Archer Aviation

Aspects of the present disclosure generally relate to systems and methods for flight control of aircrafts driven by electric propulsion systems and in other types of vehicles. In some embodiments, a signal-processing multi-processor system for an aircraft is disclosed, comprising: a plurality of processors comprising a plurality of source processors, wherein each processor is configured to perform operations comprising: receiving, from a source processor, a first copy of an input signal corresponding to an input device; sending a second copy of the input signal to all other processors of the plurality excluding the source processor; receiving a number of second copies of the input signal from all other processors of the plurality excluding the source processor; determining a consensus signal based on the first copy and the second copies of the input signal; and determining a command signal for an effector of the aircraft based on the consensus signal.

Aspects of the present disclosure generally relate to systems and methods for flight control of aircrafts driven by electric propulsion systems and in other types of vehicles. In some embodiments, a signal-processing multi-processor system for an aircraft is disclosed, comprising: a plurality of processors comprising a plurality of source processors, wherein each processor is configured to perform operations comprising: receiving, from a source processor, a first copy of an input signal corresponding to an input device; sending a second copy of the input signal to all other processors of the plurality excluding the source processor; receiving a number of second copies of the input signal from all other processors of the plurality excluding the source processor; determining a consensus signal based on the first copy and the second copies of the input signal; and determining a command signal for an effector of the aircraft based on the consensus signal.

Landing gear (10) for an aircraft (100), comprising a wheel (20) or a skid, a shock absorber (30) with an absorber connection (32) to connect to a fuselage (110) of the aircraft (100) and at least one attachment lever (40) with a lever connection (42) to connect to the fuselage (110) of the aircraft (100) spaced apart from the absorber connection (32), the wheel (20) or skid being attached to the attachment lever (40) spaced apart from the lever connection (42), wherein the shock absorber (30) is connected to the wheel (20) or skid directly or indirectly via a wheel or skid connection (34) to provide a load path (LP) for vertical load from the wheel (20) or skid to the absorber connection (32), and wherein the shock absorber (30) comprises a fuse pin (36) at the absorber connection (32) and/or the wheel or skid connection (34) having a predetermined breaking load to break and release the connection at the absorber connection (32) and/or the wheel or skid connection (34), and wherein the attachment lever (40) comprises a rotary bearing (41) providing a folding movement for the wheel (20) or skid from an extended landing position (ELP) into a crash position (CP) when the fuse pin (36) breaks.

Embodiments of the present disclosure provide systems and methods for averting, shedding, or otherwise managing ice accretions that may develop during flight of an aircraft. Example systems and methods selectively modulate propeller parameters in a way that does not disrupt a flight trajectory; direct oil from a lubrication and cooling path to targeted sections of ice-prone surfaces to manage ice accretion in a way that does not unduly increase the total volume of oil, require larger pumps, or complicate the system; or generate heat at targeted areas of a propeller assembly by electric heating systems that utilize propeller motion.

The present disclosure relates generally to control of systems with modular devices. In one embodiment, a device is disclosed, comprising: a plurality of electrical contacts; and at least one processor, wherein the plurality of electrical contacts are configured to be coupled to one of: a first voltage source or a second voltage source, wherein the at least one processor is configured to determine an identification (ID) value for the device by determining voltage values based on a coupling configuration of the plurality of electrical contacts.

The present invention relates to a multi-layer assembly, comprising at least one erosion barrier layer, at least one thermal insulation, at least one composite structure layer, and at least one gas barrier layer.

The present invention relates to a propulsion unit (10) for an aircraft, the propulsion unit comprising: a pair of engines (100a, 100b), each engine having a bladed disk driven by a motor; and a containment ring (20) located downstream of an air intake of the engines, wherein the containment ring (20) comprises a main body having at least two openings (203a, 203b) to provide air flow paths to the pair of engines, and wherein the main body comprises an outer part (200) circumferential to the at least two openings to protect components adjacent to the propulsion unit against damage in a case of blade failure, the main body further comprising a separating part (202) with a reduced mechanical stability compared to the outer part to separate the openings from each other. The present invention also relates to an aircraft, preferably a vertical take-off and landing aircraft, comprising the propulsion unit (10).

The present invention relates to an electrical propulsion aircraft (100), comprising a fuselage (102) for hosting payload with a tail section (104), a center section (106) and a nose section (108), a pair of wings (100) attached to the fuselage (102) for providing lift to the aircraft (100), an empennage (112) attached on the tail section (104) of the fuselage (102) for providing stability during flight of the aircraft (100), an electric propulsion system for providing thrust to the aircraft, comprising a plurality of battery modules (114) for storing electrical energy, a plurality of propulsion units (118, 118a) attached to the empennage (112) or the tail section (104) of the fuselage (102), wherein each propulsion unit (118, 118a) comprises an electric motor for driving a propulsor. According to the invention, the empennage (112) comprises a horizontal (112a) stabilizer provided with at least one of the propulsion units (118) on each of its sides with respect to a longitudinal centerline (C) of the aircraft (100) for providing thrust and directional control of the aircraft (100).

The present invention relates to an acoustic liner (100) of a propulsion unit (500) of a vertical take-off and landing aircraft (600), which is operable between a hover position (HP) and a cruise position (CP). The acoustic liner (100) comprises a face-layer (110) with openings (111), a core-structure (120), which is coupled to an inner surface (113) of the face-layer (110) and comprises cells (121) with cell walls (122) surrounding cell cavities that are in fluid communication with the openings (111) to function as acoustic resonators. The acoustic liner (100) further comprises a base-layer (130) that covers the core-structure (120) on a side opposite to the face-layer (110). The core-structure (120) comprises also a plurality of drainage slots (140, 141, 142) that cut through the cell walls (122) of adjoining cells (121) for forming a network of interconnected fluid communication paths between the respectively slotted cells (121). The plurality of drainage slots (140, 141, 142) comprises a group of hover slots (141) and a group of cruise slots (142), which extend along slot directions (1410, 1420) that are different to each other. The acoustic liner (100) also comprises at least one drainage opening (131) that is in fluid communication with at least one of the slotted cells (121) for draining fluid entering the cell cavities via the openings (111) through the drainage slots (140, 141, 142). The present invention also relates to a propulsion unit (500) and an aircraft (600)

Welding preparation device (1) for preparing at least two battery cell tabs (P1, P2) for welding comprising: a clamping mechanism (2) comprising: a support part (3); and a clamping part (4) for clamping the at least two battery cell tabs (P1, P2) at a clamping force exertion portion (41) thereof together with the support part (3) therebetween within a clamping region (CR) by a clamping force along a clamping force direction. In order to improve welding quality, the clamping mechanism (2) has an access portion (7) which, in a clamped state, allows access to the clamping region (CR) in order to provide a weld seam to the battery cell tabs (P1, P2).