Electromagnetic drive device for generating a unidirectional force and method therefor

Abstract

The present invention discloses an electromagnetic drive device for generating a unidirectional force and a method for doing so. The electromagnetic drive device comprises one or more cabin units, a power source, and a control unit. Each cabin unit comprises a housing, one or more magnetic flux control cores, one or more pairs of magnetic materials, and one or more electrically conductive elements. The one or more cabin units operationally form a vehicle structure in a predefined shape and are configured to generate the unidirectional force. The predefined shape is configured to provide distributed drive and control redundancy based on an arrangement of the one or more cabin units in defined geometries to form the vehicle structure.The control unit is configured to activate and deactivate one or more cabin units, regulate thrust levels, and change the vehicle's driving direction.

Description

AREA OF TECHNOLOGY

[0001] Embodiments of the present disclosure relate to vehicle propulsion systems and, in particular, to an electromagnetic drive device for generating a unidirectional force. The electromagnetic drive device enables vehicle propulsion in various environments, including air, water, or vacuum, without being limited by the properties of the surrounding material medium. GENERAL STATE OF THE ART

[0002] Existing propulsion systems typically impart momentum to a fluid, either within a vehicle or in the surrounding medium such as air or water, to generate thrust in the opposite direction. However, this approach often leads to various undesirable side effects, such as turbulence, pressure imbalances, vibrations, noise, and turbulence, resulting in energy waste and reduced propulsion efficiency. Conventional methods such as electric motors or internal combustion engines rely on rotating components, such as wheels or propellers, to convert friction or fluid flow into linear thrust. These methods have drawbacks, including moving parts, energy loss due to power conversion, and inefficiencies caused by the interaction between rotating parts and the environment.For example, propeller efficiency is strongly influenced by factors such as fluid velocity, turbulence, blade design, operating conditions, and specific media like air or water, resulting in varying levels of effectiveness. Rockets typically carry about 90% propellant for 1% payload by weight, with an operating efficiency of about 70%. As with jet engines, a large amount of propellant is converted into gas to generate reaction force for propulsion.

[0003] Conventional linear motors have a limited range of linear motion. Magnetic levitation drives, commonly used in trains, rely on relative motion between a rotor and a stator, often separated by a significant air gap. Superconducting magnets, considerably more powerful than conventional electromagnets, are necessary to compensate for the drop in magnetic field strength across this air gap. Linear actuators and magnetic levitation systems typically use three-phase alternating current (AC) inverters, necessitating expensive high-frequency electronics for speed control, such as variable frequency drives (VFDs).This necessitates the use of special composite alloys with high electrical resistance, low hysteresis loss, electric brushes for grounding induced currents in shafts and bearings, and liquid cooling through specially designed pipelines.

[0004] In existing electromagnetic drive technology, a segmented current magnetic field drive system is disclosed in US Patent No. 10,513,353, which comprises field coils and conductor coils wound as solenoids with alternating segments of magnetic field shielding assemblies. This system does not use magnetic materials or magnetic flux paths. Instead, it requires a specific orientation and interaction between a field coil and an unshielded segment of a horizontal conductor coil, whereby concentric circular magnetic field lines from vertically oriented segments of a field coil create normal components of a magnetic field with varying magnitudes depending on the location along the length of the conductor coil. One problem with this system is that horizontal segments of the field coil generate opposing forces in the conductor coil that cancel each other out.The angle between the magnetic field and the current varies along the coil and is considerably less than 90°, resulting in a Lorentz force that is below optimum. Magnetically shielded segments of the coil are subject to power losses and do not generate a driving force.

[0005] Therefore, there is a need for a device that overcomes the limitations of existing drive systems. TASKS OF REVELATION

[0006] A key objective of the present disclosure is to provide a drive system for generating a unidirectional force with relatively high efficiency, relatively long service life and minimal wear without moving parts or stator components.

[0007] Another objective of the present disclosure is to achieve higher efficiency by eliminating conversion devices from rotary to linear drive, such as motor-driven propellers.

[0008] Another purpose of the present disclosure is to make the driving force independent of the surrounding fluid medium, thereby enabling applications on Earth and in space.

[0009] The other objective of the present disclosure is to eliminate the need for variable frequency drives (VFDs), high-frequency switching devices, and time-varying magnetic fields in stator coils.

[0010] Another object of the present invention is to avoid relative movement between a stator and an armature / moving component, which requires a significantly large air gap, resulting in a reduced magnetic field strength.

[0011] These and other tasks and advantages of the present technology will become readily apparent from the following detailed description in conjunction with the accompanying drawings. SUMMARY

[0012] This summary is provided to introduce, in a simplified manner, a selection of concepts that are further described in the detailed disclosure. It is not intended to identify any crucial or essential inventive concepts of the subject matter, nor to determine the scope of the disclosure.

[0013] The present disclosure of an electromagnetic drive device for generating a unidirectional force solves the aforementioned problems and offers significant advantages over drive devices according to the prior art.

[0014] In accordance with one embodiment of the present disclosure, the electromagnetic drive device comprises one or more cabin units, a power source, and a control unit. The one or more cabin units are configured to form one or more cabin groups. The one or more cabin groups are configured to form a base component by means of a fastening mechanism. The one or more cabin units are configured with a polygonal shape, comprising one of the following: rectangular, circular, pentagonal, hexagonal, and octagonal. The shape of the one or more magnetic flux control cores and the shape of the one or more electrically conductive elements correlate with the polygonal shape of the one or more cabin units.

[0015] In one embodiment, the one or more cabin groups comprise one or more sensors and a transceiver module. The one or more sensors are positioned operationally proximal to each cabin unit. The one or more sensors are configured to generate sensor data that includes operational data of an associated cabin unit of the one or more cabin units. The transceiver module is configured to transmit at least one of the following to the control unit via a communication network: telemetry data, sensor data, system configuration data, status, and position data. The transceiver module is also configured to receive one or more parameters that include at least one of the following: activating and deactivating one or more cabin units (102), regulating thrust levels, and changing the drive direction.

[0016] In one embodiment, each cabin unit of the one or more cabin units comprises a housing, one or more magnetic flux control cores, one or more pairs of magnetic materials, and one or more electrically conductive elements. The housing is configured to provide structural support for each cabin unit of the one or more cabin units.

[0017] In one embodiment, the one or more magnetic flux control cores are operationally positioned inside the housing. The one or more magnetic flux control cores are configured to optimize the unidirectional force generated in each cabin unit of the one or more cabin units along a thrust axis. The one or more magnetic flux control cores are operationally positioned in the housing by one or more pairs of fasteners. The one or more pairs of fasteners include screws, actuators, magnetic clamps, spring-loaded pins, magnetic holders, and snap connectors. The one or more magnetic flux control cores comprise a first surface. The first surface is configured with a first material having a relative permeability in the range of 1 to 200,000, which is positioned normal to the thrust axis.The first material is configured to generate an optimal magnetic field gradient.

[0018] In another embodiment, the one or more pairs of magnetic materials are operationally positioned on opposite sides of the one or more magnetic flux control cores. The one or more pairs of magnetic materials are configured to provide a magnetic field. Each pair of magnetic materials within the one or more pairs is positioned on opposite sides of the one or more magnetic flux control cores, with like poles facing the one or more magnetic flux control cores. Each magnetic material within each pair of magnetic materials is positioned at a predefined distance from the one or more magnetic flux control cores and oriented in one of the following: a normal orientation and an angular orientation.

[0019] In yet another embodiment, the one or more electrically conductive elements are operatively positioned along a circumference of the one or more magnetic flux control cores. The one or more electrically conductive elements are configured to generate an optimal first force that is orthogonal to the magnetic field and the direct current. The one or more electrically conductive elements are configured with a flat profile containing a defined number of windings. In another embodiment, the one or more electrically conductive elements are selected from a group of superconducting materials exhibiting a Meissner-Ochsenfeld effect.

[0020] In one embodiment, the power source is electronically connected to the one or more cabin units. The power source is configured to supply direct current to the one or more electrically conductive elements. The electromagnetic drive device comprises one or more circuit components. The one or more circuit components are configured to connect the one or more cabin units to the power source for controlling the flow of direct current and polarity within each cabin unit of the one or more cabin units.The one or more circuit components are selected from a group that includes at least one of the following: diodes, metal-oxide-semiconductor field-effect transistors (MOSFETs), double-pole double-throw relays (DPDT relays), solid-state switches, insulated-gate bipolar transistors (IGBTs), and semiconductor controlled rectifiers (SCRs).

[0021] In one embodiment, the control unit is operationally connected to the one or more cabin units and the power source. The control unit is configured to control the one or more parameters associated with the one or more cabin units for generating the unidirectional force. The one or more parameters include at least one of the following: activating and deactivating one or more cabin units (102), regulating thrust levels, and changing the drive direction.

[0022] In another exemplary embodiment, the electromagnetic drive device is formed by fabrication on a printed circuit board (PCB) as one or more microelectromechanical systems (MEMS) units. The one or more magnetic flux control cores associated with the one or more MEMS units comprise at least one of the following: ferrite rings, thin films, and ferromagnetic material. The one or more electrically conductive elements associated with the MEMS units are etched onto a first surface and a second surface of the PCB.

[0023] In accordance with another embodiment of the present disclosure, a vehicle based on the electromagnetic drive device is disclosed. The electromagnetic drive device is configured to generate a unidirectional force. The electromagnetic drive device comprises the one or more cabin units, the power source, and the control unit. The one or more cabin units operationally form a structure of the vehicle in a predefined shape. The predefined shape is configured to provide distributed drive and control redundancy based on an arrangement of the one or more cabin units in defined geometries to form the structure of the vehicle.Each cabin unit of the one or more cabin units comprises the housing, the one or more magnetic flux control cores, the one or more pairs of magnetic materials, the one or more electrically conductive elements.

[0024] In one embodiment, the housing is configured to provide structural support to each cabin unit of the one or more cabin units. The one or more magnetic flux control cores are operationally positioned inside the housing, with one or more pairs of magnetic materials operationally positioned on opposite sides of the one or more magnetic flux control cores to provide a magnetic field. The one or more electrically conductive elements are operationally positioned along a circumference of the one or more magnetic flux control cores to generate an optimal first force. The first force is related to the Lorentz force, which is a cross product of current and magnetic field in the electrically conductive elements and is oriented orthogonally to both, as shown in Fig. 3C indicated.

