Abstract:
An apparatus having at least one rotatable driven object having an edge on which are disposed a series of adjacent magnets of alternating polarity and a driving object rotatable by an external motor torque and having a series of adjacent magnets of alternating polarity on a magnet supporting surface. The magnet supporting surface of the driving object is rotatable through a common region approximately centered about the point of closest approach to the magnet supporting edge of the driven object for sequentially placing magnets of the driving object in the region enveloping the effective interactive range between the two objects. The fields of magnets of opposite polarity of the driving object interact with the fields of the magnets on the driving object to effect rotation of the driven object. Disclosed are structures for torque limiting wheels, magnetic gear trains, reduction gears and ball joints, and propulsion systems for watercraft and aircraft.

Description:
CROSS-REFERENCE TO RELATED APPLICATION 
     This application claims priority of U.S. Provisional Application No. 61/343,395 filed Apr. 28, 2010, under Title 35, United States Code, Section 119(e), which is incorporated herein by reference in its entirety. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     This invention relates to magnetically coupled wheels (sometimes referred to as magnetic gears) and rotating objects, and in particular to a magnetically driven set of wheels or rotating objects which are not to be physically engaged by the respective driving wheels or driving objects and can operate at a spaced distance from the respective driving wheels or driving objects, as well as operating other components operated by the driven wheels or driven rotating objects. 
     2. Description of the Prior Art 
     Many devices function by having at least one rotating member for engagement with another member. The problem with such physical contact is that there is often the problem of jamming of the parts, the problem of deleterious particles and matter getting between the parts, loss of lubrication and the wearing down by friction. These known devices include geared transmissions and gearboxes containing gears. Propulsion systems are well known for extending through a hull or other wall, which require complex and expensive seals and stuffing boxes. Such systems sometimes utilize noxious fluids including lubricants and gases. Other such systems are not useable in dusty and gritty environments where the atmosphere contains deleterious components. There are also situations where angles of rotation of a pair of shafts with respect to each other must change during rotation of the shafts, where a relatively simple arrangement without a complex gearing structure would be most advantageous. 
     SUMMARY OF THE INVENTION 
     It is an object of the present invention to provide apparatus for rotating one member by another member without requiring physical engagement of the two members. 
     Another object of the invention is to provide apparatus for rotating a pair of devices without any frictional loss between the devices or any interim devices connecting the pair of devices except in the shaft bearings and with insignificant hysteresis losses. 
     Another object is to provide for the relative rotation of a pair of devices without appreciable friction. 
     A still further object of the present invention is to provide apparatus for transferring the speed and torque from one rotating member to another rotating member without the use of toothed gears or physically contacting parts. 
     It is also an object of the present invention to provide apparatus for changing the direction of rotation of a set of rotating members without the use of toothed gears. 
     An additional object is to provide a gear train without the use of toothed gears. 
     It is yet another object to provide propulsion systems in marine or other applications where the driven and driving components are on opposite sides of a hull or other wall structure, where the driven and driving components interact without requiring an opening in the hull or other wall structure. 
     A yet additional object of the present invention is to provide apparatus for changing the orientation of rotating shafts during the rotation of the shafts. 
     Another object of the present invention is to provide a device for replacing a mechanical gear train. 
     It is still another object to effect the rotation of a driven object by another driving object without requiring the physical engagement of the objects and without necessarily requiring motion of the driving object. 
     It is also a further object of the present invention to provide for the rotation of a driven member by a driving member which does not require the use of noxious or deleterious fluids for lubrication. 
     Additionally it is an object to provide a system having a driven rotating wheel rotated by a driving wheel which limits the torque between driving and driven wheels. 
     A further object is the provision of a driving wheel for driving a driven wheel where performance is not affected by the presence of water, dust and grit in the environment where the driving and driven wheels are operating. 
     It is a further object of the present invention to provide a propulsion system for craft which does not require physical engagement between the driving and driven components. 
     These and other objects may occur to those skilled in the art from the description to follow and from the appended claims. 
