An electromagnetic propulsion system for aerial vehicles

Abstract

There is provided an electromagnetic propulsion system for aerial vehicles, comprising (i) a rotor with one or more blades and including rotor magnets; and (ii) a stator including windings or coils, the stator windings or coils being coupled to the rotor magnets; wherein energizing the stator windings generates electromagnetic forces that levitate and rotate the rotor without mechanical contact; and wherein the system operates without a central motor hub.

Description

[0001] AN ELECTROMAGNETIC PROPULSION SYSTEM FOR AERIAL VEHICLES

[0002] BACKGROUND OF THE INVENTION

[0003] 1. Field of the Invention

[0004] The field of the invention relates to electromagnetic propulsion systems for aerial vehicles.

[0005] A portion of the disclosure of this patent document contains material, which is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by anyone of the patent document or the patent disclosure, as it appears in the Patent and Trademark Office patent file or records, but otherwise reserves all copyright rights whatsoever.

[0006] 2. Description of the Prior Art

[0007] Conventional aerial vehicles capable of vertical take-off and landing (VTOL) often rely on mechanically complex propulsion systems involving numerous moving parts. These systems are prone to friction losses, wear, and aerodynamic inefficiencies, leading to increased noise levels and limited scalability.

[0008] Many existing VTOL propulsion systems suffer from inherent drawbacks, such as the inability to adjust thrust dynamically, lack of thrust stability, and excessive noise generation. These limitations have hindered the widespread adoption of VTOL technology across various applications. There is a need for frictionless, scalable propulsion systems that can enhance thrust stability, reduce aerodynamic losses, and minimize noise levels.

[0009] Hub-based design of conventional VTOL propulsion systems limits the flexibility in blade arrangement and constrains the aerodynamic and efficiency potential.

[0010] WO2019204493 Al relates to a magnetic propulsion system including a large annular hub to mount fixed fan blades, which can sometimes be used to carry cargo. SUMMARY OF THE INVENTION

[0011] An aspect of the invention is an electromagnetic propulsion system for aerial vehicles, comprising (i) a dual-sided rotor with blades and including rotor magnets; and (ii) a stator including windings or coils, the stator windings or coils being coupled to the rotor magnets; wherein energizing the stator windings generates electromagnetic forces that levitate and rotate the rotor without mechanical contact; and wherein the system operates without a central motor hub.

[0012] Another aspect of the invention is an electromagnetic propulsion system for aerial vehicles, comprising (i) a hubless rotor with one or more blades extending across the diameter of a duct and including rotor magnets; and (ii) a stator including windings or coils, the stator windings or coils being coupled to the rotor magnets; and wherein energizing the stator windings generates electromagnetic forces that levitate and rotate the rotor without mechanical contact.

[0013] Another aspect of the invention is an electromagnetic propulsion system for aerial vehicles, comprising (i) a dual-sided rotor with blades and including rotor magnets; and (ii) a stator including windings or coils, the stator windings or coils being coupled to the rotor magnets; wherein energizing the stator windings generates electromagnetic forces that levitate and rotate the rotor without mechanical contact; and wherein the system operates without a central motor hub.

[0014] Another aspect of the invention is an electromagnetic propulsion system for aerial vehicles, comprising (i) a rotor with one or more blades; and (ii) a stator including top and bottom windings; wherein the rotor has a top ring of magnets facing the top stator windings and a bottom ring of magnets facing the bottom stator windings; and wherein energizing the stator windings generates electromagnetic forces such that levitate the rotor between the top and bottom stator windings without mechanical contact; and wherein the system operates without a central motor hub.

[0015] Another aspect of the invention is an electromagnetic propulsion system for aerial vehicles, comprising (i) a dual-sided rotor with counter-rotating blades and including rotor magnets; (ii) a stator including windings or coils, the stator windings or coils being coupled to the rotor magnets; wherein energizing the stator windings generates electromagnetic forces that levitate and rotate the rotor without mechanical contact; and wherein the system operates without a central motor hub.

[0016] Another aspect of the invention is an aerial vehicle comprising an electromagnetic propulsion system, as defined above.

[0017] Another aspect of the invention is an aerial vehicle with a distributed electric propulsion (DEP) system made up of modular electromagnetic propulsion systems, as defined above, and each modular electromagnetic propulsion system is configured to be removable from the aerial vehicle for maintenance and replacement.

[0018] BRIEF DESCRIPTION OF THE FIGURES

[0019] Aspects of an implementation of the invention will now be described, by way of example(s), with reference to the following Figures, which each show features of an implementation of the invention:

[0020] Figure 1 shows an example of the electromagnetic propulsion system.

[0021] Figure 2 shows an exploded view of the electromagnetic propulsion system including the outer shell and the rotor and stator configuration.

[0022] Figure 3 shows a perspective view of the upper stator coils and lower stator coils (without the rotor).

[0023] Figure 4 shows a perspective view of the dual sided rotor with permanent magnets on both the upper and lower surfaces.

[0024] Figure 5 shows a side view of the dual sided rotor.

[0025] Figure 6 shows the dual sided rotor together with the upper stator windings and lower stator windings.

[0026] Figure 7 shows cross sectional views of the stator coils and the dual sided rotor.

[0027] Figure 8 shows cross sectional views of the stator and rotor and of the outer shell.

