WO2016000017A1 - Digitally controlled motor device with storage - Google Patents
Digitally controlled motor device with storage Download PDFInfo
- Publication number
- WO2016000017A1 WO2016000017A1 PCT/AU2015/000374 AU2015000374W WO2016000017A1 WO 2016000017 A1 WO2016000017 A1 WO 2016000017A1 AU 2015000374 W AU2015000374 W AU 2015000374W WO 2016000017 A1 WO2016000017 A1 WO 2016000017A1
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- WIPO (PCT)
- Prior art keywords
- storage
- flywheel
- digitally controlled
- controlled motor
- motor device
- Prior art date
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Classifications
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- 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
- H02K7/025—Additional mass for increasing inertia, e.g. flywheels for power storage
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/30—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by chargeable mechanical accumulators, e.g. flywheels
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- 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
- B60L50/30—Electric propulsion with power supplied within the vehicle using propulsion power stored mechanically, e.g. in fly-wheels
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F04—POSITIVE - DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS FOR LIQUIDS OR ELASTIC FLUIDS
- F04B—POSITIVE-DISPLACEMENT MACHINES FOR LIQUIDS; PUMPS
- F04B17/00—Pumps characterised by combination with, or adaptation to, specific driving engines or motors
- F04B17/03—Pumps characterised by combination with, or adaptation to, specific driving engines or motors driven by electric motors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F15/00—Suppression of vibrations in systems; Means or arrangements for avoiding or reducing out-of-balance forces, e.g. due to motion
- F16F15/30—Flywheels
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
- H02K11/20—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for measuring, monitoring, testing, protecting or switching
- H02K11/21—Devices for sensing speed or position, or actuated thereby
- H02K11/215—Magnetic effect devices, e.g. Hall-effect or magneto-resistive elements
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02K—DYNAMO-ELECTRIC MACHINES
- H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
- H02K11/30—Structural association with control circuits or drive circuits
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- 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
- H02K7/006—Structural association of a motor or generator with the drive train of a motor vehicle
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- 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
- H02K7/14—Structural association with mechanical loads, e.g. with hand-held machine tools or fans
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- 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
- H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
- H02K7/1807—Rotary generators
- H02K7/1853—Rotary generators driven by intermittent forces
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P9/00—Arrangements for controlling electric generators for the purpose of obtaining a desired output
- H02P9/48—Arrangements for obtaining a constant output value at varying speed of the generator, e.g. on vehicle
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- 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
- B60L2220/00—Electrical machine types; Structures or applications thereof
- B60L2220/50—Structural details of electrical machines
- B60L2220/54—Windings for different functions
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
- B60Y2200/00—Type of vehicle
- B60Y2200/90—Vehicles comprising electric prime movers
- B60Y2200/92—Hybrid vehicles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
- F03D—WIND MOTORS
- F03D9/00—Adaptations of wind motors for special use; Combinations of wind motors with apparatus driven thereby; Wind motors specially adapted for installation in particular locations
- F03D9/20—Wind motors characterised by the driven apparatus
- F03D9/25—Wind motors characterised by the driven apparatus the apparatus being an electrical generator
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16F—SPRINGS; SHOCK-ABSORBERS; MEANS FOR DAMPING VIBRATION
- F16F2222/00—Special physical effects, e.g. nature of damping effects
- F16F2222/06—Magnetic or electromagnetic
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- 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
- Y02E10/00—Energy generation through renewable energy sources
- Y02E10/70—Wind energy
- Y02E10/72—Wind turbines with rotation axis in wind direction
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- 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
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- 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
- Y02E70/00—Other energy conversion or management systems reducing GHG emissions
- Y02E70/30—Systems combining energy storage with energy generation of non-fossil origin
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- 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
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- 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
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- 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
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/16—Information or communication technologies improving the operation of electric vehicles
Definitions
- the present invention relates to a digitally controlled motor device with storage for harnessing and storing energy from a decelerating rotating machine and supplying energy as the rotating machine accelerates again at high capacity.
- the invention has been primarily developed for automobile racing engines such as are used in Fonnula 1, and will be described primarily in these terms. However, it is envisaged that the invention also has other applications such as in hybrid cars, transport vehicles (such as trucks, buses, trains and planes) and in the generation of electricity in wind turbines.
- hybrid vehicles use the internal combustion engine as a main source of power with power augmented by an electric motor.
- Other recent developments include fully electric cars, the performance of which is now comparable to petrol and diesel vehicles.
- the electrical energy used to power the vehicles is stored in batteries which are heavy, expensive and have a limited storage capacity.
- the operating range of an electric vehicle is accordingly limited and this has constrained the mainstream uptake of these vehicles.
- a majority of hybrid/electric vehicles operate in a city environment with large amounts of traffic causing regular stopping and starting of the vehicle.
