WO2025166315A1

WO2025166315A1 - Passive inceptors

Info

Publication number: WO2025166315A1
Application number: PCT/US2025/014227
Authority: WO
Inventors: Jeffrey Wayne EPP; Imad SALHA; Frank Leong
Original assignee: Supernal LLC
Current assignee: Supernal LLC
Priority date: 2024-02-02
Filing date: 2025-01-31
Publication date: 2025-08-07
Anticipated expiration: 2026-08-02

Abstract

An apparatus includes a passive inceptor. The passive inceptor includes one or more electronic components configured to transform physical user input into digital signals. Each electronic component in the passive inceptor has a first component type, and functional performance of the first component type is capable of assurance using deterministic tests. The passive inceptor also includes a digital interface configured to receive the digital signals from the one or more electronic components. The apparatus also includes a vehicle control system coupled to the digital interface. The digital interface is configured to provide the digital signals to the vehicle control system.

Description

Passive Inceptors

CROSS-REFERENCE TO RELATED APPLICATION

[0001] The present application claims priority to U.S. Provisional Patent Application No. 63/549,250, filed February 2, 2024, the entire contents of which are hereby incorporated by reference as if fully set forth in this description.

BACKGROUND

[0002] An aircraft may utilize active inceptors for pilot controls. In particular, a pilot may use one or more active inceptors to control movement of the aircraft, and the active inceptors may also provide static and dynamic tactile force feedback to the pilot. Active inceptors typically integrate complex electronic hardware into its design. As used herein, “complex electronic hardware” includes electronic hardware that cannot have functional performance ensured by tests and analysis alone. Complex electronic hardware is expensive and may have a relatively high degree of processing complexity'. For example, complex electronic hardware usually includes processors that execute software to perform different functions, field programmable gate arrays (FPGAs), and complex programmable logic devices (CPLDs).

[0003] In some applications, it may be desirable to control the movement of an aircraft, such as an electric vertical take-off and landing (eVTOL), without using an active inceptor, to avoid some of the drawbacks of using complex electronic hardware or processors with software.

SUMMARY

[0004] The present disclosure describes passive inceptors for an aircraft, such as an eVOTL aircraft. The passive inceptors may be digital and may include simple electronic components. As used herein, “simple electronic components'’ are different than complex electronic hardware. In some embodiments, simple electronic components include electronic components (or items) that are configured to have functional performance assured using deterministic tests. For example, in some embodiments, a passive inceptor may include position sensors using variable differential transformers, and the functional performance of the variable differential transformers may be assured using deterministic tests.

[0005] The variable differential transformers may receive a physical user input from a pilot and generate alternating current signals indicative of the physical user input. The physical user input may correspond to movement commands for piloting the aircraft. Analog signals may be generated based on the alternating current signals, and analog-to-digital converters may convert the analog signals into digital signals. A digital interface of the passive inceptor may provide the digital signal to a control system, such as a fly-by-wire system.

[0006] Beneficially, by integrating the variable differential transformers, the analog-to-digital converters, and the digital interface into a passive inceptor, the techniques described herein utilize simple electronic components, which may reduce processing complexity associated with piloting an aircraft.

[0007] In a first example implementation, the present disclosure describes an apparatus. The apparatus includes a passive inceptor. The passive inceptor includes one or more electronic components configured to transform physical user input into digital signals. Each electronic component in the passive inceptor has a first component type, and functional performance of the first component type is capable of assurance using deterministic tests. The passive inceptor also includes a digital interface configured to receive the digital signals from the one or more electronic components. The apparatus also includes a vehicle control system coupled to the digital interface. The digital interface is configured to provide the digital signals to the vehicle control system.

[0008] In a second example implementation, the present disclosure describes a method. The method includes detecting physical user input using one or more variable differential transformers in a passive inceptor. The method also includes transforming, using one or more electronic components of the passive inceptor, the detected physical user input into digital signals. The one or more variable differential transformers are included in the one or more electronic components. Each electronic component in the passive inceptor has a first component type, and functional performance of the first component type is capable of assurance using deterministic tests. The method also include providing, via a digital interface of the passive inceptor, the digital signals to a control system.

