Patent Application
20220250763
This invention generally relates to the field of an electric charging system for an aircraft and more specifically, to a method of using wasted air kinetic energy and creating electrical power from this unused kinetic air with a swirl cage wheel/alternator unit to transform kinetically wasted air energy into mechanical energy to produce electricity that's coupled with a batteries storage bank within an aircraft.
The main downfalls of present electric aircraft are the charging time and process time of the systems aren't capable of readily recharging an electrical plane in a short period, the process may take hours to fully restored. Lithium-ion batteries take up a lot of space on an aircraft, and they are heavy.
The prime mission of an electric aircraft with a wing Alternator charging unit is for sustaining a longer flight time in the air, and extending the life of the aircraft batteries, the the aircraft propeller motor is another benefit for adding energy to the aircraft's electrical system; the charging swirl cage wheel blades start rotating faster as it produces more electrical power for the aircraft.
An electrical aircraft with this type of charging system and supporting systems also represent significant in saving and cost impact to aircraft operators in terms of the price of recharging cost for an electric aircraft with electric propeller motors the Lithium-ion batteries is the only fuel source for this type of aircraft the turnaround charging time of an electric drone? like aircraft without the wing, the charging process is hours of charging time, the recharging costs and time associated with that type of recharging system are costly to the owner of the aircraft.
The driveshaft regenerative braking unit results in fewer maintenance costs and fewer expenses to the operators. Furthermore, the regenerative braking driveshaft allowed an additional source of electric kinetic energy that is applied to the system to help ensure a fully charged batteries bank.
The charging system is also capable of dissipating the kinetic energy from the current regenerative braking unit on the driveshaft that has enough stopping and slowing down energy forces for the system as needed the slowing down of the swirl cage wheel driveshaft to keep the design from overrunning and overcharging of excess current to the aircraft bus electrical strategy from the wing alternators.
The systems are required to be designed to supply fully of its charging capability required to recharge the Lithium-ion batteries and provide electric energy to the aircraft's electrical the system, the plane with a wing alternator and regenerative braking unit on the driveshaft, is designed to meet the safety needs of an electrical aircraft with Lithium-ion batteries or use lead acids batteries to use for power. It is therefore desirable to convert a plane to a kinetic air a system using wind power to charge their aircraft and store this kinetic energy, this kinetic air energy recovered can help power the plane and its electrical components.
The present invention provides kinetic energy that is converted and transferred into the batteries bank for redistribution into the system for use within the aircraft, the wing charging unit is supplying at least two branches of a plane; the system is charging Lithium-ion batteries and providing longer flight time by using the swirl cage wheel/Alternator the design, the system is capable of capturing in two modes regeneration mode and the swirl cage wheel/In Alternator mode, both charging systems are for supplying power to the batteries within the aircraft; the unit is mounted within the wing of the plane and the regeneration braking unit is mounded Besides the alternator unit, they are within the branches of the aircraft on both sides of the aircraft, the system operates by rotation from the air pressure passing over the wing surface at a high rate of speed, hitting the swirl cage wheel blades to create a process that makes the electricity from the kinetic air, the regeneration braking mode is when the alternator shaft rotates at a speed that is too high for the charging system, the braking unit starts to apply the brakes on the regeneration braking unit to start creating regeneration energy in the process.
In one embodiment, the system employs kinetic air energy Lithium-ion batteries storage system acting as the load to store charged electrical kinetic air energy created by the swirl cage wheel/alternator charging unit and the regeneration braking unit, the alternator is creating changing kinetic air into fuel for the Lithium-ion batteries storage system for operating power to the associated aircraft with wing alternator swirl cage wheel.
The kinetic air energy recovery Lithium-ion batteries storage and Lithium-ion batteries redistribution system also allows utilization of other electrical components needs within the aircraft needs. This system also employs a voltage regulator system which automatically activates the regenerative braking unit to help maintain the voltage output to the aircraft from the wing alternator.
The system is activated by either a set point of the RPM meter hall effect sensor, which is triggered when the RPM meter set point once met, which activates the regenerative braking driveshaft unit when a predetermined set point, the thermal sensor on the housing of a regenerative braking unit is a control unit; its thermal protection unit keeps the braking unit from overheating.
Each of the additional features and methods disclosed herein may be utilized separately or in conjunction with other features and techniques to provide improved embodiments of this invention and methods for making the same.
