Dr Keith Kenyon -- iron-free alternator. generator, DC/AC
motor -- 5 articles, US Patent

> [![](0logo.gif)](../index.htm)  
>  **[rexresearch.com](../index.htm)**
>
> ---
>
> **Keith KENYON**
>
> **Alternator-Generator-Motor**
>
> ---
>
> ***Iron-free alternator-generator-AC/DC motor: 125%
> efficiency claimed and demonstrated; 5 articles, 3
> patents.***
>
> ---
>
> **[ Click photos to enlarge ]**
>
> ***Valley News*** ( Date unknown; page 10, sect. 1 )
>   
> Ray Rifkin : "Energy Generator that 'controls lightning
> unveiled"
>
> [![](1_t.jpg)](1.jpg)
>
> ---
>
> ***Los Angeles Times*** (Friday, March 23,1979 )   
> Robert Gillette : "Scientist Takes on Einstein"
>
> [![](2_t.jpg)](2.jpg)   ... [![](3a_t.jpg)](3a.jpg)   ... [![](3b_t.jpg)](3b.jpg)
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>
> ***Southern Tulare County Shopper / Pixley Enterprise
> & Terra Bella News*** ( 24 March 1979, pp. 1, 10
> )
>
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>
> ---
>
> **Dr Keith Kenyon : *Energy : Triumph or Tragedy ?***
>
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>
>
> **US4438342**   
> **Novel Hybrid Electric Vehicle**
>
> 1984-03-20   
> Classification: - international:  B60K6/442; B60K6/52;
> B60L11/12; B60K6/00; B60L11/02; (IPC1-7): B60L11/12 -
> European:  B60K6/442; B60K6/52; B60L11/12
>
> **Abstract --**  By utilizing, in a hybrid
> (electrical-heat engine) vehicle an alternator which is
> totally free of elemental iron in its magnetic circuit, the
> alternator (with appropriate rectification means) can be
> connected, selectively, in series, parallel or in lieu of the
> storage battery pack for activating the electrical motor which
> drives the wheels of the vehicle or any other load
> mechanically coupled to the electrical motor. Quick surges of
> power can thus be delivered to the load to achieve, for
> example, rapid acceleration of a vehicle.
>
> **BACKGROUND OF THE INVENTION**
>
> **1. Field of the Invention**
>
> This invention relates to sources of driving power for
> mechanical loads and, more specifically, to hybrid-drive
> vehicles.
>
> **2. Prior Art**
>
> With the advent of the shortage of oil and the rapidly
> escalating price of it, associated with the economic and
> international dangers with which this deplorable situation has
> confronted the world, new types of transportation systems have
> been proposed. Amongst these is advocated the widespread use
> of electric cars, since these can utilize any type of fuel,
> wind, solar, synthetic fuels, coal, water power, hydrogen and
> nuclear power, for example. Anything that can be used to
> generate electricity can provide power for electric vehicles.
> Unfortunately batteries now and in the forseeable future are
> too heavy to provide much range or performance for electric
> vehicles. To rectify this situation, the United States
> Department of Energy has proposed that hybrid vehicles
> (battery-powered drive train plus a heat-engine-powered drive
> train), be the interim solution. There are two types of such
> vehicles, the first being a series hybrid, of which the
> diesel-electric locomotive is an example. In the series
> hybrid, a heat engine, usually of the internal combustion
> type, drives the electric generator powering the electric
> motors coupled to the wheels. The generator is, in actuality,
> an electric transmission. The other type is the parallel
> hybrid in which there is a battery-pack-powered electric drive
> coupled to the wheels, and in addition there is a heat engine,
> usually of the internal combustion type, also coupled to the
> wheels. Usually both drives in a parallel hybrid are coupled
> to the same set of wheels, but it is possible to have one
> drive coupled to one set of wheels and the other coupled to
> another set. When the electric drive is operating in a
> parallel hybrid, it is desirable to disconnect the heat engine
> when it is not being used, to avoid high friction losses. On
> the other hand when the heat engine alone is operating the
> vehicle, it is not necessary to disconnect the electric drive
> motor's rotor, since the friction loss is small, and it has
> the advantage of acting as a flywheel.
>
> Such exhalted scientific organizations as Jet Propulsion
> Laboratory and its parent, the National Aeronautics and Space
> Administration, have dismissed the idea of a series hybrid as
> being too inefficient. To quote Briggs & Stratton
> engineers, who have developed an effective hybrid using their
> small 18 horsepower engine, "the first--and simplest--method
> (to build a hybrid) is to add an engine-driven generator to
> the electric motor to recharge its batteries. This design adds
> nothing to the electric motor's performance, only its range,
> and suffers significant mechanical-electrical-mechanical
> conversion losses. In short, the series approach is deemed by
> engineers to be an inefficient one."
