A fault tolerant, optically or electrically managed, EMP resilient electromagnetic distributed direct drive powertrain applied to provide lift and/or propulsion and/or attitude control to an aircraft. The electromagnetic distributed direct drive being network based, capable of autonomous operations and decisions such as pilot input interpreting mode, load distribution, fault management, self-healing operations, electrical and mechanical health monitoring, as well as electrical and mechanical fault prediction.

A propulsion system is described that includes an electrical bus, a generator configured to provide electrical power to the electrical bus, a plurality of propulsory configured to provide thrust by simultaneously being driven by the electrical power at the electrical bus, and a controller. The controller is configured to synchronize a rotational speed of an individual propulsor from the plurality of propulsory with a rotational speed of the generator after the individual propulsor has become unsynchronized with the rotational speed of the generator by controlling at least one of the rotational speed of the generator, nozzle area of the individual propulsor, or a pitch angle of the individual propulsor.

A propulsion system is described that includes an electrical bus, a generator configured to provide electrical power to the electrical bus, a plurality of propulsory configured to provide thrust by simultaneously being driven by the electrical power at the electrical bus, and a controller. The controller is configured to synchronize a rotational speed of an individual propulsor from the plurality of propulsory with a rotational speed of the generator after the individual propulsor has become unsynchronized with the rotational speed of the generator by controlling at least one of the rotational speed of the generator, nozzle area of the individual propulsor, or a pitch angle of the individual propulsor.

An aircraft includes a wing having a first upstream longeron and a second downstream longeron extending in the direction of the span of said wing, and at least one propulsion unit supported by the wing. The propulsion unit includes a turboprop engine and a propeller. The propeller includes an external annular casing fixed to a suction surface of the wing, and at least to the first upstream longeron via at least one first and second fastener.

An aircraft includes a wing having a first upstream longeron and a second downstream longeron extending in the direction of the span of said wing, and at least one propulsion unit supported by the wing. The propulsion unit includes a turboprop engine and a propeller. The propeller includes an external annular casing fixed to a suction surface of the wing, and at least to the first upstream longeron via at least one first and second fastener.

A propulsion system is provided, including a first propulsion unit, a second propulsion unit, a rotor, a first coupling and a second coupling. The first propulsion unit is configured for being fixedly mounted to an airframe. The rotor is configured for being pivotably mounted with respect to the first propulsion unit to allow selectively pivoting of the rotor from a horizontal mode to a vertical mode. The first coupling is configured for selectively coupling and decoupling the rotor with respect to the first propulsion unit. The second coupling is configured for selectively coupling and decoupling the rotor with respect to the second propulsion unit, independently of the first coupling.

A propulsion system is provided, including a first propulsion unit, a second propulsion unit, a rotor, a first coupling and a second coupling. The first propulsion unit is configured for being fixedly mounted to an airframe. The rotor is configured for being pivotably mounted with respect to the first propulsion unit to allow selectively pivoting of the rotor from a horizontal mode to a vertical mode. The first coupling is configured for selectively coupling and decoupling the rotor with respect to the first propulsion unit. The second coupling is configured for selectively coupling and decoupling the rotor with respect to the second propulsion unit, independently of the first coupling.

An engine (100) is provided with a powertrain including a heat engine (1) and an output shaft (A1), an electric motor (2), a battery (40) for supplying the electric motor (2) and a propeller propulsion system including a propeller (3) and a propeller shaft (A3), to which the propeller (3) is coupled. The powertrain includes a system of clutches (E123, E14, E23, E324) designed for different configurations to selectively drive the propeller using the heat engine without transmission of the rotation of the electric motor to the propeller; using the electric motor without transmission of the rotation of the heat engine to the propeller; using combined transmission of the rotation of the heat engine and the rotation of the electric motor to the propeller. The electric motor includes a stator and a rotor mounted for rotation about a shaft rigidly connected, or capable of being coupled, to the propeller shaft.

An engine (100) is provided with a powertrain including a heat engine (1) and an output shaft (A1), an electric motor (2), a battery (40) for supplying the electric motor (2) and a propeller propulsion system including a propeller (3) and a propeller shaft (A3), to which the propeller (3) is coupled. The powertrain includes a system of clutches (E123, E14, E23, E324) designed for different configurations to selectively drive the propeller using the heat engine without transmission of the rotation of the electric motor to the propeller; using the electric motor without transmission of the rotation of the heat engine to the propeller; using combined transmission of the rotation of the heat engine and the rotation of the electric motor to the propeller. The electric motor includes a stator and a rotor mounted for rotation about a shaft rigidly connected, or capable of being coupled, to the propeller shaft.

A torque converter for converting torque between an input shaft and an output shaft includes an impeller operably connected to the input shaft and rotatable therewith. The torque converter further includes a turbine operably connected to the output shaft and rotatable therewith. A fluid flow system directs a flow of motive fluid through the impeller and through the turbine to drive rotation of the output shaft relative to the input shaft. A lockup mechanism is engageable to urge rotation of the output shaft at an output shaft rotational speed identical to an input shaft rotational speed. A switching module controls an actuation system to urge engagement of the lockup mechanism.