AU767175B2 - Permanent magnet,repulsion magnetic field gradient engine - Google Patents

Description

This complete specification is based on circular magnetic fields from permanent magnet rings that give rotation of the inner parallel sided ring from a gradientinduced by outer stationary ring (of each pair) that repells in the direction of the decreasing gradient. The outer ring has a step which is interactively small compared to sloping area of outer ring. Each ring pair has a rotating inner parallel sided ring with the outer stationary ring of the pair having two sides over-lapping with a slope or taper which gives rise to the repulsion or rotation direction. Several tapers or gradients can exist on outer ring with a step at the end of each taper. Tapers on outer ring are on each side and ring is symmetric about center circumferential line. Complete specification is based on Provisional ooooo: application PQ 3882 of the 8/11/99. Energy comes from the fixed permanent magnet phase giving rise to magnetic affects and phase is locked in and is a solid state 'muscle' giving out energy and cooling and receiving energy as heat energyto restore phase energy.

SSo system is like a heat engine that extracts solid state heat energy as energy is lost from solid* state magnetic phase with solid state heat energy being supplied:through.a fast air flow heat exch- 20 ange set of columns which permanent magnet rings are over. Heat is regained principally as high speed air passages down a very large number of thin, long circular passages and heat exchange occurs principally by forced flow turbulent convection and high speed air re-supplies lost energy to working magnetic phase. Numerous stainless steel plates with large numbers of alligning holes in parallel, adjacent plates support internal rotating parallel rings and external stationary taper rings. External rings for systems of less than and up to 105 watts can be supported by light material exchanger material like Aluminium. System can run 'cold' or to collapse of r 2 magnetic phase which means the dynamic structure of electron orbitals and levels are perturbed and this collapse of dynamic structure of atom throughout orbitals occurs as excessive cooling below -100 0

C

occurs and with Stainless steel of very little ferritic phase around permanent magnet rings so as magnet rings and surounding stainless steel (about 8% Nickel (weight and 18% Chrome (weight with remainder Iron) cool below -100 C a energy drain of magnetic material (rings) and stainless steel support material of up to 2 x 10 8 Joules/ Kilogram 'of material (material rings and stainless steel support material) in perturbed sunken state of electron orbital dynamic ~structure of each atom of material of permanent magnet engine occurs.

(permanent magnet rings and stainless steel support material).

Internal homogenous rotating ring 1 of Figure la is in external larger stationary ring 2 with one or more tapers and this magnetic 15 field gradient through repulsion causes internal ring 1 to rotate 3.

Figure lb shows the layed out system linearly represented with 1 i the rotating internal homogenous ring inside external stationary ooooo: ring 2 with ring i at all points around ring less in field strength than any part of ring 2. Item 5 is field of ring 2 with one or more individual tapers 2 and 4 is field of rotating ring with 3 the resulting rotation of internal ring 1. Figure 2 shows the magnetic coil toroid for making permanent magnetic material preferably feroba (BaFel 2

O

1 9 which has a Curie Temperature of about 450 0 C. The ring is pressed then sintered in the toroid's magnetic field at elevated temperatures, then allowed to cool at below Curie temperature of 0 450 C (in magnetic field) to finally fix the phase orientations.

Figure 2 shows the homogenous internal ring 1 which is flame heated from centre by several flame jets 6 or one moving flame jet 6 to sinter about 'red' heat (-500°C) then flame or flame jets are reduced -3to finally set magnetic material at just below Curie temperature.

A heat shield 7 (thermal insulator) protects toroid former 8 and windings 9 from excessive heat from flame. For external ring 2 which is fired (sintered) as a homogenous ring with tapers cut in after magnetisation is complete, the ring is on the outside of the toroid (with heat shield) so the gradient in field that exists radially through ring ensures maximum field strength is on inside surface on external ring. Similarly with the internal ring i being made on inside of toroid ensures that maximum field strength is on outside of toroid. The Barium Hydroxide (Carbonate), Ferric Oxide mix that forms the feroba or magnetic material is pressed and sintered with a stainless steel gauze layer or layers for strength and as a precaution against spalling or cracking off. Figure 3 is of the permanent magnet engine of which there are five sizes described from 1,000 watts and 10,000 watts and 100,000 watts and 1,000,000 watts (Ix and 10,000,000 watts (10x System is designed S for heat energy supply from incoming air (or gas) and this in larger S engines is at high air speeds (high Reynolds Number) so heat transfer is from turbulent forced flow convection. So for type C (100,000 watts limit) engine is for a car with car moving at up to 30 meters/ second and for type E engine (10,000,000 watts) engine is for a high altitude aircraft going at about 300 meters/second at about 10,000 meters altitude with flow through air dropping in temperature from 0 0 C (incoming) to -100 C exit air temperature. The features of the permanent magnet engine are described as follows, item 1 is the internal homogenous rotating ring (paralleled sided) set in plates of stainless steel 27a with numerous holes for heat exchange 28a in the rotor or dynamo of engine with plates being bolted together by bolts 31a through all of the plates 27a of the dynamo. Plates 27b 4 form the support and heat exchanger for the outer taper magnetic rings 2 (one or more tapers per ring) and these give the specific rotation direction with large numbers of holes 28b giving adequate convection heat exchange from flow through air. This outer plate assembly, preferably of low ferritic content, austenitic Stainless steel and even Aluminium for smaller, low output engines has plates bolted together 31b. Outer plate assembly for outer ring 2 and heat exchange is held in external cylindrical sleeve 23 and fastened to external engine cover or housing 10 and secondary cover 21 by bolt 22. Rotating dynamo is held on elevated section 19 of hollow shaft (preferably Austenitic Stainless steel) with plates 27a bolted between cover plates 20a and 20b with alligned holes to holes 28a oooee: for passage of cooling air 77. Threaded ends on 19 fix dynamo and actuator (which are permanent magnet rings 43 which push dynamo to engage its rings 1 with outer stationary permanent magnet rings 2 with actuator being repelled by stationary solenoid 45). The field Sof actuator rings 43 are axial in direction of shaft and opposite to 555...

