An apparatus for generating thrust for air transport includes a main thrust device, and an auxiliary thrust device configured to generate auxiliary thrust so as to enable an aircraft to vertically take off and land. The apparatus further includes: wings fixed to left and right sides of a fuselage of the aircraft, rotors installed on the wings and configured to generate thrust. In particular, the main thrust device provides driving force to the rotors using motors and an engine, and the auxiliary thrust device is installed in the fuselage and has a center of gravity configured to coincide with a center of gravity of the aircraft.

An apparatus for generating thrust for air transport includes a main thrust device, and an auxiliary thrust device configured to generate auxiliary thrust so as to enable an aircraft to vertically take off and land. The apparatus further includes: wings fixed to left and right sides of a fuselage of the aircraft, rotors installed on the wings and configured to generate thrust. In particular, the main thrust device provides driving force to the rotors using motors and an engine, and the auxiliary thrust device is installed in the fuselage and has a center of gravity configured to coincide with a center of gravity of the aircraft.

A method of controlling an actuator system including a plurality of k actuators. Each of the actuators-receives a control input u.sub.i, wherein index i denotes a particular actuator, which control input u.sub.i is determined depending on a weight matrix W including a weighting factor w.sub.i for each actuator and depending on at least a physical maximum control limit u.sub.i.sup.max for each of the actuators. The weighting factors w.sub.i and/or physical maximum control limit u.sub.i.sup.max are actively changed during operation if a first comparison of the control input u.sub.i or a function f(u.sub.i) thereof with a set first threshold value yields that the control input u.sub.i or function f(u.sub.i) thereof exceeds the set first threshold value. The first comparison is repeated during operation, and a new control input u.sub.i is determined from the adjusted weighting factor w.sub.i and/or the adjusted physical maximum control limit u.sub.i.sup.max and applied to the actuators.

In an air mobility vehicle, an engine operates as required to provide mechanical driving force or electric energy. A battery is charged with the electric energy from the engine. Main rotors operate using the electric energy of the battery and electric power generated by the engine to perform takeoff, landing, and cruising. Auxiliary rotors are disposed at or adjacent to the center of gravity of a vehicle body and mechanically connected to the engine via a clutch. The auxiliary rotors perform the takeoff, the landing, or the cruising by receiving the mechanical driving force from the engine when the clutch is in an engaged position. A controller monitors the states of the battery and the main rotors and controls the operations of the engine and the clutch.

In an air mobility vehicle, an engine operates as required to provide mechanical driving force or electric energy. A battery is charged with the electric energy from the engine. Main rotors operate using the electric energy of the battery and electric power generated by the engine to perform takeoff, landing, and cruising. Auxiliary rotors are disposed at or adjacent to the center of gravity of a vehicle body and mechanically connected to the engine via a clutch. The auxiliary rotors perform the takeoff, the landing, or the cruising by receiving the mechanical driving force from the engine when the clutch is in an engaged position. A controller monitors the states of the battery and the main rotors and controls the operations of the engine and the clutch.

In one or more embodiments, a method for providing continuously variable feel forces for an aircraft comprises sensing, by each of at least one sensor associated with at least one aircraft control, a force sensor value. The method further comprises determining a net force value by using the force sensor value for each of at least one sensor. Also, the method comprises comparing the net force value to a desired breakout force. In addition, the method comprises determining whether the net force value exceeds the desired breakout force. Additionally, the method comprises determining an adjusted force value by using the desired breakout force and the net force value, when the net force value exceeds the desired breakout force. Also, the method comprises determining an actuator torque command based on the adjusted force value. Further, the method comprises commanding an autopilot actuator with the actuator torque command to apply torque.

In one or more embodiments, a method for providing continuously variable feel forces for an aircraft comprises sensing, by each of at least one sensor associated with at least one aircraft control, a force sensor value. The method further comprises determining a net force value by using the force sensor value for each of at least one sensor. Also, the method comprises comparing the net force value to a desired breakout force. In addition, the method comprises determining whether the net force value exceeds the desired breakout force. Additionally, the method comprises determining an adjusted force value by using the desired breakout force and the net force value, when the net force value exceeds the desired breakout force. Also, the method comprises determining an actuator torque command based on the adjusted force value. Further, the method comprises commanding an autopilot actuator with the actuator torque command to apply torque.

An airplane has main propulsion engines and a first fuel supply for the main propulsion engines. The airplane further has an auxiliary propulsion engine and a second fuel supply for the auxiliary propulsion engine, this second fuel supply being separate from the first fuel supply. The auxiliary propulsion engine can be switched on independently from the main propulsion engines. Such airplane has increased safety, since it will be possible to maintain flight, particularly when at high altitude, even if all main propulsion engines have failed.

An airplane has main propulsion engines and a first fuel supply for the main propulsion engines. The airplane further has an auxiliary propulsion engine and a second fuel supply for the auxiliary propulsion engine, this second fuel supply being separate from the first fuel supply. The auxiliary propulsion engine can be switched on independently from the main propulsion engines. Such airplane has increased safety, since it will be possible to maintain flight, particularly when at high altitude, even if all main propulsion engines have failed.

A UAV and its power system, and a system for minimizing UAV failure. The UAV power system has a propulsion propeller, which is arranged at the rear end of the UAV; the traction propeller which is arranged at the front end of the UAV; either the traction propeller or the propulsion propeller is the main propeller while the other is the backup one; when the UAV is in the level flight stage, at least one of the traction propeller and the propulsion propeller is in the working state; and the driving component which is used to drive the propulsion propeller and the traction propeller. The UAV power system provided by the disclosure is provided with a traction propeller and a propulsion propeller, respectively, to improve the failure redundancy and reduce the safety deficiency of the probability of common mode failure (CMF).