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Technical Discussion: Energy Management Systems
Report by Richard Hackenberger at the time he was Ed
Gray's Engineer, regarding the EVGray EMA motor and its circuit input-output
measurements, scientific basis for the function, and projected development ,
explaining avalanche power pulse principles in terms of existing models of
physics.
Date unknown (1970's?)
Also available in original formatting view:
Technical Discussion: Energy
Management Systems
(865kb tif file)
Richard Hackenberger demonstrating magnetic
repulsion. (source)
Preface
To: sterlingda@pureenergysystems.c*
Sent: Friday, May 28, 2004 7:43 AM
Subject: Proper background for project
[excerpt]
Dear Sterling,
[...] Next week I will
send you a copy of a very important document. Edwin Gray's business was
named EVGRAY. Mr. Gray's electrical engineer was Mr.
Richard Hackenberger. Mr. Hackenberger prepared a report entitled "Technical
Discussion" in which he
1) disclosed the test results of the EVGRAY motor as tested
at
UCLA
2) disclosed the exact nature of the operating scientific
principles of the motor.
3) Provided important flow block diagrams with critical
design
values for voltage, current and power.
After reviewing the two
patents, the Technical Discussion [this page], and the Summary of Loeb and
Meek's "Mechanism
of the Electric Spark", it should be very clear to you the
significance of this information that I am giving you.
Respectfully,
[G.M.]
* * * *
To: Sterling D. Allan
Sent: Tuesday, June 01, 2004 3:02 PM
Subject: Technical Discussion, R. Hachenburger
[excerpt]
With the
Technical Discussion you have everything you need.
* * * *
To: Sterling D. Allan
Sent: Thursday, June 03, 2004 7:23 PM
Subject: ready to go with Eff. Power Supply
[excerpt]
Dear Sterling,
Wonderful! The
'Technical Discussion' contains the essence of Gray's work that was
never disclosed in the patent.
With the recreation of the
'Efficient Power Supply' , the "Radiant Event" that Dr. Lindemann
refers to in his book appears from the high voltage anode.
Dr. Lindemann and I have gone
back and forth on the terminology of the Radiant Event and what exactly is
going on in terms of physics. Dr. Lindemann is sometimes put off by my use
of standard physics; inverse photoelectric effect, avalanche and
quantum theory. He is saying that this is a different form of energy.
Dr. Lindemann may very well be absolutely correct. The energy does leave the
high voltage anode at right angles to the path of the current, much
different than the magnetic flux set up by a normal direct current.
The investigation into the
nature of this energy is where the real work begins. With the photos of the
power supply and the ER on the power supply the magnitude of the discharge
can be observed.
Delivering this
"Radiant Energy" to the motor electromagnets is where Gray was
able to achieve the results recorded in the test data in the Technical
Discussion.
My explanation of the
physics of the radiant event that I observed is speculation. The radiant
event has been confirmed, the exact nature of this energy is the question.
Perhaps your father may be of some help on this one, once the experimental
apparatus is set up and the general theory is discussed.
This is real over-unity.
-- G.M.
Transcription
OCR Scan & Transcription by Sterling
D. Allan June 3,4 2004
Page 1
TECHNICAL DISCUSSION
ENERGY MANAGEMENT SYSTEMS
GENERAL
For many years the Electro Magnetic Energy Storage System has been used
exclusively in the development of kinetic energy from electrical energy.
The primary reason for this is dictated by the fact that the magnetic energy
that can be stored with a ferro electric field and therefore, the force readily
producible by an electro magnet field, is 104th times greater than that
conveniently possible with an electro static field.
Losses associated with such systems, due to electrical resistance, gap losses,
windage, and other mechanical resistance; are manifested as heat which can not
be recovered either as electrical or kinetic energy.
Examination of the purely electro-static forces available, were they readily
adaptable for use in practical systems, indicate a superior energy
transformation from electrical to kinetic energy would be possible.
In the Energy Management System concept, both the electromagnetic and
electrostatic power available is utilized in the conversion from electrical to
kinetic energy. This system reduces to an absolute minimum the thermal energy
loss. In addition, the Energy Management System offers a means whereby part of
the electrical energy involved in producing kinetic energy is being reclaimed
electrochemically in all battery operated systems. This design has been
Incorporated in the EMS-4 motor by EVGRAY ENTERPRISES INC. With the construction
of each of the prototypes, more is learned and design improvements are made.
The latest motor currently under construction will maintain an extremely high
efficiency. Such ENERGY MANAGEMENT SYSTEMS will find use in any motive. or
stationery power applications.