>
> The same argument has been used by JPL engineers to describe
> the use of an electric generator to drive the electric motor
> as is done with the diesel-electric locomotive. Another
> detracting argument is that such a generator would be much too
> heavy for an automobile. Earnest H. Wakefield, in his book,
> The Consumer's Electric Car, states that a series wound
> electric motor is capable of being used as a transmission
> without gearing because of its ability to increase its torque
> by the square of the current increase. Thus, an electric
> transmission (or series hybrid) can be more efficient than a
> standard transmission at lower speed range by reducing the
> large low speed losses. To a lesser extent this argument holds
> true with a shunt wound motor or even a conventional permanent
> magnet motor. Even JPL and Briggs & Stratton agree that
> the electric motor can be an effective and efficient method to
> start an automobile, especially if it is a series wound D.C.
> motor. Briggs & Stratton is quoted as saying its "hybrid
> gasoline-electric powered car takes advantage of the
> complementary characteristics of its two powerplants--the low
> speed power of the electric motor and the high speed
> performance of the gasoline engine." So we have a
> complementary situation. A series hybrid would be very useful
> and efficient in low speed city driving, while a parallel
> hybrid engine with a 1:1 gear ratio to the differential can
> perform efficiently at the higher speeds.
>
> In overcoming the initial inertia of rest of a vehicle or
> other load it would be desirable to add the rectified current
> from an engine driven alternator to that from the battery
> pack, applying the sum to the electrical drive motor. With
> conventional alternator structure there is much elemental iron
> in the magnetic circuit of the alternator and passing the
> current from the battery pack to the motor thru the alternator
> would be unthinkable since the iron would saturate, causing a
> loss of output current from the alternator. The alternator
> would become merely a load.
>
> Therefore, it is an object of this invention to overcome the
> general disadvantages set forth hereinbefore.
>
> It is a further object of this invention to provide an
> improved hybrid electrical-heat engine drive for a mechanical
> load.
>
> It is an additional object of this invention to provide an
> electrical drive system which provides, selectively, high
> torque for a desired period of time.
>
> **SUMMARY OF THE INVENTION**
>
> By utilizing as an alternator one of the type invented by me
> and described in my copending application Ser. No. 23,607
> filed Mar. 26, 1979 and entitled "Totally Ironless
> Dynamoelectric Machine," it is possible to put the rectified
> output of such alternator in series with the battery pack
> powering the electric drive motor so as to give a surge of
> mechanical power without the magnetic saturation and loss of
> output which would be experienced if a conventional alternator
> were it to be utilized similarly.
>
> Thus, with the invention described here, the ironless
> alternator may, selectively, be placed in series with, in
> parallel with, or in lieu of the battery pack providing
> electrical power to the electrical motor driving the
> mechanical load, e.g. the wheels of a hybrid vehicle. The
> ironless windings in disc-armature alternators utilized in
> this invention are light in weight. These alternators maintain
> high efficiencies at all speeds. If the electrical drive motor
> for the vehicle is a series-wound D.C. motor its torque
> increases as the square of the amperage flowing to it.
>
> Thus, greatly improved acceleration can be realized with the
> combination acording to this invention.
>
> **BRIEF DESCRIPTION OF THE DRAWINGS**
>
> The features of the present invention which are believed to
> be novel are set forth with particularity in the appended
> claims. The present invention, both as to its organization and
> manner of operation, together with further objects and
> advantages thereof, may be best understood by reference to the
> following description taken in conjunction with the
> accompanying drawings, in which:
>
> **FIG. 1** is a schematic diagram of a hybrid vehicle
> according to my invention;
>
> ![](us44-1.jpg)
>
> **FIGS. 2A-2C** are schematic diagrams of certain
> switching patterns for the switching portion of the diagram of
> FIG. 1.
>
> ![](us44-2.jpg)
>
> **FIG. 3A** is an edge view of a disc armature--field
> alternator construction usable in this invention; and
>
> ![](us44-3.jpg)
>
> **FIG. 3B** is a side view of a portion of FIG. 3A.
>
> **FIG. 4** is a relay circuit.
>
> ![](us44-4.jpg)
>
> **DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS**
>
> In FIG. 1, heat engine 10, which may be an internal
> combustion engine, a solar engine, a nuclear engine, or the
> like is coupled through clutch 12 (which may be an automatic
> one-way clutch) to differential 14, which, in turn is coupled
> to axles 16 and 18 which carry wheels 20 and 22, respectively.
