The present disclosure relates generally to the field of multi-rotor aerial vehicles, and more specifically, to hybrid multi-rotor assembly of an aerial vehicle that improves flight time and payload capacity of the aerial vehicle.

BACKGROUND OF THE INVENTION
[0002] Background description includes information that may be useful in understanding the present disclosure. It is not an admission that any of the information provided herein is prior art or relevant to the presently claimed invention, or that any publication specifically or implicitly referenced is prior art.
[0003] A vertical take-off and landing (VTOL) aerial vehicle is one that can hover, take off, and land vertically. This classification includes a variety of aerial vehicles including fixed-wing aerial vehicle as well as helicopters and other aerial vehicles with powered rotors, such as cyclogyros/cyclocopters and tiltrotors. Some VTOL aerial vehicles operate in other modes as well, such as CTOL (conventional take-off and landing), STOL (short take-off and landing), and/or STOVL (short take-off and vertical landing). Others, such as some helicopters, can only operate by VTOL, due to the lack of landing gear that can handle horizontal motion.
[0004] A quadcopter, also called a quadrotor helicopter or quadrotor, is a multi-rotor Unmanned Aerial Vehicle (UAV) that is lifted and propelled by one or more rotors/propellers. Quadcopters are classified as rotorcraft, as opposed to fixed-wing aerial vehicle, because their lift is generated by a set of rotors.
[0005] Multi-rotor aerial vehicles have good flight characteristics and are easy to operate. These unique properties make them effective for wide range of application. However, association of inadequate flight time and less payload capacity with such aerial vehicles limit their applications.
[0006] In conventional VTOL quadcopters, power is supplied to the rotors by a lithium polymer battery that has power limitations due to lower specific energy, and provides inadequate power supply to the rotors to provide an inadequate flight time and/or payload capacity of the quadcopters.
[0007] Efforts have been made in the past to solve the above stated problems by introducing a gasoline engine in a multi-rotor assembly of an aerial vehicle. However, in techniques that introduce a gasoline engine in a multi-rotor assembly, generally motor mix equations are not changed and thus, all motors of the multi-rotor assembly work at same efficiency. Such techniques increase payload capacity of the aerial vehicle but flight time of the aerial vehicle is not improved.
[0008] There is therefore a need to provide a hybrid multi-rotor assembly for a VTOL aerial vehicle that improves flight time and payload capacity of the aerial vehicle by interfacing one or more internal combustion (IC) engines of high specific energy with one or more Brushless electric motors that provides fast response to Pulse-width Modulation (PWM) signals for compensating performance hindrances of each other.
[0009] As used in the description herein and throughout the claims that follow, the meaning of “a,” “an,” and “the” includes plural reference unless the context clearly dictates otherwise. Also, as used in the description herein, the meaning of “in” includes “in” and “on” unless the context clearly dictates otherwise.
[0010] In some embodiments, the numerical parameters set forth in the written description and attached claims are approximations that can vary depending upon the desired properties sought to be obtained by a particular embodiment. In some embodiments, the numerical parameters should be construed in light of the number of reported significant digits and by applying ordinary rounding techniques. Notwithstanding that the numerical ranges and parameters setting forth the broad scope of some embodiments of the invention are approximations, the numerical values set forth in the specific examples are reported as precisely as practicable. The numerical values presented in some embodiments of the invention may contain certain errors necessarily resulting from the standard deviation found in their respective testing measurements.
[0011] The recitation of ranges of values herein is merely intended to serve as a shorthand method of referring individually to each separate value falling within the range. Unless otherwise indicated herein, each individual value is incorporated into the specification as if it were individually recited herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or otherwise clearly contradicted by context. The use of any and all examples, or exemplary language (e.g. “such as”) provided with respect to certain embodiments herein is intended merely to better illuminate the invention and does not pose a limitation on the scope of the invention otherwise claimed. No language in the specification should be construed as indicating any non-claimed element essential to the practice of the invention.
[0012] Groupings of alternative elements or embodiments of the invention disclosed herein are not to be construed as limitations. Each group member can be referred to and claimed individually or in any combination with other members of the group or other elements found herein. One or more members of a group can be included in, or deleted from, a group for reasons of convenience and/or patentability. When any such inclusion or deletion occurs, the specification is herein deemed to contain the group as modified thus fulfilling the written description of all groups used in the appended claims.