DESIGN APPROACH
An efficiently designed synchronous A.C. electric motor rated at 10 kw or more,
(10 H.P. and above) is 93% to 96% efficient in the conversion of A.C. electrical
power into kinetic energy. Such efficiency figures are appealing to the designer
of battery operated electric motor devices. However the battery output energy
must be inverted to A.C.. The total system efficiency therefore is that of
a synchronous motor, less the efficiency of the inverter. Using a standard
approach to such a system would result in an overall system efficiency of
between 70% and 80%.
A standard well designed brush type D.C. traction motor is capable of this same
efficiency, therefore synchronous motors are rarely used in battery operated
power systems.
Most A.C. motors currently available operate on 60 Hz (cycles) A.C. line poiwer
at voltages from 115 to 230 V.A.C. Special high frequency motors are also
available which operate at higher speeds from power converters (changes of 60
cycle A.C. to 1000 cycle A.C.). Such motors where a two pole magnetic system is
employed, operate at 60,000 R.P.M. as compared to 3600 R.P.M. for a 60 cycle
motor.
Page 2
These high frequency motors use field windings containing fewer turns of wire
for a given power rating, than used in 60 cycle motors with the same rating.
This is due to the increased reactance (resistance) to alternating current-flow
at higher frequencies. Since power turns are used, the D.C. resistance of the
high frequency motor fields is substantially reduced. If such a motor could be
designed to operate directly from D.C. power an apparent improvement in
efficiency is suggested.
If we convert an A.C. motor to a D.C. power source, it will not operate.
Only heat is developed. This is due to the lack of commutation (means for
developing a rotating magnetic force). In standard D motors, a brush contact
commutator is used to cause the motor armature to rotate.
THE EMS PRINCIPLE
The challenge was to design a highly efficient motor which will operate from
D.C. without using a brush contact commutator to achieve an efficiency equal to
or in excess of that realized in the A.C. synchronous motor may be obtained.
1. OPERATING .VOLTAGE. Instead of using 115 volts or 230 volts, if we use 2000
or 3000 volts, whatever D.C. resistance the motor field winding may have,
becomes negligible. Little or no heat is generated.
2. PULSE OPERATION. Instead of using A.C. or D.C. from the batteries directly we
use pulses of D.C. at 2000 to 3000 volts which will further improve the motor
efficiency due to (a) use of both electromagnetic and electrostatic energy in
the motor field windings. (the electrostatic field strength being
increased as well as the electromagnetic field strength in a high voltage
system).
(b) Elimination of the brush contact commutator. Pulse operation is
provided by a spark gap commutator or a solid state pulse commutator.
The Energy Management System motor (E.M.S.) incorporates these principles in a
unique way.
Both the stator (stationary) field windings and rotor (rotating) field windings
are low resistance.
During the charge of the magnets, also when the magnetic field is collapsed and
if the capacitor bank is overcharged, a 60 - 120 amp D.C. pulse is directed back
to the battery pack directly to provide a recycling of the electro chemical
energy
THE E.M.S. MOTOR FUNCTION
In the E.M.S. motor, Evgray Enterprises incorporates the use of high energy
narrow pulses of D.C. energy to provide a continuously revolving field due to
distribution through a special pulse operated commutating system.
Both the stator fields and the rotor fields are subjected to these cursts
[?bursts?] of pulse energy in sequence to cause rotation of the motor shaft.
The motor development introduces a new phenomenon associated with the use of
ionized atmosphere wherein chemical dissociation of the atoms and production
Page 3
of avalanche, electronically derived, kinetic energy is combined with
the electrostatic and electromagnetic force fields to develop exceptionally high
torque with modest power input requirements. In addition, the collapsing
electrostatic fields stored in the motor poles produce high current-electrical
power pulses which may be utilized to restore electro-chemical power to the
battery pack.
EMA-MOTOR SPECIFICATION
(All performance data should be corrected to sea level or test
conditions noted)
| Weight — Bare |
300 lbs. |
| Weight Including battery and ancillary equipment |
400 lbs. |
| Maximum Power. — Continuous |
50-100 HP depend-
ing upon battery
consumption |
| Maximum Torque — Continuous |
240-480 ft. lbs. |
| Power/Speed Curve (with and without speed control) |
To be determined |
| Torque/Speed Curve (with and without speed control) |
To be determined |
| Efficiency/Power Curve (at constant and varying speed) |
To be determined |
| Temperatures |
60°C to +150°C |
| Humidity |
20% to l00% RH |
| Pressure |
10 to 0.2 atmospheres |
| Volume |
16" dia. x 45" max. |
| Battery Current Time Curve |
To be determined |
| Energy balance summary of the engine |
To be determined |
| Design Speed |
0 RPM to 5,000 |
| Acceleration |
0 to 5000 RPM
under full load in
less than 5 seconds |
| Speed variation and stability at constant speed |
2% |
| Normal Power |
25H.P. |
| Maximum Power |
100 H.P. |
| Buttery Voltage |
12 Volts |
| Battery Capacity |
434 Amp. Hours |
EVGRAY ENTERPRISES, INC.