These and other features and advantages of the present invention will be better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein:
composite assembly of this invention is depicted generally at 70 and includes a propeller motor 707, a regenerative braking unit 90, and an aircraft wing 10, The heat sensor to stop overheating 95, an inverter 25, a voltage regulator, a propeller motor 707 controller 19, swirl cage wheel blades 23, speed control module 85, batteries 45, driveshaft 16, aircraft wing on the aircraft 77, generator 47, alternator 48, charging unit 55, air exit 100 vent, hall effect sensor 80, adjustment screw 747, stepper motor 75, air intake 717. Sensor 1000 for reading the rpm of the driveshaft, a conventional regenerative braking unit system 40 is mounted inline on the driveshaft 16 in tandem with the stepper motors and bearing blocks 76 on the driveshaft 16 that is designed to raise and lower the drivetrain with multi-units or single charging units, the drivetrain with stepper motors 75 (not shown) and screws unit 74 are to raise and lower the swirl cage wheel 23 units up to capture more of the incoming air to increase the speed of the unit and down to decrease the unit's RPM (Revolutions Per Minute), the swirl rage wheel 23 alternator and the conventional elements of the charging system. The thermal overload sensor 70 is used to thermally protect the dynamic braking 90 system from the high temperatures created by the regenerative braking unit on the driveshaft 16.
down the swirl cage wheel speed by converting its kinetic energy into a form that used immediately to slow down or stop the drive shaft from moving. The secondary generator motor act as regenerative braking, which is used as the dynamic braking system to slow down the speed of the driveshaft. Once active, the motor-generator receives power from a controller to start applying a voltage to the motor that will run in the opposite direction of the swirl cage wheel system. So, this force from the motor that's pushing the driveshaft in the opposite is causing the system speed to decrease, the voltage output from the battery that powers the revising motor controller, this system that is attached to the driveshaft and when the system runs, it's a generator that is feeding power into the electrical system of the aircraft.
Referring particularly to
A inverter 25 converter the electrical energy and makes it available to draw electric power from the Lithium-ion batteries storage bank throughout the aircraft 77, from the bus the primary line of the electrical grid that supplies the electricity for the aircraft 77.
According to one aspect of the present invention there is provided a constant speed from the swirl cage wheel for powering a generator 47 (not an alternator) at a continuous output speed comprising: the alternator and the generator 47 both create electrical energy, and both use the the same process to make this electrical energy, and they both need airflow from the swirl cage wheel blades 23 to rotate to the driveshaft. The only difference is that generator 47 has to run around 3600 rpm to have an output voltage of 120/240 volts at 50/60 Hz this voltage that is regulator by the fin adjustment controller 19 controls the output voltage by adjusting the swirl cage wheel blades 23 up or down above the surface of the wing, 10 or below the surface; and at least one or more swirl cage wheels units that are in line with each other in the exact location or indifferent locations.
Overspeed control system on the swirl cage wheel/alternator shaft is a unique configuration to allow the system to function in an automatic mode whereby the swirl cage wheel blades 23 are lifted up above the surface of the aircraft 77 to increase RPM resolution, the higher the blades are lifted the higher the RPM, the higher the torque when the swirl cage wheel blades 23 are above the surface of the aircraft 77 wing 10, the speed of the blades increases because the blades are catching more Kinetic air energy causes them to rotate a lot faster. The powering of the wing 10s swirl cage wheel/Alternators to aid the propeller motor. Once the blades are spun up to speed and starting powering the alternators, then power is withdrawn so that the wings swirl cage wheel/Alternators are ready to begin operating in when the aircraft reaches an airspeed of thirty, the charging unit start creating electric
The output controller 19 controls send an input signal from the speed controller 19 to the stepper motor to move up when the speed is too low and to move down when the rate is too high, as the kinetic energy that is created by the generator 47 unit and is adjusted by a stepper motor controller 19 with a screw 747 adjustment for controlling the height of the swirl cage wheel blades 23. The alternator unit, alternator unit is maintained in the same manner with the stepper motor and adjustment screw unit raise and lower the swirl cage wheel blades 23 to control the rate of airspeed against the blades, the speed is the air force that is pushing against the blades when aircraft 77 flies into a headwind, the torque increases; therefore, the blades need to adjust the torque demand; this also increases the amount of power output that needed to charge the Lithium-ion batteries, this power is regulated by the voltage regulator that controls the voltages from the generator 47 unit to the Lithium-ion batteries,
The braking unit this unit use the same control process of controlling the voltage that is generated by the regenerative braking unit when the unit applies braking pressure to the braking disk unit, when the braking disk unit is engaging, the shaft drive will also slow down or stop the charging process; this action only occurs when the alternator exceeds a set voltage output limit. The induction of the regeneration braking 90 unit is employed to provide a power control for the swirl cage wheel/alternator system of the aircraft 77 that has wing swirl cage wheel blades 23 for capturing the air.