[0025] In one embodiment, the one or more cabin units are configured to form one or more cabin groups. The one or more cabin groups are configured to form a base component by means of a fastening mechanism. The one or more cabin groups are arranged symmetrically around a center of mass of the vehicle. The one or more cabin groups are operationally connected to the control unit in a coordinated manner via the communication network for triggering one or more parameters. The one or more cabin units within the one or more cabin groups are configured to generate the unidirectional force independently. The one or more cabin units operationally form the structure of the vehicle outside of a passenger compartment.The passenger compartment is selected from a group of magnetic shielding materials that includes at least one of the following: ferromagnetic materials, mu-metal alloys and superconducting materials configured to reduce electromagnetic interference.

[0026] In another embodiment, the power source is electronically connected to the one or more cabin units. The power source is configured to supply direct current to the one or more electrically conductive elements. The control unit is operationally connected to the one or more cabin units and the power source. The control unit is configured to control one or more parameters associated with the one or more cabin units for propelling the vehicle in a defined direction.The control unit is configured to orchestrate synchronized vehicle operation by controlling one or more cabin units, each configured for at least one of the following: homogeneous and heterogeneous achievement of stepwise thrust control, a desired trajectory, maneuvers, acceleration, deceleration, and maintaining a constant speed. The control unit is configured to remotely trigger the activation and deactivation of one or more cabin units for vehicle control. The control unit is configured to asymmetrically change the drive direction around a vehicle body center axis by selectively activating one or more cabin units to generate torque around the vehicle's center of mass for maneuvering.

[0027] In yet another embodiment, the vehicle includes a cooling system. The cooling system is configured to dissipate heat generated by the one or more cabin units. The cooling system is selected from a group that includes at least one of the following: air cooling systems, liquid cooling systems, and thermoelectric cooling systems. In another embodiment, the vehicle includes one or more sensors. The one or more sensors are positioned operationally proximal to each cabin unit. The one or more sensors are configured to generate sensor data that includes positioning data, mapping data, navigation data, path planning data, waypoint navigation data, trajectory control data, and course correction data.

[0028] In accordance with another embodiment of the present disclosure, a method for generating a unidirectional force by the electromagnetic drive device. In the first step, the method includes providing the magnetic field in the one or more cabin units by means of the one or more pairs of magnetic materials. In the next step, the method includes providing the direct current to one or more electrically conductive elements by means of the power source. In the next step, the method includes generating the optimal first force, which is orthogonal to the magnetic field and the direct current, by means of the one or more electrically conductive elements.The next step of the process involves optimizing the unidirectional force generated in one or more cabin units along the thrust axis based on the initial force, using one or more magnetic flux control cores. The next step involves controlling one or more parameters associated with the cabin units to generate the unidirectional force, using the control unit.

[0029] To further clarify the advantages and features of the present invention, a more detailed description of the invention follows, with reference to specific embodiments illustrated in the accompanying figures. It is understood that these figures depict only typical embodiments of the invention and are therefore not to be considered as limiting the scope. The invention is described and explained with additional precision and detail with reference to the accompanying figures. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] The revelation is described and explained with additional accuracy and detail using the accompanying figures, in which the following applies: Fig. Figure 1A illustrates an exemplary electromagnetic drive device for generating the unidirectional force in accordance with an embodiment of the present disclosure; Fig. Figure 1B illustrates an exemplary block diagram depicting the electromagnetic drive device in accordance with an embodiment of the present disclosure; Fig. 2 illustrates one or more exemplary units of microelectromechanical systems (MEMS units) in accordance with an embodiment of the present disclosure; Fig. 3A illustrates an exemplary side view of a rectangular cabin unit, wherein the one or more electrically conductive elements are symmetrical to the one or more magnetic flux control cores, in accordance with an embodiment of the present disclosure; Fig. Figure 3B illustrates an exemplary side view of the rectangular cabin unit, wherein the one or more electrically conductive elements are asymmetrical to the one or more magnetic flux control cores, in accordance with an embodiment of the present disclosure; Fig. 3C illustrates an exemplary three-dimensional space representing a direction of forces in the rectangular cabin unit, in accordance with an embodiment of the present disclosure; Fig. Figure 4 illustrates an exemplary isometric view of one or more cabin units with the pie shape in accordance with an embodiment of the present disclosure; Fig. Figure 5 illustrates an exemplary circular grid component in accordance with an embodiment of the present disclosure; Fig. Figure 6 illustrates an exemplary top view of concentric arrangements of one or more cabin units on a flat disk, forming a circular grid of cabin units, in accordance with an embodiment of the present disclosure; Fig. Figure 7 illustrates an exemplary ring-shaped arrangement of polygonal cabin units in accordance with an embodiment of the present disclosure; Fig. 8A and Fig. Figure 8B illustrates an exemplary top view and sectional view of a multi-story circular tower in accordance with an embodiment of the present disclosure; Fig. Figure 9 illustrates an exemplary sectional view of an alternative cylindrical tower in accordance with an embodiment of the present disclosure; Fig. Figure 10 illustrates an exemplary massive polygonal tower component in accordance with an embodiment of the present disclosure; Fig. Figure 11 illustrates an exemplary four-story polygonal stepped pyramid component in accordance with an embodiment of the present disclosure; Fig. 12A illustrates an exemplary multi-tiered circular stepped pyramid component in plan view in accordance with an embodiment of the present disclosure; Fig. Figure 12B illustrates an exemplary sectional view of the multi-tiered circular stepped pyramid component in accordance with an embodiment of the present disclosure; Fig. Figure 13 illustrates an exemplary sectional view of a vehicle with a multi-tiered circular stepped pyramid with a conical shell in accordance with an embodiment of the present disclosure; Fig. Figure 14 illustrates an exemplary vehicle with a circular tapered turret vehicle in accordance with an embodiment of the present disclosure; Fig. Figure 15 illustrates an exemplary double cone vehicle in accordance with an embodiment of the present disclosure; Fig. Figure 16 illustrates an exemplary short take-off and landing vehicle (STOL vehicle) in accordance with an embodiment of the present disclosure; Fig. Figure 17 illustrates an exemplary vertical take-off and landing (VTOL) car in accordance with an embodiment of the present disclosure; Fig. Figure 18 illustrates an exemplary flowchart of a method for generating the unidirectional force by an electromagnetic drive device in accordance with an embodiment of the present disclosure; and Fig. Figure 19 illustrates an exemplary graphical representation of components of forces in accordance with an embodiment of the present disclosure.

[0031] Furthermore, the person skilled in the art will understand that elements in the figures are illustrated for the sake of simplicity and may not necessarily be drawn to scale. Moreover, with regard to the process steps, chemical compounds, equipment, and parameters used in this document may have been represented in the figures by conventional symbols, and the figures may show only those specific details relevant to understanding the embodiments of the present disclosure, so as not to obscure the figures with details that are readily apparent to the person skilled in the art, for whom the description in this document is advantageous. DETAILED DESCRIPTION OF THE REVELATION

[0032] To improve understanding of the principles of disclosure, reference is now made to the embodiments illustrated in the figures, and specific formulations are used to describe them. It is understood, however, that this does not intend to limit the scope of disclosure. Such changes and further modifications to the illustrated system, and such further applications of the principles of disclosure as would normally occur to a person skilled in the art, are to be interpreted as falling within the scope of the present disclosure.

[0033] It is intended that the terms "includes," "comprehensive," or any other variations thereof have a non-exclusive scope, such that a process or procedure comprising a list of steps may include not only those steps but also other steps not expressly listed or inherent in such a process or procedure. Likewise, one or more components, compounds, and ingredients preceded by "includes" do not, without further limitations, preclude the presence of other components, compounds, ingredients, or additional components. Occurrences of the phrase "in one embodiment," "in another embodiment," and similar formulations throughout the description may, but need not, all refer to the same embodiment.

[0034] Unless otherwise defined, all technical and scientific terms used in this document have the same meaning as they would normally be understood by a person skilled in the art in the field to which this disclosure belongs. The system, procedures, and examples provided in this document are for illustrative purposes only and are not intended to be limiting.

[0035] In the following description and the patent claims, reference is made to a number of expressions which are to be defined in such a way as to have the following meanings. The singular forms "ein", "eine" and "der / die / das" include plural references unless the context clearly indicates otherwise.

[0036] Embodiments of the present disclosure relate to an electromagnetic drive device for generating a unidirectional force.

[0037] As used in this document, the term "basic component" refers to a structural element or part of a vehicle or electromagnetic propulsion system, composed of one or more cabin units of various shapes arranged in specific geometries. These basic components are designed to achieve specific properties such as thrust, torque, maneuverability, and aerodynamics. The basic component may be constructed using various methods that involve assembling one or more cabin groups symmetrically around a central axis onto a structural frame made of either ferromagnetic or non-magnetic material.The basic component can be assembled individually or in combination to form composite structures using alignment and locking mechanisms, such as interlocking, bonding, and motorized bolting. The term also encompasses the vehicle itself, which can consist of heterogeneous component types, each configured in one or more cabin groups to achieve diverse output characteristics.

[0038] In accordance with the objectives, this document presents various embodiments of one or more cabin units, comprising the electromagnetic device that generates a unidirectional net force, one factor of which is the Lorentz force normal to the plane of one or more electrically conductive elements carrying static direct current (DC). The total momentum, comprising the mechanical momentum of the electromagnetic drive device and the momentum of the electromagnetic field, is maintained in one or more cabin groups. The Lorentz force (F) on the one or more electrically conductive elements within a single cabin unit of a volume (V) in an electromagnetic field is obtained by integrating the Maxwell stress tensor. F = ∮T↔.dA.ε0μ0∫V∂s∂tdV where S is the Poynting vector representing the power density transported through the field, T↔ The net stress acting on an infinitesimal surface is represented by the momentum flux density, and the first term represents the momentum rate flowing through a surface. The rate of change of the total momentum within the enclosed volume includes both the mechanical momentum (P) and the energy flux density. M ) as well as the momentum of the electromagnetic field: ∂∂t(PM+ε0μ0∫VS dV)=∇.T↔

[0039] In the absence of an external force, a change in momentum is caused by a field momentum flowing into or out of the finite volume (V), and an outgoing power flow from a power source is transferred to the electromagnetic field, resulting in the Poynting vector pointing radially inwards from outside the cabin. Fig. Figure 19 illustrates the resulting non-zero unidirectional force and other component forces in a cabin unit.

[0040] Fig. Figure 1A illustrates an exemplary electromagnetic drive device 100 for generating the unidirectional force in accordance with an embodiment of the present disclosure.

[0041] Fig. Figure 1B illustrates an exemplary block diagram depicting the electromagnetic drive device 100 in accordance with an embodiment of the present disclosure.