[0028] Figure 9 shows a close-up view of the cross section of the stator and rotor arrangement

[0029] Figure 10 shows a perspective view of the electromagnetic propulsion system. The

[0030] Figure 11 shows a diagram illustrating the floating hubless levitation design (FHLD) concept.

[0031] Figure 12 shows the location of the windings of the stator with respect to the permanent magnets of the rotor.

[0032] Figure 13 shows a propulsion system including a small central hub.

[0033] Figure 14 shows a further example of a rotor including a set of blades radially arranged around a central hub.

[0034] Figure 15 shows a perspective view of a wing structure of an aerial vehicle with multiple propulsion units.

[0035] Figure 16 shows a top view of a wing structure of an aerial vehicle with multiple propulsion units.

[0036] Figure 17 shows a side view of a wing structure of an aerial vehicle with multiple propulsion units. DETAILED DESCRIPTION

[0037] Figure 1 shows an example of the electromagnetic propulsion system 1. The motor is frictionless, with no parts to wear out or maintain; it can run indefinitely and with very high efficiency. The rotor blades are hubless and tipless, reducing aerodynamic losses.

[0038] Advantageously, the propulsion system is designed as a modular, exchangeable unit, which can be attached to or removed from a vehicle as needed. This enables flexibility for maintenance and allows for easy replacement or upgrades.

[0039] This configuration is highly scalable and enables (a) an increased rotor blade angle, leading to increased thrust at lower RPM, and hence lower noise; (b) very high initial torque for faster lift-off / more responsiveness and (c) using a pair of counter-rotating blades.

[0040] By incorporating a pair of counter rotating blades, stability, thrust and control can be enhanced. Additionally, a specialised algorithm is used to optimise electromagnetic coupling to achieve maximum efficiency and thrust density while minimising noise. By reducing RPM and increasing the angle of attack, the system can increase thrust output while maintaining low acoustic emissions.

[0041] The motor’s stator is therefore positioned externally or integrated in the outer duct as the system lacks a central motor hub. In comparison, traditional propeller designs often include a central hub housing a motor. The external motor configuration further reduces structural complexity and enhances scalability, which means that it can be the design is ideal for distributed electric propulsion (DEP) systems.

[0042] The following paragraphs predominately describe a hubless system where no hub at all is used, achieving a completely unobstructed centre. However, alternative configurations may incorporate a very small central hub or minimal central structure as compared to traditional axis-driven propellers. When a very small central hub is used, the central hub does not enclose or house a motor. Hence the design can achieve enhanced thrust efficiency while preserving optimal aerodynamic performance. Figure 2 shows an exploded view of the electromagnetic propulsion system including the outer shell 11 and the rotor and stator configuration 13. The outer shell 11 of the propulsion system houses the stator components and provides structural support for the rotor 12 when the system is de-energized or not actively generating electromagnetic forces. An annular channel in the outer shell 11 aligns with an annular ridge in the rotor, allowing the rotor to be stably supported in the outer shell during idle or rest periods when electromagnetic forces are inactive.

[0043] This exploded view illustrates how the rotor and stator assembly is contained within and interfaces with the outer structural shell of the propulsion system. This configuration enables the rotor to spin freely when active while being supported by the outer shell when inactive.

[0044] Figure 3 shows a perspective view of the upper stator coils 14 and lower stator 15 coils (without the rotor). The set of stators is arranged in a circular pattern, with the upper stator and lower stator separated by a gap or space in between.

[0045] Figure 4 shows a perspective view of the dual sided rotor 12 with permanent magnets on both the upper and lower surfaces. The rotor floats between the stator windings (14,15) when the windings are energized. The rotor has a ring of permanent magnets on the upper side, facing the upper stator coils, and another ring of permanent magnets on the lower side, facing the lower stator coils.

[0046] The bottom side ring may be smaller than the upper side ring of the rotor. By having a smaller ring on the bottom side of the rotor, the overall weight distribution of the system is enhanced. Advantageously, this improves efficiency by minimizing the force needed to levitate the rotor, without compromising the system’s propulsion performance. The electromagnetic forces between the top and bottom rings may also be adjusted quickly and precisely, thereby improving the responsiveness in stability and control. Figure 5 shows a side view of the dual sided rotor 12. The dual sided rotor 12 includes an annular channel 21 that engages with the annual ridge in the outer shell to support the rotor when the electromagnetic levitation force is absent.

[0047] The upper stator windings 14 are located or positioned in a truncated cone-shaped section 22 of the rotor that matches the shape of the stator coil, thereby creating a minimal air gap. The lower stator windings 14 locate in another truncated cone- shaped section 23 of the rotor that matches the shape of the stator coil, thereby creating a minimal air gap.

[0048] Figure 6 shows the dual sided rotor 12 together with the upper stator windings 14 and lower stator windings 15. As in a conventional linear induction motor, the rotor includes electrical conductors and induced eddy currents create a magnetic field that opposes the magnetic field created by the energized coils, leading to rotation of the rotor as the magnetic field sweeps around the stator. Alternatively, the rotor can include alternating North / South permanent magnets.

[0049] An electrodynamic force separates and levitates the rotor from the lower stator ring and separates the rotor from the upper stator ring.

[0050] For a conventional linear motor, the efficiency is often reduced because of end effects and a generally large air gap: in this design, there are no end-effects (since it is a loop) and the air gap is minimal and so efficiency is high.

