WO2002013359A1 - Magnetic-powered engine - Google Patents

Abstract

Magnet-powered engine - alternative energies - to be used as a source of motive energy. Applying one of the gears (G1; G2) to the cylinders, the main axis/cylinder (MC) will have a clockwise movement while the secondary axes/cylinders (SC1; SC2) will have an anti-clockwise movement. The toothed wheels of the secondary cylinders should have half the teeth of the main cylinder toothed wheel, so that the secondary cylinders turn twice while the main cylinder turns once. The engine energy is given by permanent magnets used in the repulsion position, like the two magnets (M1; M2) at the end of two arms (A1; A2), when they approach at a very short distance thus creating impulsion points/moments. Many other structures are possible, for example, by varying the number of secondary cylinders and/or the number of arms.

Description

DESCRIPTION

MAGNETIC-POWERED ENGINE

Technical Field. This magnetic-powered engine is supposed to be used mainly in the alternative energies field, to produce electricity, as a source of continuous/endless, autonomous and non-polluting motive energy.

Background Art. Nowadays there are several ways of producing electricity but all with some kind of problem: water, wind and sun aren't always available everywhere and, in some places where they are available, they often depend on weather conditions; fuels like coal, oil and others, besides polluting the environment, aren't endless.

The magnetic-powered engine is expected to give an answer to all the problems mentioned in the previous paragraph. To build it you need three main things: gears, nonferrous metals - like certain types of stainless steel - because they aren't affected by magnets, and permanent magnets. It is easy to find the gears and the nonferrous metals that you need. Permanent magnets are the most important part of the engine and you should try to find the most powerful type that can operate in the repulsion position, and the company or firm that can magnetize the largest size possible. It is also important that the axis of the magnet be in the shortest edge so that the magnetic south and north poles, i.e., the main attraction/repulsion surfaces, would be the largest sides: for example, if you have a size 150mm x 100mm x 20mm axis magnet, its magnetic south and north poles will be the ones with the 150mm x 100mm size. According to recently gathered information neodymium permanent magnets are the most powerful available that can function in the repulsion position. These magnets will only lose their power if they reach the temperature of approximately 100 degrees centigrade, which is very unlikely to happen as the engine isn't expected to reach even half that temperature. Taking into account nowadays technological evolution you should pay attention to new discoveries in the permanent magnets field. Disclosure of Invention. The magnetic-powered engine should have one main axis/cylinder and at least one secondary axis/cylinder, each axis/cylinder - both main and secondary - having at least one arm fixed in a perpendicular/oblique position to the axis. At the furthest end of each arm there will be a permanent magnet: the magnets of the main axis/cylinder should be fixed to one side at the furthest end of the arm, while the magnets of the secondary axes/cylinders should be fixed to the furthest top of the arm. The secondary axes/cylinders should be placed preferably in a parallel position all around and at the same distance from the main axis/cylinder.

All axes/cylinders should have a circular movement around their own axis in such a way that the secondary axes/cylinders would move in an opposed direction to the main axis/cylinder, i.e., if the main axis/cylinder has a clockwise movement, the secondary axes/cylinders must have an anti-clockwise movement and vice-versa. These movements should be controlled by a gear - toothed wheels with or without chain(s) - in such a way that the movement of the secondary axes/cylinders would preferably be two, three, or more, times the movement of the main axis/cylinder, i.e., the toothed wheel fixed to the main axis/cylinder would have two, three, four, or more, teeth than the toothed wheels fixed to the secondary axes/cylinders.

During these controlled movements each magnet of the secondary axes/cylinders will meet regularly at a very short distance the same magnetic pole surface of a main axis/cylinder magnet - either a south pole surface will meet another south pole surface or a north pole surface will meet another north pole surface, according to the position of the magnets, and cause a repulsion force in two opposed directions. The force over the secondary axis/cylinder will be in the direction of its axis, which acts as an obstacle, and will have almost no effect over the whole movement. The force over the main axis/cylinder will be perpendicular/oblique to its arm, making it withdraw and have a circular movement, causing this way the whole engine to move round.

Each opposed force created when two magnets move very close to each other can be considered an impulsion point/moment in the engine. You can create stronger or weaker impulsion points/moments: the bigger the magnets are, the stronger the impulsion points/moments will be. You can also decrease or increase the number of impulsion points/moments, and make them act one at a time or several at each moment, by varying the number of secondary axes/cylinders and/or the number and position of their arms.