     A preferred embodiment of the invention, which is incorporated in other embodiments of the invention, comprises a driving rotational object having magnet supporting surface which supports a series of adjacent magnets of opposite polarity, the driving rotational component being adjacent to at least one driven rotational object and having a magnet supporting edge including a set of adjacent magnets having opposite polarities. An external motor torque rotates the driving rotational object. The driving rotational object passes its magnets through a first location and the driven object passes its magnets through a second location spaced from the first location, but the first and second locations are within a common region where the magnetic fields of those of the respective magnets of the driving rotational object and the driven rotational object in the respective first and second locations are strong enough to have an appreciable physical effect on the other rotational object, wherein magnets of one polarity on the driving rotational object in the first location attract magnets of unlike polarity on the driven rotational object in the second location to effect the rotation of the driven rotational object. The term “appreciable physical effect on the other rotational object” means that the magnets on one object have enough effect on the magnets of the other object to effect the rotation of the other object. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic, perspective view of a preferred embodiment of the invention in its elementary form, showing driving and driven wheels. 
         FIG. 2  is a modified version of the preferred embodiment shown in  FIG. 1  in perspective form. 
         FIG. 3  shows in perspective form a schematic view of gearbox according to a preferred embodiment of the invention for incorporating the embodiment shown in  FIG. 2 . 
         FIG. 4  shows in perspective a schematic view of another preferred embodiment of the invention showing non-contacting inner and outer magnetic wheels. 
         FIG. 5  is a side view of the inventions shown in  FIG. 4 . 
         FIG. 6  is a schematic, exploded perspective view of another preferred embodiment of the invention involving a ball joint assembly. 
         FIG. 7  is a schematic view of the embodiment shown in  FIG. 6   
         FIGS. 8A and 8B  are schematic views of a gear train according to another preferred embodiment of the invention, with  FIG. 8A  being a perspective view and  FIG. 8B  being taken in the direction  8 B- 8 B in  FIG. 8A . 
         FIGS. 9A and 9B  show another gear train according to still a further preferred embodiment of the invention, with  FIG. 9A  being a perspective view and  FIG. 9B  being taken in the direction  9 B- 9 B in  FIG. 9A . 
         FIG. 10  shows a preferred embodiment of the invention for use in a maritime environment for driving the propeller of a water vessel. 
         FIG. 11  is a detailed, schematic cross sectional view of the embodiment shown in  FIG. 10 . 
         FIG. 12  is a schematic view of the invention in a further preferred embodiment for rotating a propeller blade assembly having blades extending internally from an outer housing. 
         FIG. 13  is a schematic, perspective view of one version of the embodiment shown in  FIG. 12 . 
         FIG. 14  is a schematic view of another version of the embodiment shown in  FIG. 12 . 
         FIG. 15A  is a schematic view of another preferred embodiment having a magnetic gear for driving a pair of magnetic propeller drive assemblies, and  FIG. 15B  shows a variation on the embodiment shown in  FIG. 15A . 
         FIG. 16  is a schematic perspective view of an aircraft having a propeller drive assembly according to another preferred embodiment of the invention. 
         FIG. 17  is a variation on a portion of the propeller drive assembly shown in  FIG. 16 . 
         FIG. 18  is a variation on the embodiment shown in  FIG. 16 . 
     
    
    
     DESCRIPTION OF THE PREFERRED EMBODIMENT 
     Referring first to  FIG. 1 , a magnetic gear train  10  is shown (as noted earlier, magnetic wheels are being referred to as magnetic gears). Magnetic gear train  10  comprises a first magnetic gear  12  and a cooperating magnetic gear  14 . Magnetic gear  12  has along its periphery a series of magnets of alternating polarity, north (N) and south (S), which are collectively identified by the numeral  16 , and can constitute a series of magnets embedded in the edge of a disk  18  of which magnetic gear  12  is comprised. Magnetic gear  12  has an axle  20  and a longitudinal pivot axis  22 . Magnetic gear  14  has a series of alternating magnets identified collectively by the numeral  24  embedded in a disk  26  forming part of magnetic gear  14 . An axle  28  rotates magnetic gear  24  about a longitudinal axis  30 . Assuming magnetic gear  12  is the driving gear, some means such as a battery powered electric motor or other external motor torque is used to rotate magnetic gear  12  counter clockwise when viewed from above gear  12  and facing gear  12 . As magnetic gear  12  rotates, the close proximity of disks  18  and  26  sequentially lines up unlike-magnetic poles to effect the smooth rotation of driven magnetic gear  14  in the clockwise direction when viewed from above and facing gear  14 . In the embodiment shown in  FIG. 1 , longitudinal axes  22  and  30  are parallel, and as long as driving magnetic gear  12  rotates as a result of an external motor torque, driven magnetic gear  14  rotates as well. 
