Classifications

• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K51/00—Dynamo-electric gears, i.e. dynamo-electric means for transmitting mechanical power from a driving shaft to a driven shaft and comprising structurally interrelated motor and generator parts
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K53/00—Alleged dynamo-electric perpetua mobilia
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
  • H02K49/10—Dynamo-electric clutches; Dynamo-electric brakes of the permanent-magnet type
  • H02K49/104—Magnetic couplings consisting of only two coaxial rotary elements, i.e. the driving element and the driven element
  • H02K49/108—Magnetic couplings consisting of only two coaxial rotary elements, i.e. the driving element and the driven element with an axial air gap

Definitions

• the invention relates generally to the field of magnetic motors, and in particular to motors capable of generating rotational output from electrical input through magnetic interactions. More particularly, the invention is directed to improvements relating to the magnetic interactions.
• Magnets and magnetic forces are an essential part of the operation of electrical motors and the generation of electricity through alternators or generators. Magnetism is already utilised for a number of useful commercial and domestic purposes including energy production, as a navigational aid and in many electrical and electronic devices.
• magnetic forces are capable of creating movement and moving objects, including the attraction or repulsion of other magnets or other material that enter within the magnetic fields. It is also known that such movement is limited in that the forces will only exert energy or movement whilst the objects are situated within the magnetic fields. It is also established that a stronger magnetic field will always dominate over a weaker magnetic field.
• An important part of the invention is that the magnetic fields of the respective magnets regularly come into contact with each other at appropriate intervals that will generate a sufficient number of rotational impulses in the same direction thereby creating a continuous rotating motion. It is essential that the forces of the magnetic fields do not lock together and this is achieved partly by creating an imbalance in the magnetic fields and partly by causing other physical movement in the motor created through the application of some electrical input. Thus the motion is created by a combination of magnetic interaction and electrical input.
• the magnetic imbalance is created partly by grouping together side by side a number of permanent magnets of a first magnetic strength, shape and size assembled and packaged together with alternating polarities of the adjacent permanent magnets thereby creating or forming one magnetic block (the first magnets).
• the first magnets then interact with another magnetic block comprised of another group of a number of permanent magnets of a second magnetic strength, shape and size, grouped together side by side with alternating polarities (the second magnets).
• the composition of the first magnets is different to the composition of the second magnets.
• the motor will not operate if, as in a conventional arrangement, one disc is a rotor and the other disc is a stator. The motor will also not operate unless there is some electrical input which generates some continuing intermittent (step-by- step) rotational movement in one of the discs that carry one of the groups of magnets.
• the two discs upon which the first and second magnetic blocks are respectively placed are rotors and for the intermittent movement of one of the discs to be assisted, controlled and regulated independently of the other disc but in synchronisation therewith.
• This independent intermittent movement of one of the discs is generated, controlled and regulated by a combination electrical input, mechanically and electronically.
• Creating the required imbalance which generates rotational motion is also achieved by adjusting the distance between the two magnetic blocks placed on the respective discs and depends on the angle at which the first magnets meet the second magnets at the point of interaction or crossing.
• a magnetic motor comprising:
• a first disc mounted on a drive axis and having mounted thereon, at regular angular intervals, a number of first permanent magnets having a magnetic field of a first strength and polarity;
• a second disc mounted independently of the first disc for free rotation about the drive axis but coplanar with the first disc and having mounted thereon, at regular angular intervals, a number of second permanent magnets, each second magnet having magnetic field of a second strength and polarity, wherein the first and second magnets are located and spaced on the respective first and second discs such that the magnetic field of the or each first permanent magnet is able to interact with that of the or each second permanent magnet during rotation of the first disc relative to the second disc;
• a propulsion mechanism resiliently coupled to the second disc and operatively coupled to a drive motor
• control mechanism operatively coupled to the propulsion mechanism and to the braking mechanism, wherein the control mechanism comprises means to detect the relative rotational positions and relative rotational speeds of the first and second discs, an output from said detection means being used as an input for the braking mechanism, the control mechanism being adapted to intermittently and cyclically, under system feedback and with the first disc rotating at or above a threshold speed:
• a method of driving an output shaft comprising the steps of:
• first disc mounted on the output shaft about a drive axis and having mounted thereon, at regular angular intervals, a number of first permanent magnets having a magnetic field of a first strength and polarity
• second disc mounted independently of the first disc for free rotation about the drive axis coplanar with the first disc and having mounted thereon, at regular angular intervals, a number of second permanent magnets, each second magnet having magnetic field of a second strength and polarity, wherein the first and second magnets are located and spaced on the respective first and second discs such that the magnetic field of the or each first permanent magnet is able to interact with that of the or each second permanent magnet during rotation of the first disc relative to the second disc;
• control mechanism operatively coupled to the propulsion mechanism and to the braking mechanism, wherein the control mechanism comprises means to detect the relative rotational positions and relative rotational speeds of the first and second discs, an output from said detection means being used as an input for the braking mechanism;
• the number of magnets on the first disc there are the same number of magnets on the first disc as on the second disc.
