The present invention relates to a body (2) provided at air vehicles: at least one rotor (3) extending longitudinally out of the body (2) and rotating around an axis along which it extends: at least one blade (4) connected to the rotor (3), which, upon triggering of the rotor (3), rotates around the axis along which the rotor (3) extends, thus creating an aerodynamic lifting force required for the body (2) to take-off: a blade tip (5) which is located on the blade (4), at the end of a direction along which the blade (4) extends: and at least one plate (6) made of a piezo-electric material, which is located on the blade (4) and enables energy conversion.

The present invention relates to a body (2) provided at air vehicles: at least one rotor (3) extending longitudinally out of the body (2) and rotating around an axis along which it extends: at least one blade (4) connected to the rotor (3), which, upon triggering of the rotor (3), rotates around the axis along which the rotor (3) extends, thus creating an aerodynamic lifting force required for the body (2) to take-off: a blade tip (5) which is located on the blade (4), at the end of a direction along which the blade (4) extends: and at least one plate (6) made of a piezo-electric material, which is located on the blade (4) and enables energy conversion.

A mobile object includes a battery, a coolant, and a discharger. The coolant in a solid state is disposed around the battery and is liquefied by heat transferred from the battery. The discharger discharges the coolant liquefied out of the mobile object.

A power and energy management (PEM) method for managing power consumed by a plurality of power devices on a network. The method includes: a monitoring step (S1) to determine whether PEM is required based on the power available on the network and the power consumption of the power devices on the network; a monitor step (S2) to determine the operating status of each of the power devices on the network; a step (S4) of determining a strategy for operating the power devices in response to a determination in the monitoring step that PEM is required; a step (S5) of determining a coordination strategy for recharging of any storage devices on the network in response to a determination in the first network monitoring step that PEM is not required; and controlling (S6) devices on the network to operate at a power consumption level and/or to recharge based on the above steps.

A power and energy management (PEM) method for managing power consumed by a plurality of power devices on a network. The method includes: a monitoring step (S1) to determine whether PEM is required based on the power available on the network and the power consumption of the power devices on the network; a monitor step (S2) to determine the operating status of each of the power devices on the network; a step (S4) of determining a strategy for operating the power devices in response to a determination in the monitoring step that PEM is required; a step (S5) of determining a coordination strategy for recharging of any storage devices on the network in response to a determination in the first network monitoring step that PEM is not required; and controlling (S6) devices on the network to operate at a power consumption level and/or to recharge based on the above steps.

An aircraft defines a vertical direction and includes a fuselage and a propulsion system comprising a power source and a plurality of vertical thrust electric fans driven by the power source. A wing extends from the fuselage. The plurality of vertical thrust electric fans are arranged along a length of the wing along a lengthwise direction of the wing. The wing comprises a diffusion assembly along the lengthwise direction of the wing and includes a first diffusion member positioned downstream of at least one of the plurality of vertical thrust electric fans. The first diffusion member defines a curved shape relative to a longitudinal direction of the aircraft. The longitudinal direction is generally perpendicular to the lengthwise direction of the wing.

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.

Disclosed herein is a system and method implementing a battery avionics system for integrating battery monitoring, control, and management functions with an avionics system of an aircraft. The system uses a model implementing a battery pack digital twin, which is a continuous simulation of the operation of the battery pack within the aircraft, receives data regarding the battery pack generated by the digital twin model and provides optimized parameters to the battery avionics system. The system enables high precision, cell-level resolution control of the battery pack. The system estimates the state of charge, state of health, state of safety, and state of function of the cells and the battery pack as a whole and uses this information to manage the battery pack, given a particular flight profile of the aircraft.

Disclosed herein is a system and method implementing a battery avionics system for integrating battery monitoring, control, and management functions with an avionics system of an aircraft. The system uses a model implementing a battery pack digital twin, which is a continuous simulation of the operation of the battery pack within the aircraft, receives data regarding the battery pack generated by the digital twin model and provides optimized parameters to the battery avionics system. The system enables high precision, cell-level resolution control of the battery pack. The system estimates the state of charge, state of health, state of safety, and state of function of the cells and the battery pack as a whole and uses this information to manage the battery pack, given a particular flight profile of the aircraft.

An aircraft has a battery block for supplying the aircraft with energy. The battery block is arrangeable within a battery compartment of the aircraft. The battery compartment is arranged within a volume formed by a fuselage of the aircraft and is accessible from the outside through a receiving opening in the fuselage. The battery block is introducible into the battery compartment through the receiving opening. When the aircraft is used as intended, the receiving opening is arranged on an upwardly facing top side of the fuselage. The battery block is insertable into the battery compartment by the battery block being moved along an introduction axis oriented substantially parallel to the direction of gravitational force. The battery block comprises a handle, which, when the battery block has been inserted properly into the battery compartment, is accessible from outside the aircraft.