     A similar situation is shown in.  FIG. 2 , except that the axes of the disks are not parallel. Referring to  FIG. 2 , a magnetic gear train  32  is shown, having a driving magnetic gear  34  and a driven magnetic gear  36  (either gear could be the driving magnetic gear and the other the driven magnetic gear). Driving magnetic gear  34  has a series of magnets shown collectively by the numeral  38  disposed on the periphery of a disk  40  forming part of magnetic gear  34 . Likewise, driven magnetic gear  36  has a series of magnets  42  which are disposed on the edge of disk  44  constituting part of magnetic gear  36 . Driving magnetic gear  34  has an axle  46  which is rotatable in the counter clockwise direction when viewed from above and facing gear  34 , about a longitudinal axis  48 . Driven magnetic gear  36  has an axle  50  rotatable in the clockwise direction when viewed as noted immediately above, about a longitudinal axis  52 . Axle  50  and longitudinal axis  52  are angled by an internal acute angle Φ. Driving gear  34  and driven gear  36  are pivotal about a common tangential pivot axis  54 . Pivot axis  54  extends through the place of closest proximity of magnetic gears  34  and  36 . 
     A gearbox  56  for accommodating magnetic gear train  10  or  32  is shown in  FIG. 3 . The following description refers to gear train  32 . Gearbox  56  has a first fixture  58  for housing driving magnetic gear  34 , and a second fixture  60  for mounting driven magnetic gear  36  which may be of a different diameter. First fixture  58  has a pair of flanges  62  and  64  having aligned bores  66  and  68 . Bores  66  and  68  receive axle  46  to maintain disk  40  in a same relative position to disk  44  as shown in  FIG. 2 . Second fixture  60  has a pair of opposing flanges  70  and  72  having aligned bores  74  and  76 . Bores  74  and  76  receive axle  50 , which may be inclined relative to axle  46  as shown in  FIG. 2 . Second fixture  60  further has a pair of opposing arms  78  and  80 , having respective yokes  82  and  84  with aligned pairs of bores  86  and  88  for receiving between them respective arms  90  and  92  of first fixture  58 . Arms  90  and  92  have aligned bores  94  and  96 . Bores  94  and  96  are aligned with pairs of bores  86  and  88  when arms  90  and  92  are received in respective yokes  82  and  84 . Pivot pins  98  and  100  establish a pivot corresponding to pivot axis  54  in  FIG. 2 . 
     The foregoing arrangement enables driving magnetic gear  34  to rotate under the influence of an external motor torque, to cause the rotation of magnetic gear  36  at the desired angle Φ. The foregoing is accomplished without the use of toothed gears and the shortcomings thereof. The size of respective fixtures  58  and  60  and their component parts can be altered to render gearbox  56  a reducing gearbox if driving gear  34  is larger than driven gear  36 . 
       FIGS. 4 and 5  show another embodiment of the invention. A magnetic gear train  110  is shown having an outer cylindrical magnetic gear  112  which is hollow but has a closed end  114 , and further has a set of magnets shown collectively as numeral  116  embedded therein, adjacent ones having alternate polarities. Magnetic gear  112  further has an axle  118 . Further included in gear train  110  is an internal cylindrical magnetic gear  120  having a series of alternating magnets embedded in its periphery as indicated collectively by the numeral  122  which is mounted on disk  124 . A shaft  126  extends from disk  124 . There is a small space separating magnets  116  of magnetic gear  112  which is at the place of closest proximity of cylindrical magnetic gears  112  and  120 , and magnets  122  of magnetic gear  120 . Either of magnetic gears  112  and  120  can be the driving magnetic gear, and the other (the driven magnetic gear) rotates in response to the rotation of the driving gear because of the sequential attraction of opposite poled magnets. Assuming magnetic gear  122  is the driving gear, it is shown rotating clockwise when viewed from the front facing gear  122 , and magnetic gear  112  rotates in the same direction as the driven magnetic gear. For co-axial input and output shafts, an arrangement similar to a planetary type gearbox may be used. For the limiting size of magnetic gear  120  while it occupies nearly the entire inside of magnetic gear  112 , the combination becomes an infinitely resettable torque limiting clutch. 