[0042] According to an exemplary embodiment of the present disclosure, the electromagnetic drive device 100 described herein comprises one or more cabin units 102, a power source 112, and a control unit 114. The one or more cabin units 102 are an atomic drive unit that generates the unidirectional force when powered by the DC from the power source 112. The one or more cabin units 102 are configured with a polygonal shape, including, but not limited to, a rectangular shape, a circular shape, a pentagonal shape, a hexagonal shape, an octagonal shape, and the like. In other exemplary embodiments, the one or more cabin units 102 may be configured with three edges, or those with more than eight edges are within the scope of the present disclosure but may be less preferred.The one or more cabin units 102 comprise, among other things, a housing 104, one or more magnetic flux control cores 106, one or more pairs of magnetic materials 108, and one or more electrically conductive elements 110. The shape of the housing 104, the one or more magnetic flux control cores 106, the one or more pairs of magnetic materials 108, and the one or more electrically conductive elements 110 are configured to correlate with the polygonal shape of the one or more cabin units 102. In an alternative exemplary embodiment, the shape of the housing 104, the one or more magnetic flux control cores 106, the one or more pairs of magnetic materials 108, and the one or more electrically conductive elements 110 may not correlate with the polygonal shape of the one or more cabin units 102.

[0043] In one exemplary embodiment, the housing 104 is configured to provide structural support to each cabin unit 102 of the one or more cabin units 102. The housing 104 may be made of ferromagnetic material. In an alternative exemplary embodiment, the one or more cabin units 102 may not be configured with the housing 104. In another exemplary embodiment, depending on the overall geometry of the one or more cabin units 102, the housing may consist of one or more magnetic flux control cores 106 covering the outer surfaces of the housing 104, effectively magnetically shielding the housing 104, with the one or more magnetic flux control cores inside the housing 104 being parallel to the thrust axis 122.

[0044] In an exemplary embodiment, the one or more magnetic flux control cores 106 are operationally positioned inside the housing 104. The one or more magnetic flux control cores 106 are configured to optimize the unidirectional force generated in each cabin unit 102 of the one or more cabin units 102 along a thrust axis 122. The one or more magnetic flux control cores 106 are operationally positioned in the housing 102 by one or more pairs of fasteners 120 (as shown in Figure 1). Fig. (Figure 3A shown). The one or more pairs of fasteners 120 include, among other things, screws, actuators, magnetic clamps, spring-loaded pins, magnetic holders, snap connectors, and the like. The one or more magnetic flux control cores 106 comprise a first surface. The first surface 128 is configured with a first material 130 having a relative permeability in the range of 1 to 200,000, positioned normal to the thrust axis 122. The first material 130 is configured to generate an optimal magnetic field gradient. In an exemplary embodiment, the first surface 128 is made of ferrite and the first material 130 is made of low-carbon steel. The first surface 128 is a top surface and a bottom surface of the one or more magnetic flux control cores 106.In an alternative exemplary embodiment, the one or more magnetic flux control cores 106 can be constructed from a superconducting material and a ferromagnetic material. In another exemplary embodiment, the one or more magnetic flux control cores 106 can be annular and torus-shaped. Additionally, variations in the geometry of the one or more magnetic flux control cores 106, such as tapered or stepped designs, can be implemented to further optimize the magnetic flux control and improve drive efficiency.

[0045] In an alternative exemplary embodiment, the one or more cabin units 102 can include a thin layer of material with low relative magnetic permeability on one side of the one or more inserted magnetic flux control cores 106 between the one or more pairs of magnetic materials 108. In another alternative exemplary embodiment, the one or more cabin units 102 can include axes of rotation parallel to the surface of the one or more inserted magnetic flux control cores 106, along which a set of one or more pairs of magnetic materials 108 can optionally be rotatable to maximize the magnetic flux normal to the surface of the one or more inserted magnetic flux control cores 106.The one or more pairs of magnetic materials 108 on the other side of the one or more inserted magnetic flux control cores 106 can be non-rotatable and placed in contact with the one or more inserted magnetic flux control cores 106. The degree of rotation is proportional to the DC in the one or more electrically conductive elements 110. In yet another exemplary embodiment, the one or more cabin units 102 can contain the one or more magnetic flux control cores 106 along the thrust axis 122 on each side of the one or more electrically conductive elements 110, wherein a thin material with low relative permeability occupies lateral gaps in the one or more magnetic flux control cores 106 that are normal to the thrust axis 122.

[0046] In an exemplary embodiment, the one or more pairs of magnetic materials 108 are operationally positioned on opposite sides of the one or more magnetic flux control cores 106. The one or more pairs of magnetic materials 108 are configured to provide a magnetic field. Specifically, each pair of magnetic materials 108 of the one or more pairs of magnetic materials 108 is arranged such that like poles face the direction of the magnetic flux control cores 106. This arrangement improves the effectiveness of the magnetic field generated by the one or more pairs of magnetic materials 108.Each magnetic material 108 within each pair of magnetic materials 108 is positioned at a predefined distance from the one or more magnetic flux control cores 106 and is oriented, among other things, in a normal orientation and an angular orientation to ensure precise control of the magnetic flux distribution within the one or more cabin units 102. In another exemplary embodiment, the one or more pairs of magnetic materials 108 can be constructed from one of the superconducting materials and permanent magnets.

[0047] The permanent magnets in one or more cabin units used for terrestrial applications can be replaced by coils made of high-temperature superconducting material, excited by occasional DC current. These superconducting materials do not require a constant DC supply but are occasionally excited by the DC to maintain a constant current and magnetic field circulating within the near-resistance-free coil. Cooled below its critical temperature, the superconducting material can also replace a battery in such applications by storing magnetic potential energy without current decay.

[0048] In an exemplary embodiment, the one or more electrically conductive elements 110, which are operatively positioned along a circumference of the one or more magnetic flux control cores 106, are configured to generate an optimal first force that is oriented orthogonally to the magnetic field and the DC, as shown in Fig. 3C is specified. The first force is a Lorentz force and is oriented along the geometric axis 122 of the one or more cabin units 102. When the one or more electrically conductive elements 110, such as a wire coil, guide the DC in the presence of the magnetic field, they experience a force known as the Lorentz force, which is represented by a cross product of the magnetic field and the DC.

[0049] The one or more electrically conductive elements 110 are configured with a flat profile containing a defined number of uniformly spaced windings. The one or more electrically conductive elements 110 are selected from a group of superconducting materials exhibiting a Meissner-Ochsenfeld effect. The superconducting materials include, among others, one of the following: bismuth-strontium-calcium-copper oxide (BSCCO), mercury-barium-calcium-copper oxide (HgBaCaCuO), yttrium hydrides, niobium-tin, niobium-titanium, and the like. In the illustrative embodiment, the one or more electrically conductive elements 110 are the flat-profile coils with a specific number of windings surrounding the one or more magnetic flux control cores 106. In an exemplary embodiment, the power source 112 is electronically connected to the one or more cabin units 102.The power source 112 is configured to supply DC to the one or more electrically conductive elements 110. The electromagnetic drive device 100 comprises one or more circuit components 124. Upon activation of the one or more cabin units 102, the one or more circuit components 124 are configured to connect the one or more cabin units 102 to the power source 112 to control the flow of DC and polarity within each cabin unit 102, resulting in the generation of a unidirectional net force in the one or more cabin units.When one or more cabin units 102 are deactivated, the one or more circuit components are configured to disconnect the one or more cabin units from the power source, resulting in a unidirectional net force of zero generated by the one or more cabin units. The one or more circuit components 124 are selected from a group that includes, among others, at least one of the following: diodes, metal-oxide-semiconductor field-effect transistors (MOSFETs), double-pole double-throw (DPDT) relays, solid-state switches, insulated-gate bipolar transistors (IGBTs), semiconductor rectifiers (SCRs), and the like.

[0050] In one exemplary embodiment, the control unit 114 is operationally connected to the one or more cabin units 102 and the power source 112. The control unit 114 is configured to control one or more parameters associated with the one or more cabin units 102 for generating the unidirectional force. The one or more parameters include at least one of the following: enabling and disabling one or more cabin units 102. In another exemplary embodiment, the control unit 114 is configured to rotate the one or more cabin units 102 about an axis normal to the direction of the thrust axis 122 using servos. In yet another exemplary embodiment, the control unit 114 may be connected to a user interface.The user interface can be, among other things, at least one mobile device, such as a smartphone, tablet computer, laptop, desktop computer, and the like. The user interface allows an end user with appropriate roles to interact with the control unit 114 to perform manual control, preset and fine-grained control, steering and thrust control, to name just a few.

[0051] In an exemplary embodiment, the one or more cabin units 102 are configured to form one or more cabin groups. The one or more cabin groups are configured to form a base component by means of a fastening mechanism. The one or more cabin groups comprise one or more sensors 118 and a transceiver module 116. The one or more sensors 118 are positioned operationally proximal to each cabin unit 102. The one or more sensors 118 are configured to generate sensor data that includes operational data of an associated cabin unit 102 within the one or more cabin groups 102. The operational data relates to any information related to the operation and performance of the associated cabin unit 102 within the one or more cabin groups 102.This operating data can include parameters such as, but not limited to, on / off conditions, temperature, pressure, magnetic field strength, voltage, current, power consumption, and any other relevant metrics that characterize the operation of one or more cabin units 102. The transceiver module 116 is configured to transmit at least one of the following to the control unit 114 via a communication network 126: telemetry data, sensor data, system configuration data, status, and position data. The communication network 126 can be a wired communication network and / or a wireless communication network. The wireless communication network includes point-to-point and mesh networking beacon, multicast, or publish-subscribe protocols using standards such as, but not limited to, Bluetooth Low Energy (BLE), Zigbee, Thread, and the like.The one or more cabin groups remain powered on when activated by the control unit 114. Upon deactivation, the one or more cabin groups disconnect from the power source 112 and put the transceiver module 116 into sleep mode to conserve power. The control unit 114 is configured to send messages via broadcast and multicast, which are transmitted through peers but initiated by the control unit 114 intended for the one or more cabin groups. Semiconductor components and circuits that allow unidirectional DC, such as a diode, MOSFET, and equivalent, may be optionally included. Optionally, a DPDT relay and a solid-state switch may be included to reverse the voltage polarity applied to the one or more electrically conductive elements 110.

