WO2008033140A2 - Nouveau système autonome de production d'énergie - Google Patents

Nouveau système autonome de production d'énergie Download PDF

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Publication number
WO2008033140A2
WO2008033140A2 PCT/US2006/036141 US2006036141W WO2008033140A2 WO 2008033140 A2 WO2008033140 A2 WO 2008033140A2 US 2006036141 W US2006036141 W US 2006036141W WO 2008033140 A2 WO2008033140 A2 WO 2008033140A2
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WO
WIPO (PCT)
Prior art keywords
motor
current
power
eleqtrogine
hours
Prior art date
Application number
PCT/US2006/036141
Other languages
English (en)
Other versions
WO2008033140A3 (fr
Inventor
Louis Montalbo, Sr.
Original Assignee
Montalbo Louis Sr
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Montalbo Louis Sr filed Critical Montalbo Louis Sr
Priority to PCT/US2006/036141 priority Critical patent/WO2008033140A2/fr
Publication of WO2008033140A2 publication Critical patent/WO2008033140A2/fr
Publication of WO2008033140A3 publication Critical patent/WO2008033140A3/fr

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Classifications

    • 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
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • 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
    • B60L2210/00—Converter types
    • B60L2210/20—AC to AC converters
    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • THE NEW ELEQTROGINE T! means an integrated S.C.E.P.S.. A combination of DC motors, batteries, DC generators, AC motors, AC alternators, as well as transformers, voltage combined regulators!, breakers, timers, sensors, and appropriate cabling circuitries.
  • FIG. 1 a S.C.E.P.S.: for a F-IO an AC three phase, 4.0 wire induction motor vehicle propulsion system utilizing an electrically operated power plant comprising of an electric AC alternator F-27 coupled by means of a F-2S fan belt and pulleys F-26 connecting to the advance D.C. F.B.I.-4001 model series DC motor F-24 20 HP with a 70 HP peak (test data by manufacturer for F.B.I.
  • F-IO exclusively driving the wheels of F-14B sending energy back to Fig. 2-A by means of kinetical energy.
  • This energy is provided by F-10 delivered by means of F-22 connected on both ends.
  • F-12 directly to F-10 at a continuous 1.2K RPM pre-programmed by S-7. Thus leaving a surplus RPM of 10.8K RPM driving the vehicle.
  • the throttle control F-8 connected to Fig. 2B to F-10.
  • the variable speed alternator is calibrated for variable speed F-12.
  • This alternator F-12 connected directly to F-17A voltage regulator in combination reverse current cutout relay.
  • a variable speed DC generator F-12 utilized in combination with a storage battery F-3 to supply power to F- 10-A when the generator F-12 speeds, and therefore the output voltage F-12 is low.
  • the battery F-3 supplies power to the F-10-A and when the DC generator F-12 comes up to speed and reaches its rated output, it supplies the power to the DC motor F-24 and at the same time recharges the battery F-3 in this arrangement.
  • F-3 cuts out, leaving F-10 to carry F-12-F-24, F-27 AC480V. Convert 480V into mechanical energy, repeating this process.
  • a reverse-current cutout relay shown in Fig. 4.
  • a typical circuit is shown in Fig. 4.
  • Reverse current output relay connects the generator F-12 output to the battery F-3 and the DC motor F-24 when the DC generator F-12 voltage is greater than the battery F-3 voltage, it disconnects the generator F-12 from the battery F-3 and the DC motor F-IO-A when the generator V-drops F-12 below that of the battery F-3 S-7 high voltage AC an enhanced I.G.B.T. (Insulated Gate Bipolar Transistor) uses a cell design similar to a MOSFET.
  • the I.G.B.T. S-7 is specifically designed for the Electric Vehicle market and extends its capability to include handling high in rush current during acceleration and lower steady state loses at cruise.
  • the E.V. application requires high volt, high current and high frequency. (Typically 15-20 K Hz) the newest I.G.B.T. device compared very well with more traditional solid-state power device, offering low voltage drop (minimum power consumption) fast switching time (high frequency operation) and lower gate voltage drive S-7.
  • the AC induction motor F-IO provide driving power to the transmission F-14 and to the wheels F-14B, and the transformer F-28.
  • the entire technology depends on transformer designed for E.V.s are more efficient (typically 98- 99%) and they rarely wear out because they have no moving parts.
  • the shunt is connected in Series F-13 between the variable speed alternator F-12 and the battery F-3.
  • the main circuit breaker S-I and fuse to switch the heavy currents S-IA the main contactors single pole $-35 heavy duty typically rated t 300 to 900 + continuous allow you to control heavy currents with low level voltage F-13.
  • the rheostat current limiter F-18 in a higher power circuit 1OK OHMs one Amp fus F-18 A.