S field lines of solenoid also parallel to shaft. A tension spring 51 (pulls back when spring is in tension) disengages dynamo rings 1 from outer rings 2 when solenoid is off by pulling dynamo back away from stationary outer plate assembly 27b and hence engine is off when solenoid is off and dynamo is withdrawn and dynamo slows to a standstill. Threaded ends of 19 hold dynamo and actuator by threaded collar 39 on left side of dynamo and threaded plate 48 on right of actuator. A cover 49a on left side of retracting tension spring 51, 49a holds left side of spring 51 by bolt 50a. Spring 51 is over right side splined section (paralleled grooved part of shaft along length of shaft) of shaft 18 and right end of spring 51 is held to end of collar 56 which slides over right splined section of shaft (shaft lengthwise) and right spring end is held to 56 by cover 49b and bolt 50b. Collar 56 supports rear location bearings 55a and 55b in housings 54a and 54b (respectively) such that 56 rotates on splined right part of shaft and bearing housings 54a and 54b are supported by spider or radial arm, thin strip support 52 (thin strips with wide width of strip in axial shaft direction) which is bolted to engine cover or housing 10 by bolt 53. Bearings 55a and 55b allow collar 56 to rotate on right splined section 18 and a left gear housing 57 is attached to collar 56 which roates and right side of gear housing is attached with gear housing assembly containing a internal ring of gear teeth 58 which rotates with collar 56 and gear teeth of internal ring 58 engage intermediate gears 81 supported by shaft 60 and intermediate gears 81 allowed to rotate through bearings 61 supported on left side of rotating housing 57. Intermediate gears rotate as air resistance is encountered by fan or plate of blades 64 which helps move flow through air 77 out of engine i by rotating internal gear 62 on bearing 59 so that fan or blade plate S 64 is geared up to higher speeds than spinning hollow shaft through S. blade plate attached to rotating back plate cover 63 of rear gear housing which is attached to internal gear 62. This gearing-up system is similar to gearing-down system of turbine in application 60,658/96 by this inventor but gearing-up system will gear-up or increase rotation rate only if air resistance on fan 64 causes intermediate gears 81 to activate and rotate at higher rate. In application 60,658/96 a stationary housing already compells intermediate gears to gear rotation rate down, A air brake (see Figure 3c for detail) which is a fan or blade plate 65 in a housing with front cover 68 and rear cover 69 bolted by bolts 72 such that air goes into housing by holes 70 in Front cover and forced out of holes -6in side of housing 71. Holes are small in diameter and blades of blade plate 65 are almost 900 to shaft direction with very little angular forward push affect and blades are curved back off radial setting near side of housing so a brake affect is encountered. This helps engage intermediate gears 81 and slows engine if excessive shaft rotation rates are achieved. Hollow shaft of engine is not designed to go over 3,000 R.P.M. and air brake prevents this. Fan of blade plate 65 of air brake is attached to ring which is attached to rotating cover plate 63 of rear gear housing. Blade plate 64 attached to cover plate 63 and internal gear 62 has blades about 450 to axial length of shaft or engine and high speed geared-up rot-.

ation forced through the intermediate gears 81 or rear gear housing by air brake greatly helps flow through of air 77 (or gas) and expulsion of cooled air 77 from engine. Air brake is supported from side of housing by spider 66 with fins 66 (thin strips with wide width in direction of shaft of engine) and spider is bolted to engine 'i housing 10 by bolts 67. The solenoid 45 which repels the actuator rings 43 (in cover 42) is in solenoid housing 44 which is supported by spider with fins 46 (thin strips with wide width in direction of 20 shaft of engine) with spider bolted to engine housing 10 by bolt(s) 47. The second front engine housing 21 slides into engine housing and is fixed by bolts 22 and bolts 22 also fix cover 23 for outer ring plates 27b and outer ring plates are fixed in this manner.

Secondary engine cover 21 supports spider or radial fin support (thin strips with wide width in shaft direction) which is bolted to secondary cover 21 by bolts 14a. Bearing housing 16 is bolted to spider 15 by bolts 17 which contain bearings 16a. Bearings 16a are on sleeve or collar 24 which allows front splined section of shaft 18 (parallel grooves in length of shaft) to slide through sleeve 24 -7when actuator is on and when solenoid 45 is off spring 51 pulls shaft and dynamo section back. Bearing support sleeve 24 extends over front spline section,. Flange plate 40 on front of spider and is bolted to spider by bolt 41. The front gear housing that gears-up rotation rate is joined to sleeve 24 and front part of front gear housing 25 supports shaft 30 for intermediate gears 29 and shaft 30 is supported in bearings 32 that allow intermediate gears 29 to spin. The outer rotating internal gear ring 26 of first gear housing is attached to back cover 37 with extension 38 of sleeve 24 supporting bearing 34 which allows geared-up internal gear 33 to spin which is supported by bearing 34. Rotating cover S plate 35 is attached to internal gear 33 to which fan or blade plate 'i 36 is attached. Back rotating plate 35 seals first housing and spins at high speed as blade plate 36 encounters air resistance compelling intermediate gears 29 to spin at amximum rotation rate. Front blade plate 36 is for mixing fuel and air and driving air through cooling passages 28a and 28b of dynamo and outer ring stationary assembly.

"i In cold conditions auxilary fuel may be needed to prevent clogging up of passages 28a and 28b with frost or ice deposits. To heat engine 20 block 27a and 27b slightly liquid fuel is principally used and sprayed through fine jets or holes 80 in a tubular ring and targeted into a ring of spark gaps 70 which are connected electrically in parallel with a high voltage primary current of low power, about 7,000 volts with a secondary high power current for principally vapourization of fuel (as in application 55,344/98 by this inventor).

For mixing blades of blade plate 36 are at 300 to 500 to axial shaft direction so mixing by essentially acutely angled blades to shaft is maximized for better fuel, air mixing and better combustion in cold conditions or when ice deposits are a problem. So the rear fan or -8blade plate 64 with blades at about 450 to axis of engine or shaft provide the best thrust and this is further enhanced for aviation applications by having a small crease pressed in at rear of blades on rear side of blades as in application 60,6.58/96 (by this inventor) for enhanced pressure zone thrust for better in flight performance.

