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The National Tattler
(January 23, 1974)
"Two Inventors Work
To Devise Fuelless Car"
by Tom Valentine
Merging an electromagnetic motor
with an all-plastic body and chassis, two pioneering inventors will put
the first fuelless automobile into production and on sale this year.
The revolutionary machine is being
called "that car of the future" for Americans today.
"We have the answer to the energy
crisis", declared Edwin Gray, the Van Nuys, CA inventor who revolutionized
the use of electricity by producing an electromagnetic motor using an ordinary
auto battery that does not wear down in a few short miles.
"Our system can eventually solve
the world's fuel and pollution problems", Gray told Tattler.
Paul M. Lewis, inventor of the "Fascination",
an ultra-modern, "three-point road contact", all-plastic auto. His car
of the future lists a number of engineering advantages over today's models,
and the EMA motor will slowly replace internal combustion engines
Although it looks like a "three-wheeled"
car, the Fascination actually has four wheels. The two front wheels are
set close together. It is similar to the front wheels of an aircraft. Thus
the name for Lewis' corporation --- Highway Aircraft Corp.
The 77-year-old inventor told Tattler,
"Mr. Gray has promised delivery of his EMA motor by March of 1974 and we'll
get our car on the road shortly afterwards."
Lewis, a veteran of many hassles
with the auto-oil monopoly, was finally forcing his way to the marketplace
with an all-new auto design when he heard about the EMA motor.
"We had an advantage over standard
cars even with our Renault engine. But, with this motor, the big boys don't
have a chance unless they get up to date," the fiery inventor told Tattler.
"I've battled the industry tooth and nail for years now, and now we're
coming on strong."
In 1936, Lewis designed a three-wheeled
car that looked a lot like the present Volkswagen bug. He called it the
"Airmobile", and his original model is still on display at Harrah's auto
Museum in Reno, NV.
Though he hid not know what Dr. Ferdinand
Porsche was doing in Germany, the Lewis Airmobile was amazingly similar
to the popular VW beetle.
Both vehicles were low cost, simplistic
in design, used horizontal opposed four-cylinder air-cooled engines, transaxles,
independent suspension systems and unitized body construction.
When World War II came along, it
sent VW soaring in Germany, but killed the Airmobile. Porsche fit into
the German establishment, but Lewis was a "crackpot" inventor and a pain
in the neck to the economic status quo.
The VW beetle's popularity proves
that Lewis' original idea was valid and worthy, despite the laughter from
Detroit.
The Airmobile was driven out of business
in the late 1930s by the Securities and Exchange Commission and the U.S.
Postal Department, who have been called bureaucratic flunkies for the oil-auto
monopoly.
"I was harassed for two years and
they refused to let me sell stock in my company on the pretense they were
investigating possible wrongdoing", Lewis said. "After I was beaten down,
they sent representatives to tell me they found nothing wrong and I could
sell stock. A man can't make a dead horse walk."
After losing the Airmobile, despite
driving it through 26 states for more than 45,000 miles without a repair,
Lewis went from Denver to Los Angeles, where he continued inventing.
His inventions made him financially
solvent and he charged back into the auto business.
He planned to use his own "boilerless"
steam engine in Fascination until the EMA motor came along.
A model of Ed Gray's motor is on
display at Lewis' Highway Aircraft Corp., headquarters in Sidney, NE.
"We will eventually have stock to
sell, but at this time we simply want the public to keep abreast of our
progress", Lewis told Tattler.
Although still in the embryo stage,
the merger of the two inventions promises to keep America in the technological
forefront of the world.
The first prototype car cost Lewis
more than $200,000 to build and the first prototype EMA motor ran close
to $1 million to build.
"We will eventually tool up for mass
production and bring the costs down considerably", Lewis said. "But the
first 100,000 or so fascination cars with the EMA motor will cost the public
about $2 per pound. Today's cars cost about $1 per pound, but we're almost
twice as light."
The buying public will pay an estimated
$5,000 for the Fascination with the EMA motor.
Although the Fascination will be
priced with moderate cars and more expensive than economy cars, the savings
on fuel and repair costs quadruple its value.
The body of Fascination will be made
of Royalex, a tough rubber-like Uniroyal product.
To insure that his radical design
will be practical and not only meet but surpass all safety standards, Lewis
has contracted with two of the best automobile engineers in the world.
Visioneering, Inc. (Fraser, MI) is
concentrating on the Fascination in order to insure it does everything
Lewis claimed.
Richard Hackenberger, the electronics
engineering expert hired by Gray to put his motor to work on a practical
basis, explained how the new car will operate:
"Because we are not taking current
directly from the batteries, but rather are supplementing the static charge
which operates the system, we are getting fantastic efficiency.
"Of course, further research and
development will eventually allow a motorist to drive across the nation
without recharging his batteries, but we estimate a family could drive
500 miles at highway speeds without recharging."
Hackenberger said the 500-mile estimate
is a "conservative" one and is applicable to a car using air-conditioning
or heating and radio.
"Just driving around town, the EMA
will last a lot longer without recharging", he said.
The engine will run in any temperature
and there is no noise, no cooling system, and no exhaust fumes.
"The battery will go to work when
the key is turned on and the light on the dash will glow while the starter
motor builds the rotor up to speed. The light is used instead of a tachometer
and it will only take a few seconds for the motor to build up and be ready
to go."
Hackenberger was quick to explain,
"We do not have perpetual motion here. We have an electrostatic generating
system and a capacitor bank doing some very efficient work. The principle
is based on a modification of Ohm's Law."
The power for the motor is generated
by magnetic repulsion. Engineers have tested the motor and it develops
100 horsepower at the brake.
"This means we are as powerful as
any standard internal combustion car on the road today. The inefficiency
of the internal combustion engine is the reason", he said.
The National Tattler (1
July, 1973) ~
"Gasless Auto Gets
$6-Million Backing"
by Tom Valentine
The man who first told the world
through a Tattler article that he had invented a no-fuel engine
capable of providing electricity at half today's cost has received more
than $6 million to develop his machine.
"We're finally out of the woods",
inventor Edwin Gray, president of EvGray Enterprises (Van Nuys, CA), told
Tattler.
"We've been struggling against the
big business monopoly (against the marketing of new types of power plants)
for years in this country, but finally made it --- and we did it without
going to foreigners."
Gray's revolutionary ideas in power
production were first made public in this periodical last summer. The inventor
has received additional funds to develop an automobile motor for an all-new
plastic car to be called "Fascination".
He plans to build a battery substation
to supply 100 megawatts of electricity at peak periods while expending
only 40 kilowatts doing so, using cobalt batteries and electromagnetic
association motors, which he developed.
This goal has been disputed by many
"experts", who claim Gray and his company may be perpetrating some kind
of hoax.
Gray's electromagnetic association
(EMA) motor is not perpetual motion or any mystery, he stressed, but rather
a unique blending of three known forces to make energy.
"Using static electricity isn't new,
neither is recycling power or activating electromagnets, but Ed Gray simply
became the first to put all three together with the right combination",
Richard Hackenberger, his aide, told Tattler.
Whether it's driving a car or generating
power, the EMA system works the same.
The motor draws small amounts of
direct current from a battery and blends it with static electricity to
make the static "work".
The static charge then activates
the electromagnets, the engineer explained.
Tests conducted this past September
by Crosby Research Institute (Beverly Hills, CA) showed the original EMA
prototype motor had a "measured overall system efficiency exceeding 99%".
Crosby Engineering director J. A.
Maize conducted the intensive testing on behalf of Pan World Enterprises
Company, Ltd., a Japanese conglomerate.
Maize operated the motor into a 10-horsepower
dynamometer load at 1,100 rpm, a power output of 7,460 watts.
But the batteries used in the test
were only capable of 5,454 watts per hour. Therefore, the motor was making
its own electricity while it worked --- and using absolutely no fuel in
the process.
"The system will operate continuously
for 203 hours at 10 horsepower and 1,100 rpm without recharge since the
total battery power consumed is only 26.8 watts per hour", Maize said.
"Recycling of the batteries during
non-operational periods would permit continuous system operation until
the end of battery life."
Since those tests, however, the EvGray
people have further improved their system.
Funds to develop the generating plant
have been provided by a trio of wealthy US geologists who made fortunes
in oil exploration, but now feel a new source of energy is mandatory for
the world, Gray told Tattler.
"The men who financed this project
don't want their names released to the public", he said. "They're seeking
electricity, not publicity."
When Gray and "Fascination" car designer
Paul Lewis announced plans to have the fuelless car on the road by the
end of 1974, he already had improved the motor to the point where he could
drive the car at normal speeds for more than 500 miles between rechargings.
"But since we are estimating, we
are being ultra-conservative", Hackenberger insisted. "We now plan to have
a prototype car on the test track by the end of summer."
Original plans called for the car
to be in prototype earlier, "but lawyers, not our system, held us up",
Gray added.
Gray now is beginning negotiations
with foreign groups after refusing the temptation for years while waiting
for some developments in the US.
"The Italian government is very interested",
Gray told Tattler. "We were told by one representative that they
wanted to develop this source of power quickly because they never want
to look at another Arab as long as they live."
Progress Bulletin
(Pomona, CA) July 7, 1975 ~
"Either Saint or
Sinner ~ Auto Motor Inventor Just Fueling Around?"
Los Angeles (AP) ~ Edwin Gray, a
self-educated inventor, says he has designed a car motor that needs no
fuel. Hundreds of investors have put their money on it.
But local authorities have charged
him with bilking his believers out of thousands of dollars. A specialist
in energy engineering saw the prototype motor and said if it worked, "it
would violate all the laws of physics"
In the eyes of Gray's supporters,
it is a case of a small-time inventor being harassed because he is on the
trail of a revolutionary idea that challenges the auto establishment.
If allowed to develop his invention,
Gray said, "This motor will probably replace most motor power in the very
near future."
Claims for the device have varied
over the past four years, according to the Los Angeles County district
attorney's office, but essentially it has been described as an electromagnetic
motor" that is started by a set of batteries, then runs virtually on its
own and puts energy back into the batteries --- enough so that they need
charging only infrequently.
"If it did what he says it would
violate all the laws of physics", said Donald Cronin, a staff scientist
at TRW Systems, Inc., who watched a test of the motor about a year ago.
"It ran for about 10 seconds and
then everything blew", he said. "A group of scientists from a big research
firm in Japan had come with an elaborate amount of equipment --- gauges,
instruments, and TV cameras --- and were ready to sign a letter of intent.
After the test, they packed it all up and went back to Japan."
Gray, 50, says he has been toying
with the idea for such an engine since he was 7 years old. He is almost
boastful about his lack of scientific training.
"The technical people tell me that
if I had a technical background I wouldn't have come up with a motor like
this", he says.
Gray began selling shares in his
invention in 1971 and attracted some 800 shareholders. Last July investigators
from the district attorney's office seized the prototype engine, plans,
drawings and bookkeeping records. It was not until May that charges were
filed against gray --- one count of conspiracy to commit grand theft, eight
counts of grand theft, and three counts of a securities violation.
Gray's attorneys' cite the 10-month
delay as one sign of harassment. A national tabloid newspaper attacked
the D.A.'s office for its "behind-the-scenes suppression of one man's effort
to help mankind".
This kind of talk frustrates the
investigators, who see themselves as acting to protect lay investors who
aren't able to distinguish a technically complicated fraud from a valid
research effort.
Edwin Gray must be persuasive, though:
two investigators from the D.A.'s office "went down to see and got hustled
themselves --- they invested money of their own for a while, but later
got it back", said Deputy D.A. Mitchell Harris.
As to why the case has taken so long
to prosecute, authorities say that, in the first place, it has been hard
to find investors willing to press charges.
The D.A.'s office also points out
that the investigators were busy with other cases they considered more
pressing, and this kept them form wrapping up the gray investigation.
The National Tattler
(March 1974) ~
"Inventor of the
World's First No-Fuel Engine is Suppressed by L.A.'s District Attorney"
by Tom Valentine
Editor's Note: On July 1, 1973, Tattler
published a story announcing the invention of a remarkable "fuelless engine"
capable of powering an automobile. The engine, invented by Ed Gray and
named the EMS motor, functioned on an electromagnetic principle that allowed
it to regenerate its own power.
At the time, Tattler predicted
the Gray engine would revolutionize the auto industry. We also published
Gray's announcement to have automobiles containing the engine in production
an available to the public by the end of 1974. That obviously has not happened
yet, and for a very good reason.
For the past seven months, Gray has
been the victim of an incredible campaign of obvious harassment by the
Los Angeles District Attorney's office. This harassment appears to be yet
another chapter in a long history of attempts to suppress any automobile
invention that might disrupt the status quo for auto manufacturing as established
by Detroit's car-making giants.
Tattler was warned not to
print this story until the issue was settled in court. We are printing
it because the public has a right to know what is happening and because
it has become obvious that the district attorney has no intention of seeking
a quick decision in the case. In this exclusive report, Articles Editor
Tom Valentine reveals the sordid, behind-the-scenes suppression of one
man's effort to help mankind.
"Threat of Arrest
Spurs Tattler Reporter"
At one point during his investigation
of the Ed Gray EMS motor case, Tattler Articles Editor Tom Valentine
was threatened with arrest if he pursued the matter.
The threat came from Ran Novell,
an investigator with the Los Angeles District Attorney's office.
When Valentine telephoned the district
attorney's office to inquire why the DA had kept the gray case pending
five months without bringing formal charges, Novell snapped back:
"I'm advising you of your rights.
You have the right to remain silent because anything you say may be used
against you in a court of law."
"I don't have anything to say. I'm
simply trying to ask questions", replied Valentine.
"Well, you might be indicted as a
co-conspirator in this case", said Novell.
"You've got to be kidding", said
Valentine.
Later, Valentine expressed his opinion
that the threat was nothing more than an attempt to"scare me away from
the case".
"But if that was what he was trying
to do he couldn't have picked a worse tactic. All he succeeded in doing
was making me resolve to get to the bottom of this", said Valentine.
The effort of Ed Gray to produce
a fuelless automobile engine that could greatly benefit mankind has been
blocked by the Los Angeles District Attorney's Office.
Gray is the inventor of the EMS motor
--- a remarkable electromagnetic engine that regenerates its own power,
thus eliminating the need for liquid fuel.
Gray had intended to have his motor
in production and available to the general public by the end of 1974. However,
a series of confrontations with the L.A. District Attorney's office has
completely stymied his efforts.
Gray's problems began last July 22,
when L.A. authorities raided his plant in Van Nuys, CA. Virtually everything
in the building was confiscated --- including his working prototype motor.
Seven months later, not a single
charge has been brought against Gray. Yet, the L.A. District Attorney's
office still has his records and engine models.
The Van Nuys raid is only the latest
incident in a strange pattern of "non-arrests" of automotive inventors
that dates back more than half a century.
In a continuing investigation of
this phenomenon, Tattler has documented dozens of cases in which
inventors came up with "a better idea" for an automobile engine, only to
be harassed into tragic situations ranging from bankruptcy to suicide.
One example was the invention of
the Lewis automobile more than 40 years ago.
In 1933, Paul Lewis invented a three-wheeled
car powered by an air-cooled engine. Called the "Airmobile", Lewis' product
proved itself in road tests.
But when he began selling stock in
his company in order to obtain capital to mass-produce the vehicle, the
Securities and Exchange Commission stopped him.
For years the SEC kept Lewis "under
investigation" without bringing any formal charges. Finally, he was harassed
into bankruptcy.
"Once I was bankrupt the SEC dropped
its investigation and told me I was clear to continue", Lewis recalled
during a recent interview with Tattler. "All I could do was swear
at them and ask them if they knew any way I could make a dead horse walk."
Today Lewis' "Airmobile" can be seen
in a museum at Harrah's Club in Reno, NV.
Ironically, his "better idea" was
not totally suppressed.
In Germany during the 1930s away
from the influence of Detroit's auto giants, an automobile was developed
using the air-cooled engine principal first advanced by Lewis. Today, that
car is called the Volkswagen.
Yet another example of such suppression
is found in the history of the John Robert Fish carburetors.