• the number of magnets on the second disc is an integer multiple of the number of magnets on the first disc.
• the number of magnets on the first disc is an integer multiple of the number of magnets on the second disc.
• the magnets are located at the periphery of the respective discs.
• the or each first magnet comprises a group of individual sub-magnets, each sub-magnet having a particular field strength and polarity and being positioned and oriented relative to the other sub-magnets of the group so that the group together defines an effective magnet having a predetermined field strength and profile.
• the or each second magnet may comprise a group of individual sub-magnets, each sub-magnet having a particular field strength and polarity and being positioned and oriented relative to the other sub-magnets of the group so that the group together defines an effective magnet having a predetermined field strength and profile.
• the propulsion mechanism comprises a drive arm coupled to the drive motor and adapted to be rotated thereby about the drive axis, the drive arm being coupled to a fixed point on the second disc via a tension spring.
• the control mechanism further comprises a proximity sensor to detect when the fixed point on the second disc reaches a predetermined proximity to the drive arm, an output of the proximity sensor being used as an input for the braking mechanism and the propulsion mechanism.
• an output from the control mechanism is further used as an input for the drive motor and the propulsion mechanism.
• the detection means comprises a plurality of markers at regular angular intervals on the first disc positioned relative to the first magnets, and one or more sensors mounted on the second disc and adapted to detect the passing of each marker.
• the braking system comprises a brake rotor mounted to or integral with the second disc, and one or more brake callipers mounted on a support frame of the magnetic motor and operative, under hydraulic, pneumatic, or mechanical actuation, to urge brake pads into and out of contact with the brake rotor to respectively stop, hold and release the second disc relative to the support frame.
• the second disc is therefore intermittently held relative to the rotating first disc, during which time the momentum of the first disc means that the first magnets will overcome the repulsion forces exerted on the first magnets by the associated second magnets and will 'cross', stepping the first magnets on to the next second magnets, at which point the process repeats, the second magnets being driven at the same or substantially the same rotational speed as the first magnets mounted on the first disc and over the distance swept by the drive arm, sufficient to enable the respective magnets to interact thereby pushing the first magnets (and hence the drive disc) on for a period of time until the brake is once again applied.
• the point at which the brake on the second, propulsion disc is released is timed such that the second magnets will be aligned with the respective first magnets at a point at which the cooperative interaction there between is at a maximum.
• the second disc is then accelerated to the same or substantially the same rotational speed as the first disc by a combination of the force exerted by the propulsion mechanism and the force of magnetic interaction, and continues so as to rotate for the same distance as swept by the drive arm. In this way, the maximum onward push is transmitted to the first, drive disc at each step of the process.
• the braking mechanism is controlled electronically by the control mechanism.
• Fig.1 is a schematic cross-sectional side elevation of a magnetic motor according to an embodiment of the invention and comprising concentrically mounted first and second discs which are coplanar, each having magnets mounted thereon;
• Fig. 2 is a top plan view of the magnetic motor of Fig. 1 ;
• Figs. 3a to 3f are schematic diagrams illustrating the relative motions of the first and second discs of the motor of the invention.
• Fig. 3g is a schematic detail view of a propulsion mechanism in accordance with an embodiment of the invention.
• Fig. 4 is a detail view of a starter motor system of one embodiment of the invention.
• Fig. 5a is a schematic illustration of a magnet on the second disc passing a magnet on the first disc
• Fig. 5b is a graphical representation of exemplary magnetic interactions occurring within the passage of the magnets of Fig. 5a;
• Fig. 5c is a comparative graphical representation of exemplary magnetic interactions of two identical magnets passing one another.
