Amazon Technologies, Inc.

Benjamin Novak

Joshua John Watson

Scott Raymond Harris

Barry James O'Brien

Sarah Graber

Louis LeRoi LeGrand, Iii

Scott Michael Wilcox

Scott Patrick Boyd

Jason Leonard Peacock

Herbert Mehnert

David Moro-Ludena

Benjamin Israel Caro

Systems and methods to actively control vibrations affecting an aerial vehicle are described. Vibrations affecting a location of interest on an aerial vehicle may be measured, and phases of one or more propellers of the aerial vehicle may be determined. Based on the measured vibrations and determined phases of propellers, adjustments to the phases of the propellers may be determined to modify the vibrations affecting the location of interest. In this manner, vibrations at a location of interest on an aerial vehicle may be reduced, minimized, increased, induced, or otherwise modified as desired.

Active vibration control for aerial vehicles

Temperature management systems for aerial vehicles may include heat pipes that are thermally connected to components that generate heat. The heat pipes may be routed through or adjacent to a propeller or propulsion airflow, or within or across a vehicle airflow, to dissipate heat from the components. A heat pipe may be selected from a plurality of heat pipes based on measured temperatures of components that generate heat, operational characteristics of the aerial vehicle and/or one or more propellers, and/or measured temperatures of other components that may be heated. Additional temperature management systems may include cool air ducts and cool air pipes that may be routed from a propeller or propulsion airflow, or a vehicle airflow, to components that generate heat or other components that may be cooled.

Temperature management systems for aerial vehicles

Described are systems, methods, and apparatus for detecting objects within a distance of an aerial vehicle, and developing a three-dimensional model or representation of those objects. Rather than attempting to use stereo imagery to determine distances and/or depth of objects, the described implementations utilize range-gating, or time-gating, and the known position of the aerial vehicle to develop a three-dimensional representation of objects. For example, when the aerial vehicle is at a first position it may use range-gating to detect an object at a defined distance from the vehicle. The aerial vehicle may then alter its position and use range-gating to detect an object that is the defined distance from the vehicle at the new position. This may be done at several different positions and the resulting information and aerial vehicle position information combined to form a three-dimensional representation of those objects.

Three-dimensional representations of objects detected by an unmanned aerial vehicle

Moments of inertia for an object, such as an aerial vehicle, may be determined by suspending the object from at least two filars, or cables, that are aligned in parallel and of equal length. After imparting a rotation upon the object about a vertical axis, data regarding oscillations of the object may be captured using an inertial measurement unit associated with the object. The captured data may be used to calculate a moment of inertia about the vertical axis, and to determine a vector corresponding to the vertical axis. After suspending the object, imparting rotations to the object and capturing data with the object in a number of orientations, a moment of inertia tensor may be calculated about the object's principal axes based on the moments of inertia about vertical axes in such orientations and the vectors.

Calculating moment of inertia tensors of aerial vehicles

Systems, apparatuses, and methods provide simulations to vehicles, such as unmanned aerial vehicles (UAVs) equipped with stereoscopic cameras. The system can include a plurality of screens set at predetermined angles to provide proper parallax to the stereoscopic cameras. The system can also include a test computer to update the screens based on the actions and travel time of the UAV. The test computer can also monitor the load on the computing systems of the UAV due to the camera and other inputs. The system can enable the testing and configuration of cameras and sensors without requiring actual flight. The test computer can provide navigational information to the UAV, receive actions taken by the UAV, update the screens based on these actions and the travel speed and direction of the UAV, and monitor the effects of the cameras and other sensors on the internal components of the UAV during use.

Stereoscopic flight simulator with data acquisition

Described are systems, methods, and apparatus for detecting objects within a distance of an aerial vehicle, such as an unmanned aerial vehicle ('UAV'), and developing a three-dimensional model or representation of those objects. Rather than attempting to use stereo imagery to determine distances and/or depth of objects, the described implementations utilize range-gating, also known as time-gating, and the known position of the aerial vehicle to develop a three-dimensional representation of objects. For example, when the aerial vehicle is at a first position it may use range-gating to detect an object at a defined distance from the vehicle. The aerial vehicle may then alter its position again and use range-gating to detect an object that is the defined distance from the vehicle at the new position. This may be done at several different positions and the resulting information and aerial vehicle position information combined to form a three-dimensional representation of those objects.

This disclosure describes systems, methods, and apparatus for automating the verification of aerial vehicle sensors as part of a pre-flight, flight departure, in-transit flight, and/or delivery destination calibration verification process. At different stages, aerial vehicle sensors may obtain sensor measurements about objects within an environment, the obtained measurements may be processed to determine information about the object, as presented in the measurements, and the processed information may be compared with the actual information about the object to determine a variation or difference between the information. If the variation is within a tolerance range, the sensor may be auto adjusted and operation of the aerial vehicle may continue. If the variation exceeds a correction range, flight of the aerial vehicle may be aborted and the aerial vehicle routed for a full sensor calibration.

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Seattle, WA, United States of America

Benjamin Novak