  • the gauges for both systems F-9, the charge guard has a series of 9 leads on its display: 5 green, 2 yellow and 2 red when the vehicle battery pack F-3 is fully charged. Shown F-9 the AC voltmeter 0-500 V F-AClOA and AC AM meter 0-500 AF F-10.
  • F-9 typical instrument to monitor the input and output F-9.
  • Fig. 6 The automobile subcomponent the cooling fan F-21CF and power steering F-19 and air conditioner unit F-20 and power brakes F-Il. 12- V F-3 as described earlier.
  • the New Eleqtrogine can be assembled into a triangle one unit motor. Constructed outside the vehicle to look like an IC engine by mounting all of these motors, generators, AC compressors, power steering, power brakes, fans and blowers, fan belts, and pulleys, put together to make a single electric motor. To start the integrated electrical system, you need F-3 - 12-V 210 Amps.
  • the AC induction F-10 motor has a front and rear shaft the same as for an IC engine.
  • F-24 programmed at a constant output F-27, 1.2K RPM minimum.
  • Fig. 5 Polyphase AC motors unique speed and torque 10 on chart Figure 5 and slip characteristic vs. voltage and frequency 9 and 12, and generator action: 13 and the motor action: 14 with the peak torque 12 and shows the starting torque 7 and at a full load torque 15 and shows the negative pole 1, positive pole 2 not shown, and the slip torque varies with slip at any given voltage and frequency max torque can be maintained if voltage to frequency ratio are held constant 8.
  • the induction motor must lag a few RPMs behind the rotating field, even at no load to overcome retarding effect of motor losses.
  • the controller I.G.B.T. output impedance must match motor input impedance for max power transfer Fig. 5. This is important.
  • the characteristic induction motor torque to slip graph shown in Fig. 5, both its motor and generator operating regions, offer insight into induction motor operation. If an induction is started at no load, it quickly comes up to a speed that might only be a fraction of one percent less than its synchronous speed. When a load is applied, speed decreases, thereby increases slip; an increased torque is generated to meet the load up to the area of full load torque, and far beyond it up to the maximum torque point (a maximum torque of 350% rated torque is typical).
  • Fig. 7 F-3 12- V 400 Amp carrying the load.
  • the max load to output is 20- 30- Hp with a peak power of 60 Hp.
  • the "state the system inductance" > ⁇ change in the current F-24 is the prime mover.
  • F-27 requires 20 Hp and with this systems has a backup of 22 Hp.
  • This unit has an output AC 480 V 140A max.
  • F-27 can deliver by F-10 AC induction motor.
  • Constant 300V 180A programmed not to vary more or less 3% tolerance and can be event tightened more.
  • F-17 connected to the ransformer to the I.G.B.T. current limit sensor an adjustment.
  • the MC33033 3WM IC also allows you to design current limiting adjustments. Protection and thermal compensation into the controller. In this design, the I.G.B.T.
  • the low voltage high current circuit Fig. 7 simplifying the circuits path starting with F-3 to F-10-A mover of F-27 to F-10 connected by fan belt or mechanically coupled to variable speed alternator F-12 in turn F-12 250V 210 Amp connects to F-3 and F-24 on Fig. 7.
  • F-10-A takes over the electrical output from F-3 disconnected by voltage regulator reverse cutout F-3. Taken over by F-12 shown in Fig. 8.
  • F-10 drive train is also supportive of all of automobile sub-components carried out by an adaptable drive train shaft F-29.
  • the whole system is comprised of five major components.
  • F-12 D. C 2.5 CV generator controlled and regulated and connected by F- 17 VR Controls to F-24 D.C. Drive Motor Spike 210. DC volt-amps, F-17 controlled, F-10 A.C. propulsion motor tuned to run at 800 RPM +-- synchronize.
  • F-IOa starter key to F-3 12 volt D.C. Battery connected to controls key: starter motor connected to motor and fly wheel.
  • F-12 Compound Generator D.C. Electrical energy. A combination of a series generator and a shunt generator. The series winding aid in maintaining constant voltage with variable current output. As the load goes up, more current goes through the series field winding and raises the voltage to take care of the voltage drop.
  • Fig. 1 Capacitors F-10, 3 Phase Motor Capacitors located ahead of motor thermal overload protection capacitors connected ahead of all motor loads. This could be at the service head, capacitors are required to be fused and have resistors across their terminals to bleed the charge of the capacitor away to keep from giving shocks. When the capacity is connected at the F-IO 3 phase motor, the motor will also assist in bleeding off the charge.
  • FIG. 8 F-27 - F-12 Softy Heat Sensors (S-2) as well F- 10 and (S-2) all heat censored. Also has an auto heater F-3A controlled by F-18.
  • the technique is the idling of F- 10 LCD to its lowest, which is 8.5c RPMs +/-.
  • all of the components (F-24; F-27; F-12 LCD; and F-8 speed controllers) are running and synchronized.
  • F-8 is applied to move the vehicle, the F- 10 RPMs increase all of the other components.
