Classifications

• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
  • H02K7/02—Additional mass for increasing inertia, e.g. flywheels
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
  • B60L50/00—Electric propulsion with power supplied within the vehicle
  • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
  • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K29/00—Motors or generators having non-mechanical commutating devices, e.g. discharge tubes or semiconductor devices
  • H02K29/06—Motors or generators having non-mechanical commutating devices, e.g. discharge tubes or semiconductor devices with position sensing devices
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K49/00—Dynamo-electric clutches; Dynamo-electric brakes
• • H—ELECTRICITY
  • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
  • H02K—DYNAMO-ELECTRIC MACHINES
  • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
  • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
  • H02K7/11—Structural association with clutches, brakes, gears, pulleys or mechanical starters with dynamo-electric clutches
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
  • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
  • Y02E60/16—Mechanical energy storage, e.g. flywheels or pressurised fluids
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/64—Electric machine technologies in electromobility
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/60—Other road transportation technologies with climate change mitigation effect
  • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Definitions

• the present invention relates to motor systems and, in particular, to systems having a rotor that is cou ⁇ pled to an output shaft by a magnetic clutch.
• a motor system applies from a primary power source mechanical energy to an output shaft.
• the motor system has a plurality of electro ⁇ magnetic devices mounted around a rotor for magnetically rotating it.
• the system also includes a magnetic clutch means having a control signal input. The magnetic clutch means is operable to couple the rotor to the output shaft
• E SHEET by an amount determined by the magnitude of the control sig ⁇ nal applied to the control signal input.
• the system also has a control means which is responsive to at least one oper ating parameter of the motor system. Tlje control means applies the control signal to the control signal input. This control signal bears a predetermined relation to the above mentioned operating parameter.
• the system also has a commu- tation means for applying the primary power source to successive- sive ones of the plurality of electromagnetic devices. The control means establishes the sequence and timing of the commutation means.
• variable capacitance means is coupled to the plurality of electromagnetic devices.
• the variable capacitance means nulls the inductive effect of the stator field coils.
• the capacitance is varied with speed by a microprocessor so that the inductive timing effects are effectively cancelled. Accordingly, the system operates with very high efficiency.
• the rotor be relatively massiv have a high moment of inertia and be able to store a signif ⁇ icant amount of kinetic energy. It is anticipated that for some embodiments the rotor may be rated to operate at 20,000 revolutions per minute. By storing a large amount of kinetic energy the rotor itself is a source of energy that can pro ⁇ vide high acceleration upon demand. Furthermore, this high acceleration is available although the primary power source, such as a battery, can only supply relatively modest amounts of power. Accordingly, the rotor acts as a storage or inte ⁇ grating device which can be quickly released when high accel ⁇ eration is needed.
• the system employs a clutch means which, preferably has a driven and driving member, each having an opposing plur ality of electromagnets. These electromagnets can be adjust ⁇ ably energized to act as a continuously variable transmission
• the rotor has on oppo ⁇ site sides a pair of rotor coils which cooperate with a plur- ality of stator coils.
• the electromag ⁇ netic devices can be operated in either % an attractive mode, a repulsion mode or an attractive/repulsion mode.
• the micro ⁇ processor provides the timing and sequencing of the stator coils to ensure high'torque and efficient energy conversion.
• the microprocessor receives data from various sensors.
• an optical sensor can transmit incremental changes in the angular displacement of the rotor for controlling the commutation of the stator wind- ings.
• an optical sensor may be placed on the output shaft of the magnetic clutch to determine its output speed.
• the microprocessor responds to environmental data such as air speed, ambient temperature and. internal operating parameters of the engine such as its vacuum etc.