This is usually only for high enough air flow through speeds 77 over about 200 meters/second or over and is for engines approaching Ix Megawatt output or over. A frontal engine cover slides over Secondary, Front cylindrical engine cover 21 and is anchored to cover 21 by 10 bolts 14a. A plate full of holes 11 (stainless steel or Aluminium) supports a 400# mesh stainless steel gauze 12 which is fixed to outer and inner rings 12a by thin wire or rod (stainless steel) radial thin ~arms 13 which are spot welded to support assembly of mesh 12, radial arms 13 and rings. This assembly and plates with holes 11 are fixed 15 to frontal engine cover by bolts 14. This frontal gauze 12 and plate with holes 11 assembly filters flow through air which supplies heat energy for engine (by Forced flow convection through plate holes 28a and 28b) and gauze stops dust and water droplets entering engine enclosure. The rear plate assembly is similar to front assembly of 11,12,12a with attachment bracket 73 to engine housing 10 being attached to engine housing 10 by bolts 74 with plate (Aluminium or Stainless Steel) with large holes 75 (about 12mm. diameter) with gauze filter assembly 76 (similar to front gauze filter assembly of 12,12a and 13). Figure 3a shows the support plates for magnetic rings 1 and 2 with 27a the stainless steel dynamo plate and the radial support spurs 82 with bolt holes for bolts 31a and the cooling passage holes 28a which allign as plates are placed in rows and bolted together by bolts 31a. Central hole 84 for shaft is shown and plate has a thin rim 83 encrusting or protecting holes 28a.

-9- The outer plates 27b are the same with radial spurs 82, encrusting rim 83 and central hole 84 and bolt holes for bolts 31b and holes 28b.

Figure 3b highlights the need for enhanced heat conduction through the cooling passage plates 27a and 27b supporting magnetic rings.

For adequate heat conduction through the metal of the plates 27a and 27b with cooling passages 28a and 28b metal must be thin and thin contact area must be maximized. So by interlocking spacings and expanding holes to something like a hexagonal hole area maximization of thin spacing between holes is achieved. In Figure 3b, 28a are the cooling passages and 85 the narrow spacing between tightly placed patterns of holes or interlocking hole placements with 86 the hexagonally enlarged holes so distance for heat conduction is minimized and conductive surface is maximized. For the five achieveable orders of power output the following is a indication of sizes of rings and number of cooling passages for operation in air of each magnitude of each permanent magnet engine. Fotr the first order of magnitude-of 1,000 watts P.M.E. (permanent magnet engine) is preferably an assembly of 33x stacked plates for cooling convection heat exchanger with plates being about 3mm. thick with dynamo plates being austenitic steel (with small amounts of ferritic (or body centered cubic phase) phase with the 100mm. long dynamo assembly having up to 15% of the cooling passages (900x in total) each being 5mm. in diameter. The outer stationary plates for outer ring 2 can be aluminium but low Ferritic,Austenitic Stainless steel is prefered and can have up to 800x of the neccessary holes (5mm. in diameter) 10mm.long for air 0 having up to a 3 C temperature drop through PM.E. heat exchange plates for air flowing through plates at about 40 meters/second. So one outer (stationary) and one (rotating) inner permanent magnet ring is required with outside diameter of inner ring being set at about 10 with inner ring being 8mm. thick with outer ring being about 8mm. thick with about 5mm. overlap either side of a 20mm. wide center with one or more tapers on each side. The inner ring is about wide and rotation rate maximum is about 3,000 R.P.M. at maximum power output being limited by the air brake principally and also heat convection characteristics before permanent magnet engine plates 27a and 27b cool drastically and magnetic phases start to fail. A clearance of about 2mm. between dynamo and internal part of outer ring being about 1mm on either side of dynamo so field gradients 10 of outer ring can work adequately. The flow through of air through P.M.E. for temperature drop in air of 3 0 C must be about .7m 3 /second for engine to develop 1,000 watts at 3,000 R.P.M. at maximum power and power output and apeed reduces as dynamo is with drawn by spring 51 from cavity where taper, stationary rings are. For the second order of magnitude of 10,000 watts it is preferably an assembly of 40x stacked plates for cooling convection heat exchange with plates being about 5mm. thick with dynamo being low ferritic, Austenitic stainless steel with the 200mm. long dynamo assembly having up to 20% of the cooling passages (3,000x in total) each being 5mm. in diameter. The outer stationary plates for outer rings 2 can be Aluminium but low Ferritic,Austenitic stainless steel is prefered and can have up to 2,400x of the necessary holes (5mm. in diameter) 200mmm. long for air having up to a 3 0 C temperature drop through P.M.E. heat exchange plates for air flowing through plates at about 80 meters/second. So two outer (stationary) and two (rotating) inner permanent magnetic rings are required with outside diameter of inner rings set at about 150mm. with inner rings being 12mm. thick with outer rings being about 12mm. thick with about 8mm.

overlap either side of a 40mm. wide centre with one or more tapers 11 on each side. The inner rings are about 40mm. wide and rotation rate maximum is about 3,000 R.P.M. at maximum power output being limited by the air brake principally and also by heat convection characteristics before permanent magnet engine plates 27a and 27b cool drastically and magnetic phases start to fail. A clearance of about 4mm. between dynamo and internal part of outer ring being about 2mm. on either side of dynamo so field gradients of outer ring can work adequately. The flow through of air through P.M.E. for temperature drop in air of 3 0 C must be about 4.7m3/second for engine to develop 10,000 watts at 3,000 R.P.M. at maximum power and power output and speed reduces as dynamo is withdrawn by spring 51 from cavity where taper,stationary rings are. For the third order of magnitude of 100,000 watts it is preferably an assembly of stacked plates with plates being about 8mm. thick with dynamo 15 being low ferritic,austenitic stainless steel with the 400mm. long dynamo having up to 33% of the cooling passages (6,000x in total) each being 5mm. in diameter. The outer stationary plate assembly (also 400mm. long) with outer rings 2, can be Aluminium but low Ferritic, Austenitic stainless steel is prefered and can have up to 20 4,000x of the necessary holes (5mm. in diameter) 400mm. long for air having up to a 5 0 C temperature drop through P.M.E. heat exchange plates for air blowing through plates at about 160 meters/second.

So four outer (stationary) and four (rotating) inner permanent magnet rings are required with outside diameter of inner rings set at about 250mm. with inner rings being 20mm. thick with outer rings being about 20mm. thick with about 16mm. overlap either side of a wide centre with one or more tapers on each side. The inner rings are about 80mm. wide and rotation rate maximum is about 3,000 R.P.M. at maximum power output being limited by the air brake 12 principally and also by heat convection characteristics before permanent magnet engine plates 27a and 27b cool drastically and magnetic phases start to fail. A clearance of about 8mm. between dynamo and internal part of outer ring being about 4mm. on either side of dynamo so field gradients of outer ring can work adequately.