This is accomplished by using the stored kinetic air energy created by the wing alternator supplies the energy required to power some of the aircraft 77 propeller motor 707 power function augmentation to the aircraft 77 power system with this wing alternator unit. The aircraft 77 alternator with the capturing wing kinetic air energy capture and stores the energy.
As an additional benefit, for electric aircraft 77 without a wing alternator system as employing in the present invention, some of the Lithium-ion batteries could he eliminated from the aircraft 77 by using this powering system to reduce the weight of the aircraft 77, the wing alternator eliminating some of the associated operational costs, weight, and its maintenance costs plus, the cost of fuel while extending the operating range and economy of the aircraft 77 with wing alternator.
The embodiments of the invention disclosed herein employ multiple swirl cage wheel/Alternator unit's configuration integrated onto a driveshaft that rotates within the body of the aircraft 77 wing, creating very little extra weight but is highly efficient and reliable, and cost-effective with its design.
As previously described, the swirl cage wheel/alternator operates with the amount of energy needed to the blades at the speed of the aircraft 77, for example, taxi and takeoff air power assist. Driveshaft 16 and swirl cage wheel are shown in
Overspeed control system on the swirl cage wheel/alternator shaft is a unique configuration to allow the system to function in an automatic mode whereby the swirl cage wheel blades 23 are lifted up above the surface of the aircraft 77 to increase RPM resolution, the higher the blades are lifted the higher the RPM, the higher the torque when the swirl cage wheel blades 23 are above the surface of the aircraft 77 wing, the speed of the blades increases because the blades are catching more Kinetic air energy causes them to rotate a lot faster.
All swirl cage wheel/alternators are sequenced and power balanced with a standard interactive Controller 19. As shown in
This onboard stored electric kinetic energy is available for use to augment the high demand required for starting motion the aircraft 77 for takeoff, the kinetic air energy demand starts as the airplane power distribution system supplies power to the propeller motor, as the an airplane moves down the runway; the swirl cage wheel unit starts sending electrical energy to the Auxiliary Power Unit (APU) 74 supplies electrical power through airplane electrical power distribution system to through a power converter such as a transformer rectifier unit 62 for transmission from the swirl cage wheel/alternator units.
This system provides an additional layer of energy from the blowing wind on the aircraft 77 while sitting on the tarmac, the system will charge; if it is not fully charging, it will automatically start charging when this occurs if the battery power is low, charging at a low airspeed without the aircraft 77 moving and any input from the cockpit crew.
The locking of the charging unit is employed on embodiments to the charging unit from overcharging of the invention to enhance the charging safety and performance further. It is also a system that lends itself easily to the regulation of charging force applied at each wing which further enhances safety on slick runway conditions.
Once the wing 10 alternators are operating and collecting the kinetic air energy, that's being converted by the charging system for distribution as electric current into the aircraft 77 with induction from the power alternator from the battery's storage bank 45.
The charging 55 system for a passenger aircraft 77 with wing 10 charging unit upon the wing 10 is accomplished by two primary systems processes electrical-mechanical and friction braking. This invention pertains only to a new concept in wing 10s charging 55 with kinetic air energy, since older aircraft 77 with alternator connected to the engine could be retrofitted with the primary functional elements of this new system and an electric propeller motor 707 benefit for fuel-saving, the application space for this invention is potentially all passenger aircraft 77 to have wing 10 power alternator system in the future fleets of new aircraft 77 with wing 10 charging alternator, the aircraft 77 with wing 10 alternators weighs less when transferred too the swirl cage wheel charging system for the charging.
The present invention reduces the operation cost of an aircraft 77 with a wing of 10 alternator unit, while raising the end value of an aircraft 77 with the unit to create enhanced operating margins for both the aircraft 77 with this type of unit, and producer of propeller motor aircraft 77 with wing 10 alternator charging unit. This is accomplished by enabling reduced system weight resultant from reductions in Lithium-ion batteries storage bank 45 mass required for longer flight time, lowering sustaining systems costs from reduced system complexity, reducing system non-recurring costs of simplified production and
procurement requirements, increasing operational range from the weight reduction, decreased charging time, reducing recurring maintenance costs by the use of Lithium-ion batteries storage bank 45 storage area resulting in less charging time.
