Aerial vehicle propulsion mechanism with coaxially aligned and independently rotatable propellers

1. An aerial vehicle apparatus, comprising:

a first motor having a rotatable shaft extending from the first motor, the first motor configured to rotate the rotatable shaft at a revolutions per minute (“RPM”);

a first propeller at a first position on the rotatable shaft and independently rotatable by the first motor;

a second propeller at a second position on the rotatable shaft and independently rotatable by the first motor; and

a propeller adjustment controller configured to independently engage each of the first propeller and the second propeller such that each of the first propeller and the second propeller, responsive to independent engagement, is rotated by the first motor at the RPM wherein the propeller adjustment controller includes a plurality of clutches to enable the independent engagement of each of the first and second propeller.

2. The aerial vehicle apparatus of claim 1 , wherein the second propeller remains in a fixed position when the propeller adjustment controller engages the first propeller.

3. The aerial vehicle apparatus of claim 1 , wherein the second propeller freely rotates when the propeller adjustment controller engages the first propeller.

4. The aerial vehicle apparatus of claim 1 , wherein:

the first propeller generates a first lifting force and a first sound when engaged by the propeller adjustment controller and rotated by the first motor at the RPM; and

the second propeller generates a second lifting force that is different than the first lifting force and a second sound that is different than the first sound when engaged by the propeller adjustment controller and rotated by the first motor at the RPM.

5. A propulsion apparatus, comprising:

a motor including a shaft, the motor configured to rotate the shaft at a revolutions per minute (RPM);

a first propeller at a first position along the shaft;

a second propeller at a second position along the shaft; and

a propeller adjustment controller configured to independently engage each of the first propeller and the second propeller such that each of the first propeller and the second propeller, responsive to independent engagement, is rotated by the motor at the RPM wherein the propeller adjustment controller includes a plurality of clutches to enable the independent engagement of each of the first and second propeller.

6. The propulsion apparatus of claim 5 , wherein:

the first propeller generates a first lifting force and a first sound when engaged by the propeller adjustment controller and rotated by the motor at the RPM; and

the second propeller generates the first lifting force and a second sound that is different than the first sound when engaged by the propeller adjustment controller and rotated by the motor at the RPM.

7. The propulsion apparatus of claim 5 , wherein:

the first propeller generates a first lifting force and a first sound when engaged by the propeller adjustment controller and rotated by the motor at the RPM; and

the second propeller generates a second lifting force that is different than the first lifting force and the first sound when engaged by the propeller adjustment controller and rotated by the motor at the RPM.

8. The propulsion apparatus of claim 5 , wherein:

the first propeller has a larger diameter than the second propeller.

9. The propulsion apparatus of claim 5 , wherein:

a first distance between the first position and the second position is determined based at least in part on:

a first sound profile expected to be generated by the first propeller when engaged by the propeller adjustment controller and rotated by the motor at the RPM;

a second sound profile expected to be generated by the second propeller when engaged by the propeller adjustment controller and rotated by the motor at the RPM; and

a determination that the first sound profile will cause interference with the second sound profile when the first propeller and the second propeller are both engaged by the propeller adjustment controller, rotated by the motor at the RPM, and separated by the first distance.

10. The propulsion apparatus of claim 9 , wherein the interference is destructive interference.

11. The propulsion apparatus of claim 5 , wherein a first pitch of the first propeller is different than a second pitch of the second propeller.

12. The propulsion apparatus of claim 5 , further comprising:

a third propeller at a third position along the shaft; and

wherein the propeller adjustment controller is further configured to engage the first propeller, the second propeller, the third propeller, the first propeller and the second propeller, the first propeller and the third propeller, or the second propeller and the third propeller such that the first propeller, the second propeller, the third propeller, the first propeller and the second propeller, the first propeller and the third propeller, or the second propeller and the third propeller are rotated by the motor at the RPM.