[0052] According to another exemplary embodiment of the present disclosure, the vehicle (as in Fig. 13, Fig. 14, Fig. 15, Fig. 16, Fig. Figure 17) discloses the electromagnetic drive device 100. The electromagnetic drive device 100 is configured to generate the unidirectional force. The unidirectional force refers to a propulsive force generated by the electromagnetic drive device 100 in a single defined direction. This unidirectional force is directed along the thrust axis 122 of the one or more cabin units 102, thus providing propulsion without the need for complex mechanical systems or moving parts in the vehicle. The electromagnetic drive device 100 generates the unidirectional force, which in turn propels the vehicle forward in a specific direction. The one or more cabin units 102 operationally form a structure of the vehicle in a predefined shape (as shown in Figure 17). Fig. 13, Fig. 14, Fig. 15, Fig. 16, Fig. 17 shown). The predefined shape is configured to provide distributed drive and control redundancy based on an arrangement of the one or more cabin units in defined geometries to form the structure of the vehicle.

[0053] In one exemplary embodiment, the one or more cabin units 102 can be grouped into electrically series-connected units or electrically isolated units with a minimum cardinality of one cabin unit 102. The one or more connected cabin units 102 may or may not be adjacent, but they are connected to a single power source 112. Different embodiments of vehicles and the one or more cabin groups involve different assembly mechanisms and manufacturing processes optimized for different applications and product qualities.

[0054] In an exemplary embodiment, the one or more cabin groups are arranged symmetrically around a center of mass of the vehicle. The one or more cabin groups are operationally connected to the control unit 114 in a coordinated manner via the communication network 126 for triggering one or more parameters. The one or more cabin units 102 within the one or more cabin groups are configured to generate the unidirectional force independently. The one or more cabin units 102 operationally form the structure of the vehicle outside a passenger compartment. The passenger compartment is selected from a group of magnetic shielding materials, which includes, among others, at least one of the following: ferromagnetic materials, mu-metal alloys, superconducting materials, and the like. The passenger compartment is configured to reduce electromagnetic interference.In another embodiment, the power source 112 is electronically connected to the one or more cabin units 102. The power source 112 is configured to supply DC to the one or more electrically conductive elements 110. The control unit is configured to control one or more parameters associated with the one or more cabin units 102 for driving the vehicle in a defined direction. The one or more parameters include at least one of the following: activating and deactivating one or more cabin units 102, regulating thrust levels, and changing the direction of drive.The control unit 114 is configured to orchestrate synchronized operation of the vehicle by controlling one or more cabin units 102, which are configured to perform at least one of the following: homogeneous and heterogeneous achievement of stepwise thrust control, a desired trajectory, maneuvers, acceleration, deceleration, and maintenance of a constant speed. The control unit 114 is configured to remotely trigger the activation and deactivation of one or more cabin units 102 for controlling the vehicle. The control unit 114 is configured to change the direction of drive asymmetrically about a body center axis of the vehicle by selectively activating one or more cabin units to generate a torque about the vehicle's center of mass for maneuvering the vehicle.

[0055] In an exemplary embodiment, the vehicle includes a cooling system. The cooling system is configured to dissipate heat generated by the one or more cabin units 102. The cooling system is selected from a group that includes at least one of the following: air cooling systems, liquid cooling systems, and thermoelectric cooling systems.

[0056] In an exemplary embodiment, the vehicle comprises one or more sensors 118. The one or more sensors 118 are operationally positioned proximal to each cabin unit 102. The one or more sensors 118 are configured to generate sensor data that includes positioning data, mapping data, navigation data, path planning data, waypoint navigation data, trajectory control data, and course correction data. The one or more sensors may include at least one of the following: positioning sensors, lidar sensors, radar sensors, sonar sensors, compasses, gyroscopes, cameras, environmental sensors, a global positioning system (GPS), inertial measurement units (IMUs), accelerometers, trajectory control sensors, and the like.The control unit 114 can operate in conjunction with an onboard or remote computer or one or more microcontroller modules, which take inputs from the one or more sensors 118 to calculate position determination, mapping, navigation, path planning, waypoint navigation, trajectory control and course correction, to name just a few, and communicate commands to the control unit 114 during execution.

[0057] The cardinality of the one or more cabin units 102 within the one or more cabin groups can be determined using proprietary optimization algorithms or, alternatively, using algorithms well-established in the field, such as statistical, genetic, or deep learning algorithms. It should be noted that a lower cardinality within the one or more cabin groups allows for near-continuous thrust variation when groups are activated sequentially. Furthermore, the grouping of the one or more cabin units depends on the overall vehicle geometry, speed, and desired trajectory control characteristics, whereby a multitude of cabin units, arranged symmetrically or asymmetrically around the body axis at specific angular or axial locations, can be grouped to achieve desired control or thrust characteristics.In this type of grouping, one or more electrically isolated cabin subgroups are arranged in specific geometries such as concentric polygons, grids, clusters of cabin units on one side of a symmetrical axis, and the like. Another possible grouping strategy could be for the one or more cabin unit types to form different subgroups within the base component or vehicle geometry, containing one or more homogeneous cabin units 102.

[0058] In one exemplary embodiment, standard and preset maneuvers are achieved by switching one or more predefined cabin groups on or off, resulting in a preset torque and thrust capability that is particularly useful for ferry cargo. In an alternative exemplary embodiment, the one or more cabin groups, comprising a gradient in the cardinality of the one or more cabin units, can be switched on or off sequentially by the control unit 114, thereby achieving fine-grained control.

[0059] In an alternative exemplary embodiment, unidirectional acceleration and unidirectional thrust are achieved by activating one or more cabin units 102 or one or more cabin groups arranged symmetrically around the vehicle's body centerline. This can include one or more concentric polygonal rings containing cabin units at the base or front of the vehicle, one or more stacks of cabin rings located on the outer body walls of the vehicle, or groups of cabin units encompassing the structural body of a massive vehicle. Activating individual cabin units 102 of the one or more cabin units 102 or of the one or more cabin groups asymmetrically around the body centerline generates a torque about the vehicle's center of mass.In an alternative exemplary embodiment, the one or more cabin units are attached to an outer wall of the vehicle and are thus considered structural elements. The vertical and horizontal geometric design of cabin units generates specific thrust, torque, efficiency, and control characteristics for each geometric configuration. Hollow vehicles are bounded by cabin units along the outer walls and optionally along the base and front of the vehicle around the body's centerline. The hollow internal volume is the passenger compartment, which may be subdivided into chambers to accommodate various vehicle components, including batteries, electronic components, passenger seats, cargo, and other equipment. In an alternative embodiment, the one or more cabin units can fill the hollow volume, resulting in a solid body with a higher thrust-to-volume ratio.This vehicle design is not intended for carrying passengers and is intended for autonomous applications with higher payload capacity.

[0060] In one exemplary embodiment, optional empty slots between the one or more cabin units can accommodate equipment such as the one or more sensors 118, power cables, and one or more cells comprising a battery pack, or alternatively, they can be left open for increased air cooling in the case of high-performance components. This applies to component or vehicle geometries with lower cabin density using either pie-shaped cabin variants or polygonal cabin variants with empty interstitial cabin space.

[0061] In one exemplary embodiment, all hollow variants of vehicle and component geometries can enclose their empty interior volume with the passenger compartment, which consists of a ferromagnetic shell sufficiently thick and exhibiting optimal relative permeability and high saturation magnetization to magnetically shield the interior from the field across the one or more cabin units 102. The passenger compartment can house electronic and other equipment that requires shielding from the magnetic field. People and other living occupants can also be accommodated in this passenger compartment or in a compartment within it. The passenger compartment can further be subdivided into chambers for defined zones and functions, such as racking, storage, etc. The passenger compartment can optionally be coated or wrapped with heat-shielding material.Depending on the variant of the one or more cabin units 102 used, different embodiments of vehicles described in this disclosure may optionally include a ferromagnetic outer shell for magnetic shielding and for magnetic flux paths across the one or more cabin units 102, or alternatively, a lightweight outer casing specifically shaped to improve the vehicle's aerodynamic properties. The underside of the external shell, facing the internal chamber, may optionally include conduits or recesses through which liquid coolants can be pumped in certain vehicle configurations using a large number of cabin units 102, or high current, or high magnetic fields. This may optionally function in conjunction with fluid cooling orifices.Other vehicle configurations may optionally include an external ferromagnetic shell made of a material with high relative permeability and high saturation magnetization.

[0062] All vehicle configurations within the scope of this disclosure can include a primary fluid inlet opening at the front of the vehicle and optionally one or more secondary fluid inlet openings along the vehicle body. In an alternative exemplary embodiment, the primary fluid inlet opening can have a leaf-profile cross-section at a lip and a recess along the vehicle's axis, such that incoming fluid is accelerated into the recess and travels axially across layers of the one or more cabin units 102. The low pressure created on the inner surface across the inlet opening, in combination with the Coandă effect and vortex carry-through, can cause fluid from the surrounding region to be drawn into and accelerated by the fluid inlet openings.The increased momentum imparted to the inflowing fluid generates a forward thrust from the pressure difference, and increased turbulent flow within the recess enhances heat transfer from the one or more cabin units 102. Secondary annular fluid inlet openings may optionally have a similar blade profile cross-section.

[0063] The one or more cabin units 102 are cooled by inflowing fluid either from a primary inlet opening at the front of the vehicle or from secondary annular or pocket openings along the vehicle body. Fluid flowing past the lips becomes turbulent to some extent within the recess as it encounters the layers of the one or more cabin units 102. This allows for a higher degree of heat transfer and air cooling of the one or more cabin units 102. During the initial takeoff and landing of the vehicle, greater lift is required because it accelerates vertically against gravity. When the vehicle transitions to level flight, it no longer accelerates vertically and typically maintains a constant horizontal velocity using a minimal horizontal force to overcome drag.In most conventional aircraft, this is about a quarter of the power required during takeoff. All vents can be open during takeoff and landing when potentially one or more cabin units 102 are switched on, thus requiring a higher degree of air cooling. In an alternative exemplary embodiment, the vents can be closed when transitioning to level flight to reduce drag and because lower cooling requirements exist, as one or more cabin units can be switched off.

[0064] Certain vehicle designs, specifically those with turret and pyramid geometries, may optionally include surface modifications, particularly at the trailing edge of the body. These may include devices for reducing air resistance, such as recesses, serrations, or annular ribbing along each surface within each level of a turret or pyramid vehicle geometry. Turret and pyramid vehicles may also incorporate grooves along each edge at the intersection of perpendicular surfaces, one surface being normal and the other parallel to the thrust direction.

[0065] Certain embodiments of vehicles specifically designed for travel in air or water may include blade profiles in the primary fluid inlet opening at the front, optional folding wings, and optional rotary wings such as propellers that generate lift and thrust in the same direction as the one or more cabin units 102 to enhance lift capacity or vehicle speed.

[0066] The following are some possible basic component geometries and potential vehicle configurations. This is not a comprehensive set of geometries, but it indicates some of the more efficient structural architectures that can be achieved with the specified geometric arrangement of the one or more cabin units 102, resulting in the high thrust-to-weight ratio of the overall vehicle. Additional vehicle geometries can be realized by extending the stated principles, techniques, and specifications, which are still within the scope of this disclosure.

