WO2009089573A1

WO2009089573A1 - Power supply with integrated generator and transformer for electric car

Info

Publication number: WO2009089573A1
Application number: PCT/AU2009/000003
Authority: WO
Inventors: John Thomas Strang
Original assignee: John Thomas Strang
Priority date: 2008-01-16
Filing date: 2009-01-22
Publication date: 2009-07-23

Abstract

An electric car has a primary power system comprising at least one integrated generator and transformer, and a secondary power system comprising a contoured and streamlined solar panel roof. The integrated generator and transformer is a rotating field generator combined with a step-up transformer, and can be driven, for example, by a free wheeling front axle of the electric car. The primary supply coils and the primary and secondary transformer windings are triple coil stacked as a single unit on the stator body, and the flux pathway is optimised. Magnet keepers comprising male and female components are provided for the permanent rotor magnets.

Description

POWER SUPPLY WITH INTEGRATED GENERATOR AND TRANSFORMER FOR

ELECTRIC CAR

The invention is described in the following statement : Up until now permanent magnet rotating field Generators have had a low output electro-magnetic force (emf ). Also rotating field motors have had a low torque. Therefore a new device to improve these outputs would be desirable. This invention has been designed to overcome these inefficiencies. By the use of permanent "super" magnets initiating a primary output supply (emf) to the primary windings of a step-up transformer an induced higher output is obtained from the secondary windings of the transformer. This device would be a rotating field generator and a step-up transformer combined into a single unit In effect a Generator-Transformer or "G-T". The device requires an initial rotating force applied to it, This can be delivered from any turning machine or rotating device. Typical examples are, the free axle of an automobile, a powered spindle of a motor, or any turbine driven by wind, water, solar, or electricity. The driving force or rotating motion is applied to the rotor of the G-T device. As the rotor with it's super-magnets turns, a rotating magnetic field is utilized to cut the conductors of a Primary Supply Coil (PSC). See figures 1a, 1b, and 1c. Figure Ia would be the desired rotor with figure 1b also capable of being used. The longitudinal rotor figure Ic would be the least desirable. All of these rotor designs are evaluated on their capability to deliver maximum flux density to cut the Primary Supply Coils. The Primary Supply Coils are all insulated from each other and also from the main Stator Body (figs 5a, 5b, 5c). This allows a Primary Supply EMF to be delivered to the Transformer Primary Windings. The Primary Supply Coils, the Primary Transformer windings and the Secondary Transformer Windings are all triple coil stacked as a whole unit on the Stator Body (fig6). There are Positive and Negative Compound electrical connections between the Power Supply Coils and the Primary Transformer Windings. These Compound connections "boost" output to the Primaries of the Step-Up Transformer: The usual step-up Induction process of the Transformers then deliver the final output of the G-T device. The Transformers are all connected in a series circuit to a pair of negative and positive output terminals.

The generating principles will be utilized on devices or machines that cannot receive power from an external source, eg, an electrically powered automobile. This invention is specifically designed for electric cars although any other machine or device that supplies a rotational force may be included in applications of the G-T device, eg a water-wheel, a wind turbine, a solar powered electric motor or any other device that requires an improved electrical output There are three variations of the G-T rotor of which the "bundled" type rotor (1 a) arrangement should deliver the most concentrated and stronger flux density. This is possible with the inclusion of special magnet keepers to avoid distortion, sec Magnet Keeper Application. The other two rotor designs may be utilized for simpler applications. .The Stator has capability for multiple Generator-Transformer units to be mounted upon it. They are all isolated from each other to allow correct Flux Pathways (figs 5 a, 5b, 5c). The best flux pathway is shown in Figure 5c. . A single Transformer Unit maybe constructed on the Stator but there will be mounting complications to be overcome. For ease of construction and display a multiple transformer Segment is pictured. . Outputs of the G-T are limited only by the size of the device in it's application. This will include weight and the speed at which the rotor is driven. . The invention is new technology as it combines two usual electrical devices, that is the rotating field generator and the step- up transformer. Also it has an improved output derived from a special configuration of those two devices. THE PERMANENT MAGNET GENERATOR - TRANSFORMER

Part Two - Toroid Transformer Outputs

There maybe some rippling to the output waveform due to the interference of the magnet keeper widths. There may also be undesrirable high voltage with lower current flow from usage of iron-core step-up transformers. These two problems may be overcome by introducing toroidal shaped.step-up transformers in several varying designs, A filtering rectifier or a voltage regulator in combination are placed in the circuit between Power Supply Coil or Triple-Stacked G-T configurations. . The most simple arrangement for ease of construction is to have several Power Supply Coils connected in series and encased by a Ferrite Sleeve. To this sleeve a single Toroid Step-Up Transformer is fitted, with an accompanying rectifier placed between it and the series output of the Power supply Coils.