• a magnetic motor 10 comprises a structural frame 12, supporting a centrally located drive shaft 14 in bearings 16.
• the drive shaft 14 defines a drive axis of the motor. Whereas the drive shaft 14 of the motor is illustrated herein as being vertical, the drive shaft 14 could instead be oriented horizontally. Indeed, the drive axis 14 could be oriented at angles other than vertical or horizontal.
• a first, 'drive' disc 20 is fixedly mounted concentrically on the drive shaft 14 for rotation therewith.
• a number of first permanent magnets 22 are mounted at regular angular intervals around the periphery of the drive disc 20.
• Each first permanent magnet 22 has a magnetic field of a first strength and polarity. In the illustrated embodiment, there are two such first magnets 22, spaced at 180 ° intervals around the drive disc. In an alternative embodiment, there could instead be six such first magnets 22, spaced at 60 ° intervals around the drive disc. However, it will be appreciated that any number of such magnets could be used, including just a single one.
• a second, 'propulsion' disc 30 is mounted independently of the drive disc 20 for free rotation about the drive shaft 14 and coplanar with the first, drive disc 20.
• the propulsion disc 30 is mounted at a fixed distance from the drive disc 20 along the drive shaft 14, but is not secured to the drive shaft 14; the propulsion disc 30 is free to rotate independently of the drive shaft 14 and the drive disc 20.
• a number of second permanent magnets 32 are mounted at regular angular intervals around the periphery of the propulsion disc 30.
• Each second permanent magnet 32 has a magnetic field of a second strength and polarity.
• any number of such magnets could be used; fewer or more than six, including just a single one.
• the number of first magnets 22 will be the same as the number of second magnets 32.
• other embodiments are possible, including arrangements in which the number of second magnets 32 on the propulsion disc 30 is an integer multiple of the number of first magnets 22 on the drive disc 20, or arrangements in which the number of first magnets 22 on the drive disc is an integer multiple of the number of second magnets 32 on the propulsion disc 30.
• the first magnets 22 and the second magnets 32 are located and spaced on the respective drive and propulsion discs 20, 30 such that the magnetic fields of the first permanent magnets 22 are able to interact with those of the respective second permanent magnets 32 during rotation of the drive disc 20 relative to the propulsion disc 30.
• the magnets 22, 32 have been described as being located at the peripheries of their respective discs, it will be understood that other arrangements are possible.
• one or both sets of magnets might be located more inwardly.
• the respective sets of magnets can be arranged to be aligned in the axial direction of the motor (i.e. mounted concentrically at equal radial distances from the drive axis).
• the respective sets of magnets might instead overlap (i.e. mounted concentrically, but at different radial distances from the drive axis).
• the respective magnets on the drive and propulsion discs are positioned so that their magnetic fields interact as they pass one another during rotation of the drive disc 20 relative to the propulsion disc 30, as will be described in greater detail below.
• the propulsion disc 30 can have a smaller diameter than the drive disc 20 so that the propulsion disc 30 is on the inside of a larger drive disc 20.
• a propulsion mechanism 40 comprises a capstan drive motor 42 operatively coupled to a drive arm 44 to rotate the drive arm about the drive axis.
• the drive arm 44 is further coupled to a fixed point 46 on the propulsion disc 30 via a resilient member, such as a tension spring 48. The purpose of this resilient coupling will be described below in the context of the operation of the magnetic motor 10.
• the drive arm 44 coupled to more than one drive motor 42 or for multiple drive arms 44 to be provided, each having its own drive motor 42, provided that if there is more than one drive arm that the drive arms move in unison.
• such multiple drive arms could instead be replaced by a drive wheel (not shown) and could be powered by a single large drive motor 42 or, by preference, by multiple smaller drive motors 42 spaced around the periphery of the drive wheel.
• a braking mechanism 50 comprises a brake rotor 52 mounted to (or integral with) the propulsion disc 30, for example around the circumferential periphery thereof, and at least one brake callipers 54, with brake pads 56 disposed on opposite sides of the brake rotor 52, mounted on the support frame 12.