  • F-24, F- 27 and F-12 increase as well, exceeding that of its counterparts.
  • Simple and efficient F-8 controllers speed and power the New Eleqtrogine S.C.E.P.S.. That mimics a gasoline engine to the extent as described above as well as a perpetual motion theory.
  • a series motor varies widely in speed with variation in the load.
  • the motor's field strength varies with the load as the armature current will vary with the load, and the armature and field are in series, so they both receive the same current.
  • the combined resistance of the field and armature is higher than the resistance of the armature of a shunt motor in Fig. 8.
  • Line AC is line voltage of 100 volts
  • CB is counter e.m.f. of 90 volts. So the effective e.m.f. will be 0 volts.
  • the armature and field resistance are 1.0 ohm.
  • the motor load is increased, so the armature slows down a little.
  • the F-3 is crucial to The New EleqtrogineTM as the recharging is to F-3, because it is the only outside energy that The New EleqtrogineTM will need to get started.
  • F-3 the batter is one of the most important power sources in use today because it's energy is "self-contained.” This is one advantage that none of the other power sources have. All the power sources must first be supplied with outside energy, such as heat, light or mechanical energy, before they can produce electricity. However, the electrical energy of the batter is produced by the chemical energy contained within the battery F-3.
  • the New EleqtrogineTM S.C.E.P.S.). Combined Regulation.
  • a voltage and current regulator as well as a reverse current cut-out relay, are all used together to control the output of a variable speed generator.
  • all three are usually built and installed as a single unit.
  • this is the unit called the voltage regulator in an automobile. It really consists of a voltage regulator, a current regulator, and a reverse current cut-out relay, Fig. 4A-B.
  • kit ready to install with transmission adaptors connecting mechanically to transmission of vehicles. Balanced to avoid vibrations at the motor mounts, and elsewhere, kit includes engine room motor compartment, motor to distance between one another to keep eddy-Maxwell's rule, which states:
  • Air conditioner connected and energized by F-27 - F-28. S.D. to reduced A.C. energy battery charged by D. C. to D. C. rectories by F-12 D. C. Geno. From 250V to 112V +/- by auto-volt-regulator, controlled.
  • the Controller Overview. 188 solid state controllers, controller solution: 207 charging solutions: EVs electrical systems. E.V. Conversion: Solutions.
  • E.V. Controller that can deliver the smooth range of control that is normally associated with the accelerator pedal of internal combustion engine vehicles.
  • the New EleqtrogineTM acceleration is to mimic the LC. vehicle from starting key-battery F-3 to continue synergistically with the systems.
  • the D.C. portion of the entity may be automatically set at 1.5K RPM.
  • the New EleqtrogineTM puts on a voiced driving timer that resets after parked and manual time extender to be used when caught in heavy, slow moving or stopped traffic. With a warning to the driver that time is running out 10 minutes prior.
  • the New EleqtrogineTM to communicate with the driver of the vehicle by voice or signals or both. Such as voice saying ignition. System is online. You may drive. Repeat after engaging deterrent part of the system, when you press lights, voice lights on or lights off, heater on, A.C. on, A.C. off.
  • FIG. 1 is a block diagram of the preferred embodiment of a self-contained energy system programmed to sustain and manufacture free electricity.
  • FIG. 2-A is the first part of the block diagram, depicts the independent portion of the D. C. voltage high current.
  • FIG. 2-B is the second part of the block diagram. Depicts the A.C. dedicated portion of the generating AC alternator, unlike Figure 2 A.
  • FIG. 3 is a 360° multi-cycle mode illustrating the beginning point moving in a clockwise to complete its cycle shows the energy path taken and the exiting of kinetic energy to the wheels and component.
  • FIG. 4 is a diagram of a reverse current cut-out relay part of the combined regulation and control systems.
  • FIG. 5 is a polyphase diagram showing the action AC motor speed and torque and slip (V) vs (F) and generator actions in phase.
  • FIG. 6 is a diagram showing motors mounted in a triangle form to give an appearance of an automobile engine (stated in the Abstract). This system can operate electric motors mounted on each wheel and axle from 1 - 18 and depending on the arrangement of the motors chosen.
  • FIG. 7 is a circuit diagram that shows the motor configuration at time of starting the first phase and down to the second phase.
  • Fig. 4 reverse current regular disconnect, leave F-IO powering the whole system, first by convening AC VA at 1200 RPMs.
  • Kinetic energy to Fig. 1 - F-14 in order to produce this type of energy F- 10 needs a voltage of + 290 v step-up 1/3100 amp continuously.

