Beltless drive system using magnetic coupling

Abstract

A beltless drive system (30) for power transmission, including a primary driving component (16) having a primary driving shaft (36B) which is configured to rotate a primary magnetic coupler (36); and, a secondary driven component (18) having a secondary driven shaft (38B) configured to be rotated by a secondary magnetic coupler (38) Each of said primary and secondary magnetic couplers (36, 38) include a plurality of spaced apart magnets (36C, 38C), such that upon rotation of said primary driving component (16), power is transmitted via said primary and secondary magnetic couplers (36, 38) to thereby drive said secondary driven component (18). At least one of the couplers (36, 38) includes a housing (41) which is substantially made of a resilient material such as rubber or urethane, and the plurality of spaced apart magnets (36C, 38C) are entombed or embedded within the housing (41).

Description

Field of the invention

[0001] The present invention relates to a magnetic coupling apparatus and system for driving one or more components of an engine.

[0002] The present invention additionally or alternatively relates to improvements in magnetic gears and magnetic coupling. Background of the invention

[0003] The reference in this specification to any prior publication (or information derived from it), or to any matter which is known, is not, and should not be taken as, an acknowledgement or admission or any form of suggestion that that prior publication (or information derived from it) or known matter forms part of the common general knowledge in the field of endeavour to which this specification relates.

[0004] Presently, most engines currently use a conventional belt system to drive the other components of the engine. The other components may include the water pump, the alternator, the air conditioning compressor, the power steering pump, and / or other accessories. Such an engine is commonly used in maritime, industrial, agriculture, mining, transport, and / or machinery.

[0005] In Figure 1, an example prior art drive belt system (20) is shown, including a driveshaft or crank shaft (11) to drive the other components (12, 13, 14, 15) of an engine (10). Particularly, the belt system (20) includes a belt (26), a drive pulley (22) and, one or more idler pulleys (27). The drive pulley (22) is connected to the crank shaft (11) and engaged to the belt (26), and the one or more idler pulleys (27) are engaged to the belt (26). Each of the one or more idler pulleys (27) is further adapted to either be connected to the other components (12, 13, 14, 15), or, be used as a belt tensioner. During operation, the belt system (20) transmits drive from the crank shaft (11) to the other components (12, 13, 14, 15) of the engine (10).

[0006] However, there are issues with these prior art belt systems. One issue is that there is a substantive amount of energy lost from the friction between the pulleys and the belt, resulting in the engine consuming a larger amount of energy and fuel to operate the drive belt system.

[0007] Another issue is that the serpentine belt may accidentally break from the prolonged use of the drive belt system. When broken, the engine cannot function since the other components, which are adapted to cool / steer the engine, or, charge the battery, cannot be driven without the belt.

[0008] Further, a broken belt is not easily changeable, and typically requires a qualified professional, such as a mechanic, to do so. As a result, a broken belt may cause unnecessary downtime for belt systems used in engines for industry, agriculture and mining, as well as accidentally stranding for belt systems used in engines for maritime. In addition, a broken belt may require calling a tow truck or mechanic, for belt systems used in engines fortransport, which incurs unnecessary additional costs / time to the driver.

[0009] Thus, it is desired to address or ameliorate one or more disadvantages or limitations associated with the prior art, or to at least provide a useful alternative. Summary of the invention

[0010] In a broad form, the present invention provides a beltless drive system for power transmission, including: a primary driving component having a primary driving shaft which is configured to rotate a primary magnetic coupler; and, a secondary driven component having a secondary driven shaft configured to be rotated by a secondary magnetic coupler, wherein each of said primary and secondary magnetic couplers include a plurality of spaced apart magnets, such that upon rotation of said primary driving component, power is transmitted via said primary and secondary magnetic couplers to thereby drive said secondary driven component, wherein at least one of the couplers includes a housing which is substantially made of a resilient material such as rubber or urethane, wherein the plurality of spaced apart magnets are entombed or embedded within the housing.

[0011] Preferably, at least one of said couplers is configured as a bevel-shaped coupler.

[0012] Preferably, said bevel shaped coupler is substantially of frustro-conical shape.

[0013] Preferably, said bevel-shaped coupler includes a pitched coupling surface having the plurality of spaced apart magnets.

[0014] Preferably, said bevel-shaped coupler includes slotted portions that are adapted to receive the stepped portions of the plurality of spaced apart magnets therewithin.

[0015] Preferably, said stepped portions are tapered to be insertable into the corresponding shaped slotted portions of the bevel-shaped coupler.

[0016] Preferably, the tapered stepped portions of the magnets are removably securable to the corresponding shaped slotted portions of the bevel-shaped coupler via an interference or friction fit.

[0017] Preferably, at least one of said couplers further includes a backing plate to secure the stepped portions of the plurality of spaced apart magnets within the slotted portions of the bevel-shaped coupler.

[0018] Preferably, the housing is adapted to secure the stepped portions of the plurality of spaced apart magnets within the slotted portions of the bevel-shaped coupler.

[0019] Preferably, said magnets are either embedded within or outwardly extend from said pitched coupling surface.

[0020] Preferably, said pitched coupling surface is disposed at 45 degrees or any other desired angle.

[0021] Preferably, during overload, said magnets of one of said bevel-shaped couplers are adapted to slip past said magnets of another of said bevel-shaped couplers.

[0022] Preferably, the beltless drive system further includes a spring mechanism configured to adjust the position the primary and secondary magnetic couplers based on the mass or load that is attached to the primary and secondary shafts.

[0023] Preferably, during overload, said housing of said primary coupler engages said housing of said secondary coupler, at certain mass or load ranges.

[0024] Preferably, each of said primary and secondary shafts are angularly disposed relative to each other.

[0025] Preferably, said primary and secondary shafts are disposed at 90 degrees or any other desired angle.

[0026] Preferably, the housing of said coupler is substantially star-shaped.

[0027] Preferably, during overload, the housing of one of said couplers engages the housing of another of said couplers.

[0028] Preferably, during overload, the teeth portions of the housing of one or said couplers engages the teeth portions of another of said couplers.

[0029] Preferably, during overload, the housing of the one of said couplers continues to drive the housing of the other of said couplers, with mechanical friction forces.

[0030] Preferably, during overload, said magnets of one of said couplers are adapted to slip past said magnets of another of said couplers, at certain torque ranges.

[0031] Preferably, during overload, the teeth portions of the housing of one or said couplers slip past the teeth portions of another of said couplers, at certain torque ranges.

[0032] Preferably, one or more of said magnets are in the form of diamond shaped prisms, oblong shaped prisms, circular shaped prisms, arrow shaped prisms, tree shaped prisms, and / or other suitable shapes.

[0033] Preferably, said coupler include one or more protruding plates.

[0034] Preferably, the housing of said coupler is substantially made of plastics, polymers, Teflon and / or other low coherent of friction materials.

[0035] Preferably, the housing of said coupler is substantially made of rubber and / or other high coherent of friction materials.

[0036] Preferably, at least one of said primary and secondary magnetic couplers is configured as a magnetic gearbox arrangement coupler, which includes: a sun gear connected to a first shaft; and a planetary ring gear surrounding the sun gear, wherein each of the sun gear and the planetary ring gear include a plurality of magnets.

[0037] Preferably, the sun gear and the planetary ring gear are adapted to rotate in same directions, via said magnets of the sun gear and the planetary ring gear.

[0038] Preferably, the magnetic gearbox coupler further includes one or more planet gears, each positioned intermediate the sun gear and the planetary ring gear, wherein each of the one or more planet gears include a plurality of magnets.

[0039] Preferably, the sun gear and the one or more planet gears are adapted to rotate in opposite directions, via said magnets of the sun gear and the one or more planet gears, and wherein the one or more planet gears and the planetary ring gear are adapted to rotate in same directions, via said magnets of the one or more planet gears and the planetary ring gear.

[0040] Preferably, during overload, said magnets of one of said gears of the magnetic gearbox arrangement coupler are adapted to slip past said magnets of another of said gears of magnetic gearbox arrangement coupler.

[0041] Preferably, during overload, the housing of one of said couplers engages the housing of another of said couplers.

[0042] Preferably, the sun gears, planet gears and / or planetary ring gear include a gear housing which is substantially made of a resilient material such as rubber or urethane, and wherein the plurality of spaced apart magnets are entombed or embedded within the gear housing.

[0043] Preferably, the gear housing of said coupler is substantially star-shaped and / or includes teeth portions.

[0044] Preferably, during overload, said gear housing of one of said gears of the magnetic gearbox arrangement coupler engages said gear housing of another of said gears of magnetic gearbox arrangement coupler.

[0045] Preferably, during overload, said gear housing of the one of said gears of the magnetic gearbox arrangement coupler continues to drive said gear housing of the other of said gears of magnetic gearbox arrangement coupler, with mechanical friction forces.

[0046] Preferably, the sun gear and / or the one or more planet gears are in the form of round aerodynamic gears.

[0047] Preferably, the ratio of the number of said magnets of one of said gears of the magnetic gearbox arrangement coupler is non-proportional or abstract to the number of said magnets of another of said gears of the magnetic gearbox arrangement coupler.

[0048] Preferably, the primary driving shaft and the secondary driven shaft rotate in opposite directions.

[0049] Preferably, the primary driving shaft and the secondary driven shaft rotate in the same direction with respect to their primary driving component and secondary driven component.

[0050] Preferably, the beltless drive system further includes: an intermediate magnetic coupling idler, positioned intermediate to said primary and secondary magnetic couplers, whereby, upon rotation of said primary driving component, power is transmitted from said primary magnetic coupler via said intermediate coupler to said secondary magnetic coupler, to thereby drive said secondary driven component.

[0051] Preferably, the primary driving shaft and secondary driven shaft rotate in same directions.

[0052] Preferably, the primary driving component is a crankshaft, a motor, a turbine, or other drive component.

[0053] Preferably, the primary driving shaft is connected to a harmonic balancer magnetic coupling device.

[0054] Preferably, the secondary driven component is any one or combination of: a water pump; an alternator; an air conditioning compressor; a power steering pump; or another accessory that is used in an engine.

[0055] In a further broad form, the present invention provides a beltless drive system for power transmission, including: a primary driving component having a primary driving shaft which is configured to rotate a primary magnetic coupler; and, a secondary driven component having a secondary driven shaft configured to be rotated by a secondary magnetic coupler, wherein each of said primary and secondary magnetic couplers include a plurality of spaced apart magnets, such that upon rotation of said primary driving component, power is transmitted via said primary and secondary magnetic couplers to thereby drive said secondary driven component, wherein said primary and secondary couplers is configured as a bevel-shaped coupler, wherein the magnets include tapered stepped portions which are adapted to be insertable into the corresponding shaped slotted portions of the bevel-shaped coupler.

[0056] Preferably, the tapered stepped portions of the magnets are removably securable to the corresponding shaped slotted portions of the bevel-shaped coupler via an interference or friction fit.

[0057] Preferably, said bevel shaped coupler is substantially of frustro-conical shape.

[0058] Preferably, said bevel-shaped coupler includes a pitched coupling surface having the plurality of spaced apart magnets.

[0059] Preferably, said magnets are either embedded within or outwardly extend from said pitched coupling surface.

[0060] Preferably, said pitched coupling surface is disposed at 45 degrees or any other desired angle.

[0061] Preferably, during overload, said magnets of one of said bevel-shaped couplers are adapted to slip past said magnets of another of said bevel-shaped couplers.

[0062] Preferably, each of said primary and secondary shafts are angularly disposed relative to each other.

[0063] Preferably, said primary and secondary shafts are disposed at 90 degrees or any other desired angle.

[0064] Preferably, at least one of said couplers further includes a backing plate to secure the stepped portions of the plurality of spaced apart magnets within the slotted portions of the bevel-shaped coupler.

[0065] Preferably, at least one of the couplers includes a housing which is substantially made of a resilient material such as rubber or urethane, and wherein the plurality of spaced apart magnets are entombed or embedded within the housing.

[0066] Preferably, the housing is adapted to secure the stepped portions of the plurality of spaced apart magnets within the slotted portions of the bevel-shaped coupler.

[0067] Preferably, the beltless drive system further includes a spring mechanism configured to adjust the position the primary and secondary magnetic couplers based on the mass or load that is attached to the primary and secondary shafts.