The invention's production cost and weight reductions are achieved from reductions in the charging 55 time of the Lithium-ion batteries and less overall weight of the Lithium ion batteries storage bank 45. This is achieved by the use of the wing 10 charging 55 plan and the regenerative braking unit,
The kinetic air energy charging 55 from the air is regenerated into the form of electricity and is discharged from the aircraft 77 wing 10 alternator employing induction that's connected to a swirl cage wheel unit that captures the kinetic energy, recovery it, and transmits the electrical energy to the Lithium-ion batteries storage hank 45 storage bank location on the aircraft 77, the with wing 10 alternators are structured to convey the wing alternator electrical power to the lithium-ion batteries storage bank 45 storage location within the aircraft 77 to be used.
The system's ability to capture and use kinetic air energy for powering the aircraft 77 with the wing, the alternator unit provides significant benefits to the environment in the form of reduced air pollution. This reduction is provided by not having to stop for recharging as often of the Lithium-ion batteries.
The air wind charging 55 alternators unit works on a simple principle: when the aircraft moves the air is a force out of the way while the plane is in-flight, the air is moving all over the the surface of the plane, as the air pushes the swirl cage wheel blades 23 turns in
The kinetic energy describes in the process by which the kinetic energy is used to generate mechanical power to create electricity. This mechanical power can be used to recharge batteries 45 of an aircraft's, or for specific tasks such as electric propeller motor 707, boat, drone, electric motor aircrafts 77 or electric propeller motor 707 aircraft of all models, can used this process to convert kinetic energy into electricity for recharging batteries.
demonstrating the process by using the aerodynamic force from the swirl cage wheel blades, which works the same as an airplane wing 10 or a helicopter rotor fin. In
The alternator 48 unit has a fixed pitch swirl cage wheel blades 23, and the Alternator 48 swirl cage wheel blades 23 units are directly connected; if the voltage is increased too the alternator, 48 the rpm will increase, and if the voltage decreases, the rpm will decrease and vice-versa. It is not necessary to monitor the rpm on the alternator 48 unit because the two-swirl cage wheel blades unit are connected together; therefore, no Overspeed of the swirl cage wheel. A constant speed swirl cage wheel blades unit has a governor on the swirl cage wheel blades that will automatically adjust for the swirl cage wheel blades to maintain the same rpm and prevent the alternator 48 over the output of voltage while charging 55. A variable pitch swirl cage wheel blades are one where the output voltage is adjusted to a set point, and the controls of the fin angle automatically adjust during flight. This allows for an extensive range in power settings and swirls cage wheel fin speeds to be set, meaning that the most efficient operating point can be selected based on the desired airspeed.
Variable pitch swirl cage wheels can be manually adjusted or mechanically governed to maintain a constant speed irrespective of the flight air condition. Since the swirl cage wheel blades 23 on the alternator 48 is directly linked, the rotation speed of the swirl cage wheel blades 23 is a direct function of the alternator 10 speeds. For this reason, the swirl cage wheel blades 23 rates on the Alternator 48 will vary with airspeed, altitude, aircraft 77 attitude, and alternator throttle setting. The angle that the fin makes with the relative wind will determine how much lift and drag (Thrust and torque) is produced on the alternator 48 swirl cage wheel. The resultant angle of attack is a function of both the rotational velocity of the fin as well as the reverse speed of the Alternator 10 swirl cage wheel blades 23.
The alternator/alternators 20 electric propeller motor 707 energy harnesses from the air 12 is a clean, accessible, and widely available renewable energy source—to generate electric motor 707 power for recharging batteries 45 while using the batteries 45 to operate other components in the aircraft 77 such as light control system etc. . . . , the Output voltage of a generator unit @ 220V, frequency 50/60 Hz, the shaft speed at 3600 rpm at speed is 60 miles an hour, the Alternator 48 charging 55 an electric motor 707 aircraft battery at 11.5 kW an hour, meaning 60-kWh batteries needed about 6 hours to charge the batteries fully. The charger 55 with voltage regulator regulating the voltage, in the inverter 25 also can be used to convert A.C. to three-phase current or to D.C. on a twin system with a dual A.C. unit with a connecting port 277 AC output.