Fish invented a carburetor that double
the gas mileage of Detroit's standard carburetors. When Detroit snubbed
his invention, Fish tried selling his invention through the mails to do-it-yourself
mechanics. He was growing successful when Post Office Department agents
swooped down on him for "investigation of fraud".
Several years later he was exonerated
of any charges. But not until the mails to and from his business were stopped
during a lengthy "investigation". He was wiped out financially.
A modern case is that of the LaForce
brothers, presently locked in a controversy with the Environmental Protection
Agency, which yet another branch of our huge federal bureaucracy.
The LaForce brothers are outstanding
mechanics and automotive engineers from Vermont who have designed and built
an improved auto engine.
The LaForce engine was tested by
the EPA last fall and government spokesmen announced they were impressed.
It looked like a small time inventor had finally broken through the bureaucratic
curtain.
Hardly a week passed after the impressive
EPA tests when it was announced that the LaForce engine, though more efficient
regarding mileage, was more polluting.
Ed LaForce told Tattler:
"That's a crock of you know what!
I don't know what their motive is, but we conducted very thorough tests
before going to the EPA."
The LaForce brothers are not barnyard
operators; they own and operate extremely sophisticated equipment and they
know what their engine can do.
Like Ed Gray's case, the LaForce
controversy is just beginning.
On July 1, 1973, Tattler exclusively
reported Ed Gray's discovery. Using electricity, he had found a way to
drive a car without fuel, without pollution, and without noise.
The motor can be used to generate
enough power to drive a car while recharging its own batteries --- providing
practically perpetual power with super-efficiency.
On January 27, 1974, Tattler
followed up with the story of how Gray and Paul Lewis were planning to
put the EMS motor in the "Fascination" auto body designed by Lewis.
At that time, Gray said his system
would need two banks of batteries and recharging would be accomplished
simply because batteries could not take the charge rapidly enough.
Lewis and Gray could not get together
financially and their plans changed.
Gray's attorney, Joel Ward, filled
Tattler in on the details since the July 22 raid.
"Despite the action by the D.A.'s
office, I am unaware of any of the 800 stockholders in EvGray Enterprises
demanding their money back.
"I am aware that some of the stockholders
have offered more money, which is certainly indicative of their confidence
in gray's inventions."
Ward said that the company is in
the process of thoroughly testing and evaluating a new prototype EMS motor.
"It is apparent that the academic
scientists have taken issue with Ed Gray's layman's language", Ward said.
"Here's an inventor with only a high
school education telling scientists that he can do something totally new
to them, and saying so in language they cannot accept.
We are in the process of fully explaining
the new concepts in scientific terms", Ward added.
The attorney stressed that the US
Patent office has notified him that every claim for the Gray motor has
been accepted and the patent will therefore be issued.
"This means they accept the novelty
of his motor. Now we are testing the prototype to determine what it's optimum
capabilities are."
Ward said that separate patents will
be filed on Gray's innovative energy process.
Ward said the company has not wanted
additional trouble, and therefore they have maintained a low key approach
to the D.A.'s actions.
Ward added: "I'm not going to discuss
what we night do at this time. From a legal standpoint it might not be
wise."
Many people close to the controversy
have wondered aloud why Gray doesn't sue the D.A. for the apparent harassment.
Ward refused to comment on a possible
suit, but Tattler learned that no suit can be field until the case is closed.
As things stand it is an "ongoing" investigation.
The investigator in charge, Ran Novell,
told Tattler that, "We're going to charge Gray with grand theft
for taking money under fraudulent pretenses. His motor doesn't do what
he claims. All he has is a starter motor run by some batteries". However,
Novell also admitted that no one in the D.A.'s office had tested the motor
--- or even started it.
Since Tattler has been diligent
in checking Gray's claims before publishing the first story, such a charge
came as a surprise. A number of scientists pronounced the engine sound
and workable before the initial story was printed.
Novell said that the original search
warrant was based on a complaint by a former, and apparently disgruntled,
employee.
The D.A.'s investigator, who is not
an attorney, said there were also earlier complaints about stock sales.
As of this writing the charges are
still "pending" and nothing has been resolved.
Normally, in cases of invention fraud,
stockholders clamor for their money back and the inventor declares bankruptcy.
"I know a lot of people want us to
get going and bring this invention out right now", Gray told Tattler,
"and we're doing everything we can."
Novell told Tattler: "Look,
if this thing had any possibility I'd be the first to promote it."
Tattler learned that Novell's
sincerity may be questionable. The investigator had every opportunity to
get all the facts in advance of the raid.
"I wrote the D.A.'s office last April
when I first heard of the investigation and stated our willingness to cooperate",
Ward said.
"My letter was ignored and they raided
the facility. Then, and this is unheard of, after the raid I mad another
offer to cooperate, which was also ignored."
Ward said that he submitted written
expert opinion to Novell's office in the belief that Novell would exchange
expert opinions.
"They have our expert's opinion in
writing, but I'm still waiting for theirs", Ward said.
Tattler has learned from a source
within the D.A.'s office that it is general knowledge that Novell is "persecuting"
rather than "prosecuting" the case.
Probe The Unknown
(June 1973) ~
"The Engine That
Runs Itself"
by Jack Scagnetti
Newspaper Headlines from January,
1973: "Rationing in Effect as Winter Catches US Short of Fuel ~ Fuel Shortage
May Curtail Rail Service ~ Smog-Proofed Autos Choking on Own Fumes ~ US
May Approve Gasoline Rationing ~ Pace Picks up in Quest for Clean Engines"
Catastrophic problems, aren't they?
Not only are we taking more out of the earth than the earth has to give,
but we're also using what we take to ruin the air above.
Sitting in a small laboratory in
Van Nuys, California, is a curious creation which, based on the merits
of dynamometer tests and other rigid trials, claims to be the solution.
It's called the EMA (Electro-Magnetic Association) motor and, in technical
jargon, is described as "digital-pulsed, "time-phased", and "servo-controlled".
Developed by EvGray Enterprises, an independent research and development
firm, the unique engine runs on the principle of electromagnetic transformation.
In terms more meaningful to the layman,
the EMA motor requires no fossil fuel, recycles its own energy, creates
no waste, and is extremely quiet. Its size, weight and horsepower ratios
are comparable to motors and turbines now in use.
The EMA's only external power source
consists of four 6-volt batteries which never need recharging and which
have the same life expectancy as the standard automobile battery. EvGray
claims the motor duplicates the power and torque characteristics of internal
combustion engines of similar size and weight, and the Federal and State
Air Resources Board has granted the inventors a permit to further prove
this claim by installing the EMA in test vehicles.
Edwin Gray, Sr, president of EvGray,
predicts production costs of the EMA will be comparable to present motors
and maintenance costs will be far less, "The EMA motor promises to make
the world a cleaner place in which to live", says Gray, who has spent 12
years developing the engine. "Perfection of the EMA motor as a generating
source could means the availability of inexpensive power to underdeveloped
nations."
EvGray expects the EMA motor ---
when tailored for specific applications --- to become a desired replacement
for virtually all power systems now in use
Lightning & "Energy Spikes"
~
Gray describes the operation of his
EMA motor as "similar to recreating lightning". He says the engineering
and scientific world has known this recreation is possible but hasn't known
how to do it. "When lightning hits the ground, causing a 10-million volt
buildup, where does the energy come from to make it from a static charge
to a lethal charge? Nobody really knows."
Richard B. Hackenberger, Sr., vice-president
in engineering for EvGray, explains how the EMA system operates" "Power
from the high-voltage section is put through a system of electrical circuitry
to produce a series of high-voltage 'energy spikes'. The spikes are transferred
to a small control unit, which in turn operates the major motor unit. The
control unit, acting in a manner similar to that of a distributor in an
internal combustion engine, regulates the spikes, determines their polarity
(whether they be north or south) and directs their power to selected electromagnets
in the main unit. While this occurs, the recycle/regeneration system is
recharging the batteries with 60 to 120-amp pulses. The electromagnets
are located on both the rotor and stator of the large motor. Attraction
and repulsion between the two sets of magnets causes the motor to operate
and generate horsepower. Once in motion, the motor recharges the batteries
as a result of the recycle/regeneration system. To prevent condensation
in the main cylinder, a half-pound of air pressure has to be maintained.
Air is routed through the programmer for functional purposes. When the
ambient temperature is 90 degrees, the motor operates at 170 degrees."
In short, the principle of the engine
is to create electricity and recycle energy by the factor that every time
magnets are energized off the peak of transients, a charge goes back into
the battery. It's not a constant charge, but a pulse charge of 60 amps
or better; thus, the battery must be of high quality. The batteries for
the EMA motor are furnished by McCulloch Electronic Corporation of Los
Angeles. After extensive research and testing, EvGray chose the model 110-75
Energy Center, which is said to produce maximum power for its weight and
volume over an exceptionally long life span. This is achieved partly by
use of an ultra-lightweight plastic case that minimizes dead weight (energy-storing
components comprise more than 90% of the battery's weight). Features of
the battery include extra-large plates separated by indestructible glass-rubber
separators and a specially formulated lead oxide composition. Two of the
6-volt batteries are used for operation, while the other two serve as a
reservoir. Mallory Electric Corporation of Carson City, NV, has also made
a major contribution toward the design of the electronic pulsing system.
Long Range & Powerful ~
Electric-powered vehicles are not
new, of course, but the poor energy-storage factor of batteries and their
heavy, large size have thus far made them impractical for use in any vehicles
requiring a long-range capacity. This drawback has restricted the market
for electric power to small limited-performance vehicles. The maximum range
of these vehicles when driven at 40 mph has been approximately 150 miles.
Range is affected by the number of starts and stops, grades traversed,
and acceleration demands.
The EMA motor needs only to run at
500 rpm for the normal recharging system to work. In fact, its recharging
capabilities are such that the EvGray's next version of the engine won't
have an alternator or air pump. The air pump will be replaced by blades
on the rotor.
"The idea of a self-sustaining electric
motor", says Gray, "at first appears to go against much of the theory of
electricity and conservation of energy. The EMA motor does not, however,
violate the basic laws of physics, but rather utilizes them in a unique
integration in a system in order to maximize upon the characteristics and
interrelationships between electrical, magnetic, and physical components.
The EMA prototype motor has had considerable operating test time and has
been adapted to standard and automatic automobile transmissions."
Dynamometer tests have recorded the
rpm's of EvGray's motor at 2550 constant, the torque at 66 pounds constant.
Brake horsepower is 32.5. After a test run of 21-1/2 minutes, the battery
voltage was 25.7.
Only three surfaces male physical
contact with the motor, a feature which dramatically limits friction and
increases efficiency. "An internal combustion engine is only 30% efficient",
says Gray. "Our engine is 90% efficient". A Prime factor in friction control
is the so-called "magnetic vacuum" created in the drum, which literally
takes the pressure off end bearings and allows the rotor to float within
the drum.
"Our motor creates power surges ---
one behind the other --- in microseconds", says Gray. "By doing this, we
are able to direct the magnetic flux field. The magnetic flux is a
coolant source, so we need no cooling system."
Gray says the engine is not affected
by rain, heat, cold, any other type of inclement weather, or by driving
through tunnels: "All this motor needs is oxygen. The external magnetic
effect is that another field system cannot operate within this same battery
system. The magnetic field orientation is 360 degrees in all directions."
Light, Easy to Make ~
The new EMA prototype will weigh
about 320 pounds, less than most present internal combustion engines. It
will measure 12 inches in diameter, 18 inches in length (Size is linear
to horsepower required). According to Gray, further research should make
it possible to reduce the size and weight through the use of lighter metals
and more sophisticated circuitry.
Gray says most of the motor's components
can be built in a machine shop with a mill and lathe. The exceptions are
the drum itself, the electromagnets, and a few miscellaneous items bought
over the counter in an auto supply store. The company plans to enter into
worldwide licensing agreements to manufacture the motor.
The safety features of the EMA are
impressive. There's no fan, no exposed high-voltage component parts, no
exhaust fumes, no fuel tanks to explode, no water reservoirs to clog up,
freeze or overheat. EvGray believes the reliability of the engine will
be excellent, and maintenance should be minimal because there's no carbon,
water, varnish or other impurities --- which occur normally as a result
of burning oil or gasoline --- to damage parts. There is no carburetor
to clean and adjust, no oil filter to change, no gas filter, smog valve,
gaskets, radiator, water pump or timing chain. Plug-in type construction
makes replacing parts quick and easy. Gray says the training time for EMA
mechanics is less than that for mechanics working with a standard electric
motor and far less than those preparing to work on internal combustion
engines.
The EMA also favors the eardrums
of mankind. Its noise emission is far less than that of all other power
sources, and Gray claims that there will be no increase in noise as the
engine ages. In fact, electric motor noise is almost imperceptible when
properly suppressed.
Perhaps the reason Edwin Gray, now
48, has been able to create such an unconventional engine is his unconventional
education. One of 14 children, he began tinkering with magnets and electricity
as a boy. He left home when he was 15 and served a year in the US Army
before it was discovered he was underage and he was given an honorable
discharge. During that year he attended an Army school for advanced engineering.
After the attack on Pearl Harbor, he reenlisted, this time entering the
Navy. After serving three years of combat duty in the pacific zone, he
returned to civilian life and found work in the field of mechanics. Resuming
his experiments with electromagnetic power, he seriously examined the theory
of "energy used is energy spent".
After years of research and experimentation,
gray conducted his first test of the EMA motor in 1961. The engine ran
briefly and then broke down. Discouraged but not defeated, he constructed
a second electromagnetic motor, which ran for an hour and a half before
failing.
A third prototype ran for 32 days
attached to various automotive transmissions and test equipment. It was
then dismantled for analysis, and detailed reports were prepared. After
rejection by large corporations and money promoters, gray formed a limited
partnership in 1971 and constructed the fourth EMA prototype. With assistance
from nearly 200 private citizens, EvGray Enterprises has spent $1.1 million
in the attempt to recycle present lost energy and redirect magnetic energy
forces with the EMA motor.
Dick Hackenberger, who comes from
a more conventional background, complements Gray's raw genius with 25 years
diversified functional and management experience in the engineering field.
He holds an EE degree from Northeastern University and is a senior engineer
in the Institute of Electrical and Electronic Engineers. Hackenberger also
held positions with the Sony Corporation of America and Sylvania Commercial
Electronics, and he has served as an engineering consultant to the US Navy.
Other EvGray officials include Arthur
M. Lange, vice-president in charge of public relations, and George C. Demos,
vice-president in charge of marketing. Lange has served in management and
public relations capacities with both Ford and General Motors, while Demos
has worked as division general manager for Control Data, director of marketing
for RCA, and president of his own manufacturing firm.
Raising a Few Eyebrows ~
The electromagnetic motor has attracted
attention from important government agencies, including the Environmental
Protection Agency, the Air Resources Board, and the Department of Transportation.
Governor Ronald Reagan of California last year presented ray and his wife,
Evelyn, with a certificate of merit. Others indicating interest in the
project are congressman Barry Goldwater, Jr, Edward Roybal, Del Clawson,
and James Corman, US Senator Alan Cranston, and state senators Alfred Alquist
and Nicholas Petris.
John Brogan, head of the Environmental
Protection Agency's advanced automotive power systems development division,
says his 25-man staff has looked at approximately 20 alternate engine proposals
each week for the past two years. He says nearly half of the proposals
are for "perpetual motion" machines; that is, machinery that would produce
continuous movement without any outside energy source. The concept of perpetual
motion violates all known laws of thermodynamics.
According to EvGray, some experts
believe the EMA is a perpetual-motion engine and is, therefore, invalid.
Gray himself refutes this belief: "The EMA motor is definitely not perpetual
motion. Only those in the scientific world who understand the theories
of physics are able to comprehend how our motor works. There's only a handful
of such persons.
"The programmer directs which magnets
are to be energized for what length of time and in what polarity. There
are several attractions and repulsion taking pace at the same time."
The search for the clean engine has
seen the federal government contribute $23 million to the development of
new engines in the past two years. General Motors spent $36 million last
year alone, and Ford laid out $20 million. Senator John Tunney of California
has proposed legislation to divert $900 million from the Highway trust
Fund into a three-year crash program to develop a clean engine.
