Patent Publication Number: US-2005116567-A1

Title: Magnetic engine

Description:
FIELD OF THE INVENTION  
      This invention relates to a magnetic engine.  
     BACKGROUND ART  
      Most conventional engines in use today are either internal combustion engines or electric powered motors or engines.  
      The object of the present invention is to provide an engine which operates on magnetic force and which does not require additional fuel or energy input, other than the magnetic force in order to operate the engine.  
     SUMMARY OF THE INVENTION  
      The invention may be said to reside in an engine including: 
          a first permanent magnet;     a second element movable relative to the magnet towards and away from the magnet;     an output for providing output rotary power due to relative movement between the magnet and the element; and     flux altering means for movement into and out of registry with the magnet for relocating magnetic flux produced by the magnet away from the element so that when the flux altering means is registered with the magnet, the flux produced by the magnet and to which the element is exposed is decreased, and upon movement of the flux altering means out of registry with the magnet, the magnetic flux of the magnet to which the element is exposed is increased, thereby providing a larger force between the magnet and the element to provide the output rotary power at the output.        

      In one embodiment, the element comprises a second permanent magnet mounted for reciprocating movement with respect to the first permanent magnet, and the output is coupled to the second permanent magnet to convert the reciprocating movement of the second permanent magnet to rotary movement at the output.  
      In another embodiment, the element comprises a ferromagnetic element which is attracted towards the magnet and which passes the magnet, and wherein as the element passes the magnet, the flux altering means moves into registry with the magnet to reduce the attraction between the magnet and the element to thereby enable the element to continue past the magnet to provide output rotary power at the output.  
      The engine according to the present invention therefore operates on the basis of magnetic flux produced by the permanent magnet without the need to provide additional fuel. The “compression stroke” of the engine is provided by moving the flux altering means into registry with the first magnet to effectively relocate the flux away from the element and decrease the magnetic flux which is exposed to the element from the first magnet so that the element can more easily move relative to the first magnet, and upon retraction of the flux altering means to a position out of registry with the first magnet, the amount of magnetic flux exposed to the element is restored, thereby providing a greater force to move the element away from the first magnet to thereby provide the power stroke of the engine.  
      The invention may also be said to reside in an engine including: 
          a first permanent magnet;     a piston including a second permanent magnet, the second magnet being arranged with respect to the first magnet so that same poles of the first and second magnets face one another;     mounting means for mounting the piston and second magnet for reciprocating movement relative to the first magnet;     an output coupled to the piston for providing output power; and     flux altering means for movement into and out of registry with the first permanent magnet for relocating magnetic flux produced by the first magnet away from the second magnet, so that when the flux altering means is registered with the first magnet the magnetic flux produced by the first magnet and to which the second magnet is exposed is decreased, and upon movement of the flux altering means out of registry with the magnet, the magnetic flux of the first magnet to which the second magnet is exposed is increased thereby providing a larger repelling force between the first and second magnets to thereby provide an output power stroke.        

      In one embodiment of the invention the flux altering means comprises a plurality of discrete elements, and means for guiding movement of the discrete elements from a position adjacent a periphery of the first magnet, to a position inwardly of the periphery of the first magnet. In the preferred embodiment of the invention these elements will be called valves because they operate in a somewhat similar sense to conventional moveable valves in an internal combustion engine to provide a power stroke and a compression stroke of the engine.  
      The valves are preferably formed from magnetisable material such as ferrous material.  
      In one embodiment of the invention the elements are in the form of discs.  
      In the preferred embodiment of the invention the first and second magnetics are each provided with a central hole.  
      In one embodiment of the invention the mounting means comprises a pair of guide rails coupled to the piston, and at least one bearing for guiding reciprocating movement of the guide rails and the piston.  
      Preferably the guide rails have a U-shaped end portion connecting the guide rails together.  
      Preferably the end portion is pivotally connected to a connecting rod at one end of the connecting rod, and the other end of the connecting rod is connected to the output.  
      Preferably the output comprises a crank shaft.  
      Preferably the flux altering means includes drive means for driving the flux altering means into registry with the first magnet and out of registry with the first magnet in synchronisation with the reciprocating movement of the piston.  
      In one embodiment the drive means comprises: 
          a rotatable element mounted for rotation in a first direction and then rotation in a second direction;     a link coupled to the rotatable element and driven by rotation of the crank shaft so as to cause the rotatable element to rotate back and forward in the said direction and reverse direction; and     a link coupled to the flux altering means and to the rotatable element so that upon rotation of the rotatable element in the first direction, the flux altering means is moved to a position adjacent the periphery of the first magnet, and upon rotation in the reverse direction, is moved to a position inward of the periphery of the first magnet.        

      Preferably the flux altering means has a guide element for guiding movement of the flux altering means.  
      In one embodiment the guide element comprises a hollow sleeve which receives a stem connected to the flux altering means for guiding movement of the flux altering means.  
      In another embodiment, the flux altering means is moved by a cam member which rotates in synchronisation with the output so as to move the flux altering means between the position adjacent the periphery of the first magnet to the position inwardly of the first magnet.  
      Preferably movement of the flux altering means in one direction is partly assisted by magnetic attraction of the first magnet so that movement of the flux altering means in said direction produces energy which is harnessed and supplied as output energy from the engine.  
      In this embodiment of the invention the flux altering means is coupled to a spring in which the energy is stored.  
      The invention may also be said to reside in an engine including: 
          a first permanent magnet;     a piston including a second permanent magnet, the second magnet being arranged with respect to the first magnet so that same poles of the first and second magnets face one another;     mounting means for mounting the piston and second magnet for reciprocating movement relative to the first magnet;     an output coupled to the piston for providing output power;     flux altering means for movement into and out of registry with the first permanent magnet so that when the flux altering means is registered with the first magnet the magnetic flux produced by the first magnet and to which the second magnet is exposed is decreased, and upon movement of the flux altering means out of registry with the magnet, the magnetic flux of the first magnet to which the second magnet is exposed is increased thereby providing a larger repelling force between the first and second magnets to thereby provide an output power stroke; and     wherein the first permanent magnet is a substantially circular shape and has a central hole which has a diameter one third of the diameter of the first magnet, and wherein the flux altering means, when in registry with the first magnet, encroaches on the first magnet by an amount of 20% of the radius of the first magnet, and wherein the flux altering means comprises a plurality of generally circular elements which have a diameter one third of the diameter of the first magnet.        

      A second aspect of the invention is concerned with increasing the power of an engine and the efficiency of an engine, regardless of whether the engine is powered by internal combustion, or by magnetic force as in the previously described invention.  
      This aspect of the invention may be said to reside in an engine including: 
          a reciprocating piston;     a rotary output member for supplying output rotary power;     connecting means for connecting the reciprocating piston to the output rotary member so that reciprocation of the piston produces rotation of the output member; and     dwell angle producing means for producing a flat dwell angle whilst the piston is at a top dead centre position so that the rotary output member rotates a significant portion of the rotary cycle of the output member before substantial movement of the piston from top dead centre position occurs so that as the piston moves away from top dead centre position under maximum power during a power stroke, the angle between the connecting means and the rotary output member approaches a maximum value so that power is delivered from the reciprocating piston whilst the piston is subject to increased force in the power stroke and whilst the angle between the connecting means and the output rotary member approaches the maximum to thereby increase output efficiency from the engine.        

      In one embodiment of the invention the piston may include a magnet and reciprocating movement of the piston are caused by magnetic repulsion from a further magnet.  
      However, in other embodiments, the piston may be powered by combustion of fuel in a cylinder to cause reciprocation of the piston in the cylinder.  
      In one embodiment, the coupling means comprises a connecting rod and the output rotary member comprises a crank shaft, the crank shaft having an output axel coupled to a primary crank, a secondary crank for receiving the primary crank, the connecting rod being connected to the secondary crank by a crank pin, a gear mounted in the secondary crank, and a secondary gear for meshing engagement with the gear supported by the secondary crank so that the connection between the connecting rod and the crank pin executes an elliptical path having a generally flat path portion as the piston approaches and leaves top dead centre position and wherein as the crank shaft rotates, no substantial movement of the piston occurs from top dead centre position whilst the point of connection between the connecting rod and the crank pin follows the flat path and as the connection leaves the flat path portion of the elliptical path, the angle the connecting rod makes with the plane passing through the rotary axis of the engine increases towards a maximum so that maximum power of the reciprocating piston in the power stroke is supplied to the crank while the angle approaches maximum angle to thereby increase the power delivered to the crank shaft from the piston.  