[0068] Preferably, during overload, said housing of said primary coupler engages said housing of said secondary coupler, at certain mass ranges.

[0069] Preferably, during overload, the housing of said primary coupler continues to drive the housing of said secondary coupler, with mechanical friction forces.

[0070] Preferably, the housing of said coupler is substantially made of plastics, polymers, Teflon and / or other low coherent of friction materials.

[0071] Preferably, the housing of said coupler is substantially made of rubber and / or other high coherent of friction materials.

[0072] In a further broad form, the present invention relates to a method of assembling or manufacturing a bevel-shaped coupler for the beltless drive system as described above, including the step of: making the bevel-shaped coupler including the one or more magnets.

[0073] Preferably, the step of making the bevel-shaped coupler includes the step of: inserting stepped portions of the one or more magnets into one or more slotted portions of the bevel-shaped coupler.

[0074] Preferably, the method further includes the step of: securing a backing plate to the rear side of the bevel-shaped coupler.

[0075] Preferably, the method further includes the steps of: dipping the bevel-shaped coupler into a resin including substantially resilient material such as rubber or urethane; and drying and / or cooling the dipped bevel-shaped coupler to form a housing with the magnets embedded or entombed within the housing.

[0076] Preferably, the resin further includes substantially plastics, polymers, Teflon and / or other low coherent of friction materials.

[0077] Preferably, the resin further includes substantially rubber and / or other high coherent of friction materials.

[0078] Preferably, said stepped portions are tapered to be insertable into the corresponding shaped slotted portions of the bevel-shaped coupler.

[0079] Preferably, the tapered stepped portions of the magnets are removably securable to the corresponding shaped slotted portions of the bevel-shaped coupler via an interference or friction fit. Brief description of the drawings

[0080] The present invention will become more fully understood from the following detailed description of preferred but non-limiting embodiments thereof, described in connection with the accompanying drawings, wherein: - Figure 1 illustrates a prior art drive belt system that is typical used to drive one or more components of an engine; - Figure 2 illustrates a front view of an embodiment of the present invention, showing a magnetic coupling apparatus and system for driving one or more components of an engine; - Figures 3 and 4 illustrate front and top views of an embodiment of the present invention, showing an arrangement of magnetically transferring energy / drive from a first magnetic coupler to a second magnetic coupler in the opposite rotational direction; - Figures 5 and 6 illustrate front and top views of an embodiment of the present invention, showing an arrangement of magnetically transferring energy / drive from a first magnetic coupler to a second magnetic coupler in the same rotational direction, using an intermediate magnetic idler positioned substantially between the first and second magnetic couplers; - Figures 7 and 8 illustrate front and top views of an embodiment of the present invention, showing an arrangement of magnetically transferring energy / drive from a first magnetic coupler to a second magnetic coupler in the same rotational direction, by orientating the driven component on the other side of the second magnetic coupler; - Figure 9 illustrates a first example embodiment of magnetic couplings for the magnetic couplers and magnetic idlers used in Figures 2 to 8; - Figure 10 illustrates a second example embodiment of magnetic couplings for the magnetic couplers and magnetic idlers used in Figures 2 to 8; - Figure 11 illustrates a third example embodiment of magnetic couplings for the magnetic couplers and magnetic idlers used in Figures 2 to 8; - Figure 12 illustrates an isometric view of a magnet that is used in the third example embodiment of magnetic couplings shown in Figure 11; - Figures 13 to 15 illustrates a fourth example embodiment of magnetic couplings for the magnetic couplers and magnetic idlers used in Figures 2 to 8; - Figures 16 to 18 illustrates a fifth example embodiment of magnetic couplings for the magnetic couplers and magnetic idlers used in Figures 2 to 8; - Figure 19 illustrates a sixth example embodiment of magnetic couplings for the magnetic couplers and magnetic idlers used in Figures 2 to 8; - Figure 20 illustrates a seventh example embodiment of magnetic couplings for the magnetic couplers and magnetic idlers used in Figures 2 to 8, the seventh example embodiment of magnetic couplings being a combination of the second example embodiment of magnetic couplings shown in Figure 10 and the fifth example embodiment of magnetic couplings shown in Figures 16 to 18; - Figures 21 and 22 illustrate isometric and side views of an embodiment of a magnetic coupling device / system, according to the present invention. - Figures 23 to 28 show various views of a magnetic coupler component, which is used in the magnetic coupling device / system shown in Figures 21 and 22; - Figures 29 to 30 show various views of a magnet component, which is used in the magnetic coupling device / system shown in Figures 21 and 22; - Figures 34 to 36 show various views of a coupling component, which is used in the magnetic coupling device / system shown in Figures 21 and 22; - Figures 37 to 42 show various views of frame member components, which are used in the magnetic coupling device / system shown in Figures 21 and 22; - Figures 43 to 45 illustrate isometric, top and bottom views of the magnetic coupler, which is used in the magnetic coupling device / system shown in Figures 21 and 22, but further including a backplate component secured to the magnetic coupler component, shown in figures 23 to 28, of the magnetic coupler; - Figures 46 is an example scenario of the magnetic coupling device / system shown in Figures 21 and 22, when connected to a primary driving shaft, and, an intermediate driven shaft or a secondary driven shaft; - Figure 47 illustrates a sectional view of section C of the magnetic coupling device / system shown in Figure 46; - Figure 48 illustrates another example scenario of the magnetic coupling device / system shown in Figures 21 and 22, when connected to another magnetic coupling device / system; - Figure 49 illustrates another example scenario of the magnetic coupling device / system shown in Figures 21 and 22, when connected to two other magnetic coupling devices / systems; - Figures 50 to 54 illustrate front isometric, rear isometric, top, side and ghosted views of another example embodiment of a magnetic coupler for a magnetic coupling device / system, such as that shown in figures 21 and 22; - Figures 55 to 57 illustrate front isometric, side isometric and bottom views of another example embodiment of a magnetic coupler for a magnetic coupling device / system, such as that shown in figures 21 and 22; - Figure 58 is an example scenario of an example embodiment of a magnetic coupling device / system that is connected to a primary driving shaft and an intermediate / secondary driven shaft, the magnetic coupling device / system including the magnetic coupler shown in figures 50 to 54; - Figure 59 illustrates a sectional view of section D of the magnetic coupling device / system shown in Figure 58; - Figure 60 illustrates a sectional view of section E of the magnetic coupling device / system shown in Figure 58; - Figure 61 shows another example scenario of section E of the magnetic coupling device / system shown in Figures 58 and 60, when the magnetic coupling device / system is overloaded; - Figure 62 shows another example scenario of section E of the magnetic coupling device / system shown in Figures 58, 60 and 61, when the magnetic couplers are mechanically engaged with one another; - Figure 63 is an example scenario of another example embodiment of a magnetic coupling device / system that is connected to a primary driving shaft and an intermediate / secondary driven shaft, the magnetic coupling device / system including the magnetic coupler shown in figures 50 to 54; - Figure 64 is a sectional view of section F of the magnetic coupling device / system shown in Figure 63; - Figure 65 is a sectional view of section G of the magnetic coupling device / system shown in Figure 63; - Figure 66 illustrates a sectional view of section H of the magnetic coupling device / system shown in Figure 63; - Figure 67 shows another example scenario of section H of the magnetic coupling device / system shown in Figures 63 and 66, when the magnetic coupling device / system is overloaded; and, - Figure 68 shows another example scenario of section H of the magnetic coupling device / system shown in Figures 63, 66 and 67, when the magnetic couplers are mechanically engaged with one another. Detailed description of preferred embodiments

[0081] Throughout the drawings, like numerals will be used to identify like features, except where expressly otherwise indicated.

[0082] In Figure 2, it is shown an embodiment of a beltless drive system (30) for power transmission, which has a primary driving component (11) and a plurality of secondary driven components (12, 13, 14, 15). Specifically, a magnetic coupling system (30) is shown for use with an engine (10), which has a crankshaft (11), an air conditioning compressor (12), a power steering pump (13), a water pump (14), and an alternator (15). The magnetic coupling system (30) may include one or more magnetic coupling devices (31, 32, 33, 34, 35), that are attached to the components (11, 12, 13, 14, 15) of the engine (10), and, one or more magnetic idler devices (37).

[0083] More specifically, as shown in Figures 3 and 4, each of the one or more magnetic coupling devices (31, 32, 33, 34, 35) may be either a first magnetic coupler (36) or a second magnetic coupler (38), in which the first magnetic coupler (36) is typically attached to a driving component (16), while the second magnetic coupler (38) is typically attached to a driven component (18).

[0084] Returning to Figure 2, the first magnetic coupler (36) may be the first magnetic coupling device (31) of the one or more magnetic coupling devices (31, 32, 33, 34, 35), which is attached to the primary driving shaft, such as a crankshaft (11), and the second magnetic couplers (38) may be the second magnetic coupling devices (32, 33, 34, 35) of the one or more magnetic coupling devices (31, 32, 33, 34, 35), which are each attached to one of the other driven components (12, 13, 14, 15) of the engine (10), each of which have an associated driven shaft. Further, the first magnetic coupling device (31) may include a harmonic balancer.

[0085] When the driving shaft or crankshaft (11) of the engine (10) is operated, the one or more magnetic coupling devices (31, 32, 33, 34, 35) and / or the one or more magnetic idlers (37) magnetically interact with each other, such that the rotation of the first magnetic coupling device (31) causes the second magnetic coupling devices (32, 33, 34, 35) and / or the one or more magnetic idler devices (37) to rotate via attractive and / or repulsive magnetic forces, which thereby drives the other components (12, 13, 14, 15) of the engine (10) that are each respectively attached to the second magnetic coupling devices (32, 33, 34, 35). Thus, the magnetic coupling system (30) allows for the other components (12, 13, 14, 15) of the engine (10) to be driven without the use of a conventional drive belt, such as the prior art device shown in Figure 1.

[0086] Whilst in this example embodiment, the magnetic coupling system (30) has been disclosed to drive the air conditioning compressor (12), the power steering pump (13), the water pump (14), and the alternator (15), it would be readily understood by a skilled person that the magnetic coupling system (30) may also be used to drive other accessories of an engine (10).

[0087] Returning to Figures 3 and 4, which respectively show the front and top views of the first and second magnetic couplers (36, 38) of the magnetic coupling system (30), it is shown that the first magnetic coupler (36) may include a primary driving gear / flywheel (36A), a primary driving shaft (36B) adapted to be connected / attached to the primary driving gear / flywheel (3 6A) and the driving component (16), and one or more magnets (36C) disposed in and / or on the primary driving gear / flywheel (36A). Likewise, the second magnetic coupler (38) may include a secondary driven gear / flywheel (3 8A), a secondary driven shaft (38B) adapted to be connected / attached to the secondary driven gear / flywheel (38A) and the driven component (18), and one or more magnets (38C) disposed on and / or embedded in the secondary driven gear / flywheel (38A). The first and second magnetic couplers (36, 38) may include magnetic and / or mechanical bearings fitted between the driving / driven gears / flywheels (36A, 38A) and the driving / driven shafts (36B, 38B).

[0088] The second magnetic coupler (38) is configured to harness energy from the first magnetic coupler (36), where a transfer of energy from the primary driving shaft (36B) and the secondary driven shaft (38B) is facilitated via magnetic interactions of the primary driving gear / flywheel (36A) and the secondary driven gear / flywheel (38A). In other words, the secondary driven shaft (38B) is caused to rotate when the primary driving shaft (3 8A) is rotated via attracting and repelling force interactions between the one or more magnets (36C, 38C) of the primary driving gear / flywheel (36A) and the secondary driven gear / flywheel (38A).

[0089] When the driving component (16) is operated, the primary driving shaft (36B) is caused to rotate, which thereby rotates the primary driving gear / flywheel (36A). Then, the secondary driven shaft (38B) and the secondary driven gear / flywheel (38A) are caused / induced to rotate, via attracting and repelling force interactions between the one or more magnets (36C, 38C) of the primary driving gear / flywheel (3 6A) and the secondary driven gear / flywheel (38A). The rotation of the secondary driven shaft (38B) and the secondary driven gear / flywheel (3 8A) drives the driven component (18).