- the traditional method to slow down a vehicle is the use of disc or drum brakes that use friction pads to slow the vehicle.
- Hybrid vehicles have the ability to operate their electric motors as generators when the vehicle is slowing and use regenerative braking to reclaim a proportion of the energy normally wasted in braking, store it and then use it to propel the vehicle when it accelerates.
- the amount of storage is limited by the instantaneous capacity of the batteri es and at l ow speeds the changing magnetic flux in the generator reduces to ineffective levels meaning that only smaller proportions of the overall heat energy can be harnessed and stored at higher speeds.
- a digitally controlled motor device with storage comprising: a stator; a flywheel having an axis of rotation and being rotatably mountable on a shaft of the rotating machine and having at least a first set of magnetic coils arranged thereon; an induction rotor having an axis of rotation and being mountable on the shaft in magnetic communication with the first set of magnetic coils of the flywheel such that a change in magnetic flux at the first set of magnetic coils induces a current in the induction rotor; at least one set of second magnetic coils arranged on the stator in magnetic communication with the induction rotor; and a first controller for controlling a supply of electrical power from the flywheel to the second set of magnetic coils to force acceleration or deceleration of the induction rotor; whereby the induction rotor is adapted to receive electrical power from the flywheel via the first set of magnetic coils and from the second set of magnetic coils.
- the shaft is a drive shaft.
- the device therefore advantageously utilises a rotating machine i.e. a flywheel spinning at high speeds to store energy (mechanically and magnetically) and uses the energy to provide significantly greater power and torque to an induction rotor and shaft of a motor.
- a rotating machine i.e. a flywheel spinning at high speeds to store energy (mechanically and magnetically) and uses the energy to provide significantly greater power and torque to an induction rotor and shaft of a motor.
- the traditional mechanical vehicle brakes may be downsized and even used primarily as a backup to the device for safety.
- the device Under vehicle acceleration, the device is capable of supplying torque and power at much higher burst capacity compared to a traditional motor that starts operating with a high locked rotor current.
- the power output of the digital ly controlled motor device with storage increases without excessive high locked rotor currents and its associated energy losses and heat issues.
- the magnetic flux and associated electrical power experienced by said second set of magnetic coils is at an angular velocity CORF that is equal to the velocity of the induction rotor G)R relative to the angular velocity of the flywheel ⁇ and governed by the equation:
- Controlling the excitation frequency of power sent to the second set of magnetic coils controls the power transferred between the flywheel and the induction rotor either to charge (accelerate) the flywheel if the frequency of the controlled power leads the power experienced at the second set of magnetic coils or discharge (decelerate) the flywheel if the frequency of said controlled power is lagging the power experienced at the second set of magnetic coils.
- the controller feeds a voltage and frequency electrical signal such as 1 OkW of power at the second set of magnetic coils therefore controls the rate of charging or discharging of the flywheel.
- the large storage contained in the spinning inertia and magnetic field of the flywheel provides a burst capacity such as 20kW so that under acceleration the first set of flywheel coils can feed 20kW into the rotor and the second set of magnetic coils can feed lOkW into the rotor with the net result of 30k W or three times the typical lOkW a traditional electric motor may provide, especially at rest with much higher torque.
- the drive shaft is a drive shaft of a vehicle.
- the drive shaft is adapted for driving a compressor.
- a third set of magnetic coils is arranged on the flywheel and in electrical communication with the first controller for the transfer of electrical power to and from the flywheel.
- the device further includes an external electrical power storage device, the first controller adapted to supply electrical power from the external electrical power storage device to the flywheel or to transfer electrical power stored in the flywheel to the external electrical power storage device, the first controller being adapted to control the speed of rotation of the flywheel by controlling an amount of power supplied to the third set of magnetic coils.
- the device further includes a second controller adapted to supply electrical power to the induction rotor via the second set of magnetic coils.
- each of the fi rst controller and the second control ler i s a digitally controlled switched brushless motor controller.
- the first controller and the second controller each include an induction rotor position sensor and an induction rotor speed sensor. More preferably, the first and second controllers include at least one rotary encoder and/or magnetic hall sensor.
- the first controller and the second controller are in electrical communication with each other.
- the device includes a fourth set of magnetic coils connected to the stator in electrical communication with the external electrical power storage device for transfer of electrical power to or from the flywheel via the third set of magnetic coils.
- the external electrical power storage device is a battery or a super capacitor.
- the device includes at least one bearing connected to the stator for supporting the flywheel in controlled rotation about its axis of rotation.
- the magnetic coils are permanent magnets.
- the magnetic coils are induction coils.
- the drive shaft has an axis of rotation and the devi ce includes at least one bearing connected to the stator for supporting the drive shaft in controlled rotation about its axis of rotation.
- the first, second, third and fourth sets of magnetic coils and the induction rotor are arranged in a radial flux configuration.