The obvious next design is to do the same as in 16 but using the output of the triple stacked G-T device and introducing a voltage regulator to the circuit between the G-T output and the filtering rectifier.

There are two other Toroidal Transformer arrangements and the first one is to have individual Toroid Transformers receiving the outputs of individual Power Supply Coils and after connecting their outputs in series correct the output waveform with the rectifier. Each Toroid may require it's own rectifier placed between it and it's Power Supply Coil.

The next design is the most complex, therefore would be the more difficult to construct and would bear an increase in cost It would entail constructing a series of Ferrite Cores or Rings on the

-Ferrite Sleeve of either 16 or 17 and arranging around each core a series of smaller Toroidal Transformers with the accompanying rectifier, or voltage regulator and rectifier, correcting the output waveforms. The fitting of the toroids on the sleeve would be delicate so as not to damage their windings.

20. Ducting from the front of an accelerating electric automobile would supply cooling to any G-T device requiring cooling. Fan blades placed on rotating axles or spindles could be directed at any G-T device requiring cooling.

Mote : The two main factors for the Success of the. G-T device, and following applications are. 1. the STRENGTH of the rotating magnetic field and 2. the COMPOUNDING of the, intercoil connexions.

THE PERMANENT MAGNET KEEPER

The invention is described in the following statement Up until now permanent magnet rotating field devices have not been employed for wide applications. This is due to their weak magnetic fields. With the advent of "super magnets" a few smaller applications have been utilized. In conjunction with the more powerful G.-T device now designed, an integral part of that design would be a special magnet keeper that defeats flux bending in a "bundled" magnet arrangement. This invention achieves this function and a useful by-product is the new keeper's ability to "wedge" in varying magnet configurations. By the use of the new keeper all North Pole magnet ends can be fastened to the Generator-Transformer rotor. The keeper is made of a non-magnetic material that insulates against repulsion and distortion of magnetic fields. The upper width of the keeper's face is greater than the air-gap to the stator conductors (fig 4). The surface width is the prime principle of the device as it is completely necessary to defeat flux distortion at the face of the magnet and across to the conductors. The new invention is of varying dimensions depending on the size and diameters of rotors under construction. The keeper can be manufactured in several configurations, from a single unit to an "L", "U", or "Box" type configuration. All of the above variations will of course require the capability of the single magnet keeper. Curvature of the top and bottom surfaces is engineered to suit each rotor's dimensions. There are two types of keeper. There is a male and a female keeper. The male has a connecting peg or dowel or it can have a locking cam arrangement. The female has the appropriate counterpart The two types of keeper, male and female interlock the magnet configuration in place. The Continuous Power Supplied Electric Car with Integral

Generator/Transformer

The invention is described in the following statement :

Up until now electric cars have been powered by large internal battery packs.

To make the electric car totally independent of these large battery packs and power the electric or "E" car from a self-contained internal power supply it is necessary to introduce a maximum efficiency rotating field generator.

By the introduction of a powerful Generator/Transformer system, a very high efficiency Power Supply will be the main power source for the ideal electric car.

Because of the Laws of Thermodynamics a Unity Efficiency generation system cannot realistically be attained . Only a very high or maximum efficiency Power Rating can be attained.

However Unity Efficiency can be closely reached by utilizing Solar Power as a secondary back-up Power Supply. The maximum efficiency Generator/Transformer Power Supply System that I will now name as the Primary Power Supply and a Solar-cell^' Panel (in complement) i will name as the Secondary Power System, power this new type of Electric Car.

The introduction of the patented Generator/Transformer (patent # will be the Primary Power Supply.

A fully contoured and roof mounted Solar Panel will be the Secondary Power Supply.

With a combination of Primary and Secondary Power Supplies to an electric car, a maximum efficiency rating is possible.