[0090] As shown in Figures 3 and 4, the secondary driven shaft (38B) and the secondary driven gear / flywheel (3 8 A) are caused / induced to rotate in the direction that is opposite to the rotation of the primary driving shaft (36B) and the primary driving gear / flywheel (36A). Particularly, Figure 3 shows that the secondary driven gear / flywheel (38A) is rotating in the anticlockwise direction, while the primary driving gear / flywheel (36A) rotates in the clockwise direction. However, it would be readily known by the skilled person that the secondary driven gear / flywheel (3 8 A) can rotate in the clockwise direction, while the primary driving gear / flywheel (36A) rotates in the anticlockwise direction.

[0091] Returning to Figure 2, which shows the front view of the magnetic coupling system (30), it can be seen that the second magnetic coupling devices (32, 33, 34, 35) attached to the other components (12, 13, 14, 15) of the engine (10) may be required to be driven in a certain clockwise or anticlockwise direction. As shown, the one or more magnetic idlers (37) are adapted to allow the second magnetic coupling devices (32, 33, 34, 35) to rotate in the desired clockwise or anticlockwise direction.

[0092] In Figures 5 and 6, which respectively show the front and top views of the first and second magnetic couplers (36, 38) of the magnetic coupling system (30), and, the magnetic idler (37) of the magnetic coupling system (30), it is shown that the first and second magnetic couplers (36, 38) may include gears / flywheels (36A. 38A), shafts (36B, 38B), magnets (36C, 38C), as described hereinabove in Figures 3 and 4. Similarly, the magnetic idler (37) may be disposed substantially between the first and second magnetic couplers (36, 38), and, may include an intermediate driven gear / flywheel (37A), an intermediate driven shaft (37B) adapted to be connected / attached to the intermediate driven gear / flywheel (37A) and optionally to a dummy component (16), and one or more magnets (37C) disposed in and / or on intermediate driven gear / flywheel (37A). The magnetic idler (37) may further include magnetic and / or mechanical bearings fitted between the intermediate driven gear / flywheel (37A) and the intermediate driven shaft (37B).

[0093] The intermediate idler (37) is configured to harness energy from the first magnetic coupler (36), where a transfer of energy from the primary driving shaft (36B) and the intermediate driven shaft (37B) is facilitated via magnetic interactions of the primary driving gear / flywheel (36A) and the intermediate driven gear / flywheel (37A). In other words, the intermediate driven shaft (37B) is caused to rotate when the primary driving shaft (3 8A) is rotated via attracting and repelling force interactions between the one or more magnets (36C, 37C) of the primary driving gear / flywheel (36A) and the intermediate driven gear / flywheel (37A).

[0094] In addition, the second magnetic coupler (38) is configured to harness energy from the magnetic idler (37), where a transfer of energy from the intermediate driven shaft (37B) and the secondary driven shaft (38B) is facilitated via magnetic interactions of the intermediate driven gear / flywheel (37A) and the secondary driven gear / flywheel (38A). In other words, the secondary driven shaft (3 8B) is caused to rotate when the intermediate driven shaft (3 7B) is rotated via attracting and repelling force interactions between the one or more magnets (37C, 38C) of the intermediate driven gear / flywheel (37A) and the secondary driven gear / flywheel (38A).

[0095] When the driving component (16) is operated, the primary driving shaft (36B) is caused to rotate, which thereby rotates the primary driving gear / flywheel (36A). Then, the intermediate driven shaft (37B) and the intermediate driven gear / flywheel (37A) are caused / induced to rotate, via attracting and repelling force interactions between the one or more magnets (36C, 37C) of the primary driving gear / flywheel (36A) and the intermediate driven gear / flywheel (37A). Optionally, if the intermediate driven shaft (37B) is connected / attached to the miscellaneous component (17) the rotation of the intermediate driven gear / flywheel (37A) may drive the miscellaneous component (17), which may be an energy harnessing device such as an electric generator, which can then be used to power / energize other electric components of the transport medium that includes the engine (10).

[0096] After, the secondary driven shaft (38B) and the secondary driven gear / flywheel (3 8A) are caused / induced to rotate, via attracting and repelling force interactions between the one or more magnets (37C, 38C) of the intermediate driven gear / flywheel (37A) and the intermediate driven shaft (3 7B). The rotation of the secondary driven shaft (3 8B) and the secondary driven gear / flywheel (3 8 A) drives the driven component (18).

[0097] As shown in Figures 5 and 6, the secondary driven shaft (38B) and the secondary driven gear / flywheel (3 8 A) are caused / induced to rotate in the direction that is same as the rotation of the primary driving shaft (36B) and the primary driving gear / flywheel (36A), while the intermediate driven shaft (37B) and the intermediate driven gear / flywheel (37A) are caused / induced to rotate in the direction that is opposite to the rotation of the primary and secondary driving / driven shafts (36B, 38B) and the primary and secondary driving / driven gears / flywheels (36A, 38A). Particularly, Figure 5 shows that the primary driving gear / flywheel (36A) and secondary driven gear / flywheel (3 8A) rotating in the clockwise direction, while the intermediate driven gear / flywheel (37A) rotates in the anticlockwise direction. However, it would be readily known by the skilled person that the primary driving gear / flywheel (36A) and secondary driven gear / flywheel (3 8A) can rotate in the anticlockwise direction, while the intermediate driven gear / flywheel (37A) rotates in the clockwise direction.

[0098] As such, it is apparent that the magnetic idler (37) may be used to reverse the rotation of the secondary driven gear / flywheel (3 8A) and secondary driven shaft (38B) of the second magnetic coupler (38).

[0099] Alternatively, as shown in Figures 7 and 8, the engine (10) may be designed so that one or more of the other components (12, 13, 14, 15) of the engine (10) may be respectively oriented on the other side of the second magnetic coupling devices (32, 33, 34, 35), so that the one or more of the second magnetic coupling devices (32, 33, 34, 35) rotate in the desired clockwise or anticlockwise direction relative to the one more of the other components (12, 13, 14, 15) of the engine (10), respectively.

[0100] As shown in Figures 7 and 8, the secondary driven shaft (38B) and the secondary driven gear / flywheel (3 8 A) are caused / induced to rotate in the direction that is opposite to the rotation of the primary driving shaft (36B) and primary driving gear / flywheel (36A). However, as the driven component (18) is oriented on the other side of the secondary driven gear / flywheel (3 8 A), the rotation of the secondary driven shaft (38B) and the secondary driven gear / flywheel (3 8 A), in respect of the driven component (18), is relatively in the same direction as the rotation of the primary driving shaft (36B) and primary driving gear / flywheel (36A), in respect of the driving component (16).

[0101] Particularly, Figures 7 and 8 show that the primary driving gear / flywheel (36A) is rotating in the clockwise direction, while the secondary driven gear / flywheel (38A) is rotating in the anticlockwise direction, and relatively rotating in the clockwise direction with respect to the driving component (18). However, it would be readily known by the skilled person that the primary driving gear / flywheel (36A) rotates in the anticlockwise direction, while the secondary driven gear / flywheel (3 8A) can rotate in the clockwise direction, and relatively rotate in the anticlockwise direction with respect to the driving component (18).

[0102] Figures 9 to 16 show various alternative example embodiments of magnetic couplings which may replace one or more of the first and second magnetic couplers (36, 38), the first and second magnetic coupling devices (31, 32, 33, 34, 35), and the one or more magnetic idlers (37) shown in Figures 2 to 8.

[0103] In Figure 9, a first example embodiment of the magnetic couplings (101) is shown, wherein the first and second magnetic couplers (36, 38), and the magnetic idler (37), are embodied in the form of magnetic gears / flywheel devices, wherein each coupler / idler (36, 37,38) has a flywheel / gear (36A, 37A, 38A), a rotating shaft (36B, 37B, 38B), and one or more magnets (36C, 37C, 38C) embedded in the respective flywheel / gear (36A, 37A, 38A). As shown, the flywheels / gears (36A, 37A, 3 8A) partially overlap one another, and the one or more magnets (36C, 37C, 38C) may magnetically interact with each other, to similarly induce / cause rotation to the second magnetic coupler (38) or magnetic idler (37) from the rotation of the first magnetic coupler (36), such as that shown in Figures 3 to 8.

[0104] Whilst Figure 9 shows magnets (36C, 37C, 38C) that are substantially diamond shaped, a skilled person would know, from viewing PCT / AU2006 / 000476, that various shapes and configurations are also possible for drive transfer, including oblong and circular shaped magnets.

[0105] In addition, since the magnets (36C, 37C, 38C) ofthe various embodiments shown in Figures 2 to 9 are not meshed with one another, it would be readily understood that the magnetic couplers (36, 38) and magnetic idlers (37) are able to slip with one another when an overload occurs. Such an overload may be due to a damaged / broken componentry in one of more of the magnetic couplers (36, 38) and the magnetic idlers (37), such as a damaged / broken shaft, a damaged / broken bearing, and / or a damaged / broken gear / flywheel. Additionally, or alternatively, such an overload may be due to an unexpected problem in other parts of a drive train, production line or engine that is being driven. The slippage of the couplers (36, 37, 38) provides a safety slip clutch mechanism to protect the personnel / operator from harm, and, to avoid machinery damage.

[0106] In Figure 10, a second example embodiment of the magnetic couplings (102) is shown, wherein the first and second magnetic couplers (36, 38), and the magnetic idler (37), are embodied in the form of magnetic gears / flywheel devices, wherein each coupler / idler (36, 37, 38) has a flywheel / gear (36A, 37A, 3 8A), a rotating shaft (36B, 37B, 38B), and one or more magnets (36C, 37C, 38C) that are substantially arrow shaped and protruding out from the outer peripheral edges of the respective flywheel / gear (36A, 37A, 38A). As shown, the flywheels / gears (36A, 37A, 3 8A) are adjacent to one another, and each of the one or more magnets (36C, 37C, 38C) are meshed with one another, and may have the same magnetic polarity at its free end. The one or more magnets (36C, 37C, 38C) may further magnetically interact with each other, to similarly induce / cause rotation to the second magnetic coupler (38) or magnetic idler (37) from the rotation of the first magnetic coupler (36), such as that shown in Figures 3 to 8.

[0107] In Figures 11 and 12, a third example embodiment of the magnetic couplings (103) is shown, wherein the first and second magnetic couplers (36, 38), and the magnetic idler (37), are embodied in the form of magnetic gears / flywheel devices, wherein each coupler / idler (36, 37, 38) has a flywheel / gear (36A, 37A, 3 8A), a rotating shaft (36B, 37B, 38B), and one or more magnets (36C, 37C, 38C) that are substantially tree shaped and protruding out from the outer peripheral edges of the respective flywheel / gear (36A, 37A, 38A). As shown, the flywheels / gears (36A, 37A, 38A) are adjacent to one another, and each of the one or more magnets (36C, 37C, 38C) are meshed with one another, and may have the same magnetic polarity at its free end. The one or more magnets (36C, 37C, 38C) may further magnetically interact with each other, to similarly induce / cause rotation to the second magnetic coupler (38) or magnetic idler (37) from the rotation of the first magnetic coupler (36), such as that shown in Figures 3 to 8.

[0108] The tree shaped magnets (36C, 37C, 38C) shown in Figures 11 and 12 are durable and substantially impact resistant, so that when an overload occurs and the tree shaped magnets (36C, 37C, 38C) collide with one another, they may still be operable as they may only be slightly damaged after impact. Such an overload may be due to a damaged / broken componentry in one of more of the magnetic couplers (36, 38) and the magnetic idlers (37), such as a damaged / broken shaft, a damaged / broken bearing, and / or a damaged / broken gear / flywheel.

[0109] In Figures 13 to 15, a fourth example embodiment of the magnetic couplings (104) is shown, wherein the first and second magnetic couplers (36, 38), and the magnetic idler (37), are embodied in the form of magnetic gears / flywheel devices, wherein each coupler / idler (36, 37, 38) has a flywheel / gear (36A, 37A, 3 8A), a rotating shaft (36B, 37B, 38B), and one or more magnets (36C, 37C, 38C) are embedded / entombed in the respective flywheel / gear (36A, 37A, 38A). Optionally, the first and second magnetic couplers (36, 38), and the magnetic idlers (37) may further include a bearing that is substantially made of ceramic material.