[0009] In a third example implementation, the present disclosure describes a passive inceptor. The passive inceptor includes one or more electronic components configured to transform physical user input into digital signals. Each electronic component in the passive inceptor has a first component type, and functional performance of the first component type is capable of assurance using deterministic tests. The passive inceptor also includes a digital interface configured to provide the digital signals to a control system.

[0010] The foregoing summary is illustrative only and is not intended to be in any way limiting. In addition to the illustrative aspects, implementations, and features described above, further aspects, implementations, and features will become apparent by reference to the figures and the following detailed description. BRIEF DESCRIPTION OF THE FIGURES

[0011] Figure 1 is a diagram of a system that includes a passive inceptor, in accordance with exemplary embodiments of the present invention.

[0012] Figure 2 is a diagram of a passive inceptor, in accordance with exemplary embodiments of the present invention.

[0013] Figure 3 is a diagram of a system that includes multiple passive inceptors operable to provide commands to different flight control computers, in accordance with exemplary embodiments of the present invention.

[0014] Figure 4 is a diagram of another system that includes a passive inceptor, in accordance wi th exemplary embodiments of the present invention.

[0015] Figure 5 is a flowchart of a method, in accordance with exemplary' embodiments of the present invention.

DETAILED DESCRIPTION

[0016] Disclosed herein are systems and methods to reduce processing complexity associated with piloting an aircraft and other devices that use inceptors. In some embodiments, the systems and methods described herein are implemented in an eVTOL aircraft. In other embodiments, the systems and methods described herein may be implemented in any device that uses inceptors.

[0017] In particular, a passive inceptor is disclosed herein that utilizes simple electronic hardware and a digital interface to provide commands to a vehicle control system of the aircraft. The passive inceptor may include a control stick that is movable by a pilot of the aircraft. When the pilot moves the control stick (e.g., provides a physical user input), the longitudinal position of the control stick may be displaced, the lateral position of the control stick may be displaced, and the twist of the control stick may be displaced. The control stick may be displaced along a singular axis, along two axes, or along three axes. In some embodiments, the passive inceptor includes a first sensor (e.g., a longitudinal displacement sensor) to determine the longitudinal displacement of the control stick, a second sensor (e.g., a lateral displacement sensor) to determine the lateral displacement of the control stick, and a third sensor (e.g., a twist measurement sensor) to determine the amount of twist of the control stick. Each sensor may generate corresponding signals (e.g., alternating current signals) indicative of the respective displacement. The signals may be processed and converted into digital signals that are indicative of the respective displacement. The passive inceptor may use digital busses and interfaces to provide the digital signals to the vehicle control system. In some embodiments, the vehicle control system is a fly-by-wire system. Further, in some embodiments, a position sensor may be a hall effect sensor.

[0018] Compared to an active inceptor that utilizes complex electronic hardware and multiple wires to communicate with fly-by-wire systems, the passive inceptor described herein is a compact, lightweight, alternative for controlling an aircraft. In particular, configurations for the passive inceptors described herein may reduce wire weight and may simplify the interface with the vehicle control systems by using digital interfaces. Additionally, by using simple electronic hardware inside the passive inceptor (as opposed to complex electronic hardware) and utilizing data buses to communicate with the vehicle control systems, development time and costs may be reduced.

[0019] Thus, according to the techniques described herein, a passive inceptor may be used to control the movement of an aircraft. In some examples, an associated control stick of a passive inceptor passes analog electrical signals from built-in position sensors to a fly-by -wire system, and tactile feel or resistance is generated by dampers and springs. As described herein, if electronics are added to a passive inceptor, a digital interface may be used in conjunction with the fly-by-wire system, which may reduce the size and weight of a connecting cable harness.