      In a still further embodiment of the invention, the piston is coupled to a guide roller, the rotary output member comprises a cam plate, the guide roller engaging the cam plate, the cam plate having a cam surface which is engaged by the roller, and the cam plate having a generally flat portion which prevents movement of the piston, and an inclined portion which, when engaged with the roller, results in the roller exerting a force which is at an angle to the tangent of the inclined profile so that force is imparted to the cam plate whilst maximum force is applied to the piston in the power stroke to thereby deliver maximum force to the rotary cam plate to rotate the cam plate.  
      The invention may also be said to reside in an engine including: 
          a rotary power member having a plurality of separated elements, each element being formed from a magnetically attractably material;     a permanent magnet arranged adjacent the member and overlapping the elements when the member rotates relative to the magnet;     at least one flux altering member for movement into and out of registry with the magnet in synchronisation with the rotation of the rotating power member; and     wherein magnetic attraction of the magnet draws the elements in turn towards the magnet, thereby causing rotation of the rotary power member, and whereupon as the respective elements arrive at the magnet, the flux altering members are moved into registry with the magnet to decrease the magnetic attraction between the elements and the magnet so that the rotary power member can continue to rotate to allow the respective elements to move away from the magnet after they pass the magnet, thereby providing a net output in the direction of rotation of the rotary power member.        

      Preferably, the engine includes a pair of said flux altering members, each movable into and out of registry with the magnet in synchronisation with the rotation of the rotary power member.  
      Preferably, the rotary power member comprises a disc and the elements comprise a plurality of teeth arranged at the periphery of the disc.  
      Preferably, each of the teeth includes a leading edge and a trailing edge, the leading edge and the trailing edge having a contoured shape which matches the periphery of the permanent magnet.  
      Preferably, each of the flux altering members comprises a disc having a plurality of arrays of ferromagnetic elements.  
      Preferably, the engine includes means for rotating the flux altering discs at twice the speed of the rotary power member, and wherein the flux altering discs have a diameter which is substantially half that of the rotary power member, so the periphery of the flux altering discs and the rotary power member travel at substantially the same speed.  
      Preferably, the rotary power member is mounted on an axle, the axle carrying a pinion, a ring gear in mesh with the pinion so that rotation of the rotary power member rotates the axle to in turn cause the pinion to rotate the ring gear, the ring gear being connected to the output for rotating the output to thereby provide rotary output power at the output.  
      Preferably, the ring gear is coupled to a mounting disc and the mounting disc carries a second and third ring gear, the flux altering discs, each being mounted on an axle, each axle having a pinion for engaging a respective one of the second and third ring gears, so that upon rotation of the disc, the second and third axles are rotated to thereby rotate the flux altering discs in synchronisation with the rotary power member to selectively bring the flux altering elements into and out of registry with the permanent magnet.  
      Preferably, the engine includes a plurality of banks of rotary power member assemblies, each assembly including a respective said permanent magnet and a respective said pair of flux altering members. 
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
      Preferred embodiments of the invention will be described, by way of example, with reference to the accompanying drawings in which:  
       FIG. 1  is a drawing illustrating the principle of the preferred embodiment of the present invention;  
       FIG. 2  is a view along the line II-II of  FIG. 1 ;  
       FIG. 3  is a view illustrating the principle of the preferred embodiment of the invention in a second position;  
       FIG. 4  is a view along the line IV-IV of  FIG. 3 ;  
       FIGS. 4A and 4B  are diagrams further illustrating the operating principle of the preferred embodiment of the invention;  
       FIG. 5  is a plan view according to one embodiment of the invention;  
       FIG. 6  is a plan view according to a second embodiment of the invention;  
       FIG. 7  is a plan view of a component used in the embodiment of  FIG. 6 ;  
       FIG. 8  is a diagram illustrating operation of the preferred embodiment of the invention;  
       FIG. 9  shows more detail of a first embodiment of the invention;  
       FIG. 10  is an exploded plan view of a crank shaft according to one embodiment of the invention;  
      FIG  10 A is a view of part of the crankshaft of  FIG. 10  in an assembled condition;  
       FIG. 11  is a view of part of the componentry of the crank shaft of  FIG. 10 ;  
       FIG. 12  shows the path of movement of the big end of the crank shaft according to  FIG. 10 ;  
       FIGS. 12A, 12B ,  12 C,  12 D and  12 E are a sequence of drawings showing operation of the embodiment of  FIG. 5 ;  
       FIG. 13  is an end view of another embodiment of the invention;  
       FIG. 13A  is a drawing showing the sequence of operation of the embodiment of  FIG. 13 ;  
       FIG. 14  is an end view of a still further embodiment of the invention;  
       FIGS. 15, 16 ,  17  and  18  are diagrams illustrating the operation of a fourth embodiment of the invention;  
       FIG. 19  is a more detailed view of part of the embodiment shown in FIGS.  15  to  18 ;  
       FIG. 20  is a view of a further part used in the embodiment of FIGS.  15  to  18 ;  
       FIG. 21  shows an illustration of the relative disposition of the parts shown in  FIGS. 19 and 20  in more detail;  
       FIG. 22  is a cross sectional view through an engine according to the fourth embodiment of the invention;  
       FIG. 23  is a detailed view of part of the embodiment of  FIG. 22 ;  
       FIG. 24  is a view of a ring gear used in the embodiment of  FIG. 22 ; and  
       FIG. 25  is a side view of the ring gear of  FIG. 24 . 
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS  
      FIGS.  1  to  4  show the principle of operation of the preferred embodiment of the present invention.  
      According to the preferred embodiment of the present invention, the engine includes a first permanent magnet  10  which is fixed in the head (not shown) of the engine.  
      A second permanent magnet  12  forms a piston of the engine to which an output, such as a crank shaft, is coupled for providing output rotary power. The second permanent magnet  12  reciprocates back and forward in the direction of double-headed arrow A in  FIG. 1  relative to the first magnet  10 .  
      A flux altering mechanism  14  is provided for movement into and out of registry with the magnet  10  from a position adjacent the periphery of the magnet  10  (which is shown in  FIGS. 3 and 4 ) to a position inwardly of the periphery of the magnet  10  as shown in  FIGS. 1 and 2 .  
      The mechanism  14  is formed from a plurality of circular discs  16  which will be termed valves for the reason previously explained. The valves  16  are arranged in a circular pattern, as clearly shown in  FIGS. 2 and 4 . The amount of movement of the valves  16  between the position shown in  FIGS. 1 and 2 , and  3  and  4  can be relatively small and in the order of a few millimetres. The magnets  10  and  12  can be provided with central holes  18  (shown in the magnet  10  in  FIGS. 2 and 4 ), the purpose of which will be described hereinafter. The valves  16  are formed from magnetisable material such as iron or low grade mould steel, which are preferably of disc shape as shown in FIGS.  1  to  4  and which have a central hole  20 .  
       FIG. 1  shows the magnet  12  (which forms a piston) in a bottom dead centre position spaced away from the magnet  10 . In this figure, the magnet  12  is about to rise towards the piston  10  and the valves  16  are moved into a position in registry with the magnet  10  in which the valves are inward of the periphery of the magnet  10 .  
      Movement of the valves into this position reduces the magnetic flux produced by the magnet  10  and to which the magnet  12  is exposed. The magnets  10  and  12  are arranged so that they have same poles facing one another. As is apparent in  FIG. 1 , the valves  16  are in close proximity to the magnet  10  and relocate a significant portion of the magnetic flux produced by the magnet  10  away from the magnet  12  when the valves  3  are in the inward position shown in  FIG. 1 . This will be explained in more detail hereinafter with reference to  FIGS. 4A and 4B . Thus, the amount of magnetic flux which is exposed to the second magnet  12  is reduced, thereby reducing the repelling force between the magnets  10  and  12  and making it more easy for the magnet  12  to move towards the magnet  10 . This effectively produces the compression stroke of the engine in which the piston formed by the magnet  12  moves towards the magnet  10 .  
      When the piston  12  reaches the top dead centre position, as shown in  FIG. 3 , in which the magnet  12  is in close proximity to the magnet  10 , the valves  16  are moved outwardly from the position shown in  FIGS. 1 and 2  to the position shown in  FIGS. 3 and 4  in which the valves  16  are outward of the periphery of the magnet  10 . This restores the maximum magnetic flux of the magnet  10  which is exposed to the magnet  12  and the repelling force created by the same poles of the magnets  10  and  12  produces the power stroke to push the magnet  12  towards the bottom dead centre position shown in  FIG. 1 .  
