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.

An aircraft of a modular type including: at least one rotor suitable for providing in full or in part propulsion and/or lift for the aircraft; at least one power plant of the combustion engine type or of the electric motor type; a main gearbox, for mechanically transmitting drive torque generated by the at least one power plant to the at least one rotor; and an avionics system for assisting in piloting the aircraft. In accordance with the invention, the avionics system is configured for automatically providing the assistance in piloting the aircraft when the aircraft has a first power plant only or when the aircraft has a first power plant and a second power plant.

An aircraft of a modular type including: at least one rotor suitable for providing in full or in part propulsion and/or lift for the aircraft; at least one power plant of the combustion engine type or of the electric motor type; a main gearbox, for mechanically transmitting drive torque generated by the at least one power plant to the at least one rotor; and an avionics system for assisting in piloting the aircraft. In accordance with the invention, the avionics system is configured for automatically providing the assistance in piloting the aircraft when the aircraft has a first power plant only or when the aircraft has a first power plant and a second power plant.

The disclosure is directed to parallel hybrid drive assemblies for lightweight unmanned aerial vehicles (UAVs). Specifically, the disclosure is directed to hybrid drive assemblies and control systems for UAVs, utilizing continuous belt tension modulation to couple and decouple an electric motor and an internal combustion engine. In some embodiments, this is achieved through the use of a tensioner module that is configured to couple and decouple the electric motor and the internal combustion engine by continuously and selectably modulating belt tension on drive elements of each of the electric motor and the internal combustion engine.

The disclosure is directed to parallel hybrid drive assemblies for lightweight unmanned aerial vehicles (UAVs). Specifically, the disclosure is directed to hybrid drive assemblies and control systems for UAVs, utilizing continuous belt tension modulation to couple and decouple an electric motor and an internal combustion engine. In some embodiments, this is achieved through the use of a tensioner module that is configured to couple and decouple the electric motor and the internal combustion engine by continuously and selectably modulating belt tension on drive elements of each of the electric motor and the internal combustion engine.

Aspects relate to an electric aircraft having a two-motor propulsion system and methods for use. An exemplary electric aircraft includes a flight component attached to the electric aircraft, where the flight component is configured to generate thrust, a first electric motor and a second electric motor, where each of the first electric motor and the second electric motor are mechanically connected to the flight component and configured to provide motive power to the flight component, and the second electric motor is able to provide motive power to the flight component if the first electric motor is inoperative.

Aspects relate to an electric aircraft having a two-motor propulsion system and methods for use. An exemplary electric aircraft includes a flight component attached to the electric aircraft, where the flight component is configured to generate thrust, a first electric motor and a second electric motor, where each of the first electric motor and the second electric motor are mechanically connected to the flight component and configured to provide motive power to the flight component, and the second electric motor is able to provide motive power to the flight component if the first electric motor is inoperative.

An unmanned aerial vehicle includes: a vehicle main body having a first length in a first direction longer than a second length in a second direction orthogonal to the first direction; propellers that rotate in a virtual plane parallel to the first and second directions; first propeller actuation motors that are provided on the vehicle main body and respectively rotate the propellers; at least one connector that is hangable from at least one rail spaced apart from the ground surface; at least one side propeller that provides propulsion force for propelling the vehicle main body in the first direction; at least one third propeller actuation motor that is provided on the vehicle main body and rotates the at least one side propeller; and a control processor that controls the first propeller actuation motors and the at least one third propeller actuation motor.

An unmanned aerial vehicle includes: a vehicle main body having a first length in a first direction longer than a second length in a second direction orthogonal to the first direction; propellers that rotate in a virtual plane parallel to the first and second directions; first propeller actuation motors that are provided on the vehicle main body and respectively rotate the propellers; at least one connector that is hangable from at least one rail spaced apart from the ground surface; at least one side propeller that provides propulsion force for propelling the vehicle main body in the first direction; at least one third propeller actuation motor that is provided on the vehicle main body and rotates the at least one side propeller; and a control processor that controls the first propeller actuation motors and the at least one third propeller actuation motor.

In an asymmetric operating regime, a first engine is operating in an active mode to provide motive power to an aircraft while a second engine is operating in a standby mode and de-clutched from a gearbox of the aircraft. In response to an emergency exit request, the second engine’s speed is increased, at a maximum permissible rate, to a re-clutching speed while increasing the first engine’s power output at a maximum permissible rate. When the re-clutching speed is reached, the second engine’s power output is increased at a maximum permissible rate. In response to a normal exit request, the second engine’s speed is increased to the re-clutching speed at a rate lower than the maximum permissible rate. When the re-clutching speed is reached, the second engine’s power output is increased at a rate lower than the maximum permissible rate.