[0067] In another exemplary embodiment, base component geometries with solid or hollow stepped pyramids can be realized by arranging the one or more cabin units 102 in concentric polygonal or circular rings with a constant inclination. The height-to-width (or diameter) ratio can vary from 1.4 to 1.61. Two pyramid types can be realized, comprising a standard pyramid and a stepped pyramid. In an exemplary embodiment with a standard pyramid, an outer core has a tapered ferromagnetic core shell with a continuous surface of constant inclination, which encases stacked layers of the one or more cabin units 102, thereby forming a conical pyramid.In an alternative exemplary embodiment, the hollow outer shell is a continuous core component that encases all layers of the one or more cabin units 102 and can be pyramidal or conical depending on the cross-section of each layer of the one or more cabin units 102. The inner surface of the hollow outer shell can be stepped for each cabin layer, as shown in . Fig. Figure 13 illustrates this, or continuously with a constant gradient across upper to lower cabin layers. In an alternative stepped pyramid embodiment, one or more stacked cabin units form the outer surface of the stepped pyramid, as shown in Figure 13. Fig. Figure 11 illustrates this. Rectangular, cylindrical, and polygonal turret geometries can be realized by arranging the one or more cabin units 102 in polygonal or circular layers stacked along the thrust axis 122. In some embodiments, the hollow body is achieved by vertically stacking layers of a polygonal or circular arrangement of the one or more cabin units 102 along the circumference of the vehicle body structure. In another exemplary embodiment, filling the interior void with the one or more cabin units 102 results in a solid vehicle structure while maintaining the same exterior turret geometry. Alternatively, hollow polygonal or cylindrical turrets can incorporate one or two grid or pyramid end caps with a central hole, so that the overall structure remains hollow.

[0068] Other embodiments may have more complex shapes formed by combining the basic shapes described above. For example, a hyperboloid shape may be realized by attaching pyramidal and inverse pyramidal complex units to its apex, the latter unit having the current direction reversed in one or more associated cabin groups. Double-cone vehicle shapes may be realized in the same way by attaching two pyramidal complex units to their base and reversing the current direction in cabin groups associated with one of the pyramids.

[0069] An illustrative embodiment from Fig. Figure 1A depicts a pie- or sector-shaped cabin unit of one or more cabin units 102. In an alternative embodiment, the one or more cabin units 102 enclose a ferromagnetic outer core when the housing 104 covers along four polygonal faces that enclose the one or more magnetic flux control cores 106. The upper and lower core covers of the housing 104 are absent along the thrust axis 122. In an alternative embodiment, the two faces may be omitted, leaving the one or more cabin units 102 open along the thrust axis 122. Alternatively, the two faces may be formed of a non-ferromagnetic material.Stacking the one or more cabin units 102 along the thrust axis 122 connects ferromagnetic core covers along the four faces of each cabin with corresponding core covers of adjacent stacked cabin units, creating a path along which the magnetic flux passes over the one or more cabin units 102.

[0070] In an illustrative embodiment made of Fig. 1A represents this one specific annular base component, comprising a single cabin group of one or more cabin groups, containing 12 pie-shaped cabin units 102 assembled along a circular geometry. The circuit diagram indicates one of many connectivity options for the one or more cabin groups, switching, and polarity reversal from the power source 112 via an H-bridge to reverse the direction of the net thrust generated by the annular base component. Other variants with lower cabin cardinality or of the one or more cabin groups using remote-controlled one-way semiconductor switches connected to the H-bridge are possible but not listed.Alternative embodiments include polygonal cabin units and pie-shaped cabin units, wherein the one or more cabin units 102 are arranged along circular ferromagnetic rings.

[0071] An alternative embodiment of the base component comprises an annular arrangement of polygonal cabin units within a polygonal geometry, wherein the edge of each cabin unit 102 of the one or more units 102 is aligned with the edge of the polygon. In a preferred embodiment, polygonal cabin units of type 102 are densely packed and in contact with one another. Certain annular geometries, such as rectangles, allow for complete dense packing that closes the inner radius of the annular space, resulting in a platform or grid component for cargo applications. Hollow tower components can optionally be covered at both ends with grid components of similar geometry. While a rectangular ring is preferred, other polygonal base shapes, such as pentagons, hexagons, and octagons, are practical embodiments.Variants with basic shapes having three edges, or those with more than eight edges, may be less preferred. Alternative geometries for flow linking between cabin units within and across floors are possible, but not illustrated, and fall within the scope of this embodiment.

[0072] Fig. Figure 2 illustrates one or more exemplary units of 200 microelectromechanical systems (MEMS units) in accordance with an embodiment of the present disclosure.

[0073] According to an exemplary embodiment of the present disclosure, the electromagnetic drive device 100 is formed by fabrication on a printed circuit board (PCB) 202 as one or more MEMS units 200. The PCB 202 is configured with a double-sided PCB with copper conductor tracks 204, which are interspersed with one or more magnetic flux control cores 106 and comprise at least one of the following: ferrite rings, thin films, ferromagnetic material, and the like, which are powder-deposited into cavities guided in the PCB 202. The PCB 202 may comprise one of the following: flame retardant (FR)-4 ​​and glass fiber (G)-10. Two or more magnetic materials 108 of the one or more pairs of magnetic materials 108 are positioned toward each side of one or more magnetic flux control cores 106, with their like poles facing the one or more magnetic flux control cores 106.The one or more electrically conductive elements 110 associated with the one or more MEMS units 200 are etched onto a first surface 206 and a second surface 208 of the PCB 202.

[0074] In an alternative embodiment, the MEMS units 200 can use ferromagnetic thin films or other metamaterials, such as magnonic crystals, thin- or thick-film magnets, located at one or more points along the PCB 202 to direct the magnetic flux toward the circumference of the one or more electrically conductive elements 110. In alternative embodiments, the magnetic poles in the one or more pairs of magnetic materials 108 can be radially oriented, with one or more pairs of opposite poles facing each other and positioned along a plane of the PCB 202. In an alternative embodiment, the MEMS units 200 can also use radial spokes or disks instead of one or more concentric annular magnetic flux control cores 106.The copper conductor tracks 204 can be spiral or concentric polygonal arms with a transverse section connecting adjacent ring-shaped arms to form a multi-turn coil. The PCB 202 can contain one or more MEMS units 200. The architecture, connectivity, and concepts remain the same as those of the electromagnetic drive device 100, which includes one or more cabin groups electrically connected via conductor tracks to a common H-bridge triggered by the communication network 126, which is connected to a PCB antenna and the power source 112.

[0075] Fig. Figure 3A illustrates an exemplary side view of a rectangular cabin unit 300, wherein the one or more electrically conductive elements 110 are symmetrical to the one or more magnetic flux control cores 106, in accordance with an embodiment of the present disclosure.

[0076] In one illustrative embodiment, the rectangular cabin units 300 are configured with four or more magnets 108, wherein like poles are oriented towards the one or more flat-profile, uniform-thickness magnetic flux control cores 106, and the magnets can be arranged at a specified distance and angular orientation relative to the surface of the one or more magnetic flux control cores 106. The rectangular cabin units 300 include the housing with ferromagnetic covers along the thrust axis 122. In an alternative embodiment, the rectangular cabin units 300 exclude the housing but include all other components of the one or more cabin units 102.In an alternative exemplary embodiment, the rectangular cabin units 300, unlike the single or multiple cabin units 102, require an external ferromagnetic core to link the magnetic flux between the rectangular cabin units 300. In an alternative exemplary embodiment, the housing 104 is included, but the axial housing normal to the thrust axis 122 is omitted. This type of cabin unit is designed to be stacked as in a tower component geometry. Stacking the rectangular cabin units 300 along the thrust axis 122 links inner and outer ferromagnetic cores across adjacent cabin units, creating a path along which the magnetic flux travels across cabin units.

[0077] Fig. Figure 3B illustrates an exemplary side view of the rectangular cabin unit 300, wherein the one or more electrically conductive elements 110 are asymmetrical with respect to the one or more magnetic flux control cores 106, in accordance with an embodiment of the present disclosure. The placement of the one or more magnetic flux control cores 106 and the one or more pairs of magnetic materials 108 relative to the one or more electrically conductive elements 110 can optionally be asymmetrical such that the central axis of the one or more magnetic flux control cores 106 is not aligned with the central axis of the one or more electrically conductive elements 110.

[0078] Fig. Figure 3C illustrates an exemplary three-dimensional space representing the direction of forces in the rectangular cabin unit 300, in accordance with an embodiment of the present disclosure. The one or more pairs of magnetic materials 108 are configured to provide the magnetic field in the radial axis of the one or more cabin units 102, whereas the DC supplied by the power source 112 is orthogonal to the provided magnetic field and the DC. Furthermore, the unidirectional force is the thrust force, which is generated perpendicular to the magnetic field and the DC in the direction of the thrust axis 122 of the one or more cabin units 102 and the rectangular cabin units 300.

[0079] Fig. Figure 4 illustrates an exemplary isometric view of one or more cabin units 102 with the pie-shaped form 400 in accordance with an embodiment of the present disclosure.

[0080] In an exemplary embodiment, the one or more cabin units 102 with the cake shape 400 can have four or more magnetic materials 108a that are thinner and, compared to those in Fig. The magnets used in 1A have different aspect ratios of arc length to radial length. In an alternative embodiment of the one or more cabin units 102 with the pie-shaped 400, the upper magnets are oriented along symmetrically opposite edges in the direction of the one or more magnetic flux control cores 106. The lower magnets are aligned along the other pair of edges of the one or more magnetic flux control cores 106, which are perpendicular to the upper magnets. In an alternative embodiment, one or more cabin units 102 are attached to a surface of the one or more magnetic flux control cores 106 with a novel ferromagnetic core piece of varying thickness.In an alternative embodiment, the one or more cabin units 102 comprise two ferromagnetic core pieces attached to both faces of the one or more magnetic flux control cores 106, one piece being thicker than the other. In an alternative embodiment, the one or more cabin units 102 with the one or more pairs of magnetic materials 108 embedded therein are magnetic poles which, unlike in other variants, are all oriented towards the one or more magnetic flux control cores 106 at an angle of 90 degrees. In an alternative embodiment, the one or more cabin units 102 with the pie-shaped 400 have a larger arc length to radial length aspect ratio compared to the illustrative pie-shaped cabin 400 in Figure 1. Fig. 4, which has a smaller aspect ratio but the same internal components. The one or more cabin units 102 are used in circular ring and grid components (C-CR3 and C-CP2).