Meanwhile, Edwin gray, after 12 years
of research and development, believes he has found the answer for a comparatively
meager $1.1 million. Time will tell whether or not he is right.
EMA-4 Motor Preliminary Test Data
~
Input Power: 12 volts DC (of
a 24 volt DC system, making use of a 12 volt standard starter motor)
RPM: 2550 rpm constant
Horsepower: 100 HP
Brake HP: 32.05
Foot-pounds/minute: 1,057,650
Foot-pounds/second: 755 lbs
(includes 110 lb for four 6-volt batteries)
Volume: 42" long x 18" wide
x 2" high (overall geometry including control unit, &c. The basic motor
is 16" diameter x 24" cylinder which can be repackaged into a 9" diam.
x 12" cylinder)
Test Run Time: 21.5 minutes
Battery Voltage Reading at Test
Completion: 25.7 volts
Ambient Temperature: 84 degrees
constant
Humidity: 51%
Fuel Consumption: None (other
than air)
Cooling: Conduction 1/2 pound
flow-through air pressure
Magnetic Field Orientation:
360 degrees all directions during motor operation
Lubrication: High temperature
bearing grease
Vibration: Negligible
Noise Level: No direct reading
taken. Without shielding, no louder than small kitchen appliance (e.g.,
fan, &c)
Power Hazard: Fully secure,
full design safety features
Start Mode: Simple push button,
standard 12 volt starter motor
Operating Mode: Rheostat
principle with switchable rpm range (500-1300-1950-3350-4100 rpm)
Physical Condition: Motor
mounted on wheeled test stand; no external connections to stand.
NewsReal (Date Unknown)
~
"EMS --- Electronic
Power That Could Change The World's Economic Power Picture"
by Tom Valentine
Though harassed by the authorities,
under-financed and ignored by science, Edwin V. Gray, a self-educated Los
Angeles inventor, has developed a revolutionary electromagnetic motor that
promises to greatly improve conditions for the world.
A vast new technology is opening
because gray invented a motor that delivers super-efficient horsepower
at lower cost with less wear and tear than any other device known. His
EMS motor takes us a giant step closer to the magnificent, whirring power
plants visualized by science fiction writers.
Implications for the auto industry
alone are staggering: Gray appears to have the answer to Detroit's dilemma
involving practical electric vehicles.
Ed Gray's name may well go down in
history alongside the likes of Edison, Marconi, Goddard, and Bell --- that
is, if the establishment will get off his back.
A social quality known as "resistance
to change" and another called the "economic status quo" have made grays'
struggle to develop and market his motor a tale of bitter frustration.
Most people would have quit in despair long ago.
However, tireless experimentation
and remarkable determination have paid off in a technological triumph that
brings the heretofore untapped source of static electricity into the workhouse
of man. Any expert can tell you "static electricity will not do work".
Gray is slowly and doggedly proving the experts are wrong.
His battle is not over, but perhaps
the tide is turning in his favor. His corporation, EvGray Enterprises,
is seeking the necessary financing to further develop the motor. His efforts
were thwarted by serious legal problems which recently were resolved when
he agreed to enter a guilty pleas to a minor Securities and Exchange violation.
Thus nearly two years of legal entanglements
came to a close. The legal costs alone have been near ruinous.
He's won some important battles,
but he could yet lose the war.
Gray's start in life wasn't promising.
He was one of six children of a poor Washington DC family and grew up in
the streets.
Few suspected he had the stuff of
a genius. Like many kids, he was fascinated by engines and motors, but
his thinking about them went gar beyond normal curiosity. He wanted to
know more than just what made them run.
Gray dropped out of school at 14
and began tinkering with ideas. He was so lacking in formal education that
he did not realize for some time that his thinking was both original and
far-advanced.
Three things about electricity fascinated
him: (1) a capacitor can store an electric charge and release it on demand,
(2) pulses of electricity can be sent out and brought back, 93) lightning
bolts seem to be more powerful when closer to the earth where the atmosphere
is heaviest.
These were facts known to every physicist.
But to most such scientists, they were unrelated facts. Ed Gray's genius
was in correlating this knowledge into a new technology.
"I remember getting a shock when
I grabbed a charged capacitor off a work bench", he recalled. "That simple
fact never left my mind. Then I watched when the government people were
testing the first radar across the Potomac River --- it stuck in my mind
when one of the men explained it as 'pulse out, pulse back'.
"And I've always been a nut about
thunderstorms. I watched lightning by the hours. I noticed how much stronger
it appeared to be when closer to the earth and just naturally concluded
that more air had something to do with it."
These three principles, plus a super-secret
means of generating and mixing static electricity, make up Gray's EMS motor.
Gray grew to adulthood, married,
divorced, and married again. For 22 years, the idea of a special new kind
of motor turned over and over in his mind. Meanwhile, he had moved to Southern
California where he maintained a workshop and sought the advice of knowledgeable
men. Bit by bit, his ideas began to take shape.
By 1973, Gray was pounding the pavement
seeking financial backers. Over the years he picked up 788 stockholders,
all friends or friends of friends. This fact was to stand Gray in good
stead later when the Los Angeles District Attorney hit him with questionable
charges of fraud.
From 1957 to 1972, gray raised about
$2 million to make the EMS motor a reality. That same year he incorporated
and built the first working model.
Still, more money was a big need.
He approached top electronics and automotive firms such as General Dynamics,
Rockwell International, Ford, General Motors and the like. Usually he was
turned away. "When they did listen to me and got a little interested, it
turned out they wanted 90%. Then it was I who did the turning away", he
said.
Gray had interested some top experts,
though, men who offered the benefits of their knowledge to his fledgling
firm. They included Richard B. Hackenberger, an electronics engineer who
had served Sony and Sylvania, as well as Fritz Lens, a master machinist
who understood what Gray was trying to accomplish.
In Spring 1973, Gray and his associates
unveiled the EMS motor to the world.
In the workshop, a 6-volt car battery
rested on a table. Lead wires ran from the battery to a series of capacitors
which are the key to Gray's discovery. The complete system was wired to
two electromagnets, each weighing a pound and a quarter.
The first demonstration proved that
Gray was using a totally different form of electrical current --- a powerful
but "cold" form of the energy.
As the test started, Gray said: "Now
if you tried to charge those two magnets with juice from the battery and
make them do what I'm going to make them do, you would drain the battery
in 30 minutes and the magnets would get extremely hot."
Fritz Lens activated the battery.
A voltmeter indicated 3,000 volts. Gray threw a switch and there was a
loud popping noise. The top magnet flew off with a powerful force. Richard
Hackenberger caught it with his bare hands.
What had happened was that gray had
used a totally different form of electrical current --- a "cold" form of
energy. The fact that Hackenberger caught the magnet and was not burned
was evidence enough of that.
It was a moment in history perhaps
as important as the day in 1877 when Thomas Edison threw a switch which
lit up a glass bulb that continued to glow all that day and part of the
next.
The demonstration was witnessed by
two unbiased experts and the author of this article, who later printed
the story of what he had seen in a national publication.
"The amazing thing is that only a
small per cent of the energy was used. Most of it went back into the battery",
Hackenberger said.
Actually, two "improbables" had been
demonstrated that day. The second was characterized by lack of heat generated
in the magnet, excessive heat being one of the bg drawbacks in utilizing
electronics advancements.
The successful test seemed to be
Ed Gray's big break. In reality, his real troubles were just beginning.
The publicity about the test brought
Gray to the attention of a firm in Denver which agreed to back him with
several million in new capital over a period of a few years.
At the time, Gray planned to test-market
the EMS motor in a radically new auto body called the "Fascination", developed
by Paul Lewis of Sidney, Nebraska.
The first prototypes were due on
January 1, 1974. But then mysterious things started to happen --- misfortunes
Gray suspects were created by persons working to undermine his motor's
development. The Fascination trial was dropped.
In July 1974, raiders from the Los
Angeles District Attorney's office descended on Gray's plant in Van Nuys.
They confiscated plans, records, and the latest working prototype of the
motor.
Investigators for the D.A. threatened
to file a variety of charges against Gray, ranging from fraud to grand
theft. Yet months passed and no charges were brought. The investigators
defied all attempts by the inventor's lawyers to get the confiscated materials
returned.
Meanwhile, the D.A.'s men sought
out Gray's investors and tried to convince them to prefer charges against
him. All refused.
Finally, eight months after the raid,
the D.A.'s office brought a series of charges against Gray, including grand
theft, by claiming he had raised money from investors by means of a hoax.
But all the serious charges were dropped when it was proved they were unfounded.
Remaining were two minor counts of
violating SEC regulations. In late March 1976, Gray pleaded guilty to these
misdemeanors, paid a fine and was freed.
The long-drawn legal hassle had other
serious consequences. The major financing promised by the Denver firm was
cut off after only a fraction of the money had dribbled in. Fortunately,
there was enough to enable Gray to build a second prototype engine.
Today Gray is very careful in the
claims he makes for his motor. Even to discuss that which has already been
proved to the satisfaction of skeptical scientists could bring the law
down on his head again.
"There has been a lot more to the
suppression of my ideas than meets the eye", he said. "It is a wonder we
have survived."
But survived he has, and if some
big vested interest was indeed behind all his woes, it just may be too
late for such a force to stop an idea whose time may have come.
Powerful allies are now rallying
to his cause. For example, Gray was nominated for "Inventor of the Year"
by the Los Angeles patent Attorney's Association last February.
Two highly respected scientists,
Dr. Norm Chalfin and Dr. Gene Wester of California Institute of Technology
have publicly endorsed Gray's motor.
Dr. Chalfin was present when Gray
demonstrated the latest working model in front of a stockholders' meeting.
"There is no motor like this in the
world", Dr. Chalfin told the group. "Ordinary electric motors use continuous
power. In this system, energy is used only during a small fraction of a
millisecond. Energy not used is returned to an accessory battery for reuse.
"It is cool-running", Dr. Chalfin
added, putting his hand on the motor. "There is no loss of energy in the
system."
Dr. Chalfin has placed his own considerable
prestige on the line by writing the text for Gray's patent applications,
the uneducated inventor finding the task of technical writing beyond him.
At the same meeting, Dr. Gerald Price,
Gray's patent counsel, told the stockholders: "For discovering a new form
of electric power, Mr. Gray has been nominated for the annual award presented
by the patent lawyers of Southern California.
Looking forward to prospects of a
brighter future, Gray says he wants to get the EMS motor into production
and prove he has discovered more than even his backers understand.
Gray is advised by his lawyers to
make no claims. However, this reporter who has followed Gray's work for
four years has seen and heard enough to feel safe in saying that the inventor
may be unlocking the key to a natural phenomenon referred to as "ball lightning".
With the combined use of a capacitor
discharge and spikes of energy made up of mixed static and direct current,
Gray conceivably could get more out of a battery than a battery has stored
in it, simply because he is tapping the he reservoir of static electricity
in the atmosphere as his motor runs.
Scientists balk at his theory, but
some day Ed Gray may back them down another notch, he has already proved
right about the capacitor discharge motor idea. With that, has motor already
is revolutionary --- it runs cool. That in itself could solve a myriad
of heat-resistance problems for industry. Cool running parts do not experience
the intense friction and wear out as quickly as overheated parts do.
If Ed Gray's motor makes its final
breakthrough and goes into general production, it may make the one-time
dropout into a giant in history. It also could be a massive boon to mankind
in the following ways:
It could power every auto, truck,
airplane, train and ship without using a drop of gasoline, kerosene or
diesel fuel. It could cool or heat every American home at a fraction of
the present day cost. It could power the engines of heavy industry ---
likewise cheaply.
And it could accomplish all this
without spitting a single speck of pollution into the earth's atmosphere.
One question remains: how did Edwin
Gray, an unschooled tinkerer, bring together certain facts of technology
and nature into a device beyond the capabilities of brilliant, richly subsidized
scientists?
Dr. Norm Chalfin has perhaps provided
the answer. He says Gray's lack of formal education actually benefited
him in his development of the EMS motor.
"Someone trained in electronics simply
would have looked at the concept and said it cannot work", Dr Chalfin said.
"Gray did not know this, and he made it work. As a result, he has provided
the world with a totally new and exciting technology."
Edwin Gray's Capacitor Tube
"Power Plant of
the Future"
(Unidentified reference/author: apparently
EvGray Enterprises)
Would you believe, a battery-powered
motor that recycles energy, hence is better than 90% efficient?
How? By generating electric pulses
of 2,500 volts by means of an EvGray generator and storage in an oil-filled
capacitor bank and introducing it into field and rotor winding at precisely
the right moment by means of a patented programmer on the front of the
rotor shaft.
Performance: Tests conducted
on the 32 HP test model by Crosby Research Institute (Beverly Hills, CA),
exacted the following:
The EMA motor was operated into a
10 HP dynamometer load at 1100 rpm. This power output is 7460 watts. The
total battery power available from the four batteries was 5454 watts for
one hour. The total battery power consumed by the motor during a 21-minute
run was only 9.75 watts; this equals 26.8 watts per hour.
The system operated continuously
for 203 hours (8-1/2 days) at 10 HP and 1100 rpm with the four batteries
without recharging.
The batteries used were common lead
acid with 2-3 years life expectancy, and can be recharged several hundred
times.
General: The estimated performance
figures, using the 50 HP motor in a car, are 300 miles per charge with
top speeds in excess of 50 mph. This astounding prediction is a conservative
one based on the performance of present electric car performance and the
many tests conducted at EvGray.
We have also developed a fast-charge,
low resistance battery, because of a new method of building lead acid batteries
that will permit a 12 volt, 14 amp battery to be charged in 10 minutes
with normal 2-3 year life expectancy (Not yet being manufactured). Tattler
Weekly carries an occasional progress report on this motor.
US Patent # 3,890,548
Pulsed Capacitor
Discharge Electric Engine
( Cl. 318/139 ~ June 17, 1975
)
Edwin V. Gray
Abstract ~
There is disclosed herein an electric
machine or engine in which a rotor cage having an array of electromagnets
is rotatable in an array of electromagnets, or fixed electromagnets are
juxtaposed against movable ones. The coils of the electromagnets are connect3ed
in the discharge path of capacitors charged to relatively high voltage
and discharged through the electromagnetic coils when selected rotor and
stator elements are in alignment, or when the fixed electromagnets and
movable electromagnets are juxtaposed. The discharge occurs across spark
gaps disclosed in alignment with respect to the desired juxtaposition of
the selected movable and stationary electromagnets. The capacitor discharges
occur simultaneously through juxtaposition of the selected movable electromagnets
wound so that their cores are in magnetic repulsion polarity, thus resulting
in the forced motion of movable electromagnetic elements away from the
juxtaposed stationary electromagnetic elements at the discharge, thereby
achieving motion. In an engine, the discharges occur successively across
selected ones of the gaps to maintain continuous rotation. Capacitors are
recharged between successive alignment positions of particular rotor and
stator electromagnets of the engine.
Background of the Invention ~
1. Field of the Invention:
There is no known engine or motor
operated on the principle of the present invention, that a capacitor charged
to a relatively high voltage from a low-voltage DC source is discharged
across a spark gap to provided current through motor drive coils in the
discharge path, these being solenoids which generate motion by magnetic
repulsion of juxtaposed pairs of cores. The solenoids are preferably configured
in motor and stator assemblies to effect motion of the rotor element with
respect to the stator.
The present invention utilizes this
principle to provide a rotary motion machine or engine which can develop
considerable torque through the magnetic repulsion action of rotor and
stator cores wound with coils through which capacitors are discharged synchronously
with the positioning of the rotor coils opposite particular stator coils.
Similarly, a linear action can be achieved with a stationary electromagnet
juxtaposed against a movable electromagnet and the movable electromagnet
can perform work with a tool or piston attached thereto.
A novel control mechanism is associated
with the rotor is the engine to position discharge elements appropriately
to create the desired discharge through the electromagnet coils when the
juxtaposed rotor and stator electromagnets are in alignment. The electromagnets
in the stator and rotor are so arranged that the control mechanism can
advance or retard the discharge points relative to rotor-stator positions
for control of rotational speed.
