employ individual blade control, and are battery powered. The vehicle preferably flies in an autopilot or pilotless mode and has a relatively small (e.g., less than 45 diameter) footprint.

Provided is a system comprising: a management unit that manages a plurality of battery packs, which are connected in parallel to a bus to which a power generation unit and a load are connected, to have the plurality of battery packs being alternately discharged so that a voltage difference between a battery pack with a highest voltage and a battery pack with a lowest voltage among the plurality of battery packs is not greater than a voltage threshold.

Provided is a system comprising: a management unit that manages a plurality of battery packs, which are connected in parallel to a bus to which a power generation unit and a load are connected, to have the plurality of battery packs being alternately discharged so that a voltage difference between a battery pack with a highest voltage and a battery pack with a lowest voltage among the plurality of battery packs is not greater than a voltage threshold.

A control system for charging an aircraft, comprising: a battery pack, an input device configured to enable a user to select between different charging modes, two main contactors connecting the battery pack to an electric propulsion unit (EPU) load and an auxiliary load, a EPU load contactor connecting the battery pack to the EPU load and a controller configured to receive the selected charge mode and control the contactors, keep the two main contactors open upon receiving a user selection to charge in a first mode, close the two main contactors and keep an EPU load contactor open upon receiving a user selection to charge in a second mode, and close the two main contactors and the EPU load contactor upon receiving a user selection to charge in a third mode.

A rotor assembly deployment mechanism configured to deploy a rotor assembly of a vertical take-off and landing aircraft from a horizontal, forward thrust, position to a vertical, hover, position. The rotor assembly deployment mechanism is configured to deploy an electric motor and propeller together. The deployment mechanism provides significant stiffness and strength with the use of torsion box constructions. The deployment mechanism may utilize bar linkages wherein the primary linkage pivot is of a large diameter relative to the span of the pivot in order to provide significant stiffness. The deployment mechanism may utilize rotary actuators to drive the deployment and stowing of the rotor assembly.

Flight safety of electric vertical take-off and landing (eVTOL) aircrafts is a matter of life and death, crucial to their future regulatory and market acceptance as the next generation of aerial vehicles. Only those aircraft equipped with a safe emergency landing system will be selected for human use, but the current eVTOL models lack reliable emergency landing systems. The first inventor, who already holds patents for an eVTOL helicopter with an electric propeller torque arm (EPTA) driving the main rotorfeaturing high efficiency, structural simplification, zero emissions, and low noisesuccessfully completed test flights and then invented the safest, most innovative autorotation landing system. This system significantly enhances and optimizes the traditional helicopter's inherent autorotation landing capability, ensuring a critical safety measure for eVTOLs during power system failures. Thus, this invention of the safety landing system will help make the safest vertical take-off and landing aircraft eligible for market acceptance.