The Primary Power Supply should deliver a Power Efficiency Rating in the vicinity of 85% or better and the Secondary Power Supply will be engineered to deliver the remaining 15% of power that has been lost to the Laws of Thermodynamics (these figures are an approximate estimate until the prototype delivers the true values)

The first "E" car design is of a simple nature with 2 rear mounted 12volt ( optional higher value ) driving motors conventionally driving the rear wheels of the car with 2 G/T devices being driven by a free-wheeling full front axle or 2 stub axle arrangements. These two G/T devices deliver power two heavy duty "truck type batteries" (optional DC voltages) which feed the rear drive DC motors, see figure 1. The second "E" car design is the same as the first design with the addition of two more Generator / Transformer devices and two high speed DC Motors driven by the batteries, see figure 2. The third "E" car design is the same as the first design with the addition of two conventionally Powered Field Coil Generators in place of the two G/T's and two high speed DC Motors as in figure 2. See figure 3.

The fourth "E" car design is the more favorable design with a Power Control Center at the driver's position and any of the other combinations of the Generator / Transformers, powered field Generators, High Speed DC motors, batteries or any other electrical devices being centered there . Also there can be utilized any other available free rotating axle spaces for additional G/T devices. There may be any other combination of internal design utilizing the Generator/Transformer device (patent # ) . The main principle of the Continuous Power Supplied Electric Car is the combination of the Generator/Transformer Device used in any combination of electric car layout designs as the Primary Power Supply with the Secondary^* Power Supply being Solar Power, see figure 5.

Depending on prototype power ratings of the Generator/Transformer (patent # ) it may be also possible if so desired to withhold the Secondary Power Supply although this would not seem advantageous to the "E"Car".

The greatest benefits of the Continuous Power Supplied Electric Car are to ELIMINATE large battery packs that create weight problems and constant recharging. The by-product of this being limited driving time and range limitations.

The new improved Continuous Power Electric Car will deliver total freedom from the limitations of battery recharging, weight problems, and range restrictions. As there is no Generator/Transformer "E" Car with secondary Solar Power invented yet, and as I am, also the inventor of the Generator/Transformer with Integral Magnet Keeper (patent# ) I therefore consider this invention to be unique and new, not withstanding the secondary Power Supply which is Solar Power. OnIy with the developed Prototype can true and accurate Power Efficiency Values be determined.

Claims

The claims defining the invention are as follows :

1 The Generator/Transformer with Integral magnet Keeper is a 3 stage device, using these three stages or steps to generate a very high output electro-motive force (emf).

2 The Generator/Transformer with Integral Magnet Keeper as claimed in 1 has a very powerful,high flux producing Rotor due to an all North Pole magnet configuration.

3 The Generator/Transformer with INTEGRAL Magnet Keeper as claimed in 1 and 2 has a special magnet keeper(s) surrounding each North Pole magnet so as to eliminate flux distortion between the Rotor and the Stator windings.

4 The Generator/Transformer with Integral Manet Keeper as claimed in 1- 3 has a "bootstrapping" or re-circulating circuit, as part of the Stator circuits. These circuits comprise of, square wire stator winding conductors, two directional diodes, and primary windings of step-up Transformers for each segmented+ circuit surrounding the Rotor..

5 The Generator/Transformer with Integral Magnet Keeper as claimed in 1-4 has as its output circuits the secondary windings of the step-up Transformers connected in series as the final output circuit.

6 The Continuous Power Supplied Electric Car with Integral Generator Transformer has two power systems to deliver a very high, self-contained electrical force to propel it. These two systems are a Primary Power System from the integral Generator/Transformer(s) and a Secondary Power System which is a contoured and streamlined Solar Panel Roof.

7 The Continuous Power Supplied Electric Car with Integral Generator Transformer as in claim 6 has in it's Primary Power System only two heavy duty "truck type" batteries in place of large battery packs. It also has Generator/Transformers with Integral Magnet Keepers in several layout designs mounted upon any free rotational axle areas. It may also have High Speed DC Motors between the batteries and the rear driving (electric) motors. It may utilize powered field coil generators and other conventional electrical components as part of the Primary Power Supply. 8 The Continuous Power Supplied Electric Car with Integral Generator Transformer as in claims 6 and 7 has as it's Secondary Power Supply a contoured and streamlined Solar Panel Roof strategically placed to overcome the deficiency inherent in all machines of this type due to the Laws of Thermodynamics. The Secondary Power Supply also acts as a recharging system for the Continuous Power Supplied Electric Car.

9 The Continuous Power Supplied Electric Car with Integral Generator Transformer as in claims 6 - 8 has several layout designs incorporating Generator/Transformers with Integral Magnet Keepers, High Speed DC Motors, Batteries (2), DC Electric Driving Motors and any conventional electrical devices deemed necessary to aid the previous mentioned devices.