The flow through of air through P.M.E. for temperature drop in air of 5 0 C must be about 18.9 m 3 /second for engine to develop 100,000 watts at 3,000 R.P.M. at maximum power and power output speed reduces as dynamo is with drawn by spring 51 from cavity where taper, stat- 10 ionary rings are. This size engine best suits a car where car can adequately encounter this necessary volume of air when moving. For 6 the Forth order of magnitude of 10 watts it is preferably an assembly of 80x stacked plates with plates being about 12.5mm.

thick with dynamo being low ferritic,austenitic stainless steel with the 1,000mm. long dynamo having up to 33% of the cooling passages (12,000x in total) each being 5mm. in diameter. The outer stationary plate assembly (also 1,000mm. long) with outer rings 2, of low Ferritic,Austenitic stainless steel and has up to 8,000x of the necessary holes (5mm. in diameter) 1,000mm. long for air having up 20 to a 20 C temperature drop through P.M.E. heat exchange plates for air blowing through plates at about 240 meters/second. So eight outer stationary and eight (rotating) inner permanent magnet rings are required with outside diameter of inner rings set at about 400mm. with inner rings being 32mm. thick with outer rings being about 32mm. thick with about 24mm. overlap either side of a 100mm.

wide centre with one or more tapers on each side. The inner rings are about 100mm. wide and rotation rate maximum is about 3,000 R.P.M.

and maximum power output being limited by air brake principally and also by heat convection characteristics before permanent magnet 13 engine plates 27a and 27b cool drastically and magnetic phases start to fail. A clearance of about 16mm. between dynamo and internal part of outer ring being about 8mm. on either side of dynamo so field gradients of outer ring can work adequately. the flow through of air through P.M.E. for temperature drop in air of 20 0

C

must be about 56.6 m 3 /second for engine to develop 106watts at 3,000 R.P.M. at maximum power and power output and speed reduces as dynamo is withdrawn by spring 51 from cavity where taper, stationary rings are. For this larger capacity engine, application is suited to aircraft at high altitude where dry air does not 'ice up' heat exchange plates and high speed ensures the adequate volume of dry air flowing through engine. For take-off and attainment of altitude fuel is burnt and no 'icing up' of heat exchange plates 0 occurs. For the Fifth order of magnitude of 10 7 watts it 15 is preferably an assembly of 100x stacked plates with plates being

S

about 20mm. thick with dynamo being low ferritic,austenitic stainless steel with the 2,000mm. long dynamo having up to 33% of the cooling passages (6,000x in total) each being 10mm. in diameter. The outer stationary plate assembly (also 2,000mm. long) with outer rings 2, 20 of low Ferritic,Austenitic stainless steel and has up to 4,000x of the necessary holes (10mm. in diameter) 2,000mm. long for air having up to a 50 0 C temperature drop through P.M.E. heat exchange plates for air flowing through plates at about 360 meters/second.

So eight outer stationary and eight (rotating) inner permanent magnet rings are required with outside diameter of inner rings set at about 800mm. with inner rings being 40mm. thick with outer rings being about 40mm. thick with about 40mm. overlap either side of a 200mm.

wide centre with one or more tapers on each side. The inner rings are about 200mm. wide and rotation rate maximum is about 3,000 R.P.M. and 14 maximum power output being limited by the air brake principally and also by heat convection characteristics before permanent magnet engine plates 27a and 27b cool drastically and magnetic phases start to fail. A clearance of about 32mm. between dynamo and internal part of outer ring being about 16mm. on either side of dynamo so field gradients of outer ring can work adequately. The flow through of air through P.M.E. for temperature drop in air of 50 0 C must be about 206 m3/second for engine to develop 107 watts at 3,000 R.P.M. at maximum power and power output and speed reduces as dynamo is with- 10 drawn by spring 51 from cavity where taper, stationary rings are.

For this large capacity engine, engine suits high altitude aircraft i where speed provides the quanity of air and altitude means the dry air does not 'ice up' heat exchange plates. For take-off and attainment of altitude fuel is burnt and no 'icing up' of heat exchange plates occurs. At 10,000 meters input air dropSfrom -50°C to -100°C as exit air from P.M.E. gives very little 'icing up' in very dry air.

Figure 3c is a expanded drawing of rear gear housing assembly, rear fan (blade plate) and air brake. The front gear housing and front fan are not necessarily geared up for front fanto produce supersonic flow speeds (super-sonic to flow medium gas which is mainly air) depending on size of engine but rear gear housing gears up rear fan and air brake blade plate to super-sonic speeds (in gas flow medium) in all sizes. As in Figure 3 item 18 is the splined shaft with 18b the splined depressed grooves with 49b the right side cover that holds tension spring 51 by bolt 50b on right side.

Support spider 52 holds bearing 55a and 55b in housings 54a (for and 54b (for 55b with bolt(s) 53 fastening spider 52 to engine hosuing 10. The collar 56 over spline shaft 18 also supports bearings 55a and 55b and front of rear gear housing 57 and central 15 high speed bearing 59 of rear gear assembly that supports internal gear 62 that is gear-up. The internal, outer gear ring 58 is part of Front of rear gear housing 57 and is fixed to back part of gear housing 93 by screwing section 57 and 93 together and fixed by lock ring 94. The shaft 60 for intermediate gears 81 is fastened to bearing pairs 61 either side of front gear housing 57 of rear gear assembly by nuts 87 and 87a on shaft 60 ends. The internal gear 62 supported by bearing 59 is fastened to flange that seals rear of gear housing by bolt(s) 63. The sintered P.T.F.E. (Poly Tetra fluoro 10 Ethylene) ring 91b seals flange to base of bearing 59 (supporting gear 62) and is lubricated by small grease well 91a. The Sintered i P.T.F.E. ring 92b seals inside of rear gear housing 93 of rear gear assembly to flange that is attached to internal gear 62 and this sintered P.T.F.E. ring is lubricated by small grease well 92a. From 15 flange attached to internal gear 62 sleeve 95 extends back and fan bracket 89 is attached to sleeve 95 and fastened by lock (screw ring) ring 90 and blade plate of rear fan 64 is fastened to bracket 89 by bolt(s) 88. The bearing 59 is fixed to housing cover 57 by lock ring 99 on ring 56 over splined section of shaft 18. This sleeve from internal gear 62 extends back with additional sleeve 96 or collar screwing on and locked on (screw lock ring) by lock ring 97 and sleeve 96 extends over rear part of engine shaft which is round (no spline) and close tolerances of flange end seal air brake housing to housing of air brake and rear round part of engine shaft.