[0051] The interaction between the rotor's permanent magnets and the energized stator coils therefore produces eddy currents that levitate and rotate the rotor. This configuration minimizes energy loss typically seen in linear induction motors. The minimal air gap between the rotor and stator improves efficiency by reducing energy losses.

[0052] Figure 7 shows cross sectional views of the stator coils 14, 15 and the dual sided rotor 12. This highlights the minimal air gap when the stator coils 14, 15 are positioned within the rotor truncated cone shaped sections 22, 23. This enhances efficient electromagnetic coupled and supports stable levitation. Figure 8 shows cross sectional views of the stator and rotor and of the outer shell 11. The outer shell includes an annular ridge 81 that engages with the annular channel 21 of the rotor 12, providing support in the absence of electromagnetic levitation. This arrangement highlights the system's modularity and robustness in different operational states.

[0053] Figure 9 shows a close-up view of the cross section of the stator and rotor arrangement, highlighting the minimal air gaps 91, 92 between the rotor and each of the stator windings.

[0054] Figure 10 shows a perspective view of the electromagnetic propulsion system. The outer shell 11 is seen transparent with the rotor and the stators visible.

[0055] Figure 11 shows a diagram illustrating a cross-sectional view of the floating hubless levitation design (FHLD) concept, where mechanical bearings are replaced by electromagnetic forces generated from strategically positioned motors. Two motors in the same housing work together to levitate and control the rotor's position, enhancing stability and responsiveness.

[0056] Two separate motor stators are integrated into the same housing, with their electromagnetic fields arranged to collectively levitate and control the rotor's position and orientation. This dual-stator configuration enhances stability and responsiveness compared to single stator designs.

[0057] A control system dynamically adjusts each phase of the electromagnetic force based on sensor feedback. The control system may use sensor feedback from the rotor's position and orientation, to dynamically adjust the phases and strengths of the electromagnetic forces generated by each stator. This active control allows precise positioning and stabilization of the levitating rotor during operation. The levitation is achieved through the balanced electromagnetic forces from the two stator motors, eliminating the need for mechanical bearings and enabling low friction, high-speed rotation of the rotor. The hubless design further reduces mechanical constraints on the rotor. Overall, the FHLD concept leverages electromagnetic levitation and active control to provide a low friction, high performance rotating system suitable for various applications requiring high rotational speeds or low vibration levels.

[0058] The two motors may work together even on the same inverter. The position of the rotor both, radial and longitudinal are controlled by back EMF reading or hall sensor. The control system dynamically adjusts phases and strengths of the electromagnetic forces in response to sensor feedback. This feedback enables the control system, operating on a three-by-three phase inverter architecture to tune the current across each phase, ensuring precise positioning of the rotor and stabilisation of the rotor. The lower stator may provide a smaller role in supporting the rotor as compared to the upper stator, the upper stator thereby bearing the primary load. Rotor and stator feature (A) is used to hold the rotor in position while the system is off

[0059] Figure 12 shows the location of the windings of the stator 121 with respect to the permanent magnets 122 of the rotor.

[0060] Figure 13 shows a propulsion system including a small central hub and including a rechargeable battery pack. A set of blades is arranged around the central hub. A cross- sectional view of the rotor or internal structure of the propulsion system is also provided.

[0061] Figure 14 shows a further example of a rotor including a set of blades radially arranged around a central hub. The blades extend outward to connect with an outer circular rim.

[0062] Figures 15-17 show a diagram of a wing structure of an advance aerial mobility vehicle with multiple propulsion units arranged in a row with the wing section. These propulsion units may be integrated as part of a distributed propulsion (DEP) system configured to generate thrust while enhancing control, efficiency, and versatility in flight operations. The propulsion units are seamlessly integrated into the aerodynamic profile of the wing, allowing for efficient airflow, while minimising drag. The arrangement employs a modular and scalable design, allowing for adaptability in the the number of units based on specific mission requirements or vehicle specifications. This modular approach enables flexibility in deploying the vehicle for various applications, including aircraft types such as a blended wing aircraft, flying vehicles, air taxis or drones. Additionally, the use of the FHLD design enhances the versatility of the aerial vehicle, enabling operations with lower maintenance requirements and higher efficiency.

[0063] Appendix: Key features

[0064] We list high level features, each with a number of optional features.

[0065] Note that any of the high-level features can be combined with one or more of the other features, and any of the optional features. Any of the optional features can be combined with one or more of the other optional features.

[0066] Key Feature A: Electromagnetic propulsion system operating without a central motor hub

[0067] An electromagnetic propulsion system for aerial vehicles, comprising (i) a rotor with one or more blades and including rotor magnets; and (ii) a stator including windings or coils, the stator windings or coils being coupled to the rotor magnets; wherein energizing the stator windings generates electromagnetic forces that levitate and rotate the rotor without mechanical contact; and wherein the system operates without a central motor hub.

[0068] While the system does not require a hub for the motor, a smaller hub for the propeller may still be implemented for improving aerodynamic performance, as excessive small r / R ratios (where r is the hub radius and R is the propeller radius) may reduce efficiency. A benefit of positioning the motor externally or integrating the motor around the outer duct is that it can deliver increase torque as compared to centrally located motors or axis driven propellors. The system can also be easily scaled for larger platforms without increasing structural complexity, making them ideal for distributed electric propulsion (DEP) systems as described below.