- the third and fourth set of coils may be arranged in a transverse flux configuration.
- the stator includes an enclosure around the device components.
- the enclosure and stator includes a mechanical seal to seal the induction rotor, flywheel and drive shaft therein.
- the apparatus further includes a non-return valve and a vacuum pump adapted for placing the enclosure and stator under a full or partial vacuum. This reduces any fluid friction on the flywheel as it spins and thereby increases the efficiency of its energy storage.
- the apparatus includes a water jacket arranged outside the stator and enclosure. The water jacket absorbs heat generated inside the stator and enclosure by the magnetic coils and the induction rotor.
- the enclosure is hermetically sealed and a magnetic coupling is used to transmit power from inside the enclosure to an external shaft thereby eliminating mechanical seals.
- the induction rotor is operatively associated with a plurality of turbine rotor blades for rotational movement therewith as the turbine blades are rotated by fluid movement such as air (wind) or water.
- the number of coils in the first set of magnetic coils differs from the number of coils in the third set of magnetic coils so as to produce a geared ratio of the coils installed on the flywheel .
- the number of third magnetic coils is a multiple of the number of first magnetic coils. In this manner, excitation of the flywheel by the fourth set of magnetic coils can occur at a different frequency than excitation of the flywheel at the first set of magnetic coils, allowing for increased control of the flywheel speed and optimisation of power transfer to and from the flywheel.
- the induction rotor has a flywheel side in electrical communication with the first set of magnetic coils and a stator side in electrical communication with the second set of magnetic coils.
- the induction rotor has a first number of induction coils at the flywheel side thereof and a second number of induction coils at the stator side thereof.
- the number of induction coils on the stator side is different to the number of induction coils on the flywheel side.
- the number of induction coils on the stator side is a multiple of the number of coils on the flywheel side. This allows the induction rotor to transmit electrical power from the flywheel at a different frequency to that at which it is received by the rotor by a large factor such as 20 times thereby optimising power transfer. In this manner, it is possible to transfer large amounts of electrical power between the flywheel and the rotor due to the gearing of the coils in the induction rotor.
- the device consists of a first section that includes a first enclosure and the flywheel and a separate second section that includes a second enclosure and the induction rotor.
- the device further includes a connection circuit board arranged in electrical
- the first section includes a fifth set of magnetic coils mounted on the enclosure in magnetic communication with the first set of magnetic coils of the flywheel.
- the second section includes a sixth set of magnetic coils mounted on the second enclosure in magnetic communication with the induction rotor.
- the connection circuit board is adapted to transmit electrical power from the fifth set of magnetic coils to the induction rotor via the sixth set of magnetic coils.
- the flywheel can be positioned separately from the induction rotor in a more suitable location in the vehicle or other device in which the device is to be used, for example for better weight distribution.
- the device includes a connection circuit board located inside the induction rotor, the connection circuit board being adapted to transmit electrical power between the flywheel first set of magnetic coils and the induction rotor via the second set of magnetic coils.
- This embodiment therefore creates a split of the induction rotor into a flywheel side set of coils that is wired to the connection circuit board which is also wired to a stator side set of coils.
- connection circuit board is controlled wirelessly via either of the first controller or the second controller located outside of the stator.
- connection circuit board includes a programmable logic controller adapted for conditioning of electrical power transmitted between the flywheel and the induction rotor.
- the programmable logic controller is adapted to control a plurality of electrical and/or mechanical switches to obtain a change in frequency and voltage of electrical power transmitted through the induction rotor.
- This aspect of the device has the advantage that the switches can be configured to create many different gear ratios with the potential for an electric constantly variable transmission (CVT) capable of transferring large amounts of power between the flywheel and the induction rotor.
- CVT constantly variable transmission
- the programmable l ogic controller is adapted to control a plurality of variable capacitors for obtaining a change in the voltage, current level and frequency at the induction rotor such that the current leads the voltage to cause a magnetic flux in the induction rotor of variable frequency and magnitude.
- the programmable logic controller has a plurality of variable inductors, variable resistors and variable capacitors and is adapted to control the current, voltage level and frequency of the plurality of variable inductors, resistors and capacitors such that the current leads or lags the voltage at the induction rotor such that the current creates a magnetic flux in the induction rotor of variable frequency and magnitude.
- variable capacitors and/or the variable inductors further function to store electrical power.