13. The propulsion apparatus of claim 12 , wherein:

a first distance between the first position and the second position is determined based at least in part on:

a first sound profile expected to be generated by the first propeller when engaged by the propeller adjustment controller and rotated by the motor at the RPM;

a second sound profile expected to be generated by the second propeller when engaged by the propeller adjustment controller and rotated by the motor at the RPM; and

a determination that the first sound profile will cause interference with the second sound profile when the first propeller and the second propeller are both engaged by the propeller adjustment controller, rotated by the motor at the RPM, and separated by the first distance, the interference resulting in a net effect sound profile;

a second distance between the second position and the third position is determined based at least in part on:

the net effect sound profile;

a third sound profile expected to be generated by the third propeller when engaged by the propeller adjustment controller and rotated by the motor at the RPM; and

a determination that the third sound profile will cause interference with the net effect sound profile when the first propeller, the second propeller, and the third propeller are each engaged by the propeller adjustment controller, rotated by the motor at the RPM, and separated by the first distance and the second distance.

14. The propulsion apparatus of claim 12 , wherein:

a first distance between the first position and the second position is determined based at least in part on:

a first sound profile expected to be generated by the first propeller when engaged by the propeller adjustment controller and rotated by the motor at the RPM;

a second sound profile expected to be generated by the second propeller when engaged by the propeller adjustment controller and rotated by the motor at the RPM; and

a determination that the first sound profile will cause interference with the second sound profile when the first propeller and the second propeller are both engaged by the propeller adjustment controller, rotated by the motor at the RPM, and separated by the first distance;

a second distance between the first position and the third position is determined based at least in part on:

the first sound profile expected to be generated by the first propeller when engaged by the propeller adjustment controller and rotated by the motor at the RPM;

a third sound profile expected to be generated by the third propeller when engaged by the propeller adjustment controller and rotated by the motor at the RPM; and

a determination that the third sound profile will cause interference with the first sound profile when the first propeller and the third propeller are each engaged by the propeller adjustment controller, rotated by the motor at the RPM, and separated by the second distance.

15. A method for operating a propulsion mechanism of an aerial vehicle, the method comprising:

determining an optimization factor for the propulsion mechanism, wherein the optimization factor indicates whether the propulsion mechanism is to be optimized for lift, efficiency, maneuverability, or sound; and

independently engaging, based at least in part on the optimization factor and with a propeller adjustment controller of the propulsion mechanism, each of:

a first propeller of the propulsion mechanism, and

a second propeller of the propulsion mechanism wherein the propulsion mechanism comprises a motor having a rotatable shaft, the first propeller at a first position on the rotatable shaft, and the second propeller at a second position on the rotatable shaft, such that each of the first propeller and the second propeller, responsive to independent engagement, is rotated by the motor; and

wherein the propeller adjustment controller includes a plurality of clutches to enable the independent engagement of each of the first propeller and the second propeller.

16. The method of claim 15 , wherein:

the first propeller generates a first lifting force when rotated at a revolutions per minute (“RPM”) and generates a first sound profile when rotated at the RPM;

the second propeller generates a second lifting force when rotated at the RPM and generates a second sound profile when rotated at the RPM;

the second lifting force is less than the first lifting force; and

the second sound profile is different than the first sound profile.

17. The method of claim 16 , wherein the second sound profile has at least one of a lower frequency or a smaller amplitude than the first sound profile.

18. The method of claim 15 , wherein:

the first propeller generates a first lifting force when rotated at a revolutions per minute (“RPM”) and has a first efficiency rating when rotated at the RPM;

the second propeller generates a second lifting force when rotated at the RPM and has a second efficiency rating when rotated at the RPM;

the second lifting force is less than the first lifting force; and

the second efficiency rating is an improved efficiency rating compared to the first efficiency rating.

19. The method of claim 15 , further comprising:

determining a desired lift to be produced by the propulsion mechanism;

determining based at least in part on the independent engagement of each of the first propeller and the second propeller, a revolutions per minute (“RPM”) for the motor of the propulsion mechanism; and

causing the motor to rotate each of the first propeller and the second propeller, responsive to independent engagement, at the RPM such that each of the first propeller and the second propeller produce the desired lift.