The flange end of sleeve 96 support blade plate 65 of air brake which is fastened to flange endby bolt(s) 98. The front air brake housing 68 is supported by spider 66 which is supported by engine housing 10 by bolt(s) 67. The rear part of air brake housing 69 is fastened to front air brake housing 68 by bolt 72. Again close 16 tolerances seal back housing 69 of air brake over round rear section of engine shaft. Entry holes into air brake 70 are about .4mm. in diameter and limited in number and exit holes 71 on side of air brake housing are limited in number and not more than .4mm. in diameter. The blade plate 65 of air brake has blades that are twisted to be about in line with length of shaft of engine and ends are bent back to give maximum air resistance in air brake housing. Figure 3d highlights the seal capability of the sintered P.T.F.E. rings that seal the rear gear housing assembly (and if speeds warrant it system 0 can be used in front gear housing assembly to seal it). Sintered P.T.F.E. is .5mm. diameter P.T.F.E. extruded strand that has been guillotined into .5mm. length so these tiny cylinders are pressed e and sintered at about 300 C (hot pressed) and a porous ring results so grease can be forced through for surface lubricated contact surface seal. The internal gear 62 is glued to support bearing 59 way of interference fit (up to .05mm. per 50mm. of bearing outside diameter with internal gear) and flange 100 attached to internal gear 62 by bolt 63 with flange 100 part of sleeve 95 which supports bracket 89 lock screwed by lock ring 90 with bracket supporting rear fan blade plate 64 which is bolted to bracket 89 by bolts 88.

The high speed bearing 59 is supported by front housing 57 of rear gear assembly and front housing is fastened to slip ring 56 over rear splined section 18 of engine shaft. The grease well 91a supplies grease through channel 103 in sleeve 95 to sintered P.T.F.E. ring 91b that seals base of bearing 59 to flange of sleeve with sintered P.T.F.E. ring 91b held in sleeve 95 by cover plate 101 bolted to sleeve by bolt(s) 102 with tiny grease well 91a on base fixed to sleeve 95 with 91a consisting of a hollow cylindrical body with a spring 107 inside cylinder pressing on plunger or plate 108 on a 17 hollow stem 104 through which (through hollow stem 104) grease is injected through nipple 106 at top of stem with a screw cover 108 at top of cylindrical section bearing down on spring 107 and a well 91a fills with grease 109 (grease pocket) so that spring forces plunger 108 to push grease through channel 103 to sintered P.T.F.E. ring 91b and through sintered P.T.F.E. ring to surface of base of bearing 59. Similarly grease well 92a is fixed outside of rear gear housing cover 93 through base plate fixed by lock screw ring 119 which holds hollow cylinder with a plunger or plate 117 0 that is attached to a hollow stem 113 through which grease is oo injected through a nipple 115 on end of stem 113 and this fills grease pocket 118 in well 92a by pushing plunger 117 up and spring 116 then slowly forces plunger to force grease through channel 112 to sintered P.T.F.E. ring 92b. A screw cover 114 on top of cylind- S 15 rical well 92a bears down on spring 116 that forces grease through ring 92b to sealing surface for lubrication on outside flange surface of sleeve 95 thus sealing rear gear housing assembly through surface contact surfaces on outside flange surface on sleeve and inside of rear gear housing 93 that supports sintered P.T.F.E.

ring 92b fixed by plate 110 that holds ring 92b with plate 110 bolted to inside of rear gear housing 93 by small bolts or screws 111. This sealing system of 91a and 91b and 92a and 92b mean when grease wells 91a and 92a are full seals are good for hundreds of hours and this long space of operation ensures low maintainance on some part of a engine that could give alot of trouble through continually wearing sealing surfaces. Figure 4 is a plain cut-away view of the air brake which is always geared-up to super-sonic blade tip speeds so that the rough internal surface 121 of side of air brake housing 68 causes very turbulent circulations close to 18 internal cylindrical rough surface 121 that produces impact affects which are high speed flows slowing down so the affect is one of very many small masses arriving at blade tip surfaces to produce a high mass low energy, high magnitude force that slows engine down through air brake acting through rear gear housing back to engine shaft. These circulations 124 are seen close to rough surface 121 and angled back blade tips 120 as blade plate 65 turns 122 and this high pressure peripheral zone with impact affect circulations 124 occuring close to rough internal cylindrical surface 121. The support 10 spider 66 supports air brake housing front cover 68 by bolts 67 in engine housing 10. Rear cover 69 of air brake is bolted to front i cover by bolts 72. Holes in front cover (less than or up to .4mm.

diameter, limited number) 70 allow air intake into air brake while exit holes 71 (limited number, less than or up to .4mm. diameter) limit escape and determine affectiveness and ultimate engine speed and these hole sizes can be accurately set needlr valves. Flange go••o: S on sleeve 96 supports blade plate 65 and bladeplate 65 is attached to this flange by bolts 98. The blade plate shows twists in blades so blades are alligned axially near cylindrical outer surface moving air (gas) almost entirely circumferentially. The flange on sleeve 96 has close tolerances with end of shaft 123 being isolated from engine shaft with close tolerances containing air in air brake housing very well. The impact affects of low energy, high magnitude force mean less than 4% of engine energy is lost in finally limiting engine speed. The needle valves of Figure 4a1 give a fixed setting for operational speed or final speed and are a small needle valve of preferably brass casing 125 fixed in side of front air brake housing 68 and this adjustable hole 71 with casing 125 screwed into housing 68 and held by lock nut 126 and lock nut 127 on top of -19casing fixes needle assembly of brass screw fitting 128 and steel (stainless steel) tapered needle 128a silver soldered to brass fitting 128 and lock nut 127 fixing screw brass needle fitting 128 to a different hole passage size in tapered passage 129 with air (gas) escaping through channels 130 in brass needle fitting 128.

The needle Solenoid of Figure 4a2 is when air brake of Permanent Magnet engine must operate very precisely as in the case of powering a alternator feeding into the mains grid and phasing of electricity is crucial. Again brass housing 132 screws into side of front 10 air brake housing 68 and is screw locked in the ring 131. A top ooeo screw ring 133 locks a permanent magnet ring 134 with a through the centre axial field which repells the needle with a permanent magnet o rod 140 of about 2 mm. in diameter in a brass casing or slug 139 and this acts against a spring 137 with brass rod 138 about 2.5 mm.

diameter that screws into top of slug that holds magnet rod 140.