     A ball joint assembly  130  is shown schematically in  FIGS. 6 and 7 . Referring first to  FIG. 6 , ball joint assembly  130  includes a portion of a sphere  132  made of non-magnetic material that includes a missing portion of a sector or open sector  134  and another portion of a missing-portion-of-a-sector or gear-receiving slot  136  for, as explained below, receiving a portion of magnetic gear  140 .  FIG. 6  includes a ball joint cap assembly  142  having a partial spherical cooperating part  144  which cooperates with raised portions  146 , the latter thus partially wrapping or enclosing spherical portion sphere  132 . Partial spherical cooperating part  144  of cap assembly  142  has an open-partial-spherical-portion-receiving-sector  141  which holds spherical portion  132  concentric with a small amount of clearance, and raised portions  146  limits the range of motion of spherical portion  132  within the acceptable limits of magnetic interaction between magnetic gears  138  and  140 . Partial spherical cooperating part  144  includes a rounded shell portion  148  having a curved opening or driving gear-receiving slot  150  for receiving a part of magnetic gear  138 . Magnetic gear  138  includes embedded in its periphery a set of magnets shown collectively by numeral  152  having alternate polarities and embedded in a disk  154 . Magnetic gear  138  has an axle  156 . Magnetic gear  138  extends through opening  150  and into missing portion of sector or open sector  134  of sphere  132 . 
     Magnetic gear  140  has a set of alternating magnets shown collectively by the numeral  158  embedded around the periphery of a disk  160  from which magnetic gear  140  is formed. Magnetic gear  140  extends into slot  136  of spherical portion  132 . Magnetic gear  140  has an axle  162 . 
     Raised portions  146  of ball joint cap assembly  142  differ from the other part of cap assembly  142 . Raised portions  146  are partial spherical sectors on opposite sides of a pair of parallel flanges  166  and  168  to give magnetic gear  140  access to gear-receiving slot  136  of spherical portion  132 . Flanges  166  and  168  extend from spherical portion sphere  132  on opposite sides of missing-portion-of-a-sector or gear-receiving slot  136  which flanges  166 ,  168  have respective aligned orifices for receiving axle  162  extending from magnetic gear  140 . 
     The operation of ball joint assembly involves the rotation of one of magnetic gears  138  or  140  by an electric motor or other motive power source (gear  138  is shown rotating counter clockwise when viewed from above facing gear  138 ), which causes the other magnetic gear  138  or  140  to rotate in the opposite direction as dissimilar poles of magnets  152  and  158  are opposite each other in polarity and interact magnetically attractively. Those magnetically interacting magnets are proximate to the location where respective individual magnets of sets of magnets  152  and  158  are closest to each other, marked by the point or dot labelled “CENTER” in  FIG. 7 . Ball joint assembly  130  is advantageous in that axles  156  and  162  can be tilted relative to each other as sphere  132  tilts, but axles  156  and  162  cannot be perpendicular to each other since the rotation would not be possible, and the limitation on the relative tilting and relative rotation of axles  156  and  162  is accomplished by the abutment of the end of one of raised portions  146  and the surface of rounded shell portion  148 . Thus, tops of axles  156  and  162  can be tilted towards or away from each other, and they can also rotate to some extent about axes perpendicular to the respective axles  156  and  162 . In other words, inherently torque limiting magnetically coupled wheels or gears  138  and  140  may be used in a manner similar to gears in mesh such that a rotation of one of the magnetic wheels or gears  138  or  140  produces a corresponding rotation of the other wheel or gears  138  and  140  without any physical contact between them. This permits complete continuous shaft rotation when axles  156  and  162  are parallel, and axles  156  and  162  can be shifted angularly and continue to rotate unlike classical gears with solid teeth. 