[0081] Fig. Figure 5 illustrates an exemplary circular grid component 500 in accordance with an embodiment of the present disclosure.

[0082] In an exemplary embodiment, the circular grid component 500 comprises one or more angularly separated cabin units 102, as shown in Fig. Figure 1A shows the cabin units on concentric rings (502, 504, 506). The one or more cabin units 102 with different dimensions are designated as (102a and 102b) with the same pie-shaped configuration. Each ring can have a different number and configuration of the one or more cabin units (102, 102a, 102b) arranged along the concentric rings (502, 504, 506). The linear thrust can be incrementally increased by activating each concentric ring of one or more cabin units (102, 102a, 102b). A stepless increment of linear thrust is obtained by activating one or more pairs of cabins arranged symmetrically around the central axis within one or more concentric rings (502, 504, 506) of one or more cabin units (102, 102a, 102b) designated for finer thrust control.A subset of cabin units on the concentric ring 502 has built-in switches that can be triggered independently in response to commands from the control unit 114.

[0083] Fig. Figure 6 illustrates an exemplary top view of concentric arrangements of one or more cabin units 102 on a flat disk 600, forming a circular grid of cabin units, in accordance with an embodiment of the present disclosure.

[0084] In an exemplary embodiment, the concentric arrangement of one or more cabin units 102 on the flat disk 600 resulted in a circular grid of cabin units 102 and 102c of different sizes and aspect ratios on the concentric rings 602 and 604, respectively. Due to differences in the geometry and size of the one or more cabin units (102, 102c), each concentric ring 602 and 604 exhibits a different characteristic output force. In contrast to the circular grid component 500, the number of one or more cabin units 102 per concentric ring 602 and 604 remains constant. Alternatively, this circular grid of cabin units can be composed of concentric annular ring components, with each ring attached to its neighboring ring having a larger radius and optionally comprising a different pie-shaped cabin variant.

[0085] Fig. Figure 7 illustrates an exemplary ring-shaped arrangement of polygonal cabin units 700 in accordance with an embodiment of the present disclosure.

[0086] In one exemplary embodiment, the ring-shaped arrangement of polygonal cabin units 700 is located outside a polygonal geometry 702, with one edge 704 of each cabin unit aligned with the edge 704 of the polygon. At the intersection of two ring edges, the vertices 706 of two polygonal cabin units arranged along each edge intersect. A rectangular ring variant uses rectangular cabin units 300. At the vertices of the rectangle, the vertices of the cabin unit are in contact along their diagonals, as illustrated. Other polygonal base shapes, such as pentagons, hexagons, and octagons, are practical embodiments. Variants with base shapes having three edges or those with more than eight edges may be less preferred.Alternative geometries for the flow linkage between cabin units within and across floors are possible, but not illustrated, and fall within the scope of this model.

[0087] An alternative component design incorporates pie-shaped cabin units arranged in a ring-shaped geometry with the same radius for each floor. Each floor is stacked vertically, so that a cabin from a lower floor is in contact with and vertically below a corresponding cabin unit from the upper floor. The vehicle frame, which incorporates this cabin unit geometry, can be made of any load-bearing material, such as structural steel, aluminum, or composite materials well-known in the field. In this model, magnetic flux paths run vertically across floors in the tower over the outer ferromagnetic core that encases each cabin unit.

[0088] Fig. 8A and Fig. Figure 8B illustrates an exemplary top view and sectional view of a multi-story circular tower 800 in accordance with an embodiment of the present disclosure.

[0089] In an exemplary embodiment, the multi-story circular tower 800 is formed by vertically stacking ring components on each story. Each story of the multi-story circular tower 800 comprises one or more pie-shaped cabin units 102. The pie-shaped cabin units are arranged at equal angular intervals between annular cores 804. Fig. Figure 8B illustrates four vertically stacked ring components with empty slots 806 at regular angular intervals, which can accommodate wires or one or more sensors 118 or other locking mechanisms, including motorized helical screws, that can be used to secure each ring component 802 to the vertically adjacent ring. This feature allows a single ring component 802 to dynamically detach and be controlled autonomously, while the remainder of the multi-story circular tower 800 is controlled by one or more centralized control units 114. An alternative embodiment of a circular tower component is composed of a cylindrical tower component and two end caps at either end, which can be either circular grid components or, alternatively, ring-shaped disk components.In an alternative embodiment, the end caps may not contain the one or more cabin units 102 and may consist of ferromagnetic core rings at both ends of the cylinder. This model is not encased in the housing 104 and is intended for vehicles with lower resulting magnetic fields from magnets and DC currents in coils.

[0090] An alternative embodiment of a cylindrical tower component with tapered end caps is composed of a cylindrical tower component in the middle with tapered end caps at both ends, comprising a single- or multi-level grid component or an annular disk component. This model is not enclosed in housing 104 and is intended for vehicles with lower resulting magnetic fields from magnets and DC currents in coils.

[0091] Fig. Figure 9 illustrates an exemplary sectional view of an alternative cylindrical tower 900 in accordance with an embodiment of the present disclosure.

[0092] In an exemplary embodiment, the alternative cylindrical tower 900 is composed of two components, a cylindrical core tower component 902 between one or two end caps comprising the multi-story pyramidal component 904.

[0093] Fig. Figure 10 illustrates an exemplary massive polygonal tower component 1000 in accordance with an embodiment of the present disclosure.

[0094] In one exemplary embodiment, the massive polygonal tower component comprises 1000 polygonal cabin units 1002 stacked along the thrust axis 122 such that the inner and outer ferromagnetic cores 1004 of adjacent cabin units are in contact. This creates magnetic flux paths across cabin units across floors in the massive polygonal tower component 1000. An alternative embodiment of a massive polygonal tower component includes the rectangular cabin units 300 stacked along the thrust axis 122 such that the covers of ferromagnetic cores 1004 of adjacent cabin units are in contact. This creates magnetic flux paths across floors in the tower via ferromagnetic core covers that encase each cabin unit.

[0095] An alternative embodiment of a multi-story stepped pyramid component consists of cabin units arranged in a grid on each level of the stepped pyramid. The solid stepped pyramid is constructed by stacking polygonal grid components with tapered widths (cabin cardinality per component) on each level, such that the overall height-to-width ratio of the resulting pyramid, as well as the ratio of the widths of vertically successive polygonal grids, satisfy pyramid geometry specifications. The number of one or more cabin units on each level L of the pyramid, starting from the top, is L 2 .

[0096] An alternative embodiment of a polygonal stepped pyramid component comprises polygonal cabin units stacked along the thrust axis 122 in a tower assembly. Instead of arranging multiple cabin units of the same dimensions in pyramid geometries, this embodiment stacks one cabin with different dimensions per pyramid level. The two variants of the pyramid ratio, as well as the height-to-width ratios, are consistent with the pyramid geometry.

[0097] In an alternative embodiment of a polygonal pyramid or tower component of the present disclosure, each stacked layer of the polygonal pyramid or polygonal tower comprises rows of cabin units arranged in arithmetic progression, the midpoint of the edge of each cabin being aligned with the endpoints of any two of its adjacent cabin units from the next row. The resulting cabin cardinality, depending on the row "r" in each layer, is an arithmetic sequence with a positive common difference up to the diagonal and a negative common difference thereafter. c(r)={c(r−1)+11≤r≤mc(r−1)−1m <r<2m

[0098] Fig. Figure 11 illustrates an exemplary four-story polygonal stepped pyramid component 1100 in accordance with an embodiment of the present disclosure.

[0099] In an exemplary embodiment, the four-story polygonal stepped pyramid component 1100 is constructed by stacking polygonal rings with decreasing width and number of cabins per story, such that the overall height-to-width ratio of the resulting pyramid, as well as the ratio of the widths of vertically adjacent polygonal rings, satisfies pyramid geometry specifications. In a preferred embodiment, the polygonal cabin units 1102 of the one or more cabin units 102 are densely packed and in contact with each other, forming magnetic flux paths across pyramid stories via ferromagnetic cabin covers. The number of one or more cabin units 102 per story L is a maximum of [1, 4(L-1)].

[0100] In an exemplary embodiment, the multi-story pyramid component is constructed based on the four-story polygonal stepped pyramid component 1100 by stacking polygonal rings with tapered widths and one or more cabin units 102 per story, such that the overall height-to-width ratio of the resulting pyramid, as well as the ratio of the widths of vertically adjacent polygonal rings, satisfy pyramid geometry specifications. The number of cabin units per story L is a maximum of [1, 4(L-1)]. Fig. Figure 12A illustrates an exemplary multi-tiered circular stepped pyramid component 1200 in plan view in accordance with an embodiment of the present disclosure.

[0101] Fig. Figure 12B illustrates an exemplary sectional view of the multi-story circular stepped pyramid component 1200 in accordance with an embodiment of the present disclosure.

[0102] In an exemplary embodiment, the multi-story circular stepped pyramid component 1200 is constructed by stacking circular geometry based on rings of pie-shaped cabin units with tapered width and number of cabins per story, such that the overall height-to-width ratio of the resulting pyramid, as well as the ratio of the widths of vertically adjacent rings, satisfies pyramid geometry specifications. The multi-story circular stepped pyramid component 1200 contains different pie-shaped cabins 1204 and 1202, respectively. The number of stories, cabin configurations, and cabin cardinality at 1200 can vary depending on application requirements. Alternative geometries for flow linking between cabin units within and across stories are possible, but not illustrated, and are outside the scope of this model. Fig. Figure 12B shows a sectional view of the multi-story circular stepped pyramid component 1200, which depicts a two-story stepped pyramid of stacked rings 1206 that meets the specification. The heterogeneous pie-cabin units 1202 and 1204 are encased in ferromagnetic disc covers 1208 that link and shield magnetic flux paths across floors.

[0103] In an exemplary embodiment, the multi-story circular stepped pyramid component comprises 1200 polygonal cabin units arranged along circular ferromagnetic core rings on each story, with an optional central polygonal cabin at the apex. The stepped pyramid can optionally be constructed by stacking polygonal rings of decreasing width and with one or more than 102 cabin units per story, such that the overall height-to-width ratio of the resulting pyramid, as well as the ratio of the widths of vertically adjacent polygonal rings, satisfies pyramid geometry specifications. In an exemplary embodiment, the multi-story circular stepped pyramid component comprises 1200 polygonal cabin units arranged along circular ferromagnetic core rings on each story, with an optional central polygonal cabin at the apex.The stepped pyramid can optionally be constructed by stacking polygonal rings with decreasing width and number of cabins per floor, so that the overall height-to-width ratio of the resulting pyramid, as well as the ratio of the widths of vertically adjacent polygonal rings, meets pyramid geometry specifications.