It is still possible to give the engine different accelerations to its movement by varying the proximity of the magnets in their impulsion points/moments. There are several ways of controlling the engine acceleration.

One of the main reasons for the secondary cylinders arms to move faster is that they will have to follow a moving main cylinder arm with enough speed to reach its magnet in the impulsion position. Besides, this can also improve the engine acceleration.

As the central toothed wheel can have two, three, four, or more, teeth than the surrounding toothed wheels in the gear, you should, respectively, use two, three, four, or more, arms lined in the same line of action in the main axis/cylinder and separated from each other by the same angle. This way, each secondary cylinder arm can meet two, three, four, or more, main cylinder arms at their impulsion points/moments.

There is also the possibility of having several series of arms, each series lined in the same line of action, and organize the position of all arms in the engine to synchronize the impulsion points/moments. For example, imagine you decide to build an engine in which the central toothed wheel of the gear will have three times more teeth than the surrounding toothed wheels, so that it would turn once while the others would turn three times, and you also decide to build four series of arms. You would have three secondary axes/cylinders, with four arms each, surrounding one main axis/cylinder which would have four groups of three arms - a total number of twelve arms -, being these three arms separated by 120° from each other. In each series you would have six arms creating impulsion points/moments among them - three arms in the main axis/cylinder and one in each of the three secondary axes/cylinders.

Finally you could still build separate engines and join them later, thus creating a more complex and very strong structure. There are many possibilities.

Brief Description of Drawings. So that this invention can be better understood, here is a brief description of the drawings. Fig. 1 shows a possible magnet-powered engine consisting of one main cylinder (MC) and two secondary cylinders (SCI; SC2). The main cylinder has got four pairs of arms making a total number of eight arms, while the secondary cylinders have four arms each. To control the movement of this engine you could choose one of the two types of gears (Gl; G2) which would cause the secondary cylinders to move round two times while the main one would do it only one time. At this moment in this figure you have two impulsion points/moments at the same time: one is caused by the proximity of two magnets (Ml; M2) at the end of two arms (Al; A2), and the other is caused by the proximity of two other magnets at the end of other arms (A3; A4). These four arms (Al, A2, A3, A4), which belong to the same series, are in the same line of action and cause two impulsion points/moments at the same time. The other three series of arms belonging to three different lines of action will act in three different moments, and will create two impulsion points/moments at the same time each. According to the figure, the main cylinder is supposed to have a clockwise movement, while the secondary cylinders should have an anti-clockwise movement.

Fig. 2 is here to show that when you shorten a cylinder arm you decrease the speed of its furthest end, which can cause some problems. In a circle with an anticlockwise movement, dot 1 (Dl) is slower in its movement to dot 2 (D2) than dot 3 (D3) in its movement to dot 4 (D4), because the distance is shorter but takes the same time to be run. You should be careful if you have to shorten the length of a secondary axis/cylinder arm because it must follow a main axis/cylinder arm with enough speed to be in time in the impulsion position. To avoid this problem, for example, instead of using in the gear a central toothed wheel with two times more teeth than the others, you can choose one with three or four times more teeth but not forgetting to make all the necessary changes to the whole engine.

Fig. 3, Fig. 4, Fig. 5 and Fig. 6 are intended to help describe different ways of creating an acceleration structure which would vary the proximity of the magnets in the impulsion position.

One of the acceleration structures is based on wedges but it can be a little complex or even fragile. Fig. 3 could be an example of part of a secondary cylinder where you can see an axis (AX), a metallic tube (T), a supporting piece (S), an arm (A), and a wedge (W). The wedge would move between two ball-bearings - one fixed to the supporting piece and the other fixed to the nearest end of the arm - and make the arm and its magnet move forward or backward. Fig. 4 could be an example of a main cylinder (MC) where you can see two wedges (Wl; W2), a metallic piece (P) fixed to a large arm, and another small arm (A) with a magnet. In this case, wedge 1 (Wl) would move between two ball-bearings - one fixed to the cylinder and the other fixed to the base of wedge 2 (W2) - making wedge 2 move between two ballbearings - one fixed to the metallic piece (P) and the other fixed to the small arm (A) - making this arm and its magnet move backward and forward. Fig. 5 shows a wedge structure with four wedges (W) fixed to a ring (Rl) - which could be used at the top of a cylinder and move round with it -, and another ring (R2) with four ball-bearings (B) - which could be used to push the first ring (Rl). Notice that you could avoid the second ring and its ball-bearings by using a ball-bearing that permits lateral pressure.