[0110] The one or more magnets (36C, 37C, 38C) are substantially diamond shaped, but it would be readily known by a skilled person that other suitable shapes and sizes may be used for transferring drive, such as oblong and circular shaped magnets. [OlH] The flywheel / gear (36A, 37A, 3 8A) may further include a housing (41) that is substantially made of rubber, urethane and / or other wear-resilient / wear-resistant material. Additionally, or alternatively, the housing (41) may be substantially made from low coherent of friction materials, such as plastics, polymers, or Teflon. Additionally, or alternatively, the housing (41) may be substantially made of rubber and / or other high coherent of friction materials. As shown, the housing (41) is substantially star-shaped, and has one or more teeth portions (42), but other suitable shapes and configurations may be used for the housing (41) in this embodiment (104).

[0112] As shown in Figure 14, when the first and / or second magnetic couplers (36, 38) and / or the magnetic idler (37) are not under load, the primary driving gear / flywheel (36A) magnetically induces drive to the secondary driven gear / flywheel coupler (38A) or the intermediate driven gear / flywheel (37A), by the attractive and / or repulsive forces of the one or more magnets (36C, 37C, 38C) embedded / entombed in the driving / driven flywheels / gears (36A, 37A, 38A) of the couplers / idler (36, 37, 38). In this scenario, there is no physical mechanical connection between the driving / driven flywheel / gears (36A, 37A, 3 8A), and that there is an air gap between the one or more teeth portions (42) of the driving / driven flywheels / gears (36A, 37A, 38A).

[0113] As shown in Figure 15, when the first and / or second magnetic couplers (36, 38) and / or the magnetic idler (37) are under load, the primary driving gear / flywheel (36A) cannot magnetically induce drive to the secondary driven gear / flywheel coupler (3 8A) or intermediate driven gear / flywheel (37A). Instead, the one or more teeth portions (42) of the primary driving gear / flywheel (3 6A) engage with the one or more teeth portions (42) of intermediate / secondary driven flywheel / gear (37A, 3 8A), and the primary driving gear / flywheel (36A) physically pushes and / or drives the intermediate / secondary driven flywheel / gear (37A, 38A). In this scenario, there is a physical mechanical connection between the driving / driven flywheel / gears (36A, 37A, 38A).

[0114] As the exterior side surfaces of the one or more teeth portions (42) is part of the housing (41), which is made up of material that may absorb any shock load during overload, the one or more magnets do not get damaged or shattered when the driving / driven flywheels / gears (36A, 37A, 3 8A) collide with one another during overload.

[0115] Optionally, the driving / driven flywheels / gears (36A, 37A, 38A) may further include protruding plates to further protect the one or more magnets (36C, 37C, 38C), when they collide with one another.

[0116] Optionally, the driving / driven flywheels / gears (36A, 37A, 38A) may be adjusted such that the one or more teeth portions (42) of the primary driving flywheel / gear (36A) and the intermediate / secondary driven flywheel / gear (37A, 3 8A) slips with one another, during overload, at certain torque ranges.

[0117] The fourth example embodiment of the magnetic couplings (104) may also be used in other applications, such as heavy machinery, industry & electrics, sterile environments, high / extreme heat applications, and underwater / deep sea applications.

[0118] In Figures 16 to 18, a fifth example embodiment of magnetic couplings (105) is shown, wherein the first and second magnetic couplers (36, 38), and the magnetic idler (37), are embodied in the form of magnetic planetary gearbox arrangement (50), which comprises one or more sun gears (51), one or more planet gears (52), and / or a planetary ring gear (53) which substantially encloses the one or more sun gears (51) and / or the one or more planet gears (52). As shown, the one or more sun gears (51) is connected / attached to the driving / driven shafts (36B, 37B, 38B), while the one or more planet gears (52) are connected / attached to one or more secondary first-stage shafts (54) of the magnetic planetary gearbox arrangement (50). Each of the planetary ring gears (53) of the couplers / idlers (36, 37, 38) include one or more magnets (36C, 37C, 38C) that magnetically interact with each other, to similarly induce / cause rotation to the second magnetic coupler (38) or magnetic idler (37) from the rotation of the first magnetic coupler (36), such as that shown in Figures 3 to 8.

[0119] In the example embodiment shown in Figures 16 and 17, the one or more sun gears (51), the one or more planet gears (52), and / or the planetary ring gear (53) include magnets (55, 56, 36C / 37C / 38C) which interact with one another, by repulsion or attraction, to thereby cause the one or more secondary first-stage shafts (54) and the one or more planet gears (52) to rotate in the opposite direction to the rotation of the one or more sun gears (51) and driving / driven shafts (36B, 37B, 38C). In addition, the planetary ring gear (53) substantially levitates on the driving / driven shafts (36B, 37B, 38B), and rotates in the same direction as the rotation of the one or more planet gears (52) and the one or more secondary first-stage shafts (54). Increased speeds / torque / power may also be realised with the planetary gearbox arrangement (50).

[0120] Whilst four planet gears (52) are shown in Figure 17, it would be apparent to a skilled person that any number of sun gears and planet gears, as well as a different interior shaping of the planetary ring gear, may be used in the planetary gearbox arrangement (50).

[0121] In an alternative example embodiment, which is not shown, the planetary ring gear (53) may be substantially levitated, via components such as the magnetic bearing disclosed in PCT / AU2022 / 050601, and not contacting the driving / driven shafts (36B, 37B, 38B), and that the planetary gearbox arrangement (50) may include: (a) the planetary ring gear (53) and the sun gear (51) that is adjacent to the planetary ring gear (53); (see planetary gearbox arrangement (50) on the right side of Figure 18) or (b) the planetary ring gear (53), one or more second stage planet gears (52B) that is adjacent to the planetary ring gear (53), one or more first stage planet gears (52B) that is adjacent to the one or more second stage planet gears (52A), and the sun gear (51) that is adjacent to the one or more first stage planet gears (52A); or (c) a planetary ring gear (53), an intermediate planetary ring gear (53A) that is adjacent to the planetary ring gear (53), the one or more planet gears (52) that is adjacent to the intermediate planetary ring gear (53A), and the sun gear (51) that is adjacent to the one or more planet gears (52). In either of configurations (a) or (b), the planetary ring gear (53) rotates in the same direction as to the rotation of the sun gear (51) and the driving / driven shafts (36B, 37B, 38B). On the other hand, in either of configuration (c) or the magnetic planetary gearbox arrangement (50) shown in Figures 16 and 17, the planetary ring gear (53) rotates in the opposite direction as to the rotation of the sun gear (51) and the driving / driven shafts (36B, 37B, 38B). As such, it is possible to use such configurations to allow for the primary and secondary driving / driven shafts (36B, 38B) to rotate in the same direction, without the need to use a magnetic idler (37), as shown in Figures 5 and 6, or, to design the engine (10) such that the driven component (18) is on the other side of the secondary driven gear / flywheel (38A), as shown in Figures 7 and 8. Such a configuration is shown in Figure 18.

[0122] In addition, the sun gears (51), the planet gears (52), the first stage planet gears (52A), the second stage planet gears (52B), the intermediate planetary gear (53A) and / or the levitated planetary ring gear (53) are magnetically coupled and interact with one another, by repulsion and / or attraction, to thereby cause the secondary first-stage shafts (54), secondary second-stage shafts, the planet gears (52), the first stage planet gears (52A), the second stage planet gears (52B), the intermediate planetary gear (53A) and / or the levitated planetary ring gear (53) to rotate with increased speeds, torque and / or power, due to the planetary gearbox arrangement (40).

[0123] Optionally, the sun and planet gears (51, 52, 52A, 52B) are in the form of round aerodynamic gears, however, it is readily that other suitable shapes and arrangements may be used to implement the planetary gear arrangement (50).

[0124] Since the magnets (36C, 37C, 38C, 55, 56) of the fifth embodiment of magnetic coupling (105) do not mesh with one another, it would be readily understood that the magnetic couplers (36, 38) and magnetic idlers (37) are able to slip with one another when an overload occurs. Such an overload may be due to a damaged / broken componentry in one of more of the magnetic couplers (36, 38) and the magnetic idlers (37), such as a damaged / broken shaft, a damaged / broken bearing, and / or a damaged / broken gear / flywheel. Additionally, or alternatively, such an overload may be due to an unexpected problem in other parts of a drive train, production line or engine that is being driven. The slippage of the couplers (36, 37, 38) provides a safety slip clutch mechanism to protect the personnel / operator from harm, and, to avoid machinery damage.

[0125] Furthermore, such overload slip functionalities of the magnetic gears enable the possibility of new design exploitations which were not viable for planetary gearboxes that used the mechanical gear connections. Particularly, in conventional planetary gearboxes, only certain ratios of mechanical gear teeth can be used to correctly transfer drive.

[0126] In contrast the planetary gearbox arrangement (50) shown in Figures 16 to 18 can be modified to use unproportional and / or abstract ratios of magnets without inhibiting / impeding the functionality of the planetary gearbox arrangement (50). Such an arrangement is shown in Figure 19, wherein the ratio of the number of magnets (55) of the sun gear (51) to number of magnets (56) of the one or more planet gears (52) may be 36:32, and the ratio between the ratio of the number of magnets (56) of the one or more planet gears (52) to the number of magnets (36C / 37C / 38C) of the planetary ring gear (53) is 32:101, which were not possible in traditional mechanical planetary gearboxes. The rotation of this planetary gear arrangement would be substantially stable, even with the unproportional / abstract ratio used.

[0127] In addition, the planetary gearbox arrangement (50) could be alternatively or additionally modified to include a housing that is substantially made of wear-resilient, wear resistant, low coefficient of friction material and / or high coefficient of friction material, similar to the fourth example embodiment of magnetic couplings (104) shown in Figures 13 to 15, to allow for gear slipping at certain torque / speeds during overload, and physical mechanical connection drives at other torque / speeds during overload. Such a planetary gearbox arrangement (50) can be used in machinery and gear drives, where no friction is generated during normal operation (magnetic driving), and when needed for big jobs, a physical mechanical connection driving is possible without damaging the gears / flywheels of the planetary gearbox arrangement (50).

[0128] As the sun gears, the planet gears, and the planetary ring gear do not require a specific ratio to function, the planetary gearbox arrangement may use a variety of gears / flywheels from other systems, providing the advantage of being more environmentally friendly from recycling these gear / flywheel components, and, to also save money and time.

[0129] It would be readily known by the skilled person that other unproportional and abstract ratios of magnets (55, 56, 36C / 37C / 38C) can also be used, such as ratios of 240:317, 7:9 or 4:3, by the planetary gearbox arrangement (50) shown in Figures 16 to 19.

[0130] Whilst certain example embodiments of magnetic couplings have been disclosed, it would be readily understood that these embodiments can be mixed and matched to suit a specific application. For example, a skilled person may combine the second embodiment of magnetic couplings (102) shown in Figure 10, with the fifth embodiment of magnetic couplings (105) shown in Figures 16 to 18, to come up with a seventh embodiment of magnetic couplings (107) shown in Figure 20. Such obvious modifications would also be part of this invention.

[0131] In Figures 21 and 22, an example embodiment of a magnetic coupling device / system (200) is shown, wherein the magnetic coupling device / system (200) includes a first magnetic coupler (91) and a second magnetic coupler (92). The first and second magnetic couplers (91, 92) are shown to each include a first / second bevelled shaped coupler, which may be described as a first / second bevel gear / flywheel (91 A, 92A), a first / second rotatable shaft (9IB, 92B) and one or more magnets (9IC, 92C).

[0132] One or both of the first and second bevel gears / flywheels (91 A, 92A) may be substantially frusto-conical shape, and may have a pitched coupling surface. The pitched coupling surface may have the one or more magnets (9IC, 92C) either embedded therewithin, or extending therefrom. The pitched coupling surface may be disposed at substantially 45°, however, other angles may also be used, such as 30° or 60°.

[0133] In figures 23 to 33, the first and second bevel gears / flywheels (91 A, 92A) include slotted portions (9 ID, 92D) that are adapted to substantially receive the stepped portions (9 IE, 92E) of the one or more magnets (91C, 92C) therewithin. When received, the stepped portions (91E, 92E) may be removably secured to the slotted portions (9ID, 92D) via fastening or interference / friction fitting, or, may be non-detachably secured to the slotted portions (9 ID, 92D) via welding or gluing.