      Because the magnetic flux exposed to the piston  12  is changed between the compression stroke shown in  FIGS. 1 and 2  and the power stroke shown in  FIGS. 3 and 4 , with the flux effectively being increased in the power stroke by movement of the valve element  16  to the position shown in  FIGS. 3 and 4 , the compression stroke and power stroke of the magnet  12  produce a net output in the power stroke, thereby providing the output power from the engine. In other words, the engine produces a greater force in the power stroke in which the magnet  12  is forced away from the magnet  10  than required to overcome the magnetic repulsion in the compression stroke in which the magnet  12  moves towards the magnet  10 .  
      Preferably the magnets  10  and  12  are identical in dimensions and the holes  18  have a diameter of approximately ⅓ of the outside diameter of the magnets  10  and  12 . The magnets  10  and  12  preferably have a thickness of 22% of their outside diameter. The valves  16  have a diameter of approximately 33% of the outside diameter of the magnets  10  and  12  and the hole  20  in the valves  16  is approximately 33% of the outside diameter of the valves  16 . The thickness of the valves  16  is approximately 10% of the outside diameter of the valves  16 .  
      Preferably the valves  16  are of a number and arranged so that they contact one another when in the closed position shown in  FIGS. 1 and 2 . The valves in this position each encroach onto the surface of the magnet  10  by approximately 20% of the radius of the magnet  10 . When the valves are in the open position shown in  FIGS. 3 and 4 , they are generally level with the outer periphery of the magnet  10 .  
      The valves  16  are preferably circular in plan view with the hole  20  in their centre, because such a configuration can produce as high as 30% more output from the engine compared with valves  16  of other shapes such as square or triangular. However, depending on the gauss rating of the magnets  10  and  12 , other shapes could be used to provide maximum output power. The circular shape causes a phenomenon that achieves more positive results in a power stroke, and also more positive outcome occurs in the differential between the inward and outward action of the valves.  
      The manner in which the magnetic flux produced by the magnet  10  is relocateed away from the magnet  12  is explained in more detail with reference to  FIGS. 4A and 4B .  
      In  FIG. 4A , which illustrates the situation when the valves  16  are moved out of registry with the magnet  10 , and the magnet  12  is undergoing the compression stroke, it can be seen that the magnetic flux produced by the magnet  10  is in the form of a dome  121 . It should be noted that because of the inclusion of the hole  18 , the nature of the flux produced by the magnet is somewhat different to a circular magnet which does not have the hole  18 . The dome  121  is slightly smaller than would be the case if the hole  18  was not present. Thus, the inclusion of the hole  18  slightly reduces the flux aura  121  in size and strength. A secondary aura is formed as a donut shape  122  around the hole  18  between the periphery of the hole  18  and the outer periphery of the magnet  10 .  
      In the power stroke, the secondary aura  122  creates a phenomenon which causes substantially more output on a magnet with a hole as opposed to a same gauss rating non-hole magnet, even though in the power stroke there is 10% less surface area exposed on each magnet due to the hole leaving less magnet surface area on the magnet  10 . The valves  16  and the magnet  10  also produce a radial aura  123 .  
      As the magnet  12  moves up towards the magnet  10  in the compression stroke, as is illustrated by  FIG. 4B , the valves  16  are moved to the position where they encroach on part of the magnet  10 , as has been previously explained. The movement of the valve  16  causes a relocateation of the magnetic flux which produced the donut shaped aura  122  away from the magnet  12  and generally into the aura  123  so as to thereby increase the size of the aura  123  beyond its original width. The size of the aura  121  is also further decreased. Thus, much of the magnetic flux produced by the magnet  10  is relocateed away from the direct vicinity of the magnet  12  to a more radial or peripheral position outside the magnets  10  and  12 , and therefore that aura has less repelling effect on the magnet  12  compared to that which existed when the valves  16  were in their outward position shown in  FIG. 4A . The additional distance by which the aura  123  has been increased is shown by arrow I in  FIG. 4B . Thus, according to the preferred embodiments of the invention, use of the element  16  distances the flux well away from the active area of the magnet  12  when in the compression stroke, thereby allowing a significantly reduced effort in the compression stroke. As it is noted with reference to  FIG. 4A , when the valves  16  are moved to their outward position, the original configuration of the flux aura is restored so that the flux aura is effectively relocated back to its original position thereby producing the greater magnetic repulsion to force the magnet  12  away from the magnet  10  and produce the power stroke. The increase in power supplied during the power stroke compared to that which is required to push the magnets together when in the compression stroke is thereby performed by relocating the magnetic flux from a position where it acts on the magnet  12 , as shown in  FIG. 4A , to a position where it has significantly less repulsion force on the magnet  12 , as shown in  FIG. 4B , thereby producing the power differential in the power stroke compared to that which is required to return the magnets to their point of minimum separation during the compression stroke, and thereby providing the power gain from the engine.  
      In the preferred embodiment of the invention, the discs  16  can contact the magnet  10  during the movement into their positions shown in  FIG. 4B , and effectively slide on the magnets  10 . As is apparent from  FIG. 4B , when the valves  16  are in their inward position, they effectively tap into the aura  122 , thereby drawing the aura  122  away from the position shown in  FIG. 4A  into the aura  123  as shown in  FIG. 4B . The large percentage of the flux above magnet  10  which is located in aura  122  is a phenomenon created by the hole in the magnet as described earlier, this powerful aura of flux now being positioned to the outer area of the magnet  10  allows the valves  16 , with their relatively short inward movement during compression mode, to have the ability to tap into this concentrated flux aura  122  and virtually transport all the effective flux in it to an outer location well away from the active area of the magnets  10  and  12  in compression mode, as shown in the now extended aura  123  by the arrow I in  FIG. 4B .  
      The outer diameter of the valves is also an important factor as it is used to distribute the mass in the valves away from the magnet  10  by a distance so the valves  16  do not absorb too much flux away from the magnets  10  and  12  when in the power stroke. The outside diameter should not be too large because the valves remain at the perimeter of the magnet  16  and in the magnetic flux of the magnet  16 , and it takes a moderate force to retract the valves from the compression stroke position shown in  FIGS. 3 and 4  back to the position shown in  FIGS. 1 and 2 . If the valves  16  extend beyond the magnetic flux of the valve, additional force is required to retract the valves into the position shown in  FIG. 1 , which reduces the output of the engine. The mass of the valves  16  should be such that the valves will absorb a significant quantity of the flux away from the first magnet  10  when the valves  16  are positioned in the position shown in  FIGS. 1 and 2 . Unnecessary placement of too much mass in the valves  16  in close proximity to the magnets can significantly reduce the gauss rating in the magnets by absorbing further flux in the power stroke, whilst having little, if any, effect on the compression stroke, which means a smaller differential and, in turn, a lower engine output. A circular valve has the best characteristics to distribute the mass where required in the operation of the engine.  
      The hole  20  in the valves  16  does not create any particular phenomena. The hole merely adjusts the distribution and quantity of the mass in the valves  16 .  
      The thickness of the valves  16  is another factor which should be taken into account when designing the valves  16  because the thickness of the valves  16  will determine the closest distance the magnets  10  and  12  are able to be brought together. This distance should be kept to a minimum because the major force produced is achieved when the magnets are as close as possible to each other at the start of the power stroke shown in  FIGS. 3 and 4 .  
      The valves  3  are preferably arranged in pairs, as will be described in more detail hereinafter, because the negative force required to retract the valves at the end of each compression stroke is reduced by about 30% compared to situations when each valve  16  is retracted individually. The positioning of the valves  16  in the compression stroke create the phenomenon which produces the power output and comprises three factors which create an exponential effect throughout the compression stroke. As previously explained, when the valves  16  are moved to the position shown in  FIGS. 1 and 2 , the valves  16  encroach an approximate distance of 20% of the radius of the magnet  10 .  
      The first positive effect is the absorbing of the magnetic flux present on the magnet surface beneath the area where the valves  16  have overlapped the magnet  10 . The flux beneath the valves  16  is virtually all absorbed by the valves and then transferred through the valves  16 . The valves  16  in turn become magnetised but the magnetism in the valves has no further effect on the action between the magnets  10  and  12  in the compression stroke, because the magnetisation of the magnets  16  does not present an opposite pole to the magnet  12 . Effectively, approximately 30% of the surface of the magnet  10  has been totally neutralised from having any opposing effect to the approaching magnet  12  in the compression mode. The end result is a smaller opposing surface area on the head magnet  10  to the approaching piston  12 .  