> Because of the features of this invention, a gear ratio of 1:1
> may be maintained from engine 10 to differential 14, which
> assures maximum efficiency for the power train.
>
> An auxiliary battery 24 may be provided in connection with
> the ignition system of engine 10.
>
> A drive pulley 26 is provided on engine shaft 28 for power
> take-off to pulley 30 on shaft 32 of alternator 34. Belt 36
> intercouples pulleys 26 and 30 for power transfer between
> engine 10 and alternator 34. Alternator 34 is of the type
> described in my copending application Ser. No. 23,607 filed
> Mar. 26, 1979 and entitled "Totally Ironless Dynamoelectric
> Machine." Such a machine has no elemental iron in its magnetic
> circuit. The alternator may be of the disc armature or drum
> type described in that application. The field is provided by
> permanent magnets, preferably of the ceramic ferrite type. One
> example is shown in FIGS. 3A and 3B.
>
> In FIGS. 3A and 3B a die-cast aluminum disc 100 contains
> pockets 102 for receiving ceramic magnets 104. In this
> configuration both bi-polar and one homo-polar surface are
> covered by aluminum. There are no radial conductors separating
> magnets, one from the other.
>
> Because of the non-magnetic nature of aluminum both coils 106
> and 108 intercept lines of flux from magnets 104 and produce
> AC output voltage at terminals 110, 112 and 114, 116,
> respectively. This is only one possible configuration for
> alternator 34. My prior application may be seen for other
> configurations.
>
> The output of alternator 34 goes through semiconductor
> rectifier 40 where it is changed to D-C and is applied to
> terminals 41, 43 of switcher 42. Switcher 42 may be a set of
> electromechanical relays with appropriate contacts or the
> proper combination of triacs or other thyristors. Both solid
> state and electromechanical relays and these circuits are well
> known and need not be described here.
>
> The control signal for switcher 42 is applied to terminals
> 44, 46. Of course, manual switching may be utilized.
>
> The switching modes which can be achieved by switcher 42 are
> shown in FIGS. 2A, 2B and 2C.
>
> In FIG. 2A, rectified output from alternator 34 is connected
> in parallel with the output of battery pack 50 and is applied,
> through speed control 52 to electrical drive motor 54. Speed
> control 52 is a variable electrical resistor which may be
> mechanically coupled to foot pedal or accelerator 56. The
> output shaft 58 of motor 54 is coupled through differential 60
> to axles 62 and 64 which drive wheels 66, 68, respectively.
>
> In the switching mode shown in FIG. 2A, alternator 34 may be
> considered merely a charging means for battery 50.
>
> If sudden acceleration is needed the switching mode of FIG.
> 2B may be desirable. In that mode, battery 50 and alternator
> 34 are in series with each other, electrically, and are
> connected across motor 54. If motor 54 is a series-wound motor
> its output torque will go up as the square of the current
> flowing through it. Thus, by putting battery 54 and alternator
> 34 (through rectifier 40) in series, the current thru motor 54
> will be significantly increased and its torque increased as
> the square of the increased current. Impressive acceleration
> of the vehicle or other load will result. The changes to
> series feed from parallel feed can be accomplished in response
> to a depression of foot pedal 56 so as to close contacts 70,
> 72.
>
> This is a similar phenomenon to the depression of the
> accelerator in a conventional car when it is desired to put
> the car in "passing gear." A relay circuit which will
> accomplish this end is shown in FIG. 4.
>
> In FIG. 4, relay 88 includes fixed contacts 100, 102, 104 and
> 106, and switch arms 108 and 110. Relay 88 also includes
> solenoid 112 which is connected in series with switch contacts
> 70, 72 and auxiliary battery 24. When contacts 70, 72 are not
> closed the relay contacts are as shown in FIG. 4. Battery 50
> and rectifier 40 (which is rectifying the output of alternator
> 34) are connected in parallel across output terminals 90, 92
> of switcher 42. Alternator 34 (with rectifier 40) may be
> considered as merely charging battery 50. When contacts 70, 72
> are closed, as by depressing the accelerator foot pedal,
> solenoid 112 is energized and switch arms 108 and 110 move
> into contact with contacts 104, 106, respectively. As a
> result, battery 50 and rectifier 40 are connected in series
> across output terminals 90, 92 and motor 54 receives a surge
> of current. Its torque output (if it is series wound) goes up
> as the square of such current; and the load (e.g., the
> vehicle) is accelerated. The relay may be solid state or
> electromechanical.