OBJECTS OF THE INVENTION
[0013] An object of the present disclosure is to provide a hybrid multi-rotor assembly for an aerial vehicle that improves fight time of the aerial vehicle.
[0014] Another object of the present disclosure is to provide a hybrid multi-rotor assembly for an aerial vehicle that improves payload capacity of the aerial vehicle.
[0015] Another object of the present disclosure is to provide a hybrid multi-rotor assembly for an aerial vehicle that is cost efficient.

SUMMARY
[0016] The present disclosure relates generally to the field of multi-rotor aerial vehicles, and more specifically, to hybrid multi-rotor assembly of an aerial vehicle that improves flight time and payload capacity of the aerial vehicle, wherein one or more internal combustion (IC) engines are interfaced with one or more motors of the aerial vehicle to compensate for performance limitations of each other.
[0017] Aspects of the present disclosure pertain to a multi-rotor assembly for an aerial vehicle that includes at least two IC engines configured with a primary set of propellers, and a plurality of motors configured with an auxiliary set of propellers, the plurality of motors operatively coupled with a plurality of arms of the aerial vehicle, wherein the at least two IC engines allow rotation of the primary set of propellers to provide uplifting motion to the aerial vehicle, and the plurality of motors allow rotation of the auxiliary set of propellers to provide flight control of the aerial vehicle.
[0018] In an embodiment, the at least two IC engines are installed on a vertical axis passing through centre of body frame of the aerial vehicle. In an embodiment, the at least two IC engines are installed with 180 degree phase difference between them about the vertical axis.
[0019] In an embodiment, the at least two IC engines comprise any or a combination of gasoline engines, diesel engines and gas turbine engines.
[0020] In an embodiment, the plurality of motors are powered by a high capacity battery bank.
[0021] In an embodiment, the plurality of motors comprise any or a combination of brushless electric motors, brushless direct current (BLDC) motors and permanent-magnet synchronous motors (PMSM).
[0022] In an embodiment, the at least two IC engines control yaw and thrust generation of the aerial vehicle. In an embodiment, the plurality of motors control pitch and roll parameters of the aerial vehicle.
[0023] In an embodiment, the multi-rotor assembly further includes a flight controller for regulating rotational parameters of the primary set of rotors and the auxiliary set of rotors.
[0024] In an embodiment, the flight controller comprises a Proportional (P) controller to convert an angle error of an input signal into a rotation rate error and a Proportional-Integral-Derivative (PID) controller 204 to convert the rotation rate error into a high level motor command to enable control of rotational speed and direction of the auxiliary set of propellers.
[0025] It would be appreciated that although aspects of the present disclosure have been explained with respect to a hybrid multi-rotor assembly for an aerial vehicle, the present disclosure is not limited to the same in any manner whatsoever and any other form of rotary system/assembly of an aerial vehicle is completely covered within the scope of the present disclosure.
[0026] Those skilled in the art will further appreciate the advantages and superior features of the disclosure together with other important aspects thereof on reading the detailed description that follows in conjunction with the drawings.

BRIEF DESCRIPTION OF THE DRAWINGS
[0027] The accompanying drawings are included to provide a further understanding of the present disclosure, and are incorporated in and constitute a part of this specification. The drawings illustrate embodiments of the present disclosure and, together with the description, serve to explain the principles of the present disclosure.
[0028] In the figures, similar components and/or features may have the same reference label. Further, various components of the same type may be distinguished by following the reference label with a second label that distinguishes among the similar components. If only the first reference label is used in the specification, the description is applicable to any one of the similar components having the same first reference label irrespective of the second reference label.
[0029] FIG. 1A illustrates an exemplary top view representation of proposed aerial vehicle in accordance to an embodiment of the present disclosure.
[0030] FIG. 1B illustrates an exemplary side view representation of the proposed aerial vehicle in accordance to an embodiment of the present disclosure.
[0031] FIG. 2A illustrates an exemplary high level diagram showing attitude control of each axis of the aerial vehicle in accordance to an embodiment of the present disclosure.
[0032] FIG. 2B illustrates an exemplary graphical representation of a curve associated with conversion of angle error into rotation rate error by a Proportional (P) controller in accordance to an embodiment of the present disclosure.

