WO1996021265A1

WO1996021265A1 - Specifications for the pulsed field flux engine

Info

Publication number: WO1996021265A1
Application number: PCT/US1995/016392
Authority: WO
Inventors: Edward Benton
Original assignee: Edward Benton
Priority date: 1994-12-30
Filing date: 1995-12-27
Publication date: 1996-07-11
Also published as: EP0749644A1; AU4894896A

Abstract

The aspects of this invention are the twelve offset PM toroid/rotors. These toroids are angularly off-set to a thirty degree arc. This alignment is electromechanically complemented by the helical windings of the stator (18), which are sequentially excited. The power use is also used sequentially. The torque/power components are presented in three phase synoidoidal electro-optic controller and the processor which programs all necessary engine operating parameters. Field operation control orientation is assured through motion control utilization plus proportional-integral and derivative closed-loop process control. The engine is configured to be the essential automobile propulsion component. The engine has no emissions, conserves energy, is noiseless, does not suffer from heat and friction loss, eliminates the start up power surge, substantially reduces component failure, preserves the permanent magnets from demagnitization, and is signature free.

Description

SPECIFICATIONS FOR THE PULSED FIELD FLUX ENGINE

Background of the Invention

1. Field of the Invention

The present invention relates to a dynamic machine functioning as an electric engine and has an embodiment which incorporates all of the essentials necessary to be a high profile automotive propulsion engine. Together with its compressed air starter, it satisfies all requirements of a zero emission engine meeting the specific parameter of an auto propulsion system.

2. Related Art or Prior Art

IEEE various.

Summary of the Invention

The dominant propulsion system used in today's cars has come under increasing scrutiny because of its low efficiencies, deleterious effect on the environment, and political consequences of foreign oil dependency.

According to a recent Ford study in urban driving, more than 81 percent of the potential heat of combustion is lost prior to being turned into mechanical energy at the crankshaft. This high energy loss combined with finite fuel supplies, air, and noise pollution has spurred the United States to develop a new, more efficient and a cleaner propulsion system.

To date, most electric vehicle development programs are best characterized as "ad hoc" undertakings with various subsystems receiving the primary research focus. This has detracted somewhat from the systems approach which can effectively employ many different subsystem

technologies in a synergistic combination that can result in a true "value added" propulsion system. It is in the context of this systems approach that the pulsed field flux engine has been conceived. The pulsed field flux engine is very compatible with hybrid energy storage concepts including rotor-stated flywheel batteries, capacitors, electrochemical batteries and phase-shifted, pulse-energy controllers.

As shown in the attached drawings, the pulsed field flux engine consists of a series of geometrically off-set rotors whose ends have been embedded with lightweight rare earth magnetic materials, the pulsed field flux engine is envisioned to be a permanent magnet (PM), brushless, direct current (DC) machine operated as a synchronous motor. The permanent magnet synchronous machine is more efficient and reliable than brush type DC machines because of the lack of brushes and the outside placement of the winding. The windings will be helically run along the outside of the pulsed field flux engine enclosure to optimally utilize a three-phase pulse width modulation (PWM) control scheme. Using PWM control efficiently utilizes the stored energy (current and voltage) power supply.

By the administering of a three-phased pulsed width modulated current, the engine is controlled by a three- phase sinusoidal electro-optic encoder to provide speed and torque control.

The controller utilizes a LED disc type optical encoder which operates in a closed-loop system in order to employ self-tuning for all program parameters.

The controller provides motion control in such fashion as to provide acceleration and deceleration functions with complete control of motion accuracy. This emplaces automation that heretofore could not be economically justified due to the capital outlay. This enables the application of poly-phase frequency control enabling the engine to have maximum magnetic flux density and corresponding EKF, whereas the engine operates with longitudinal magnetic flux in a plane parallel to the direction of the traveling magnetic field and at the same INSTANT obtain magnetic flux lines perpendicular to the direction of the traveling field.

The controller utilizes fiber optics and photodiodes enclosed in homogeneous polymeric band restrained to the inner circumference of the shell.

Its feedback resonant circuit assures the required pulse power, phasing and frequency demands and is

responsive to thermal drops outs.

Brief Description of the Drawings

Figure 1 - The toroid shaft with the composite PM, rotors - a brief illustration shows the tooth and slot alignment.

Figure 1A - Is the detail of one rotor of increased width and a linear pulsed positioner.

Figure 2 - The configuration of the stator windings illustrating their helical alignment.