[0020] Particular implementations and embodiments are described herein with reference to the drawings. In the description, common features may be designated by common reference numbers throughout the drawings. In some drawings, multiple instances of a particular type of feature are used. Although these features are physically and/or logically distinct, the same reference number is used for each, and the different instances are distinguished by addition of a letter to the reference number.

[0021] When the features as a group or a type are referred to herein (e.g., when no particular one of the features is being referenced), the reference number is used w ithout a distinguishing letter. However, when one particular feature of multiple features of the same type is referred to herein, the reference number is used with the distinguishing letter. For example, referring to Figure 1, variable differential transformers are illustrated and associated with reference number 120. When referring to a particular one of the variable differential transformers, such as the variable differential transformer 120A, the distinguishing letter ”A" is used. However, when referring to any arbitrary one of the variable differential transformers or to the variable differential transformers as a group, the reference number 120 may be used without a distinguishing letter.

[0022] Figure 1 is a diagram of a system 100 that includes a passive inceptor, in accordance with exemplar^' embodiments of the present invention. In some embodiments, the system 100 includes a passive inceptor 110 and a vehicle control system 150.

[0023] The passive inceptor 110 and the vehicle control system 150 may be usable to control an aircraft. In some embodiments, the passive inceptor 110 receives physical user input 102 from a user (e.g., a pilot) and transforms the physical user input 102 into digitals signals 190 that are representative of the physical user input 102. The digital signals 190 may be provided to the vehicle control system 150 to control the aircraft based on the physical user input 102. As described in greater detail below in some embodiments, the passive inceptor 110 is comprised of simple electronic components (e.g., electronic components where functional performance is capable of assurance using deterministic tests). Further, in some embodiments, the simple electronic components included in the passive inceptor 110 are simple electronic hardware according to the Radio Technical Commission for Aeronautics (RTCA) DO-254 standard.

[0024] In some embodiments, the physical user input 102 corresponds to motion or force inputs from a user or pilot of the aircraft. For example, the passive inceptor 110 may take the form of a control stick that is used to maneuver the aircraft. The pilot of the aircraft may apply different forces to the passive inceptor 110. and in response to the forces, the passive inceptor 110 may generate digital signals 190 that instruct the aircraft to move in different directions. For example, if the physical user input 102 is a "pull" force applied to the passive inceptor 110, the digital signals 190 may instruct the aircraft to elevate. As another example, if the physical user input 102 is a "push" force applied to the passive inceptor 110, the digital signals 190 may instruct the aircraft to descend. Additionally, or in the alternative, the physical user input 102 may include a directional force applied to the passive inceptor 110 such that the digital signals 190 instruct the aircraft to move in a corresponding direction.

[0025] In some embodiments, the passive inceptor 110 includes a variable differential transformer 120 A, a variable differential transformer 120B, and a variable differential transformer 120C. Although three (3) variable differential transformers 120 are illustrated in Figure 1, in other embodiments, the passive inceptor 110 may include additional or fewer variable differential transformers. Each variable differential transformer 120 may be configured to receive the physical user input 102 from a user (e.g., a pilot of the eVTOL aircraft). For example, in some embodiments, the variable differential transformer 120A is coupled to receive the physical user input 102. the variable differential transformer 120B is coupled to receive the physical user input 102, and the variable differential transformer 120C is coupled to receive the physical user input 102. The variable differential transformers 120A- 120C may be configured to determine a particular type of displacement based on the received physical user input 102.

[0026] In some embodiments, the variable differential transformers 120 are configured to determine or measure an angular displacement based on the received physical user input 102. One or more of the variable differential transformers 120 may include one or more rotary variable differential transformers 122. For example, in some embodiments, the variable differential transform 120A includes a rotary variable differential transformer 122A, the variable differential transformer 120B includes a rotary variable differential transformer 122B, and the variable differential transformer 120C includes a rotary variable differential transformer 122C. Each rotary variable differential transformer 122A-122C may include a rotor which can be turned by an external force, such as the physical user input 102. The rotary variable differential transformers 122A-122C may act as an electromechanical transducer that outputs alternating current signals 162A-162C indicative of the physical user input 102 (e.g., outputs alternating voltage signals proportional to the angular displacement of the rotor).