[0069] Key Feature B; hubless electromagnetic propulsion system

[0070] An electromagnetic propulsion system for aerial vehicles, comprising (i) a hubless rotor with one or more blades and including rotor magnets; and (ii) a stator including windings or coils, the stator windings or coils being coupled to the rotor magnets; and wherein energizing the stator windings generates electromagnetic forces that levitate and rotate the rotor without mechanical contact. Advantageously, the absence of a central hub provides unique benefits, such as reduced weight and enhanced thrust efficiency. The hubless design also allows for reduced mechanical complexity and higher aerodynamic efficiency by eliminating central obstructions.

[0071] Key Feature C: Dual-sided rotor blades to reduce weight and enhance thrust efficiency

[0072] An electromagnetic propulsion system for aerial vehicles, comprising (i) a dual-sided rotor with blades and including rotor magnets; and (ii) a stator including windings or coils, the stator windings or coils being coupled to the rotor magnets; wherein energizing the stator windings generates electromagnetic forces that levitate and rotate the rotor without mechanical contact; and wherein the system operates without a central motor hub.

[0073] Advantageously, the dual-sided rotor can be designed so that airflow over both sides of the rotor can be optimised, leading to better lift to drag ratios, noise reduction and thrust efficiency. The dual-sided rotor can also be designed to create a more balanced distribution of mechanical forces, leading to reduction in vibration and wear.

[0074] Key Feature D: Electromagnetic propulsion system with rotor floating between stator windings when the stator is energised.

[0075] An electromagnetic propulsion system for aerial vehicles, comprising (i) a rotor with one or more blades; and (ii) a stator including top and bottom windings; wherein the rotor has a top ring of magnets facing the top stator windings and a bottom ring of magnets facing the bottom stator windings; and wherein energizing the stator windings generates electromagnetic forces such that levitate the rotor between the top and bottom stator windings without mechanical contact; and wherein the system operates without a central motor hub.

[0076] Advantageously, the use of top and bottom stator windings provides improved levitation stability, enabling precise control of the positioning of the rotor, without mechanical constraints. Key feature E: Dual-sided rotor blade with counter-rotating blades

[0077] An electromagnetic propulsion system for aerial vehicles, comprising (i) a dual-sided rotor with counter-rotating blades and including rotor magnets; (ii) a stator including windings or coils, the stator windings or coils being coupled to the rotor magnets; wherein energizing the stator windings generates electromagnetic forces that levitate and rotate the rotor without mechanical contact; and wherein the system operates without a central motor hub.

[0078] Advantageously, the use of counter-rotating blades combined with the the absence of a central motor hub improves stability, enhancing control in VTOL and hover modes.

[0079] Feature F: Aerial vehicle including electromagnetic propulsion system

[0080] An aerial vehicle comprising an electromagnetic propulsion system, as defined above.

[0081] Feature G: Aerial vehicle including multiple electromagnetic propulsion systems

[0082] An aerial vehicle with a distributed electric propulsion (DEP) system made up of modular electromagnetic propulsion systems, as defined above, and each modular electromagnetic propulsion system is configured to be removable from the aerial vehicle for maintenance and replacement.

[0083] Optional features:

[0084] Stator

[0085] • the stator windings are positioned to create a radial air gap with the rotor.

[0086] • radial air gap is about 2 to 3mm.

[0087] • radial air gap is less than 10 mm.

[0088] • stator includes sensors that monitor the rotor position and / or orientation and provide adjustments to electromagnetic forces.

[0089] • stator includes top and bottom windings.

[0090] • top and bottom windings each form a continuous circular shape.

[0091] • stator windings are made up of a repeating sequence of 3 -phase coils around the entire circular shape. • stator windings comprise copper coils, such as enamel copper coils, with a gauge between approximately 13 to 23 AWG.

[0092] • stator windings are configured to dynamically adjust electromagnetic forces through a variable frequency drive, allowing for the precise control of rotor speed, position and dynamic radial airgap control.

[0093] • stator windings are housed within a core composed of individual laminations, such as a silicon-iron laminated core.

[0094] • each lamination has a thickness ranging from approximately 0.1 to 0.35 mm.

[0095] • the core includes slot liners composed of a high-performed polymer, such as Kapton HN slot liners.

[0096] • the core further includes end insulators, such as B34 glass laminate polyimide.

[0097] • electrical connections are soldered with compliance with J-STD-001 standards and further insulated using a thermally stable polymer tape, such as Kapton 5413 tape.

[0098] • the stator further comprised motor leads for a three-phase motor, wherein the leads are constructed using PTFE-insulated, silver-plated conductors that comply with BS 3G 210 specifications.

[0099] • stator windings are configured to be replaced or upgraded independently.

[0100] • stator includes a self-monitoring subsystem to detect and adjust for winding or coil wear or temperature fluctuations in real time.

[0101] Rotor

[0102] • rotor is constrained only at its outer tips.

[0103] • blades extend across the diameter of a duct.

[0104] • rotor's blades are tipless to reduce aerodynamic losses.

[0105] • Rotor blades have a swept area of about 0.126 square meters.

[0106] • Rotor blades have a rotor diameter of about 400 mm.

[0107] • when the stator windings are energised, the rotor levitates between top and bottom stator windings, wherein the system is configured to dynamically adjust electromagnetic forces to maintain precise axial and radial rotor stability.

[0108] • rotor stability is dynamically adjusted based on variable operation loads.