DETAILED DESCRIPTION
[0033] If the specification states a component or feature “may”, “can”, “could”, or “might” be included or have a characteristic, that particular component or feature is not required to be included or have the characteristic.
[0034] Embodiments will now be described more fully hereinafter with reference to the accompanying drawings, in which embodiments are shown. This disclosure may however, be embodied in many different forms and should not be construed as limited to the embodiments set forth herein. These embodiments are provided so that this disclosure will be thorough and complete and will fully convey the scope of the disclosure to those of ordinary skill in the art. Moreover, all statements herein reciting embodiments of the disclosure, as well as specific examples thereof, are intended to encompass both structural and functional equivalents thereof. Additionally, it is intended that such equivalents include both currently known equivalents as well as equivalents developed in the future (i.e., any elements developed that perform the same function, regardless of structure).
[0035] Thus, for example, it will be appreciated by those of ordinary skill in the art that the diagrams, schematics, illustrations, and the like represent conceptual views or processes illustrating systems and methods embodying this disclosure. The functions of the various elements shown in the figures may be provided through the use of dedicated hardware as well as hardware capable of executing associated software. Similarly, any electronic code generator shown in the figures are conceptual only. Their function may be carried out through the operation of program logic, through dedicated logic, through the interaction of program control and dedicated logic, or even manually, the particular technique being selectable by the entity implementing this disclosure. Those of ordinary skill in the art further understand that the exemplary hardware, software, processes, methods, and/or operating systems described herein are for illustrative purposes and, thus, are not intended to be limited to any particular named.
[0036] Various terms as used herein are shown below. To the extent a term used in a claim is not defined below, it should be given the broadest definition persons in the pertinent art have given that term as reflected in printed publications and issued patents at the time of filing.
[0037] Aspects of the present disclosure explained herein relate to a hybrid multi-rotor assembly (interchangeably referred to as multi-rotor assembly hereinafter) for an aerial vehicle. The multi-rotor assembly includes at least two IC engines configured with a primary set of propellers, and a plurality of motors configured with an auxiliary set of propellers, the plurality of motors operatively coupled with a plurality of arms of the aerial vehicle, wherein the at least two IC engines allow rotation of the primary set of propellers to provide uplifting motion to the aerial vehicle, and the plurality of motors allow rotation of the auxiliary set of propellers to provide flight control of the aerial vehicle.
[0038] In an embodiment, the at least two IC engines are installed on a vertical axis passing through centre of body frame of the aerial vehicle. In an embodiment, the at least two IC engines are installed with 180 degree phase difference between them about the vertical axis.
[0039] In an embodiment, the at least two IC engines comprise any or a combination of gasoline engines, diesel engines and gas turbine engines.
[0040] In an embodiment, the plurality of motors are powered by a high capacity battery bank.
[0041] In an embodiment, the plurality of motors comprise any or a combination of brushless electric motors, brushless direct current (BLDC) motors and permanent-magnet synchronous motors (PMSM).
[0042] In an embodiment, the at least two IC engines control yaw and thrust generation of the aerial vehicle. In an embodiment, the plurality of motors control pitch and roll parameters of the aerial vehicle.
[0043] In an embodiment, the multi-rotor assembly further includes a flight controller for regulating rotational parameters of the primary set of rotors and the auxiliary set of rotors.
[0044] In an embodiment, the flight controller comprises a Proportional (P) controller to convert an angle error of an input signal into a rotation rate error and a Proportional-Integral-Derivative (PID) controller 204 to convert the rotation rate error into a high level motor command to enable control of rotational speed and direction of the auxiliary set of propellers.
[0045] It would be appreciated that although aspects of the present disclosure have been explained with respect to a hybrid multi-rotor assembly for an aerial vehicle, the present disclosure is not limited to the same in any manner whatsoever and any other form of rotary assembly/assembly of an aerial vehicle is completely covered within the scope of the present disclosure.
[0046] FIGs. 1A and 1B illustrate exemplary top and side view representations of proposed aerial vehicle 100 and 150 respectively in accordance to an embodiment of the present disclosure. In an aspect, the aerial vehicle includes a multi-rotor assembly that may include at least two IC engines 102-1 and 102-2 (also referred to as 102 hereinafter) having high specific energy installed on a vertical axis (also referred to as z-axis hereinafter) passing through centre of body frame 112 the aerial vehicle. Each of the at least two engines 102 are operatively coupled with primary set of rotors/propellers 104. The multi-rotor assembly may further include a plurality of motors 106 operatively coupled to a plurality of arms 108 of the aerial vehicle, each of the plurality of motors 106 configured with auxiliary set of rotors/propellers 110.