Figure 2A - illustrates the stator field windings with the number of windings increased from (12) in Figure 1 to 24 as shown.

Figure 3 - The engine proper with a cutaway showing interior configuration and the assembly of the component parts.

Figure 4 - The compressed air starter.

Figure 5 - The block diagram of the encoder assembly is shown with the processor and controller and associated components for an electric drive.

Detailed Description of the Invention Referring to Figure 1 as shown, the rotary toroids (5) have a toroidal configuration, whereas they are of composite construction chosen to satisfy the requirement of tensile strength and high strain failure. The toroids are separated by composite sleeves (4) and molded flanges (3) which strengthen the toroid at its axis and maintain equal separation of the toroids.

The toroids have a thirty (30) degree alignment with the next-in-line toroid, so that a 360 degree symmetry is achieved due to the configuration. EMF can be increased by forty percent (40%) using saturated flux density.

The toroids operate in a vacuous composite casing which eliminates windage and noise and expedites heat dispersal. Due to the self-lubricating, frictionless bearings (2), the Shaft (1) is free of impulse-induced vibrations and noise.

The toroid permanent magnets (PMs) are geometrically aligned to complement the teeth in the windings/stators for maximum torque. Thin, rare-earth metal permanent magnet pieces (6) are mounted on the surface of the toroid opposite the windings. The PMs mounted on the side of the toroid are for the linear pulse function (6-A).

The Linear Pulse Positioner (LPP) is illustrated in Figure 1A. This application has seen extensive use in the 30' s, 40 's and 50 's as a position actuator for heavy industry. It is a rigid member fixed in place astride a stator member and therefore is actuated by the pulsations of the system, hence it is correctly referred to as a linear pulsed positioner (LPP).

Each pulse can be said to produce an incremental motion on the engine rotors. The surface is etched with very fine pitched teeth. The LPP has acute sensitivity and furnishes a vector perpendicular to the rotor face and one vector parallel to the rotational sequence. The PM's used in this application has the same specifics as the PMs on the end of the toroid, except it is much wider to accommodate the linear application.

This kind of structure would not have been practical prior to the development of fare earth magnets.

The linear toroid configuration gives the additional propulsion power to each toroid to allow the mass of the toroid to be enhanced by granulated lead seeded into the composite. This allows the foot-pound factor to be increased, which directly increases the torque of the engine. The mass/length of the toroids determine engine horsepower by the Newtonian principle of moments, since each toroid is exposed to three or four windings at each time. This can be profiled by the encoder to a north-south configuration for additional efficiency.

In Reference to Figure 2

The helical coils (24 to 48 in number) are profiled to be sequentially or semi-sequentially excited. This method of ignition enables the engine rotor and the windings to be programmed within the same engine parameters.

Necessary poly-phasing assures a three-phase pulse width modulation within the parameters of a synchronous engine. The semi-sequential excitation has a high profile on energy power exchange. The windings are constructed to have a low programmed heat loss which in DC motors is a high profile loss. The performance of the engine is vastly different than other electric engines or motor due to its configuration which makes it an ideal candidate for its PWM operation.

It is a highly efficient engine that has the added benefits of thermal drop off. A multi-sequence system which applies variant performance characteristics - the sequential scheme can be obtained by several applications. The winding individual sequentially will allow a much larger pulsed power input per winding, because of the phasing and their logical alignment and construction.

Owing to the sequentially excitation of the windings, they are constructed from pre-formed copper laminate, utilizing a. non-oriented silicon epoxy for binding and carries a hollow channel for coolant.

When acceleration is desired (when the starter goes off system), the processor encoder instructs the encoder to begin the ignition sequence and whereas, a limit factor in the closed-loop circuit is reached and semi-sequentiation is begun.

The sequential, semi-sequential and skip-sequential stages are programmed in the loop control to accelerate the engine to desired speeds and to control the heat and power components. The controller's use of the PLS Auto Tuning is employed as a cross-correlator for ultimate controller parameters.

An A/D cell is utilized for processor linkage.

The encoder disk controller (23) is housed in the composite controller housing. It consists of optically isolated VFET transistors with a transient protector and biasing resistors.

The skip-sequential refers to high speed conditions whereas in a cruise mode the engine does not require concentrated element usage, the energy savings in are noteworthy.

The converter utilizes a commutation cell resulting in a ZCS-ZVS-PWM providing non-dissipative switching and high switching frequency, in addition to high power density operation.