The discharge overshoot or back emf
from the collapsing fields in the coils from the capacitor discharge is
used to energize external batteries for conservation of power. The recovered
energy thus stored may be used to operate equipment associated with the
engine or motive force-producing device.
The engine or rotary electric machine
of the invention is believed to operate on the principle of conservation
of energy, in that once rotation is achieved, current is needed only a
the instant of a capacitor discharge in order to advance the rotor. The
rotor moves to the next discharge point on the inertia of the repulsion
action. The capacitor is recharged during the interval and stores the energy
until the discharge at the next rotor-stator coil coincidence. Thus, the
new engine produces torque and stores the excess energy for subsequent
use.
In a linear motion device according
to the invention, only a single pulse discharge is needed to perform work.
The applications of the engine include
use as an electric automotive engine which is economical and which can
regenerate a part of the energy consumed to provide power for other loads
in the automotive electric vehicle. As a linear actuator an economical
use of power is possible because each stroke will result from a single
discharge pulse of a capacitor through a coil.
2. Prior Art:
An extensive prior art search by
the applicant uncovered no capacitor-discharge operated motor resembling
that of the present invention. All motors of the patents located in the
search employed direct electrical connection between coils and electric
power sources. When selective switching is involved, semiconductor devices
are employed, such as silicon-controlled rectifiers. Capacitors are used
only for starting and phasing purposes, and not for basic motor operation
from the discharge thereof, as in this invention.
Summary of the Invention ~
This invention relates to electric
motors or engines, and more particularly to a new electric machine including
electromagnetic poles in a stator configuration wherein in one form thereof
the rotor is rotatable within the stator configuration and where both are
energized by capacitor discharges through rotor and stator electromagnets
at the instant of the alignment of a rotor electromagnet with a stator
electromagnet. The rotor electromagnet is repelled from the stator electromagnet
by the discharge of the capacitor through the coils of both the stator
and rotor electromagnets at the same instant.
In an exemplary rotary engine according
to this invention, rotor electromagnets may be disposed 120 degrees apart
on a central shaft and major stator electromagnets may be disposed 40 degrees
apart in the rotor housing about the stator periphery. Other combinations
of rotor elements and stator elements may be utilized to increase torque
or rotation rate.
In another form, a second electromagnet
is positioned to one side of each of the major stator electromagnets on
a center line 13-1/2 degrees from the center line of the stator magnet,
and these are excited in a predetermined pattern or sequence. Similarly
to one side of each major rotor electromagnet is a second electromagnet
spaced on a 13-1/2 degree center line from the major rotor electromagnet.
Electromagnets in both the rotor and stator assemblies are identical, the
individual electromagnets of each being aligned axially and the coils of
each being wired so that each rotor electromagnetic pole will have the
same magnetic polarity as the electromagnet in the stator with which it
is aligned and which it is confronting at the time of discharge of the
capacitor.
Charging of the discharge capacitor
or capacitors is accomplished by an electrical switching circuit wherein
electrical energy from a battery or other source of DC potential may be
applied in alternating polarity to ignition coils or other voltage step-up
arrangements from which a high voltage DC potential is derived through
rectification by diodes.
The capacitor charging circuit comprises
a pair of high frequency switches which feed respective automotive-type
ignition coils employed as step-up transformers. The "secondary" of each
of the ignition coils provides a high-voltage square wave to a half-wave
rectifier to generate a high voltage output pulse of DC energy with each
switching alternation of the high frequency switcher. Only one polarity
is used so that a unidirectional pulse is applied to the capacitor bank
being charged.
Successive unidirectional pulses
are accumulated on the capacitor or capacitor bank until discharged. Discharge
of the bank of capacitors occurs across a spark gap by arc-over. The gap
spacing determines the voltage at which discharge or arc-over occurs. An
array of gaps is created by fixed elements in the engine housing and moving
elements positioned on the rotor shaft. At the instant when the moving
gap elements are positioned opposite fixed elements during the rotor rotation,
a discharge occurs through the coils of the aligned rotor and stator electromagnets
to produce the repulsion action between the stator and rotor electromagnet
cores.
A plurality of fixed gap elements
are arrayed in the motor housing to correspond to the locations of the
stator electromagnets in the housing. The rotor gap elements correspond
to the positions of the rotor electromagnets on the rotor so that at the
instant of correct alignment of the gaps the capacitors are discharged
to produce the necessary current through the stator and rotor coils to
cause the electromagnets to repel one another.
The charging circuits are arranged
in pairs, and are such that the discharge occurs through both rotor and
stator windings of the electromagnets, which are opposite one another when
the spark gap elements are aligned and arc-over.
The speed of the rotor can be changed
by means of a clutch mechanism associated with the rotor. The clutch shifts
the positions of the rotor gap elements to that the discharge will energize
the stator coils in a manner to advance or retard the time of discharge
with respect to the normal rotor/stator alignment positions. The discharge
through the rotor and stator then occurs when the rotor has passed the
stator 6-2/3 degrees for speed advance.
By causing the discharge to occur
when the rotor position is approaching the stator, the repulsion pulse
occurs 6-2/3 degrees before the alignment position of the rotor and stator
electromagnets, thus slowing the speed.
The clutch mechanism for aligning
capacitor discharge gaps for discharge is described as a control head.
It may be likened to a firing control mechanism in an automobile combustion
engine in that it "fires" the electromagnets and provides a return of any
discharge overshoot potential back to the battery or other energy source.
The action of the control head is
extremely fast. From the foregoing description, it can be anticipated that
an increase in the speed or a decrease in speed of rotation can occur within
the period in which the rotor electromagnet moves between any pair of adjacently
located electromagnets in the stator assembly, which are 40 degrees apart
in the exemplary engine according to the invention. Thus, speed changes
can be effected in a maximum of one-ninth of a revolution.
The rotor speed-changing action of
the control head and its structure are believed to be further novel features
of the invention, in that they maintain normal 120 degree firing positions
during uniform speed or rotation conditions, but shift to + 6-2/3 degrees
longer or shorter intervals for speed change by the novel shift mechanism
in the rotor clutch assembly.
Accordingly, the preferred embodiment
of this invention is an electric rotary engine wherein motor torque is
developed by discharge of high potential from a bank of capacitors through
stator and rotor electromagnet coils when the electromagnets are in alignment.
The capacitors are charged from batteries by a switching mechanism, and
are discharged across spark gaps set to achieve the discharge of the capacitor
charge voltage through the electromagnetic coils when the gaps and predetermined
rotor and stator electromagnet pairs are in alignment.
Exemplary embodiments of the invention
are herein illustrated and described. These exemplary illustrations and
description should not be construed as limiting the invention to the embodiments
shown, because those skilled in the arts pertaining to the invention may
conceive of other embodiments in the light of the description within the
ambit of the appended claims.
Brief Description of the Drawings
~
Figure 1 is an explanatory schematic
diagram of a capacitor charging and discharging circuit utilized in the
present invention;
Figure 2 is a block diagram of an
exemplary engine system according to the invention;
Figure 3 is a perspective view of
a typical engine system according to the invention, coupled to an automotive
transmission;
Figure 4 is an axial sectional view
taken at line 4-4 in Figure 3;
Figure 5 is a sectional view taken
at line 5-5 in Figure 4;
Figure 6 and Figure 7 are fragmentary
sectional views, corresponding to a portion of Figure 5, illustrating successive
advanced positions of the engine rotor therein;
Figure 8 is an exploded perspective
view of the rotor and stator of the engine of Figures 3 and 4;
Figure 9 is a cross-sectional view
taken at line 9-9 of Figure 4;
Figure 10 is a partial sectional
view, similar to the view of Figure 9, illustrating a different configuration
of electromagnets in another engine embodiment of the invention;
Figure 11 is a sectional view taken
at line 11-11 in Figure 3, illustrating the control head or novel speed
change controlling system of the engine;
Figure 12 is a sectional view, taken
at line 12-12 in Figure 11, showing a clutch plate utilized in the speed
control system of Figure 11;
Figure 13 is a fragmentary view,
taken at line 13-13 in Figure 12;
Figure 14 is a sectional view, taken
at line 14-14 in Figure 11, showing a clutch plate which operates with
the clutch plate of Figure 12;
Figure 15 is a fragmentary sectional
view taken at line 15-15 of Figure 13;
Figure 16 is a perspective view of
electromagnets utilized in the present invention;
Figure 17 is a schematic diagram
showing cooperating mechanical and electrical features of the programmer
portion of the invention;
Figure 18 is an electrical schematic
diagram of an engine according to the invention, showing the electrical
relationships of the electromagnetic components embodying a new principle
of the invention; and
Figure 19 is a developed view, taken
at line 191-19 of Figure 11, showing the locations of displaced spark gap
elements of the speed changing mechanism of an engine according to the
invention.
Description of the Preferred Embodiment
~
As hereinbefore mentioned, the basic
principle of operation of the engine of the invention is the discharge
of a capacitor, across a spark gap through an inductor. When a pair of
inductors is used, and the respective magnetic cores thereof are arranged
opposite and another in magnetic polarity repulsion relation, the discharge
through them causes the cores to repel each other with considerable force.
Referring to the electrical schematic
diagram of Figure 1, a battery 10 energizes a pulse-producing vibrator
mechanism 16, which may be of the magnetic type incorporating an armature
15 moving between contacts 13 and 14, or of the transistor type (not shown)
with which a high frequency bipolar pulsed output is produced in primary
17 of transformer 20. The pulse amplitude is stepped up in secondary 19
of transformer 20. Wave form 19a represents the bi-directional or bipolar
pulsed output. A diode rectifier 21 produces a unidirectional pulse train,
as indicated at 21a, to charge capacitor 26. A delay coil 23 is connected
in series with the unipolar pulsed output to capacitor 26. Successive unidirectional
pulses of wave 21a charge capacitor 26 to a high level, as indicated at
26a, until the voltage amplitude at point A reaches the breakdown potential
of spark gap 30. At the breakdown of spark gap 30, capacitor 26 discharges
across the arc created through the inductor coil 28. A current pulse is
produced which magnetizes core 28a. Simultaneously, another substantially
identical charging system 32 produces a discharge through inductor 27 across
spark gap 29 to magnetize core 27a. Cores 28s, 27a are wound with coils
28, 27 so that their magnetic polarities are the same. As the cores 27a,
28a confront one another, they tend to fly apart when the discharge occurs
through coils 27 and 28 because of repulsion of identical magnetic poles,
as indicated by arrow 31. If core 28a is fixed or stationary and core 27a
is movable, then core 27a may have tools 33 attached to it to perform work
when the capacitor discharges.
Referring to Figures 1 and 2, a DC
electrical source or battery 10 energizes pulsators 36 (including at least
two vibrators 16 as previously described) when switch 11 between the battery
10 and pulsator 36 is closed, to apply relatively high frequency pulses
to the primaries of transformers 20. The secondaries of transformers 20
are step-up windings which apply bipolar pulses, such as pulses 19a (Figure
1) to the diodes in converter 38. The rectified unidirectional pulsating
output of each of the diodes in converter 38 is passed through delay coils
23, 24, thus forming a harness 37 wound about the case of the engine, as
hereinafter described, which is believed to provide a static floating flux
field. The outputs from delay lines 37 drive respective capacitors in banks
39 to charge the capacitors therein to a relatively high charge potential.
A programmer and rotor and stator magnet control array 40, 41, 42 is formed
by spark gaps positioned, as hereinafter described, so that at predetermined
positions of the rotor during rotation of the engine, as hereinafter described,
selected capacitors of capacitor banks 39 will discharge across the spark
gaps through the rotor and stator electromagnets 43, 44. The converters
38, magnetic harness 37, capacitor banks 39, programmer 40, and controls
41, 42 form a series circuit path across the secondaries of transformer
20 to the ground, or point of reference potential, 45. The capacitor banks
39 are discharged across the spark gaps of programmer 40 (the rotor and
stator magnet controls 41, 42). The discharge occurs through the coils
of stator and rotor electromagnets 43, 44 to ground 45. Stator and rotor
electromagnets are similar to those shown at 27, 27a, 28, 28a in Figure
1.
The discharge through the coils of
stator and rotor electromagnets 43, 44 is accompanied by a discharge overshoot
or return pulse, the output of which is applied in an appropriate polarity
to a secondary battery 10a to store this excess energy. The overshoot pulse
returns to battery 10a because after discharge the only path open is that
to battery 10a, since the gaps in 40, 41, and 42 have broken down, because
the capacitors in banks 39 are discharged and have not yet recovered the
high voltage charge from the high frequency pulsers 36 and converter rectifier
units 38.
In the event of a misfire in the
programmer control circuits 40, 41, 42,the capacitors are discharged through
a rotor safety discharge circuit 46 and returned to batteries 10-10a, adding
to their capacity. The circuit 46 is connected between the capacitor banks
39 and batteries 10, 10a.
Referring to Figure 3, a motor or
engine 49 according to the present invention is shown connected with the
automotive transmission 48. The transmission 48 represents one of many
forms of loads to which the engine may be applied. A motor housing 50 encase
the operating mechanism hereinafter described. The programmer 40 is axially
mounted at one end of this housing. Through aperr4es 51, 52, a belt 53
couples to a pulley 57 (not shown in this view) and to an alternator 54
attached to housing 50. A pulley 55 on the alternator has two grooves,
one for belt 53 to the drive pulley, and the other for a belt 58 coupled
to a pulley 59 on a pump 60 attached to housing 50. A terminal box 61 on
the housing interconnects means between the battery assembly 62 and motor
49 via cables 63 and 64.
An intake 65 for air is coupled to
pump 60 via piping 68, 69 and from pump 60 via tubing or piping 66, 70
to the interior of housing 50 via coupling flanges 67 and 71. The air flow
tends to cool the engine, and the air may preferably be maintained at a
constant temperature and humidity so that a constant spark gap discharge
condition is maintained. A clutch mechanism 80 is provided on programmer
40.
Referring to Figures 4, 5, and 9,
rotor 81 has spider assemblies 83, 84 with three electromagnet coil assembly
sets mounted thereon, two of which are shown in Figure 4, on 85 at 85a
and 85b, and on 86 at 86a and 86b. One of the third electromagnet coil
assemblies, designated 871, is shown in Figure 5, viewed from the shaft
end. As more clearly shown in the perspective view of Figure 8, a third
spider assembly 88 provides added rigidity and a central support for the
rotor mechanism on shaft 81.
The electromagnet sets 85a and 85b,
86a and 86b, 87a and 87b, disposed on rotor 81 and spiders 83, 84, and
88 each comprise pairs of front units 85a, 86a, 87a and pairs of rear units
85b, 86b, 87b. Each pair consists of a major electromagnet and a minor
electromagnet, as hereinafter described, which are embedded in an insulating
material 90, which insulates the electromagnet coil assemblies from one
another and secures the electromagnets rigidly in place on the spider/rotor
cage 81, 83, 84, 88.
The interior wall 98 of housing 50
I coated with an electrically insulating material 99 in which are embedded
electromagnet coils, as hereinafter described, and the interiors of end
plates 100, 01, of the housing 50. On the insulating surface 98 of housing
50 is mounted a series of stator electromagnet pairs 104a, identical with
electromagnet pairs 85a, 86a, 87a, etc. Electromagnet pairs such as 104a
and 105a are disposed every 40 degrees about the interior of housing 50
to form a stator which cooperates with the rotor 81-88. An air gap 110
of very close tolerance is defined between the rotor and stator electromagnets,
and air from pump 65 flows through this gap.
As shown in Figure 8, the electromagnet
assemblies, such as 85 through 87, of the rotor and magnet assemblies,
such as 104a in the stator are so embedded in their respective insulative
plastic carriers (rotor and stator) that they are smoothly rounded in a
concave contour for the stator, and in a convex contour on the rotor to
permit smooth and continuous rotation of rotor 81 in stator housing 50.
The air gap 110 is uniform at all positions of any rotor element within
the stator assembly, as is clearly shown in Figure 16.
The rotor 81 and spiders 83, 84,
88 are rigidly mounted on a shaft 111 journaled in bearing assemblies 12,
113 which are of conventional type, for easy rotation of the rotor on shaft
111 within housing 50.