BY [RB Hackenberger signature]
Page 4
The EMA motor differs from conventional DC motors in several respects:
1. The batteries do mot directly drive the motor but rather the
high voltage generation circuitry.
2. The EMA is a high voltage motor, i.g., 3000 volts.
3. The motor is electro-statically driven which is unique.
4. The motor is response to a high rate of high voltage/low amp power pulse
(80-100K/Min).
5. Due to the design architecture the motor has the ability to restore/recycle
the electro-chemical energy to the battery pack thereby permitting motor
operation over extended periods of time. This will be subsequently
explained but it should be noted here that no laws of physics regarding energy
are violated.
6. In addition to the recycling noted above, we don't have the chicken and the
egg problem with generators on DC motors. The EMA motor uses a standard 30
amp generator and the energy output is less than the kinetic energy required to
drive it.
The EMA motor works by electro-magnetic association. It takes very
little energy to activate the EMA motor which in turn produces a
great deal of electrical power. This power is harnessed by directing the
current flow to electro-magnets which in turn causes a magnetic attraction and
repulsion sequence which turns the motor rotor. During motor operation,
power from the high voltage section is put through a system of electrical
circuitry to produce a series of power pulses. The pulses 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 pulses, determines their polarity (whether they
will be north or south) and directs their power to selected electro-magnets in
the main unit.
The shifting position and polarity of the spikes between electromagnets are
located on both the rotor and stator of the large motor. Attraction arid
repulsion between the two sets of magnets sets the motor/generator in
motion. Once in motion, the motor/generator recharges the batteries with
60-120 amp pulses, as a result of the recycle/generation system, and also
provides the electrical power required for work to be accomplished. To
prevent condensation in the main cylinder and to dissipate a high voltage
corona, a 1/2 pound of air pressure has to be maintained. Figure
1 depicts the energy flow in the EMA.
click for enlargement
Figure 1: EMS Block Diagram
The idea of a recycling electric motor, at first appears to go against much of
the theory of electricity and the conservation of energy. The EMA
motor/generator does not, however, violate the basic laws of physics, but
rather, utilizes them in a unique
Page 5
integration in a system, in order to maximize upon the characteristics and
interrelationships between electrical, magnetic, and physical components.
The EVGRAY EMA motor development introduces new phenomena associated with the
use of ionized atmosphere wherein chemical disassociation of the atoms and
production of avalanche electronically derived kinetic energy is combined with
the electrostatic and electromagnetic force fields to develop exceptionally high
torque with modest power input requirements. In addition, the collapsing
electro-static fields stored in the motor poles produce high current-electrical
power pulses which may be utilized to restore electro-chemical power to the
battery pack. These pulses are of sufficient magnitude to cause physical
damage to standard battery cells. The battery must therefore be extremely
rugged to accommodate this synchronous recharge cycle during battery operation.
The development of practical power systems dictates research in the area of
battery life. While 90% recapture of the electro-chemical battery power is
theoretically possible, it is necessary to limit the recycling of energy to less
than 90% to insure adequate battery life.. At the present tire are using a
recycling rate of 43%, and the generator provides approximately 25%.
Figure 2 depicts the energy balance and flow
measurements in a recent test.
click for enlargement
Figure 2: EMA-4 Energy Balance and Flow
To date we have produced 4 operational EMA motors E2 motors incorporating the
recycling principle and have validatcd the technical principles involved. EMA-4
has over 1500 operating hours on it. We are presently starting our 5th prototype
which is intended to be a
100 BHP automobile engine. Table 1 shows the design specification.
We have planned an 18 month development program (12 months devoted to road,
environmental and life tests) for this motor. It will have, a 300 mile range on
a continuous run and a 500 mile range on an average driving basis before an
external battery recharge is required. We also will be exploring further
the following phenomenon:
- Kinetic energy developed in pole repulsion due to ionization of atmosphere
in the motor. An ionized gas may carry two conduction currents; one
due to the motion of electrons to the positive electrode, and the other due
to the motion of positive ions toward the negative electrode. The
effect of the positive ions on the forces action between the free electrons
is such as to overcome the electronic forces (the space charge) and hence to
allow a much greater current of electrons to flow than would occur in a
vacuum. In addition, the positive ions attracted toward the negative
electrode form an ionic sheath close to the electrode surface and there set
up a high electric field which acts in extracting electrons from the
electrode, which adds further to the magnitude of the electric current.
