Kitty Hawk Corporation

Google Inc.

X Development LLC

Other

Makani Technologies LLC

Damon Vander Lind

Pranay Sinha

Gregory Mainland Horn

Cameron Robertson

Todd Reichert

Brian Hachtmann

Sebastian Thrun

Amy Qian

Craig Western

Elias Wolfgang Patten

Joseph Roop

Kenneth Jensen

Erik Christopher Chubb

Thomas Van Alsenoy

Peter A Swan

Timothy Mattson

Eric Miller

Richard Wayne Devaul

Campbell McLaren

Corwin Hardham

Geoff Dolan

Steffen Kuentzel

Leo Francis Casey

Bryan Christopher GilroySmith

George Homsy

Kurt Hallamasek

Kenny Jensen

Rob Nelson

Jacob Riddley Felser

James Thomas Yaru

Rebecca Mei-ling Li

Gregor Cadman

Eric Chin

Andrew David Goessling

Maaike Louise Evers

Michael Arthur Simonian

George James Hansel

Peter Kinne

Gabe Murphy

A first power source includes a high discharge rate battery and a second power source includes a high energy battery. An electronically activated switch switches between the first power source and the second power source in response to a control signal from a power controller. If the electronically activated switch fails, it fails with one of the first power source and the second power source in an open circuit position and with the other one of the first power source and the second power source in a closed circuit position. The power controller generates the control signal, including by: during a vertical landing associated with a vertical takeoff and landing (VTOL) vehicle, generating the control signal to switch from the high energy battery to the high discharge rate battery independent of a measured current.

Hybrid power systems for different modes of flight

An aircraft that includes a canard having a leading edge and a trailing edge, a forward swept and fixed wing having a trailing edge, and a plurality of tilt rotor submodules. The plurality of tilt rotor submodules includes a first tilt rotor submodule where the leading edge of the canard contacts the first tilt rotor submodule at position that is within a range of 40% to 60%, inclusive, of the length of the first tilt rotor submodule where 0% corresponds to a forward tip of the first tilt rotor submodule and 100% corresponds to an aft tip of the first tilt rotor submodule. The trailing edge of the canard contacts the first tilt rotor submodule at position that is within a range of 55% to 80%, inclusive, of the length of the first tilt rotor submodule. The plurality of tilt rotor submodules also includes a second tilt rotor submodule that is coupled to the trailing edge of the forward swept and fixed wing.

Fixed wing aircraft with trailing rotors and T-tail

Sensor data is received from a sensor where the sensor data includes aircraft state information including an aircraft pitch angle and recovery device state information including which parachute canopies are operational and one or more properties associated with the operational parachute canopies. The parachute canopies are coupled aft of a center of mass. It is determined, based at least in part on the aircraft pitch angle, whether to generate a control signal associated with maneuvering the aircraft into a nose-up position. A recovery action is performed, including by selecting a parachute canopy to be deployed, from the operational parachute canopies and based at least in part on the one or more properties, and deploying the selected parachute canopy, where a load on the selected parachute canopy is reduced in the event the aircraft is in the nose-up position compared to the aircraft being in a nose-down position.

Automated aircraft recovery system

A vehicle includes a tilt rotor that is aft of a fixed wing and that is attached to the fixed wing via a pylon. A flight computer configured to instruct the tilt rotor to produce a maximum downward angle including by updating an actuator authority database associated with the flight computer to reflect the maximum downward angle, and generating a rotor control signal for the tilt rotor using the updated actuator authority database that reflects the maximum downward angle, wherein the maximum downward angle is adjustable.

Short takeoff and landing vehicle with forward swept wings

A geometry-based flight control system is disclosed. In various embodiments, a set of inceptor inputs associated with a requested set of forces and moments to be applied to the aircraft is received. An optimal mix of actuators and associated actuator parameters to achieve to an extent practical the requested forces and moments is computed, including by taking into consideration dynamically varying effectiveness of one or more actuators based on a current dynamic state of the aircraft. An output comprising for each actuator in the optimal mix a corresponding set of one or more control signals associated with the set of actuator parameters computed for that actuator is provided.