>
> FIG. 2C shows the switching mode for running motor 54 solely
> from alternator 34, with battery 50 eliminated from the
> circuit. Engine 10 drives alternator 34, the rectified output
> from which runs motor 54, with speed control being provided by
> means of variable resistor 52, which may be adjusted by means
> of foot pedal 56.
>
> Manual means not shown may be provided on the control panel
> of the vehicle to select the switching mode of FIG. 2, and,
> hence the source of operating current for electrical drive
> motor 54.
>
> For maximum fuel economy in highway driving the circuit to
> electrical motor 54 is broken by a switch 80, for example, and
> automatic one-way clutch 12 couples heat engine 10 to
> differential 14 with a 1:1 gear ratio. For maximum efficiency
> in city driving, automatic one-way clutch 12 de-couples heat
> engine 10 from differential 14 and switch 80 is closed,
> permitting electrical drive motor 54, alone, to propel the
> vehicle. This clutch change can be accomplished automatically
> by well-known speed sensing devices, such as centrifugal
> devices.
>
> While particular embodiments of the present invention have
> been shown and described, it will be obvious to those skilled
> in the art that changes and modifications may be made without
> departing from my invention in its broader aspects, and,
> therefore, the aim of the appended claims is to cover all such
> changes and modifications as fall within the true spirit and
> scope of my invention.
>
> ---
>
>
>
> **DE2624810**   
> **ELEKTROMOTOR**
>
> 1977-05-05   
> Classification:  - international:  H02K25/00;
> H02K33/18; H02K25/00; H02K33/18; (IPC1-7): H02K33/18 -
> European:  H02K25/00; H02K33/18
>
> ![](de1.jpg)  
> ... ![](de2.jpg)  
> ...
>   
> ![](de4.jpg)  
> ... ![](de5.jpg)  
> ...
>
> ![](de6.jpg)  .. ![](de7.jpg)   ...
>
> ![](de8.jpg)  
> ... ![](de9.jpg)  
> ... ![](de10.jpg)  
> ...
>
> ![](de11.jpg)  
> ... ![](de12.jpg)
>
> ---
>
>
>
> **US3610974**   
> **Dynamo-Electric Stepping Arrangement**
>
> 1973-10-11   
> Classification:  - international:  H02K21/26;
> H02K23/04; H02K25/00; H02K21/00; H02K23/02; H02K25/00;
> (IPC1-7): H02K21/30 - European:  H02K21/26; H02K23/04;
> H02K25/00   
> Also published as: DE2216408 ( DYNAMOELEKTRISCHE
> STUFENANORDNUNG )   
> Current U.S. Class:   310/19 ; 310/154.03;
> 310/154.25; 310/180; 310/266; 310/49R
>
> **Abstract --** Dynamo-electric stepping
> arrangement including at least one annular, inner permanent
> magnet composed of a pair of semicircular segments disposed
> within a circular hollow outer permanent magnet similarly
> composed of a pair of semicircular segments whereby the
> opposing poles of the magnets are arranged adjacent each other
> in magnetic repulsion so as to create a high-density magnetic
> field about the inner and outer magnets approximately
> 180.degree. apart. A pair of coil carried on respective
> quadrants are encircled about a portion of the inner magnet so
> as to move about the magnet between the inner and the outer
> magnets. A current device is operably connected to the coils
> for selectively and periodically pulsing the coils so as to
> establish an attractive magnetic force at the respective
> leading ends of the coils whereby the coils and hence, the
> quadrants, will move in a rotary manner. By mounting the
> quadrants on a shaft, a work output may be generated.
>
> **BACKGROUND OF THE INVENTION**
>
> **1. Field of the Invention**
>
> A dynamo electric stepping arrangement wherein by
> controllably coordinating adjacent magnetic fields sufficient
> magnetostatic force is generated to perform useful work.
>
> **2. Description of the Prior Art**
>
> Man's improved technology has wrought tremendous advances in
> many fields and, in particular, the science of magnetism
> influences almost every field of human activity. The wide and
> varied uses of the properties of magnetism form an integral,
> essential component of navigational and surveying instruments
> and the very heart of most electric motors and
> instrumentation. Almost all electronic equipment utilizes
> features of magnetism either directly or in the supplying
> circuits therefor.