So by magnet ring 134 and rod 140 needle valve is open to maximum opening when solenoid of circular windings 135 is off and when 135 is on needle 141 (steel or stainless steel silver soldered into brass slug 139) needle closed tapered passage 142. So a rheostat on power supply to solenoid of these needle solenoid valves varies openings and gives very accurate speed control for engine.The rod 138 clears nut 136 by clear ance 143 so needle assembly can slide up and down housing in casing 132 and nut (screw cap) holds needle assembly and spring 137 in place. Gas escapes through tapered passage 142 and down tiny grooves in slug 139 and through clearance 143 in screw cap 136. Solenoid is less than 15mm. wide and housing less than 20mm. above 68 to top of cover 136. Lateral windings of solenoid 135 mean field is along length of passage as with ring 134 and rod 140. Figure 5 is of a variable position current actuator which is like a accelerator pedal to a car engine. Depression of actual rotation assembly of magnet rings with radial fields through a dual spiral current carrying coil pair varies the current flow as less of the rotating magnetic rings engage the dual current carrying coil and more current flows as back E.M.F. (Electromotive force) is less and rotation rate of magnetic rings stays about the same by the use of use of a centre magnetic strip between the two coils that is always engaging the rotating magnetic ring assemblies.

The dual coils are wound in a spiral down one coil and then winding 10 returns back up second coil (ina spiral also) and then down first coil again and back up second (spiralling) and this gives the necessary number of turns with spiral angle being whatever is suitable but angle off rotation axis is not too high so coil length is not too high and greater than 00 so wrapping and coiling 15 makes assembly easy. About 450 to rotation axis of spirals is fairly good. So for the 100,000 watt engine and power supply from a car battery needs to be about 12 volts and 40 amps D.C. (Direct current) through 10Ox parallel windings which spiral on a former about long with wire being about 2.0mm. diameter enamel copper for each of the two coils with the magnetic rings being about 4,000 gauss and 25mm. in outside diameter and the stationary speed control magnetic strip being about 4,000 gauss also and the synchronized rotating (synchronized through gears and a off-centre gear) magnetic ring assemblies spinning at no more than 3,000 The current control can vary from the full drawn 40 amps to solenoid of engine to down to less than 10% of the full drawn load when current actuator is not depressed. So when current actuator is fully depressed the full current flows to solenoid and permanent magnet engine is fully engaged with dynamo rings l.engaging stationary 21 outer rings 2 and permanent magnet engine gives maximum power. So in Figure 5 item 144 is the top cap that is pushed to depress synchronized spinning magnet rings assembly through stationary coils 170 (spiral windings) with gearS on rotating shafts 156 supporting magnetic rings 157 (in cover 158) being synchronized by off-set gear 147 on shaft 146 held bearings 145a and 145b being held by lock rings 148 for bearings 145a and 145b and off-set gear 147. Supports 149 from end cap 144 hold stationary magnetic strip 150 in place for speed control. Bearings 167 hold end of rotating 0 shaft 156 to plate 168 which is attached to end cap 144. Depressing 00o* end plate 144, spring 155 counters motion to restore position and guide rods 152 allign current actuator through slip sleeves 153 with guide rods 152 held to end plate 144 by nuts or lock rings 154.

Slide motions 151 show slide motions of guide rods 152 and splined 15 end 159 of rotating shafts 156 moving through rotating internal ring 160 of end bearings 162 held by lock rings 161 on internal ring 158.

Stationary end plate 163 (opposite 144) supports bearings 162 and lock rings 164 lock bearings. Coils 170 are attached to stationary end plate 163. P.T.F.E. seal rings 181 for bearings give position stability of rotating centre of bearings 162 if bearing fixture lip fails and P.T.F.E. seal rings 181 can have a metal backing plate.

End plate 163 holds current actuator to fixture plate 165 by bolts 166. Top shaft 156 spins anti-clockwise 169a seen from left for right to left current flow in a radially in magnetic field. Bottom shaft 156 spins anti-clockwise 169b seen from left for left to right current flow in a radially out magnetic field. Item 171a is the positive Terminal to current coils 170 and 171b is the negative terminal to current coils 170. Figure 5a is magnetic field skematic plain view of current actuator with 147 the off-set synchronizing 22 gear and 150 the stationary magnetic strip with its field 178.

Rotations 172 and 173 are of the spinning magnet rings in anticlockwise direction (seen from left of Figure 5) with the out of page current flow 174 in a radially in field and current flow 175 into page in a radially out field. Vector diagrams show limiting force 179a on left spinning magnetic ring assembly by radial.14,/ i d' repelled (essentially) by field on strip(150) 178 and vector affect to motion 179a. Similarly for right limiting force 179b on right spinning magnetic ring assembly by radially out field repelled (essentially) by field on strip (150) 178 and vector affect to motion 179b. Field circulation 180 is attractive and is also retarding to motions 172 and 173.

*So basically invention runs on heat from air but system can be isolated and can have inert gas (or suitable heat exchange gas) 15 flowing through permanent magnet engine back to a heat source that can be room temperature or less. High temperature sources can be used but a limit of about 4000C applies to plate housings for magnetic rings otherwise permanent magnet phase of Feroba (BaFe 2 0 1 9 will destroy magnetic phase material. System is of such advantage that it can handle lower temperature cycle ranges of room temperature and below and is versatile enough to handle any low (moderate) temperature heat source.