- Figure 1 is a half sectional schematic of a first embodiment of a digitally controlled motor with storage with a radial flux configuration
- Figure 2 is a half sectional schematic of a second embodiment of a digitally controlled motor with storage with a hybrid flux configuration ;
- Figure 3 is a half sectional schematic of a third embodiment in which the device is turbine driven
- Figure 4 is a half sectional schematic of the flywheel and induction rotor both with static gears
- Figure 5 is a half sectional schematic of the flywheel separated from the induction rotor
- Figure 6 is a schemati c of the digi tally controlled motor with a connection circuit board located on the induction rotor;
- Figure 7 is a schematic of the connection circuit board in a programmable logic controller configuration with switches
- Figure 7a shows example schematic wiring diagrams of the connection circuit board 3 of Figure 7;
- Figure 8 is a schematic of the connection circuit board in a programmable logic controller configuration with variable capacitors.
- Figure 9 is a schematic of the connection circuit board in a programmable logic configuration with variable inductors, resistors and capacitors. Description of Embodiments
- Figure 1 shows a first embodiment of a digitally controlled motor device with storage 1 in accordance with the disclosure, the device 1 including a flywheel 10, an induction rotor 20, a first digital power controller 30, a second digital power controller 40 and an external power storage device 50.
- the flywheel 10 and induction rotor 20 are housed inside a stator enclosure 70 that can be used to secure the apparatus to a stable mounting.
- the flywheel 10 is rotatably mounted on a drive shaft 60 of a vehicle or other machine to be operated by the device 1 via the drive shaft 60.
- the drive shaft 60 has a proximal end 61 and a distal end 62.
- the proximal end 61 of the drive shaft 60 is supported by a pair of bearings 63 configured to allow the shaft to rotate about its axis in a controlled manner.
- the distal end 62 of the drive shaft is supported by a pair of bearings 64.
- the bearings 63, 64 are mounted on the stator housing 70 such that the drive shaft 60 is supported within the stator housing 70.
- the flywheel further includes a rotor side set of magnetic coi ls 14 mounted at the rotor side 9 of the flange 7 that are configured to face radially inwardly towards the drive shaft 60.
- the induction rotor 20 is connected to the drive shaft 60 adjacent the flywheel 10 towards the distal end 62 of the drive shaft 60 so as to be rotatable therewith.
- the induction rotor 20 has a flywheel side 21 adjacent the flywheel 10 and a stator side 22 adjacent the stator housing 70 and consists of a plurality of induction coils 16 extending from the flywheel side 21 to the stator side 22.
- the flywheel side 21 of the induction rotor 21 is in magnetic
- stator side 22 of the induction rotor is in magnetic communication with a set of rotor coils 15 mounted on the stator housing 70.
- One or more mechanical seal s 71 seals the distal end 62 of the drive shaft 60 to the stator housing 70 to provide a sealed enclosure around the component parts of the apparatus.
- a non-return valve 72 and a vacuum pump 73 are installed in the stator housing 70 to provide a full or partial vacuum within the stator housing 70 so that air resistance acting on all rotating components is minimised or alleviated.
- the mechanical seal 71 therefore seals the vacuumed space from the ambient atmosphere.
- the first digital power controller 30 is a digitally controlled brushless motor controller shown only schematically in the Figures.
- the first digital power controller 30 is adapted to transfer electrical power Pr from the external power storage device 50 (such as one or more batteries or super capacitors) to the flywheel 10 and control its rotational speed via the stator side set of magnetic coils 12. This power generates a current in the flywheel coils 13 as depicted by the arrow ⁇ which creates a magnetic flux as depicted by the arrow ⁇ .
- This magnetic flux is in communication with the flywheel stator side coils 12 and creates a force on them to accelerate the flywheel 10.
- the first digital controller 30 can also be configured to operate the device 1 in reverse (i.e.
- the second digital power controller 40 is also adapted to transfer electrical power PR to the induction rotor 20 to control its rotational speed.
- the electrical power PR generates a current ID at the rotor coils 16 that creates a magnetic flux as depicted by the arrow OR.
- This magnetic flux induces a current as depicted by the arrow IR in the rotor induction coils.
- a similar magnetic flux ⁇ is generated at the rotor side set of magnetic coils 14.
- This magnetic flux ⁇ also induces a current in the rotor induction coils 16 as depicted by the arrow IR. It is the interaction between these currents IR and power that dictates whether the induction rotor 20 accelerates or decelerates from the direct interaction with the flywheel 10.
- the device of Figure 1 can advantageously be operated to provide mechanical drive PD to an external device (for example a vehicle or a compressor) via the drive shaft 60 and can be used to accelerate or decelerate the drive shaft 60.
- the device can also be used to generate electrical power via accepting power from the rotating drive shaft 60 and converting it to usable power for storage or for supply to a power grid.
- the first digital power controller 30 When mechanical power is required at the drive shaft 60, for example when a vehicle is to be accelerated from rest, the first digital power controller 30 is configured to provide power from the external power storage device 50 to the flywheel 10 to accelerate it to high speed.
- the flywheel 10 induces a current in the rotor coils 16 of the induction rotor 20 via the magnetic coils 14.