>
> Although magnetism is one of the oldest forces known to man,
> little has been done to harness the natural forces of
> magnetism in the form of a practical and efficient power
> source. Generally, power sources, such as motors and
> generators, for example, are presently being designed and
> fabricated by conventional methods and to standards which have
> been in use for many years. These designs and methods usually
> involve the conversion of electrical energy into mechanical
> work by employing such elements as field poles, armatures,
> condensers and brushes.
>
> In some instances, involving extremely small power outputs,
> magnetic forces have been employed in such devices as blenders
> and mixers; however, these devices are totally unsuitable for
> developing sufficient power to operate under conditions
> requiring a substantial loading of the power source such as
> may be used for a wide variety of tasks as in pumps, vehicle
> propulsion, and other mechanical and hydraulic apparatus when
> the power source is heavily loaded at all times. Furthermore,
> such conventional devices, although using natural magnetic
> forces, also include electromechanical or electromagnetic
> devices in combination therewith.
>
> Improvement in primary power sources incorporating natural
> magnetic force techniques which are permitted by modern
> technological approach and conceptual improvement can readily
> reduce the cost of such primary power sources and make the
> power sources more durable, long lived and more compact by
> effecting the controlled distortion of the magnetic lines of
> force so that a significant differential in flux density
> results whereby the known laws of magnetic attraction and
> repulsion can then be applied to effect major mechanical
> displacement.
>
> In the past, several attempts have been made to effect a
> controlled distortion of magnetic lines of force employing
> permanent magnets arranged in juxtaposition with respect to
> each other that may be physically or electromechanically
> operated to obtain a desired flux density pattern suitable to
> cause mechanical displacement to take place between the
> magnets. One such attempt is set forth in the disclosure of
> U.S. Letters Pat. No. 1,724,446 which provides fir
> intermittently introducing a shunt into the magnetic flux
> field of one of a pair of magnets arranged in juxtaposition
> relationship to create an attracting magnetic field and then
> withdrawing the shunt to create a repulsive magnetic field to
> cause one of said magnets to be alternately attracted to and
> repelled from the other magnet.
>
> However, difficulties and problems have been encountered by
> such conventional devices that stem largely from the fact that
> means are required to physically move the shunt into and out
> of the magnetic flux density pattern at precisely timed
> intervals; otherwise the efficiency and usefulness of the
> device as a power source is obviated. In some instances, such
> shunt actuation means operate electromagnetically which
> necessitates an external supply of electrical potential.
> Obviously, such means as are required by conventional magnetic
> power source devices represent relatively complex structures
> involving ancillary power and critical programming means so
> that the devices cannot be said to operate and function by
> employing pure utilization of natural magnetic forces.
>
> Accordingly, the novel magnetic power source of the present
> invention obviates the difficulties and problems encountered
> by conventional power sources by providing means for
> establishing a concentrated magnetic force field along
> movable, alternating positions in circular path so as to
> effectively react in cooperation with the magnetic field of
> permanent magnets whereby the attraction and repulsion of the
> magnetic fields for each other may be converted into
> mechanical movement. In one embodiment of the present
> invention, the magnetic power source provides an annular
> permanent magnet made from a pair of semicircular magnets
> having a north pole and a south pole established 180.degree.
> apart and another hollow permanent magnet arranged in fixed
> spaced relationship about the firs mentioned magnet having a
> similar polar arrangement. A pair of quadrant coils are
> supported on a rotatable shaft about the first mentioned,
> annular magnet so as to be movable disposed thereabout within
> the space between the annular magnet and its surrounding
> permanent magnet.
>
> I have discovered that by subjecting the quadrant coil
> members to periodic and controlled energization by application
> of current through the coils, an attractive magnet field is
> established immediately preceding or ahead of an opposite
> magnetic field and a repulsive field behind having a different
> polarity as established by the cooperative and cumulative
> effect of the permanent magnet. The natural attraction of the
> opposite magnetic fields will cause the rotatably mounted coil
> elements to travel in the direction of the attractive force.
> Obviously, by mounting the coil quadrants onto a rotatable
> shaft, the shaft will turn in response to the attractive
> magnetic force of the moving coil quadrants so that mechanical
> movement is effected. By providing a plurality of stages which
> are staggered with respect to magnetic polarities, a
> continuous rotary motion or movement can be developed so that
> continuous and smooth work output may be derived from the
> shaft.
>
> Therefore, it is among the primary objects of the present
> invention to provide a magnetic power source means employing
> the natural magnetic forces of attraction and repulsion of
> permanent magnets for each other which may be converted into
> mechanical motion by employing a movable coil element adapted
> to selectively generate a periodic magnetic flux density at
> critical locations or positions along the circular path of
> permanent magnets so as to create an attracting magnetic
> field.
