Benjiman [ Benjamin ] R. TEAL

Magnipulsion Engine [ MagnePulsion ]

Peter Lindemann's Magnipulsion Project:
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Company Literature ( PDF ):

Tallahassee Democrat ( Date unknown, ca. 1976 )

Magnipulsion is Answer to Energy Crisis --- Bob Teal

By Doris Morgan

A retired enginer who works in a small shop at his home in Madison says he has invented a machine which might be the answer to the energy crisis.

B.R.”Bob” Teal said he got the idea for what he calls his ‘magnipulsion’ engine when he was writing a still-unpublished science fiction novel.

After retiring from an engineering post in Hawaii with Ling Temco Vought in 1972, Teal and his wife Beatrice moved to Madison where he decided to try out his idea.

Entering Teal’s backyard workshop, you see two stainless steel contraptions with wires and switches stuck here and there, his latest magnipulsion engines.

After explaining that the thing started with a car battery, Teal flips several switches which sends current to the magnets placed around the engine.

The one horsepower engine which sounds like a sewing machine while operating is the sixth in a series of electromagnet machines which Teal has developed since he began in 1972.

While the pistons pump up and down, much like a car engine through their magnetic cylinders, the pulleys spin around. Speed is reduced or increased by the flip of a switch that controls the power like the dimming of a light bulb.

“As it is now the machine can power shop tools, water pumps, or conveyers”, Teal said. “You can add horsepower by adding magnets”.

“I have built six engines and the latest will operate a 20-ton conveyer:, Teal said. He said he bought the car batteries more than a year ago and they have never been charged since.

Teal says his invention could save coal and oil which are now required to create electricity. “A small magnipulsion engine could operate a home central air conditioner for about 50 cents per day”, he said.

Valdosta Times (GA, 13 March 1977)

Madison Man Builds New Engine

By Elizabeth Butler

The writing of a since fiction book eventually led a Madison resident to invent an electromagnetic engine which he says emits no pollution and takes little current to operate.

B.R. “Bob” Teal, a retired electronics engineer and author, has one patent and two pending on his invention.

“I wrote a science fiction book several years before retiring and I needed the story plausible --- an engine that emitted no pollution --- noise or air pollution --- so in my mind at the time I named it magnipulsion.

“Then after retiring in Honolulu in 1972 we came to Madison to live and having nothing else to do, I decided to build the engine. I built it and it works.”

Teal, 54, said scientists and engineers have come from all over the country and confirmed that it does what they consider to be impossible.

“I have built six engines and the latest will operate a 20-ton conveyor”, said Teal, who was born in Morven, NC, about 60 miles from Charlotte. “It operates fro a standard car battery and draws an extremely small amount of current. I bought the car batteries over a year ago and they have never been charged but once.”

Teal constructed his first engine of wood within a few weeks to see if it would work. The second engine was a crude one of metal and later he went to Jacksonville to get parts made for a prototype.

“I have dreams of building one large enough to run cars and boats”, teal said. “Judging from what I have done so far, I guess it would cost $400 or $500. There are very few moving parts so you would not need highly trained mechanics.”

Since the United Press International carried a story of his invention in May 1976, Teal has received hundreds of letters about the invention from around the world and has answered all of them.

“I have been attempting to get the government interested in hopes of getting a grant to build a shop and hire qualified personnel”, he said. “If I don’t succeed in the very near future in getting the grant, my attorney is preparing to go public and sell stock”.

Teal said telegrams from all over the nation and from foreign cities have been sent to President Jimmy Carter asking him to investigate the potential of the engine.

The electromagnetic engine is not the first invention for Teal, While working as an RCA engineer and filling a contract with the Navy in 1964, he was responsible for a classified invention which related to radio frequency cables and was valued at $50 million. “I didn’t get a penny for that”, said Teal, who has a letter from the navy Department giving him full credit for the invention.

Teal, who attended Wofford College in Spartanburg SC, and the University of Hawaii, retired from the Coast Guard after 20 years in 1962. He then worked for Ling Temco Vought, RCA, and finally went into Civil Service work with te Air Force, retiring in 1972.

During 1975-76 he wrote a column, “Is Justice?” for the Madison Carrier and last year he published a book of poems.

He is married to the former Beatrice Mae Cole of Baltimore MD, and they have two married children.