- the second digital power controller 40 is configured to transfer electrical power to the induction rotor 20. Therefore, under acceleration the induction rotor 20 and hence the drive shaft 60 can be provided with electrical power from three sources simultaneously with the corresponding potential to provide up to three times the amount of torque to the drive shaft 60 in comparison to a standard electric motor powered by a single source.
- the first digital controller 30 and the second digital controller 40 are configured to communicate with each other to provide a smooth acceleration of the drive shaft 60 (and hence of the vehicle or other device to be accelerated).
- Each of the controllers 30, 40 is programmed with the number of poles and alignment (to calibrate them to feedback encoders) on the stator side of the flywheel 10 and the stator side of the rotor 20.
- the controller 30 is adapted to accept feedback in respect of the angular position of the rotor side of the flywheel 1 0 so that the controller can accurately excite the respective flywheel coils 12, 14 and rotor coils 1 5, 16.
- An advantage of this use of the device 1 is that as the induction rotor 20 is at rest and the flywheel 10 is charged up and spinning at high speed, the flywheel can then provide significant change in magnetic flux to accelerate the rotor very quickly in comparison to a conventional motor, which uses a large amount of power, known as locked rotor current, to overcome the inertia of the rotor, resulting in a smaller change in magnetic flux provided to accelerate its rotor from rest.
- the second digital power controller 40 operates in its regenerative braking mode to withdraw power from the rotor 20 and operate it as a power generator.
- the power drawn from the induction rotor 20 is transferred to the first digital power controller 30 to accelerate the flywheel 10 such that it stores charged power at the external power storage device 50.
- the apparatus provides deceleration of the rotor 20 and hence the drive shaft 60 by drawing power from the three power sources - the first digital power controller 30 charges the external power storage device 50, the second digital power controller 40 draws power from the induction rotor 20 for storage at the or a further external power storage device 50 and both the first and second controllers 30, 40 can accelerate and charge up the flywheel 10 to its maximum speed before transferring the power stored therein to the external storage 50.
- the rotor 20 also directly transfers power to the flywheel 10 via the magnetic coils 14.
- the flywheel 10 When operating as a motor device as described above, the flywheel 10 typically spins at high speeds such as 60,000 RPM or 120,000 RPM.
- the induction rotor 20 typically spins at medium speeds of e.g. 10,000 RPM or 20,000 RPM.
- the flywheel 10 typically has 2 or 4 poles as the change in magnetic flux occurs at a high frequency and the rotor 20 typically has 12 or 24 poles to match the frequency of the change in magnetic flux of the flywheel operating at a 6: 1 speed ratio.
- the flywheel 10 is nonnally spun in the same direction as the induction rotor 20 so that the frequency level and the change in magnetic flux between them is reduced and the flywheel 10 rotational forces applied to the drive shaft 60 via the bearings 63 would assist in dragging the induction rotor 20 around with it.
- slower speed rotors and flywheels are typically adapted to spin in opposite directions to increase the frequency and the change in magnetic flux between the induction rotor 20 and the flywheel 10.
- the drive shaft 60 rotates, generally at variable speed, to provide power to the induction rotor 20.
- the first digital power controller 30 and the second digital power controller 40 interact to control the relative speeds of the induction rotor 20 and the flywheel 10 to ensure that the flywheel 10 rotates at a controlled constant speed.
- the electricity Pp generated at the flywheel 10 is thereby supplied at a fixed frequency e.g. 50 Hz or 60Hz.
- the voltage generated by the device 1 is also kept constant at e.g. 230V or 1 10V. This is achieved by using the external digital power storage device 50 as a means of balancing the load and the input power into and out of the induction rotor 20.
- An advantage of this aspect of the device 1 is that electrical power can be generated at substantially fixed frequency and voltage without the use of an external power converter, for example a rectifier.
- the flywheel 10 can be utilised as a load levelling device and the system complexity is reduced, leading to potential efficiencies in cost.
- the rotor 20 includes a switching mechanism (not shown and preferably inside the induction rotor) between the flywheel side 21 and the rotor side 22 thereof, effectively splitting the induction rotor into two separate coils (one on the flywheel side and one on the rotor side), that can be operated via the first digital power controller 30 and/or the second digital power controller 40 to act like an electric clutch to open circuit the induction rotor 20 so that the current flowing in the normally short circuited induction rotor 20 cannot flow.
- the switch is closed, the current flows in the short circuited induction rotor 20 to enable power transfer between the rotor 20 and the flywheel 10.
- Figure 2 shows a variation of the device 1 of Figure 1 in which the flywheel coils 13 are configured axially on the stator side of the flywheel central portion 5.
- the magnetic coils 12 are located in an axial configuration on a proximal end 74 of the stator enclosure 70.
- the stator side of the flywheel flange 8 can be greatly reduced in size, reducing the size of the device 1 in the axial direction.