• the processor can respond to the various operat ⁇ ing parameters to establish a proper setting of variable nulling capacitors that are coupled to the plurality of stator windings.
• the battery system of the motor is replenished by independent energy sources such as a solar panel and generators which are driven by the drive train when the driver wishes to decelerate the vehicle.
• the system can operate from a relatively low source of power such as a battery.
• This source is em- ployed to progressively accelerate the rotor to a relatively high speed. Once the rotor reaches its rated speed, it oper ⁇ ates efficiently and is able to provide high torque and accelerations upon demand through its magnetic clutch.
• Fig. 1 is a sectional view along the axis of the motor and clutch mechanisms that are part of the present in ⁇ vention;
• Fig. 2 is a reduced scale, non-section view of the apparatus of Fig. 1;
• Fig. 3 is a reduced scale, sectional view along lines 3-3 of Fig. 1;
• Fig. 4 is a reduced scale sectional view along lines 4-4 of Fig. 1; and Fig. 5 is a schematic illustration of the motor system of the present invention.
• a rotor is shown here ⁇ in as hub 10 coaxially mounted on rotor shaft 12.
• Annular reinforcements 14 are employed between hub 10 and shaft 12.
• Hub 10 supports an annular band 16 on which is mounted a plurality of peripheral magnetic poles, shown herein as a pair of opposing cup shaped liners 18 and 20 which contain radially directed magnetic poles 22 and 24, respectively.
• Poles 22 and 24 are concentrically mounted within insulating liners 18 and 20 and are encircled by a plurality of windings 26 and 28, respectively. These windings can magnetize poles 22 and 24 and their concentric cylindrical forms 30 and 32.
• Windings 26 and 28 each comprise 10,000 turns of wire, 0.813 millimeters in diameter.
• Forms 30 and 32 are reinforced and held in their position in opposing circular apertures in cir ⁇ cular metallic band 34.
• a partially evacuated casing include upper plate 36 which is -% inch thick, 12% manganese Plate 36 supports a pair of conical roller bearings: outside bearing 38 and inside bearing 40, both being.-.located at the
• casing plate 36 has a concentric annular flange 54 which retains bearings 38 and 40 and also acts as a grease seal.
• Brushes 52 are mounted on suitable stanchions 56 on casing plate 36.
• the casing has a peripheral frame portion 58 which
• Lower plate 60 formed of 3/4 inch, 12% manganese steel, has an annular flange 62 which acts as a seal and retaining member for bearings 42 and 44.
• shaft 12 has grease sealing flange 64 which retains bearing 42 while hat-shaped plate 66 holds and seals bearing 44. Plate 66 is held to shaft 12 by. olt 68.
• the rotor components of shaft 12 have a mass of approximately 360 kilograms and an overall diameter of about 18 inches.
• a plurality of electromagnetic devices is shown herein as the equipment retained in cylindrical insulating liners 65A and 65D. These liners are formed of nylon, inch thick.
• liner 65A there is contained in liner 65A a cylindrical metallic form 67A including pole 69Awhich 5 is concentrically mounted in and surrounded by a plurality of windings 71A. These windings are constructed the same as the rotor windings 26 and 28. It is to be appreciated that the contents of liner 65D is similar but is not in a position to be sectioned in this view.
• a driving member of a agnetic clutch means shown herein, as an electromagnetically attracting device having poles 70 and 72.
• Poles 70 and 72 are concentrically mounted in cylindrical retaining members 74 and 76, respectively. Poles 70 and 7£ are encircled by a plurality of windings 78 and 80, respectively.
• a driven member of the magnetic clutch means is shown herein as an electromagnetically attracting device including poles 82 and 84. Poles 82 and 84 are concentrically mounted in cylindri ⁇ cal retaining members, 86 and 88, respectively, which are mounted on a hub 90. ' As illustrated subsequently, there are other poles in addition to those just discussed.
• Hub 90 is supported on its inner end by ball bear- ing 92 which includes inner and outer races containing spher ⁇ ical rollers. Ball bearing 92 is retained within a cylindri ⁇ cal bore on the inner end of hub 90. Bearing 92 encircles a capstand 94 which is suitably attached to hub 66. The outer end of hub 90 is supported on a pair of conical roller bearings: inside bearings 96 and outside bearings 98. Bear ⁇ ings 96 are contained between hub 90 and flange 100 on outer plate 102. Plate 102, 3/4 inch thick, 12% manganese steel, is suitably mounted to annular side shell 104 (1.5 inches thick, cast aluminum) which is in turn suitably attached to plate 60.
• ball bear- ing 92 which includes inner and outer races containing spher ⁇ ical rollers. Ball bearing 92 is retained within a cylindri ⁇ cal bore on the inner end of hub 90. Bearing 92 encircles a capstand 94 which is suitably
• Bearing 98 is retained in place by bearing cup 106 which is bolted to hub 90 by bolt 108.