US Patent # 4,024,421

Magnetically Operable Engine or Power Plant

Benjiman Teal


A magnetically operable engine or power plant embodying a rotary crankshaft having two or more offset cranks which, by means of respective connecting rods pivoted thereto, and also to the sliding cores or armatures of electromagnets, are actuated to apply torque to the crankshaft for driving purposes. Electrical current is supplied to the magnet windings by fixed distributor switches which are successively operated by one or more cams effectively mounted on the crankshaft, the switches receiving pulses of current in timed relationship and in such a manner that torque is continuously applied to the crankshaft.

US Cl. 310/24
Intl Cl. H02K 7/06 (20060101); H02K 7/075 (20060101); H02K 007/06

References Cited

U.S. Patent Documents: 568947 // 1131614 // 1347002 // 1886040 // 2056719 // 2639544 // 3688136 // 3832608

The present invention relates to a magnetically operable engine or power plant which, in a general way, functions in the manner of an internal combustion engine in that it employs a rotary crankshaft having offset cranks which derive their motion from power driven reciprocating members. Unlike a conventional combustion engine, the reciprocating members, instead of being motivated by the explosion of combustible gases in a combustion chamber, are caused to reciprocate by magnetic attraction, such members being in the form of cores or armatures which are associated with electromagnets, there being at least one magnet for each crank. Motivating current impulses are successively supplied to the various magnets by distributor means embodying respective normally open circuit making and breaking devices which are successively closed by one or more cams that rotate with the camshaft. The basic principle involved in thus applying torque to the crankshaft may appropriately be referred to as "magnipulsion" (a coined word) and such term may be employed where appropriate throughout this specification.

The present magnetically operable engine or power plant is capable of being used as a power source in connection with a wheeled automotive vehicle of either the passenger-carrying type or as a toy automobile. It is also capable of being used as a fixedly mounted power plant for driving adjacent machinery of various sorts but, irrespective of the particular use to which the invention may be put, the essential features thereof are at all times preserved.

The provision of an engine which is extremely simple in its construction and which therefore may be manufactured at a low cost; one which is comprised of a minimum number of parts, particularly moving parts, and which therefore is unlikely to get out of order; one which is rugged and durable and which therefore will withstand rough usage; one which is smooth and silent in its operation; one which is capable of ease of assembly and disassembly for purposes of inspection of parts, replacement or repair thereof; and one which otherwise is well adapted to perform the services required of it are further desirable features which have been borne in mind in the production and development of the present invention.

The provision of an engine or power plant such as has briefly been outlined above, and possessing the stated advantages, constitutes the principal object of the invention. Numerous other objects and advantages of the invention, not at this time enumerated, will become readily apparent as the nature of the invention is better understood.

In the accompanying two sheets of drawings forming a part of this specification, one illustrative embodiment of the invention has been shown .

In these drawings:

FIG. 1 is a perspective view of a magnetically operable power plant or engine embodying the principles of the present invention, portions of the framework or chassis being broken away in the interests of clarity;

FIG. 2 is a sectional view taken substantially on the vertical plane indicated by the line 2--2 of FIG. 1 and in the direction of the arrows;

FIG. 3 is an end elevational view taken in the direction of the arrows associated with the line 3--3 of FIG. 2; FIG. 4 is an end elevational view taken in the direction of the arrows associated with the line 4--4 of FIG. 2;

FIG. 5 is an enlarged detail sectional view taken through one of the electromagnets and its associated connecting rod and crank which are employed in connection with the invention; and

FIG. 6 is an electric circuit diagram of the power plant or engine.

Referring now to the drawings in detail, and in particular to FIGS. 1 and 2, a power plant or engine constructed according to the invention is designated in its entirety by the reference numeral 10 and it embodies in its general organization a chassis or framework 12 which serves to rotatably support an elongated crankshaft 14 on which there is mounted a relatively massive flywheel 16 in the medial region thereof. A pair of pulleys 18 on opposite sides of the flywheel 16 have associated therewith respective drive belts 20 which may extend to a suitable transmission (not shown) in the case of a wheeled automative vehicle, or to the input drive element in the case of a stationary equipment which is to be driven by the power plant.

The framework 12 is comprised of an upper rectangular frame having longitudinal frame members 22 and 24 and transverse frame members 26 and 28, and a lower rectangular frame having longitudinal frame members 30 and 32 and transverse frame members 34 and 36. The framework 12 further includes a pair of intermediate posts 40 and front and rear vertical intermediate posts 42 and 44 respectively. A series of longitudinal struts 46 and transverse struts 48 extend variously between the posts 38, 40, 42, and 44 and establish an intermediaterectangular frame a slight distance above the lower rectangular frame 30, 32, 34 and 36.