- an air gap 6 between the flywheel coils 13 and the magnetic coils 12 is easier to control in the axial direction as during use the flywheel 10 and the enclosure 70 will typically heat up and expand in the radial direction, changing the size of the air gap 6 in the configuration of Figure 1 .
- Figure 3 shows a further variation of the device of Figure 1 in which a plurality of rotor blades 80 such as turbine blades is arranged in magnetic communication with a circumference of the induction rotor 20.
- the drive shaft 60 is replaced with a non-rotatable axle 90, supported at a proximal end 91 thereof by the bearings 63 and at a distal end 92 thereof by the bearings 64.
- the axle 90 is enclosed within the stator housing 70.
- the flywheel 10 is connected to the bearings 63, 64 for rotation about the axle 90.
- a set of magnetic coils 17 is connected to the rotor 20 circumference in a radial configuration.
- the set of magnetic coils 17 has a U shape, one arm of which is connected to the inducti on rotor 20, the other of which is connected to the rotor blades 80.
- the stator housing 70 has a set of magnetic coils 23 connected thereto in a radial configuration such that the coils 23 are arranged to extend inside the U-shaped set of magneti c coils 17 for magnetic communication therewith.
- the set of magnetic coils 17 further includes a longitudinally extending set of coils 24 that extend from a base of the U- shaped coils 17 axially towards the flywheel 10 and which rotate with the magnetic coils 17.
- the recess 26 accommodates two sets of magnetic coils 12a, 12b arranged in a radial flux configuration at the stator side 8 of the flywheel 10.
- the set of stator coils 13 is arranged in a radial flux configuration to extend between the two sets of flywheel coils 12a and 12b so as to be in magnetic communication therewith.
- the induction rotor 20 is free to rotate about its axis controlled by the bearings 64 at its centre that are connected to the axle 90.
- rotation of the rotor blades 80 generates a current IR in the magnetic coils 17 which creates a magnetic flux OR .
- the magnetic flux OR causes the induction rotor 20 to rotate at a slow variable speed in the order of 70 RPM.
- the magnetic coils 24 rotate with the coils 17 and generate a current ID and a magnetic flux Op.
- the magnetic flux Op is in magnetic communication with the flywheel coils 14a, 14b, creating a force on them and accelerating the flywheel 10. Power stored in the charged flywheel 10 is transferred to the first digital power controller 30 as in the first embodiment.
- Figure 4 shows an embodiment of the device of Figure 1 in which only the flywheel 10 and induction rotor 20 are shown for clarity. This embodiment can be used in any of the configurations of Figures 1 to 3.
- the flywheel 10 and rotor 20 are configured in a static geared configuration.
- the first set of magnetic coils 12 on the stator side of the flywheel 10 has 12 poles.
- the set of magnetic coils 14 on the rotor side of the flywheel 10 has only 4 poles.
- a gear ratio of 1 :3 is therefore established between the stator side 8 of the flywheel 10 and the rotor side 9.
- the induction coils 16 of the induction rotor 20 are set up with three coils at the flywheel side thereof and 18 coils that act like electromagnets with 18 poles on the stator side thereof, creating a static gearing of 1 :6 between the flywheel side and the stator side of the rotor. These static gear ratios enable the flywheel 10 and induction rotor 20 to be operated at vastly different speeds whilst maintaining the same or similar frequency and change in magnetic flux.
- FIG. 5 schematically depicts a variation on the device of Figure 1 that can also be applied to the configurations of Figures 2, 3 or 4.
- the flywheel 10 and the induction rotor 20 are located in two separate portions l a, lb of the apparatus 1.
- the two portions of the apparatus l a, lb can be in different locations that are electrically connected together using wires 2 and a connection circuit board 3.
- the flywheel 10 is housed in a first stator enclosure 70a.
- the induction rotor 20 is housed in a second stator enclosure 70b.
- a separate set of flywheel coils 95 is arranged on the stator housing 70a in magnetic communication with the permanent magnets 12 of the flywheel 10.
- the separate set of flywheel coils 95 is used to transfer an induced current Is from the permanent magnets 12 through the wires 2 which then power a separate set of rotor coils 96 arranged on a flywheel side of the stator housing 70b to generate a magnetic flux ⁇ and induce a current IT in the rotor coils 15.
- the connection circuit board 3 includes at least one or more of a relay, transistor, variable capacitor, variable resistor or variable inductor or a combination thereof.
- the device of Figure 5 is otherwise identical to that of figure 1 and operates in the same way.
- the device 1 is configured in a single location as in Figure 1. However, it includes a connection circuit board 3 located inside the induction rotor 20 near its axis of rotation such that it rotates with the rotor 20.
- the connection circuit board includes a rotor signalling device 101.
- the stator enclosure 70 includes an enclosure signalling device 102.