Around the central outer surface
of housing 50 are wound a number of turns of wire 23, 24 to provide a static
flux coil 114 as hereinbefore described, which is a delay line, as previously
described.
Figures 5, 6, 7 and 9 are cross-sectional
views of the rotor assembly 81-88, arranged to show the positioning and
alignment of the rotor and stator assemblies at successive stages of the
rotation of rotor 81-88 through a portion of a cycle of operation thereof.
For example, I Figure 5 the rotor assembly 81-88 is shown so positioned
that a minor stator electromagnet assembly 91 is aligned with a minor electromagnet
assembly 117.
As shown in further detail in Figure
16, minor electromagnet assembly 117 consists of an iron core 118, grooved
so that there may be wound thereabout a coil of wire 119. Core 118 is the
same in stator electromagnet 117 as it is in rotor electromagnet 91.
At a position 13-1/2 degrees to the
right of rotor electromagnet 91, as viewed in Figure 5, there is a second
or major stator electromagnet 120 whose core 122 is of the same configuration
as core 122 of rotor electromagnet 121. A winding 123 about core 122 of
electromagnet 120 is of the same character as winding 123 on electromagnet
121.
Electromagnet assembly pair 85a on
the rotor is identical in configuration with that of the electromagnet
stator assembly pair 104a except for the position reversal of the elements
117-120 and 91-121 of the respective pairs.
There are nine pairs of electromagnets
120-117 (104a) disposed at 40-degree intervals about the interior of housing
50. The center line of core 122 of electromagnet 120 is positioned 13-1/2
degrees to the left of the center line of the core 118 of electromagnet
117. Three pairs of electromagnets 85a, 86a, 87a, are provided on rotor
assembly 81-88 as shown in Figure 5.
Other combinations are possible,
but the number of electromagnets in the rotor should always be an integral
fraction of the number of electromagnets in the stator. As shown in Figure
8, for the rotor assembly 85a, 85b, there are three of each of the front
and back pairs of electromagnetic assemblies. Similarly, as shown in Figures
4 and 8, there are nine front and back pairs of electromagnets in the stator
such as 104a and 104b.
In order to best understand the operation
of the rotor 81-88 rotating within the stator housing 50 of an engine according
to this invention, the positions of rotor electromagnets 91 and stator
electromagnets 117 are initially exactly in line at the 13-1/2 degree peripheral
starting position marked on the vertical center line of figure 5. The winding
direction of the coils of these magnets is such that a DC current through
the coils 119 will produce a particular identical magnetic polarity on
each of the juxtaposed surfaces 125 of magnets 117 and 126 of magnet 91
(Figure 5). Figures 6 and 16 illustrate the next sep in motion wherein
the two major electromagnets, 120 in the stator and 121 in the rotor, are
in alignment.
When the DC-discharges from the appropriate
capacitors in banks 39 occur simultaneously across spark gaps through the
coils 119 of electromagnets 117 and 91, at the instant of their alignment,
their cores 118 will repel one another to cause rotor assembly 81-88 to
rotate clockwise in the direction indicated by arrow 127. The system does
not move in the reverse direction because it has been started in the clockwise
direction by the alternator motor 54 shown in Figure 3, or by some other
starter means. If started counterclockwise, the rotor will continue to
move counterclockwise.
As hereinbefore noted, the discharge
of any capacitor occurs over a very short interval across its associated
spark gap, and the resulting magnetic repulsion action imparts motion the
rotor. The discharge event occurs when electromagnets 117 and 91 are in
alignment. As shown in Figure 5, rotor electromagnet 91a is aligned with
stator electromagnet 117c, and rotor electromagnet 91b is aligned with
stator electromagnet 1173 at the same time that similar electromagnets
117 and 91 are aligned. A discharge occurs through all six of these electromagnets
simultaneously (that is, 117, 91; 117c, 91a; 117e and 91b). A capacitor
and a spark gap are required for each coil of each electromagnet.
Where, as in the assembly shown in Figure 8, front and back pairs are used,
both the axial in-line front and back coils are energized simultaneously
by the discharge from a single capacitor or from a bank of paralleled capacitors
such as 25, 26 (Figure 1). Although Figures 4 and 8 indicate the used of
front and back electromagnets, it should be evident that only a single
electromagnet in any stator position and a corresponding single electromagnet
in the rotor position, may be utilized to accomplish the repulsion action
of the rotor with respect to the stator. As stated, each electromagnet
requires a discharge from a single capacitor or capacitor bank across a
spark gap for it to be energized, and the magnetic polarity of the juxtaposed
magnetic core faces must be the same, in order to effect the repulsive
action to produce the rotary motion.
Referring to Figures 5 and 6, the
repulsion action causes the rotor to move 13-1/3 degrees clockwise, while
electromagnets 91, 91a and 91b move away from the electromagnets 117, 117c
and 117e to bring electromagnets 121, 121a and 121b into respective alignment
with electromagnets 120a, 120d and 120f. At this time, a capacitor discharge
across a spark-gap into their coils 123 occurs, thus moving the rotor.
Another 13-1/3 degree ahead, as shown in Figure 7, major electromagnets
121, 121a and 121b come into alignment with minor electromagnets 117a,
117d and 117f, at which time a discharge occurs to repeat the repulsion
action, this action continuing as long as DC power is applied to the system
to charge the capacitors in the capacitor banks.
Figure 18 further illustrates the
sequencing of the capacitor discharges across appropriate spark gap terminal
pairs. Nine single stator coils and three single rotor coils are shown
with their respective interconnections with the spark gaps and capacitors
with which they are associated for discharge. When the appropriate spark
gap terminals are aligned, at the points in the positioning of the rotor
assembly for most effective repulsion action of juxtaposed electromagnet
cores, the discharge of the appropriate charged capacitors across the associated
spark gap occurs through the respective coils. The capacitors are discharged
in sets of three through sets of three coils at each discharge position,
as the rotor moves through the rotor positions. In Figure 18, the rotor
electromagnets are positioned linearly, rather than on a circular base,
to show the electrical action of an electric engine according to the invention.
These motor electromagnets 201, 202, and 203 are aligned with stator electromagnets
213, 214, and 215 at 0 degrees, 120 degrees and 450 degrees respectively.
The stator electromagnets are correspondingly shown in a linear schematic
as if rolled out of the stator assembly and laid side by side. For clarity
of description, the capacitors associated with the rotor operation 207,
208, 209 and 246, 247, 248, 249, 282 ad 283 are arranged in vertical alignment
with the respective positions of the rotor coils 201, 202, 203 as they
move from left to right, this corresponding to clockwise rotation of the
rotor. The stator coils 213, 214, 215, 260, 261, 262, 263, 264, 265, 266,
etc., and capacitor combinations are arranged side by side, again to facilitate
description.
An insulative disc 236 (shown in
Figure 17 as a disc, but opened out linearly in Figure 18) has mounted
thereon three gap terminal blocks 222, 225 and 228. Each block is rectangularly
U-shaped, and each interconnects two terminals with the base of the U.
Block 222 has terminals 222a and 222b, block 225 has terminals 225a and
225b, block 228 has terminals 228c and 228d. When insulative disc 230 is
part of the rotor, as indicated by mechanical linkage 290, it can be seen
that terminal U 222 creates a pair of gaps with gap terminals 223 and 224,
respectively. The stator electromagnets are correspondingly shown in linear
schematic as if rolled out of the stator assembly and laid side by side.
For clarity of description, the capacitors associated with the rotor operation
207, 208, 209, and 246, 247, 248, 249, 282 and 283 are arranged in vertical
alignment with the respective positions of the rotor coils 201, 202, 203
as they move from left to right, this corresponding to clockwise rotation
of the motor. The stator coils 213, 214, 215, 260, 261, 262, 263, 264,
265, 266, etc., and capacitor combinations are arranged side by side, again
to facilitate description.
An insulative disc 236 (shown in
Figure 17 as a disc, but opened out linearly in Figure 18) has mounted
thereon three gap terminal blocks 222, 225, and 228. Each block is rectangularly
U-shaped, and each interconnects two terminals with the base of the U.
Block 222 ha terminals 222a and 222b, block 225 has terminals 225a and
225b, and block 228 has terminals 228c and 228d. When insulative disc 230
is part of the rotor, as indicated by mechanical linkage 290, it can be
seen that terminal U 222 creates a pair of gaps with terminals 223 and
224, respectively. Thus, when the voltage on capacitor 216 from charging
circuit 219 is of a value which will arc over the air spaces between 222a
and 223, and between 222b and 224, the capacitor 216 will discharge into
the coil of electromagnet 213 to ground. Similarly gap terminal U 225 forms
a dual spark gap with terminals 226 and 227 to result in arc-over when
the voltage on capacitor 217, charged by charging circuit 220, discharges
into the coil of electromagnet 214. Also, U-gap terminal 228 with terminals
228c and 228d, creates a spark gap with terminals 229 and 230 to discharge
capacitor 218, charged by charging circuit 221, into coil 215. At the same
time, rotor coils 201, 202 and 203 across gaps 201a-204, 202b-205 and 203c-206
each receives a discharge from respective capacitors 207, 208 and 209.
When the electromagnet coils 213,
214, 215 an 201, 202, 203 are energized, the repulsion action causes the
rotor assembly to move to position 2 where a new simultaneous group of
discharges occurs into rotor coils 201, 202, and 203 from capacitors 246,
248, and 282 across gaps 201a-240, 202b-242 and 203c-244. Simultaneously,
because gap U-elements 222, 225, and 228 have also moved to position 2
with the rotor assembly, capacitor 261 is discharged through electromagnet
coil 260, capacitor 265 is discharged through electromagnet coil 264, and
capacitor 269 is discharged through electromagnet coil 168 in alignment
with position 2 of the rotor electromagnet coils, thus to cause the rotor
electromagnets to move to position 3 where the discharge pattern is repeated
now with capacitors 247, 249 and 283 discharging through the rotor electromagnet
coils 201, 202, 203, and the capacitors 263, 267 and 281 discharging respectively
through stator electromagnet coils 262, 266 and 280.
After each discharge the charging
circuits 219-221 and 272-277 for the stator capacitors, and 210-212 and
284-289 for the rotor capacitors, are operated continuously from a battery
source, as described earlier with reference to Figure 1, to constantly
recharge the capacitors to which each is connected. Those versed in the
art will appreciate that, as each capacitor discharges across an associated
spark gap, the resulting drop in potential across the gap renders the gap
an open circuit until such time as the capacitor can recharge to the arc-over
level of the gap. This recharge to a discharge potential occurs before
a rotor element arrives at the next position in question.
The mechanical schematic diagram
of Figure 17 further clarifies the operation of the spark-gap discharge
programming system. A forward disc 236 of an electrically insulative material,
has thereon the set of U-shaped gap terminal connectors previously described.
These are positioned at 0 degrees, 120 degrees and 240 degrees respectively.
In Figure 17, schematic representations of the position of the coil and
capacitor combinations at the start of a cycle are shown to correspond
to the description hereinabove with reference to Figure 18. Accordingly,
the coil and capacitor combinations 213/216, 214/217, and 215/218 are shown
connected with their gap terminals, respectively, 223/224, 226/227, and
229/230. On the rotor coil and capacitor connection three separate discs
291, 292 and 293 are shown, each with a single gap terminal. The discs
291-293 are rotated so as to position their respective gap terminals 201a,
202b and 203c at 120 degree increments, with the 0 degree position corresponding
to the 0 degree position of U-gap terminal 222 on disc 230.
Representative gap terminals are
shown about the peripheries of discs 230, 291-193 to clearly indicate how,
as the discs turn in unison, the gap alignments correspond so that three
rotor coil/capacitors always line up at 120 degree intervals about the
rotary path, producing an alignment every 40 degrees, there being nine
stator coils. Thus there are three simultaneous discharges into stator
coils and three into rotor coils at each 40 degree position. Nine positions
displaced 40 degrees apart provide a total of 27 discharge points for capacitors
into the stator coils in one revolution.
It will be understood that, as illustrated
in Figures 17 and 18, nine individual electromagnet coils are shown in
the stator and three in the rotor, in order to show in its simplest form
how the three rotor electromagnets are stepped forward from the alignment
with three of the stator electromagnets, when the appropriate spark gaps
are in alignment, to effect the discharge of capacitors through juxtaposed
pairs of rotor/stator electromagnets. The repulsion moves the rotor electromagnet
from the stator electromagnet to the next alignment position advanced at
an arc of 40 degrees from the preceding alignment position. In the interval
until another rotor electromagnet, 120 degrees removed, is aligned with
the stator electromagnet that has just been excited, the associated capacitor
is recharged to a potential which will cause the spark gap to break down
to produce another discharge of this capacitor on the next revolution.
Thus the rotor moves from one position to the next, with capacitor discharges
occurring each 40 degrees of rotation, a total of nine per revolution.
It should be obvious that, with other rotor/stator combinations, the number
of electromagnet coincidences and spark-gap discharges will vary. For example,
with the coil pairs shown in Figures 4 through 8, a total of 27 discharges
will occur. Although there are 18 stator electromagnets and three rotor
electromagnets, the discharge pattern is determined by the specific spark
gap arrangement.
The rotor/stator configuration of
Figures 5 and 8, involving the major and minor pairs of electromagnets
such as 85a and 104a (the terms "major" and "minor" referring to the difference
in size of the elements), include nine pairs of electromagnets in the stator,
such as 104a, with three electromagnet pairs of the rotor, such as 85a.
Because of the 13-1/3 degree separation between the major and minor electromagnets
in the rotor pair 85a, with the same separation of minor and major electromagnets
of the stator pair 104a, the sequence of rotation and discharge described
above, with respect to the illustrative example of Figure 5, involves the
following:
(1) A minor element 117 of stator
pair 104a is aligned with the minor element 91 of rotor pair 85a. On the
discharge, this moves the rotor ahead 13-1/3 degrees.
(2) The major rotor element 122 of
the pair 85a now is aligned with the major stator element 120b of the next
electromagnet pair, in the stator array as shown in Figure 6. On the discharge,
the rotor moves ahead 13-1/3 degrees.
(3) This brings the minor rotor electromagnet
91 into alignment with the major stator element 120 b of pair 104d, and
the major electromagnet 122 (just discharged) of pair 85a into alignment
with minor electromagnet 117b of pair 104d, and the rotor spark gap elements
into alignment with a different position of gap elements connected with
capacitors not discharged in the previous position of the rotor. It should
be remembered at this point that it is the positioning of a rotatable spark
gap array, similar to that illustrated in Figures 17 and 18, which controls
the time of discharge of capacitors connected to these gap terminals. Therefore,
any electromagnet can be energized twice successively from separate capacitors
as the motor brings appropriate gap terminals into alignment with the coil
terminals of a particular electromagnet.
Thus, although major electromagnet
120b of pair 104d has just been energized as described above, it can now
be energized again along with minor rotor electromagnet 91 in step 3, because
the rotor moved to a new set of terminals of the spark gap arrays connected
with capacitors not yet discharged. These capacitors now discharge through
rotor electromagnet 91 and stator electromagnet 120b, causing rotor to
move ahead another 13-1/3 degrees, thus again aligning two minor electromagnets
again, these being 117b of stator pair 104 d and 91 of rotor pair 85a.
The rotor has now moved 40 degrees since step 1 above. The sequence is
repeated, and it is to be noted that at each 13-1/3 degree step, the discharges
rotate the rotor another 13-1/3 degrees. There are 27 steps per revolution
with nine stator coil pairs. The discharge sequence is not uniform, as
is shown in Table 1. In the stator, three major electromagnets 120 degrees
apart are energized twice in sequence followed by a hiatus of one step
while three minor electromagnets of the stator, 120 degrees apart, are
energized during the hiatus. In the rotor the major electromagnets are
energized during a hiatus step following two minor electromagnet energization
steps. A total of 27 energizations are thus accomplished in the nine pairs
of coils of the stator.
In Table 1, the leftmost column depicts
the location of each rotor arm 85, 86, 87 at an arbitrarily selected step
No. 1 position. For example, in step 1 rotor arm 85 has a minor stator
and minor rotor electromagnet in alignment for capacitors to discharge
through them simultaneously at the 13-1/3 degree position.