Fig. 6 is supposed to show two different and better ways of accelerating the engine. This figure shows a main cylinder that would have a central cylinder or axis (C/A), and an outer cylinder (OC) where the arms would be fixed. One of the solutions would be by causing the outer cylinder to make very short movements (MV1) to the left or to the right around the central axis. Another solution would be by causing the outer cylinder to make a movement (MV2) along the central axis, thus approaching or withdrawing from the line of action where the secondary cylinders arms are expected to move and have impulsion points/moments. Nowadays technology permits both movements (MV1; MV2).

Fig. 7 is an example of an engine with a main axis/cylinder (MC) and four secondary axes/cylinders (SCI; SC2; SC3; SC4). In this case you would have four impulsion points/moments at the same time. This figure doesn't show the number of series of arms lined in the same line of action, which could vary according to your needs.

Fig. 8 is similar to Fig. 7. The difference is that the arms of the main cylinder (MC) are longer.

Fig. 9 is similar to Fig. 8, but the secondary axes/cylinders have two different impulsion moments: two secondary cylinders (SCI; SC2) have an impulsion at the same time while other two secondary cylinders (SC3; SC4) have an impulsion together at a different moment from the previous two.

Fig. 10 has 8 secondary cylinders acting four together each time in two different moments: four cylinders (SCI; SC2; SC3; SC4) act together in one moment; four cylinders (SC5; SC6; SC7; SC8) act together in another moment.

Fig. 11 shows a different structure that could be useful in certain situations where space has certain limitations. The secondary cylinders (SC) function perpendicularly to the main cylinder (MC). The pieces (AX) are supposed to be the axes of the different cylinders. The number of secondary cylinders (SC) could vary.

Best Mode for Carrying Out the Invention. Taking into account that this engine can have many different structures to reach different needs, it isn't easy to define the best mode for carrying out the invention. Anyway it is possible to give some advices.

The most important thing in an engine is the power of the magnets, which can be limited by the space available. The bigger the magnets are, the stronger they will be. Now imagine that you have size 150mm x 100mm x 20mm axis magnets. If you join the magnetic south surface of one of them to the magnetic north surface of another, they will attract each other and form a size 150mm x 100mm x 40mm axis magnet, i.e., they will form a more powerful magnet. But you can join another magnet to get a size 150mm x 100mm x 60mm axis magnet. This means that you can build stronger magnets than those that you got. Now you only need to enclose them in nonferrous metals, for example, nonferrous stainless steel. But notice that you can't use heat to enclose the magnets because they will lose their power if they reach a certain temperature.

Another important thing is the number of impulsion points/moments at the same time. The more they are, the stronger the engine will be. It can depend on your needs and on the space available.

The acceleration structure based on wedges, mainly in the smaller engines, should only be used if there isn't another solution: besides being a little complex or even fragile, the structure of the secondary cylinders, as shown in Fig. 3, would limit the length of the main cylinder arms and the engine power. The main cylinder arms should move as near the secondary cylinders axes as possible.

For smaller engines, a good structure would be one based on Fig. 8 or Fig. 9 with four series of arms.

Industrial Applicability. This magnetic-powered engine can be used in two different ways.

It can be enclosed, as a source of motive energy, in an electric generator to produce electricity for an electricity-supplying company/firm, a city, a town, a village, a group of buildings, a factory, a house, or even some means of transport where there is enough space available like ships, trains, planes, and so on.

It can be used alone as the only source of motive energy to move certain machines or devices, for example, to move a structure of buckets/vessels to take water from a well/pond/river.

List of reference signs used in the drawings

A-Arm OC - Outer cylinder or tube

Al -Arm 1 P - Piece of metal fixed to the arm

A2-Arm2 Rl - Ring 1

A3 - Arm 3 R2-Ring2

A4-Arm4 S - Supporting piece

AX -Axis SC - Secondary cylinder

B - Ball-bearing(s) SCI - Secondary cylinder 1

C/A - Cylinder/Axis SC2 - Secondary cylinder 2

Dl-Dotl SC3 - Secondary cylinder 3

D2-Dot2 SC4 - Secondary cylinder 4

D3-Dot3 SC5 - Secondary cylinder 5

D4-Dot4 SC6 - Secondary cylinder 6

Gl-Gearl SC7 - Secondary cylinder 7

G2-Gear2 SC8 - Secondary cylinder 8

Ml - Magnet 1 T- Tube of metal

M2 - Magnet 2 W-Wedge(s)