- the rotor signalling device 101 and the enclosure signalling device 102 are adapted to transmit and receive wireless signals such as wireless internet, Bluetooth or magnetic signals to actuate the switches, variable capacitance, variable resistors and variable inductance devices on the connection circuit board 3 with electrical power drawn directly from the rotor induction coils 15.
- the signalling devices 101 , 102 use magnetic induction to transmit power wirelessly from the enclosure 70 to the induction rotor 20.
- connection circuit board 3 of Figures 5 and 6 is shown schematically in Figure 7.
- 96 power connections from 48 flywheel power coils such as magnetic coils 14, labelled P1+, P1 -, up to P48+ and P48-.
- a corresponding 96 connections from 48 rotor excitation coils, such as magnetic coils 15 labelled E1+, E1-, up to E48+ and E48-.
- Switches 1 10 in the circuit board are arranged in a matrix configuration with horizontal connections able to switch to the vertical connections.
- connection circuit board 3 acts like an electric clutch to open or close the circuit connection in the rotor induction coils 16.
- connection circuit board 3 of Figure 8 uses variable capacitors such as super capacitors CI, C2 that can store additional power while varying the AC current frequency and wavelength leading the AC voltage.
- variable capacitors such as super capacitors CI, C2 that can store additional power while varying the AC current frequency and wavelength leading the AC voltage.
- These AC power waveforms are shown in the graph at the bottom of Figure 8, with the first section 125 showing no change in wavelength between current and voltage when capacitance is zero.
- the section 130 to the right of the graph shows that as capacitance is increased, it increasingly reduces or condenses the wavelength (increasingly increases the frequency) of the current leading the voltage.
- a big advantage of this embodiment is that the AC current waveform and frequency can be varied to lead the voltage in almost any range up to typically 180 degrees out of phase.
- This provides greater control over the power transmission to perform advanced functions such as a constantly variable clutch that can more precisely and slowly transfer power together with a constantly variable transmission.
- the capacitors or super capacitors will store additional power to increase the flexibility of the response times of the digitally controlled motor such that the flywheel stores the shortest term power storage but is capable of providing huge power or boost capacity, the super capacitors provide intermediate power storage time with intermediate power capacity and the batteries provide the longest term power storage with the smallest power capacity.
- any disadvantages of short storage time or small power capacity can be reduced to provide a well-rounded and increased ability to store and provide power for longer periods at high power capacities.
- Figure 9 shows a variation on the embodiment of the circuit board of Figure 8 in which, in addition to the variable capacitors CI , C2 etc., the connections between the power coils 14 and the excitation coils 15 are achieved using variable resistors Rl , R2 etc, and variable inductors LI , L2 etc. that are typically wired in series as shown but could also be wired in parallel or combinations thereof (not shown).
- the AC current frequency and wavelength can lead or lag the AC voltage due to the amount of capacitance, resistance and inductance applied.
- These AC power waveforms are shown in the graph at the bottom of Figure 9, with the first section 140 on the left showing no change in wavelength between current and voltage when capacitance, resistance and inductance is zero.
- the next section 150 to the middle of the graph shows that as capacitance is increased less than the corresponding inductance, it increasingly increases or expands the wavelength (increasingly reduces the frequency) of the current lagging the voltage.
- the values for resistance also affect this but are not shown as they have lesser effect and behave in a manner well known to those skilled in the art according to typical mathematical formulae.
- the section 160 at the right side of the graph shows that as capacitance is increased more than the corresponding inductance, it increasingly decreases or condense the wavelength (increasingly increases the frequency) of the current leading the voltage.
- a further advantage of this embodiment compared to the embodiment in Figure 8 is that the AC current waveform and frequency can be varied to lead or lag the voltage in almost any range up to typically 180 degrees out of phase. This provides the ultimate flexible control of the power voltage and frequency of the transmitted through the connection circuit board.
- connection circuit board 3 can be controlled to create more advanced functions for a car, truck or transport vehicle such as an electric clutch, constantly variable transmission (with practically infinite gearing), traction control, electronic stability programs and anti-lock braking (typically known as ABS).
- An advantage of using the connection circuit board 3 is more precise control of the mechanical power fed to the drive shaft or drive wheels with fast and efficient communication to other networked systems such as other similar digitally controlled motor devices that may be installed on each wheel of the vehicle and the car computer such as the engine control unit (ECU) controlling the internal combustion engine on a hybrid vehicle.
- ECU engine control unit
- connection circuit board 3 introduces a large number of possible control algorithms that further enhance the flexibility and precise control of the digitally controlled motor or generator as a single device or a series of networked devices close by or far away from each other.
- Each of the sets of magnetic coils described herein can be either permanent magnets or induction coils.