     Referring next to  FIGS. 8A and 8B , a gearbox  170  in schematic form is shown. Gearbox  170  includes a first magnetic gear  172  and a second magnetic gear  174 . Magnetic gear  172  includes a shaft receiving portion  176  having a bore  178  for holding a shaft for rotating magnetic gear  172  or being rotated with magnetic gear  174  (depending on whether the latter is the driving or the driven gear). The outer edge of magnetic gear  172  has a circumferential depression  180  with magnets of alternating polarity (N, S, N, S, N, S . . . ) as indicated by respective numerals  184  and  186 , embedded therein. 
     Magnetic gear  174  has a shaft receiving portion  188  with a bore  190  for receiving a shaft which is rotatable within (or rotatable with) magnetic gear  174 . Magnetic gear  174  includes an approximately toroidal ring  192  of magnetic material with short, adjacent segments  194  of said ring  192  having alternate magnetic polarities. Adjacent magnetic segments  194  with opposing polarities are adjacent to but not contacting circumferential depression  180  at the location where a part of toroidal ring  192  is within depression  180  at a pivot point  200 , and about which magnetic gear  174  is pivotable or tiltable; magnetic gear  174  can rotate clockwise as shown by the arrow  203  about its longitudinal axis  204  (when viewed from above) in response to the rotation of magnetic gear  172  rotating counter clockwise as shown by the arrow  201  about its longitudinal axis  202  (when viewed from above), with magnetic gear  174  being inclined from magnetic gear  172  by a variable angle α. Magnetic gear  174  has a shaft that can rotate clockwise about longitudinal axis  204 , and as noted angle α can vary while the respective rotations are taking place. 
       FIGS. 9A and 9B  show a gear train  210 . Gear train  210  includes a driving (or driven) magnetic gear  212  and a driven (or driving) magnetic gear  214 . Driving magnetic gear  212  rotates, under the influence of an external motor torque, in the clockwise direction shown by an arrow  213  when viewed from above facing magnetic gear  212  about a longitudinal axis  218 . Driving magnetic gear  212  includes a shaft receiving portion  215  having a bore  216 , and a non-circular toroidal ring  217  at the edge of driving magnetic gear  212 . Gear  214  rotates in the opposite direction from gear  212 . Ring  217  has embedded therein a series of magnets identified respectively and collectively by numeral  220 , which respective adjacent magnets are of opposite polarity. A hinge whose axis  224  is tangent to both magnetic gears  212  and  214  in a gearbox housing is shown. Driven magnetic gear  214  includes a toroidal ring  230  having a depression  232  with a partial cylindrical part  231 . Toroidal ring  230  has on the portion surrounding depression  232  a set of embedded magnets shown collectively as numeral  234 , adjacent magnets being of opposite polarity and being spaced from magnets  220  on ring  217 . A shaft receiving portion  228  has a longitudinal axis  240  about which a shaft extending through a bore  229  is rotatable counterclockwise as shown by an arrow  233  when viewed from the right. Magnetic gear  212  is disposed in part in depression  232  of magnetic gear  214 , and a point of closest proximity  239  occurs as shown in  FIGS. 9A and 9B , where rotation of driving magnetic gear  212  (or  214 ) effects rotation of the driven magnetic gear  214  (or  212 ) in the opposite direction. Axis  240  of driven magnetic gear  214  is rotatable through variable angle θ which may slightly exceed 90° below the plane of magnetic gear  214  and as much as 45° above said plane for enabling the rotation of the shaft extending through bore  229  while said axis  240  is being rotated with respect to magnetic gear  212 , as shown by arrows  233  in  FIGS. 9A and 9B   