A pair of bearing assemblies 50 are supported upon transverse support bars 52 and 54 and serve to rotatably support the crankshaft 14. Such crankshaft is provided with crank arms 56 and 58 on opposite sides of the flywheel 16 and with offset cranks 60 and 62. The crank 62 is connected by means of connecting rods 64 and 66 to respective electromagnets M1 and M2 which are fixedly mounted on the framework 12, while the crank arm 60 is similarly connected by connecting rods 68 and 70 to respective electromagnets M3 and M4, all in a manner that will be made clear presently.

The various electromagnets M1, M2, M3 and M4, together with their associated connecting rods 64, 66, 68 and 70 are substantially identical and therefore a description of one of them will suffice for them all. Accordingly, the magnet M1 (see also FIG. 5) embodies a magnet casing or shell 72 within which there is disposed a magnet winding 74. An armature or core 76 is slidably disposed within the casing 72 and is pivotally connected as indicated at 78 to the associated connecting rod 64. The remaining magnets M2, M3 and M4 are similarly connected to their associated connecting rods

The magnet M1 is mounted in a vertical position upon an upper shelf member 80 while the magnet M2 is mounted in a slightly inclined position upon a lower shelf member 82. As best shown in FIGS. 1, 2 and 3, the magnet M2 is seated upon a wedge-shaped base plate or block 84 which serves to misalign the axis of the magnet M2 from the axis of the magnet M1 by a small angle for a purpose that will be made clear presently. The magnet M3 is mounted in a horizontal position by means of a support member 86 while the magnet M4 is similarly mounted in a substantially horizontal position by means of a support member 88, the axis of the magnet M4 being slightly misaligned with respect to the axis of the magnet M3 likewise for a purpose that will be set forth subsequently.

Referring now to FIGS. 2, 3 and 4, one end of the flywheel 16 carries a cam 90 which is designed for successive engagements with a pair of substantially diametrically opposed microswitches S1 and S2 which are carried at the ends of a pair of horizontal supporting bars 94 and 96 respectively. Similarly, the other end of the flywheel 16 carries a cam 92 which is designed for successive engagement with a pair of substantially horizontally opposed microswitches S3 and S4 which are carried at the ends of a pair of horizontal supporting bars 98 and 100 respectively. As will become more readily apparent when the operation of the herein described magnetically operable engine or power plant is set forth in connection with the circuit diagram of FIG. 6, the arrangement of the various cams and microswitches is such that upon rotation of the crankshaft 14 and flywheel 16, the contacts associated with the microswitches S1, S3, S2 and S4 will become individually closed, successively and in the order named.

Considering now the operation of the herein described magnetically operable engine or power plant 10, and with reference to FIG. 6, it will be assumed that initially the position of the crankshaft 14 is such that, as shown in FIG. 3, energization of the magnet M1 will swing the crank 62 upwardly at such time as the cam 90 engages the microswitch S1. Closure of the C1 contacts associated with the switch S1 will establish a circuit leading from the negative side of the battery B, through the master switch MS, through leads 11, 13, magnet M1, leads 15, 17, contacts C1 of the switch S1, and leads 19, 21, 23 and 25, back to the positive side of the battery B. Energization of the magnet M1 will draw the core or armature 76 (FIG. 5) into the shell 72 and thus place the connecting rod 64 under tension so as to pull the crank 62 upwardly, thereby placing the crankshaft under torque for motivating purposes.

At approximately in the engine cycle, the cam 90 will engage the switch S3 and closure of the contacts C3 thereof will establish a circuit from the master switch MS through lead 27, magnet M3, leads 29, 31, C3 contacts of the switch S3, and leads 33, 35 back to the battery B, thus applying torque to the crankshaft 14 by placing the connecting rod 68 under tension.

At approximately in the engine cycle, the cam 90 will engage the switch S2 and closure of the C2 contacts thereof will establish a circuit from the master switch MS through leads 11, 37, magnet M2, leads 39, 41, contacts C2 of the switch S2, and leads 43, 23, 25 back to the battery B, thus applying torque to the crankshaft 14 by placing the connecting rod 66 under tension.