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- Engineering & Computer Science (AREA)
- Power Engineering (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Transportation (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Physics & Mathematics (AREA)
- Acoustics & Sound (AREA)
- Aviation & Aerospace Engineering (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)
- Hybrid Electric Vehicles (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
Abstract
Description
Claims
Priority Applications (8)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
CA2953592A CA2953592A1 (en) | 2014-06-30 | 2015-06-29 | Digitally controlled motor device with storage |
CN201580044035.8A CN106794752A (en) | 2014-06-30 | 2015-06-29 | Numerical control motor apparatus with memory |
RU2017102762A RU2017102762A (en) | 2014-06-30 | 2015-06-29 | MOTOR DEVICE WITH DIGITAL CONTROL AND ENERGY ACCUMULATION |
SG11201610929SA SG11201610929SA (en) | 2014-06-30 | 2015-06-29 | Digitally controlled motor device with storage |
US15/322,992 US20170149303A1 (en) | 2014-06-30 | 2015-06-29 | Digitally controlled motor device with storage |
EP15814373.5A EP3160783A4 (en) | 2014-06-30 | 2015-06-29 | Digitally controlled motor device with storage |
JP2016576043A JP2017527244A (en) | 2014-06-30 | 2015-06-29 | Digital control motor device with built-in storage function |
AU2015283800A AU2015283800A1 (en) | 2014-06-30 | 2015-06-29 | Digitally controlled motor device with storage |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AU2014902495 | 2014-06-30 | ||
AU2014902495A AU2014902495A0 (en) | 2014-06-30 | Digitally controlled motor device with storage |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2016000017A1 true WO2016000017A1 (en) | 2016-01-07 |
Family
ID=55018141
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/AU2015/000374 WO2016000017A1 (en) | 2014-06-30 | 2015-06-29 | Digitally controlled motor device with storage |
Country Status (9)
Country | Link |
---|---|
US (1) | US20170149303A1 (en) |
EP (1) | EP3160783A4 (en) |
JP (1) | JP2017527244A (en) |
CN (1) | CN106794752A (en) |
AU (1) | AU2015283800A1 (en) |
CA (1) | CA2953592A1 (en) |
RU (1) | RU2017102762A (en) |
SG (1) | SG11201610929SA (en) |
WO (1) | WO2016000017A1 (en) |
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JPWO2020183582A1 (en) * | 2019-03-11 | 2020-09-17 |
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JP6370995B2 (en) * | 2015-04-17 | 2018-08-08 | 株式会社ハーモニック・ドライブ・システムズ | Motor with static pressure seal |
US20170175564A1 (en) * | 2015-12-16 | 2017-06-22 | Daniel Schlak | Flywheel with Inner Turbine, Intermediate Compressor, and Outer Array of Magnets |
US10730394B2 (en) * | 2016-10-04 | 2020-08-04 | Ford Global Technologies, Llc | Electromechanical integrated machine for electrified vehicles |
CN106515406A (en) * | 2016-11-18 | 2017-03-22 | 精进电动科技股份有限公司 | Coaxial multi-motor driving system and vehicle comprising same |
US9942435B1 (en) * | 2017-02-13 | 2018-04-10 | Xerox Corporation | Carriage module design to minimize CVT to platen transition disturbance |
US10722740B2 (en) | 2018-02-02 | 2020-07-28 | FFP2018, Inc. | Emergency station and method of use |
US10393126B1 (en) | 2018-02-02 | 2019-08-27 | FFP2018, Inc. | Emergency station and method of use |
US11255324B2 (en) | 2018-02-02 | 2022-02-22 | FFP2018, Inc. | Remotely controlled integrated portable battery-powered variable-pressure electric pump and power emergency station |
US10716963B2 (en) | 2018-02-02 | 2020-07-21 | Ffp2018 | Emergency station and method of use |
EP3784513B1 (en) * | 2018-04-24 | 2024-03-13 | Derissaint, Roger | Kinetic automobile |
CN109067086B (en) * | 2018-09-10 | 2023-08-22 | 罗中岭 | Micro-power generating device |
WO2021044758A1 (en) * | 2019-09-05 | 2021-03-11 | パナソニックIpマネジメント株式会社 | Rotation detector and motor equipped with same |
WO2024037715A1 (en) * | 2022-08-17 | 2024-02-22 | Kinetic Power Limited | Flywheel-battery hybrid energy storage system |
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Also Published As
Publication number | Publication date |
---|---|
AU2015283800A1 (en) | 2017-02-16 |
US20170149303A1 (en) | 2017-05-25 |
EP3160783A1 (en) | 2017-05-03 |
SG11201610929SA (en) | 2017-01-27 |
JP2017527244A (en) | 2017-09-14 |
CN106794752A (en) | 2017-05-31 |
RU2017102762A (en) | 2018-07-31 |
EP3160783A4 (en) | 2018-03-14 |
CA2953592A1 (en) | 2016-01-07 |
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