      The second positive effect is that because the magnet  10  has a diameter reduced by the intrusion of the valves  16 , it effectively provides a smaller magnet. Accordingly, the height of the magnetic field of the magnet  10  is reduced. The result being a lesser average opposing force in the height of the magnetic flux against the approaching piston  12 .  
      The third positive effect is created by the ferrous valve material replacing the 30% of the surface of the magnet  10 . This not only neutralises the effect of the magnetic flux on that area of the magnet  10 , but also it replaces the area with a ferrous mass that the approaching piston magnet is significantly attracted to, in turn, further countering the opposing magnetic forces between the magnets  10  and  12 .  
      The above three factors create a phenomenon which reduces the average force in the compression stroke down to approximately 30% of the power stroke.  
      It should also be noted that the inward horizontal movement of the valves  16  from the position shown in  FIGS. 3 and 4  to the position shown in  FIGS. 1 and 2 , occurs while the magnet  12  is at bottom dead centre (ie. furthest away from the magnet  10 ). This valve movement occurs under an attraction by the magnet  10  against the ferrous metal valves  16  which results in a positive force which can be harnessed as part of the overall output of the engine. The outward movement of the valve occurs at top dead centre, where the magnets  10  and  12  are at their closest. This retraction of the valves occurs under an opposing force by the pair of magnets acting on the ferrous metal valves. Due to the pair of magnets in this action being in close vicinity to each other, the outward force required to remove the valves is higher than the single magnet present on the inward travel referred to above. The differential between the inward and outward movement results in the outward movement requiring approximately 46% more force than the inward movement. The differential in energy required to operate the valves being a negative outcome, equates to 25% of the output produced by the power stroke.  
      Preferably the magnets have a circular form as previously described, so that the effect by the valves on the surface of the magnets is even. The holes  18  in the magnets  10  and  12  have two significant characteristics. The first is the presence of the hole in most magnets prior to the valves  16  being introduced between the magnets, even though the surface area is reduced, creates the phenomenon which the opposing force between two like magnetic poles is significantly greater than not having a hole in the magnets. This characteristic cannot be classed as contributing to the exponential effect of the magnetic engine, but only enhances the fact that less magnets and valves  16  are required for particular application to provide a given output requirement.  
      The basic difference of a magnet having a hole  18  over a magnet not having the hole equates to approximately 18% increase in the final output of the engine, due to the larger gauss rating of a holed magnet.  
      The hole becomes more significant when the interaction of the valves  16  is considered. The combination of the hole in the magnets  10  and  12  and the presence of the valves  16  provides a fourth significant phenomena which is created and which increases exponentially of the output of the engine. The presence of the hole does not effect the compression force but the output is increased significantly in the power stroke, resulting in a differential gain of the holed magnets over non-holed magnets by about 25%. The final output of the engine of a given magnet size, due solely to the holes, is approximately 43% more output. The phenomena which causes this advantage is due to the very prominent donut-shaped magnetic flux field which is created around the magnetic between the outer edges of the magnet and the edges of the holes  18  in the magnet. This flux field is in addition to the dome-shaped flux field over the entire magnet surface which both holed and non-holed magnets possess.  
      The magnets and the power stroke have a constant opposing force right through the power stroke of the engine. The magnets in the compression stroke, although far less, also have an opposing force from bottom dead centre until the magnet  12  reaches approximately 12% of the stroke from top dead centre, where a phenomenon occurs, which starts to lower the compression force rather than the obvious expected further increase. Up until this 12% point from top dead centre, the opposing force between the piston magnet  12  and the effectively reduced size of the magnet  10  in the compression mode, have been only counted by the attraction of the piston magnet  12  by the valves  16  which are now located between the magnets  10  and  12 . However, as the magnets reach the 12% from top dead centre, the valves  16  come under influence of a smaller flux which extends outward from the perimeter of the magnet  12 . The exposed area of the valves  16  outside the perimeters of the magnets  10  and  12  is then attracted to that magnetic flux. This additional attraction further counters the opposing force between the two magnets  10  and  12 , and the opposing force rapidly reduces until approximately 6% of the stroke before top dead centre. The opposing force then reverses to an attraction between the two magnets  10  and  12 , which contributes to the output of the engine.  
       FIG. 5  shows one embodiment of how the valves  16  are moved inwardly and outwardly between the position shown in  FIGS. 2 and 4 .  
      With reference to  FIG. 5 , as has been previously explained, the magnet  10  is mounted in the head (not shown) of the engine, and the head also supports the mechanism for operating the movement of the valves  16 . In this embodiment, the valves  16  are arranged in pairs and only one pair is shown for ease of illustration. The valves  16  are connected together by a web  22  which carries a stem  24 . The stem  24  is received in a sleeve  26  which is fixed in the head of the engine. The web  22  is also pivotally connected by a pivot pin  25  to a rod  28 . The other end of the rod  28  is pivotally connected by a pivot pin  29  to a rotating disc  30 . The disc  30  can be mounted in the head for rotation. The rotatable disc  30  has a lug  31  which is pivotally connected to a push rod  32 . The lug  31  is also connected to a spring  33 . The rod  32  is actuated by rotation of the crank shaft (not shown) of the engine so that it reciprocates back and forward in the direction of double-headed arrow C in  FIG. 5  in synchronism with rotation of the crank shaft. When the rod  32  moves upwardly in  FIG. 5 , the disc  30  is rotated in a counter-clockwise direction which pushes the rod  28  to the left in  FIG. 5  so that the stem  24  slides in sleeve  26 . This moves the two valves  16  outwardly of the magnet  10  so that they are just level with the periphery of the magnet  10  as shown in  FIG. 4 . When the rod  32  moves downwardly, the rod  28  is moved to the right in  FIG. 5 , thereby pulling the valves  16  inwardly to the position shown in  FIG. 5  and also  FIGS. 1 and 2 . Thus, as the engine cycles, the rod  32  is reciprocated back and forward in the direction of double-headed arrow C to push the valves  16  outwardly and then pull the valves  16  back inwardly between the positions shown in  FIGS. 2 and 4 .  
      As will be apparent from the above description, each pair of valves  16  is provided with its own rod  28 , stem  24  and sleeve  26 .  
      As is also explained above, the magnetic attraction of the magnets  10  and  12  tends to pull the valves  16  inwardly because of the magnetic attraction of those magnets and the ferrous material from which the valves  16  are formed. A spring  33  is provided for biasing the disc  30  to counter the natural attraction the magnets  10  and  12  exert over the valves  16 . This balances the magnetic force so that the valves  16  are effectively free-floating without any force upon them in the upward movement so the valves  16  can moved upon reciprocating movement of the rod  32  very easily. The energy which would otherwise retract the valves  16  inwardly towards the magnets  10  and  12  is therefore stored in the spring  33  and this energy assists in the movement of the valves  16  to the outermost position shown in  FIG. 4 . The energy stored in the spring  33  accounts for approximately 55% of the energy required to move the valves  16  to the outer position shown in  FIG. 4  and the short fall in energy is supplied from the engine.  
      The reciprocating movement of the rod  32  can be supplied from a cam (not shown) which operates from the crank shaft of the engine or by any other suitable linkage from the crank shaft of the engine.  
       FIG. 6  shows a further embodiment of the invention. In this embodiment, each pair of valves  16  is connected by a web  38  as in the previous embodiment. However, in this embodiment, a pair of guide rails  40  are provided which receive rollers  41  and  42  which are mounted on the valves so that the rollers, and therefore the web  38  and valves  16 , can move back and forward in the direction of double-headed arrow D in  FIG. 6 , relative to the guide rails  40 .  
      A cam plate  44  shown in  FIG. 7  is provided for moving the valves  16  back and forward in the direction of double-headed arrow D. The cam plate  44  has a peripheral cam edge  45  which is provided with an upstanding flange  46 . The upstanding flange  46  is received between the rollers  41  and  42  as shown by the dotted lines in  FIG. 6 . The cam plate  44  is mounted for rotation in synchronism with the rotation of the crank shaft of the engine so that as the cam plate  44  rotates, the flange  46  effectively pushes the rollers  41  and  42  back and forward as the contoured edge  45  of the cam plate  44  moves between the rollers during rotation of the cam plate  44 . Thus, the valves  16  are reciprocated back and forward in the direction of double-headed arrow D. A spring  33  is connected to the web  42  for countering the attraction the magnet  10  exerts over the valves  16  and which functions in exactly the same manner as the spring  33  described with reference to  FIG. 5 . Thus, once again, the spring  33  can supply some of the energy for moving the valves  16  as in the previous embodiment.  