Page 6
- Kinetic force of the electro-static field
- Kinetic forces due to chemical dis-association of O2 atoms
and CO, O2 recombination again during the force field.
- Whether or not we are consuming any part of the ionized atmosphere as a
fuel.
As you may note from the above are attempting to determine exactly why we do
get the energy recycling when the motor runs. (In fact at idle speeds, with no
load on the motor, you can recharge the batteries completely over a 4 hour
period.)
With respect to efficiency we get ridiculous numbers, from an engineering view
point, when we relate work output to electro-chemical input, e.g. 173%. We
are aware that that is not a real number as it doesn’t take into consideration
the electrically derived kinetic energy, electrostatic forces, and the
electro-magnetic wave front, all of which play a part in the energy recycling. A
real number is system efficiency in utilization of the electro-chemical energy
which amounts to 99.7%.
Table 2 is an independent engineering evaluation of the EL motor, performed by
Crosby Research Institute. Some of the design objectives in the planned
automotive motor deve1oent are as follows:
- Component interchangeability without the need to readjust
- Use of standard off-the-shelf components
- Design to achieve multi-sourcing of components
- Use of standard. interchangeable parts
- Use of standard materials and components
- Modular design
- Modular integration
- Modular plug-in components and parts without need to readjust
- Modu1ar system architecture
- Modular integration - basic motors pre-wiring and connections for most
common options, input/output controls, and energy storage expansion
- Special attention to:
- Industrial design
- Quality Control
- Assurance
- Maintainability
- Documentation
- Use of a standard quality components and materials.
With respect to maintainability and reliability, it is expected that the
motors will be maintained by the end-user, therefore, the machine will be
designed to reduce servicing cost in conjunction with the following maintenance
philosophy:
Page 7
- Simple, efficient, diagnostics incorporated within the system, or by use
of relatively inexpensive ancillary test equipment (voltmeters, etc.) by
unskilled personnel.
- Repairs will be performed by replacement of the faulty part: by spare
parts (which will be repaired in service centers). Estimated
mean-time-to-repair (MTTR) for a worst case condition is 30 minutes, with 15
minutes being the average.
I don’t mean to burden you with all of our plans, etc., but I thought it
best to show that while we have something that is real, there is still a lot of
engineering required in order to develop a practical automotive motor that could
serve as a rep1acrent for an internal combustion engine and not have the present
constraints that existing electric autamotive motors have with respect to
battery recharging and vehicle performance. I would judge that from a technology
status we are a little bit ahead, engineering wise, than JPL is with their
Hydrogen conversion motor. We know that we can produce a practical
automotive motor based upon what we've learned from our existing prototype, but
there are still some uncertainties that have to be resolved before there is a
marketable product, i.e. manufacturing costs (design goals are $300), the impact
on the vehicle and whether or not any vehicle engineering would be required.
I'm sorry that I don’t have more information to give you at this tire bit we
do have a proprietary position to protect. We are a public corporation in
California with approximately 600 shareholders and have invested better than
$800, 000 in engineering and development in the past 3 years. I might note then
2 years ago we did apply for a research grant from the DPA office of Air and
Water programs in Michigan but we were turned down for having a polluting motor.
(i.e. when the batteries are recharged they cause a drain on the local power
company, and generating plants are notorious polluters, therefore we had a
polluting motor with our 4 batteries.) The only emission from the motor is the
high voltage corona, or ozones. In addition, the motor does extract
moisture from the air during operation.
I hope that an of this makes sense, because we do understand the credibility
problem, for an outsider when one considers physics principles. From an
engineering viewpoint we are assured that we are not violating any physical laws
even though we don’t. have all of the answers yet. By continuing to use
standard engineering methodology we are continuing to learn more each day.
Thank you for your interest in our company.
EVGRAY ENTERPRISES, INC.
BY [RB Hackenberger signature]
Page 8
Figure 1, above
Page 9
Figure 2 above
Page 10
EVGray Static Generators -- Brochure
click for enlargement of brochure
END OF TRANSCRIPTION
See also
- Edwin Gray Patents
- Reprints > (received by Express mail from G.M.)
- Technical
Discussion: Energy Management Systems (865kb tif file) the above
report in image format.
- The Engine
that Runs Itself (697kb tif file) - 1973 Article in Probe the
Unknown: "An unconventional approach to harnessing energy has
created a motor that requires no fuel and produces no waste. Its
inventors say it is the answer to man's transportation and power power
problems.
- First
No-Fuel Car! (172kb tif file) - "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 National Tattler, Jan. 27, 1974)
Page transcribed and posted by Sterling
D. Allan, June 3,4, 2004
Last updated June 04, 2004
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