>
> Another object of the present invention is to provide a novel
> magnetic power source that employs the natural forces of
> magnetism to create mechanical movement between permanent
> magnets and an electromagnet in the form of a coil surrounding
> an annular permanent magnet whereby relative movement between
> the electromagnet and the permanent magnet is effected upon
> and in response to selective energization of the
> electromagnet.
>
> Another object of the present invention is to provide a novel
> magnetic power source or motor as well as a generator as a
> correlary that may readily employ the natural magnetic forces
> available through the use of a permanent magnet and an
> electromagnet to create rotary movement between spaced apart
> magnetic means having their pole pieces arranged in opposing
> juxtaposition relationship as well as a moving relationship.
>
> Still another object of the present invention is to provide a
> novel magnetic power source, motor or generator employing
> natural magnetic forces having a sufficient amount of torque
> created thereby to perform useful work under relatively high
> load conditions.
>
> Another object of the present invention is to provide a novel
> magnetic power source or motor that is economical to
> manufacture and which employs a minimum number of parts or
> components utilizing permanent magnets, coils and other
> material readily available on the commercial market.
>
> Another object of the present invention is to provide a novel
> power source utilizing the natural force of magnetism to
> effect mechanical displacement between opposing elements for
> either rectilinear or rotary movement.
>
> It is another object of the present invention to provide a
> novel power source utilizing the natural force of magnetism to
> produce substantial power under operational loading conditions
> to effect rotary or rectilinear displacement between adjacent
> mechanical members arranged in close proximity.
>
> Still a further object of the present invention is to provide
> a novel magnetic motor whereby the attraction and repulsion of
> permanent magnets for each other may be converted into motion
> by selectively energizing a coil or pair of coil elements
> mounted on a rotatable shaft so that the pulsing of the coil
> element occurs at critical locations with respect to permanent
> magnets so as to create a magnetostatic driving force.
>
> **BRIEF DESCRIPTION OF THE DRAWINGS**
>
> The features of the present invention which are believed to
> be novel are set forth with particularity in the appended
> claims. The present invention, both as to its organization and
> manner of operation, together with further objects and
> advantages thereof, may best be understood by reference to the
> following description taken in connection with the
> accompanying drawings, in which:
>
> **FIG. 1** is a perspective view of one embodiment of a
> power source employing the natural forces of magnetism in
> accordance with the present invention;
>
> ![](us36-1.jpg)
>
> **FIG. 2** is an enlarged cross-sectional view of the
> power source illustrated in FIG. 1 as taken in the direction
> of arrows 2--2 thereof;
>
> ![](us36-2.jpg)
>
> **FIG. 3** is a longitudinal cross-sectional view of the
> power source illustrated in FIG. 2 as taken in the general
> direction of arrows 3--3 thereof;
>
> ![](us36-3.jpg)
>
> **FIG. 4** is an exploded perspective view showing the
> staggered arrangement of annular permanent magnets employed in
> the power source shown in FIGS. 1-3;
>
> ![](us36-4.jpg)
>
> **FIG. 5** is an enlarged view of a suitable means for
> releasably supporting each of the annular magnets as taken in
> the direction of arrows 5--5 of FIG. 2; and
>
> ![](us36-5.jpg)
>
> **FIG. 6** is a schematic drawing of a circuit including
> control means for selectively energizing the coil elements
> included in the present invention as well as the magnet
> supporting means.
>
> ![](us36-6.jpg)
>
> **DESCRIPTION OF THE PREFERRED EMBODIMENT**
>
> Referring to FIG. 1, a magnetic power source is illustrated
> in the general direction of arrow 10 which includes a pair of
> end plates 11 and 12 having base feet 13 and 14 for supporting
> the power source on a suitable foundation. The end plates are
> spaced apart and separated by elements of the device such as
> support elements 15 and spacers 16. Tie rods, as indicated by
> numerals 17 and 18, communicate between the end plates so as
> to compress the elements 15 and spacers 16 together when
> fastened by means of nuts 20. A bearing means is enclosed
> within the housing 21 carried on both ends of the plates and
> suitable electrical commutating and control circuits are
> contained within housing 22 adjacent housing 21 on plate 13. A
> cable 23 connects the circuits and commutator within housings
> 21 and 22 to a suitable source of power. toroidal partially
>
> Referring now to FIG. 2, a transverse cross-sectional view of
> the apparatus is shown in an enlarged illustration. The
> support elements 15 are disposed between adjacent opposing
> sides of spacers 16 from a ridge about a hollow toroidal
> magnet 25. In FIG. 3, for example, it can be seen that the
> magnet 25 is solely supported by the compressive force of
> nonmagnetic spacers 16 against the element 15. Also, it can be
> seen that the internal bore or hollow of magnet 25 is
> partially occupied by an annular magnet 26.