      The advantage of the configuration shown in  FIG. 6  over that shown in  FIG. 5  is that  FIG. 6  merely rotates the cam  44  in one direction to effect the reciprocating movement of the valves  16 , whereas  FIG. 5  requires reciprocating movement of the rod  32  in order to produce the reciprocating movement of the valves  16 . Thus, in the embodiment of  FIG. 6 , less energy loss occurs. The embodiment of  FIG. 6  is more suited to a high-revving permanent running application where maximum output is the target.  
      FIGS.  8  to  12  show more detail of a first embodiment of an engine embodying the above principles.  
      The magnetic engines of the preferred embodiments will produce in each revolution an additional unit of energy similar to a combustion engine, but unlike a combustion engine, there is no limitation like speed at which the flame travels, pneumatic expansion, nor induction of elements. Therefore, engines according to the preferred embodiments of this invention are only restricted in revs by the strength of the mechanical components under centrifugal force, lubrication breakdown, etc, so as high a revs as possible is the target to achieve maximum efficiency until the production costs, maintenance and longevity ratio outweighs a high rev limit. Furthermore, there is one major factor that severely restricts the rev limit on the use of a conventional piston crank configuration. When the piston reaches each end of its stroke, it has to have ultimate valve movement take place, prior to any change in direction as the main output is produced at and near top dead centre. In a high revving engine of similar dimension to an average car engine, it is not mechanically possible to open and close the valves  16  in less than 35° of rotation for each direction of valve movement. To overcome this problem, the engines of the preferred embodiment require a dwell at top dead centre and bottom dead centre of 35° to allow full movement of the valves  16  to occur prior to any or only minimal stroke reversal from each end of the cycle. The arrangement employed in the present invention to achieve this result could also be employed in conventional internal combustion engines to result in much more of the power stroke of the engines occurring when the connecting rod of the engine is more appropriately aligned with respect to the crank shaft of the engine.  
      This also would reduce the steep cam ramps on high revving engines with the longer dwell and allow time for more complete burn of mixture for more power at the start of the power stroke.  
      With reference to FIGS.  8  to  12 , the engine according to this embodiment has four pairs of magnets  10  and  12  in twin sets of opposing banks.  FIG. 8  shows an end view in schematic form of the engine in top dead centre position in which connecting rod  50  is connected to big end  52  of the engine, which in turn is mounted for rotation on one of the crank pins  53  (see  FIG. 10 ) of the engine. Reference numeral  54  represents the main axel of the crank shaft of the engine and a circular cam  55  is connected onto the main axel  54  and forms a primary crank. The cam  55  is received inside secondary crank assembly  56 , as will be described in more detail hereinafter.  
      As is shown in  FIG. 8 , con rod bearing  58  attaches to gudgeon pin  59  (see  FIG. 9 ) which in turn couples to second magnet  12  which forms the piston of the engine. The gudgeon pin  59  is formed in a U-shaped transition section  60  between a pair of guide rails  62  fixed to the magnet  12 . The guide rails  12  guide reciprocating movement of the magnet  12  via bearings  63 .  
      As is shown in  FIG. 8 , the gudgeon pin  59  which is connected to the bearing  58  is offset to the left of centre line C of the crank assembly  51  when the magnet  12  is in the top dead centre position, which is offset by 2.6% of the crank stroke. As will be described hereinafter, the engine crank assembly  51  produces an elliptical path for the big end  52  due to the double crank action.  
      As shown in  FIGS. 10 and 10 A, the crank  51  has an end plate  64  at each end (only one shown). The secondary crank assemblies  56  are provided with recesses  65  and the cam  55  of each of the main axels  54  (only one shown in  FIG. 10 ) locates in each of the recesses  65 . Rotary power will be taken off from the main axels  54  of the crank assembly  51 .  
      The recesses  65  have an enlarged outer diameter portion  65   a.  A ring gear  70  is located in the enlarged diameter portion  65   a  and casing  64  carries a stem  71  through which axel  19  is journaled and the stem  71  is provided with a ring gear  72  which, as is best shown in  FIG. 11 , is eccentrically arranged with respect to the gear  70 .  
      As previously mentioned, the big end  52  of each con rod  50  mounted on a respective one of the crank pins  53  and which are 180° out of phase with one another as shown in  FIG. 10  when the crank rotates, a double orbit type rotation is produced by the meshing engagement between the gears  70  and  72 . The gears  70  and  72  have a gear ratio of 1.5 to 1 which causes the axel  54  and its attached primary crank cam  55  to turn three revolutions to every one revolution of the secondary crank assembly  56 . The interaction of the double crank configuration causes the crank assembly shown in  FIG. 6 , to not only rotate but during each cycle, the big end  18  follows a constant elliptical path as shown in  FIG. 12 .  
      This elliptical path produces the dwell of about 37° which is required to operate the engine and which is shown by the relatively flat upper and lower portions of the elliptical path shown in  FIG. 12 . The 37° of flat dwell is divided into 22° before top dead centre or bottom dead centre, as the case may be, and 150° after top dead centre and bottom dead centre, as the case may be. This flat dwell enables full movement of the valves  16  from the position shown in  FIGS. 1 and 2 , to the position shown in  FIGS. 3 and 4 , before the piston  12  attempts to move away or towards the piston  10 . This results in the magnetic flux being reduced in a manner previously described before the piston  12  commences movement towards the piston  10  in the compression stroke and, full retraction of the valves  16  back the position shown in  FIGS. 3 and 4  before the engine commences the power stroke in which the magnet  12  moves away from the magnet  10 . Thus, this results in the full magnetic power of the magnet  10  being available to push the magnet  12  away from the magnet  10  during the power stroke and for the power of the magnet to be fully reduced before the compression stroke commences. If sufficient dwell time is not provided to enable the valves  16  to move into and out of their operating positions before the piston  12  commences movement away from or towards the magnet  10 , then much of the power of the power stroke will be lost and a greater force in the compression stroke will be required, thereby greatly reducing the output power available from the engine.  
      The engine of FIGS.  8  to  12  operates by the connecting rod  50  pushing the second crank  56  in the power stroke of the piston  12 . As previously described, this causes the big end  52  which is connected on crank pin  53  to follow the elliptical path described with reference to  FIG. 12 . Rotation of the secondary crank  56  is imparted to the primary crank  55  by the meshing of the gears  70  and  72 . The meshing point of the gears  70  and  72  continually changes position in view of the eccentric arrangement of the gear  72  with respect to the gear  70 , in relation to the position of the big end  52  due to the 3 to 1 rotation ratio of the secondary crank  56  relative to the faster rotating primary crank  55 . The force acting on the secondary crank  56  is the prime drive action that turns the axel  54 , but during that action, the force next transfers to act against the primary crank  55 , then rotate the axel  54 . The primary crank  55  in half of its rotation, is either in the position of effectively having a direct push on its peak side by the big end  52 , and on the other half of rotation, the peak side is under a counter-levered push, continually using the contact point of the gears  70  and  72  as the hinging point. As explained above, the reason for the primary crank  55  is to produce the elliptical path which is followed by the big end  52 , which in turn produces the 37° of flat dwell at the top and bottom of the stroke of the magnet  12 .  
       FIGS. 12A  to  12 E show a sequence of drawings illustrating the rotation of the cam of this embodiment.  
      The primary crank  80  can be seen inside secondary crank  56  both relating in a clockwise direction. Primary crank  80  rotates faster than secondary crank  56 , due to the 1.5 to 1 ratio gears  70  and  72 , thereby creating the elliptical path of big end  52 .  FIG. 12A  shows the big end  54  at bottom dead centre with valves  16  at half way towards their closing position because the big end  52  is approximately half way through the  370  dwell.  
       FIG. 12B  shows valves  16  are fully inward and the compression stroke has commenced.  FIG. 12C  shows the pitch line through the big end  54  and axle  52  has reached 23° before top dead centre, this is the point where the piston magnet  12  has reached its closest point to head magnet  10  which also is the start of the dwell. At this point the valves  16  start to retract.  FIG. 12D  shows the pitch line between big end  54  and axle  52  is at 15° passed top dead centre, the end of the dwell, and the valves are fully retracted ready for piston magnet  12  to start the power stroke.  