• the braking mechanism 50 is operative to actuate the callipers 54 between a braking position, in which the brake pads 56 are urged into contact with the brake rotor 52 to hold the propulsion disc 30 relative to the support frame 12, and a release position, in which the brake pads 56 are spaced from the brake rotor 52, which makes the propulsion disc 30 free to rotate.
• the callipers 54 may be actuated by any one of mechanical, hydraulic or pneumatic action. Other forms of braking systems may be employed if they can achieve the controlled braking, stopping holding and release of the propulsion disc 30 and be adjusted for regular timed braking and release.
• the drive disc 20 is set in motion to rotate with the drive shaft 14 in the support frame 12.
• the braking mechanism 50 is actuated to hold the propulsion disc 30 relative to the support frame 12.
• This initial propulsion of the drive disc 20 may be done manually, for example by hand-crank attached to the drive shaft 14 or to the drive disc 20, or may be achieved by means of a starter mechanism.
• a starter mechanism 80 is shown in Fig. 4.
• the starter mechanism includes an electric starter motor 82 connected to a worm wheel 84 via gearing 86.
• the worm wheel 84 meshes with teeth 88 on an external surface of an arced sector 90 rotatably mounted about the drive shaft 14.
• a pawl 92 is pivotally mounted to the sector 90 in a position to latch into a toothed wheel 94 that is rigidly connected to the drive shaft 14.
• the starter motor 82 operates to turn the worm wheel 84, in turn causing the sector 90 to turn, which in turn causes the toothed wheel 94 to turn, through the action of the pawl 92.
• the drive shaft 14, being rigidly connected to the toothed wheel 94, is thus rotated about its axis.
• This return motion does not affect the toothed wheel 94 because the pawl 92 does not latch to the teeth in this direction.
• Further actuations of the starter motor 82 will accelerate the drive disc 20 up to a predetermined threshold speed.
• the threshold speed will depend on the size of the magnetic motor 10 and the strength and arrangements of the magnets on the drive disc 20 and the propulsion disc 30, such as the distances and angles between them when they cross each other and interact, but is the speed necessary for the kinetic energy of the drive disc 20, to overcome the magnetic interactions between the first and second magnets 22, 32 so that the drive disc 20 is able to rotate past the stationary second disc 30.
• the braking mechanism 50 is set in the braking position, so that the propulsion disc 30 is stopped, held and not free to turn. Also during this start-up phase, the propulsion mechanism 40 is primed. To achieve this, the capstan drive motor 42 receives electrical signals to actuate the drive arm 44. Because the propulsion disc 30 is clamped in position by the braking mechanism 50, movement of the drive arm 44 relative to the fixed point 46 on the propulsion disc 30 causes the tension spring 48 to stretch, storing potential energy.
• the following steps are taken in a cyclical manner to ensure that the drive disc 20 (and hence the drive shaft 14) continues to rotate at a sufficient rate.
• a first step illustrated in Fig 3a, the first magnets 22 'A' and 'B' on the drive disc 20 approach corresponding second magnets 32 and '2' on the propulsion disc 30 until a point at which the magnetic forces of repulsion between the respective magnets are at a maximum (or close thereto) - see Figs 5a and 5b and the accompanying description.
• the propulsion mechanism 40 is actuated: the drive motor 42 receives electrical signals to actuate the drive arm 44. Because the propulsion disc 30 is clamped in position by the braking mechanism 50, movement of the drive arm 44 relative to the fixed point 46 on the propulsion disc 30 causes the tension spring 48 to stretch, storing potential energy.
• the braking mechanism 50 is then released (Fig. 3b), and the potential energy stored in the tension spring 48 is converted into kinetic energy in the propulsion disc 30 as the spring contracts, drawing the fixed point 46 on the propulsion disc 30 towards the drive arm 44.
• the rotation and acceleration of the propulsion disc 30 is also assisted by the magnetic interaction of the second magnets 32 with the first magnets 22 on the drive disc 20.
• the resultant acceleration of the propulsion disc 30 brings the propulsion disc 30 rapidly up to the speed of the rotating drive disc 20 and maintains the propulsion disc 30 at the speed of the drive disc 20 with the second magnets 32 at the point of maximum repulsion with respect to the associated first magnets 22, or very close thereto, until the spring 48 has contracted to a point at which the fixed point 46 of the propulsion disc 30 has reached the drive arm 44 (which may coincide with a minimum length of the spring 48) (Fig. 3c).
