A redundant propulsion device includes a propeller and electric motors. The electric motors are configured to drive the propeller. The electric motors are disposed with respect to a propeller shaft of the propeller so that, around the propeller shaft, at least one of the electric motors is disposed at each of the locations in the longitudinal direction of the propeller shaft. The electric motors are disposed at positions such that an output shaft of each of the electric motors does not overlap an output shaft of any other one of the electric motors as viewed in the longitudinal direction of the propeller shaft from the propeller.

A redundant propulsion device includes a propeller and electric motors. The electric motors are configured to drive the propeller. The electric motors are disposed with respect to a propeller shaft of the propeller so that, around the propeller shaft, at least one of the electric motors is disposed at each of the locations in the longitudinal direction of the propeller shaft. The electric motors are disposed at positions such that an output shaft of each of the electric motors does not overlap an output shaft of any other one of the electric motors as viewed in the longitudinal direction of the propeller shaft from the propeller.

A hybrid-electric powertrain system for aircraft includes a gearbox having a first rotary shaft for output to drive an air mover for aircraft thrust. The system includes a first prime mover connected by a second rotary shaft to the gearbox for power input to the gearbox. Further, the system includes a second prime mover connected by a third rotary shaft to the gearbox. The second prime mover can have a hollow core, and at least one of the first and second rotary shafts passes through the hollow core and the third rotary shaft.

A propeller-type propulsion system for aircraft comprising a propeller, a plurality of electric motors and a gearbox. The gearbox has an output shaft onto which the propeller is mechanically coupled, and has an input shaft onto which the plurality of electric motors is mechanically coupled, the input shaft being off-center with respect to the output shaft. All of the electric motors are mechanically coupled one after the other along the input shaft such that the electric motors are at least partially integrated into a space, on the opposite side of the gearbox from the propeller, that is left free owing to the input shaft and the output shaft being off-center with respect to one another. As a result, the diameter of the propulsion system, in a plane perpendicular to the axis of rotation of the propeller, is reduced. This improves the aerodynamics and the fuel consumption of the aircraft.

A propeller-type propulsion system for aircraft comprising a propeller, a plurality of electric motors and a gearbox. The gearbox has an output shaft onto which the propeller is mechanically coupled, and has an input shaft onto which the plurality of electric motors is mechanically coupled, the input shaft being off-center with respect to the output shaft. All of the electric motors are mechanically coupled one after the other along the input shaft such that the electric motors are at least partially integrated into a space, on the opposite side of the gearbox from the propeller, that is left free owing to the input shaft and the output shaft being off-center with respect to one another. As a result, the diameter of the propulsion system, in a plane perpendicular to the axis of rotation of the propeller, is reduced. This improves the aerodynamics and the fuel consumption of the aircraft.

An aircraft is described comprising a transmission unit with a first module and a lubrication system; the first module comprises a casing and a movable member; the lubrication system comprises a header, a nozzle fed with the lubricating fluid and designed to feed the lubricating fluid inside the casing of the first module, a collection tank for the lubricating fluid injected by the nozzle, and recirculation means designed to cause the recirculation of the lubricating fluid from the collection tank to the feed header; the first module comprises a valve available in a first configuration, in which it enables the outflow of said lubricating fluid from said module to the recirculation means when the pressure of the lubricating fluid inside the header is greater than a threshold value; and in a second configuration, in which it fluidically isolates the module from the recirculation means when the pressure of the lubricating fluid inside the header is less than the threshold value.

The propulsion system have a load change detecting unit detecting a load change and an operating point control unit controlling power operating points defined using a torque T and a rotation number Ne. The operating point control unit calculates target power operating points 44 and 54 corresponding to the load after change for first power operating points 41 and 51 that are current power operating points in a case in which a change in the load is detected by the load change detecting unit. By changing the fuel flow in a range not exceeding a predetermined fuel line, the operating point control unit moves the power operating points from first power operating points 41 and 51 to second power operating points 42 and 52, third power operating points 43 and 53, and target power operating points 44 and 54 in order.

The propulsion system have a load change detecting unit detecting a load change and an operating point control unit controlling power operating points defined using a torque T and a rotation number Ne. The operating point control unit calculates target power operating points 44 and 54 corresponding to the load after change for first power operating points 41 and 51 that are current power operating points in a case in which a change in the load is detected by the load change detecting unit. By changing the fuel flow in a range not exceeding a predetermined fuel line, the operating point control unit moves the power operating points from first power operating points 41 and 51 to second power operating points 42 and 52, third power operating points 43 and 53, and target power operating points 44 and 54 in order.

A multi-engine system for an aircraft, has: a first engine having a first output shaft, a first core shaft, and a first electric machine drivingly engaged by the first output shaft or the first core shaft; a second engine having a second output shaft, a second core shaft, and a second electric machine drivingly engaged to the second core shaft; a reduction gearbox drivingly engaged by the first output shaft and by the second output shaft for driving a common load; and a transmission path between the first engine and the second engine, the transmission path being independent from the reduction gearbox and being one or more of: a torque-transfer connection between the second core shaft and the first core shaft or the first output shaft via a coupling gearbox, and an electrical connection between the generator and the electric motor to transmit electrical power to the electric motor.

An exemplary dual motor input includes a common shaft for coupling to a member to be rotationally driven, a first motor rotationally coupled to a first drive shaft, the first drive shaft coupled to the common shaft, and a second motor rotationally coupled to a second drive shaft, the second drive shaft coupled to the common shaft.