>
> FIG. 2 further discloses that the outer magnet 25 and inner
> magnet 26 are composed of semicircular segments provided with
> common or similar polarized ends facing each other. For
> example, ends 27 and 28 of one semicircular segment face ends
> 30 and 31 of the other semicircular segment. Only removable
> insulative material 32 and 33 separates the ends of the
> magnets segments forming the circular magnet or magnetic ring
> 26. Such material is for rigidity and to effect
> remagnetization of magnets. Similarly, it is to be noted that
> magnet 25 is composed of a pair of semicircular magnet
> segments separated by an air gap between their opposing end
> pieces which are of the same polarity. For example, end 34 and
> 35 are facing one another and are of the same magnetic field
> polarity and therefore are in repulsion. Their opposite ends
> 36 and 37 are of the same polarity and therefore in repulsion.
>
> The inner magnet 26 is supported by any suitable means, such
> as a pair of pins 40 and 41. The pins are movable carried in
> conventional solenoid switches 42 and 43 so as to move toward
> and away from the ringlike, inner magnet 26. At certain
> locations along the outer periphery of the inner ring magnet,
> there are provided recesses, such as recesses 44 and 45,
> adapted to insertably receive the ends of the pins 40 and 41,
> respectively. When the pins are so engaged, the inner ring
> magnet 26 is supported within the confines of the outer magnet
> 25. Furthermore, it is also to be noted that another pair of
> solenoid operated switches 46 and 47 are provided which also
> include pins adapted to be selectively engaged with
> corresponding recesses in the ring magnet 26. The former and
> latter sets of pins are designed to operate alternatively so
> as to support the inner ring magnet by either set of pins
> according to control signals supplied to the respective pairs
> of solenoid switches. Other mechanisms may be employed for
> supporting the inner ring magnet 26. Alternating support
> members may be pivotally mounted on an axle for rocking back
> and forth so as to support the magnet at locations not
> encircled by either of the coils (to be described later). The
> rocking movement may be suitably programmed so as not to
> interfere with any moving parts or components of the
> apparatus.
>
> In FIG. 2, it can be seen further that the ring magnet 26 is
> partially encased by a pair of coil elements 50 and 51,
> respectively. Coil elements 50 and 51 may be referred to as
> electromagnets carried on the ends of webs 52 and 53
> consisting quadrants which are in turn secured to a shaft 54.
> The opposite ends of the wire forming the coil elements 50 and
> 51 extend along the quadrant waves 52 and 53 and terminate in
> a commutator arrangement within housing 22. It can be seen
> that as the elements 50 and 51 move about the inner ring
> magnet 25 within the space separating magnet 26 from magnet
> 25, the separate pair of support pins for mounting ring
> magnets 26 must be alternatively actuated to permit
> uninhibited passage of the coil elements.
>
> Therefore, it can be seen that by energizing the elements 50
> and 51, a polarity is established which is opposite (and
> attractive) to the polarity of the ring magnet 26 as the
> forward side of the coils approach the adjacent ends of the
> ring magnet as well as the outer magnet adjacent ends. For
> example, as illustrated, the adjacent ends of the magnet
> segments for the inner magnet 26 and the outer magnet 25,
> located along the left hand side of the drawing, are indicated
> as "S" and "N" polarity respectively, while the opposing ends
> along the right-hand side of the drawing are indicated by
> polarity "S" and "N" respectively. The indication for the coil
> segment 50 indicates a polarity "S" approaching the "N"
> polarity of the inner magnet while the forward side of coil
> segment 51 is indicated as being of "N" polarity as it
> approaches a magnetic field of "S" polarity. Obviously,
> attraction will occur which will cause the quadrant elements
> to move counterclockwise to rotate shaft 54. This phenomenon
> is easily established by employing a conventional "cow" magnet
> with a coil of wire slidably mounted thereon such that when
> electrical energy is supplied to the coil, the coil, the coil
> will move axially from the magnet so as to be separated
> therefrom as far as possible.