[0027] Each rotary variable differential transformer 122 may generate an alternating current signal 162 indicative of a different type of displacement. For example, in some embodiments, the rotary variable differential transformer 122A includes a pitch sensor 124Athatis configured to output an alternating current signal 162A indicative of a sensed pitch displacement in response to the physical user input 102. The rotary variable differential transformer 122B may include a roll sensor 124B that is configured to output an alternating current signal 162B indicative of a sensed roll displacement in response to the physical user input 102. The rotary variable differential transformer 122C may include a yaw sensor 124C that is configured to output an alternating current signal 162C indicative of a sensed yaw displacement in response to the physical user input 102.

[0028] Although rotary variable differential transformers 122A-122C are described in connection with Figure 4, in some embodiments, the variable differential transformers 120A- 120C may include linear variable differential transformers. In these embodiments, the alternating current signals 162A-162C output by the variable differential transformers 120A- 120C may be based on the displacement of linear variable differential transformers.

[0029] In some embodiments, the passive inceptor 110 also includes a signal conditioner, translator, and multiplexer 130. The alternating current signals 162A, 162B. 162C indicative of the pitch, roll, and yaw displacement of the aircraft, respectively, may be provided to the signal conditioner, translator, and multiplexer 130.

[0030] The signal condition, translator, and multiplexer 130 may be configured to generate analog signals 164 based on the alternating current signals 162A, 162B, 162C. For example, in some embodiments, the signal conditioner, translator, and multiplexer 130 performs conditioning and translation operations on the alternating current signals 162 A, 1 2B, 162C to convert the alternating current signals 162A, 162B, 162C into corresponding analog signals. Optionally, the signal conditioner, translator, and multiplexer 130 may perform a multiplexing operation on the corresponding analog signals to generate the analog signals 164. Thus, the analog signals 164 may correspond to three distinct analog signals that are representative of the three alternating current signals 162A, 162B, 162C, or the analog signals 164 may correspond to a single aggregate analog signal that is representative of a multiplexed version of the three alternating current signals 162A, 162B, 162C.

[0031] In some embodiments, the passive inceptor 110 also includes an analog-to-digital converter 134. The analog signals 164 may be provided to the analog-to-digital converter 134. The analog-to-digital converter 134 may be configured to convert the analog signals 164 into the digital signals 190. A digital interface 140 may provide the digital signals 190 to the vehicle control system 150.

[0032] Each electronic component of the passive inceptor 110 (e.g., the variable differential transformers 120, the signal conditioner, translator, and multiplexer 130, the analog-to-digital converter 134, the digital interface 140, and the data busses) has a first component type. The first component type may include simple electronic hardware according to the RTCA DO-254 standard. In some embodiments, an electronic hardware component is classified as simple electronic hardware according to the RTCA DO-254 standard if a comprehensive combination of deterministic tests and analyses appropriate to the design assurance level can ensure correct functional performance under all foreseeable operating conditions with no anomalous behaviour. Thus, the first component type of the components of the passive inceptor 110 may be different than a second component type where functional performance is not capable of assurance using deterministic tests. The second component type may include complex electronic hardware according to the RTCA DO-254 standard. In some embodiments, an electrical hardware component is classified as complex electronic hardware according to RTCA DO-254 if the component cannot have correct functional performance ensured by tests and analyses alone (e.g., assurance must be accomplished by additional means).

[0033] In some embodiments, the vehicle control system 150 is configured to receive the digital signals 190 and control the aircraft based on the digital signals 190. As an example, the vehicle control system 150 is a fly-by-wire system that determines how to move actuators of an eVTOL aircraft based on the digital signals 190 (indicative of the physical user input 102). For example, the vehicle control system 150 may initiate movement of the actuators of the eVTOL aircraft to maneuver the eVTOL aircraft based on the physical user input 102 of the pilot.