Claims (9)

1. Permanent magnet engine assembly consists primarily of outer stationary rings with tapers cut in side which repell smaller moving rings of parallel sides inside or pushed inside outer stationary rings such that permanent magnet rings of high retaining field strength material formed in a Toroid (current carrying hollow ring) when magnetic material is heated above Curie Temperature and allowed to cool in strong magnetic field of Toroid such that ciircular magnetic fields form with stationary outer magnet rings and repelled moving inner rings with rings being set in rows of plates with very many small diameter alligned holes through which gas or air is forced through holes and as magnet rings drive engine and magnet rings cool heat is extracted from air (gas) passing through engine block or plate rows supporting engine magnet rings by Forced flow (preferably 15 Turbulent) convection through plates with holes of spinning dynamo holding inner parallel sided ring(s) and stationary outer taper ring(s) plates with holes such that plate material for heat exchange material that supports engine magnet- rings is preferably low,ferr- itic, Austenitic Stainless steel for dynamo and stationary outer ring(s) support block also low Ferritic,Austenitic Stainless Steel 0 00 a for high power output larger permanent magnet engines and Aluminium (alloy) for low power smaller permanent magnet engine with a Front fan that pulls air (gas) through a fine stainless steel gauze filter supported over a plate with holes and front fan then blowing air (gas) through plate assemblies with holes that support engine magnet rings such that when air conditions are cool, fuel is burnt near fan being injected as liquid into spark gap of low. power, high voltage primary current and hiher power, low voltage secondary current to vapourize fuel and front fan mixes burning fuel with air 24 and hot air (from combustion) is energy source of magnet ring engine with varied types of heat sources supplying heat exchange gas which passes through heat exchange plates to warm magnet engine rings but the main energy source being atmospheric air with air or gas being speed-up by front fan that is geared-up from magnet engine dynamo or shaft through a front gear housing assembly that has a outer-internal gear ring that is spun by dynamo shaft and internal gear ring of Front gear housing assembly spins three or more intermediate gears that are mounted by shaft fixed with two opposing bearings on spinning casing of front gear housing and intermediate gears drive inner gear that is mounted on bearing that is mounted on engine shaft on splined (grooved) section of shaft that slides with ring over this section supporting inner gear that S drives front fan with front gear housing supported by spider or 15 radial arm support attached to magnet engine housing with wide width of radial strips of spider alligned in direction of length of S. shaft so then dynamo shaft being pushed by actuator magnet rings repelled by solenoid.(also supported by a radial arm spider) so that repelled dynamo is pushed into position so that dynamo magnet rings engage outer stationary taper magnet rings and engine is active with solenoid and actuator magnet rings have a magnetic field in line with engine shaft and engine shaft sliding through splined collars at each end of shaft over splined (grooved) sections of shaft and splined spinning collar supports bearing of internal gear of front gear housing assembly that drives front fan and bearings of rear gear housing assembly (similar to front gear housing assembly) with internal gear driving rear fan which gives thrust from under a almost radial pressed small crease in blade from pressure zone thrust and blades of rear fan blowing out air (gas) from engine housing for circulation (or re-circulation) of gas heat supply with engine speed being regulated by air brake (supported on another spider arrangement from engine housing) which is driven by geared-up rear housing assembly internal gear with longtitudinally twisted alligned blades with tips bent back so near super-sonic and super-sonic tip speeds develop circulations that develop impact affects which are affective high mass (force), low energy forces that retard super-sonic and near super-sonic. motion and regulate final magnet engine speed through rear gear housing assembly and even to some extent front gear housing assem- bly which both develop high rotation rates to drive fans with gear housing assemblies sealed by sintered P.T.F.E. (Poly Tetra Fluoro Ethylene) rings that are supplied with grease which seeps slowly through sintered rings from spring loaded grease well to seal surfaces of front and rear gear housing assembly and the speed of magnet engine being regulated by depth of insertion of dynamo into stationary ring housing which is governed by solenoid and supply current to solenoid which repells actuator rings which are pulled back by tension spring when current to solenoid is reduced or stopped so that dynamo is pulled back by spring and engine magnet rings are fully disengaged and engine stops with gradual increase or decrease being achieved by current actuator of two spiral wound stationary coils with a rotating magbet ring set support in centre of each coil so physical depression or motion rotating ring set assembly pair changes extent of manetic interaction and current to solenoid is controlled with speed of rotating ring pair controlled by a permanent magnetic strip between the rotating ring set assembly pair of the current actuator.

2. The Permanent magnet engine assembly as claimed in claim 1 26 have outer stationary plates that support tapered magnet rings with circular magnetic fields with very many holes that allign in rows to form a assembly of parallel passages and similarly inner rotating plate assembly of plate rows and alligning holes as parallel passages on rotating dynamo so that all plate .holes forming radial spokes of no holes and outer and inner rims that give strength to plates for the many passages (holes) that enhance convection with holes in each plate enlarged hexagonally so then spacing between interlocking placed holes maximizes heat conduction surface area and hexagonally enlarged holes alligning in shape and position to holes in neigh- bouring plates in the plate row assembly.

3. The Permanent magnet engine assembly as claimed in claim 1 burns fuel in the front part of engine housing in air flow through engine preferably as a liquid fuel injected into a ring of parallelly 15 connected spark gaps have a high voltage, low power primary current accross spark gap with a secondary superimposed high current, low voltage, high power current accross spark gap to vapourize the fuel with high speed front fan being driven by front gear housing assembly which gears-up rotation rate to front fan that mixes burning fuel 0 with air so that moderate temperatures (of less than 400 C) go through magnetic engine ring plate assembly holes supplying energy to magnetic engine and 'icing up' from cooled incoming air flow through support plate passages does not clogg plate passages with ice when engine is used in cold conditions and engine extending to use as a space engine in space with no gas energy supply where plates of low Ferritic, Austenitic Stainless Steel get very cold as orbitals of atoms of engine assembly, particularly the support plates (low Ferritic,Austenitic Stainless Steel) and magnetic engine rings collapse around nucleus of atoms and engine assembly material S27 can give out up to 2 x 108 joules/Kilogram of collapsed orbital energy with heat input into engine recovering sunken orbitals and limit of 2 x 108 Joules/Kilogram of engine assembly material being till magnetic phase fails.