• An output shaft 110 is attached to cup 106.
• Carbon brushes 112 cooperate with contacts on cup 106 to supply electrical energy to wind ⁇ ings 114 and 116, which encircle poles 82 and 84, respectivel indings 78 and 80 are energized through brushes 52.
• FIG. 3 the driven portion of the mag ⁇ netic clutch of Fig. 1 is shown (line 3-3- of that Figure.)
• Previously illustrated poles 82 and 84 and their respective retaining members 86 and 88 are shown with an annular inter- space between them illustrated as winding space 114 and 116.
• two other poles 120 and 122 are shown together with their retaining members 124 and 126, respectively.
• Their interspace also contain windings in interspaces 128 and 130.
• the foregoing elements are mounted on hub 90 which has a central shaft portion 132. It will be appreciated that the sectional view of the driven member that cooperates with the apparatus of Fig. 3 is substantially identical.
• annular frame 58 has mounted at equiangular positions seven electromagnetic devices such as the combination comprising pole 69A, its retaining member 67A and its windings 71A.
• Corresponding electromagnetic elements in frame 58 having identical structure but different position are labeled with the same numeric prefix but differ ⁇ ent alphabetic suffix.
• insulating layers 140 and 142 which provide electrical and electromagnetic isola- tion of their associated electromagnets.
• magnetic circuitry of the foregoing Figures are dimensioned and formed of mater ⁇ ials to provide the following approximate performance figures: 5500 kilograms of force for a power input of 25 watts rms.
• a control means is shown here ⁇ in as microprocessor 150 and its associated memory 152.
• Microprocessor 150 is shown connected to the serial combina ⁇ tion of a commutator means 154 and the variable capacitor means 156.
• Transistor commutator 154 comprises a plurality of semiconductor power or other switches which are triggered by signals from processor 150. In this manner the processor controls the timing and sequence of energization of pairs of lines.
• the power commutated by commutator 154 is delivered from a battery means 158.
• the pairs of lines from commutator 154 pass through a variable capacitor bank 156 and connect
• variable capacitor bank 156 employs an appropriate device such as a varactor or a conven- tional,mechanically variable capacitor adjusted by servo moto or other device.
• Rotor 10 is illustrated in a simplified schematic form with a winding around it and mechanical linkage to angular position sensing means 160.
• senso 160 is an optical device which senses incremental changes in rotor position.
• Rotor 10 is also mechanically connected to magnetic clutch 162.
• Clutch 162 has output shaft .110 that drives output sensor 164 and solenoid-adjustable transmission 166. As illustrated herein the outputs of sensors 160 and 164 are transmitted to a system of digital to analog and analog to digital converters 168. These converters transmit and receive digital data from microprocessor 150.
• a parameter sensing means shown herein as a block 170,' sends t converters 168 data corresponding to environmental and other conditions such as ambient temperatures, air speed, vacuum within the rotor housing, ground speed, curb weight, engine temperature, etc.
• Block 170 also contains the conventional accelerator pedal for the operator.
• Another parameter sensin means is shown herein as magnetic sensor 172 which transmits a signal to converters 168 signifying the strength of the fields being generated in the rotor housing by the various electromagnetic devices.
• converters 168 supply control signals to regulate the performance of transmission 166, magnetic clutch 162 and power controller 174. Controller 174 is connected between *• " battery system
• Battery system 158 contains 20 to 25 standard, heav duty, sealed automotive gel cells (not shown) , Battery syste
• 158 receives supplemental power from several additional source
• solar panel 176 comprising a plurality of solar cells delivers powerto system 158.
• a drive train generator 178 is mechanically connected to the output shaft of transmission 166 to derive power therefrom when the vehicl ought to be decelerating.
• generators may be mounted adjacent to each wheel of the vehicle.
• the battery system 158 receives supplemental power from an air turbine 180 which is mounted at the front of the vehicle to drive a generator to supply power to battery system 158. Also battery system 158 supplies power to an electrically operated vacuum pump 182 which maintains a partial vacuum within the rotor housing.
• microprocessor 150 has sufficient capacity to run certain auxiliary systems which are shown herein as auxiliary control subsystem 182. These auxiliary systems can be the vehicle climate control, power steering, power brakes, etc.