[0134] As illustrated in figures 29 to 33, the stepped portions (9 IE, 92E) of the one or more magnets (9IC, 92C) are substantially tapered and adapted to be insertable into the corresponding shaped slotted portions (9 ID, 92D) of the first / second bevel gear / flywheel (91A, 92A). Once inserted, it can be appreciated that the tapered stepped portions (9 IE, 92E) of the one or more magnets (9 IC, 92C) may only be removed by the stepped portions (9IE, 92E) exiting from the wider end of the slotted portions (9 IE, 92E) of the first / second bevel gear / flywheel (91 A, 92A).

[0135] In some forms, as depicted in figures 43 to 45, the first / second magnetic coupler (91 / 92) may further include a backing plate (95) secured to the rear side (93) of the first / second bevel gear / flywheel (91A / 92A). The backing plate (95) maybe adapted to hold / retainthe one or more magnets (91C / 92C) in place, and to prevent / block the one or more magnets (91C / 92C) from jumping / falling out of first / second bevel gear / flywheel (91A / 92A). Additionally, or alternatively, the backing plate (95) may substantially be made of steel and / or other conductive material, to further add strength to the one or more magnets (91C / 92C) which are held / retained in place in / on the first / second bevel gear / flywheel (91A / 92A).

[0136] As shown in figure 45, the backing plate (95) is secured to the rear side (93) of the first / second bevel gear / flywheel (91A / 92A) via a set of fasteners / screws (96). However, this is not intended to be limiting, as the backing plate (95) may additionally or alternatively be secured to the rear side (93) of the bevel gear / flywheel (91A / 92A) by, for example, gluing, snap fitting and / or welding.

[0137] Returning to figures 21 and 22, the magnetic coupling device / system (200) further includes one or more couplings (60), a frame assembly (70) which includes first and second frame members (70A, 70B), and, one or more flange bearings (80). As shown in figures 34 to 36, each coupling (60) includes a main portion (61), a flange portion (62), and a cavity (63), wherein the cavity (63) extends through the main portion (61) and the flange portion (62). The main portion (61) is substantially cylindrical or tubular shaped, however, the main portion (61) may adopt another suitable shape, such as hexagonal prism shaped. In addition, the flange portion (62) is substantially disc or annular shaped, however, the flange portion (62) may adopt another suitable shape, such as square plate shaped.

[0138] The cavity (63) of the coupling (60) is adapted to receive the first / second rotatable shaft (91B / 92B) of the first / second magnetic coupler (91 / 92), and, the coupling (60) may secure the first / second rotatable shaft (91B / 92B) substantially therewithin by one or combination of: fastening, interference / friction fitting, welding, and, gluing. In some cases, fastening may be performed by screwing one or more threaded members into the threaded holes (67) of the main portion (61), resulting in the leading ends of the threaded members abutting and applying friction to the first / second rotatable shaft (91B / 92B) of the first / second magnetic coupler (91 / 92), which thereby secures the first / second rotatable shaft (91B / 92B) substantially within the cavity (63) of the coupling (60).

[0139] Referring to figures 37 to 39, the first frame member (70A) is shown to include a front side (75A) and a rear side (76A). The first frame member (70A) further includes a cavity (71 A) which extends from the front side (75 A) of the first frame member (70A) to the rear side (76A) of the first frame member (70A). In some forms, the cavity (71A) may be adapted to receive at least partially the main portion (61) of the coupling (60) and / or at least partially the first / second rotatable shaft (91B / 92B) of the first / second magnetic coupler (91 / 92), therewithin.

[0140] In figures 40 to 42, the second frame member (70B) is shown to include a front side (75B) and a rear side (76B). The second frame member (70B) further includes a cavity (71B) which extends from the front side (75B) of the second frame member (70B) to the rear side (76B) of the second frame member (70B). In some forms, the cavity (7 IB) may be adapted to receive at least partially the main portion (61) of the coupling (60) and / or at least partially the first / second rotatable shaft (91B / 92B) of the first / second magnetic coupler (91 / 92), therewithin.

[0141] Comparing the first frame member (70A), shown in figures 37 and 38, with the second frame member (70B), shown in figures 40 and 41, it is clear that the second frame member (70B) includes an additional lower portion (73) that is adapted to support the first frame member (70A), when the first and second frame members (70A, 70B) are joined together to form the frame assembly (70), as shown in figures 21 and 22. However, it would be readily known by the skilled person that the additional lower portion (73) may be a separate component, which may be used to join two first frame members (70A) together to form a similar frame assembly. The joining of the first and / or second frames ((70A, 70A) / (70A, 70B) / (70B, 70B)) may include moulding, snap fitting, welding and / or gluing.

[0142] In some forms, a triangular prism shaped member (74), or other suitably shaped member, may be disposed in the inner comer of the frame assembly (70), so as to provide improved rigidity to the frame assembly (70) and to keep the first and / or second frames ((70A, 70A) / (70A, 70B) / (70B, 70B)) substantially orthogonal with one another.

[0143] In certain embodiments, the method for assembling the magnetic coupling device / system (200) includes the steps of: 1. Joining the first frame and second frame members (70A, 70B), and the triangular prism shaped member (74) to form the frame assembly (70); 2. Attaching a flange bearing (80) to the upper portion of the front side (75A) of the first frame member (70A) and attaching another flange bearing (80) to the upper portion of the front side (75B) of the second frame member (70B); 3. Fitting and securing the stepped portions (9 IE, 92E) of the one or more magnets (9 IC, 92C) to the slotted portions (9 ID, 92D) of the first and second bevel gears / flywheels (91 A, 92A) of the first and second magnetic couplers (91, 92); 4. Fitting the first and second rotatable shafts (91B, 92B) of the first and second magnetic couplers (91, 92) to the respective flange bearings (80); and 5. Fitting the couplings (60) to the leading ends of the respective first and second rotatable shafts (9 IB, 92B) of the first and second magnetic couplers (91, 92).

[0144] In certain embodiments, the method for assembling the magnetic coupling device may further include, after step 3., the step of fastening one or more backing plates (95) to the rear side (93) of the first and second bevel gears / flywheels (91 A, 92A).

[0145] Once assembled, the couplings (60) of the magnetic coupling device / system (200) are thereafter connected to couplings (60A, 60B) of other devices, as shown in figure 46. In some cases, the couplings (60) are secured together by screwing one or more threaded members into the threaded holes (68) of the main portion (61) (see figures 34 and 36), fastening the couplings ((60, 60A) / (60, 60B)) together. However, other forms of securement, such as welding, gluing or snap fitting, may also be additionally or alternatively used.

[0146] In figure 46, an example scenario is shown, where the bottom coupling (60A) is connected to a primary driving shaft (36B), which is connected to a driving component (16), and, the right couplings (60B) are connected to an intermediate driven shaft (37B) or a secondary driven shaft (38B), which is connected respectively to a dummy / miscellaneous component (17) or a driven component (18). Figure 47 shows a sectional view of the first and second magnetic couplers (91, 92), when the couplings (60, 60A, 60B), the frame assembly (70) and the flange bearings (80) are omitted.

[0147] When the driving component (16) is operated, the primary driving shaft (36B) is caused to rotate, which thereby rotates the first rotatable shaft (9IB) and the first bevel gear / flywheel (91 A) of the first magnetic coupler (91), via the connected couplings (60, 60A). Then, the second driven shaft (92B) and the second bevel gear / flywheel (92A) of the second magnetic coupler (92) are caused / induced to rotate, via attracting and repelling force interactions between the one or more magnets (9 IC, 92C) of the first bevel gear / flywheel (91 A) and the second bevel gear / flywheel (92A). The rotation of the second driven shaft (92B) of the second magnetic coupler (92) then causes the intermediate driven shaft (37B) or the secondary driven shaft (38B), due to the connected couplings (60, 60B), which thereafter drives respectively the dummy or miscellaneous component (17), or, the driven component (18).

[0148] Referring to figures 43 to 45, the magnetic attracting and repelling force interactions between the one or more magnets (9IC, 92C) of the first bevel gear / flywheel (91 A) and the second bevel gear / flywheel (92A) may be enhanced by having one or more backing plates (95), made of substantially steel and / or other conductive material, attached to the rear side (93) of the first and second bevel gears / flywheels (91 A, 92A).

[0149] As shown in figure 47, the first rotatable shaft (9 IB) is substantially orthogonal to the second rotatable shaft (92B), wherein the first rotatable shaft (9IB) is oriented in a substantially vertical position, along a vertical axis (X-X), and the second rotatable shaft (92B) is oriented in a substantially horizontal position, along a horizontal axis (Y-Y). However, it should be readily understood that the magnetic coupling device / system (200) may incorporate other angles, and, is therefore not limited to the transfer of rotation / energy between shafts that are oriented 90° from one another.

[0150] Further, as shown in figure 47, the second rotatable shaft (92B) and the second bevel gear / flywheel (92A) are caused / induced to rotate along the horizontal axis (Y-Y) in the direction that is opposite to the rotation of the first rotatable shaft (9 IB) and the first bevel gear / flywheel (91 A) along the vertical axis (X-X). Particularly, the first rotatable shaft (9IB) and the first bevel gear / flywheel (91 A) can rotate in an anticlockwise direction along the vertical axis (X-X), while the second rotatable shaft (92B) and the second bevel gear / flywheel (92A) can rotate in a clockwise direction along the horizontal axis (Y-Y). However, it would be readily known by the skilled person that the first rotatable shaft (9IB) and the first bevel gear / flywheel (91 A) can rotate in a clockwise direction along the vertical axis (X-X), while the second rotatable shaft (92B) and the second bevel gear / flywheel (92A) can rotate in an anticlockwise direction along the horizontal axis (Y-Y). This applies similarly to the primary driving shaft (36B) and the intermediate driven shaft (37B) / secondary driven shaft (38B).

[0151] Alternatively, it would be readily understood that the intermediate driven shaft (37B) / secondary driven shaft (38B) may be connected to the first magnetic coupler (91), while the primary driving shaft (36B) may be connected to the second magnetic coupler (92). In this scenario, the first driven shaft (9 IB) and the first bevel gear / flywheel (91 A) of the first magnetic coupler (91) are caused / induced to rotate from the rotation of the second rotatable shaft (92B) and the second bevel gear / flywheel (92A) of the second magnetic coupler (92), via attracting and / or repelling force interactions between the one or more magnets (9 IC, 92C) of the first bevel gear / flywheel (91 A) and the second bevel gear / flywheel (92A).

[0152] In some forms, the first and second bevel gears / flywheels (91 A, 92A) and the one or more magnets (9IC, 92C) of the first and second magnetic couplers (91, 92) may be shaped, arranged and / or disposed in a way such that the first magnetic coupler (91) slips past the second magnetic coupler (92), when an overload occurs. Such an overload may be due to a damaged / broken componentry in the magnetic coupling device / system (200), a damaged / broken driving / driven shaft (36B, 37B, 38B), or, a damaged / broken driving / driven / miscellaneous component (16, 17, 18), and / or may be due to an unexpected problem in other parts of a drive train, production line or engine that is being driven. The slippage of the first and second magnetic couplers (91, 92) provides a safety slip clutch mechanism to protect the personnel / operator from harm, and, to avoid machinery damage.

[0153] In figures 48 and 49, further example scenarios are shown, where it becomes clear that the magnetic coupling device / system (200) may be modularly coupled with one another to provide an arrangement of magnetically transferring energy / drive from a driving component (16) to a driven component (18), in either the desired opposite direction, or, the desired same direction. Thus, the magnetic coupling device / system (200) may be used in the magnetic coupling system (30) shown in Figure 2.

[0154] Although the magnetic coupling device / system (200) includes first and second bevel gears / flywheels (91 A, 92A), it would be readily understood that other suitably shaped gears / flywheels could also be used to magnetically transfer energy / drive. For example, the magnetic coupling device / system (200) could be designed to be suitable for the example embodiments of the magnetic couplings (101, 102, 103, 104) shown in Figures 9 to 15, such that the first and second rotatable shafts (9 IB, 92B) of the magnetic coupling device / system (200) both rotate along the same vertical axis (XX).

[0155] As such, it is suggested that the shape and configuration of the frame members (70A, 70B) and the frame assembly (70) are not specifically limited to only those shown in Figures 21, 22, 37 to 42, and, that other shapes and / or configurations of the frame members (70A, 70B) and the frame assembly (70), as well as the flange bearings (80) couplings (60, 60A, 60B) and magnetic couplers (91, 92), can also be used to allow the magnetic coupling device / system (200) to achieve its aim of transferring energy / rotation from one rotatable shaft to another rotatable shaft. Thus, the magnetic coupling device / system (200) may also be designed to be suitable for the example embodiments of the magnetic couplings (105, 106, 107) shown in Figures 16 to 20.