[0109] • rotor operates at speeds ranging from 6000 to 9500 RPM for a rotor of 400 mm in diameter, optimised for varying operational conditions. • blades are configured to rotate at specified RPMs to balance torque and thrust stability.

[0110] • rotor is constructed from one of the following materials: carbon fibre composite, aluminium alloy .

[0111] • rotor is constructed from a combination of high-performance aluminium alloy, neodymium magnets and carbon-fiber-reinforced-thermoplastic.

[0112] • the permanent magnets of the rotor are secured with either 400 series stainless steel or laminated core similar to stator stack.

[0113] • the rotor has a top ring of rotor magnets facing the top stator windings and a bottom ring of rotor magnets facing the bottom stator windings.

[0114] • rotor includes two concentric rings of permanent rotor magnets with the bottom being smaller, each ring being coupled to stator windings.

[0115] • one ring may be configured to provide levitation stability, while the other ring may be configured to generate propulsion torque.

[0116] • rotor blades are counter-rotating blades.

[0117] • counter rotating blades are configured to balance the torque experienced by the electromagnetic propulsion system, stabilizing the aircraft and enhancing control during operation.

[0118] • counter rotating blades are independently pitch adjustable.

[0119] • rotor includes a locking mechanism for safe transport or maintenance when the stator is not energized.

[0120] Housing

[0121] • propulsion system includes a ducted outer shell configured to support the stator.

[0122] • ducted outer shell is also configured to support the rotor when the stator windings are not energised.

[0123] • housing includes an annular ridge, that is configured to engage an annular channel in the rotor.

[0124] • housing is configured to provide rigidity to support the rotor and stator components under aerodynamic and vibration loads.

[0125] • housing incorporates a multi-layer construction, including one or more of the following: an impact-resistant layer, a noise-absorbing layer and a thermally insulated layer. • housing is equipped with anti-icing systems for high-altitude or cold-weather operations.

[0126] • housing uses coatings to prevent moisture accumulation inside the duct.

[0127] • housing is substantially made of carbon-fibre-reinforced-thermoplastic.

[0128] • housing includes localised ceramic coating

[0129] Noise reduction

[0130] • Absence of blade-wall gap eliminates tip noise.

[0131] • system is configured to adjust blade rotation speeds based on environmental conditions, such as urban areas or open fields.

[0132] • blade tip is shaped to direct induced radial flow to minimise noise generation.

[0133] • duct geometry is configured to control airflow through the fan, thereby minimising noise and maximising the conversion of energy to thrust.

[0134] • housing includes geometry features configured to enhance energy absorption and vibration damping.

[0135] Cooling features

[0136] • system includes an integral cooling system.

[0137] • integral cooling system includes one or more of the following: phase-change materials, airflow channels, reverse-pressure airflow mechanism.

[0138] • integral cooling system is optimised for dissipation of localised heat generated by high-frequency electromagnetic field switching.

[0139] Self contained system

[0140] • system is configured to be installed and removed from the aerial vehicle as a single, self-contained electromagnetic propulsion system.

[0141] • system is self-contained and operates without requiring power from any power source external to the modular electromagnetic propulsion system.

[0142] • system is self-powered by its own power source and is optionally configured to receive additional power from an external power source.

[0143] • system can be partially supported by external power sources, or by back-up power sources to maintain the rotor operation during primary system failure. Self-diagnostic

[0144] • system includes sensors to monitor parameters such as temperature, vibration, noise, perform metrics and alert of potential issues.

[0145] • system uses predictive maintenance software to analyse sensor data and schedule repairs.

[0146] Noise reduction

[0147] • noise reduction is achieved by operating multiple rotors at mismatched rotational speeds, generating interference patterns that minimise perceived noise.

[0148] • machine learning algorithms are used to predict and modulate interference patterns dynamically.

[0149] Aerial vehicle

[0150] • aerial vehicle is an aircraft, flying vehicle, air taxi or drone.

[0151] • aerial vehicle is a blended wing aircraft.

[0152] • aerial vehicle has a range of over 300 km, such as approximately 400 km.

[0153] • aerial vehicle includes a payload of over 250kg, such as over 500 kg or over 600kg.

[0154] • aerial vehicle includes a fuselage with over 40 modular electromagnetic propulsion system units, such as between 600 and 100 units.

[0155] Modular DEP

[0156] • number of the modular electromagnetic propulsion systems depends on one or more of the following: the size, weight, required traction force, and required lifting capacity of the aircraft.

[0157] • each modular electromagnetic propulsion system includes a cover that maintains a boundary layer over the aircraft, thereby restricting drag forces when the electromagnetic propulsion systems are not in use.

[0158] • each cover is adjustable and can be selectively opened or closed based on operational conditions of the aircraft.

[0159] • each modular electromagnetic propulsion system includes a fire containment system to prevent fire to spread to the rest of the aircraft. • a wall of each modular electromagnetic propulsion system is composed of a highly fire-resistant material.

[0160] • a wall of each modular electromagnetic propulsion system is composed of a sacrificial material designed to be sacrificed in the event of over-heating in the electromagnetic propulsion system to increase convection cooling of the electromagnetic propulsion system.

[0161] • the rechargeable battery pack of each modular electromagnetic propulsion system includes one or more of: Li-ion battery, solid state battery and fuel cell.