• the propulsion disc 30 is therefore propelled at the same speed as the drive disc 20 for a length of time sufficient to boost the rotation of the drive disc 20 through the cooperative interaction of the magnetic fields of the respective first and second magnets 22, 32.
• the push from the propulsion disc 30 is made at the point of maximum repulsion between the respective first and second magnets 22, 32, and is maintained for a period of time by virtue of the propulsion disc 30 being rotated at the same or substantially the same speed as the drive disc 20, the period of maximum magnetic interaction is prolonged such that strength of the impulse or push delivered by the magnetic interaction is maximised and the drive disc 20 is impelled to rotate further.
• the braking mechanism 50 is actuated to stop rotation of the propulsion disc 30 (Fig. 3d). Whilst the brake is on and the propulsion disc 30 is held stationary, momentum of the drive disc 20 causes the magnetic fields of the respective magnets to 'break free' of one another and the continued motion of the drive disc 20 relative to the now stationary propulsion disc 30 brings the magnetic fields of the next first magnets 22 around the periphery into proximity of the magnetic fields of the second magnets 32, such that first magnets 'B' and 'C are now brought into registration with respective second magnets and '2' see Fig. 3f.
• Figures 3a and 3f correspond with one another, although the second magnets T and '2' in Fig 3f are in registration with first magnets 'B' and 'C rather than the preceding magnets about the periphery: 'A' and 'B', as shown in Fig. 3a.
• the tension spring 48 is stretched to such extent necessary so that when the braking mechanism 50 releases the braking of the propulsion disc 30, the propulsion disc 30 will accelerate to the same or substantially the same speed as the rotating drive disc 20. This may correspond to a maximum permitted stretch of the spring 48 depending on the strength and size of the particular spring.
• the rotation of the drive disc 20 is continuous and substantially even, whereas the rotation of the propulsion disc 30 is intermittent, step-wise.
• the number of 'crossings' and hence the number of interactions between the respective first and second magnets 22, 32 is maximised, leading to a faster and jerkier, but more continuous rotation of the drive disc 20 depending on the weight of the drive disc 20 and the strength of the impulse delivered by the magnets on the drive disc 20 and the propulsion disc 30 on each crossing.
• a control mechanism (not shown) is operatively coupled to the propulsion mechanism 40 and to the braking mechanism 50 to control operation of the magnetic motor 10.
• the control mechanism includes various sensors for feedback loop control, taking output from the sensors as input to control operation of the propulsion and braking mechanisms 40, 50.
• the control mechanism for example preferably includes a proximity sensor 72 to detect when the fixed point 46 on the propulsion disc 30 reaches a predetermined proximity to the drive arm 44, (or to a corresponding fixed point on the drive wheel, if provided) an output of the proximity sensor being used as an input for the braking mechanism 50 and the propulsion mechanism 40.
• the control mechanism is triggered to actuate the brake mechanism 50 and/or to actuate the propulsion mechanism 40 so as to generate the above described intermittent rotation of the propulsion disc 30 and at the same time to avoid contact of the fixed point 46 with the drive arm 44 and the resultant damage that might otherwise occur.
• the control mechanism also preferably further includes means to detect the relative rotational positions of the drive disc 20 and the propulsion disc 30, an output from said detection means being used as an input for the braking mechanism 50 and/or for the capstan drive motor 42 and the operation of the propulsion mechanism 40.
• the detection means comprises a plurality of markers 74 at regular angular intervals on the drive disc 20, and one or more sensors 76 mounted on the propulsion disc 30 and adapted to detect the passing of a marker 74.
• the forces involved during the interaction of the respective magnetic fields are illustrated by reference to Figs. 5a to 5c.
• Figure 5a is a schematic illustration of a single first magnet 22 on the drive disc 20, and a single second magnet 32 on the propulsion disc 30. Each magnet is shown as having a width d.
• the graph of Figure 5b shows the strength of magnetic repulsion, F, on the y-axis, plotted against the longitudinal distance, D, of arc a between the axes 1 and 2 of the respective magnets, on the x-axis.
• e is the maximum distance, where the magnetic field ceases to influence.