Table 1: Capacitor Discharge Sequence
for One Revolution of Rotor in System of Figures 5 & 8
Similarly, in step 1 rotor arm 86
is at the 133-1/2 degree position with a minor rotor and minor stator electromagnet
in alignment for discharge. Simultaneously, rotor arm 87 is at the 253-1/3
degree position with a minor rotor and minor stator in alignment for capacitor
discharge therethrough. The other steps of the sequence are apparent from
Table 1, for each position of the three rotor arms at any step and the
juxtapositions of respective stator and rotor electromagnet elements at
that position.
In the simplified motor arrangement
shown in schematic form in Figure 18, with single electromagnet configuration
the alignment is uniform and the discharge sequences follow sequentially.
As hereinafter mentioned, a change
in speed is effected by displacing the stator spark gap terminals on the
rotor (shown at 236 in Figures 17 and 18) either counter-clockwise or clockwise
6-2/3 degrees so that the discharge position of the stator electromagnets
is displaced 6-2/3 degrees either clockwise or counter-clockwise of the
rotor electromagnet at the time of discharge. Referring to Figures 11 to
15, the simultaneous discharge of selected capacitors into the electromagnets
so displaced results in a deceleration at the time the rotor electromagnet
is just approaching the associated stator, or an acceleration if the rotor
electromagnet is just leaving its associated stator electromagnet. In each
event, there is a repulsive reaction between the stator and rotor electromagnets,
so that if the rotor is approaching the stator, there is a slow-down and
if the rotor is receding from the stator there is a speed-up.
Referring to Figure 11, clutch mechanism
304 about shaft 111 is operated electromagnetically in conventional manner
to displace the spark-gap mechanism 236 which is operated in appropriate
matching alignment with the rotor spark-gap discs 291, 292, 293. Clutch
304 has a fixed drive element 311 containing an electromagnetic drive coil
(not shown) and a motor element 310 which, when the electromagnetic drive
coil is energized, can be operated by a direct current. The operation of
motor element 310 brings into operation spark gap elements 224r, 223r or
223f, 224f of the system shown in Figures 4, 5, and 8, as illustrated in
Figure 19.The fixed stator coil spark gap terminal pairs 223, 224 and 266,
267 are arrayed about a cylindrical frame 322 which is fabricated in insulative
material. In the illustrative example of Figures 17 and 18, there are nine
such spark gap terminal pairs about the periphery of cylinder frame 324.
In the engine of Figures 4 to 8, a total of 27 such spark gap pairs are
involved. In addition, although not shown in the drawing, there are also
pairs of terminals, such as 223r or 223f, 224r or 224f and 266r or 226f,
267r or 267f, displaced 6-2/3 degrees on either side of the pairs 223,
224, or 266, 267, and all other pairs in the spark gap array, the letters
r and f denoting "retard" and "faster'. The latter displaced pairs are
used in the control of speed of the engine rotor. The displaced pairs not
shown are involved with the operation of clutch 304, the speed changing
control element.
Clutch 304 is associated with shaft
111 in that the movable element 10 draws clutch disc element on shaft 111
away form clutch disc element 322 when energized by a voltage of appropriate
polarity applied to its motor electromagnet 311. Such clutch drives are
well known in the art.
The clutch mechanism 304 of Figures
11 and 19, when not energized is in the configuration shown in Figure 11.
The energized configuration of clutch 304 is not specifically illustrated.
Upon energization, spark-gap element 222 on disc 236 is displaced rightward,
as viewed in Figure 11, by broken lines 236x, into alignment with the positions
of fixed spark-gap terminals 223f, 224f and 267r, 266r. When the disc is
in position 236x, the flattened edge 332 of pin 330 in disc 325 rides on
surface 350 of disc 322. Normally, the flattened edges 351 of pins 330
are engaged against the flat edge 352 in recess 331 of disc 322. The displacement
of disc 322 on shaft 111 is effected by the action of clutch 304 against
spring 314 (Figure 11). An electric switch (not shown) of clutch mechanism
304 energizes it from a DC power source, and has two positions, one for
deceleration and one for acceleration. In either position, clutch 304 is
engaged to pull clutch disc 322 from clutch disc 325, momentarily. For
the decelerate or accelerate position, the displaced alignment of spark
gap elements 222 is with the 224f, 223f and the 224r, 223r spark-gap terminal
elements. However, only the 224f, 223f spark-gap elements are switched
into operation with appropriate capacitors for the accelerate position,
while in the decelerate position only the 223r and 224r spark-gap elements
are switched into the circuit with their associated capacitors.
Of course, when insulative disc 236
is displaced by clutch 304, its gap terminals 22, 225 and 228 (Figures
14 and 18) are all displaced into the alignment position of 236x so as
to engage the r and f lines of fixed spark gap elements. Although the accelerate
and decelerate positions of disc 236 are the same, it is the switching
into operation of the 223, 224 or 266, 267 exemplary r or f pairs of terminals
which determine whether speed up or slow down action of the rotor will
occur.
The momentary displacement of clutch
disc 322 from clutch disc 325 results in rotation of disc 325 about disc
322 through an angle 0f 120 degrees. The detent ball and spring mechanism
320, 321 in disc 325 positions itself between open detent dimple 328 and
a succeeding one 328 at a position 120 degrees away on disc 325. As stated,
flat 332 of pin 330 rides on surface 350 of disc 322, and pin 330 leaves
the pin-holding groove 331/352 along ramp 333 in disc 322 during the momentary
lifting of disc 322 by clutch 304. Pin 330 falls back into the next groove
331 at point 120 degrees further on about disc 322. Pin 330 falls into
place in groove 331 on ramp 334. Pins 330 are rotatable in their sockets
353, so that for either clockwise or counterclockwise rotation, the flat
351 will engage the flat 352 by the particular ramp it encounters.
The deceleration or acceleration
due to the action of clutch 304 thus occurs within a 120-degree interval
of rotation of disc 325. Disc 322 during this interval may only move a
fraction of this arc.
There has been described hereinabove
an electromotive engine system wherein at least one electromagnet is in
a fixed position and a second electromagnet of similar configuration is
juxtaposed with it in a magnetic polarity relationship such that, when
the cores of the electromagnets are energized, the juxtaposed core faces
repel one another. One core being fixed and the second core being free
to move, any attachments to the second electromagnet will move with it.
Hence, if a plurality of fixed cores are positioned about a circular confining
housing, and, within the housing, cores on a shaft are free to move, the
shaft is rotationally urged each time the juxtaposed fixed and rotatable
cores are in alignment and energized. Both the fixed and the movable cores
are connected to spark gap terminal elements, and the associated other
terminal elements of the spark gaps are connected to capacitors which are
charged to a high voltage from pulsed unipolar signal generators. These
capacitors are discharged through the electromagnets across the spark gaps.
By switching selected groups of capacitors into selected pairs of spark
gap elements for discharge through the electromagnets, the rotor of the
circular array systems is accelerated and decelerated.
By confining a fixed electromagnet
array in a linear configuration with a linearly movable electromagnet to
which a working tool is attached, exciting the juxtaposed pairs of electromagnets
by capacitor discharge results in the generation of linear force for such
tools as punch presses or for discharging projectiles with considerable
energy.
The inventor claims: [Claims not
included here]
US Patent #
4,595,975
Efficient Power
Supply Suitable for Inductive Loads
Edwin V. Gray, Sr.
( US Cl. 363-33, &c ~ June
17, 1986 )
Abstract ~
Disclosed is an Electrical Driving
and Recovery System for a High Frequency environment. The recovery system
can be applied to drive present day direct-current or alternating-current
loads for better efficiency. It has a low-voltage source coupled to a vibrator,
a transformer and a bridge-type rectifier to provide a high voltage pulsating
signal to a first capacitor. Where a high-voltage source is otherwise available,
it may be coupled directly to a bridge-type rectifier, causing a pulsating
signal to the first capacitor. The first capacitor in turn is coupled to
a high voltage anode of an electrical conversion switching element tube.
The switching element tube also includes a low voltage anode which is connected
to a voltage source by a commutator and a switching element tube. Mounted
around the high voltage anode is a charge receiving plate which is coupled
to an inductive load to transmit a high voltage discharge from the switching
element tube to the load. Also coupled to the load is a second capacitor
for storing the back EMF created by the collapsing electrical field of
the load when the current to the load is blocked. The second capacitor
is coupled to the voltage source. When adapted to present day direct-current
or alternating-current devices the load could be a battery or capacitor
to enhance the productivity of electrical energy.
Inventors: Gray, Sr.; Edwin
V. (P.O. Box 362, Council, ID 83612)
Appl. No.: 662339 ~ Filed:
October 18, 1984
Current U.S. Class: 363/33; 323/207;
323/228; 323/291; 363/94; 363/110
Intern'l Class: H02M 003/42
Field of Search: 315/33 S
363/32,33,76,94,109,110 323/207,227,228,291
References Cited ~
Foreign Patent Documents:
2030801 Mar., 1983 GB.
Primary Examiner: Beha, Jr.; William
H. ~ Assistant Examiner: Sterrett, Jeffrey
Attorney, Agent or Firm: Nixon &
Vanderhye
Description ~
Background of the Invention
1. Field of the Invention:
The present invention relates to
an electrical driving system and a conversion element, and more particularly,
to a system for driving an inductive load in a greatly improved and efficient
manner.
2. Description of the Prior Act:
In the opinion of the inventor, there
is no known device which provides the conversion of energy from a direct-current
electric source or an alternating-current electric source to a mechanical
force based on the principle of this invention. EXAMPLE: A portable energy
source, (1) such as a battery, (2) such as alternating-current, (3) such
as the combination of battery and alternating-current, may be used with
highly improved efficiency to operate a mechanical device, whose output
is a linear or rotary force, with an attendant increase in the useful productive
period between external applications of energy restoration for the energy
source.
Summary of the Invention:
The present invention provides a
more efficient driving system comprising a source of electrical voltage;
a vibrator connected to the low-voltage source for forming a pulsating
signal; a transformer connected to the vibrator for receiving the pulsating
signal; a high-voltage source, where available, connected to a bridge-type
rectifier; or the bridge-type rectifier connected to the high voltage pulse
output of the transformer; a capacitor for receiving the voltage pulse
output; a conversion element having first and second anodes, electrically
conductive means for receiving a charge positioned about the second anode
and an output terminal connected to the charge receiving means, the second
anode being connected to the capacitor; a commutator connected to the source
of electrical voltage and to the first anode; and an inductive load connected
to the output terminal whereby a high energy discharge between the first
and second anodes is transferred to the charge receiving means and then
to the inductive load.
As a sub-combination, the present
invention also includes a conversion element comprising a housing; a first
low voltage anode mounted to the housing, the first anode adapted to be
connected to a voltage source; a second high voltage anode mounted to the
housing, the second anode adapted to be connected to a voltage source;
electrically conductive means positioned about the second anode and spaced
therefrom for receiving a charge, the charge receiving means being mounted
to the housing; and an output terminal communicating with the charge receiving
means, said terminal adapted to be connected to an inductive load.
The invention also includes a method
for providing power to an inductive load comprising the steps of providing
a voltage source, pulsating a signal from said source; increasing the voltage
of said signal; rectifying said signal; storing and increasing the signal;
conducting said signal to a high voltage anode; providing a low voltage
to a second anode to form a high energy discharge; electrostatically coupling
the discharge to a charge receiving element; conducting the discharge to
an inductive load; coupling a second capacitor to the load; and coupling
the second capacitor to the source.
It is an aim of the present invention
to provide a system for driving an inductive load which system is substantially
more efficient than any now existing.
Another object of the present invention
is to provide a system for driving an inductive load which is reliable,
is inexpensive and simply constructed.
The foregoing objects of the present
invention together with various other objects, advantages, features and
results thereof which will be evident to those skilled in the art in light
of this disclosure may be achieved with the exemplary embodiment of the
invention described in detail hereinafter and illustrated in the accompanying
drawings.
Brief Description of the Drawings
~
Figure 1 is a schematic circuit diagram
of the electrical driving system.
Figure 2 is an elevational sectional
view of the electrical conversion element.
Figure 3 is a plan sectional view
taken along line 3--3 of Figure 2.
Figure 4 is a plan sectional view
taken along line 4--4 of Figure 2.
Figure 5 is a schematic circuit diagram
of the alternating-current input circuit.
Description of the Preferred Embodiment
~
While the present invention is susceptible
of various modifications and alternative constructions, an embodiment is
shown in the drawings and will herein be described in detail. It should
be understood however that it is not the intention to limit the invention
to the particular form disclosed; but, on the contrary, the invention is
to cover all modifications, equivalents and alternative constructions falling
within the spirit and scope of the invention as expressed in the appended
claims.
There is disclosed herein an electrical
driving system which, on theory, will convert low voltage electric energy
from a source such as an electric storage battery to a high potential,
high current energy pulse that is capable of developing a working force
at the inductive output of the device that is more efficient than that
which is capable of being developed directly from the energy source. The
improvement in efficiency is further enhanced by the capability of the
device to return that portion of the initial energy developed, and not
used by the inductive load in the production of mechanical energy, to the
same or second energy reservoir or source for use elsewhere, or for storage.
This system accomplishes the results
stated above by harnessing the "electrostatic" or "impulse" energy created
by a high-intensity spark generated within a specially constructed electrical
conversion switching element tube. This element utilizes a low-voltage
anode, a high-voltage anode, and one or more "electrostatic" or charge
receiving grids. These grids are of a physical size, and appropriately
positioned, as to be compatible with the size of the tube, and therefore,
directly related to the amount of energy to be anticipated when the device
is operating.
The low-voltage anode may incorporate
a resistive device to aid in controlling the amount of current drawn from
the energy source. This low-voltage anode is connected to the energy source
through a mechanical commutator or a solid-state pulser that controls the
timing and duration of the energy spark within the element. The high-voltage
anode is connected to a high-voltage potential developed by the associated
circuits. An energy discharge occurs within the element when the external
control circuits permit. This short duration, high-voltage, high-current
energy pulse is captured by the "electrostatic" grids within the tube,
stored momentarily, then transferred to the inductive output load.
The increase in efficiency anticipated
in converting the electrical energy to mechanical energy within the inductive
load is attributed to the utilization of the most optimum timing in introducing
the electrical energy to the load device, for the optimum period of time.
Further enhancement of energy conservation
is accomplished by capturing a significant portion of the energy generated
by the inductive load when the useful energy field is collapsing. This
energy is normally dissipated in load losses that are contrary to the desired
energy utilization, and have heretofore been accepted because no suitable
means had been developed to harness this energy and restore it to a suitable
energy storage device.
The present invention is concerned
with two concepts or characteristics. The first of these characteristics
is observed with the introduction of an energizing current through the
inductor. The inductor creates a contrary force (counter-electromotive
force or CEMF) that opposes the energy introduced into the inductor. This
CEMF increases throughout the time the introduced energy is increasing.
In normal applications of an alternating-current
to an inductive load for mechanical applications, the useful work of the
inductor is accomplished prior to terminating the application of energy.
The excess energy applied is thereby wasted.
Previous attempts to provide energy
inputs to an inductor of time durations limited to that period when the
optimum transfer of inductive energy to mechanical energy is occurring,
have been limited by the ability of any such device to handle the high
current required to optimize the energy transfer.
The second characteristic is observed
when the energizing current is removed from the inductor. As the current
is decreased, the inductor generates an EMF that opposes the removal of
current or, in other words, produces an energy source at the output of
the inductor that simulates the original energy source, reduced by the
actual energy removed from the circuit by the mechanical load. This "regenerated",
or excess, energy has previously been lost due to a failure to provide
a storage capability for this energy.
In this invention, a high-voltage,
high-current, short duration energy pulse is applied to the inductive load
by the conversion element. This element makes possible the use of certain
of that energy impressed within an arc across a spark-gap, without the
resultant deterioration of circuit elements normally associated with high
energy electrical arcs.
