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US Patent 3,890,548 Edwin Gray
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| "I think we should post the two Gray patents to provide a firm foundation for this project as it may develop into a project for a motor suitable for an electric vehicle as Gray intended. Both these patents are expired, but they are often referred to in my work." -- G.M. |
 United States Patent Gray |
[11]
3,890,548 |
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OTHER PUBLICATIONS Primary Examiner—Robert K. Schaefer |
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 connected 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 juxtaposed stationary movable electromagnets wound so that their respective cores arc 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. 18 Claims, 19 Drawing Figures |
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FIG. 1 is an explanatory schematic diagram of a capacitor charging and discharging circuit utilized in the present invention;
FIG. 2 is a block diagram of an exemplary engine system according to the invention;
FIG. 3 is a perspective view of a typical engine system according to the invention, coupled to an automotive transmission;
FIG. 4 is an axial sectional view taken at line 4—4 in FIG. 3;
FIG. 5 is a sectional view taken at line 5—5 in FIG. 4
FIGS. 6 and 7 are fragmentary sectional views, corresponding to a portion of FIG. 5, illustrating successive advanced positions of the engine rotor therein;
FIG. 8 is an exploded perspective view of the rotor and stator of the engine of FIGS. 3 and 4;
FIG. 9 is a cross-sectional view taken at line 9—9 of FIG. 4;
FIG. 10 is a partial sectional view, similar to the view of FIG. 9, illustrating a different configuration of electromagnets in another engine embodiment of the invention;
FIG. 11 is a sectional view taken at line 11—11 in FIG. 3, illustrating the control head or novel speed change controlling system of the engine;
FIG. 12 is a sectional view, taken at line 12—12 in FIG. 11, showing a clutch pLate utilized in the speed change control system of FIG. 11;
FIG. 14 is a sectional view, taken at line 14—14 in FIG. 11, showing a clutch plate which cooperates with the clutch plate of FIG. 12;
FIG. 13 is a fragmentary view, taken at line 13—13 in FIG. 12;
FIG. 15 is a fragmentary sectional view taken at line 15—15 of FIG. 13;
FIG. 16 is a perspective view of electromagnets utilized in the present invention;
FIG. 17 is a schematic diagram showing cooperating mechanical and electrical features of the programmer portion of the invention;
FIG. 19 is a developed view, taken at line 19—19 of FIG. 11, showing the locations of displaced spark gap elements of the speed changing mechanism of an engine according to the invention.
FIG. 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
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 d-c source is discharged across a spark gap to provide 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 e.m.f. 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 at 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 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
Heretofore, electric engines or motors have operated on the principle that a
conductor carrying a current in a magnetic field tends to move perpendicularly
to that field; the electromagnetic torque developed by an armature or rotating
portion of the motor is proportional to the magnetic flux in the stationary
field and to the armature current.
In direct current motors the field is created by current through two or more
field coils disposed in opposing magnetic relationship in the motor casing,
while current through a rotatable armature positioned in the field is
alternatingly reversed in polarity to provide continuous motion. The polarity
reversing mechanism is a commutator. Some d-c motors have their field windings
electrically in parallel with the rotor armature winding and are called “shunt-wound”
motors. Other d-c motors have field and armature windings connected in series.
In both series and shunt motors commutators are used for reversing the magnetic
polarity of the armature to maintain rotation within the field.
A third type of d-c motor utilizes a permanent magnet field so that the
operating current passes only through the armature winding. Such motors also use
polarity reversing commutators to maintain direction of rotation. Reversal of
direction of motion is effected by reversing the polarity of applied d-c
potential.
Control of speed of d-c motors is accomplished basically by decrease or increase
of magnetic field flux or the current through the armature. Either or both of
these effects can be accomplished by raising or lowering the applied potential.
In shunt motors, a series resistance may be varied to produce speed changes. In
a permanent magnet motor or series motor, speed variation is best accomplished
by voltage variation with a variable resistance in series with the motor d-c
supply.
In alternating current motors, as is well known, a rotating magnetic field is
created in the stator, and the rotor may be wound with as many poles as there
are in the stator, with terminals connected with slip rings, or the rotor may
consist of solid bars shorted by rings on each end to form a “squirrel cage”
configuration. The speed of an a-c motor depends on the frequency of the applied
a-c energy, if the motor is synchronous.