Geometry-based flight control system

During a cruise mode, a cruise-only propeller provides thrust using power from a first power source. During a hovering mode and a transitional mode, the propeller provides no thrust. The first power source includes an internal combustion engine; a second power source includes a high discharge rate battery and a high energy battery. The propeller is electrically connected to the first power source and is electrically disconnected from the second power source. During the hovering mode and the transitional mode, a hover-and-transition-only tiltrotor provides thrust using power from the second power source. During a vertical landing, the tiltrotor switches power sources from the high energy battery to the high discharge rate battery, independent of current draw. The tiltrotor is electrically disconnected from the first power source and is electrically connected to the second power source. During the cruise mode, the tiltrotor provides no thrust.

A system includes a first battery in a vehicle. The vehicle is capable of being coupled at least temporarily with a second, removable battery and is powered by at least one of the first or the second battery. The system also includes a controller in the vehicle which is configured to estimate an amount of travel-related charge based at least in part on a pickup and drop off location. It is decided whether to charge the first battery using the second battery based at least in part on the amount of travel-related charge and a measured amount of stored charge in the second battery. If it is decided to do so, the first battery is charged using the second battery.

Charge related processing for a personal transportation system with removable battery

Sensor data that includes or more of the following: (1) aircraft state information associated with an aircraft or (2) parachute canopy state information associated with a parachute canopy is received. The parachute canopy is coupled to the aircraft at a point aft of a center of mass of the aircraft. It is determined, based at least in part on the sensor data, whether to generate a control signal associated with maneuvering the aircraft into a nose-up position. A recovery action is performed, including by deploying the parachute canopy; wherein a load on the parachute canopy is reduced in the event the aircraft is in the nose-up position compared to the aircraft being in a nose-down position.

A multi-modal aircraft recovery system is disclosed. In various embodiments, the system includes a first aircraft recovery parachute having a first set of physical attributes optimized for a first set of conditions and a second aircraft recovery parachute having a second set of physical attributes optimized for a second set of conditions different from the first.

Multimodal aircraft recovery system

A system for adjusting a load on a tethered aircraft is disclosed. The aircraft is tethered to a payload. The system determines a new position for the tethered aircraft in the event that due to environmental effects, e.g., the aircraft is flying upwind or downwind, the load experienced by the tethered aircraft is not optimal.

Adjusting load on tethered aircraft

A system includes a higher unmanned multicopter, a lower unmanned multicopter, and a flexible connector. The flexible connector connects the higher unmanned multicopter and the lower unmanned multicopter. The VTM system is configured to carry a payload, including by having the higher unmanned multicopter fly above the lower unmanned multicopter with the flexible connector taut such that both the higher unmanned multicopter and the lower unmanned multicopter contribute to carrying the payload.

Vertically-tethered multicopters

A hybrid power system includes a first power source that includes an internal combustion engine, a second power source that includes a battery, and a power controller. The hybrid power system is included in a vertical takeoff and landing (VTOL) vehicle that flies in a transitional mode between a hovering mode and a forward flight mode. The power controller selects one or more of the first power source and the second power source to power a rotor included in the VTOL vehicle, including by: during a landing, the power controller determines when to have the second power source provide power to the rotor, in order to supplement power provided to the rotor by the first power source, based at least in part on one or more flight state variables associated with a flight computer.

A propeller includes a blade free to rotate. A first stop is positioned to mechanically engage one or both of a first portion of the blade and a first structure coupled to the blade when the blade is in a first position at a first end of the rotational range of motion. A second stop is positioned to mechanically engage one or both of a second portion of the blade and a second structure coupled to the blade when the blade is in a second position at a second end of the defined rotational range. The blade rotates to the first position against the first stop when the propeller is rotated in a first direction and to the second position against the second stop when the propeller is rotated in a second direction.

Bistable pitch propeller system with bidirectional propeller rotation

A tiltrotor has a range of motion between a forward flight position and a hovering position, where a pylon and the tiltrotor are coupled via a telescoping actuator, a rigid bottom bar, and a fixed hinge that is attached between the rigid bottom bar and the tiltrotor. The tiltrotor moves from the forward flight position to the hovering position includes extending the telescoping actuator so that the tilt rotor rotates about the fixed hinge.

Growing community of inventors

Alameda, CA, United States of America

Damon Vander Lind