At approximately in the engine cycle, the cam 92 will engage the switch S4 and closure of the contacts C4 thereof will establish a circuit from the master switch MS, through lead 47, magnet M4, lead 49, C4 contacts of the switch S4, and leads 51, 43, 23, 25 back to the battery B, thus placing the connecting rod 70 under tension and applying torque to the crankshaft 14. The cycle is repetitious.

As shown in FIGS. 1 and 2, a control panel 102 is associated with a container or box 104 for the battery B and such panel may be provided with the aforementioned master switch MS and an indicator 106 which may disclose the amperage of current flowing from the battery B. Four push button switches PB1, PB2, PB3 and PB4 may also be provided on the control panel 102 and, as shown in FIG. 6, such push button switches are arranged so that they operate upon closure thereof to establish shunts across the respective microswitches S1, S2, S3 and S4 so that an initial momentary closure of a selected push button switch on a trial and error basis may cause torque to be applied to one or the other cranks 60 or 62 for initial application of torque to the crankshaft 14 in the event that neither crank is in a favorable position for engine starting at the time that the master switch MS is initially closed.

It is to be noted at this point that although the cams 90 and 92 are disclosed in FIG. 2 as being disposed at approximately from each other on the flywheel 16, such cams appear in FIG. 6 as being apart. It should be understood however that the disclosure of FIG. 6 is purely schematic and is intended to illustrate only the sequence of operation of the four switches S1, S2, S3 and S4 under the control of the cams 90 and 92 and that the front and rear end faces 16F and 16R shown in FIG. 6 rotate in the same direction since they do not represent front and rear end faces in the sense that they are illustrated in FIGS. 3 and 4. In other words, FIG. 6 is predicated solely upon the sequence of microswitch operation and does not represent a true positioning of parts such as is disclosed in FIGS. 1 to 4 inclusive. It is also to be noted that by reason of the slight axial misalignment of the magnets M1 and M2, and of the magnets M3 and M4, continuous crankshaft movement is effected since at no time will the engine or power plant 10 attain a position of dead-center where closure of the master switch crankshaft 14.

The invention is not to be limited to the exact arrangement of parts shown in the accompanying drawings or described in this specification as various changes in the details of construction may be resorted to without departing from the spirit of the invention. For example, the precise placement of the various cams 90 and 92 and microswitches S1, S2, S3 and S4 on the flywheel 16 and framework 12 may be varied if desired as regards their angular relationship with respect to one another, the only criteria being the attainment of sequential operation of the switches in such a manner that torque is applied to the crankshaft 14 at all times by at least one of the four connecting rods. Furthermore, if desired a greater or lesser number of electromagnets suitably mounted on the framework 12, together with a commensurate modification of the nature of the crankshaft 14, may be resorted to if deemed appropriate. Therefore, only insofar as the invention has particularly been pointed out in the accompanying claims is the same to be limited.

US Patent # 4,093,880

Magnetically Operable Engine

6 June 1978

Benjiman Teal


A combination device for developing a mechanical output from electrical energy which uses at least one electrical magnet solenoid, and preferably a plurality of same, together with an associated timing mechanism for actively controlling the time and degree of energization of said electrical magnet(s). Preferably at least one of the electrical magnetic solenoid structures may be provided with an air compressor structure for increasing the normal atmospheric pressure to a desired pressure.

US Cl. 310/24
Intl. Cl. H02K 7/06 (20060101); H02K 7/065 (20060101); H02K 041/00

References Cited -- U.S. Patent Documents: 2056719 // 2570766 // 2588753 // 2639544 // 3832608 // 4019103



1. Field of the Invention

This invention relates generally to devices changing electrical energy into mechanical energy in a form which may be used to power useful work applications.

2. Description of the Prior Art

A common problem with known type devices for converting electrical energy into mechanical energy is that they often times are very inefficient and waste a lot of energy in the conversion process. This is a great disadvantage in today's age when conservation of energy is extremely important.

Another problem with known type engines utilizing electrical magnets for part of their structutre is that the associated slidable solenoid mechanism is normally used just for converting the electrical energy into mechanical drive output without any direct actuation of useful work structure directly from the movable solenoid armature.


An object of the present invention is to provide an electrical magnetic operated power engine for converting electrical energy into useful mechanical energy.