[0156] Figures 50 to 54 illustrate a further example embodiment of a primary / secondary magnetic coupler (910 / 920) that can be used for a magnetic coupling device, such as the magnetic coupling device (200) shown in figures 21 to 22 and 46 to 49. The primary / secondary magnetic coupler (910 / 920) includes a first / second bevel shaped coupler (or bevel gear / flywheel (910A / 920A)), a first / second rotatable shaft (910B / 920B) and one or more magnets (910C / 920C).

[0157] The primary / secondary magnetic coupler (910 / 920) further includes a housing (941) which is substantially made of a resilient material, such as rubber or urethane, and in that each of the one or more magnets (910C / 920C) are entombed or embedded within the housing (941) of the primary / secondary magnetic coupler (910 / 920), as depicted in figure 54.

[0158] Returning to figures 50 to 53, the first / second bevel gear / flywheel (910A / 920A) may be substantially frusto-conical in shape, and, may have a pitched coupling surface. The pitched coupling surface may be disposed at substantially 45°, however, it can be appreciated that other angles may also be used, such as 30° or 60°.

[0159] The one or more magnets (910C / 920C) may be removably secured to the bevel gear / flywheel (910A / 920A) via fastening or interference / friction fitting, or, may be non-detachably secured to the bevel gear / flywheel (910A / 920A) via welding, gluing or integrally forming. In addition, as depicted in figure 54, the housing (941) may substantially surround the primary / secondary magnetic coupler (910 / 920), by substantially surrounding the primary / secondary bevel gear / flywheel (910A / 920A) and the one or more magnets (910C / 920C), and partially surrounding the primary / secondary rotatable shaft (910B / 920B).

[0160] Thus, in certain embodiments, a method of assembling or manufacturing the primary / secondary magnetic coupler (910 / 920) including the housing (941) may include the steps of: 1. Making the primary / secondary bevel-shaped coupler (910A / 920A) including the one or more magnets (910C / 920C); 2. Dipping the primary / secondary bevel-shaped coupler (910A / 920A) into a resin including substantially resilient material, such as rubber or urethane; and 3. Drying and / or cooling the dipped primary / secondary bevel-shaped coupler (910A / 920A) to form a housing (941) with the one or more magnets (910C / 920C) embedded or entombed within the housing (941).

[0161] Alternatively, it can be appreciated that the housing (941) may be used for surrounding the primary / secondary magnetic coupler (91 / 92) shown in figures 23 to 33 and 43 to 46. Further, it can be appreciated that, when the housing (941) is used for the primary / secondary magnetic coupler (91 / 92) shown in figures 23 to 33 and 43 to 46, the housing (941) may be adapted to retain or hold the stepped portions (9 IE, 92E) of the one or more magnets (9 IC, 92C) in place within the slotted portions (9 ID, 92D) of the first / second bevel gear / flywheel (91 A, 92A), and, to prevent / block the one or more magnets (91C / 92C) from jumping / falling out of first / second bevel gear / flywheel (91A / 92A).

[0162] Thus, in certain embodiments, a method of assembling or manufacturing the primary / secondary magnetic coupler (91 / 92) including the housing (941) may include the steps of: 1. Making the primary / secondary bevel-shaped coupler (91A / 92A) including the one or more magnets (91C / 92C), which in particular includes inserting stepped portions (91E / 92E) of the one or more magnets (91C / 92C) into one or more slotted portions (91D / 92D) of the bevel-shaped coupler (91A / 92A); 2. Dipping the primary / secondary bevel-shaped coupler (91A / 92A) into a resin including substantially resilient material, such as rubber or urethane; and 3. Drying and / or cooling the dipped primary / secondary bevel-shaped coupler (91A / 92A) to form a housing (941) with the one or more magnets (91C / 92C) embedded or entombed within the housing (941).

[0163] In both embodiments described above, it may be appreciated that the housing (941) would still be sufficient in allowing the one or more magnets (9 IC, 92C, 9 IOC, 920C) of the primary and secondary magnetic couplers (91, 92, 910, 920) to magnetically interact with one another, when the primary and secondary magnetic couplers (91, 92, 910, 920) are used in a magnetic coupling device, such as the magnetic coupling device (200) shown in figures 21 to 22 and 46 to 49.

[0164] Also, as shown in figure 54, each of the one or more magnets (910C / 920C) may further include a hole (915C / 925C) to allow for the housing (941) to be formed therewithin, which thereby improves the securement of the primary / secondary magnetic coupler (910 / 920) within the housing (941).

[0165] In some forms, the housing (941) may further be substantially made from low coherent of friction materials, such as plastics, polymers, or Teflon. Alternatively, the housing (941) may be further substantially made of rubber and / or other high coherent of friction materials.

[0166] In figures 55 to 57, an alternative embodiment of the primary / secondary magnetic coupler (910 / 920) is shown. The primary / secondary magnetic coupler (910 / 920) of figures 55 to 57 is similar to that shown in figures 50 to 54, but additionally includes a plate (930) that may be removably secured to the one or more magnets (910C / 920C), via fastening or interference / friction fitting, or may be non-detachably secured to the one or more magnets (910C / 920C) via welding, gluing or integrally forming.

[0167] The plate (930) may be adapted to increase rigidity and / or to hold / retain the one or more magnets (910C / 920C) in place, so that the one or more magnets (910C / 920C) do not move or deform when the primary / secondary magnetic coupler (910 / 920) is dipped into the resin to form the housing (941). Additionally, or alternatively, the plate (930) may include one or more holes (935) to allow for the housing (941) to be formed therewithin, which thereby improves the securement of the primary / secondary magnetic coupler (910 / 920) within the housing (941).

[0168] In figure 58, an example embodiment of a magnetic coupling device / system (300) is shown, in which the device / system (300) is a modification of the magnetic coupling device / system (200) shown in figure 46. The couplings (60, 60A, 60B), the frame assembly (70) and the flange bearings (80) of the device / system (300) shown in figure 58 are substantially same as those shown in figure 46, and therefore will not be described again hereinafter.

[0169] The magnetic coupling device / system (300) similarly includes a primary driving component (16) having a primary driving shaft (36A) which is configured to rotate a primary magnetic coupler (910), and an intermediate / secondary driven component (17 / 18) having an intermediate / secondary driven shaft (37B / 38B) configured to be rotated by a secondary magnetic coupler (920). In addition, the primary and secondary magnetic couplers (910, 920) similarly include plurality of spaced magnets (910C, 920C), such that upon rotation of said primary driving component (16), power is transmitted via said primary and secondary magnetic couplers (910, 920) to thereby drive said intermediate / secondary driven component (17 / 18).

[0170] However, unlike the device / system (200) shown in figure 46, the primary and secondary magnetic couplers (910, 920) of the magnetic coupling device / system (300) shown in figure 58 may each further include a housing (941) which may be substantially made of a resilient material such as rubber or urethane, and that the plurality of spaced magnets (910C, 920C) are entombed or embedded within the housing (941). In some forms, the primary and secondary magnetic couplers (910, 920) may be similar to the magnetic coupler (910 / 920) shown in figures 50 to 54, may be similar to the magnetic coupler (910 / 920) shown in figures 55 to 57 with the housing (941), or may be similar to the magnetic coupler (91 / 92) shown in figures 23 to 33 and 43 to 46 with the housing (941).

[0171] The device / system (300) may further include one or more spring mechanisms (970) that are configured to adjust the position of the primary and secondary magnetic couplers (910, 920) based on the mass or load that is attached to the primary and secondary shafts (910B, 920B). Additionally, or alternatively, the spring mechanism (970) may include a spring member (971) that compresses or expands based on a predetermined set of mass or load ranges. As depicted in figure 59, the spring mechanism (970) may be associated with a vertically oriented shaft, being the secondary rotatable shaft (920B) in this case, so that the spring member (971) can adjust the position of the secondary magnetic coupler (920) based on the mass / load that is attached to the vertically oriented secondary rotatable shaft (920B).

[0172] However, it can be appreciated that the spring mechanism (970) may alternatively adjust the position of the primary and secondary shafts (910B, 920B) from manual fastening and / or tightening of the spring mechanism (970) and / or the spring member (971), to thereby enable the spring mechanism (970) to be usable with also a horizontally oriented primary / secondary rotatable shaft (910B / 920B).

[0173] Figure 60 shows a sectional view of the first and second magnetic couplers (910, 920), when the couplings (60, 60A, 60B), the frame assembly (70) and the flange bearings (80) are omitted. Referring to both figures 58 and 60, when the driving component (16) is operated, the primary driving shaft (36B) is caused to rotate, which thereby rotates the first rotatable shaft (910B) and the first bevel gear / flywheel (910A) of the first magnetic coupler (910), via the connected couplings (60, 60A). Then, the second driven shaft (920B) and the second bevel gear / flywheel (920A) of the second magnetic coupler (920) are caused / induced to rotate, via attracting and repelling force interactions between the one or more magnets (910C, 920C) of the first bevel gear / flywheel (910A) and the second bevel gear / flywheel (920A). The rotation of the second driven shaft (920B) of the second magnetic coupler (920) then causes the intermediate driven shaft (37B) or the secondary driven shaft (38B), due to the connected couplings (60, 60B), which thereafter drives respectively the dummy or miscellaneous / intermediate driven component (17), or, the driven component (18).

[0174] As shown in figure 60, the first rotatable shaft (910B) is substantially orthogonal to the second rotatable shaft (920B), wherein the second rotatable shaft (920B) is oriented in a substantially vertical position, along a vertical axis (X-X), and the first rotatable shaft (910B) is oriented in a substantially horizontal position, along a horizontal axis (Y-Y). However, it should be readily understood that the magnetic coupling device / system (300) may incorporate other angles, and, is therefore not limited to the transfer of rotation / energy between shafts that are oriented 90° from one another.

[0175] Further, as shown in figure 60, the second rotatable shaft (920B) and the second bevel gear / flywheel (920A) are caused / induced to rotate along the vertical axis (X-X) in the direction that is opposite to the rotation of the first rotatable shaft (910B) and the first bevel gear / flywheel (910A) along the horizontal axis (Y-Y). Particularly, the first rotatable shaft (910B) and the first bevel gear / flywheel (910A) can rotate in a clockwise direction along the horizontal axis (Y-Y), while the second rotatable shaft (920B) and the second bevel gear / flywheel (920A) can rotate in an anticlockwise direction along the vertical axis (X-X). However, it would be readily known by the skilled person that the first rotatable shaft (910B) and the first bevel gear / flywheel (910A) can rotate in an anticlockwise direction along the horizontal axis (Y-Y), while the second rotatable shaft (920B) and the second bevel gear / flywheel (920A) can rotate in a clockwise direction along the vertical axis (X-X). This applies similarly to the primary driving shaft (36B) and the intermediate driven shaft (37B) / secondary driven shaft (38B).

[0176] Alternatively, it would be readily understood that the intermediate driven shaft (37B) / secondary driven shaft (38B) may be connected to the first magnetic coupler (910), while the primary driving shaft (36B) may be connected to the second magnetic coupler (920). In this scenario, the first rotatable shaft (91 OB) and the first bevel gear / flywheel (910A) of the first magnetic coupler (910) are caused / induced to rotate from the rotation of the second rotatable shaft (920B) and the second bevel gear / flywheel (920A) of the second magnetic coupler (920), via attracting and / or repelling force interactions between the one or more magnets (9IOC, 920C) of the first bevel gear / flywheel (910A) and the second bevel gear / flywheel (92OA).

[0177] As shown in figure 61, the first and second bevel gears / flywheels (910A, 920A) and the one or more magnets (9IOC, 920C) of the first and second magnetic couplers (910, 920) are arranged and / or disposed in a way such that the first magnetic coupler (910) slips past the second magnetic coupler (920), when an overload occurs. Such an overload may be due to a damaged / broken componentry in the magnetic coupling device / system (300), a damaged / broken driving / driven shaft (36B, 37B, 38B), or, a damaged / broken driving / driven / miscellaneous component (16, 17, 18), and / or may be due to an unexpected problem in other parts of a drive train, production line or engine that is being driven. The slippage of the first and second magnetic couplers (910, 920) provides a safety slip clutch mechanism to protect the personnel / operator from harm, and, to avoid machinery damage.