      The arrangement of the present embodiment also has the significant advantage of producing the virtually flat big end path at each end of the stroke through the 37° of crank rotation as described above. This embodiment has a long dwell created by a long flat path from top dead centre onwards where the engine rotates without any downward piston movement. Therefore, significant degrees of rotation is achieved at the maximum force when eventual downward piston movement occurs, which will be far slower as a ratio of rotation to downward piston travel, to that of a conventional crank assembly. While the dwell at the sustained high force is occurring, the angle of push of the connecting rod  50  between the relation of the big end elliptical path shown in  FIG. 12  and the engine axel centre, is at a far more positive and faster increasing angle of push during this dwell than a conventional crank assembly at the same degrees of rotation. The combination of these two factors in the engine at the high end force far exceeds what occurs at the high end force in a conventional crank configuration. In turn, the output power produced by the engine is increased.  
      In more detail, the big end, according to the preferred embodiment of the invention, moves from top dead centre from 20° past top dead centre with virtually no downward piston movement (in reality a movement of about 1.3% of the stroke of the magnet  12  occurs) during that rotation. At 20° of rotation, the angle of push between the big end  52 , which is following the elliptical path, and the axel  54  has reached about 40°. At this point, the force the magnet  10  exerts on the magnet  12  is still at a maximum because the magnets  10  and  12  are still in the position shown in  FIG. 9  (ie. their closest position). A few degrees further on, the angle of push by the connecting rod  50  reaches the maximum angle of push, ie. 90° between the relationship to the path of the big end  18  and the engine axel  54 . At this point, the magnet  12  has only moved approximately 9% of its downward travel and the force is still at a high of approximately 50%. If this is compared to a conventional piston crank assembly, which does not reach its 90° angle of push until 60° of rotation at which the piston has moved 33% of its stroke, it can be seen that the force acting on the piston at that time is down to below 20% of the maximum force. Thus, the preferred embodiment of the invention produces a power stroke which begins to occur when the angle between the connecting rod  50  and the axel  54  is approaching a maximum at which maximum force can be delivered to rotate the crank.  
       FIG. 13  shows a still further embodiment of the invention in which like reference numerals indicate like parts to those previously described.  
      In this embodiment, the connecting rod  50  is replaced by a roller  80  which connects onto gudgeon pin  59  (as shown with reference to  FIG. 9 ) and a second cooperating roller  81 .  
      It should be noted in  FIG. 13  that two sets of magnets  10  and  12  are shown. One in the top dead centre position and the other in the bottom dead centre position. Additional sets of magnets  10  and  12  could also be included. In the arrangement shown, four sets of magnets  10  and  12  could be provided, with the other two being opposite the two shown in  FIG. 13 . Additional sets could be interposed between those four if desired.  
      A cam plate  82  is connected onto the rotary axis  83  of the engine to provide output rotary power. The plate  82  has an edge profile  85  with an upstanding rim  84  which is received between the rollers  80  and  81 . As the pistons  12  move in reciprocating motion in the direction of double-headed arrow D, the cam plate  82  will be rotated, for example in the direction of arrow E, to provide output rotary power.  
      In this embodiment two cycles of the magnet  12  are required for each revolution of the cam plate  82 . In the compression stroke in the direction of arrow E, the lower side of cam  82  pushes up against roller  80 , lifting magnet  12  to top dead centre at cam peak. The valves are then retracted as the roller  80  rolls of the left side of the cam peak. The force generated by the downward movement of piston  12  rotates cam  82 .  
      As is apparent from the configuration of the flange  84 , which has flat portions which are engaged by the rollers  80  when in the top dead centre and bottom dead centre position, the flat dwell of 35° is again provided to enable the valves  16  to move to their operating positions before the compression stroke or power stroke of the magnet  12  commences.  
      This embodiment of the invention provides a mechanical advantage. This advantage is achieved over a conventional crank configuration. The mechanical actions operating in this embodiment create two factors which, combined, create a significant increase in output above what is achievable in a conventional crank configuration.  
      The advantage above a conventional crank configuration is caused by a prolonged distance of rotation of the cam  82  pitch circle while at a higher average level of force.  
      The factors which cause the mechanical advantage are demonstrated in  FIG. 13A . In this diagram, the top section of the cam  82  and one actuator assembly with roller  80  is shown central above the top dead centre. There are three silhouettes of roller  80  identified as  80   a ,  80   a  and  80   c , they are positioned at various degrees to the left of roller  80 . These three silhouettes represent the downward movement of roller  80  in relationship to the cam  82 , while the cam rotates passed the vertical position of the actuator as shown in this diagram.  
      The first factor is that the maximum mechanical angle of push by bearing  80  against cam  82  can be achieved soon after top dead centre. An example is shown in  FIG. 13A, 80   a  is at the start of downward travel, arrow F indicates that 10° rotation of cam  82  has taken place between roller  80   a  and  80   b  and arrow G indicates an angle of push off which has been achieved, this is approximately 50% of the ultimate mechanical angle compared to a conventional crank which only achieves around 15° at that point.  
      This advantage of three to one over a conventional crank is still at approximately two to one when the main force has reduced to 25%, therefore achieving a major advantage throughout the high force range of power stroke.  
      The second factor is that the pistons downward travel in this embodiment compared to a conventional crank, is greatly retarded when comparing it to the rotation travel the pitch of cam  82 , the pitch being the contact point of the roller  80  and outer surface of cam  82 , and that pitch being the equivalent of the big end pitch circle of a conventional crank. In a conventional piston crank relationship, the piston moves downward approximately one and a third to one of big end travel around the pitch circle. In this embodiment, the piston in the higher range starting from top dead centre, its relationship is reverse, the piston can move less than half the cam  82  pitch circle. This is indicated in  FIG. 13A .  
      Arrow H indicates the pitch circle line of top dead centre, arrow I indicates the vertical distance of travel piston  12  has moved roller  80  downward from  80   d  to  80   c  position. Arrow J indicates the distance roller  80  has travelled around the cam  82 , pitch circle. In this diagram piston has moved downward 2½mm and roller  80  has moved 6 mm.  
      The combination of the two above described factors occurring in the higher range of force creates the mechanical advantage over a conventional crank configuration. There is only one sacrifice in the action of this embodiment in  FIG. 13 , the inward movement of roller  80  reduces the leverage distance from axle centre  83 , this is only a minor reduction, where over the effective average force range can be as little as 10% reduction compared to the approximate doubling of force angle and simultaneously having in the deterioration speed of piston  12  force.  
       FIG. 14  shows a still further embodiment of the invention which is somewhat similar to the embodiment described with reference to  FIG. 13 . However, in this embodiment, the fixed magnets  10  are located radially inwardly and are mounted on rotating frame  100  which in turn is mounted to fixed axel  102 .  
      Rollers  80  which mount on gudgeon pins  56  engage flange  110  of cam plate  120 . The roller  80  rolls on surface portion  111  of the cam surface  110  and then up ramp portion  112  in compression until top dead centre is reached. The magnets  10  and  12  are held together as the roller  80  moves along plateau portion  114 , creating the cam dwell for the valves  16  to open and close in the manner previously described. Full power stroke is then produced during the down ramp portion  115  by the stored centrifugal force from the compression combined with the force of the moving piston  12  in the power stroke mode of the engine, until the roller  80  engages cam portion  116 , which again provides a dwell of 35°. The sequence of operations then repeat themselves. In the embodiments shown, the cam plate  120  is provided with three sets of cam surface portions  111 ,  112 ,  114 ,  115  and  116 . Whilst only two sets of magnets  10  and  12  have been shown, additional sets can obviously be included in this embodiment as in the previous embodiment.  
      The cam track of this embodiment produces one revolution of the frame  100  and output axel  102  for three cycles of each of the magnetic pistons  12 . The operation of this embodiment is unlike the embodiment of  FIG. 13  as it provides no gain through a mechanical advantage and the output directly relates to the output of the magnets  10  and  12 .  
      The embodiment of  FIG. 14  provides an engine with a lower rev range capability, due to the output shaft revolving only once for each three cycles of the magnetic piston  12 . This low rev range accompanied by high torque would suit applications of low rev engines, therefore either not needing a gearbox of, if so, a less number of gear sets, thereby making the engine more cost effective than those of the previous embodiments. This embodiment would suit applications of intermittent use as, because of its design, it would be made far cheaper, to suit a shorter working life application than the engines of the previous embodiments. In this embodiment, the entire internal area of the engine, including the magnets  10  and  12  revolve with the axel. Apart from the head, all that remains of the assemblies of the magnets  10  and  12  run around the outer stationary cam plate  120  or under the more desired compression, for reciprocating components. This is due to the constant centrifugal force acting on the magnets  12 . This embodiment therefore only requires a light central rotating frame  100  to locate the magnets  10 ,  12  against and in line with the surface of the cam plate  110  which takes most of the load. The components, due to most of the reciprocating parts being always under compression, can be lighter and made of cheap basic non-ferrous materials which are required in the close vicinity to the magnets  10  and  12 , no fly wheel is required as the whole rotating assembly acts as a fly wheel. No return spring assembly or twin big end roller assembly, as in the embodiment of  FIG. 13 , is required to arrest the change in direction of the piston assemblies at top dead centre or bottom dead centre because centrifugal force will at all times keep the magnet assemblies pushed against the outer surface of the cam plate  110 .  