[0047] In an embodiment, the primary set of rotors (also referred as primary rotors hereinafter) 104 may include two rotors 104 powered by each of the IC engines 102. In an embodiment, the auxiliary set of rotors (also referred as auxiliary rotors hereinafter) 104 may include four rotors 110 operatively coupled at ends of the arms 108 of the aerial vehicle, the auxiliary set of rotors 104 being powered by each of the plurality of motors 106.
[0048] It would be appreciated that the disclosed multi-rotor assembly may be incorporated with aerial vehicles selected from a group of vertical take-off and landing (VTOL) aerial vehicles such as helicopters, cyclogyros, cyclocopters, tiltrotors, quadcopters, hexacopters and other Unmanned Aerial Vehicles (UAVs) to effect flight of the aerial vehicle.
[0049] In an embodiment, the IC engines 102 can be selected from a group of reciprocating as well as rotary IC engines such as gasoline engines, diesel engines, gas turbine engines and the like. In an aspect, the IC engines 102 provide rotational energy to primary rotors 104 by utilizing heat and pressure of combustible fuels such as gasoline, diesel and the likes.
[0050] In an exemplary implementation, the IC engines 102-1 and 102-2 can be installed on z-axis (as illustrated in FIG. 1B) passing through centre of body frame 112 the aerial vehicle such that IC engine 102-1 is arranged at 180 degree phase difference with IC engine 102-2. In an aspect, 180 degree phase difference between IC engines 102-1 and 102-2 allows for an increased thrust generation due to rotation of the primary rotor 104-1 operatively coupled with IC engine 102-1 in an opposite direction to the primary rotor 104-2 operatively coupled with IC engine 102-2.
[0051] In an embodiment, the plurality of motors 106 may be selected from a group of electric motors such as brushless electric motors, brushless direct current (BLDC) motors, PMSM and the likes that provide fast response to high level Pulse-width Modulation (PWM) signals. In an aspect, interfacing of the IC engines 102 and the motors 106 can compensate performance limitations of each other.
[0052] In an aspect, the IC engines 102 provide for uplifting motion of the aerial vehicle, and the plurality of motors 106 provide for flight control and maneuverability control of the aerial vehicle. In an embodiment, rotation of each of the primary rotors 104-1 and 104-2 and each of the auxiliary rotors 110 can be enabled in either a clockwise or a counter clockwise direction such that extensive thrust generated by the primary rotors 104-1 and 104-2 can be cancelled out by rotation of the auxiliary rotors 110.
[0053] In an exemplary implementation, as illustrated in FIGs. 1A and 1B, the aerial vehicle can be a quadcopter that can include four arms 108, each arm extending between a free end and a fixed end, wherein fixed ends of the arms 108 can be connected to body frame structure 112 of the quadcopter, and free ends of the arms 108 may be operatively coupled with the auxiliary rotors 110. Two gasoline engines 102-1 and 102-2 can be installed on a vertical axis i.e., z-axis passing through centre of the body frame structure 112 such that the gasoline engines 102-1 and 102-2 are configured at 180 degree phase difference with each other. This 180 degree phase difference between gasoline engines 102-1 and 102-2 provides for increased thrust generation due to rotation of the primary rotor 104-1 operatively coupled with gasoline engine 102-1 in an opposite direction to the primary rotor 104-2 operatively coupled with gasoline engine 102-2. In an aspect, the gasoline engine 102-1 may enable rotation of primary rotor 104-1 in counter clockwise direction, and the gasoline engine 102-2 can enable rotation of primary rotor 104-2 in clockwise direction to generate a thrust that enables lifting of the quadcopter.
[0054] In an embodiment, the quadcopter may include four arms 108 at the ends of which, auxiliary rotors 110 are installed/coupled to control pitch and roll of the quadcopter and provide effective maneuverability to the quadcopter. In an aspect, the four arms 108 can be configured in such a way that their ends can construe a polygon. The arms 108 can be arranged in a diagonally crossed structure such that arms 108-1 and 108-2 are arranged on an axis, say x-axis, and arms 108-3 and 108-4 are arranged on another axis, say y-axis. As illustrated in FIG. 1A, arms 108-1 and 108-2 can be diagonally opposite to each other on the x-axis and arms 108-3 and 108-4 can be diagonally opposite to each other on the y-axis.
[0055] In an embodiment, motors 106-1 and 106-2 operatively coupled on diagonally opposite arms 108-1 and 108-2 may be adapted to rotate in counter clockwise direction and motors 106-3 and 106-4 operatively coupled on diagonally opposite arms 108-3 and 108-4 may be adapted rotate in clockwise direction.
[0056] In an embodiment, rotational direction of the auxiliary rotors 110 may be selected such that extensive thrust generated by the primary rotors 104-1 and 104-2 is cancelled out by the auxiliary rotors 110.
[0057] In an embodiment, the motors 106 may be powered by high capacity batteries banks including lithium ion polymer batteries and the like. In an aspect, rotational speed and direction of the primary rotors 104 and the auxiliary rotors 110 can be controlled by a flight controller (not shown) such that effective control of flight of the quadcopter can be achieved.
[0058] In an aspect, during uplifting of the aerial vehicle, flow of air on both primary rotors 104-1 and 104-2 is in downward direction, and rotational speed and direction of the primary rotors 104-1 and 104-2 may be selected such that a resultant thrust produced by the primary rotors 104-1 and 104-2 can provide an uplifting motion of the aerial vehicle. In an aspect, the resultant thrust may be computed as the sum of thrust produced by each of the primary rotors 104-1 and 104-2.