Another object of the present invention is to provide a magnet powered engine having a plurality of electromagnetic solenoids with electrical coils and movalbe solenoid armatures therewithin arranged in substantially the same plane and connected with associated mechanical transfer mechanism to convert the movement of the electric solenoid armatures into the desired mechanical power. A suitable timer structure is also associated with this mechanical structure for controlling the time and degree of energization of the respective electric-magnet coils for the various electro-magnetic solenoids.

A further object of the present invention is to provide an electro-magnetic solenoid engine structure which incorporates and has combined therewith a mechanical sturcture for compressing air at atmospheric pressure to a greater pressure for direct conversion of the electrical source power into a useful product.

An additional further object is to provide an electromagnetic type engine which includes a plurality of electromagnetic coils in assoicated timing structure arranged in substantially the same plane, with two or more of these structures being stacked one upon the other in order to greatly increase the overall output of the entire structure.

The magnet power engine and air compressor combination of this invention has a number of new and unique features not known or used before. A basic support structure is provided having at least one bank of electro-magnetic solenoids arranged in substantially the same plane thereon. Each electro-magentic solenoid has a slidable and movable solenoid armature therewithin which is mechanically operated and connected to associated mechanical structure for converting the slidable movement thereof into a rotary shaft power output. A timing mechanism is also associated with this mechanical structure for appropriately connecting the electrical power source to at least one electromagnetic coil, and preferably a plurality of same, so that they will operate in proper timing for directing the slidable movement of the solenoid armature back and forth within the solenoid electro magnetic coil.

Also preferably combined with the aforesaid structure is an attachable cylindrical sleeve structure having a slidable piston therewithin and appropriate air valves for connection with the slidable solenoid armature so that useful work may be directly accomplished such as by compressing atmospheric air to a much higher desired pressure. This structure may be provided for each of the electro-magnetic solenoids, or on less than all of same.

These together with other objects and advantages which will become subsequently apparent, reside in the details of constructuon and operation as more fully hereinafter described and claimed, reference being had to the accompanying drawings forming a part hereof, wherein like numerals refer to like parts throughout.


FIG. 1 is a top plan view of the device of this invention.

FIG. 2 is a side elevational view of this invention.

FIG. 3 is a cross-sectional view of an individual electro-magnetic unit for the motor of this invention.

FIG. 4 is an enlarged cross-sectional view of the timing switch mechanism for the motor of this invention.

FIG. 5 is a schematic diagram of the electrical hookup for a four unit single bank of the motor of this invention.

FIG. 6 is a cross-section of a single solenoid engine unit with air compressor attachment.

FIG. 7 is a top plan view of the air compressor head end of FIG. 6.

FIG. 8 is a schematic diagram of an alternate electronic electrical hookup for the motor.


Looking at FIG. 1 of the drawings, reference numeral 10 indicates one bank of the electro-magnet motor of this invention. Looking at FIG. 2, two banks, one being stacked on top of the other may be seen.

Each bank basically is provided with a support structure 12 approximately square in shape with two of said support squares being provided for each engine bank. Appropriate spaces separate these support squares and together with nuts and bolts 14 form the basic support for each engine bank. As may be best seen in FIG. 2 the lower must bank is supported from any desired support surface by means of another support structure 22 with appropriate bolts 24. Support brackets 17 appropriately mounted on the respective squares 12 support the respective electro-magnet coils 18 therebetween. As seen in FIG. 1, this bank is provided with four electro-magnets appropriately spaced at the four corners of the square support frame. It has been discovered in actual practice that a bank of four electro-magnets works extremely well and provides a fairly balanced power output. Each electro-magnet coil 18 is provided with a suitable number of coil windings to effect the slidable movement of a centrally mounted solenoid armature 28 therewithin.

As best seen in FIG. 3, the one end of the solenoid armature 28 is appropriately center tapped for reception of a threaded screw 32 therewithin. This threaded screw 32 appropriately secures a block of aluminum or other non magnetic material 30 to this end of the armature. The block 30 forms a connecting link through suitable apertures provided therewithin and by means of a connection of a pin 34 with locknut 36 thereon to a connecting rod portion 38. This connecting rod 38 is suitably pivoted at 39 to the disc 35 which is mounted so as to transfer power to the connecting rod crank 25. The connecting rod crank 25 is suitably formed at appropriate points along a crank-shaft 15 as best seen in FIG. 2. If only a single engine bank is to be used just a single crank-shaft throw 25 is necessary, but for an engine having two engine banks as seen in FIG. 2, two such throws are required and as the number of banks increases, the corresponding number of crank-shaft throws is necessitated.