drag into electricity using the aerodynamic force from the swirl blades, when air flows across the fin, the air pressure on one side decreases. The difference in air pressure across the two sides of the fin creates both lift and drag. The force of the lift is stronger than the drag, and this causes the swirl cage wheel to spin. The swirl connects to the Alternator 48, either directly (if it's a direct drive alternator 48) or through a shaft and a series of gears (a gearbox not in the drawing) (
The Alternator 48 in
As stated before, the force of the air is the energy that is needed to make the alternator rotate. Rotation can come from two different sources and power from another swirl cage wheel fin or fan fin. Each additional pressure will eventually create a rotating force on the swirl cage wheel blades 23 alternators 48. In
as an aircraft 77 moves in the air from its alternator 10, rotating the swirl cage wheel blades 23 and pulls in air 12 and to create thrust; as the swirl cage wheel blades turn to produce thrust, the air 12 is moving at a faster pace applying pressure on swirl cage wheel blades 23 causing the air 14 to have a higher air pressure and more rapid movement to be used to alternator 48 shafts 16, driving the shaft to rotate faster, the rotation of the shaft 16 causes the inner workings of the Alternator 48 to turn more quickly and start producing electricity. The swirl cages wheel blades 23 on the alternator 48 rotates at a lesser speed than the swirl cage wheel blades 23 on the alternator 48 unit.
The current is created due to a law of electromagnetism as the alternator 48 and shaft 16 starts turning to start the induction process in the wire winding inside the alternator housing 52, once the conductor starts creating movement through a magnetic field creates an electric motor 707 and controller 19 current, and that the strength of the current is equal to the rate of change through the magnetic field. So, the faster the copper coil rotates, the more electric motor 707 current will be created.
The electricity that is produced can be extracted from the alternator 48 and sent to the power inverter 25. The controller 19 methods of retrieving the electricity for the propeller motor 707 energies, once the alternator 48 is rotating and creating electric propeller motor 707 power that is created by the movement of the swirl cage wheel blades 23 and sent to the power inverter 25 once the inverter 25 is supplying power to the batteries charger 55, the batteries 45 also supply electric to the propeller motor 707 power from the batteries 45 banks.
Note: in this particular case, the unit creates electric energy from the counterclockwise the direction of the air pushing on the swirl cage wheel blades causing the driveshaft to spin), In
The operation of the swirl cage wheel/alternator can be understood by referring to
The swirl cage wheel blades 23 within a rotation are denoted using the rotation of the connecting drive shaft 16 attached to the alternator 48, and the swirl cage wheel blades 23 by a driveshaft 16. The rotation of the drive shaft 16 provides control of the rotation that's generated by force from the air 4 that was generated from the alternator 48 and swirl cage wheel 23 rotational movements of the driveshaft 16 provide for power extraction to the alternator 48. running at its maximum displacement away from the swirl cage wheel blades 23 and is tilted at an intermediate, the driveshaft 16, as shown in
In other embodiments, the swirl cage wheel blades can provide adaptation to different weather conditions (with an appropriate fin angle control unit) to provide transformation to different air conditions. In other embodiments, the constraining link may be extendible. In
In one application of embodiments of the unit, the regenerative braking unit 30 is for stopping, blocking, or slowing down the alternator swirl cage wheel shaft and keeping the driveshaft from moving when charging 55 system is not needed.
In another application of embodiments of the unit, the alternator unit can recharge batteries 45 even if the aircraft 77 is not being operated, the wind will apply force against the swirl cage wheels of the aircraft, 77 is sitting on the ground in the direction of the wind, the swirl cage wheels blades will start rotating and charging 55 of the aircraft's 77 batteries.
In another application of embodiments of the unit, all gasoline or diesel automobiles, trucks, boats, and aircraft require an alternator for charging 55 batteries 45, which can connected to the engine to create the electric propeller motor energy that is needed for recharging the batteries 45 and maintaining the power within the aircraft 77 as the engine runs, the process require a connection to the batteries 45. of charging 55 multiple types of batteries in addition to the Lithium-ion batteries charging 55 unit is also capable of charging 55 lead-acid batteries like what is in your car, or NiCad batteries for other uses. The control circuitry can adjust the voltage and charge rate, along with the total charge applied to a battery.
In the illustration
The batteries charging 55 system can often utilize many sources of output power, levels of direct current (D.C.) provided by the alternator 47 unit, Furthermore, the alternator charging 55 unit with the ability to utilize D.C. output which also has multiple levels of outputs that allows charging 55 and flying voltage ranging from low as 12 volts on small craft to 48 volts on lager aircraft, and for a system that requires an A.C. voltage volt, the generator 47 can supply this particular type of output voltage also, shown in
the invention herein involved, the intended that all of the subject matter of the above the description that is shown with the accompanying drawings shall be interpreted merely as a demonstration of the illustrating of the inventive concept herein and shall not be construed as limiting the nature of the invention.