[0034] In some embodiments, one or more components of the vehicle control system 150 may be implemented using dedicated hardware. For example, one or more components of the vehicle control system 150 may be implemented using one or more application-specific integrated circuits (ASICs) or one or more field programmable gate array (FPGA) devices. In some embodiments, one or more components of the vehicle control system 150 may be implemented using software. For example, operations associated with one or more components of the vehicle control system 150 may be implemented by the vehicle control system 150 executing instructions stored in memory of a computing device. The computing device may include a processor and data storage.

[0035] In some embodiments, the eVTOL aircraft described herein may use electric power to hover, take-off, and/or land vertically. The eVTOL aircraft may include components that facilitate movement, including one or more gearboxes that each drive one or more propellers and/or one or more propeller motors. The eVTOL aircraft may also include multiple lift rotors that facilitate vertical take-off and landing of the eVTOL aircraft. Each lift motor may be driven by a gearbox, which in turn may be driven by an electric motor. Further, the eVTOL aircraft may have one or more batery modules and one or more energy' management systems (EMSs) that are in communication with the batery' modules and that are configured as electronic regulators to monitor and control the charging and discharging of the batery modules.

[0036] Although example electronic components and arrangement of the electronic components is described above in connection with Figure 1, in other embodiments, the passive inceptor 110 may include additional or fewer electronic components. Furthermore, the arrangement of the electronic components in the passive inceptor 110 can differ from the embodiments described above in connection with Figure 1. However, regardless of the specific electronic components and their arrangement in the passive inceptor 110, each electronic component of the passive inceptor 110 is a simple electronic component as described herein. Thus, the passive inceptor 110 might not utilize processors or software.

[0037] Figure 2 is a diagram of the passive inceptor 110, in accordance with exemplary embodiments of the present invention. In some embodiments, the passive inceptor 110 includes the variable differential transformer 120A, the variable differential transformer 120B, the variable differential transformer 120C, the signal conditioner, translator, and multiplexer 130, the analog-to-digital converter 134, and the digital interface 140.

[0038] Further, in some embodiments, the passive inceptor 110 includes a control stick 200. A pilot of an aircraft may move the control stick 200 in different directions. The movement of the control stick 200 corresponds to the physical user input 102. The control stick 200 may be displaced along a singular axis, along two axes, or along three axes. The position sensing in each axis can have any number of channels (e.g., sensors). Based on the movement (e.g., the change in position of the control stick 200 from a default position), the variable differential transformers 120A, 120B. 120C generate the alternating current signals 162A, 162B, 162C, respectively, as described with respect to Figure 1. [0039] Figure 3 is a diagram of a system 300 that includes multiple passive inceptors operable to provide commands to different flight control computers, in accordance with exemplary embodiments of the present invention.

[0040] In some embodiments, the system 300 includes a left-hand passive inceptor 1 10A, a right-hand passive inceptor HOB, a flight control computer 350A, a flight control computer 350B, and a flight control computer 350C. Further, in some embodiments, the flight control computers 350A-350C may correspond to, or are integrated within, the vehicle control system 150. For example, as described below, the flight control computers 350A-350C may be configured to receive digital signals, such as the digital signals 190. from the passive inceptors 110A, HOB.

[0041] In some embodiments, the left-hand passive inceptor 110A and the right-hand passive inceptor HOB have similar configurations as the passive inceptor 110 of Figures 1-2. However, in other embodiments, at least one of the left-hand passive inceptor 110A or the right-hand passive inceptor 110B have a different configuration than the passive inceptor 110 of Figures 1-2. However, regardless of the exact configurations of the passive inceptors 110A, 11 OB, the electronic components of both of the passive inceptors 110A, 11 OB have the first component type described herein. That is, functional performance of the electronic components in both of the passive inceptors 110A, 11 OB is capable of assurance using deterministic tests.

