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An asymmetric multirotor helicopter has a structure supporting at least one main and two secondary propulsion systems. A flight control unit controls the helicopter by varying the relative speed of each of the main and secondary propulsion systems. Each main propulsion system includes at least one m

An asymmetric multirotor helicopter has a structure supporting at least one main and two secondary propulsion systems. A flight control unit controls the helicopter by varying the relative speed of each of the main and secondary propulsion systems. Each main propulsion system includes at least one main motor drive and a main drive shaft that carries and propels a main differential contra-rotating transmission configured to share the power provided by the main drive shaft with two contra-rotating output shafts. Each secondary propulsion system includes at least one secondary motor drive and a secondary drive shaft that carries and propels respective secondary propulsion blades. The two contra-rotating output shafts support and propel for mutually contra-rotation motion two sets of main propulsion blades. The main drive shaft rotates in the same direction as one of the secondary drive shafts and at least one secondary drive shaft rotates in an opposite direction.

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1. An asymmetric multirotor helicopter, comprising: a structure supporting a main propulsion system, two lateral secondary propulsion systems and a rear propulsion system each having a respective drive shaft;a flight control unit that controls the helicopter by varying the relative speed of each of

1. An asymmetric multirotor helicopter, comprising: a structure supporting a main propulsion system, two lateral secondary propulsion systems and a rear propulsion system each having a respective drive shaft;a flight control unit that controls the helicopter by varying the relative speed of each of the main, lateral and rear propulsion systems to change the respective thrust and the torque produced by the main, lateral and rear propulsion systems;said main propulsion system including at least one main motor drive and a main drive shaft that carries and propels a main differential contra-rotating transmission;each of said secondary propulsion systems including at least one secondary motor drive and a secondary drive shaft that carries and propels respective secondary propulsion blades;said main differential contra-rotating transmission sharing the power provided by the main drive shaft with two contra-rotating output shafts so as to transfer an increased output torque to the two contra-rotating output shafts without inducing a high reactive torque on said structure;said two contra-rotating output shafts supporting and propelling for mutually contra-rotation motion two sets of main propulsion blades;the main drive shaft rotating in the same direction as the drive shaft of the rear propulsion system;the respective drive shafts of the two lateral secondary propulsion systems rotating in an opposite direction to the main drive shaft;said main propulsion blades providing significantly higher thrust than the secondary propulsion blades;said main drive shaft transferring a torque that varies in a range matching that of the secondary drive shafts;the main propulsion system and the rear propulsion system define a longitudinal axis of the helicopter and the two secondary propulsion systems define a lateral axis of the helicopter,a center of gravity of the helicopter is located in a region around the point of intersection of said lateral axis and said longitudinal axis; andthe center of gravity is closer to the main propulsion system than to the rear propulsion system, whereby the multirotor helicopter has an asymmetric geometry. 2. The helicopter according to claim 1, wherein the main propulsion system includes a main transmission coupled to the main motor drive. 3. The helicopter according to claim 1, wherein at least one of the secondary propulsion systems includes a secondary reduction transmission coupled to the secondary motor drive. 4. The helicopter according to claim 1, wherein the motor drive of the rear propulsion system has a different power rating to the respective secondary motor drives of the two lateral secondary propulsion systems. 5. The helicopter according to claim 1, wherein the propulsion blades connected to the drive shaft of the rear propulsion system have a different diameter to the respective secondary propulsion blades of the two lateral secondary propulsion systems. 6. The helicopter according to claim 1, wherein the flight control unit generates respective throttle, aileron, elevator and rudder signals for controlling the helicopter based on principles of multirotor flight control. 7. The helicopter according to claim 6, wherein: ascend and descend is controlled by respectively increasing and decreasing the power to the all the propulsion systems;forward tilt is controlled by the elevator signal by increasing the speed of the rear propulsion system while decreasing the speed of the front propulsion system;rear tilt is controlled by the elevator signal by increasing the speed of the front propulsion system while decreasing the speed of the rear propulsion systems;left tilt is controlled by the aileron signal by increasing the speed of the right propulsion system while decreasing the speed of the left propulsion system;right tilt is controlled by the aileron signal by increasing the speed of the left propulsion system while decreasing the speed of the right propulsion system;left direction is controlled by the rudder signal by increasing the speed of the clockwise rotating motor drives while decreasing the speed of the counterclockwise rotating motor drives; andright direction is controlled by the rudder signal by increasing the speed of the counter-clockwise rotating motor drives while decreasing the speed of the clockwise rotating motor drives. 8. The helicopter according to claim 1, wherein the rear propulsion system is a secondary propulsion system that includes at least one secondary motor drive and a secondary drive shaft that carries and propels respective secondary propulsion blades. 