[0059] In an aspect, motor mix equations used to control Proportional-Integral-Derivative (PID) parameters of roll axis, pitch axis and throttle axis of conventional quadcopters are as follows:
Front = Throttle + Pitch PID – Yaw PID
Back = Throttle – Pitch PID – Yaw PID
Left = Throttle + Roll PID + Yaw PID
Right = Throttle – Roll PID + Yaw PID
wherein, motor inputs i.e., front, back, left and right are high level PWM inputs/signals provided to motors of a quadcopter to initiate and/or regulate rotation of output shafts of the motors.
[0060] In an aspect, the above stated motor mix equations are typical equations for controlling flight of conventional quadcopters by controlling rotation of motors in the roll axis, the pitch axis and the throttle axis respectively. As can be observed, throttle is a major factor responsible for consumption of power supplied to a quadcopter. In addition, while using the above motor mix equations, all the motors of the quadcopter work at same efficiency and thus, increase payload capacity but no improvement in flight time of the quadcopter is observed.
[0061] In an aspect, one or more IC engines 102 installed at a central vertical axis (z-axis) of the quadcopter may ensure production of throttle to provide uplifting motion of the quadcopter, and further control yaw rotation of the quadcopter. Hence, throttle and yaw components of the motor mix equations are taken care of by the IC engines 102, and the motors 106 only control the roll and pitch axis components of the motor mix equations. The modified motor mix equations according to embodiments of the present disclosure are as follows:
Front = + Pitch PID
Back = - Pitch PID
Left = + Roll PID
Right = - Roll PID
Thus, the proposed hybrid multi-rotor assembly for a VTOL aerial vehicle increases flight time and payload capacity of the aerial vehicle by efficiently governing rotation of auxiliary rotors 110 and controlling thrust and yaw rotation of the aerial vehicle by governing rotation of primary rotors 104.
[0062] It would be appreciated that although the above embodiments are explained in terms of a quadcopter, the underlying idea can be extended to any kind of VTOL aerial vehicles such as cyclogyros, cyclocopters, tiltrotors, hexacopters, octacopters and other VTOL aerial vehicles. Hence, the embodiments explained herein are not limited in any way to a quadcopter and can be used to improve flight time characteristics and payload capacity of any VTOL aerial vehicle.
[0063] FIG. 2A illustrates an exemplary high level diagram 200 showing attitude control of each axis of the UAV in accordance to an embodiment of the present disclosure. In an aspect, flight controller of the aerial vehicle may include a Proportional (P) controller 202 to convert an angle error (difference between a target angle and an actual angle) into a rotation rate error, and a Proportional-Integral-Derivative (PID) controller 204 to convert the rotation rate error into a high level motor command. In an embodiment, the high level motor command is computed by the PID controller 204 and enables control of rotational parameters such as rotational speed and direction of the motors 106 configured at arms 108 of the aerial vehicle.
[0064] In an embodiment, PID controller 204 is a closed loop feedback control system that tries to get an actual result closer to a desired result by adjusting input. The error is fed back to beginning of the process, and the process is repeated to nullify the extent of the error. In other words, the PID controller 204 is a control loop feedback mechanism that calculates an error value as difference between a measured variable and a desired set-point. The PID controller 204 regulates and/or alters speed of the motors 106 and tends to diminish the angle error, and thus, stabilizes the aerial vehicle.
[0065] FIG. 2B illustrates an exemplary graphical representation of a curve 250 associated with conversion of angle error into rotation rate error by a Proportional (P) controller 202 in accordance to an embodiment of the present disclosure. In an aspect, output of the P controller 202 is proportional to an error signal, which is the difference between a set point and a process variable. In other words, the output of P controller 202 is multiplication product of the error signal and proportional gain. The curve 250 shows control of angle error through the P controller 202 that varies linearly up to an extent and thereafter, starts varying non-linearly denoting a square root curve.
[0066] It should be apparent to those skilled in the art that many more modifications besides those already described are possible without departing from the inventive concepts herein. The inventive subject matter, therefore, is not to be restricted except in the spirit of the appended claims. Moreover, in interpreting both the specification and the claims, all terms should be interpreted in the broadest possible manner consistent with the context. In particular, the terms “comprises” and “comprising” should be interpreted as referring to elements, components, or steps in a non-exclusive manner, indicating that the referenced elements, components, or steps may be present, or utilized, or combined with other elements, components, or steps that are not expressly referenced. Where the specification claims refers to at least one of something selected from the group consisting of A, B, C ….and N, the text should be interpreted as requiring only one element from the group, not A plus N, or B plus N, etc. The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the appended claims.
[0067] While embodiments of the present disclosure have been illustrated and described, it will be clear that the disclosure is not limited to these embodiments only. Numerous modifications, changes, variations, substitutions, and equivalents will be apparent to those skilled in the art, without departing from the spirit and scope of the disclosure, as described in the claims.