In operation as the electro-magnets are energized in proper sequence, the electrical input will be transformed into mechanical output through the afore described mechanism. In order to assure that the electro-magnets are operated in proper time relationship a timing mechanism is also provided. Such timing mechanism is indicated in general by reference numberal 50 in FIG. 2, and shown in enlarged detail in the cross-sectionalview of FIG. 4.

A mechanical coupling unit 51 appropriately supports the timing mechanism at one end of the electro-magnet motor and by means of appropriately threaded bolts 54 support plates 52 therefrom. The plates 52 are spaced from each other and each supports thereupon insulator blocks 58. These blocks support electric connectors 56 which in turn connect with bias springs 57 and electrical brushes 61. The insulating blocks 58 are fixed upon the supports 52 and are non-roatable, but the center disc 59 supported therebetween is mounted for driven connection from the end of the crankshaft 15. Each side of the rotatable disc 59 is provided with conducting segments 63 which are internally connected to each other so that the electrical energy connected to input contacts 56 on the upper side of the timing mechanism may be appropriately transferred through springs 57, brushes 61 through the segment 63 to the lower brushes 61, springs 57' and contacts 56' which are appropriately connected to the respective electro-magnets of the engine. Of course the segment 63, 63' are appropriately designed for the number of electro-magents used for the respective banks as well as the total number of such banks and are connected by appropriate wiring, not shown, in such a manner that each electromagnet will be energized for substantially the full stroke of its slidable solenoid armature and thus transfer the maximum of energy from electrical form to mechanical form.

FIG. 5 shows an electrical schematic with one of the electro-magnet solenoids having coils 18 and 18' indicated and with contact brushes 61 and timing segment 63 indicated schematically. Also shown across the timing contact 61, 63 are resisters and capacitors in parallel. The purpose of this is to minimize arcing of the make and break contacts of the respective brushes and contact segments.

FIG. 8 shows an alternative form of energizing the electro-magnet solenoids which is generally referred to as a solid-state switching and which is actually performed by diodes 67. The current entering the solenoids may be regulated by the rheostates 69 as shown in FIGS. 5 and 8.

Looking at FIG. 2 on the right side thereof, an air compressor sleeve 46 is shown appropriately secured by clamp means 66 to one of the electro-magnet structures. FIG. 6 shows this structure in enlarged detail. The outer end of the solenoid armature 28' is appropriately tapped for reception of a threaded bolt 72 therewithin The enlarged head of the threaded bolt together with a spacer sleeve 73 appropriately support a flat piston member 75. This piston member 75 may be appropriately provided with a compression ring 76 of conventional type. The clamp structure 66 to secure the sleeve 46 at the end of the electro-magnet is preferably provided with a thumb nut 68 or the like to secure same. The other end of the sleeve 46 has an outstanding flange periphery 47 for suitably securing a cylinder head 48 thereto. Appropriate bolts and nuts 49 together with suitable gaskets form an air-tight seal between the head 48 and the sleeve 46, 47. For proper compressing operation to be effected, it is necessary that suitable valve mechanism be associated with this compressor structure. This is in the form of a flexible diaphragm 86 which is secured around the circumference thereof between the head 48 and the flange bracket 47. At the center of the flexible diaphragm 86 is mounted a cone shaped protrusion 87 which together with an aperture 88 provided in the center of the head 48 functions as a one way intake air valve. That is, when the piston 75 is moving away from the head and the diaphragm, air will be drawn into the inside of the cylinder sleeve 46 through the aperture 88, and then in turn on the compression stroke of the head 75 the protrusion 87 will seal aperture 88 and then the escape of air out this opening wil be prevented. Another outlet 90 appropriately connected by tubing 92 to a one way check valve 94 provides an outlet for the compressed air and yet prevents backflow thereof. All or some of the connecting tubing 92 may be of a flexible nature as desired.

As can be readily envisioned, when one or a plurality of the electro-magnets are provided with such air compressor sleeves, a direct useful engine output in the form of air under high pressure is achieved. As so constructed, the entire apparatus may be used solely for providing compressed air for various useful purposes. However, by connecting suitiable work apparatus to the output of crank-shaft 15, near the timing mechanism 50, other devices may be driven from this electro-magnet structure.

The foregoing is considered as illustrative only of the principles of the invention. Further, since numerous modifications and changes will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly all suitable modifications and equivalents may be resorted to, falling within the scope of the invention.