[0162] • each modular electromagnetic propulsion system is configured to operate autonomously and to alert the aircraft or a main control electromagnetic propulsion system in the aircraft if it becomes unsafe or malfunctions.

[0163] • each modular electromagnetic propulsion system is configured to monitor and to report its own status to a central control and / or the aircraft.

[0164] • each modular electromagnetic propulsion system is configured for two-way communications with one or more of: the aircraft; a main control electromagnetic propulsion system; other propulsion systems.

[0165] • each modular electromagnetic propulsion system is configured to report performance data back to the aircraft.

[0166] • each modular electromagnetic propulsion system is configured to autonomously negotiate with other self-powered propulsion systems in the aircraft.

[0167] • each modular electromagnetic propulsion system is configured to autonomously self-ini tialise.

[0168] • each modular electromagnetic propulsion system is configured to autonomously determine its physical position in the aircraft.

[0169] • each modular electromagnetic propulsion system is configured to electrically selfarm only when it is fully installed in the aircraft.

[0170] • each modular electromagnetic propulsion system includes an arming ring configured to transition the electromagnetic propulsion system from low-voltage to high-voltage using a single operation.

[0171] • the modular electromagnetic propulsion systems are configured to form a structural part of the fuselage of the aircraft.

[0172] • the modular electromagnetic propulsion systems are configured to reduce noise through a ducted arrangement that absorbs sounds. • each modular electromagnetic propulsion system is configured for robotic handling, installation and assembly, to facilitate efficient maintenance and replacement.

[0173] • each modular electromagnetic propulsion system is comprised of extruded parts and components to allow easier machine handling.

[0174] Methods

[0175] A method for operating the electromagnetic propulsion system, the method comprising: energising top and bottom stator windings to levitate the rotor; dynamically adjusting the electromagnetic forces of the stator windings in response to real-time sensor feedback to maintain rotor stability.

[0176] A method of reducing noise in aerial vehicle with multiple electromagnetic propulsion systems, comprising operating multiple rotors at deliberately mismatched rotational speeds; generating unique electromagnetic frequency profiles for each rotor; and creating destructive and constructive interference patterns that reduce overall noise levels.

[0177] A method for flight control of an aerial vehicle equipped with the electromagnetic propulsion system, the method comprising: receiving flight control commands such as desired thrust, pitch, roll and yaw adjustments, and generating control signals to adjust the rotor speed and levitation forces.

[0178] A method for flight control of an aerial vehicle equipped with multiple modular electromagnetic propulsion systems, the method comprising: receiving flight control commands such as desired thrust, pitch, roll and yaw adjustments, and generating control signals to adjust the rotor speeds and levitation forces; and dynamically redistributing power across the modular propulsion systems to optimise lift and thrust.

[0179] A method of designing different variants of an aircraft, in which the aircraft includes a DEP system made up of multiple modular electromagnetic propulsion systems that each include a rechargeable battery pack with a propeller, and different variants of the aircraft include different numbers of the modular electromagnetic propulsion systems, with lift performance scaling linearly with increasing numbers of these electromagnetic propulsion systems.

[0180] Note It is to be understood that the above-referenced arrangements are only illustrative of the application for the principles of the present invention. Numerous modifications and alternative arrangements can be devised without departing from the spirit and scope of the present invention. While the present invention has been shown in the drawings and fully described above with particularity and detail in connection with what is presently deemed to be the most practical and preferred example(s) of the invention, it will be apparent to those of ordinary skill in the art that numerous modifications can be made without departing from the principles and concepts of the invention as set forth herein.

Claims

CLAIMS1. An electromagnetic propulsion system for aerial vehicles, comprising (i) a rotor with one or more blades and including rotor magnets; and (ii) a stator including windings or coils, the stator windings or coils being coupled to the rotor magnets; wherein energizing the stator windings generates electromagnetic forces that levitate and rotate the rotor without mechanical contact; and wherein the system operates without a central motor hub.

2. The system of claim 1, wherein the system comprises a hubless rotor.

3. The system of any preceding claim, wherein a rotor is a dual-sided rotor.

4. The system of any preceding claim, wherein the stator includes top and bottom windings, and wherein the rotor has a top ring of magnets facing the top stator windings and a bottom ring of magnets facing the bottom stator windings.

5. The system of any preceding claim, wherein the rotor is a dual-sided rotor with counter-rotating blades6. The system of any preceding claim, wherein the stator windings are positioned to create a radial air gap with the rotor.

7. The system of any preceding claim, wherein the radial air gap is about 2 to 3 mm.

8. The system of any preceding claim, wherein the stator includes sensors that monitor the rotor position and / or orientation and provide adjustments to electromagnetic forces.

9. The system of any preceding claim, wherein the stator includes top and bottom windings, each forming a continuous circular shape.

10. The system of any preceding claim, wherein the stator windings are made up of a repeating sequence of 3-phase coils around the entire circular shape.

11. The system of any preceding claim, wherein the stator windings comprise copper coils, such as enamel copper coils.

12. The system of any preceding claim, wherein the stator windings are configured to dynamically adjust electromagnetic forces through a variable frequency drive, allowing for the precise control of rotor speed, position and dynamic radial airgap control.

13. The system of any preceding claim, wherein the stator windings are housed within a core composed of individual laminations, such as a silicon-iron laminated core.

14. The system of any preceding claim, wherein each lamination has a thickness ranging from approximately 0.1 to 0.35 mm.