[0104] In one exemplary embodiment, the multi-story circular stepped pyramid component comprises 1200 pie-shaped cabin configurations arranged along circular ferromagnetic core rings on each story, with an optional central polygonal cabin at the apex. This is an exemplary embodiment of the heterogeneous cabin units. Optionally, each story can contain cabin units of a different configuration, making it heterogeneous. The stepped pyramid is constructed by stacking polygonal rings with decreasing width and number of cabins per story, such that the overall height-to-width ratio of the resulting pyramid, as well as the ratio of the widths of vertically adjacent polygonal rings, satisfies pyramid geometry specifications. Magnetic flux linkage occurs across ferromagnetic rings that connect cabin units within each story and across cabin units across stories.Alternative geometries for the flow linkage between cabin units within and across floors are possible, but not illustrated, and fall within the scope of this model. Example vehicle geometries:

[0105] The vehicle geometries can aggregate one or more components. Each component can form a vehicle. Each component geometry mentioned in this disclosure is also a vehicle geometry in itself. While specific electromechanical attributes associated with this invention are mentioned in the following vehicle embodiments, the vehicle may include additional mechanisms and components for propulsion, such as wheels, chassis, aerodynamic devices, and control surfaces known in the field, to reduce drag and increase lift.

[0106] The vehicle, configured with a tower structure, is obtained according to one embodiment of the present disclosure by assembling a plurality of tower components with polygonal geometry side by side and / or by stacking one tower on top of another along the vehicle's body axis. The vehicle may optionally feature a curved external shell for improved aerodynamics.

[0107] Fig. Figure 13 illustrates an exemplary sectional view of a vehicle with a multi-story circular stepped pyramid with a conical shell 1300 in accordance with an embodiment of the present disclosure.

[0108] In one exemplary embodiment, the vehicle is configured with the multi-story circular stepped pyramid with a conical shell 1300, comprising pie-shaped cabin units 1302 and an enclosing conical ferromagnetic outer core shell 1304. The passenger compartment 1306 can accommodate live occupants or hardware, storage racks, etc. The internal circular stepped pyramid structure can be composed of any circular pyramid component constructed using either polygonal cabin units or pie-shaped cabin units. Many embodiments of circular stepped pyramid components, including, among others, Fig. 12A and Fig. Including 12B, are potential candidates for the internal skeletal structure of the vehicle. In some embodiments of the vehicle with the multi-tiered circular stepped pyramid with conical shell 1300 with lower specifications for current and magnetic field components, the external conical shell 1304 may be made of non-magnetic material for increased structural strength or aerodynamic properties. Fig. Figure 14 illustrates an exemplary vehicle with a circular tapered turret vehicle 1400 in accordance with an embodiment of the present disclosure.

[0109] In an exemplary embodiment, the vehicle with the circular tapered turret vehicle 1400 according to an embodiment of the present disclosure comprises a component made of Fig. 9 with a hollow, enclosing, aerodynamically curved shell 1402 that completely encloses the internal cylindrical turret 900. The curved shell can be transparent or opaque and made of any lightweight material with low aerodynamic drag. It can optionally include devices for reducing drag, such as indentations, annular ribbing along the longitudinal axis, serrations, grooves, etc.

[0110] In an alternative exemplary embodiment, the vehicle is described as comprising a multi-story circular tapered tower vehicle, which includes a cylindrical core tower component with an enclosing hollow ferromagnetic outer shell, according to an embodiment of the present disclosure. The external ferromagnetic shell, unlike the conical shell in pyramid models, as described in Fig. Figure 13 shows a symmetrical structure with aerodynamically curved surfaces that are cylindrical in the middle and curved at the ends. In yet another embodiment of a cylindrical core tower composed of pie-shaped cabin units, i.e., the one or more cabin units 102, the external curved surface can be made of a non-ferromagnetic composite material, the benefit of which is to reduce aerodynamic drag.

[0111] Fig. Figure 15 illustrates an exemplary double cone vehicle 1500 in accordance with an embodiment of the present disclosure.

[0112] In one exemplary embodiment, the double-cone vehicle 1500 is formed by stacking two polygonal pyramid components 1502 (multi-story stepped pyramids of cabin units arranged in a grid per pyramid level) at their base and reversing the current direction in cabin groups within one of the pyramids. Another embodiment of a double-cone vehicle using conical components according to an embodiment of the present disclosure is constructed by attaching two multi-story circular stepped pyramids or multi-story circular stepped pyramids using cabin units with a sheathing conical ferromagnetic outer core shell at their base and reversing the current direction in one or more cabin groups within one of the conical pyramids.

[0113] In an alternative exemplary embodiment, a multi-story circular stepped pyramid vehicle according to an embodiment of the present technology can comprise either pie-shaped cabin units or polygonal cabin units arranged in an annular geometry for each level of a stepped pyramid without external ferromagnetic cores. The platform or skeleton of the pyramid can be constructed from any structural material suitable for vehicle bodies. An optional central polygonal cabin can be positioned at the apex of the pyramid.

[0114] In an alternative exemplary embodiment, an alternative vehicle geometry with a circular pyramid according to an embodiment of the present disclosure can comprise polygonal cabin units arranged in a multi-story circular stepped pyramid geometry. Each unit is independent, and there is no magnetic flux path across floors. The skeleton of such a vehicle can be formed from lightweight structural materials with a relative permeability close to one, including, among others, carbon fiber composites, aluminum, glass fibers, etc.

[0115] In an alternative exemplary embodiment, an alternative vehicle geometry with a circular pyramid according to an embodiment of the present disclosure can comprise radially oriented polygonal cabin units arranged across a multi-story circular stepped pyramid geometry. Each unit is independent, and the cabin surfaces are radially oriented. There is no magnetic flux path across floors. The skeleton of such a vehicle can be formed from lightweight structural materials with a relative permeability close to one, including, among others, carbon fiber composites, aluminum, glass fibers, etc.

[0116] A potential vehicle design with a hyperboloid shape (V-H1) according to an embodiment of the present disclosure can be realized by attaching pyramidal and inversely pyramidal components to its apex, wherein in the latter unit the current direction is reversed in one or more associated cabin groups.

[0117] Fig. Figure 16 illustrates an exemplary short take-off and landing vehicle 1600 (STOL vehicle) in accordance with an embodiment of the present disclosure.

[0118] In an exemplary embodiment, the short takeoff and landing (STOL) vehicle 1600 is configured with a landing gear and retractable wheels 1602, folding wings 1604, and an annular air intake 1606 at a front end 1608. The skeletal geometry of the STOL vehicle 1600 comprises an assembly as shown in Fig. Figure 10 shows a massive polygonal tower component inserted between two pyramidal components (multi-story stepped pyramid). An alternative vehicle configuration with the STOL capability of the 1600 vehicle incorporates folding wings 1604 with a foil cross-section that generates lift during level flight. The folding wings 1604 can be folded along one or more axes of rotation to align each folded wing 1604 with the longitudinal axis of the body (in the direction of the STOL vehicle 1600 and the cabin propulsion system). The cabin units generate horizontal thrust that propels the STOL vehicle 1600 horizontally both in flight and on land.The vehicle initially gains speed on a runway or road by retracting its folded wings 1604 and increases its ground speed by activating one or more cabin units to generate horizontal thrust. The STOL vehicle 1600 takes off from the ground, achieving a ground speed sufficient to generate lift in the wings to counteract its weight. Two or more retractable conventional wheels 1602 are provided to allow the vehicle to roll on the ground; these can be retracted in flight. Fig. Figure 17 illustrates an exemplary vertical take-off and landing vehicle 1700 (VTOL vehicle) in accordance with an embodiment of the present disclosure.

[0119] In an exemplary embodiment, the VTOL vehicle 1700 has a similar design to the STOL vehicle 1600, including retractable wheels 1602, but excluding folding wings 1604 and an annular air intake opening at the front end 1608. The VTOL vehicle 1700 features rotating cabin units 1702, using rotary actuators 1704, such as servos, to change the thrust orientation of the rotating cabin units 1702 during takeoff and cruise by rotating them up to 90 degrees about their central axis, which is parallel to the axis of rotation of the retractable wheels 1602. The passenger compartment 1306 can accommodate passengers, equipment, and cargo.An alternative embodiment of the VTOL vehicle 1700 with non-rotating cabin units omits the rotary actuators 1704 and instead comprises one or more cabin groups with fixed rotary actuators 1704 in a vertical orientation and rotary actuators 1704 in a horizontal orientation, which can be switched on and off independently during operation of the VTOL vehicle 1700 and during cruise flight. An alternative embodiment, not illustrated, is a VTOL version that may have the same configuration with folding wings 1604 for generating passive lift as the STOL vehicle 1600.

[0120] In a Fig. In the illustrated embodiment 17, the VTOL car 1700 is achieved using counter-rotating actuators 1704, wherein one or more rotary actuators 1704 are rotated 90 degrees in pairs, rotating in opposite directions (clockwise and counterclockwise) to cancel the net counter-torque from the rotation. When rotated in this manner, the current direction during rotation in alternating cabin units is reversed to generate a unidirectional vertical force.

[0121] In an alternative embodiment, the rotary actuators 1704 can be rotated in the same direction. In this model, non-rotating, horizontally oriented cabin units can be activated asymmetrically about the body axis. For example, if all servos are rotated clockwise, the counter-torque tilts the front downward. To counteract this, one or more horizontally oriented upper cabin units are deactivated while lower cabin units are activated, resulting in a clockwise torque about the center of mass of the vehicle body. In an alternative, but less preferred, model, the vehicle can use conventional lift surfaces at the rear, such as ailerons, to counteract the body rotation resulting from the counter-torque.In yet another embodiment, the one or more cabin units are non-rotatable and comprise vertical cabin groups and horizontal cabin groups. Vertical cabin groups 1706 are activated during VTOL, whereas horizontal cabin groups 1708 can be activated either always or optionally only during level flight. Ground motion is generated by rolling friction between tires on wheels and the ground surface. Horizontal propulsion is generated from the horizontal cabin groups 1708 using the same technology and hardware components as a vehicle in flight mode.

[0122] Fig. Figure 18 illustrates an exemplary flowchart of a method 1800 for generating the unidirectional force by an electromagnetic drive device 100 in accordance with an embodiment of the present disclosure.