ADVANTAGES OF THE INVENTION
[0068] The present disclosure provides a hybrid multi-rotor assembly for an aerial vehicle that improves fight time of the aerial vehicle.
[0069] The present disclosure provides a hybrid multi-rotor assembly for an aerial vehicle that improves payload capacity of the aerial vehicle.
[0070] The present disclosure provides a hybrid multi-rotor assembly for an aerial vehicle that is cost efficient.

CLAIMS:
1. A multi-rotor assembly for an aerial vehicle, the multi-rotor assembly comprising:
at least two internal combustion (IC) engines configured with a primary set of propellers; and
a plurality of motors configured with an auxiliary set of propellers, said plurality of motors operatively coupled with a plurality of arms of the aerial vehicle;
wherein the at least two IC engines allow rotation of the primary set of propellers to provide uplifting motion to the aerial vehicle, and the plurality of motors allow rotation of the auxiliary set of propellers to provide flight control of the aerial vehicle.

2. The multi-rotor assembly as claimed in claim 1, wherein the at least two IC engines are installed on a vertical axis passing through centre of body frame of the aerial vehicle.

3. The multi-rotor assembly as claimed in claim 2, wherein the at least two IC engines are installed with 180 degree phase difference between them about the vertical axis.

4. The multi-rotor assembly as claimed in claim 1, wherein the at least two IC engines comprise any or a combination of gasoline engines, diesel engines and gas turbine engines.

5. The multi-rotor assembly as claimed in claim 1, wherein the plurality of motors are powered by a high capacity battery bank.

6. The multi-rotor assembly as claimed in claim 1, wherein the plurality of motors comprise any or a combination of brushless electric motors, brushless direct current (BLDC) motors and permanent-magnet synchronous motors (PMSM)

7. The multi-rotor assembly as claimed in claim 1, wherein the at least two IC engines control yaw and thrust generation of the aerial vehicle, and wherein the plurality of motors control pitch and roll parameters of the aerial vehicle.

8. The multi-rotor assembly as claimed in claim 1, further comprising a flight controller for regulating rotational parameters of the primary set of rotors and the auxiliary set of rotors.
9. The multi-rotor assembly as claimed in claim 8, wherein the flight controller comprises a Proportional (P) controller to convert an angle error of an input signal into a rotation rate error and a Proportional-Integral-Derivative (PID) controller 204 to convert the rotation rate error into a high level motor command to enable control of rotational speed and direction of the auxiliary set of propellers.