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  • Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention porte sur un système autonome de production d'électricité dit 'New Eleqtrogine™' fournissant de l'énergie électrique au moteur d'un véhicule électrique qui à son tour produit de l'énergie mécanique laquelle s'applique à une transmission automatique par l'intermédiaire de commandes centralisées actionnées par la pédale d'accélérateur, le système étant synchronisé à 800 RPM. Le New Eleqtrogine constitue un dynamoteur unique aux caractéristiques de couple et de vitesse de croisière voisines de celles d'un moteur à combustion interne du fait de l'utilisation de ses dynamos électriques. L'élément de départ du système est un gros démarreur alimenté par une batterie de 12 V c.c., certains des constituants du système demandant à être rechargés. Le système autonome d'alimentation en énergie électrique de véhicules et d'autres applications fournit de l'énergie mécanique au moyen d'une combinaison de moteurs électriques, de générateurs, de courroies, et de poulies en configuration triangulaire ayant l'aspect d'un moteur à combustion interne programmé pour tourner au ralenti à 1200 RPM par des minuteurs, des détecteurs et des disjoncteurs. Le démarrage se fait sur une batterie de 12V qui entraîne les moteurs et générateurs principaux pour produire de l'électricité par eux mêmes, tout s'effectuant en phase. À ce point, les composants agissant en synergie forment un système de propulsion commandé par un ordinateur central de bord actionné par le conducteur.
PCT/US2006/036141 2006-09-16 2006-09-16 Nouveau système autonome de production d'énergie WO2008033140A2 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/US2006/036141 WO2008033140A2 (fr) 2006-09-16 2006-09-16 Nouveau système autonome de production d'énergie

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US2006/036141 WO2008033140A2 (fr) 2006-09-16 2006-09-16 Nouveau système autonome de production d'énergie

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WO2008033140A2 true WO2008033140A2 (fr) 2008-03-20
WO2008033140A3 WO2008033140A3 (fr) 2009-05-28

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Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5690186A (en) * 1992-11-12 1997-11-25 Honda Giken Kogyo Kabushiki Kaisha Control apparatus and method for electric vehicles
US6157169A (en) * 1997-04-30 2000-12-05 Samsung Electronics Co., Ltd. Monitoring technique for accurately determining residual capacity of a battery

Patent Citations (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US5690186A (en) * 1992-11-12 1997-11-25 Honda Giken Kogyo Kabushiki Kaisha Control apparatus and method for electric vehicles
US6157169A (en) * 1997-04-30 2000-12-05 Samsung Electronics Co., Ltd. Monitoring technique for accurately determining residual capacity of a battery

Also Published As

Publication number Publication date
WO2008033140A3 (fr) 2009-05-28

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