• rotor 10 (Fig. 5) may be brought up to an operating speed of about 20,000 rpm. Since rotor 10 has a mass of 360 kg and an overall diameter of
• the rotor/ stator reaction can provide 5500 kilograms of tangential force about rotor shaft 12 (Fig. 1) for a power input of 25 watts rms.
• the sequence and timing of energization of the stator winding 71A-71G (Fig. 5) is controlled by microproc ⁇ essor 150 as previously mentioned.
• the angular position of rotor 10 is determined by sensor 160 which transmits this
• response processor 150 commutates stator windings 71A---71G send ⁇ ingrotor 10 to its rated speed. While it is preferable during the initial charging interval before rotor 10 reaches full speed to operate windings 71A-71G in the aforementioned attrac- tive/repulsion mode, thereafter it is preferable to operate in only the attractive or only the repulsion mode for energy conservation purposes .
• the accelerator pedal of sub ⁇ system 170 is depressed, that datum together with data indic ⁇ ating ambient temperature, road grade, vehicle curb weight, drive train gear ratio, relative air velocity,
• microprocessor 150 applies the data to an appropriate formula or table to derive the proper amount of current to magnetic clutch 16 Accordingly, magnetic clutch 162 is actuated in response to control signal through converters 168. In the preferred em ⁇ bodiment the magnetic clutch is able to provide approximatel 22, 000 kilograms of tangential force at its pole faces for a power input of 100 watts. This magnetic reaction causes output shaft 110 to rotate which is sensed by sensor 164. A this time transmission 166 is in a low gear and provides hig acceleration and torque to the drive train thereby acceler ⁇ ating the vehicle.
• microprocessor 150 reduces the curren to magnetic clutch 162 to a level sufficient to overcome frictional forces, inclination forces, and other losses. By this time the velocity of rotor 10 will have decreased below itr rated speed because of the work it performed. However, commutator 154 continues to supply power from battery system 158 to restore and eventually accelerate rotor 10 to full speed. Throughout this operation variable capacitor bank 156 is adjusted to minimize inductor timing effects and pro- vide an optimum power transfer to stator coil 71A-71G. This adjustment is based upon rotor speed and load, preferably.
• microprocessor 150 transmits an appropriate signal to battery system 158 so that drive train generator 178 transfers power to the batteries of system 158 This feature reduces brake wear and recaptures the kinetic energy of the vehicle by converting and storing it.
• processor 150 When the vehicle is parked and will remain parked for a considerable length of time, the operator may instruct processor 150 to recapture the kinetic energy in rotor 10. Under these circumstances processor 150 transmits an approp ⁇ riate signal to commutator 154 and controller 174 which reconnects the rotor and stator windings so they operate as a conventional pulse generator. This allows rotor energy to be returned to the batteries of system 158. Consequently, rotor 10 decelerates to a standstill, thereby reducing engine wear. Once the rotor speed is considerably reduced vacuum pump 182 is turned off. However, solar panel 176 continues to operate and replenish the batteries f system 158.
• the shapes and dimensions of the electrical motor and the magnetic clutch may be al ⁇ tered in some embodiments.
• the number of rotor and stator. magnetic poles may be increased or reduced. How ⁇ ever, it is preferableto have an odd number of stator poles if the number of rotor poles is even (or vice versa) .
• various materials may be substituted depending upon the desired strength, weight, moment of inertia etc.
• the sequence and execution of various programming steps associated with microprocessor 150 may be altered depending upon the specific application. Also, it is to be understood that many of the non-essential accessories that are shown herein may be deleted in some embodiments. Obviously many other modifications and variations of the present invention are possible in light of the above teachings. It is there ⁇ fore to be understood that within the scope of the appended claims, the invention may be practiced otherwise than as specifically described.

Landscapes

• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Transportation (AREA)
• Mechanical Engineering (AREA)
• Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Priority Applications (2)

Applications Claiming Priority (3)

Publications (1)

Family

ID=26792125

Family Applications (1)

Country Status (3)

Cited By (8)

Citations (6)

• 1980
  • 1980-12-03 EP EP81900129A patent/EP0041988A1/en not_active Withdrawn
  • 1980-12-03 JP JP81500293A patent/JPS56501747A/ja active Pending
  • 1980-12-03 WO PCT/US1980/001614 patent/WO1981001633A1/en active Application Filing

Patent Citations (6)

Also Published As

Similar Documents

Legal Events