     The incorporation of a reduction gear train in a water vessel or watercraft is shown in  FIGS. 10 and 11 . These illustrations show a vessel V having an engine E. Vessel V has a hull H. Vessel V includes a gear and shaft cavity C for holding a magnetic gear and propeller shaft as discussed below. Extending from engine E is a drive shaft  250  on which is mounted a magnetic gear  252 . Magnetic gear  252  has on its surface a series of magnets embedded therein identified collectively by the numeral  254 , adjacent magnets having opposite polarity. Magnetic gear  252  is rotatable as shown in the counterclockwise direction when viewed from the right facing gear  252 , with the rotation of drive shaft  250 . A propeller  256  is mounted on a driven shaft  258 , and mounted on driven shaft  258  is a magnetic gear  260  having on its surface embedded therein a series of magnets identified collectively by the numeral  262 . Adjacent magnets  262  have opposite polarity. Shaft  258  is supported for rotation (in the opposite direction from shaft  250 ) by bearings  264  and  266 . These bearings  264  and  266  may alternatively be a magnetic type. Magnetic gears  252  and  260  are adjacent but spaced from each other and separated by a preferably non-conductive and non-magnetic hull portion  268 . The rotation of magnetic gear  252  mounted on drive shaft  250  effects the rotation of magnetic gear  260  even though they are separated by the hull portion  268 . This arrangement has very significant advantages. First, since no water or other deleterious material will be able to either contact magnetic gear  252 , drive shaft  250  or engine E; this arrangement would have a long life and significant economic advantages over present systems since no hole need be provided in the hull for receiving a drive shaft, and likewise there need not be required a stuffing box or some other equipment for preventing sea or other ambient water from passing through the hull. Furthermore, this arrangement would be much simpler to install, since no work need be done with the vessel V at all in order to accommodate the foregoing magnetic gear arrangement. All of the problems associated with leakage into the vessel would be avoided. In fact, the external portion of the propulsion system could be composed of easily demountable modules clamped or otherwise fastened to the exterior of hull portion  268 . As a variation, shaft  258 , magnets  262  and propeller  256  could be part of a demountable pod for enabling easy replacement of the entire pod  269  inclusive of shaft  258 , magnets  262  and propeller  256 . 
     Another maritime uses of the present invention is shown in  FIGS. 12 ,  13  and  14 .  FIG. 12  shows a boat B having a propeller drive assembly  270 . Referring to  FIGS. 13 and 14 , propeller drive assembly  270  has an outer housing  272  from which extend radially inwardly, a set of propeller vanes  274 . Outer housing  272  is a magnetic gear and has embedded across its outer surface a set of magnets embedded therein, identified collectively by the numeral  276  of which adjacent magnets are of opposite polarity. Turning specifically to  FIG. 13 , boat B has an engine shaft  278  which is shown by an arrow  279  as being rotatable in the clockwise direction when viewed from a magnetic gear  280  mounted on shaft  278 . Magnetic gear  280  can have a cylindrical or conical outer periphery in which are embedded a series of magnets identified collectively by numeral  282 , and adjacent magnets  282  are of opposite polarity. A preferably non-conductive and non-magnetic hull  286  separate magnetic gear  280  from the power drive assembly  270 . Magnetic gear  280  is a driven drum. Engine shaft  278  rotates magnetic gear  280 , which in turn rotates propeller drum assembly  270  counter clockwise when viewed from the left as shown by arrow  287  by virtue of the sequential of alignment of magnets of like polarity on outer housing  272  and magnetic gear  280 . Water flows in the direction shown by arrows  288 . Bearings are provided to prevent axial or radical motion with respect to the hull and may be achieved by hydrodynamic, magnetic or mechanical means. 
     Magnets  282  of magnetic gear  280  sequentially enter a first location on one side of hull  286  which is spaced from and adjacent to a second location on the other side of hull  286 , the first and second locations being in the magnetic fields of magnets  282  and  276  and such adjacent magnetics whose magnets flux physically effects the other magnetic gear, in the respective locations. Magnets  282  in the first location having the opposite polarity as a magnet  276  in the second location cumulatively effect the rotation of propeller drive housing  270  as the magnets move through the respective first and second location. That is, the latter magnets have appreciable physical effect on the other magnetic gear. 