[0178] However, an overload may also occur when the load / mass that is attached to the secondary rotatable shaft (920B) is above a certain threshold, such that the attracting and / or repelling force interactions between the one or more magnets (910C, 920C) of the first and second magnetic couplers (910, 920) are inadequate in causing / inducing the second rotatable shaft (920B) to rotate at substantially the same speeds / torque as the first rotatable shaft (910B). In such cases typically known as big jobs, the spring mechanism (970) is adapted to adjust the position of the secondary magnetic coupler (920) so that the housings (941) of the first and secondary magnetic couplers (910, 920) physically abut one another. In figure 62, when the first rotatable shaft (910B) and the first bevel gear / flywheel (910A) of the first magnetic coupler (910) are caused to rotate by the driving component (16), the housing (941) of the first magnetic coupler (910) engages and physically pushes the housing (941) of the second magnetic coupler (920) to thereby cause rotation of the second rotatable shaft (920B) and the second bevel gear / flywheel (920A) of the second magnetic coupler (920). A physical mechanical connection between the first and second magnetic couplers (910, 920) is established, and, the housing (941) of the first magnetic coupler (910) continues to drive the housing (941) of the second magnetic coupler (920), via mechanical friction forces, until the first magnetic coupler (910) stops rotating or the spring mechanism (970) adjusts the position ofthe second magnetic coupler (920) away from first magnetic coupler (910).

[0179] In some forms, the housing (941) may be substantially durable and impact resistant, so that when this overload scenario occurs, the magnets are not damaged or slightly damaged from the collision of the housings (941). In some forms, the housing (941) may be further substantially made from low coherent of friction materials, such as plastics, polymers, or Teflon, to allow for slippage if the overload scenario has changed. In some forms, the housing (941) may be further substantially made of rubber and / or other high coherent of friction materials.

[0180] In figures 63 to 65, another example embodiment of a magnetic coupling device / system (400) is shown, in which the device / system (400) is a modification of magnetic coupling device system (300) shown in figure 58. The magnetic couplers (910, 920), the couplings (60, 60A, 60B), the frame assembly (70) and the flange bearings (80) of the device / system (300) shown in figure 63 are substantially same as those shown in figure 58, and therefore will not be described again hereinafter.

[0181] However, instead of the spring mechanism (970) shown in figures 58 and 59, the magnetic coupling device / system (400) includes one or more electrically powered spring mechanisms (970a, 970b), as shown in figures 64 and 65. The one or more electrically powered spring mechanisms (970a, 970b) are similarly configured to adjust the position of the primary and secondary magnetic couplers (910, 920) based on the mass or load that is attached to the primary and secondary rotatable shafts (910B, 920B). Additionally, or alternatively, the spring mechanism (970a, 970b) may include a spring member (971a, 971b), and a controller (972a, 972b).

[0182] In some forms, the spring mechanism (970a, 970b) may be adjusted by the fastening and / or tightening of the spring member (971a, 971b) via the controller (972a, 972b), after the controller (972a, 972b) determines the mass / load that is attached to the primary and / or secondary rotatable shafts (910, 920). This enables the spring mechanism (970a, 970b) to also be usable with also a horizontally oriented primary / secondary rotatable shaft (910B / 920B).

[0183] Figure 66 shows a sectional view of the first and second magnetic couplers (910, 920), when the couplings (60, 60A, 60B), the frame assembly (70) and the flange bearings (80) are omitted. Referring to both figures 63 and 66, when the driving component (16) is operated, the primary driving shaft (36B) is caused to rotate, which thereby rotates the first rotatable shaft (910B) and the first bevel gear / flywheel (910A) of the first magnetic coupler (910), via the connected couplings (60, 60A). Then, the second driven shaft (920B) and the second bevel gear / flywheel (920A) of the second magnetic coupler (920) are caused / induced to rotate, via attracting and repelling force interactions between the one or more magnets (910C, 920C) of the first bevel gear / flywheel (910A) and the second bevel gear / flywheel (920A). The rotation of the second driven shaft (920B) of the second magnetic coupler (920) then causes the intermediate driven shaft (37B) or the secondary driven shaft (38B), due to the connected couplings (60, 60B), which thereafter drives respectively the dummy or miscellaneous / intermediate driven component (17), or, the driven component (18).

[0184] As shown in figure 66, the first rotatable shaft (910B) is substantially orthogonal to the second rotatable shaft (920B), wherein the second rotatable shaft (920B) is oriented in a substantially vertical position, along a vertical axis (X-X), and the first rotatable shaft (91 OB) is oriented in a substantially horizontal position, along a horizontal axis (Y-Y). However, it should be readily understood that the magnetic coupling device / system (300) may incorporate other angles, and, is therefore not limited to the transfer of rotation / energy between shafts that are oriented 90° from one another.

[0185] Further, as shown in figure 66, the second rotatable shaft (920B) and the second bevel gear / flywheel (920A) are caused / induced to rotate along the vertical axis (X-X) in the direction that is opposite to the rotation of the first rotatable shaft (91 OB) and the first bevel gear / flywheel (910A) along the horizontal axis (Y-Y). Particularly, the first rotatable shaft (91 OB) and the first bevel gear / flywheel (910A) can rotate in a clockwise direction along the horizontal axis (Y-Y), while the second rotatable shaft (920B) and the second bevel gear / flywheel (920A) can rotate in an anticlockwise direction along the vertical axis (X-X). However, it would be readily known by the skilled person that the first rotatable shaft (91 OB) and the first bevel gear / flywheel (910A) can rotate in an anticlockwise direction along the horizontal axis (Y-Y), while the second rotatable shaft (920B) and the second bevel gear / flywheel (920A) can rotate in a clockwise direction along the vertical axis (X-X). This applies similarly to the primary driving shaft (36B) and the intermediate driven shaft (37B) / secondary driven shaft (38B).

[0186] Alternatively, it would be readily understood that the intermediate driven shaft (37B) / secondary driven shaft (38B) may be connected to the first magnetic coupler (910), while the primary driving shaft (36B) may be connected to the second magnetic coupler (920). In this scenario, the first rotatable shaft (910B) and the first bevel gear / flywheel (910A) of the first magnetic coupler (910) are caused / induced to rotate from the rotation of the second rotatable shaft (920B) and the second bevel gear / flywheel (920A) of the second magnetic coupler (920), via attracting and / or repelling force interactions between the one or more magnets (910C, 920C) of the first bevel gear / flywheel (910A) and the second bevel gear / flywheel (920A).

[0187] As shown in figure 67, the first and second bevel gears / flywheels (910A, 920A) and the one or more magnets (910C, 920C) of the first and second magnetic couplers (910, 920) are arranged and / or disposed in a way such that the first magnetic coupler (910) slips past the second magnetic coupler (920), when an overload occurs. Such an overload may be due to a damaged / broken componentry in the magnetic coupling device / system (300), a damaged / broken driving / driven shaft (36B, 37B, 38B), or, a damaged / broken driving / driven / miscellaneous component (16, 17, 18), and / or may be due to an unexpected problem in other parts of a drive train, production line or engine that is being driven. The slippage of the first and second magnetic couplers (910, 920) provides a safety slip clutch mechanism to protect the personnel / operator from harm, and, to avoid machinery damage.

[0188] However, an overload may also occur when the load / mass that is attached to the secondary rotatable shaft (920B) is above a certain threshold, such that the attracting and / or repelling force interactions between the one or more magnets (91OC, 920C) of the first and second magnetic couplers (910, 920) are inadequate in causing / inducing the second rotatable shaft (920B) to rotate at substantially the same speeds / torque as the first rotatable shaft (91 OB). In such cases typically known as big jobs, the spring mechanism (970a, 970b) are adapted to adjust the positions of the primary and / or secondary magnetic couplers (910, 920) so that the housings (941) of the first and secondary magnetic couplers (910, 920) physically abut one another. In figure 68, when the first rotatable shaft (910B) and the first bevel gear / flywheel (910A) of the first magnetic coupler (910) are caused to rotate by the driving component (16), the housing (941) of the first magnetic coupler (910) engages and physically pushes the housing (941) of the second magnetic coupler (920) to thereby cause rotation of the second rotatable shaft (920B) and the second bevel gear / flywheel (920A) of the second magnetic coupler (920). A physical mechanical connection between the first and second magnetic couplers (910, 920) is established, and, the housing (941) of the first magnetic coupler (910) continues to drive the housing (941) of the second magnetic coupler (920), via mechanical friction forces, until the first magnetic coupler (910) stops rotating or the spring mechanism (970) adjusts the positions of the primary and / or secondary magnetic couplers (910, 920) away from one another.

[0189] In some forms, the controller (972a, 972b) of the spring mechanism (970a, 970b) may be adapted to monitor / measure the mass / load that is attached to the primary and / or secondary rotatable shafts (910b, 920b), to determine when to adjust the positions of the primary and / or secondary magnetic couplers (910, 920). Additionally or alternatively, controller (972a, 972b) of the spring mechanism (970a, 970b) may be adapted to send and / or receive wireless signals (901) to and / or from a remote device (900), to indicate to the operator of the characteristics of the device / system (400), such as the condition of the magnetic couplers (910, 920) and / or the current mass / loads that are attached to the primary and / or secondary rotatable shafts (910b, 920b).

[0190] In some forms, the housing (941) may be substantially durable and impact resistant, so that when this overload scenario occurs, the magnets are not damaged or slightly damaged from the collision of the housings (941). In some forms, the housing (941) may be further substantially made from low coherent of friction materials, such as plastics, polymers, or Teflon, to allow for slippage if the overload scenario has changed. In some forms, the housing (941) may be further substantially made of rubber and / or other high coherent of friction materials.

[0191] Whilst the magnetic coupling device / system (200, 300, 400) includes couplings (60, 60A, 60B) that are mechanical in nature, it would be readily understood that these may be substituted with magnetic couplings and still able to achieve their purpose of connecting the shafts (36B, 37B, 38B, 9IB, 92B) together.

[0192] Whilst the flange bearings (80) of the magnetic coupling device / system (200, 300, 400) are typically known to include ball bearings, it is not intended to be limiting, and, the flange bearings (80) may additionally or alternatively include other types of mechanical and / or magnetic bearings. In one example, the magnetic bearings may be those described in PCT / AU2022 / 050601.

[0193] In addition, to avoid possible backwards rotations due to misalignment of the magnets, the magnetic coupling system (30) and / or the magnetic coupling device / system (200, 300, 400) may include the use of one-directional bearings, to ensure that each of the driven components (18) are correctly driven in the desired anticlockwise or clockwise direction.

[0194] Throughout the specification, the term “magnetic idler” is intended to be defined as a rotatable gear or flywheel that functions to transfer rotational force from the first magnetic coupler to the second magnetic coupler. This “magnetic idler” may also be referred to as an “intermediate magnetic coupler” or “intermediate magnetic coupling idler”.

[0195] Throughout the specification, the term “one or more magnets” may also be referred to as a “plurality of spaced apart magnets”.

[0196] Overall, the magnetic coupling system (30) and the magnetic coupling device / system (200, 300, 400) are at least suitably used in an engine for transport, maritime, industrial, mining and agriculture.

[0197] Throughout this specification and the claims which follow, unless the context requires otherwise, the word “comprise”, and variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated integer or step or group of integers or steps but not the exclusion of any other integer or step or group of integers or steps.

[0198] In the forgoing description of preferred embodiments, specific terminology has been resorted to for the sake of clarity. However, the invention is not intended to be limited to specific terms so selected, and it is to be understood that each specific term includes all technical equivalents which operate in a similar manner to accomplish a similar technical purpose. Terms such as “front” and “rear”, “inner” and “outer”, “above”, “below”, “upper” and “lower” and the like are used as words of convenience to provide reference points and are not to be construed as limiting terms.

Claims

1. A beltless drive system for power transmission, including:a primary driving component having a primary driving shaft which is configured to rotate a primary magnetic coupler; and,a secondary driven component having a secondary driven shaft configured to be rotated by a secondary magnetic coupler,wherein each of said primary and secondary magnetic couplers include a plurality of spaced apart magnets, such that upon rotation of said primary driving component, power is transmitted via said primary and secondary magnetic couplers to thereby drive said secondary driven component,wherein at least one of the couplers includes a housing which is substantially made of a resilient material such as rubber or urethane,wherein the plurality of spaced apart magnets are entombed or embedded within the housing.