15. The system of any preceding claim, wherein the core includes slot liners composed of a high-performed polymer, such as Kapton HN slot liners.

16. The system of any preceding claim, wherein the core further includes end insulators, such as B34 glass laminate polyimide.

17. The system of any preceding claim, wherein electrical connections are soldered with compliance with J-STD-001 standards and further insulated using a thermally stable polymer tape, such as Kapton 5413 tape.

18. The system of any preceding claim, wherein the stator further comprised motor leads for a three-phase motor, wherein the leads are constructed using PTFE- insulated, silver-plated conductors that comply with BS 3G 210 specifications.

19. The system of any preceding claim, wherein the stator includes a selfmonitoring subsystem to detect and adjust for winding or coil wear or temperature fluctuations in real time.

20. The system of any preceding claim, wherein the rotor is constrained only at its outer tips.

21. The system of any preceding claim, wherein the rotor's blades are tipless to reduce aerodynamic losses.

22. The system of any preceding claim, wherein when the stator windings are energised, the rotor levitates between top and bottom stator windings, wherein the system is configured to dynamically adjust electromagnetic forces to maintain precise axial and radial rotor stability.

23. The system of any preceding claim, wherein the rotor stability is dynamically adjusted based on variable operation loads.

24. The system of any preceding claim, wherein the rotor operates at speeds ranging from about 6000 to 9500 RPM for a rotor of about 400 mm in diameter, optimised for varying operational conditions.

25. The system of any preceding claim, wherein the blades are configured to rotate at specified RPMs to balance torque and thrust stability.

26. The system of any preceding claim, wherein the rotor is constructed from one or more or a combination of the following: carbon fibre composite, aluminium alloy.

27. The system of any preceding claim, wherein the rotor is constructed from a combination of high-performance aluminium alloy, neodymium magnets and carbon- fibre-reinforced-thermoplastic.

28. The system of any preceding claim, wherein the permanent magnets of the rotor are secured with either 400 series stainless steel or laminated core similar to the stator core.

29. The system of any preceding claim, wherein the rotor includes two concentric rings of permanent rotor magnets with the bottom being smaller, each ring being coupled to stator windings.

30. The system of any preceding claim, wherein one ring may be configured to provide levitation stability, while the other ring may be configured to generate propulsion torque.

31. The system of any preceding claim, wherein the counter rotating blades are configured to balance the torque experienced by the electromagnetic propulsion system, stabilizing the aircraft and enhancing control during operation.

32. The system of any preceding claim, wherein the counter rotating blades are independently pitch adjustable.

33. The system of any preceding claim, wherein the rotor includes a locking mechanism for safe transport or maintenance when the stator is not energized.

34. The system of any preceding claim, wherein the system includes a ducted outer shell configured to support the stator.

35. The system of any preceding claim, wherein the ducted outer shell is also configured to support the rotor when the stator windings are not energised.

36. The system of any preceding claim, wherein the housing includes an annular ridge, that is configured to engage an annular channel in the rotor.

37. The system of any preceding claim, wherein the housing is configured to provide rigidity to support the rotor and stator components under aerodynamic and vibration loads.

38. The system of any preceding claim, wherein the housing incorporates a multilayer construction, including one or more of the following: an impact-resistant layer, a noise-absorbing layer and a thermally insulated layer.

39. The system of any preceding claim, wherein the housing is equipped with anti- icing systems for high-altitude or cold-weather operations.

40. The system of any preceding claim, wherein the housing uses coatings to prevent moisture accumulation inside the duct.

41. The system of any preceding claim, wherein the housing is substantially made of carbon-fibre-reinforced-thermoplastic and includes localised ceramic coating.

42. The system of any preceding claim, wherein the system is configured to adjust blade rotation speeds based on environmental conditions, such as urban areas or open fields.

43. The system of any preceding claim, wherein the blade tip is shaped to direct induced radial flow to minimise noise generation.

44. The system of any preceding claim, wherein the duct geometry is configured to control airflow through the fan, thereby minimising noise and maximising the conversion of energy to thrust.

45. The system of any preceding claim, wherein the housing includes geometry features configured to enhance energy absorption and vibration damping.

46. The system of any preceding claim, wherein the system includes an integral cooling system.

47. The system of any preceding claim, wherein the integral cooling system includes one or more of the following: phase-change materials, airflow channels, reverse-pressure airflow mechanism.

48. The system of any preceding claim, wherein the integral cooling system is optimised for dissipation of localised heat generated by high-frequency electromagnetic field switching.

49. The system of any preceding claim, wherein the system is configured to be installed and removed from an aerial vehicle as a single, self-contained electromagnetic propulsion system.

50. The system of any preceding claim, wherein the system includes sensors to monitor parameters such as temperature, vibration, noise, perform metrics and alert of potential issues.

51. The system of any preceding claim, wherein the system uses predictive maintenance software to analyse sensor data and schedule repairs.

52. The system of any preceding claim, wherein noise reduction is achieved by operating multiple rotors at mismatched rotational speeds, generating interference patterns that minimise perceived noise.

53. The system of any preceding claim, wherein the machine learning algorithms are used to predict and modulate interference patterns dynamically.

54. An aerial vehicle comprising an electromagnetic propulsion system, as defined in preceding claim 1-53, and wherein the aerial vehicle is an aircraft, flying vehicle, air taxi, drone, or a blended wing aircraft.