     In an alternate arrangement shown in  FIG. 14 , the same propeller drive assembly  270  is used in the embodiment shown in  FIG. 13 , but a curved linear induction motor  290  establishes a series of alternating polarities travelling about the center of rotation of drive assembly  270  indicated by the numeral  292  which sequentially line up through preferably non-conductive and non-magnetic hull  286  with magnets  276  of unlike polarity, to effect the rotation of outer housing  272 . The same advantages would apply in this embodiment as in the embodiment shown in  FIG. 12 , since there is no need to pierce the hull or boat B. 
     A propeller drive assembly  270  driven from inside hull portion  286  could also possibly have hydrodynamic or magnetic support bearings in order to further eliminate frictional energy losses. Although a propulsion system for a waterborne vessel or watercraft has been described here, this system may be advantageously applied to propel aircraft or other craft through other fluids. If it could be made sufficiently light and stiff. 
       FIGS. 15A and 15B  show arrangements similar to that of  FIG. 13 . A magnetic gear  291  rotated by an electric motor or the like is on one side of preferably non-conductive and non-magnetic hull  286 , and a pair of propeller drive assemblies  295  and  296 , which are all constructed as is propeller drive assembly  270 , and reference is made to the description of assembly  270  and to magnetic gear  280  for explanation of the apparatus shown in  FIGS. 15A and 15B . Magnetic gear  291  is shown rotating in the counter clockwise direction indicated by an arrow  297 , which effects the rotation of drive assemblies  295  and  296  in the clockwise direction shown by arrows  298  and  299 .  FIG. 15B  shows a variation where a magnetic gear  294  effects the rotation of propeller drive assembly  296  which in turn rotates drive assembly  295  in the opposite direction. Magnetic gear  294  is shown rotating clockwise by arrow  401  causing propeller drive assembly  296  to rotate counter clockwise as shown by arrow  403 , which causes propeller drive assembly  295  to rotate clockwise. The magnetic segments are not shown for each of magnetic gear  291  and propeller drive assemblies  295  and  296 , but they are included in each of these components. 
     The inventive concept has numerous other applications. It can for example be used in aircraft. Referring to  FIG. 16 , an aircraft  300  is shown. Aircraft  300  has a propeller support housing  302  having on one portion a set of alternating polarity magnetic segments  304 . Support housing  302  is mounted for rotation about a set of appropriate radial and thrust bearings  306 . Extending from the aft part of support housing  302  is a set of external propeller blades  308  and internal propeller blades  310 . Aircraft  300  has either an electrical induction drive or other electrical structure for sequentially lining up like magnetic poles with like magnetic poles of magnetic segments  304  to cause support housing  302  to rotate. An arrow  312  shows that support housing  302  is rotating in the counter clockwise direction, and a set of arrows  314  shows the air-flow moving tailward. Support housing  302  could be replaced by an appropriate support auger air screw  216  shown in  FIG. 17  having appropriate external blades  318  mounted spirally on a body  320  of air screw  316 . 
     A plurality of alternating magnetic propulsion systems for aircraft is also possible. A delta flying wing aircraft  318  is shown in  FIG. 18 . A pair of propeller support housing  324  and  326 , like propeller support housing  302 , is provided at the tail end of aircraft  318 . Support housing  324  and  326  respectively have alternating magnetic polarity segments  328  and  330  which are electrically driven in a rotational movement by an appropriate electrical driving system in aircraft  318 . This is shown as effecting the clockwise rotation of support housing  324  shown by arrow  332  and the counterclockwise rotation of support housing  326  indicated by arrow  334 . Airflow is shown by sets of arrows  336  and  338 , and could beneficially be used to ingest/remove turbulent air from above the wing and increasing its lifting capability. 
     The transport aspects of the present invention are clean, and if electrically driven, do not us petroleum or other solid or liquid fuel and do no harm the environment. There is expected to be low frictional wear and tear on the system as compared to those systems presently in use. 
     Many of the magnetic components described herein are permanent magnets. In some instances, electro-magnets will be used as well. 
     The invention has been described in detail, with particular to reference to the preferred embodiments thereof, but variations and modifications within the spirit and scope of the invention may appear to those skilled in the art to which the invention pertains.