[0042] In some embodiments, the left-hand passive inceptor 110A is coupled to provide digital signals indicative of physical user input, such as the physical user input 102, to the flight control computers 350 via digital busses 302. To illustrate, the left-hand passive inceptor 110A may provide digital signals to the flight control computer 350A via the digital bus 302A. may provide digital signals to the flight control computer 350B via the digital bus 302B. and may provide digital signals to the flight control computer 350C via the digital bus 302C. Similarly, in some embodiments, the right-hand passive inceptor HOB is coupled to provide digital signals indicative of physical user input to the flight control computers 350 via the digital busses 302. To illustrate, the right-hand passive inceptor HOB may provide digital signals to the flight control computer 350A via the digital bus 302D, may provide digital signals to the flight control computer 350B via the digital bus 302E, and may provide digital signals to the flight control computer 350C via the digital bus 302F.

[0043] Figure 4 is a diagram of another system 400, in accordance with exemplary embodiments of the present invention. In some embodiments, the system 400 includes a passive inceptor 410 and the vehicle control system 150.

[0044] The passive inceptor 410 includes similar components as the passive inceptor 110. For example, in some embodiments, the passive inceptor 410 includes the variable differential transformers 120A-120C, the signal conditioner, translator, and multiplexer 130, the analog- to-digital converter 134, and the digital interface 140. Additionally, in some embodiments, the passive inceptor 410 includes one or more switches 420 that are configured to receive a physical user input 402. Similar to the other electronic components, the one or more switches 420 have the first component t pe described herein. That is, functional performance of the one or more switches 420 is capable of assurance using deterministic tests. An output 462 of the one or more switches 420 may be provided to the analog-to-digital converter 134, and the analog-to-digital converter 134 may generate digital signals 490 based on the output 462 of the one or more switches 420 and the analog signals 164. The digital interface 140 may provide the digital signals 490 to the vehicle control system 150.

[0045] The systems 100, 300, and 400 may provide an aircraft with a compact, lightweight, and simple inceptor for pilot controls by utilizing the passive inceptors 110. 310, and 410, respectively, connected to the vehicle control system 150. The systems 100, 300, and 400 may reduce wire weight and may simplify the interface with the vehicle control system 150 by using the digital interface 140 with the passive inceptor 410. By using simple electronic components for the passive inceptor 110, 110A, 11 OB, 310, and 410 and utilizing data buses to communicate with the vehicle control system 150, development time and costs may be reduced.

[0046] Figure 5 is a flowchart of a method 500, in accordance with exemplary embodiments of the present invention. The method 500 may be carried out by one or more electronic components of a passive inceptor. For example, the method 500 may be carried out by the passive inceptor 110 of Figures 1-2, the passive inceptor 110A of Figure 3, the passive inceptor HOB of Figure 3, the passive inceptor 410 of Figure 4, or any other passive inceptor with electronic components where functional performance is capable of assurance using deterministic tests.

[0047] At a step 502. the method 500 includes detecting physical using input using one or more variable differential transformers in a passive inceptor.

[0048] At step 504, the method 500 includes transforming, using one or more electronic components of the passive inceptor, the detected physical user input into digital signals. In some embodiments, the one or more electronic components include the one or more variable differential transformers. Further, in some embodiments, each electronic component in the passive inceptor has a first component type, and functional performance of the first component type is capable of assurance using deterministic tests.

[0049] At step 506, the method 500 includes providing, via a digital interface of the passive inceptor, the digital signals to a control system.

[0050] In some examples, the passive inceptor and the vehicle control system are integrated into an eVTOL aircraft.

[0051] In some examples, the control system includes a fly-by-wire system of an eVTOL aircraft. [0052] In some examples, the one or more variable differential transformers are configured to receive the physical user input and generate alternating current signals indicative of the physical user input. Further, in some examples, the one or more electronic components also include one or more analog-to-digital converters configured to convert analog signals into the digital signals, and the analog signals are generated based on the alternating current signals.