55. An aerial vehicle with a distributed electric propulsion (DEP) system made up of modular electromagnetic propulsion systems, as defined in preceding claim 1-53, and each modular electromagnetic propulsion system is configured to be removable from the aerial vehicle for maintenance and replacement.

56. The aerial vehicle of claim 55, wherein the number of the modular electromagnetic propulsion systems depends on one or more of the following: the size, weight, required traction force, and required lifting capacity of the aircraft.

57. The aerial vehicle of any of claim 55-56, wherein each modular electromagnetic propulsion system includes a cover that maintains a boundary layer over the aircraft, thereby restricting drag forces when the electromagnetic propulsion systems are not in use.

58. The aerial vehicle of any of claim 55-57, wherein each cover is adjustable and can be selectively opened or closed based on operational conditions of the aircraft.

59. The aerial vehicle of any of claim 55-58, wherein each modular electromagnetic propulsion system includes a fire containment system to prevent fire to spread to the rest of the aircraft.

60. The aerial vehicle of any of claim 55-59, wherein a wall of each modular electromagnetic propulsion system is composed of a highly fire-resistant material.

61. The aerial vehicle of any of claim 55-60, wherein a wall of each modular electromagnetic propulsion system is composed of a sacrificial material designed to be sacrificed in the event of over-heating in the electromagnetic propulsion system to increase convection cooling of the electromagnetic propulsion system.

62. The aerial vehicle of any of claim 55-61, wherein the rechargeable battery pack of each modular electromagnetic propulsion system includes one or more of: Li- ion battery, solid state battery and fuel cell.

63. The aerial vehicle of any of claim 55-62, wherein each modular electromagnetic propulsion system is configured to operate autonomously and to alert the aircraft or a main control electromagnetic propulsion system in the aircraft if it becomes unsafe or malfunctions.

64. The aerial vehicle of any of claim 55-63, wherein each modular electromagnetic propulsion system is configured to monitor and to report its own status to a central control and / or the aircraft.

65. The aerial vehicle of any of claim 55-64, wherein each modular electromagnetic propulsion system is configured for two-way communications with one or more of: the aircraft; a main control electromagnetic propulsion system; other propulsion systems.

66. The aerial vehicle of any of claim 55-65, wherein each modular electromagnetic propulsion system is configured to report performance data back to the aircraft.

67. The aerial vehicle of any of claim 55-66, wherein each modular electromagnetic propulsion system is configured to autonomously negotiate with other self-powered propulsion systems in the aircraft.

68. The aerial vehicle of any of claim 55-67, wherein each modular electromagnetic propulsion system is configured to autonomously self-initialise.

69. The aerial vehicle of any of claim 55-68, wherein each modular electromagnetic propulsion system is configured to autonomously determine its physical position in the aircraft.

70. The aerial vehicle of any of claim 55-69, wherein each modular electromagnetic propulsion system is configured to electrically self-arm only when it is fully installed in the aircraft.

71. The aerial vehicle of any of claim 55-70, wherein each modular electromagnetic propulsion system includes an arming ring configured to transition the electromagnetic propulsion system from low-voltage to high-voltage using a single operation.

72. The aerial vehicle of any of claim 55-71, wherein the modular electromagnetic propulsion systems are configured to form a structural part of the fuselage of the aircraft.

73. The aerial vehicle of any of claim 55-72, wherein the modular electromagnetic propulsion systems are configured to reduce noise through a ducted arrangement that absorbs sounds.

74. The aerial vehicle of any of claim 55-73, wherein each modular electromagnetic propulsion system is configured for robotic handling, installation and assembly, to facilitate efficient maintenance and replacement.

75. The aerial vehicle of any of claim 55-74, wherein each modular electromagnetic propulsion system is comprised of extruded parts and components to allow easier machine handling.

76. A method for operating an electromagnetic propulsion system as defined in any of preceding claim 1-75, the method comprising: energising top and bottom stator windings to levitate the rotor; dynamically adjusting the electromagnetic forces of the stator windings in response to real-time sensor feedback to maintain rotor stability.

77. A method of reducing noise in aerial vehicle with multiple electromagnetic propulsion systems as defined in any of preceding claim 1-75, comprising operating multiple rotors at deliberately mismatched rotational speeds; generating unique electromagnetic frequency profiles for each rotor; and creating destructive and constructive interference patterns that reduce overall noise levels.

78. A method for flight control of an aerial vehicle equipped with the hubless electromagnetic propulsion system as defined in any of preceding claim 1-75, the method comprising: receiving flight control commands such as desired thrust, pitch, roll and yaw adjustments, and generating control signals to adjust the rotor speed and levitation forces.

79. A method for flight control of an aerial vehicle equipped with multiple modular hubless electromagnetic propulsion systems as defined in any of preceding claim 1-75, the method comprising: receiving flight control commands such as desired thrust, pitch, roll and yaw adjustments, and generating control signals to adjust the rotor speeds and levitation forces; and dynamically redistributing power across the modular propulsion systems to optimise lift and thrust.

80. A method of designing different variants of an aircraft, in which the aircraft includes a DEP system made up of multiple modular electromagnetic propulsion systems as defined in any of preceding claim 1-75 that each include a rechargeable battery pack with a propeller, and different variants of the aircraft include different numbers of the modular electromagnetic propulsion systems, with lift performance scaling linearly with increasing numbers of these electromagnetic propulsion systems.

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