2. The beltless drive system according to claim 1, wherein at least one of said couplers is configured as a bevel-shaped coupler.

3. The beltless drive system according to claim 2, wherein said bevel shaped coupler is substantially of frustro-conical shape.

4. The beltless drive system according to claim 2 or 3, wherein said bevel-shaped coupler includes a pitched coupling surface having the plurality of spaced apart magnets.

5. The beltless drive system according to any one of claims 2 to 4, wherein said bevel-shaped coupler includes slotted portions that are adapted to receive the stepped portions of the plurality of spaced apart magnets therewithin.

6. The beltless drive system according to claim 5, wherein said stepped portions are tapered to be insertable into the corresponding shaped slotted portions of the bevel-shaped coupler.

7. The beltless drive system according to claim 6, wherein the tapered stepped portions of the magnets are removably securable to the corresponding shaped slotted portions of the bevelshaped coupler via an interference or friction fit.

8. The beltless drive system according to any one of claims 5 to 7, wherein at least one of said couplers further includes a backing plate to secure the stepped portions of the plurality of spaced apart magnets within the slotted portions of the bevel-shaped coupler.

9. The beltless drive system according to any one of claims 5 to 8, wherein the housing is adapted to secure the stepped portions of the plurality of spaced apart magnets within the slotted portions of the bevel-shaped coupler.

10. The beltless drive system according to any one of claims 4 to 9, wherein said magnets are either embedded within or outwardly extend from said pitched coupling surface.

11. The beltless drive system according to any one of claims 4 to 10, wherein said pitched coupling surface is disposed at 45 degrees or any other desired angle.

12. The beltless drive system according to any one of claims 2 to 11, wherein, during overload, said magnets of one of said bevel-shaped couplers are adapted to slip past said magnets of another of said bevel-shaped couplers.

13. The beltless drive system according to any one of claims 2 to 12, further including a spring mechanism configured to adjust the position the primary and secondary magnetic couplers based on the mass or load that is attached to the primary and secondary shafts.

14. The beltless drive system according to claim 13, wherein, during overload, said housing of said primary coupler engages said housing of said secondary coupler, at certain mass or load ranges.

15. The beltless drive system according to any one of claims 2 to 14, wherein each of said primary and secondary shafts are angularly disposed relative to each other.

16. The beltless drive system according to claim 15, wherein said primary and secondary shafts are disposed at 90 degrees or any other desired angle.

17. The beltless drive system according to claim 1, wherein the housing of said coupler is substantially star-shaped.

18. The beltless drive system according to claim 17, wherein, during overload, the housing of one of said couplers engages the housing of another of said couplers.

19. The beltless drive system according to claim 18, wherein, during overload, the teeth portions of the housing of one or said couplers engages the teeth portions of another of said couplers.

20. The beltless drive system according to claim 18 or 19, wherein, during overload, the housing of the one of said couplers continues to drive the housing of the other of said couplers, with mechanical friction forces.

21. The beltless drive system according to any one of claims 18 to 20, wherein, during overload, said magnets of one of said couplers are adapted to slip past said magnets of another of said couplers, at certain torque ranges.

22. The beltless drive system according to claim 21, wherein, during overload, the teeth portions of the housing of one or said couplers slip past the teeth portions of another of said couplers, at certain torque ranges.

23. The beltless drive system according to any one of claims 17 to 22, wherein one or more of said magnets are in the form of diamond shaped prisms, oblong shaped prisms, circular shaped prisms, arrow shaped prisms, tree shaped prisms, and / or other suitable shapes.

24. The beltless drive system according to any one of claims 17 to 23, wherein said coupler include one or more protruding plates.

25. The beltless drive system according to any one of claims 1 to 24, wherein the housing of said coupler is substantially made of plastics, polymers, Teflon and / or other low coherent of friction materials.

26. The beltless drive system according to any one of claims 1 to 24, wherein the housing of said coupler is substantially made of rubber and / or other high coherent of friction materials.

27. The beltless drive system according to any one of claims 1 or 17 to 26, wherein at least one of said primary and secondary magnetic couplers is configured as a magnetic gearbox arrangement coupler, which includes:a sun gear connected to a first shaft; anda planetary ring gear surrounding the sun gear, wherein each of the sun gear and the planetary ring gear include a plurality of magnets.

28. The beltless drive system according to claim 27, wherein, the sun gear and the planetary ring gear are adapted to rotate in same directions, via said magnets of the sun gear and the planetary ring gear.

29. The beltless drive system according to claim 27, wherein the magnetic gearbox coupler further includes one or more planet gears, each positioned intermediate the sun gear and the planetary ring gear, wherein each of the one or more planet gears include a plurality of magnets.

30. The beltless drive system according to claim 29, wherein the sun gear and the one or more planet gears are adapted to rotate in opposite directions, via said magnets of the sun gear and the one or more planet gears, and wherein the one or more planet gears and the planetary ring gear are adapted to rotate in same directions, via said magnets of the one or more planet gears and the planetary ring gear.

31. The beltless drive system according to any one of claims 27 to 30, wherein, during overload, said magnets of one of said gears of the magnetic gearbox arrangement coupler are adapted to slip past said magnets of another of said gears of magnetic gearbox arrangement coupler.

32. The beltless drive system according to any one of claims 27 to 31, wherein, during overload, the housing of one of said couplers engages the housing of another of said couplers.

33. The beltless drive system according to any one of claims 27 to 32, wherein, the sun gears, planet gears and / or planetary ring gear include a gear housing which is substantially made of a resilient material such as rubber or urethane, and wherein the plurality of spaced apart magnets are entombed or embedded within the gear housing.

34. The beltless drive system according to claim 33, wherein the gear housing of said coupler is substantially star-shaped and / or includes teeth portions.

35. The beltless drive system according to claim 34, wherein, during overload, said gear housing of one of said gears of the magnetic gearbox arrangement coupler engages said gear housing of another of said gears of magnetic gearbox arrangement coupler.

36. The beltless drive system according to claim 35, wherein, during overload, said gear housing of the one of said gears of the magnetic gearbox arrangement coupler continues to drive said gear housing of the other of said gears of magnetic gearbox arrangement coupler, with mechanical friction forces.

37. The beltless drive system according to any one of claims 27 to 36, wherein the sun gear and / or the one or more planet gears are in the form of round aerodynamic gears.

38. The beltless drive system according to any one of claims 27 to 37, wherein the ratio of the number of said magnets of one of said gears of the magnetic gearbox arrangement coupler is non-proportional or abstract to the number of said magnets of another of said gears of the magnetic gearbox arrangement coupler.

39. The beltless drive system according to any one of claims 1 to 38, wherein the primary driving shaft and the secondary driven shaft rotate in opposite directions.

40. The beltless drive system according to claim 39, wherein the primary driving shaft and the secondary driven shaft rotate in the same direction with respect to their primary driving component and secondary driven component.

41. The beltless drive system according to any one of claims 1 to 40, further including:an intermediate magnetic coupling idler, positioned intermediate to said primary and secondary magnetic couplers,whereby, upon rotation of said primary driving component, power is transmitted from said primary magnetic coupler via said intermediate coupler to said secondary magnetic coupler, to thereby drive said secondary driven component.

42. The beltless drive system according to claim 41, wherein the primary driving shaft and secondary driven shaft rotate in same directions.

43. The beltless drive system according to any one of claims 1 to 42, wherein the primary driving component is a crankshaft, a motor, a turbine, or other drive component.

44. The beltless drive system according to claim 43, wherein the primary driving shaft is connected to a harmonic balancer magnetic coupling device.

45. The beltless drive system according to claim 43 or 44, wherein the secondary driven component is any one or combination of:a water pump;an alternator;an air conditioning compressor;a power steering pump; oranother accessory that is used in an engine.

46. A beltless drive system for power transmission, including:a primary driving component having a primary driving shaft which is configured to rotate a primary magnetic coupler; and,a secondary driven component having a secondary driven shaft configured to be rotated by a secondary magnetic coupler,wherein each of said primary and secondary magnetic couplers include a plurality of spaced apart magnets, such that upon rotation of said primary driving component, power is transmitted via said primary and secondary magnetic couplers to thereby drive said secondary driven component,wherein said primary and secondary couplers is configured as a bevel-shaped coupler, wherein the magnets include tapered stepped portions which are adapted to be insertable into the corresponding shaped slotted portions of the bevel-shaped coupler.

47. The beltless drive system according to claim 46, wherein the tapered stepped portions of the magnets are removably securable to the corresponding shaped slotted portions of the bevelshaped coupler via an interference or friction fit.

48. The beltless drive system according to claim 46 or 47, wherein said bevel shaped coupler is substantially of frustro-conical shape.

49. The beltless drive system according to any one of claims 46 to 48, wherein said bevel-shaped coupler includes a pitched coupling surface having the plurality of spaced apart magnets.

50. The beltless drive system according to claim 49, wherein said magnets are either embedded within or outwardly extend from said pitched coupling surface.

51. The beltless drive system according to claim 49 or 50, wherein said pitched coupling surface is disposed at 45 degrees or any other desired angle.

52. The beltless drive system according to any one of claims 46 to 51, wherein, during overload, said magnets of one of said bevel-shaped couplers are adapted to slip past said magnets of another of said bevel-shaped couplers.

53. The beltless drive system according to any one of claims 46 to 52, wherein each of said primary and secondary shafts are angularly disposed relative to each other.

54. The beltless drive system according to claim 53, wherein said primary and secondary shafts are disposed at 90 degrees or any other desired angle.

55. The beltless drive system according to any one of claims 46 to 54, wherein at least one of said couplers further includes a backing plate to secure the stepped portions of the plurality of spaced apart magnets within the slotted portions of the bevel-shaped coupler.

56. The beltless drive system according to any one of claims 46 to 55, wherein at least one of the couplers includes a housing which is substantially made of a resilient material such as rubber or urethane, and wherein the plurality of spaced apart magnets are entombed or embedded within the housing.

57. The beltless drive system according to claim 56, wherein the housing is adapted to secure the stepped portions of the plurality of spaced apart magnets within the slotted portions of the bevel-shaped coupler.

58. The beltless drive system according to claim 56 or 57, further including a spring mechanism configured to adjust the position the primary and secondary magnetic couplers based on the mass or load that is attached to the primary and secondary shafts.

59. The beltless drive system according to claim 58, wherein, during overload, said housing of said primary coupler engages said housing of said secondary coupler, at certain mass ranges.

60. The beltless drive system according to claim 59, wherein, during overload, the housing of said primary coupler continues to drive the housing of said secondary coupler, with mechanical friction forces.

61. The beltless drive system according to any one of claims 56 to 60, wherein the housing of said coupler is substantially made of plastics, polymers, Teflon and / or other low coherent of friction materials.

62. The beltless drive system according to any one of claims 56 to 60, wherein the housing of said coupler is substantially made of rubber and / or other high coherent of friction materials.

63. A method of assembling or manufacturing a bevel-shaped coupler for the beltless drive systemaccording to any one of claims 2 to 16 or 46 to 62, including the step of:making the bevel-shaped coupler including the one or more magnets.

64. The method according to claim 63, wherein the step of making the bevel-shaped coupler includes the step of:inserting stepped portions of the one or more magnets into one or more slotted portions of the bevel-shaped coupler.

65. The method according to claim 63 or 64, further including the step of: securing a backing plate to the rear side of the bevel-shaped coupler.

66. The method according to any one of claims 63 to 65, further including the steps of:dipping the bevel-shaped coupler into a resin including substantially resilient material such as rubber or urethane; anddrying and / or cooling the dipped bevel-shaped coupler to form a housing with the magnets embedded or entombed within the housing.

67. The method according to claim 66, wherein the resin further includes substantially plastics, polymers, Teflon and / or other low coherent of friction materials.

68. The method according to claim 66, wherein the resin further includes substantially rubber and / or other high coherent of friction materials.

69. The method according to any one of claims 63 to 68, wherein said stepped portions are tapered to be insertable into the corresponding shaped slotted portions of the bevel-shaped coupler.

70. The method according to claim 69, wherein the tapered stepped portions of the magnets are removably securable to the corresponding shaped slotted portions of the bevel-shaped coupler via an interference or friction fit.

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