[0053] In some examples, the one or more variable differential transformers include one or more rotary variable differential transformers or one or more linear variable differential transformers.

[0054] In some examples, the one or more rotary variable differential transformers include at least one of a longitudinal sensor, a lateral sensor, or a twist sensor.

[0055] In some examples, the one or more electronic components further includes a data bus configure to provide the digital signals to the digital interface.

[0056] In some examples, the first component ty pe includes simple electronic hardware according to a Radio Technical Commission for Aeronautics (RTCA) DO-254 standard.

[0057] In some examples, the first component t pe is different than a second component type. Further, in some examples, functional performance of the second component ty pe is not capable of assurance using deterministic tests.

[0058] In some examples, the second component type includes complex electronic hardware according to a Radio Technical Commission for Aeronautics (RTCA) DO-254 standard.

[0059] The method described herein may include further additional steps as described throughout herein.

[0060] The systems and methods described herein may be utilized in any device or application that utilizes an inceptor. For example, the systems and methods described herein may be used to control the movement of a vehicle, including but not limited to a ground vehicle (such as an automobile), a sea vehicle (such as a boat), or a flying craft (such as an aerial, floating, soaring, hovering, airborne, aeronautical aircraft, airplane, plane, spacecraft, a helicopter, an airship, or an unmanned aerial vehicle, or a drone). As another example, the systems and methods described herein may be used to control the movement of components of a machine or robot. In such examples, the apparatus may include a control system similar to the vehicle control system 150.

[0061] The detailed description above describes various features and operations of the disclosed systems with reference to the accompanying figures. The illustrative implementations described herein are not meant to be limiting. Certain aspects of the disclosed systems can be arranged and combined in a wide variety of different configurations, all of which are contemplated herein.

[0062] Further, unless context suggests otherwise, the features illustrated in each of the figures may be used in combination with one another. Thus, the figures should be generally- viewed as component aspects of one or more overall implementations, with the understanding that not all illustrated features are necessary- for each implementation.

[0063] Additionally, any enumeration of elements, blocks, or steps in this specification or the claims is for purposes of clarity. Thus, such enumeration should not be interpreted to require or imply that these elements, blocks, or steps adhere to a particular arrangement or are carried out in a particular order.

[0064] Further, devices or systems may be used or configured to perform functions presented in the figures. In some instances, components of the devices and/or systems may be configured to perform the functions such that the components are actually configured and structured (with hardware and/or software) to enable such performance. In other examples, components of the devices and/or systems may be arranged to be adapted to, capable of, or suited for performing the functions, such as when operated in a specific manner.

[0065] By the term "‘substantially” or “about” it is meant that the recited characteristic, parameter, or value need not be achieved exactly, but that deviations or variations, including for example, tolerances, measurement error, measurement accuracy limitations and other factors known to skill in the art, may occur in amounts that do not preclude the effect the characteristic was intended to provide.

[0066] The arrangements described herein are for purposes of example only. As such, those skilled in the art will appreciate that other arrangements and other elements (e.g., machines, interfaces, operations, orders, and groupings of operations, etc.) can be used instead, and some elements may be omitted altogether according to the desired results. Further, many of the elements that are described are functional entities that may be implemented as discrete or distributed components or in conjunction with other components, in any suitable combination and location.

[0067] While various aspects and implementations have been disclosed herein, other aspects and implementations will be apparent to those skilled in the art. The various aspects and implementations disclosed herein are for purposes of illustration and are not intended to be limiting, with the true scope being indicated by the following claims, along with the full scope of equivalents to which such claims are entitled. Also, the terminology used herein is for the purpose of describing particular implementations only, and is not intended to be limiting.