“Universal” motors are operable on either a-c or d-c energy.
In stepping motors, a rotor is moved from one pole to the next adjacent pole
with each application of current, the rotor remaining at that position until a
next application of current. This is accomplished by switching the current on
and off or by pulsing the current. Examples of stepping motors are described in
U.S. Pat. No. 3,467,902 to Shimizu, et al., U.S. Pat. No. 3,462,667 to Jackson,
and U.S. Pat. No. 3,599,069 to Welch.
Operation of the a-c and d-c motors described above involves the consumption of
substantial electric current. These motors can generate electric current when
driven externally by a mechanical force. External energy to rotate the generator
rotors can be provided by hydroelectric and steam sources or by other electric
motors. In some of these systems, a d-c motor source drives an a-c generator for
conversion of d-c energy to a-c energy or a d-c motor may drive a d-c generator
which delivers a higher voltage than the source.
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. Where 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
and electromagnetic poles in a rotor 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 1200 apart on a central shaft and major stator electromagnets
may be disposed 400 apart in the motor 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 13Y3° 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 I 3’A° 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 d-c potential may be applied in alternating polarity to ignition coils
or other voltage step-up arrangements from which a high voltage d-c potential is
derived through rectification by diodes.
The capacitor charging circuit comprises a pair of high frequency switchers
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 d-c 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 so
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 6W for speed advance.
By causing the discharge to occur when the rotor position is approaching the
stator, the repulsion pulse occurs 6W before the alignment position of the rotor
and stator electromagnets, thus stowing 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 automotive 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° 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 1200 firing positions during uniform speed or rotation conditions, but
shift to ±6W 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 appertaining 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
[Inserted above after each drawing -- SDA.]
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 FIG. 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 bidirectional 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 28a, 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 FIGS. I and 2, a d-c 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 (FIG. 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 from a series circuit
path across the secondaries of transformers 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,
27o, 28, 28a in FIG. 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 lOa to store this
excess energy. The overshoot pulse returns to battery lOa because after
discharge the only path open is that to battery IOa, 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—IOa, adding to their capacity. The circuit 46 is
connected between the capacitor banks 39 and batteries 10, lOa.
Referring to FIG. 3, a motor or engine 49 according to the present invention is
shown connected with an automotive transmission 48. The transmission 48
represents one of many forms of loads to which the engine may be applied. A
motor housing 50 encases the operating mechanism hereinafter described. The
programmer 40 is axially mounted at one end of this housing. Through apertures
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 58 on the shaft (not shown) of the
engine 49, 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 FIGS. 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 FIG.
4, on 85 at 85a and 85b, and on 86 at 86a and 86b. One of the third
electromagnet coil assemblies, designated 87a, is shown in FIG. 5, viewed from
the shaft end. As more clearly shown in the perspective view of FIG. 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 is coated with an electrically insulating
material 99 in which are embedded electromagnet coils, as hereinafter described,
and the interiors of end plates 100, 101 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 or 105a are disposed every 400 about the interior of housing 50 to form
a stator which cooperates with the rotor 8 1—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.
[scanned/OCR to here; May 28, 2004]
In Table I, 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 l33i° position.
Similarly, in step 1 rotor arm 86 is at the 1 33’h° position with a minor
rotor and minor stator electromagnet in alignment for discharge. Simultaneously,
rotor arm 87 is at the 253 Y3° position with a minor rotor and minor stator in
alignment for capacitor discharge there- through. The other steps of the
sequence are apparent from Table I, 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 FIG. 18, with
single electromagnet configuration the alignment is uniform and the discharge
sequences follow sequentially.
As hereinbefore mentioned, a change in speed is effected by displacing the
stator spark gap terminals on the rotor (shown at 236 in FIGS. 17 and 18) either
counter-clockwise or clockwise 6%° so that the discharge position of the stator
electromagnets is dis-
[scanned/OCR to here; May 28, 2004]
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Page created by Sterling
D. Allan, May 28, 2004
Last updated August 16, 2004
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