• Figure 5b thus depicts the combined magnetic forces exerted by the magnets 22, 32 if, absent any other factors, they were to approach, cross and pass one another with the second magnets 32 mounted on the propulsion disc 30 braked and stationary.
• the profile of the graph would be the same irrespective of the strengths of the magnets.
• the first magnets 22 are far away from the second magnets 32, there is substantially no magnetic interaction between them. That situation is marked on Figure 5b as the point P0 or '-e'.
• the magnetic fields are first mutually repulsive (in increasing strength) such that as the second magnet 32 approaches the first magnet 22, the first magnet 22 begins to exert a repulsive force on the second magnet 32.
• This magnetic repulsion force is at first negative energy which impedes the rotation of the drive disc 20.
• Those positions are shown marked on Figure 5b as being any position between P0 or '-e' to P1 or '- d ⁇
• the magnetic force becomes positive energy which assists the rotation of the drive disc 20 in the direction of rotation in the form of a repulsion force which reaches its maximum (known as the 'firing point'), illustrated in Fig. 5b at point P2.
• All points on the graph of Fig 5b between P1 and P2 are positive magnetic energy which assists the rotation of the drive disc 20. This positive energy reaches a peak at point marked P2.
• the repulsive force switches to an attraction force which remains positive energy in terms of assisting rotation of the drive disc 20, which attraction force rapidly diminishes to reach zero and become negative energy which impedes the rotation of the drive disc 20 just before it reaches the point marked P3 on Fig 5b, when the negative energy reaches another peak.
• the magnetic energy which is an attraction force then increases after the point marked P3 with the further separation of the respective magnets at the point marked P4 or '+d', when again it becomes zero and there is no further magnetic interaction of the respective magnetic fields. (It is reiterated that this describes the forces with the momentum of rotation of the drive disc 20 with the second magnets 32 mounted on the propulsion disc 30 braked and stationary absent other influencing factors, such as the intermittent movement of the propulsion disc 30 by the propulsion mechanism 40).
• the magnetic interaction between the magnets of the drive and propulsion disc 20, 30 is that they would not cross each other. Instead they would 'lock' at a certain point and if either the drive disc 20 or the propulsion disc 30 were then to be moved, the disc which is moved would drag or pull the other with it.
• the magnetic motor 10 would thus not operate. Rotation of the drive disc 20 below the threshold speed would bring the magnetic motor to a stop because this would then prevent any crossings of the first magnets 22 on the drive disc 20 with the second magnets 32 on the propulsion disc 30 and there would be no further impulses on the drive disc 20.
• the rotation of the drive disc 20 at the threshold speed is thus necessary in order to start the magnetic motor 10 and for its continued operation, which allows the first and then subsequent crossings of the magnets on the drive disc 20 and the propulsion disc 30 and to avoid the locking of the magnets on the drive and propulsion disc 20, 30. It will also be noted that rotation of the drive disc 20 at or above the threshold speed with the propulsion disc 30 being stationary will enable the first magnets 22 on the drive disc 20 and those 32 of the propulsion disc 30 to cross a number of times.
• the magnets of the propulsion disc 30 will give the magnets on the drive disc 20 an impulse - although the impulse is less than that required to keep the drive disc 20 rotating because of the attracting magnetic force exerted on each other immediately after the crossing of the firing point.
• the drive disc 20 would thus continue to rotate for a number of revolutions and would then come to a halt when the magnetic fields reach equilibrium.
• Achieving that the first magnets 22 on the drive disc 20 deliver an impulse onto the second magnets 32 mounted on the propulsion disc 30 is obtained by mounting the second magnets 32 on the propulsion disc 30 such that their magnetic axes are perpendicular to those of the first magnets 22 on the drive disc 20.
• each respective first magnet 22 in fact comprises a group of individual sub-magnets, each sub-magnet having a particular size, shape, field strength, and polarity and being positioned and oriented relative to the other sub-magnets of the group so that the group together defines an effective magnet 22 having a predetermined field strength and profile equivalent to that described in the context of single magnets.
• each respective second magnet 32 may in fact comprise a group of individual sub-magnets, each sub-magnet having a particular size, shape, field strength and polarity and being positioned and oriented relative to the other sub-magnets of the group so that the group together defines an effective magnet 32 having a predetermined field strength and profile equivalent to that described in the context of single magnets.