Claims

CLAIMS What is claimed is:

1. An apparatus comprising: a passive inceptor comprising: one or more electronic components configured to transform physical user input into digital signals, wherein each electronic component in the passive inceptor has a first component type, and wherein functional performance of the first component type is capable of assurance using deterministic tests; and a digital interface configured to receive the digital signals from the one or more electronic components; and a vehicle control system coupled to the digital interface, wherein the digital interface is configured to provide the digital signals to the vehicle control system.

2. The apparatus of claim 1, wherein the vehicle control system comprises a fly-bywire system.

3. The apparatus of claim 1, wherein the passive inceptor and the vehicle control system are integrated into an electric vertical take-off and landing (eVTOL) aircraft.

4. The apparatus of claim 1 , wherein the one or more electronic components comprise: one or more variable differential transformers configured to: receive the physical user input; and generate alternating current signals indicative of the physical user input; and one or more analog-to-digital converters configured to convert analog signals into the digital signals, wherein the analog signals are generated based on the alternating current signals.

5. The apparatus of claim 4, wherein the one or more variable differential transformers include one or more rotary variable differential transformers or one or more linear variable differential transformers.

6. The apparatus of claim 5, wherein the one or more rotary variable differential transformers comprises at least one of a pitch sensor, a roll sensor, or a yaw sensor.

7. The apparatus of claim 4, wherein the one or more electronic components further comprises a data bus configured to provide the digital signals to the digital interface.

8. The apparatus of claim 1, wherein the first component type comprises simple electronic hardware according to a Radio Technical Commission for Aeronautics (RTCA) DO-254 standard.

9. The apparatus of claim 1, wherein the first component type is different than a second component ty pe, wherein functional performance of the second component ty pe is not capable of assurance using deterministic tests.

10. The apparatus of claim 9, wherein the second component type comprises complex electronic hardware according to a Radio Technical Commission for Aeronautics (RTCA)

DO-254 standard.

11. A method comprising: detecting physical user input using one or more variable differential transformers in a passive inceptor; transforming, using one or more electronic components of the passive inceptor, the detected physical user input into digital signals, wherein the one or more variable differential transformers are included in the one or more electronic components, and wherein each electronic component in the passive inceptor has a first component t pe, and wherein functional performance of the first component type is capable of assurance using deterministic tests; and providing, via a digital interface of the passive inceptor, the digital signals to a control system.

12. The method of claim 11, wherein the control system comprises a fly-by -wire system of an electric vertical take-off and landing (eVTOL) aircraft.

13. A passive inceptor comprising: one or more electronic components configured to transform physical user input into digital signals, wherein each electronic component in the passive inceptor has a first component type, and wherein functional performance of the first component type is capable of assurance using deterministic tests; and a digital interface configured to provide the digital signals to a control system.

14. The passive inceptor of claim 13, wherein the one or more electronic components comprise: one or more variable differential transformers configured to: receive the physical user input; and generate alternating current signals indicative of the physical user input; and one or more analog-to-digital converters configured to convert analog signals into the digital signals, wherein the analog signals are generated based on the alternating current signals.

15. The passive inceptor of claim 14, wherein the one or more variable differential transformers include one or more rotary variable differential transformers or one or more linear variable differential transformers.

16. The passive inceptor of claim 15, wherein the one or more rotary variable differential transformers comprises at least one of a longitudinal sensor, a lateral sensor, or a twist sensor.

17. The passive inceptor of claim 14, wherein the one or more electronic components further comprises a data bus configured to provide the digital signals to the digital interface.

18. The passive inceptor of claim 13, wherein the first component type comprises simple electronic hardware according to a Radio Technical Commission for Aeronautics (RTCA) DO-254 standard.

19. The passive inceptor of claim 13, wherein the first component type is different than a second component type, wherein functional performance of the second component type is not capable of assurance using deterministic tests.

20. The passive inceptor of claim 19, wherein the second component type comprises complex electronic hardware according to a Radio Technical Commission for Aeronautics (RTCA) DO-254 standard.