      This embodiment also enables maximum efficiency to be obtained by positioning the magnets  10  and  12  as close as possible at top dead centre. In the engines of the previous embodiments, due to wear which may take place in bearings, etc, it may be necessary to provide periodical adjustment if a closed tolerant specification has been adopted. The present embodiment does not require that type of maintenance and therefore gives the engine an additional characteristic which goes with the fact that it can be produced as a cheap intermittent use engine.  
      In the three above engine embodiments the two methods of activating the valves  16  shown in  FIGS. 5 and 6  are adaptable to each. In each case, the appropriate method is dependent on the rev range, efficiency and production cost chosen.  FIG. 5  preferably is driven by a cam positioned central to the central axis of each engine embodiment, in the case of the first and second engine, FIGS.  8  to  12  and  FIG. 13 , a rotary cam, is used and in the case of the third engine,  FIG. 14 , a stationary cam.  
      The second method of actuating the valves,  FIGS. 6 and 7 , also is adaptable to the three engine embodiments, in the same format as described above.  
      FIGS.  15  to  25  show a further embodiment of the invention which is based on a rotary principle rather than a reciprocating principle as in the earlier embodiments. FIGS.  15  to  18  illustrate the principle of this embodiment. Like reference numerals indicate like parts to those previously described.  
      In this embodiment, a power disc  200  is provided which is mounted for rotation about its central axis. The power disc  200  has a plurality of teeth  201  formed about its periphery. A permanent magnet  10  is arranged at a peripheral point of the power disc  200  and fixed stationary. Valve discs  202  are provided for rotation about their axes and are arranged between the power disc  200  and the permanent magnet  10 . As can be seen clearly in  FIG. 15 , the discs  202  have a peripheral portion which overlaps the magnet  10 .  
      The power disc  200  is shown in more detail in  FIG. 19  and the teeth  201  can be seen in more detail. Each of the teeth  201  comprises a generally elongate segment at the periphery of the power disc  200  which has a leading edge  204  and a trailing edge  205 . The leading edge  204  and the trailing edge  205  are convex semi circular in shape and have the same radius as the magnet  10  so that the profile of the leading edge  204  and the trailing edge  205  exactly matches the circular profile of the magnet  10 , as can be clearly seen in  FIG. 15 .  
      The dimensions of the power disc  200  and the valve discs  202  are determined by the amount of encroachment needed by the valve discs over the head magnet  10  to obtain maximum efficiency. The tooth  201  has to be long enough so that after the tooth has completed its power stroke, being 6 mm further after it passes across the magnet  10 , so that its trailing edge  205  then does not reach the edge of the magnet  10  which is start of withdrawal until the distance has passed that is needed to rotate the valves into their engaged position. The distance in the embodiment is 60 mm.  
      As is shown in  FIG. 20 , each valve disc  202  is provided with three arrays of valves  16   a ,  16   b  and  16   c . Each array includes five valves  16  formed from ferromagnetic material as in the earlier embodiment.  
       FIG. 21  is an enlarged view of part of the illustration in  FIG. 15  showing the overlap of the valve discs  202  to the magnet  10  and also the disposition of the power disc  200 . It should be understood that only part of the power disc  200  is shown because of its relative size compared to the magnet  10  and the valve discs  200 .  
      Returning to  FIG. 15 , the diameter of the power disc  200  is approximately twice the diameter of the valve discs  202 . The power disc  200  is rotated at approximately half the rotary speed of the valve discs  202  which results in approximately the same linear speed at the periphery of the discs  200  and  202 . Preferably, the entire power disc  200  is made from ferromagnetic material but, in other embodiments, only the teeth  202  could be made from ferromagnetic material if desired. The valve discs  202  are made from non-ferrous material and, as previously mentioned, the valves  16  are formed from ferromagnetic material as in the previous embodiment. In FIGS.  15  to  18 , it should be understood that only one tooth  201  is specifically shown, and one array of valves  16  is shown on the valve disc  202  simply for ease of illustration. In  FIG. 15 , the tooth  201  is about to encroach over the magnet  10 , and this produces the power stroke of the engine. At this point, the valves  16  on the discs  202  are some distance away from arriving over the magnet  10 . The attraction of the tooth  201  to the magnet  10  starts a few millimetres before the tooth  201  reaches the magnet  10 .  
       FIG. 16  shows the power disc  200  has rotated, so that the tooth  201  is now over the head magnet  10  by approximately 6 mm where the attraction of the tooth  201  towards the magnet  10  ceases. The attraction of the power disc  200  from the position shown in  FIG. 15  to the position shown in  FIG. 16  produces the power stroke of the engine. As can be seen in  FIG. 16 , the valves  16  are about to enter over the magnet  10  to facilitate movement of the tooth  201  away from the magnet  10 .  
      As shown in  FIG. 17 , the valve discs  202  have been rotated so that the valves  16  now overlap the magnet  10  and the power disc  200  is in position where the trailing edge  205  is about to arrive at the magnet  10 . In this position, the valves  16  fully encroach over the magnet  10  and cause a relocateation of the flux of the magnet  10  similar to that which has been described with reference to the embodiment of FIGS.  1  to  14 . The relocateation of the flux away from the tooth  201  neutralises approximately 70% of the force that would normally act against withdrawal of the tooth  201  away from the magnet  10  (or in other words, continued rotation of the power disc  200  in the direction of arrows A in  FIGS. 15 and 17 , so as to move the tooth  201  away from the magnet  10 ). Thus, the amount of attraction produced by the magnet  10  which pulls the tooth  201  towards the magnet is greater than the attraction on the tooth  201  when the tooth passes over the magnet  10  and begins to leave the magnet  10 , thereby providing net force or power in the direction of arrow A in  FIGS. 15 and 17  to drive the disc  200  and to produce an output from the engine.  
      In  FIG. 21 , it can be seen that a large area of the perimeter of the magnet  10  is not covered by the valves  16  during the operation of this embodiment. In this embodiment where the tooth is withdrawn across the same plane as the surface of the magnet  10 , this exposed section of magnet perimeter is under the trailing edge  205  of the tooth  201 , and there is little resistance during the early stage of withdrawal of the tooth trailing edge  205  as it moves from the rear edge of the exposed magnet  10  until the trailing edge  205  reaches approximately halfway across the magnet  10 . Any gain which would be achieved by placing valves  16  on the exposed areas of the magnet  10  would not be cost effective because complicated components would be required. The resistance to movement of the tooth  201  away from the magnet  10  starts to escalate at approximately halfway across the magnet  10 . However, the tooth  201  is over the area of the magnet  10  where the perimeter of the magnet is fully covered by the valves  16 .  
      As the power disc  200  continues to rotate and the tooth.  201  moves away from the magnet  10 , as is shown in  FIG. 18 , one of the valves  16 ′ on each of the valve discs  202  is left covering part of the surface of the magnet  10 . The purpose of this valve  16 ′ is to neutralise the influence of the flux behind the rear of the tooth  201  which would otherwise further add to the negative withdrawal force needed to remove the tooth  201  from the proximity of the magnet.  
      The two trailing valves  16 ′ also leave the magnet still position clear and behind the tooth  201 , as can be seen in  FIG. 18 . These valves  16 ′ also leave the magnet under attraction by the magnet  10 . Because the tooth  201  is in withdrawal mode away from the magnet  10 , a negative force is created. The magnetic force needed to withdraw the two trailing valves  16 ′ is slightly more than the positive force at which the two trailing valves  16 ′ entered. This differential is approximately 5% of the engine power stroke, and this loss is less than the reciprocating embodiment described with reference to FIGS.  1  to  14  which produce an operational loss of about 25% due to the need to move the valves  16  during reciprocating movement of the magnets in the embodiments of FIGS.  1  to  14 .  
      The other four valves  16  in each array of valves all enter the area of the magnet  10  while first passing under the inner area of the power disc, then between the magnet  10  and the tooth  201  of the power disc  200 . All the surfaces of the power disc are ferromagnetic which has the effect of neutralising any attraction the magnet  10  would normally have to the valves  16 , so the valves  16  enter onto the magnet  10  with zero effect on output.  