[0123] According to an exemplary embodiment of the present disclosure, method 1800 for generating the unidirectional force by an electromagnetic drive device is disclosed. In step 1802, method 1800 begins by providing the magnetic field in the one or more cabin units using the one or more pairs of magnetic materials. In step 1804, method 1800 includes providing the DC by the power source to the one or more electrically conductive elements within the one or more cabin units. In step 1806, method 1800 includes the one or more electrically conductive elements generating the optimal first force, which is orthogonal to the magnetic field and the DC. The first force is the Lorentz force.At step 1808, Method 1800 includes the one or more magnetic flux control cores optimizing the unidirectional net force, which is the vector sum of all forces generated within each cabin unit of the one or more cabin units along the thrust axis. Furthermore, at step 1810, Method 1800 includes the control unit controlling the one or more parameter addresses of the one or more cabin units to activate or deactivate them in order to achieve a net thrust and net torque for trajectory control. Fig. Figure 19 illustrates an exemplary graphic representation 1900 of components of forces in accordance with an embodiment of the present disclosure.

[0124] In an exemplary embodiment, graphic representation 1900 of components of the unidirectional net force along the thrust axis (Z-axis) (cabin orientation axis) passing through each component within the one or more cabin units with a volume of 0.1 cm³ 3 and 0.296 g of mass is generated, depending on the DC to the one or more electrically conductive elements. The net force is a vector sum of all force components with negative and positive values, indicating a direction along the thrust axis. It can be noted that the net force is non-zero and that the force appears to saturate in the materials of the one or more magnetic flux control cores at higher currents, probably as it approaches saturation magnetization.

[0125] For example, a tower base component can alternatively be constructed by alternating connections between inner and outer magnetic cores across adjacent floors of a tower. Mechanisms for constructing embodiments of cabin units, base components, and vehicle geometries and control capabilities can be extended from the preceding description of exemplary embodiments and core principles.

[0126] While specific formulations have been used to describe the invention, any limitations arising from them are unintentional. As will be apparent to those skilled in the art, various modifications to the method can be made to implement the concept according to the invention as taught in this document.

[0127] The figures and the preceding description provide examples of embodiments. Those skilled in the art will understand that one or more of the described elements can be readily combined to form a single functional element. Alternatively, certain elements can be divided into several functional elements. Elements from one embodiment can be added to another embodiment. For example, the sequence of processes described in this document can be changed and is not limited to the manner described herein. Furthermore, the actions of any flowchart need not be carried out in the sequence shown; nor do all actions necessarily have to be performed. Moreover, those actions that are not dependent on other actions can be performed in parallel with the other actions.The range of embodiments is in no way limited by these specific examples. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US Patent No. 10,513,353

[0004]

Claims

[1] An electromagnetic drive device for generating a unidirectional force, comprising: one or more cabin units, each cabin unit of the one or more cabin units comprising: a housing configured to provide structural support to each cabin unit of the one or more cabin units; one or more magnetic flux control cores operatively positioned within the housing and configured to optimize the unidirectional force generated in each car unit of the one or more car units along a thrust axis; one or more pairs of magnetic materials operatively positioned on opposite sides of the one or more magnetic flux control cores and configured to provide a magnetic field; one or more electrically conductive elements operatively positioned along a circumference of the one or more magnetic flux control cores and configured to generate an optimal first force orthogonal to the magnetic field and the direct current; a power source electronically connected to the one or more cabin units and configured to provide direct current to the one or more electrically conductive elements; and a control unit operatively connected to the one or more cabin units and the power source and configured to control one or more parameters associated with the one or more cabin units to generate the unidirectional force. [2] Electromagnetic drive device according to claim 1, wherein one or more cabin units are configured to form one or more cabin groups, wherein the one or more cabin groups are configured to form a base component by a fastening mechanism, wherein the one or more cabin groups comprise one or more sensors and a transceiver module, wherein the one or more sensors are operatively positioned proximal to each cabin unit and are configured to generate sensor data including operational data of an associated cabin unit of the one or more cabin units; and wherein the transceiver module is configured to transmit at least one of the following to the control unit through a communication network: telemetry data, sensor data, system configuration data, status, and positioning data. [3] The electromagnetic drive device according to claim 1, wherein the one or more cab units are configured with a polygonal shape including one of: rectangular shape, circular shape, pentagonal shape, hexagonal shape, and octagonal shape, wherein a shape of the one or more magnetic flux control cores and the shape of the one or more electrically conductive members correlate with the polygonal shape of the one or more cab units. [4] The electromagnetic drive device of claim 1, wherein the one or more magnetic flux control cores are operatively positioned in the housing by one or more pairs of fasteners, the one or more pairs of fasteners comprising screws, actuators, magnetic clamps, spring-loaded pins, magnetic retainers, and snap connectors. [5] The electromagnetic drive device of claim 1, wherein the one or more magnetic flux control cores comprise a first surface; wherein the first surface is configured with a first material having a relative permeability ranging between 1 and 200,000 positioned normal to the thrust axis, wherein the first material is configured to generate an optimal magnetic field gradient. [6] The electromagnetic drive device of claim 1, wherein each pair of magnetic materials of the one or more pairs of magnetic materials is positioned on opposite sides of the one or more magnetic flux control cores with like poles directed toward the one or more magnetic flux control cores, each magnetic material within each pair of magnetic materials positioned on the one or more magnetic flux control cores at a predefined distance and oriented in one of: a normal orientation and an angular orientation. [7] The electromagnetic drive device of claim 1, wherein the one or more electrically conductive elements are configured with a flat profile containing a defined number of windings, wherein the one or more electrically conductive elements are selected from a group of superconducting materials exhibiting a Meissner-Ochsenfeld effect. [8] An electromagnetic drive device according to claim 1, wherein the electromagnetic drive device comprises one or more circuit components, wherein the one or more circuit components are configured to connect the one or more cabin units to the power source for controlling a flow of the direct current and polarity within each cabin unit of the one or more cabin units, wherein the one or more circuit components are selected from a group comprising at least one of: diodes, metal-oxide-semiconductor field-effect transistors (MOSFETs), double-pole double-throw (DPDT) relays, solid-state switches, insulated-gate bipolar transistors (IGBTs), and solid-state rectifiers (SCRs). [9] The electromagnetic drive device of claim 1, wherein the one or more parameters comprise at least one of: activating and deactivating one or more cabin units, regulating thrust levels, and changing the drive direction. [10] Electromagnetic drive device according to claim 1, wherein the electromagnetic drive device is formed by manufacturing on a printed circuit board (PCB) as one or more units of microelectromechanical systems (MEMS units), wherein the one or more magnetic flux control cores associated with the one or more microelectromechanical system (MEMS) units comprise at least one of: ferrite rings, thin films, and ferromagnetic material; and wherein the one or more electrically conductive elements associated with the one or more microelectromechanical system (MEMS) units are etched onto a first surface and a second surface of the printed circuit board (PCB). [11] A vehicle based on an electromagnetic drive device, the electromagnetic drive device being configured to generate a unidirectional force, comprising: one or more cabin units operatively forming a structure of the vehicle in a predefined shape and configured to generate the unidirectional force, wherein each cabin unit of the one or more cabin units comprises: a housing configured to provide structural support to each cabin unit of the one or more cabin units; one or more magnetic flux control cores operatively positioned within the housing and configured to optimize the unidirectional force generated in each car unit of the one or more car units along a thrust axis; one or more pairs of magnetic materials operatively positioned on opposite sides of the one or more magnetic flux control cores and configured to provide a magnetic field; one or more electrically conductive elements operatively positioned along a circumference of the one or more magnetic flux control cores and configured to generate an optimal first force orthogonal to the magnetic field and the direct current; a power source electronically connected to the one or more cabin units and configured to provide direct current to the one or more electrically conductive elements; and a control unit operatively connected to the one or more cab units and the power source and configured to control one or more parameters associated with the one or more cab units for propelling the vehicle in a defined direction. [12] The vehicle of claim 10, wherein the predefined shape is configured to provide distributed propulsion and control redundancy based on arranging the one or more cabin units in defined geometries to form the structure of the vehicle. [13] The vehicle according to claim 10, wherein the one or more cabin units are configured with a polygonal shape including one of the following to form the structure of the vehicle: rectangular shape, circular shape, pentagonal shape, hexagonal shape, and octagonal shape. [14] A vehicle according to claim 10, wherein the one or more cabin units are configured to form one or more cabin groups, wherein the one or more cabin groups are configured to form a base component by a fastening mechanism, wherein the one or more cabin groups are provided symmetrically around a center of mass of the vehicle, wherein the one or more cabin groups are operatively connected to the control unit by a communication network for triggering the one or more parameters in a coordinated manner; and wherein the one or more cabin units within the one or more cabin groups are configured to generate the unidirectional force independently. [15] The vehicle of claim 10, wherein the one or more cabin units operatively form the structure of the vehicle outside a passenger compartment, the passenger compartment being selected from a group of magnetic shielding materials comprising at least one of: ferromagnetic materials, mu-metal alloys, and superconducting materials configured to mitigate electromagnetic interference. [16] The vehicle of claim 10, wherein the one or more parameters comprise at least one of: activating and deactivating one or more cabin units, regulating thrust levels, and changing drive direction. [17] The vehicle of claim 10, wherein the control unit is configured to: Orchestrating synchronized operation of the vehicle by controlling the one or more cabin units configured to at least one of: homogeneously and heterogeneously achieve stepwise thrust control, a desired trajectory, maneuvers, acceleration, deceleration, and maintaining a constant speed; remotely triggering the activation and deactivation of the one or more cabin units for controlling the vehicle; and Changing the direction of drive by selectively activating the one or more cab units asymmetrically about a body centerline of the vehicle to generate torque about the center of mass of the vehicle for maneuvering the vehicle. [18] A vehicle according to claim 10, wherein the vehicle comprises a cooling subsystem, wherein the cooling subsystem is configured to dissipate heat generated by the one or more cabin units, wherein the cooling subsystem is selected from a group comprising at least one of: air cooling subsystems, liquid cooling subsystems, and thermoelectric cooling subsystems. [19] The vehicle of claim 10, wherein the vehicle includes one or more sensors, the one or more sensors being operatively positioned proximal to each cabin unit and configured to generate sensor data including positioning data, mapping data, navigation data, path planning data, waypoint navigation data, trajectory control data, and course correction data. [20] A method for generating a unidirectional force by an electromagnetic drive device, comprising: Providing a magnetic field in one or more cabin units by one or more pairs of magnetic materials; Providing direct current to one or more electrically conductive elements by a power source; generating an optimal first force orthogonal to the magnetic field and the direct current by the one or more electrically conductive elements; Optimizing the unidirectional force generated in the one or more cabin units along a thrust axis based on the first force by one or more magnetic flux control cores; and Controlling one or more parameters associated with the one or more cabin units to generate the unidirectional force by a control unit.

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