>
> Sufficient attraction of the leading end of the coils with
> respect to the magnetic fields is available to cause the
> leading or forward side of the coil element to rapidly
> approach the opposite field polarity, to cross the magnetic
> field and to progress beyond after crossover. In some
> instances, depending upon criticality of parts, the coil
> segments would have a tendency to reverse and go back to the
> crossed over polarity field of opposite value. However, in an
> advanced design of the present invention, a plurality of
> stages are provided as shown in FIG. 3, wherein as the coil
> segments associated with the first stage to go beyond the
> magnetic field of opposite polarity, the coil segments of the
> second stage are approaching. This sequence takes place with
> respect to the third and fourth stages as well.
>
> Referring now to FIG. 3, it can be seen that the shaft 54 is
> rotatably carried on friction-free bearings 55 and 56,
> respectively. The commutators employed for selectively
> energizing the solenoid switches and the coil segments are
> suitably housed within housing 22. Furthermore, it can be seen
> that the wires from the coil segments extend down the quadrant
> webs 52 and 53 and then extend along the shaft 54. It is to be
> noted that the inner diameter of each outer magnet 25 is
> formed with a slot 60 so as to permit the associated webs 52
> and 53 to rotate without encountering interference. Also, it
> can be seen that the magnets are arranged in a series or
> staggered staged relationship. For example, four stages are
> shown in FIG. 3 wherein the coil elements are illustrated in a
> different position from each other so that a continuous and
> smooth work output can be obtained from shaft 54. The
> staggered relationship of adjacent magnets is diagrammatically
> illustrated in FIG. 4 wherein four inner ring magnets are
> illustrated such that the opposing ends of their segments are
> in different axial alignment. All of the ring magnets are
> coaxial with respect to each other but the high density
> magnetic fields are offset with respect to adjacent high
> density magnetic fields. Consequently, the coil elements
> associated with each of the inner ring magnets will be offset
> in a similar fashion as shown in FIG. 3.
>
> With reference to FIG. 5, an enlarged cross-sectional view of
> a portion of the core or inner magnet 26 is illustrated in
> connection with its spaced relationship to an outer magnet 25
> and a switch mechanism 46. The slot 60 formed in the outer
> magnet 25 is illustrated so as to permit passage of associated
> core element webs 52 and 53 as the magnetic fields attract the
> coil elements.
>
> Referring now to FIG. 6, a diagrammatic illustration is
> presented in which the pulse energization of the various coils
> 50 and 51 are effected by a control means 62, such as a
> commutator that suitably supplies current from a battery 63 to
> the coils 50 and 51 in each stage. Also, the control means
> supplies suitable current to the switch means 42 and 43 as
> well as 46 and 47 so that inner magnetic cores 26 are suitably
> supported as the coils 50 and 51 rotate thereabout in a
> circular manner. A suitable ON/OFF switch 64 is provided.
>
> From the foregoing, it can be seen that the apparatus of the
> present invention provides a novel magnetic power source
> employing the natural forces of magnetism in such a manner
> that a movable electromagnet will be drawn to a fixed magnetic
> field and caused to pass the fixed magnetic filed so as to
> create mechanical displacement between the fixed magnetic
> field and the movable magnetic field. Such a power source
> represents a tremendous advantage over conventional power
> sources inasmuch as electrical or electronic conversion
> systems are not necessary for the operation of the power
> source. Furthermore, not only can the present invention be
> employed as a magnetic motor but, is is contemplated that
> applications involving generators are included as well. It is
> to be understood that other uses are envisioned by the present
> invention and that additional magnetic stages may be employed
> which will have the advantageous effect of increasing the
> power output from the apparatus. Longevity of the power source
> if a function of the magnetic force available in the permanent
> magnets employed whether they are of the bar magnet type or
> the horseshoe magnet type.
>
> If desired, rollers may be employed within the gap between
> the inner magnet and the coil portions and in the gap between
> the outer magnet and the coil portions. A magnetic lock is
> effected by the inner hysteresis of the core to be supported
> by the outer magnet. Also, any one stage or level of the
> device may be comprised of two or more magnet segments. It is
> to be noted that in addition to each coil segment 50 and 51
> having opposite polarized ends as previously described, each
> coil carries an external or outward magnetic field which is
> "N" and an inner or inward magnetic field which is indicated
> in FIG. 3 as "S." These minor fields react with the fields of
> the inner core magnet and the outer ring magnet to effectively
> eliminate or substantially reduce drag as the coils move in
> their common circular path.
>
> while particular embodiments of the present invention have
> been shown and described, it will be obvious to those skilled
> in the art that changes and modifications may be made without
> departing from this invention in its broader aspects and,
> therefore, the aim in the appended claims is to cover all such
> changes and modifications as fall within the true spirit and
> scope of this invention.
>
> ---