      When the four valves  16  leave the surface of the magnet  10 , they also leave between the surface of the magnet  10  and the tooth  201 . As is seen in  FIG. 21  where only one valve  16  is partially withdrawn, the same neutralising effect on the flux is present, therefore there is zero effect on output during withdrawal of these valves  16 .  
      This additional gain by the saving in valve operation in this embodiment is responsible for the increase in efficiency of the engine of this embodiment which totals approximately 70% as opposed to the 50% of the previous embodiment.  
      An additional phenomena which needs to be addressed in the operation of the present embodiment is that on entry into the magnet  10 , each trailing valve  16  has to have a gap of approximately 0.4 mm between it and the valve  16  that it follows. If not, on entry to the magnet  10 , the preceding valve, already in contact with the magnet  10  will become magnetised which, in turn, would magnetise a trailing valve which, in turn, would neutralise the attraction to the magnet  10  by the valve, and this scenario if not addressed would cause an overall power loss of about 15%. The operational length of the tooth  201  measured along its pitch circle  207  (see  FIG. 19 ) occupies a distance of approximately 32°. A gap between teeth of approximately half of the magnet diameter is preferred behind the central point on the trailing edge  205  of the tooth  201  so the next approaching tooth entering onto the magnet  10  is not influenced by the magnetised material of the previous tooth  201  and valves  16 , which would cause a loss of output in the approaching tooth  201 .  
      As is apparent from a consideration of  FIGS. 19, 20  and  21 , the power disc  200  has six teeth  201  and each valve disc has three arrays,  16   a ,  16   b  and  16   c  of valves  16 . As the power disc  201  is twice the diameter of the valve discs  202  and rotates at half the speed of the discs  202 , each valve array on the valve disc  202  arrives over the head magnet  10  with two of the teeth on the power disc  200  during one revolution of the power disc  200 . As is also apparent from these figures, and also FIGS.  15  to  18 , the spacing of the arrays  16   a ,  16   b  and  16   c  is such that as each tooth  201  arrives at the magnet  10 , one of the arrays  16   a ,  16   b  and  16   c  on each of the discs  202  interacts with the tooth  201  and magnet  10 , as shown in FIGS.  15  to  18 .  
      FIGS.  22  to  25  show in more detail an embodiment of an engine according to the principles of FIGS.  15  to  21 .  
       FIG. 22  is a cross sectional view through the operating parts of the engine. The engine includes a main output shaft  250  from which rotary output power will be provided from the engine. The shaft  250  carries a bull wheel disc  251  which in turn mounts an outer ring gear  252 . A first axle  253  carries a pinion gear  254  which meshes with the internal teeth of the ring gear  252 . A second axle  255  carries a pinion gear  256  which meshes with a further ring gear  257  mounted to the disc  251  radially inwardly of the ring gear  252 . A third axle  256   a  also carries a pinion  257   a  which meshes with a ring gear  258  mounted further radially inwardly on the disc  251 . Thus, in the embodiment shown in  FIG. 22 , two banks of powered disc assemblies D and E of the type shown in FIGS.  15  to  18  and  21  are provided. Stationary webs  260  are fixed to outer engine frame or casing  270 , and each mount a respective permanent magnet  10  of the banks D and E. The axles  255  and  256   a  each mount one of the valve discs  202  of each bank D and E. The axle  253  mounts the power discs  200  of each bank D and E which are to be associated with each of the respective pairs of respective valve discs  202  and the permanent magnet  10 .  
      Additional banks could also be added by simply adding further webs which mount additional permanent magnets  10 , and additional valve discs  202  on the axles  255  and  256   a  and additional power discs  200  on the axle  253 .  
      As is described above, each of the banks D and E is shown to include only a single power disc  200  together with its associated pair of valve discs  202  and permanent magnet  10 . However, as is shown in  FIG. 23 , each of the banks may include an array of power disc assemblies, each formed by a magnet  10 , a pair of valve discs  202  and a power disc  200 . In order to provide the array, a plurality of the axles  253 ,  255  and  256   a  are arranged circumferentially about the disc  251  for mounting each of the assemblies of the array, as is shown in  FIG. 23 .  
      In the preferred embodiment, a total of 16 assemblies could be mounted peripherally around the disc  251 . As is shown in  FIG. 23 , the middle assembly labelled B in  FIG. 23  overlaps with the other two assemblies, and in order to provide for this overlapping relationship, assembly B (and the other second assembly) are set back approximately 5 mm from the assemblies on each side of that assembly.  
      The power discs  200  are rotated in the manner previously described to produce the net output because of the increased attraction of the teeth  201  towards the magnet  10  as the teeth approach the magnet  10 , compared to the attraction which occurs when the teeth  201  move away from the magnet  10  in view of the disposition of the valve  16  over the magnet  10  in the latter movement. Thus, a net output is provided to each of the power discs  200  which rotates the discs  200  to thereby rotate the respective axles  253 . Rotation of the axles  253  rotates the pinions  254  which in turn drives the ring gear  252 , and therefore the disc  251  to rotate the output shaft  250  to thereby provide output rotary power from the engine. Because the pinions  256  and  257   a  also mesh with ring gears  257  and  258  which are fixed onto the disc  251 , the valve discs  202  are rotated in time with the discs  200  so as to overlap the valves  16  with the magnets  10  in synchronisation with the teeth  201 , as described with reference to FIGS.  15  to  18 .  
      The valve disc  202  and the power disc  200  are the components which determine the engine rev limit because the perimeters of these discs are moving at approximately four times the speed of the pinion and ring gears. Due to the light weight of the discs  201  and  202 , and their relatively small diameters, high rpm capabilities exist. Because the rotary speed of these components may exceed practical working speeds of conventional teeth on pinion and ring gear sets, problems could arise due to the deep penetration of conventional interconnecting gear teeth, which at extremely high speeds could produce problems with lubricant, for example, hydraulic lock due to excess lubricant not being able to be dispersed quick enough. The gears in this embodiment have extremely large gear ratios of around 16:1 which approach borderline mechanical efficiency with such gear drives and could cause undue wear. For these reasons, purpose designed gear teeth are preferred in the pinion gears and ring gear sets previously described.  
       FIGS. 24 and 25  show an embodiment of the preferred teeth configuration of the ring gears  252 ,  257  and  258 , and also the pinions  254 ,  256  and  257   a . In  FIG. 24 , the ring gear  252  is shown. The ring gear carries gear teeth  275  which are arranged in three rows, as shown in  FIG. 24 . More rows could be provided if desired. The corresponding pinion gears have corresponding rows of teeth. The three rows are one third the height of a conventional tooth of the same pitch. In a conventional gear tooth, principle meshing of the gears involves deep interlocking of the teeth, which allows a long duration of rolling action between the teeth as this contact continues until the next interconnecting pair of teeth come into contact, therefore providing a smooth transition as there is continual contact. With the short teeth  275 , more of a simple nudge is provided rather than the conventional rolling interlock, which is more ideal for high speed operations. The three rows of teeth  275  shown in  FIG. 24  are staggered one third of a tooth width back from each other, and this arrangement results in a three stage transition of rotary motion from the pinion gears to the ring gears. The combination of the three stage transition and the shorter rolling duration caused by the shorter tooth length results in a smooth transition between the pinion gears and the ring gears equivalent to conventional gearing. In this embodiment, lubrication for the pinion gears or ring gears may be provided through the centre of the pinion gears and to overcome possible hydraulic lock, the lubricant quality could be metered. The lubricant would enter the tooth surface through a multi array of ports dotted over the gear teeth surfaces and centrifugal force would propel the lubricant onto the corresponding ring gear teeth as the teeth start to come into mesh with the pinion gears.  
      In the embodiment of FIGS.  15  to  25 , electrical eddy currents may be produced in the teeth  201  as they pass the magnets  10 . This could cause losses in the output from the engine. This phenomena is somewhat similar to that which occurs in electrical motor armatures. In order to avoid this phenomena producing a detrimental effect on the output from the engine, the teeth  201  could be laminated so as to break up the eddy currents into very small currents, thereby minimising any loses. In the embodiment of  FIGS. 14 and 15 , the magnet  10  preferably has a diameter of about 32 mm and the ring gear  252  may have a size of about 500 mm. The main advantage of the configuration shown in FIGS.  15  to  25  is the higher efficiency of the engine compared to that in the previous embodiments.