MC - Main cylinder Wl- Wedge 1

MV1 - Movement 1 W2- Wedge 2

MV2 - Movement 2

Claims

CLAIM

1 - Magnetic-powered engine - alternative energies — to be used as a source of motive energy, either included in an electric generator or independently attached to a machine or any other device, characterized by including in its structure at least two axes/cylinders, connected to one another by a gear/gears and moving around their own axis, having each axis/cylinder at least one arm fixed to it in a perpendicular/oblique position as a kind of extension of its radius, and with a permanent magnet fixed to the end of the arm that is at a further distance from the axis, in such a way that, when, in their circular movement, the arm of one axis/cylinder approaches the arm of another axis/cylinder in a perpendicular/oblique position between both of them, their magnets, facing each other in a repulsion position, produce over one of the arms a force directed against the axis which functions as an obstacle, and produce over the other arm a perpendicular or oblique force, causing this arm to move round because there is no obstacle to the magnetic- produced force, thus making all axes/cylinders have a circular movement together as they are connected through the gear(s).

AMENDED CLAIMS

[received by the International Bureau on 30 November 2001 (30.11.01); original claim 1 amended; new claim 2 added (1 page)]

1 - Magnetic engine powered by permanent magnets used in the repulsion position and including a main axis/cylinder and one or more secondary axes/cylinders rotating in gear-synchronised opposed directions, characterized by each axis/cylinder, both main (MC) and secondary (SCI, SC2, ...), having arms (Al, A2, A3, ...) - whatever the number and relative position of both axes/cylinders and arms may be - fixed to it in a perpendicular/obhque position, as a kind of extension of its radius, to support the magnets, which are fixed to the end that is at a further distance from the axis: the magnets (M2) of the secondary axes/cylinders are fixed to the top of the arm so that, when they are repelled, the repulsion force acts against the axis which functions as an obstacle and has almost no effect over the engine movement; the magnets (Ml) of the main axis/cylinder are fixed to the side that is opposite the moving direction so that, when they are repelled, the repulsion force acts in a perpendicular/obhque direction over the arm, making the arm withdraw and move round because there is no obstacle to the magnetic-produced force.

2 - Engine according to claim 1, characterized by including an arms structure (Al, A2, A3, ...), which, with the help of gears (Gl, G2) or other devices, permits to increase the speed of the secondary axes/cylinders arms relatively to the main axis/cylinder arms speed, and thus improve the engine acceleration.

Statement under Article 19(1)

As a result of the International Search Authority report, which has mentioned 4 documents - Angrist S W "Perpetual motion machines"; FR 2 784 523 A (Saumon Bernard); EP 0 256 132 A (Minato Kohei); DE 42 25 726 A (Mϋller Werner) - as relevant to claim number 1, the claim has been amended: claim 1 has been replaced by amended claim 1; new claim 2 has been added.

The original claim 1 mentioned some characteristics that had to be removed from the characterising part because they already belong to the prior art. The amended claim 1 emphasises the use of arms and the location of the magnets in those arms, thus resulting a structure which is different from all the others. In the apparatuses mentioned in the documents above, when two magnets are in their strongest repulsion position, the radiuses of the rotary elements that meet the magnets are facing each other in an angle which isn't very far from 180° and, when these radiuses start to reach a more favourable lower angle, the two magnets also start to withdraw from each other and from their strongest repulsion position. In an arms structure, when two magnets approach and reach their greatest repulsion strength, the two arms that support them reach a very close to 90° angle between them. This fact makes this new magnetic-powered engine stronger than those by Saumon, Minato or Mϋller.

Claim 2 reinforces the engine power in comparison to those of the other three documents. If the secondary cylinders arms movement is much faster than that of the main cylinder arms, this functions as an extra impulsion or as a kind of kick that improves the engine acceleration.

Claims 1 and 2 could still be considered an answer to Angrist' s document. The so-called "second law of thermodynamics" doesn't apply to this engine because it doesn't use heat to get its power. The "first law of thermodynamics", although more important, can't be considered a limitation. There is some heat but temperature will never be high enough to reduce the magnets power because friction is almost inexistent and the air circulation caused by he arms movement will be enough to keep the engine cool, turning the resource to fans unnecessary. Resistance is also completely minimised when compared mainly to all the power resulting from the structure mentioned in the two claims. Nevertheless it is preferable to abandon the idea of considering this a perpetual motion machine.