9. The helicopter according to claim 1, wherein said main motor drive is concentric with said main drive shaft. 10. The helicopter according to claim 1, wherein the main propulsion system differs from the secondary and rear propulsion systems in power and thrust values and causes an asymmetric thrust distribution around a center of gravity of the helicopter. 11. The helicopter according to claim 1, being fully controllable by four control channels varying the speed of the main propulsion system, the two secondary propulsion systems and the rear propulsion system, respectively. 12. An asymmetric multirotor helicopter, comprising: a structure supporting a main propulsion system, a rear propulsion system and two secondary propulsion systems, the main and the rear propulsion systems defining a longitudinal axis of the helicopter and the two secondary propulsion systems defining a lateral axis of said helicopter, wherein:a center of gravity of said helicopter is located in a region around the point of intersection of said lateral axis and said longitudinal axis;the main propulsion system differs from the secondary and rear propulsion systems in power and thrust values causing an asymmetric thrust distribution around the center of gravity; andthe center of gravity is closer to the main propulsion system than to the rear propulsion system, whereby the multirotor helicopter has an asymmetric geometry. 13. The helicopter according to claim 12, being fully controllable by four control channels varying the speed of the main propulsion system, the two secondary propulsion systems and the rear propulsion system, respectively. 14. The helicopter according to claim 13, wherein: ascend and descend are controlled by respectively increasing and decreasing the power to the all the propulsion systems;forward tilt is controlled by the elevator signal by increasing the speed of the rear propulsion system while decreasing the speed of the front propulsion system;rear tilt is controlled by the elevator signal by increasing the speed of the front propulsion system while decreasing the speed of the rear propulsion systems;left tilt is controlled by the aileron signal by increasing the speed of the right propulsion system while decreasing the speed of the left propulsion system;right tilt is controlled by the aileron signal by increasing the speed of the left propulsion system while decreasing the speed of the right propulsion system;left direction is controlled by the rudder signal by increasing the speed of the clockwise rotating motor drives while decreasing the speed of the counterclockwise rotating motor drives; andright direction is controlled by the rudder signal by increasing the speed of the counter-clockwise rotating motor drives while decreasing the speed of the clockwise rotating motor drives. 15. The helicopter according to claim 12, wherein the rear propulsion system differs from the secondary propulsion systems in power and thrust values. 16. The helicopter according to claim 12, wherein: the main propulsion system includes at least one main motor drive and a main drive shaft that carries and propels a main differential contra-rotating transmission; andeach of the secondary propulsion systems includes at least one secondary motor drive and a secondary drive shaft that carries and propels respective secondary propulsion blades. 17. The helicopter according to claim 12, wherein: the rear propulsion system is a secondary propulsion system that includes at least one secondary motor drive and a secondary drive shaft that carries and propels respective secondary propulsion blades. 18. An asymmetric multirotor helicopter, comprising: a structure supporting a main propulsion system, two lateral secondary propulsion systems and a rear propulsion system each having a respective drive shaft;a flight control unit that controls the helicopter by varying the relative speed of each of the main, lateral and rear propulsion systems to change the respective thrust and the torque produced by the main, lateral and rear propulsion systems;said main propulsion system including at least one main motor drive and a main drive shaft that carries and propels a main differential contra-rotating transmission;each of said secondary propulsion systems including at least one secondary motor drive and a secondary drive shaft that carries and propels respective secondary propulsion blades;said main differential contra-rotating transmission sharing the power provided by the main drive shaft with two contra-rotating output shafts so as to transfer an increased output torque to the two contra-rotating output shafts without inducing a high reactive torque on said structure;said two contra-rotating output shafts supporting and propelling for mutually contra-rotation motion two sets of main propulsion blades;the main drive shaft rotating in the same direction as the drive shaft of the rear propulsion system;the respective drive shafts of the two lateral secondary propulsion systems rotating in an opposite direction to the main drive shaft;said main propulsion blades providing significantly higher thrust than the secondary propulsion blades;said main drive shaft transferring a torque that varies in a range matching that of the secondary drive shafts;the main propulsion system differs from the secondary and rear propulsion systems in power and thrust values and causes an asymmetric thrust distribution around a center of gravity of the helicopter; andthe center of gravity of the helicopter is closer to the main propulsion system than to the rear propulsion system, whereby the multirotor helicopter has an asymmetric geometry. 19. The helicopter according to claim 18, wherein the motor drive of the rear propulsion system has a different power rating to the respective secondary motor drives of the two lateral secondary propulsion systems. 20. The helicopter according to claim 18, wherein the propulsion blades connected to the drive shaft of the rear propulsion system have a different diameter to the respective secondary propulsion blades of the two lateral secondary propulsion systems.