4. The Permanent magnet engine assembly as claimed in claim 1 having a front gear housing assembly fixed over splined (grooved) section of dynamo shaft with location bearing mounted in housing that is attached to spider (support bracket with thin radially alligned arms with wide width of arms in shaft direction) which is attached to engine housing so that spinning gear casing has a outer-internal gear ring that is spun by dynamo shaft and internal gear ring of front gear housing assembly spins with three or more intermediate gears that are mounted by shaft fixed with two opposing bearings on spinning casing of front gear housing and intermediate 15 gears drive inner gear that is mounted on bearing that is mounted on engine shaft on splined (grooved) section of shaft that slides with this ring over splined section as dynamo moves in and out of engaged position with outer stationary magnetic engine rings by Ssolenoid affect on actuator rings so that inner gear drives fan that is attached to inner gear by flange with inside and outside of flange sealing front gear housing assembly by sintered P.T.F.E. rings that have grease injected-through them by spring loaded small grease well such that grease lubricates high speed moving, sealing surface and fan driven by geared-up frontgear housing assembly forces air through plate housing passages that support magnetic engine rings. The Permanent magnet engine assembly as claimed in claim i having a rear gear housing assembly fixed over splined (grooved) section of dynamo shaft with location opposed bearings mounted in 28 housing that is attached to support spider which is attached to engine housing so that spinning gear casing has a outer-internal gear ring that is spun by dynamo shaft and internal gear ring of front gear housing assembly spins three or more intermediate gears that are mounted by shaft fixed with two opposing bearings on spin- ning casing of front gear housing and intermediate gears drive inner gear that is mounted on bearing that is mounted on engine shaft on splined (grooved) section of shaft that slides through mounting over splined section as dynamo moves in and out of engage- ment position and inner gear (being geared-up) attaches to flange and sleeve which drives fan for pulling-gas through heat exchange passages of support plates and fan also gives, blade thrust in larger engines by the pressure zone under radial crease of blades of attached blade plates and sleeve also drives air brake blade tips at near super-sonic and super-sonic speeds limiting air brake and engine speed with the drive flange (on sleeve) sealing rear gear housing assembly by sintered P.T.F.E. rings that have grease injected through them by spring loaded small grease wells such that grease lubricates S high speed moving, sealing surfaces.

6. The Permanent magnet engine assembly as claimed in claim 1 having Front and rear gear housing assemblies being sealed by attachment flange attached to geared-up inner gear which seals flange to base of bearing inner gear is on (by interference fit) (sealed in inside) and seals outside of flange to inside of gear housing casing so that for each seal a grease well which is a cyl- inder compressing grease by a plunger and spring such that grease fills well by a hollow stem on plunger with a grease nipple on end of stem and pressured grease is forced to sintered P.T.F.E. ring and through sintered ring which is made from extruded P.T.F.E. 29 strand guillotined into very short lengths so that short,tiny cylinders of P.T.F.E. are hot pressed into rings at about 300 0 C and rings are mounted on inside of attached flange to seal base of inner gear bearing and inside of gear housing to seal outside of attachment flange.

7. The Permanent magnet engine assembly as claimed in claim 1 with Air brake which attains near super-sonic and super-sonic (super- sonic or near super-sonic to gas medium insideair brake) blade tip speeds is driven by sleeve from attachment flange attached to geared-up inner gear of rear gear housing assembly which are blades twisted on blade plate to allign them almost axially (shaft direc- tion) with blade tips bent backwards slightly off radial allignment and this dragging of air (gas) at near super-sonic and super-sonic .:oo over rough internal cylindrical surface create circulations and of 15 a impact phenomenon that is like very many small mases at slow speed colliding with blade tip so affectively a high or very large mass is continually arriving at impact surface (blade tip) and this low energy, high magnitude force slows permanent magnet engine with air entering air brake housing (support by support spider to engine housing) by a limited number of tiny holes less than .4mm. in diameter and high pressure air (gas) exiting air brake through limited number of affectively .4mm. diameter holes or needle valves with narrow passages adjusted manually or automatically in the case of a solenoid controlled needle valves and so with close tolerances between flange (that seals air brake housing). and round section of end of permanent magnet engine shaft with close tolerances not allowing much air to escape from air brake housing.

8. The Permanent magnet engine assembly as claimed in claim 1 and claim 7 has adjustable needle valves as exit passage for air brake 30 as a small brass (preferably) casing screwed into side cylindrical air brake housing with a needle of stainless steel or steel Silver soldered or brazed into a brass (preferably) fitting with a screw lock ring on top of casing fixing position of needle in tapered passage of casing with air escaping through holes in brass fitting that holds steel needle.

9. The Permanent magnet engine assembly as claimed in claim 1 and claim 7 with the solenoid needle valve exit passage for air brake as a small brass (preferably) casing screwed into side cylindrical air brake housing with a needle of stainless steel or steel Silver soldered or brazed into a brass slug that contains a permanent magnet rod that is repelled by a magnet ring around casing and around this windings are powered through a rheostat which counters repulsion and closes tapered passage between neddle and inside passage in brass casing with air escaping through tiny grooves in **brass slug that holds steel needle. The Permanent magnet engine assembly as claimed in claim 1 has a current actuator which is physically activated and regulates the current flow to solenoid in engine housing that repells actuator magnet rings (with axial field along length of engine's shaft) and sets the level of engagement between the stationary and moving magnet engine rings as more current is supplied to engine solenoid greater engagement and insertion of dynamo into stationary plate cavity which supports outer taper engine rings and as current to solenoid decreases spring on shaft pulls dynamo back out from engagement so the current actuator which is two spiral wound stationary coils with a rotating magnet ring set on a length-wise moveable shaft on each shaft which controls current flow by relat- ive engagement of stationary coil and rotating permanent magnet

31- ring set (with radial magnetic fields) in each stationary coil by length-wise motion of rotating shaft with permanent magnet ring set on rotating shaft in each stationary coil with a stationary strip magnet in a off-centre position between stationary coil with field lines of strip essentially opposite in direction to radially out and radially in fields of pair of magnet ring rotating assemblies on two length-wise moveable shafts spinning in same direction being synchronised by off-centre gear. 11. The Permanent magnet engine assembly as claimed in claim 1 the permanent magnet material for magnet engine rings with circular fields is pressed as powder and sintered and allowed to cool in the magnetic field of a toroid (being a current carrying winding loop array forming a ring) below Curie temperature (magnetisation/ S De-magnetisation temperature) with ring being flame heated by a 15 single moving flame jet or a number of flame set with a heat shield separating heated magnetic material and Toroid with inner magnet en.. geengine rings being magnetised and sintered inside toroid and outer magnet engine rings being magnetised and sintered outside toroid. S 12. Permanent magnet engine assembly for energy supply from gaseous heat supply being principally engine housing, magnetic rings with circular magnetic fields of a stationary outer ring or set of rings and moving inner ring or set of rings with support plates having very many heat exchange passages, front gear housing assembly, rear gear housing assembly, air brake, splined shaft sections, solenoid and actuator rings and a current limiting actuator for solenoid substaintially as herein described with reference to accompanying drawings. GEORGE ANTHONY CONTOLEON 8TH.,NOVEMBER,2000. APPLICANT -DATE