This invention also provides for
capture of a certain portion of the energy induced by the high inductive
kick produced by the abrupt withdrawal of the introduced current. This
abrupt withdrawal of current is attendant upon the termination of the stimulating
arc. The voltage spike so created is imposed upon a capacitor that couples
the attendant current to a secondary energy storage device.
A novel, but not essential, circuit
arrangement provides for switching the energy source and the energy storage
device. This switching may be so arranged as to actuate automatically at
predetermined times. The switching may be at specified periods determined
by experimentation with a particular device, or may be actuated by some
control device that measures the relative energy content of the two energy
reservoirs.
Referring now to Figure 1, the system
10 will be described in additional detail. The potential for the high-voltage
anode, 12 of the conversion element 14 is developed across the capacitor
16. This voltage is produced by drawing a low current from a battery source
18 through the vibrator 20. The effect of the vibrator is to create a pulsating
input to the transformer 22. The turns ratio of the transformer is chosen
to optimize the voltage applied to a bridge-type rectifier 24. The output
of the rectifier is then a series of high-voltage pulses of modest current.
When the available source is already of the high voltage, AC type, it may
be coupled directly to the bridge-type rectifier.
By repetitious application of these
output pulses from the bridge-type rectifier to the capacitor 16, a high-voltage,
high-level charge is built up on the capacitor.
Control of the conversion switching
element tube is maintained by a commutator 26. A series of contacts mounted
radially about a shaft, or a solid-state switching device sensitive to
time or other variable may be used for this control element. A switching
element tube type one-way energy path 28 is introduced between the commutator
device and the conversion switching element tube to prevent high energy
arcing at the commutator current path. When the switching element tube
is closed, current from the voltage source 18 is routed through a resistive
element 30 and a low voltage anode 32. This causes a high energy discharge
between the anodes within the conversion switching element tube 14.
The energy content of the high energy
pulse is electrostatically coupled to the conversion grids 34 of the conversion
element. This electrostatic charge is applied through an output terminal
60 (Figure 2) across the load inductance 36, inducing a strong electromagnetic
field about the inductive load. The intensity of this electromagnetic field
is determined by the high electromotive potential developed upon the electrostatic
grids and the very short time duration required to develop the energy pulse.
If the inductive load is coupled
magnetically to a mechanical load, a strong initial torque is developed
that may be efficiently utilized to produce physical work.
Upon cessation of the energy pulse
(arc) within the conversion switching element tube the inductive load is
decoupled, allowing the electromagnetic field about the inductive load
to collapse. The collapse of this energy field induces within the inductive
load a counter EMF. This counter EMF creates a high positive potential
across a second capacitor which, in turn, is induced into the second energy
storage device or battery 40 as a charging current. The amount of charging
current available to the battery 40 is dependent upon the initial conditions
within the circuit at the time of discharge within the conversion switching
element tube and the amount of mechanical energy consumed by the work load.
A spark-gap protection device 42
is included in the circuit to protect the inductive load and the rectifier
elements from unduly large discharge currents. Should the potentials within
the circuit exceed predetermined values, fixed by the mechanical size and
spacing of the elements within the protective device, the excess energy
is dissipated (bypassed) by the protective device to the circuit common
(electrical ground).
Diodes 44 and 46 bypass the excess
overshoot generated when the "Energy Conversion Switching Element Tube"
is triggered.
A switching element 48 allows either
energy storage source to be used as the primary energy source, while the
other battery is used as the energy retrieval unit. The switch facilitates
interchanging the source and the retrieval unit at optimum intervals to
be determined by the utilization of the conversion switching element tube.
This switching may be accomplished manually or automatically, as determined
by the choice of switching element from among a large variety readily available
for the purpose.
Figure 2, 3, and 4 show the mechanical
structure of the conversion switching element tube 14. An outer housing
50 may be of any insulative material such as glass. The anodes 12 and 22
and grids 34a and 34b are firmly secured by nonconductive spacer material
54, and 56. The resistive element 30 may be introduced into the low-voltage
anode path to control the peak currents through the conversion switching
element tube. The resistive element may be of a piece, or it may be built
of one or more resistive elements to achieve the desired result.
The anode material may be identical
for each anode, or may be of differing materials for each anode, as dictated
by the most efficient utilization of the device, as determined by appropriate
research at the time of production for the intended use.
The shape and spacing of the electrostatic
grids is also susceptible to variation with application (voltage, current,
and energy requirements).
It is the contention of the inventor
that by judicious mating of the elements of the conversion switching element
tube, and the proper selection of the components of the circuit elements
of the system, the desired theoretical results may be achieved. It is the
inventor's contention that this mating and selection process is well within
the capabilities of intensive research and development technique.
Let it be stated here that substituting
a source of electric alternating-current subject to the required current
and/or voltage shaping and/or timing, either prior to being considered
a primary energy source, or thereafter, should not be construed to change
the described utilization or application of primary energy in any way.
Such energy conversion is readily achieved by any of a multitude of well
established principles. The preferred embodiment of this invention merely
assumes optimum utilization and optimum benefit from this invention when
used with portable energy devices similar in principle to the wet-cell
or dry-cell battery.
This invention proposes to utilize
the energy contained in an internally generated high-voltage electric spike
(energy pulse) to electrically energize an inductive load; this inductive
load being then capable of converting the energy so supplied into a usefu1
electrical or mechanical output.
In operation the high-voltage, short-duration
electric spike is generated by discharging the capacitor 16 across the
spark-gap in the conversion switching element tube. The necessary high-voltage
potential is stored on the capacitor in incremental, additive steps from
the bridge-type rectifier 24.
When the energy source is a direct-current
electric energy storage device, such as the battery 12, the input to the
bridge rectifier is provided by the voltage step-up transformer 22, that
is in turn energized from the vibrator 20, or solid-state chopper, or similar
device to properly drive the transformer and rectifier circuits.
When the energy source is an alternating-current,
switches 64 disconnect transformer 22 and the input to the bridge-type
rectifier 24 is provided by the voltage step-up transformer 66, that is
in turn energized from the vibrator 20, or solid-state chopper, or similar
device to properly drive the transformer and rectifier circuits.
The repetitions output of the bridge
rectifier incrementally increases the capacitor charge toward its maximum.
This charge is electrically connected directly to the high-voltage anode
12 of the conversion switching element tube.
When the low-voltage anode 32 is
connected to a source of current, an arc is created in the spark-gap designated
62 of the conversion switching element tube equivalent to the potential
stored on the high-voltage anode, and the current available from the low-voltage
anode. Because the duration of the arc is very short, the instantaneous
voltage, and instantaneous current may both be very high. The instantaneous
peak apparent power is therefore, also very high. Within the conversion
switching element tube, this energy is absorbed by the grids 34a and 34b
mounted circumferentially about the interior of the tube.
Control of the energy spike within
the conversion switching element tube is accomplished by a mechanical,
or solid-state commutator, that closes the circuit path from the low-voltage
anode to the current source at that moment when the delivery of energy
to the output load is most auspicious. Any number of standard high-accuracy,
variable setting devices are available for this purpose. When control of
the repetitive rate of the system's output is required, it is accomplished
by controlling the time of connection at the low-voltage anode.
Thus there can be provided an electrical
driving system having a low-voltage source coupled to a vibrator, a transformer
and a bridge-type rectifier to provide a high voltage pulsating signal
to a first capacitor. Where a high-voltage source is otherwise available,
it may be coupled direct to a bridge-type rectifier, causing a pulsating
signal to a first capacitor. The capacitor in turn is coupled to a high-voltage
anode of an electrical conversion switching element tube. The element also
includes a low-voltage anode which in turn is connected to a voltage source
by a commutator, a switching element tube, and a variable resistor.
Mounted around the high-voltage anode
is a charge receiving plate which in turn is coupled to an inductive load
to transmit a high-voltage discharge from the element to the load. Also
coupled to the load is a second capacitor for storing the back EMF created
by the collapsing electrical field of the load when the current to the
load is blocked. The second capacitor in turn is coupled to the voltage
source.
Claims ~
What is claimed is:
1. An electrical driving system comprising:
a source of electrical voltage; a vibrator connected to said source for
forming a pulsating signal; a transformer connected to said vibrator for
receiving said pulsating signal; a rectifier connected to said transformer
having a high-voltage pulse output; a capacitor for receiving said voltage
pulse output; a conversion switching element tube having first and second
anodes, electrically conductive means for receiving a charge positioned
about said second anode and an output terminal connected to said charge
receiving means, said second anode being connected to said capacitor; a
commutator connected to said source of electrical voltage and to said first
anode; and an inductive load connected to said output terminal whereby
a high energy discharge between said first and second anodes is transferred
to said charge receiving means and then to said inductive load.
2. A system as claimed in claim 1,
including a second capacitor for receiving a charge from said load.
3. A system as claimed in claim 2,
including a switching element tube positioned in series between said commutator
and said first anode.
4. A system as claimed in claim 3,
including a second source of voltage and a switch for receiving a signal
from said second capacitor.
5. A system as claimed in claim 4
wherein: said conversion switching element tube includes a resistive element
in series with said first anode; and said charge receiving means is tubularly
shaped.
6. A system as in claim 1 wherein
said source comprises a direct current source and wherein said system further
comprises:a source of alternating current; and a switch means for selecting
said direct-current or said alternating-current power source as input to
said rectifier.
7. A system as in claim 1 wherein
said rectifier comprises a bridge-type rectifier.
8. A method for providing power to
an inductive load comprising the steps of providing a voltage source; pulsating
a signal from said source; increasing the voltage of said signal; rectifying
said signal; storing and increasing said signal; conducting said signal
to a high-voltage anode; providing a low-voltage to a second anode to form
a high energy discharge; electrostatically coupling said discharge to a
charge receiving element; conducting said discharge to an inductive load;
coupling a second capacitor to said load; and coupling said capacitor to
said source.
US Patent #
4,661,747
Efficient Electrical
Conversion Switching Tube Suitable for Inductive Loads
( Cl. 315/30 ~ April 28, 1987
)
Edwin V.Gray, Sr.
Abstract ~
Disclosed is an electrical driving
and recovery system for a high frequency environment. The recovery system
can be applied to drive present day direct-current or alternating-current
loads for better efficiency. It has a low-voltage source coupled to a vibrator,
a transformer and a bridge-type rectifier to provide a high voltage pulsating
signal to a first capacitor. Where a high-voltage source is otherwise available,
it may be coupled directly to a bridge-type rectifier, causing a pulsating
signal to the first capacitor. The first capacitor in turn is coupled to
a high voltage anode of an electrical conversion switching element tube.
The switching element tube also includes a low voltage anode which is connected
to a voltage source by a commutator and a switching element tube. Mounted
around the high voltage anode is a charge receiving plate which is coupled
to an inductive load to transmit a high voltage discharge from the switching
element tube to the load. Also coupled to the load is a second capacitor
for storing the back EMF created by the collapsing electrical field of
the load when the current to the load is blocked. The second capacitor
is coupled to the voltage source. When adapted to present day direct-current
or alternating-current devices the load could be a battery or capacitor
to enhance the productivity of electrical energy.
Inventors: Gray, Sr.; Edwin
V. (P.O. Box 362, Council, ID 83612)
Appl. No.: 791508 ~ Filed:
October 25, 1985
Foreign Application Priority Data:
Dec 16, 1983[GR] 124388
Current U.S. Class: 315/330; 313/601;
313/602; 313/604; 315/261; 315/335
Intern'l Class: H01J 011/04;
H01J 013/48; H05B 037/00; H05B 039/00
Field of Search: 315/57,58,60,36,334,335,330,336,261
313/595,601,602,603
References Cited:
U.S. Patent Documents:
3,443,142 (May 1969) Koppl, et al.
(315/58.)
3,663,855 (May 1972) Boettcher (315/330)
3,798,461 (Mar. 1974) Edson (315/36)
3,939,379 (Feb. 1976) Sullivan,
et al. (315/330)
4,198,590 (Apr. 1980) Harris (315/335)
4,370,597 (Jan. 1983) Weiner, et
al. (315/58)
Foreign Patent Documents
0540,361 (Dec. 1976) SU 315/335.
Primary Examiner: Chatmon; Saxfield
This is a division of application
Ser. No. 662,339, filed Oct. 18, 1984, now U.S. Pat. No. 4,595,975.
Description ~
Background of the Invention
1. Field of the Invention:
The present invention relates to
an electrical driving system and a conversion element, and more particularly,
to a system for driving an inductive load in a greatly improved and efficient
manner.
2. Description of the Prior Act:
In the opinion of the inventor, there
is no known device which provides the conversion of energy from a direct-current
electric source or an alternating-current electric source to a mechanical
force based on the principle of this invention. EXAMPLE: A portable energy
source, (1) such as a battery, (2) such as alternating-current, (3) such
as the combination of battery and alternating-current, may be used with
highly improved efficiency to operate a mechanical device, whose output
is a linear or rotary force, with an attendant increase in the useful productive
period between external applications of energy restoration for the energy
source.
Summary of the Invention ~
The present invention provides a
more efficient driving system comprising a source of electrical voltage;
a vibrator connected to the low-voltage source for forming a pulsating
signal; a transformer connected to the vibrator for receiving the pulsating
signal; a high-voltage source, where available, connected to a bridge-type
rectifier; or the bridge-type rectifier connected to the high voltage pulse
output of the transformer; a capacitor for receiving the voltage pulse
output; a conversion element having first and second anodes, electrically
conductive means for receiving a charge positioned about the second anode
and an output terminal connected to the charge receiving means, the second
anode being connected to the capacitor; a commutator connected to the source
of electrical voltage and to the first anode; and an inductive load connected
to the output terminal whereby a high energy discharge between the first
and second anodes is transferred to the charge receiving means and then
to the inductive load.
As a sub-combination, the present
invention also includes a conversion element comprising a housing; a first
low voltage anode mounted to the housing, the first anode adapted to be
connected to a voltage source; a second high voltage anode mounted to the
housing, the second anode adapted to be connected to a voltage source;
electrically conductive means positioned about the second anode and spaced
therefrom for receiving a charge, the charge receiving means being mounted
to the housing; and an output terminal communicating with the charge receiving
means, said terminal adapted to be connected to an inductive load.
The invention also includes a method
for providing power to an inductive load comprising the steps of providing
a voltage source, pulsating a signal from said source; increasing the voltage
of said signal; rectifying said signal; storing and increasing the signal;
conducting said signal to a high voltage anode; providing a low voltage
to a second anode to form a high energy discharge; electrostatically coupling
the discharge to a charge receiving element; conducting the discharge to
an inductive load; coupling a second capacitor to the load; and coupling
the second capacitor to the source.
It is an aim of the present invention
to provide a system for driving an inductive load which system is substantially
more efficient than any now existing.
Another object of the present invention
is to provide a system for driving an inductive load which is reliable,
is inexpensive and simply constructed .
The foregoing objects of the present
invention together with various other objects, advantages, features and
results thereof which will be evident to those skilled in the art in light
of this disclosure may be achieved with the exemplary embodiment of the
invention described in detail hereinafter and illustrated in the accompanying
drawings.
Brief Description of the Drawings
~
Figure 1 is a schematic circuit diagram
of the electrical driving system.
Figure 2 is an elevational sectional
view of the electrical conversion element.
Figure 3 is a plan sectional view
taken along line 3--3 of Figure 2.
Figure 4 is a plan sectional view
taken along line 4--4 of Figure 2.
Figure 5 is a schematic circuit diagram
of the alternating-current input circuit.
Description of the Preferred Embodiment
~
While the present invention is susceptible
of various modifications and alternative constructions, an embodiment is
shown in the drawings and will herein be described in detail. It should
be understood however that it is not the intention to limit the invention
to the particular form disclosed; but, on the contrary, the invention is
to cover all modifications, equivalents and alternative constructions falling
within the spirit and scope of the invention as expressed in the appended
claims.
There is disclosed herein an electrical
driving system which, on theory, will convert low voltage electric energy
from a source such as an electric storage battery to a high potential,
high current energy pulse that is capable of developing a working force
at the inductive output of the device that is more efficient than that
which is capable of being developed directly from the energy source. The
improvement in efficiency is further enhanced by the capability of the
device to return that portion of the initial energy developed, and not
used by the inductive load in the production of mechanical energy, to the
same or second energy reservoir or source for use elsewhere, or for storage.