• the first magnets 22 may be mounted on the drive disc 20 such that their magnetic axes are arranged radially, or tangentially, or any angle there between. Moreover, the polarity of the first magnets may be such that the north pole is closer to the drive axis than the south pole, or more forward in the direction of rotation than the south pole, or vice-versa. Reversing the polarities of second magnets 32 on the propulsion disc 30 and the polarities of the first magnets 22 on the drive disc 20 will change the direction in which the drive disc 20 rotates. In such case, for the magnetic motor 10 to function, it is necessary that the propulsion disc 30 be rotated intermittently by the propulsion mechanism 40 in the same direction as the rotation of the drive disc 20. The magnetic motor 10 and the propulsion arm and propulsion mechanism would therefore have to be designed to rotate in the opposite direction to that described above (i.e. in the same direction as the drive disc 20 and the propulsion disc 30).
• the second magnets 32 may be mounted on the propulsion disc 30 such that their magnetic axes are perpendicular or substantially perpendicular to those of the first magnets 22 mounted on the drive disc 20.
• Optimal relative orientations for particular numbers, strengths, spacings and relative strengths of the first and second magnets 22, 32 can be various.
• the or each drive motor 42 has been described above as being a capstan motor. It will be understood that other forms of drive motor could instead be used.
• One aspect of a capstan motor that is of particular benefit to this application is that it may be programmed to apply a predetermined force for a set period of time and at a given speed.
• more than a single drive motor 42 may be employed to propel the propulsion mechanism, for example where the size of the motor is increased. Also, more than a single propulsion mechanism may be employed.
• the drive disc 20 is therefore constructed and arranged to include as much mass as possible at a maximum radial extent from the drive axis.
• One way to achieve this is to use heavy first permanent magnets 22 placed at the periphery of the drive disc 20.
• the mass of the propulsion disc 30 is thus kept to a minimum possible, particularly at distances radially remote from the drive axis.
• each braking mechanism 50 may be necessary to utilise more than a single braking mechanism 50, and/or for each braking mechanism to comprise more than a single brake rotor 52 and associated braking hardware (callipers 54 and pads 56).
• each propulsion disc 30 may be associated with its own propulsion mechanism 40, or a single propulsion mechanism 40 may be shared between adjacent propulsion discs 30.
• Energy is input to the system comprising the magnetic motor 10 by inputs (for example manual or electrical) to the starter mechanism 80, the drive motor 42, the braking mechanism 50 and the control mechanism.
• the energy input to the system is converted to kinetic energy in the drive disc 20 and drive shaft 14.
• Energy may be output from the system through the drive shaft 14.
• an alternator (not shown) may be connected to the drive shaft 14 to convert the kinetic energy of the shaft into electrical energy.
• Diameter of the propulsion disc 30 76 cm;
• Diameter of the drive disc 20 60 cm;
• Magnetic strength of each individual magnet in the magnetic blocks 32 on propulsion disc 30 2 Tesla.
• Magnetic strength of each individual magnet in the magnetic blocks 22 on drive disc 20 2 Tesla.
• Angle of magnets 32 on the propulsion disc 30 poles aligned radially with respect to the drive shaft 14 (i.e. at 90 degrees to a line tangential to the circumference of the propulsion disc 30); 18. Angle of the first magnets 22 on the drive disc 20 with respect to the tangent line of the drive disc 20: poles skewed 12 degrees from a line tangential to the circumference of the drive disc 20 at the respective magnets 22, with N skewed towards drive shaft 14 and S skewed away from the drive shaft 14;
• Torque of the propulsion arm drive motor 42 0.18 Nm;
• Length of the propulsion drive arm 44 22 cm;
• Frequency of braking of propulsion disc 30 1 every 0.5 second;
• Threshold speed of the drive disc 20 1 cycle or revolution of the drive disc 20 per 1.5 seconds.

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• Engineering & Computer Science (AREA)
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• Dynamo-Electric Clutches, Dynamo-Electric Brakes (AREA)

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• 2011
  • 2011-09-30 EP EP11183514A patent/EP2575244A1/de not_active Withdrawn
• 2012
  • 2012-09-28 WO PCT/EP2012/069283 patent/WO2013045676A2/en active Application Filing
  • 2012-09-28 EP EP12766968.7A patent/EP2823552A2/de not_active Ceased

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