Under the PWM operation frequency and current are optimally controlled. The windings have a toroid-oriented tooth and slot configuration (with non-oriented silicon coating) which is mounted within the inner composite case. The windings themselves shall be on the exterior of the composite case.

The helical form of the windings impacts a skew to the PMs. The rptor winding configuration and the winding skip- ignition are governed by the engine encoder using a sensefet mosfet.

The skip-, semi-, or multi-phase when applied emits no noise or vibrations, and the speed is undiminished. The phase sequential component has a large impact on heat and energy interchange.

In Reference to Figure 3

This illustrates the engine assembly with a cutaway, whereas, the slotted configuration of the shaft end (8) accommodates the starter and flywheel assembly (not shown) as is further illustrative of the rotor/toroids shown in Figure 1 showing its position and alignment in the engine.

The inner composite housing (9) is a closure member to the vacuous state. The housing entirely encloses the rotors and only the tooth and slot of the winding/stators. The seal is a hermetic composite which seals the

frictionless bearings and the tooth and slot of the windings. The end composite enclosure (10) is a reinforced composite that seals the torque output and is so structured to surpass requirements for stress factors.

The Hall sensor (11) is shown (partial view) in the composite and sensor's enclosure.

The photodiodes and detectors are also housed in this fashion. The fiber optic tubular end disc secures one end of the fiber in a eccentric hole. Relative rotation of the threaded collar with respect to the end disc (19) provides for radial adjustment of the end of the optical fiber. The fiber optic links (19) and the encoder disc LEDS (22) are illustrative of radial and multi-axial signals. The encoder system uses fiber optics because of signal to noise (SNR) considerations in the sphere of the analog application. This system utilizes a 70 MHz common interface to be satellite and microwave compatible.

The fiber optics (20) are enclosed in a polymeric channel. The outer casing (13) is also vacuous to insure heat disbursement.

The encoder uses phase advancement as an inductive compensator that prevents torque fall-off as speed increases.

It compensates for the Faraday effect so that instantaneous excitation of the windings with the

corresponding EMF and flux are properly realized.

The winding/stators (Fig. 2, 18) are shown in their configuration. Within the engine, the coolant channels (18a) are shown in the sectional.

The encoder motor controller (23) is housed in the composite controller housing. It consists of optically isolated VFET transistors with a transient protector and biasing resistors.

In Reference to Figure 4

The compressed air starter is shown. Scoop-blade inertial-high efficiency rotary turbine (24), solenoid clutch (25), and four (4) compressed air tanks (26) are shown with the quick disconnects (29) . It is the profile of the compressed air tanks that in passenger car usage can be removed for exchange or recharge in the space of three to four minutes. They are configured to be mounted on the inner trunk wall. They shall provide an average of forty (40) starts and further restore charge to the storage cell vis-à-vis the generator (not shown). The turbine vent (28) is located to accommodate rotational efficiency. The quick disconnects (29) are consumer-friendly to preserve the seal/exchange factors.

The engine (27) is profiled. The starter is a dual- mode system whereas it serves to start the engine and will charge the cell with its twin generators if the vehicle is left for some time.

In Reference to Figure 5

The engine block electronic drive circuit

configuration is shown.

Claims

It is obvious that numerous modifications may be made to the invention without departing from its scope as defined in the appended claims.

What is claimed is:

1. The off-set rotor/toroids as a unique full component of this invention.

2. The helical windings to be so configured as integral to the power requirements of an automobile engine and related directly to this application.

3. The engine is a zero emissions engine.

4. The engine is signature free.

5. The engine has obvious safeguards against the component failure.

6. The engine has high efficiency, because of the one (1) moving part.

7. The engine can be tandemed with another pulsed field flux engine for higher horsepower with encoder interface.

8. On a volume basis, the engine is an affordable power system.

Claims

9. The engine utilizes a compressed air starter, non-energy consumptive.

10. Because of the starter and efficiencies, the engine requires less power.

11. Because of the semi-sequential or full

sequentiality, the engine operates more efficiently and uses less power.

12. The engine utilizes a permanent magnet (PM) configuration that has to date been unapplied.

13. The pulsed power improves rotation and power.

14. The engine uses all composite materials, save one.

15. The starter can also be utilized in a charge cycle.

16. A single component failure will not interrupt operation.

17. The engine is lightweight due to its composite construction.

18. The power output is determined by rotor/toroid size.

19. The engine is free of dirt, water and noise due to the vacuous construction.

20. The engine is adaptive to inductive power applications.