This system accomplishes the results
stated above by harnessing the "electrostatic" or "impulse" energy created
by a high-intensity spark generated within a specially constructed electrical
conversion switching element tube. This element utilizes a low-voltage
anode, a high-voltage anode, and one or more "electrostatic" or charge
receiving grids. These grids are of a physical size, and appropriately
positioned, as to be compatible with the size of the tube, and therefore,
directly related to the amount of energy to be anticipated when the device
is operating.
The low-voltage anode may incorporate
a resistive device to aid in controlling the amount of current drawn from
the energy source. This low-voltage anode is connected to the energy source
through a mechanical commutator or a solid-state pulser that controls the
timing and duration of the energy spark within the element. The high-voltage
anode is connected to a high-voltage potential developed by the associated
circuits. An energy discharge occurs within the element when the external
control circuits permit. This short duration, high-voltage, high-current
energy pulse is captured by the "electrostatic" grids within the tube,
stored momentarily, then transferred to the inductive output load.
The increase in efficiency anticipated
in converting the electrical energy to mechanical energy within the inductive
load is attributed to the utilization of the most optimum timing in introducing
the electrical energy to the load device, for the optimum period of time.
Further enhancement of energy conservation
is accomplished by capturing a significant portion of the energy generated
by the inductive load when the useful energy field is collapsing. This
energy is normally dissipated in load losses that are contrary to the desired
energy utilization, and have heretofore been accepted because no suitable
means had been developed to harness this energy and restore it to a suitable
energy storage device.
The present invention is concerned
with two concepts or characteristics. The first of these characteristics
is observed with the introduction of an energizing current through the
inductor. The inductor creates a contrary force (counter-electromotive
force or CEMF) that opposes the energy introduced into the inductor. This
CEMF increases throughout the time the introduced energy is increasing.
In normal applications of an alternating-current
to an inductive load for mechanical applications, the useful work of the
inductor is accomplished prior to terminating the application of energy.
The excess energy applied is thereby wasted.
Previous attempts to provide energy
inputs to an inductor of time durations limited to that period when the
optimum transfer of inductive energy to mechanical energy is occurring,
have been limited by the ability of any such device to handle the high
current required to optimize the energy transfer.
The second characteristic is observed
when the energizing current is removed from the inductor. As the current
is decreased, the inductor generates an EMF that opposes the removal of
current or, in other words, produces an energy source at the output of
the inductor that simulates the original energy source, reduced by the
actual energy removed from the circuit by the mechanical load. This "regenerated",
or excess, energy has previously been lost due to a failure to provide
a storage capability for this energy.
In this invention, a high-voltage,
high-current, short duration energy pulse is applied to the inductive load
by the conversion element. This element makes possible the use of certain
of that energy impressed within an arc across a spark-gap, without the
resultant deterioration of circuit elements normally associated with high
energy electrical arcs.
This invention also provides for
capture of a certain portion of the energy induced by the high inductive
kick produced by the abrupt withdrawal of the introduced current. This
abrupt withdrawal of current is attendant upon the termination of the stimulating
arc. The voltage spike so created is imposed upon a capacitor that couples
the attendant current to a secondary energy storage device.
A novel, but not essential, circuit
arrangement provides for switching the energy source and the energy storage
device. This switching may be so arranged as to actuate automatically at
predetermined times. The switching may be at specified periods determined
by experimentation with a particular device, or may be actuated by some
control device that measures the relative energy content of the two energy
reservoirs.
Referring now to Figure 1, the system
10 will be described in additional detail. The potential for the high-voltage
anode 12 of the conversion element 14 is developed across the capacitor
16. This voltage is produced by drawing a low current from a battery source
18 through the vibrator 20. The effect of the vibrator is to create a pulsating
input to the transformer 22. The turns ratio of the transformer is chosen
to optimize the voltage applied to a bridge-type rectifier 24. The output
of the rectifier is then a series of high-voltage pulses of modest current.
When the available source is already of the high voltage AC type, it may
be coupled directly to the bridge-type rectifier.
By repetitious application of these
output pulses from the bridge-type rectifier to the capacitor 16, a high-voltage
high-level charge is built up on the capacitor.
Control of the conversion switching
element tube is maintained by a commutator 26. A series of contacts mounted
radially about a shaft, or a solid-state switching device sensitive to
time or other variable may be used for this control element. A switching
element tube type one-way energy path 28 is introduced between the commutator
device and the conversion switching element tube to prevent high energy
arcing at the commutator current path. When the switching element tube
is closed, current from the voltage source 18 is routed through a resistive
element 30 and a low voltage anode 32. This causes a high energy discharge
between the anodes within the conversion switching element tube 14.
The energy content of the high energy
pulse is electrostatically coupled to the conversion grids 34 of the conversion
element. This electrostatic charge is applied through an output terminal
60 (Figure 2) across the load inductance 36, inducing a strong electromagnetic
field about the inductive load. The intensity of this electromagnetic field
is determined by the high electromotive potential developed upon the electrostatic
grids and the very short time duration required to develop the energy pulse.
If the inductive load is coupled
magnetically to a mechanical load, a strong initial torque is developed
that may be efficiently utilized to produce physical work.
Upon cessation of the energy pulse
(arc) within the conversion switching element tube the inductive load is
decoupled, allowing the electromagnetic field about the inductive load
to collapse. The collapse of this energy field induces within the inductive
load a counter EMF. This counter EMF creates a high positive potential
across a second capacitor 38 which, in turn, is induced into the second
energy storage device or battery 40 as a charging current. The amount of
charging current available to the battery 40 is dependent upon the initial
conditions within the circuit at the time of discharge within the conversion
switching element tube and the amount of mechanical energy consumed by
the work load.
A spark-gap protection device 42
is included in the circuit to protect the inductive load and the rectifier
elements from unduly large discharge currents. Should the potentials within
the circuit exceed predetermined values, fixed by the mechanical size and
spacing of the elements within the protective device, the excess energy
is dissipated (bypassed) by the protective device to the circuit common
(electrical ground).
Diodes 44 and 46 bypass the excess
overshoot generated when the "Energy Conversion Switching Element Tube"
is triggered.
A switching element 48 allows either
energy storage source to be used as the primary energy source, while the
other battery is used as the energy retrieval unit. The switch facilitates
interchanging the source and the retrieval unit at optimum intervals to
be determined by the utilization of the conversion switching element tube.
This switching may be accomplished manually or automatically, as determined
by the choice of switching element from among a large variety readily available
for the purpose.
Figures 2, 3, and 4 show the mechanical
structure of the conversion switching element tube 14. An outer housing
50 may be of any insulative material such as glass. The anodes 12 and 32
and grids 34a and 34b are firmly secured by nonconductive spacer material
54, and 56. The resistive element 30 may be introduced into the low-voltage
anode path to control the peak currents through the conversion switching
element tube. The resistive element may be of a piece, or it may be built
of one or more resistive elements to achieve the desired result.
The anode material may be identical
for each anode, or may be of differing materials for each anode, as dictated
by the most efficient utilization of the device, as determined by appropriate
research at the time of production for the intended use.
The shape and spacing of the electrostatic
grids is also susceptible to variation with application (voltage, current,
and energy requirements).
It is the contention of the inventor
that by judicious mating of the elements of the conversion switching element
tube, and the proper selection of the components of the circuit elements
of the system, the desired theoretical results may be achieved. It is the
inventor's contention that this mating and selection process is well within
the capabilities of intensive research and development technique.
Let it be stated here that substituting
a source of electric alternating-current subject to the required current
and/or voltage shaping and/or timing, either prior to being considered
a primary energy source, or thereafter, should not be construed to change
the described utilization or application of primary energy in any way.
Such energy conversion is readily achieved by any of a multitude of well
established principles. The preferred embodiment of this invention merely
assumes optimum utilization and optimum benefit from this invention when
used with portable energy devices similar in principle to the wet-cell
or dry-cell battery.
This invention proposes to utilize
the energy contained in an internally generated high-voltage electric spike
(energy pulse) to electrically energize an inductive load; this inductive
load being then capable of converting the energy so supplied into a useful
electrical or mechanical output. In operation the high-voltage, short-duration
electric spike is generated by discharging the capacitor 16 across the
spark-gap in the conversion switching element tube. The necessary high-voltage
potential is stored on the capacitor in incremental, additive steps from
the bridge-type rectifier 24.
When the energy source is a direct-current
electric energy storage device, such as the battery 12, the input to the
bridge rectifier is provided by the voltage step-up transformer 22, that
is in turn energized from the vibrator 20, or solid-state chopper, or similar
device to properly drive the transformer and rectifier circuits.
When the energy source is an alternating-current,
switches 64 disconnect transformer 22 and the input to the bridge-type
rectifier 24 is provided by the voltage step-up transformer 66, that is
in turn energized from the vibrator 20, or solid-state chopper, or similar
device to properly drive the transformer and rectifier circuits.
The repetitious output of the bridge
rectifier incrementally increases the capacitor charge toward its maximum.
This charge is electrically connected directly to the high-voltage anode
12 of the conversion switching element tube.
When the low-voltage anode 32 is
connected to a source of current, an arc is created in the spark-gap designated
62 of the conversion switching element tube equivalent to the potential
stored on the high-voltage anode, and the current available from the low-voltage
anode. Because the duration of the arc is very short, the instantaneous
voltage, and instantaneous current may both be very high. The instantaneous
peak apparent power is therefore, also very high. Within the conversion
switching element tube, this energy is absorbed by the grids 34a and 34b
mounted circumferentially about the interior of the tube.
Control of the energy spike within
the conversion switching element tube is accomplished by a mechanical,
or solid-state commutator, that closes the circuit path from the low-voltage
anode to the current source at that moment when the delivery of energy
to the output load is most auspicious. Any number of standard high-accuracy,
variable setting devices are available for this purpose. When control of
the repetitive rate of the system's output is required, it is accomplished
by controlling the time of connection at the low-voltage anode.
Thus there can be provided an electrical
driving system having a low-voltage source coupled to a vibrator, a transformer
and a bridge-type rectifier to provide a high voltage pulsating signal
to a first capacitor. Where a high-voltage source is otherwise available,
it may be coupled direct to a bridge-type rectifier, causing a pulsating
signal to a first capacitor. The capacitor in turn is coupled to a high-voltage
anode of an electrical conversion switching element tube. The element also
includes a low-voltage anode which in turn is connected to a voltage source
by a commutator, a switching element tube, and a variable resistor.
Mounted around the high-voltage anode
is a charge receiving plate which in turn is coupled to an inductive load
to transmit a high-voltage discharge from the element to the load. Also
coupled to the load is a second capacitor for storing the back EMF created
by the collapsing electrical field of the load when the current to the
load is blocked. The second capacitor in turn is coupled to the voltage
source.
Claims ~
What is claimed is:
1. An electrical conversion switching
element tube comprising: a closed insulative housing (50); a first low-voltage
anode (32) mounted internally to said housing and extending internally
to an electrical discharge area (62), said first anode adapted to be connected
to a voltage source external to the housing; a second high-voltage anode
(12) mounted internally to said housing and extending internally to said
electrical discharge area (62), said second anode also being adapted to
be connected to a voltage source external to the housing; electrically
conductive means (34b) positioned internally within said housing and extending
circumferentially about said second anode while being directly exposed
thereto but not conductively connected thereto but, rather, spaced therefrom
for receiving an electrostatic charge from the second anode when a discharge
current is triggered across said discharge area between said first and
second anodes, said charge receiving electrically conductive means also
being internally mounted to said housing; and an output terminal (60) communicating
with said charge receiving electrically conductive means, said terminal
adapted to be connected to an inductive load externally of said housing.
2. An electrical conversion switching
element tube as claimed in claim 1, including a resistive element (30)
in series with said first anode.
3. An electrical conversion switching
element tube as claimed in claim 1 wherein: said charge receiving electrically
conductive means is tubularly shaped.
4. An electrical conversion switching
element tube as claimed in claim 3, including a second tubularly shaped
charge receiving electrically conductive means (34a) positioned circumferentially
about said first mentioned charge receiving electrically conductive means.
Regenerative Energy
Recovery System, e.g., for Electromagnetic Propulsion
[ Unidentified British Application Number ]
( 10 April 1980 )
Back emf can result in energy loss, or inefficient use of energy, in
inductive circuits. A regenerative energy recovery system, embodying
the present invention employs switching 6 to discharge a capacitor 3, through
an inductive load 5, e.g., a motor. When capacitor 3 is discharged, a diode
4 creates an alternative circuit path through which inductively maintained
current may then continue to flow, for example to charge a battery 7. The
invention may be of particular value in electromagnetic propulsion systems.
Specification
Background of the Invention
The inventor believes this to be a unique and novel approach to the
control of electrical energy for possible future application for the propulsion
of inductive devices.
Through the use of certain inductive devices which enables the device
to hold for a short period of time discharges of the capacitors to an external
inductive load, the back EMF produced is captured and stored for future
use. The result, then being, that the inventor believes this to be a more
efficient use of energy.
Summary of the Invention
The invention relates to the Regenerative Energy Recovery System designed
into a configuration wherein energy is momentarily stored for subsequent
release for use in propelling electromagnetic devices.
The Regenerative Energy Recovery System is designed to accept a high
potential charge from a capacitor which has been charged from a high voltage
power source. When the magnitude has been attained at a high level, this
will cause a high current spike which can then be utilized into the inductive
load. A part of the EMF, that is normally lost, is recaptured and rerouted
and stored for future use.
According to the preferred embodiment of this invention is an energy
conserving system. Exemplary embodiments of the invention are herein illustrated.
These exemplary illustrations and descriptions should not be construed
as limiting the invention to the embodiments shown, because those skilled
in the arts appertaining to the invention may conceive of other embodiments
in the light of the description.
Description of the Preferred Embodiment
As herein mentioned, the basic principle of the regenerative energy
recovery system will be explained using the simplified block diagrams of
Figures 1 and 2.
Figure 1 shows all the major and necessary components in simplified
block form.
Figure 2 duplicates Figure 1 but is broken into the three sections
A, B, and C, corresponding to the three phases of operation of the process
which takes place sequentially. The explanation will use Figure 2, but
also applies to Figure 1.
Figure 3 shows an electrical schematic view of the system of
Figures 1 and 2.
Brief Description of Drawings
During phase A, a capacitor (item 3) is charged to a high voltage of
about 2000 volts. Battery No. 1, shown as 24 V (item 1) has its voltage
charged to 2000 volts by the use of DC to DC converter (item 2). Item 1
is shown as a battery because that is usually a portable electrical energy
source. Item 2 is any means suitable to change a low voltage to a high
voltage. The phase A purpose is to obtain a high voltage change in a suitable
capacitor.
During phase B, the capacitor (item 3) charged to a high voltage is
discharged by closing the normally open (N.O.) switch (item 6). The switch
control (item 8) programs when the switches (items 4 and 6) are operated.
The discharge current is rapidly p[assed through switch number 1 (item
4), through the inductive load (item 5) and through the now closed switch
number 2 (item 6), and through the energy recovery battery number 2 (item
7). Phase B continues until the capacitor approaches zero voltage whereupon
the inertia of the current in the inductance of the inductive load would
normally start an overshoot of reversed charge into the capacitor.
During phase C, the switch number 1 (item 4) disconnects capacitor 9item
3) without interrupting the current flowing in the path described in phase
B. That is, the current path is through items 5, 6, 7, and back through
item 4 into the inductive load (item 5) in a closed loop.
Switches, items 4 and 6 are any devices which will perform the desired
switching function in the corresponding parts of the circuit.
Inductive loads (item 5) may be a single load, or multiple loads, If
a single load, the circuit may be duplicated so two inductive loads can
interact in an inductive configuration.
If a single load, a permanent magnetic field may also be used so two
interacting magnetic fields can cause force and motion. If multiple loads,
one may be designated a rotor load. Suitable polarities will determine
whether attractive or repulsive interaction will occur. The timing of the
discharge will occur at the instant the loads are properly positioned.
The timing of discharge will be determined by the switch control.
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