Patent Application
20100293951
The disclosed embodiments relate to electrical vehicles, and more specifically, a hybrid electrical motor, system and vehicle.
Electric vehicles are a desirable form of transportation because they emit no particulate matter, no greenhouse gases, they do not require fossil fuels, they are more energy efficient, and they cost less per mile in to operate (e.g. www.tesla.com). The problem with current electric vehicles is that the energy density of batteries, even high powered lithium batteries, are much lower than the energy density of gasoline. The lower energy density batteries require that electric vehicles be much larger and heavier (and costlier) or that the range, per charge, is greatly sacrificed. Cost and energy density are the major obstacles inhibiting adoption of electric vehicles today.
A benefit of electric motors is that they are efficient and have high torque, and therefore very good and efficient at acceleration. Hence, hybrids of the electric motor and internal combustion engine type, have proven to be a synergistic combination with excellent market adoption (e.g. TOYOTA PRIUS). Besides emissions, problems with the internal combustion engine include complexity, large number of moving parts, weight, costly to integrate with electrical motors.
There are many types of motors or engines. This invention relates to turbine engines (motors) and electric motors. Turbine motors comprise of plates or blades attached to a shaft in some configuration wherein a gas applies a force on said blade or plate causing the shaft to rotate. Jet engines would be an example of a turbine engine. Electric motors comprise a rotor and a stator wherein the rotor is attached to a shaft and comprises windings that creates a magnetic field when electric current is applied to said windings, hence the term “electromagnetic motor” or “electric motor”. The stator comprises a second magnetic field from either a permanent magnet or electromagnet. Examples of electric motors similar to the invention described herein are the printed motor comprised of a punched copper stator as described in www.printedmotorworks.com. Another example of a related electric motor design is the Segmented ElectroMagnetic Array (SEMA) motor described in www.e-torq.com.
Turbine engines, such as the blade turbine or Tesla turbine, are not as efficient and responsive at acceleration but are very effective at high continuous speeds (e.g. see www.teslaengine.org). The invention described herein is a hybrid electric vehicle comprising an electric motor and a turbine engine. Optionally, the turbine engine is a Tesla engine driven by the energy stored in compressed air. This synergistic combination allows for the electric motor to be used during acceleration and the turbine engine to be used during high speeds, such as highway driving, where sustaining speed, not acceleration, is required.
The benefits of this invention is that a hybrid electric vehicle can be produced that is less costly and has a longer range between charges. This vehicle is less costly because fewer batteries are required, is more efficient, and does not require an internal combustion engine, complicated electronic integration, and does not require gasoline or fossil fuel. Because some of the energy is supplied from compressed air, the lower electric power demand could make energy supplied from batteries and photovoltaics a more viable hybrid solution.
According to an embodiment, a hybrid electrical motor is provided that includes an electrical subsystem and a gaseous turbine subsystem, each of which can be used to provide or contribute force directed to rotating a shaft.
In one embodiment, a hybrid electrical motor includes a shaft, an electrical subsystem, and a gas subsystem. The electrical subsystem is operable to output a force that rotates the shaft. The gas subsystem is also operable to output a force that rotates the shaft.
In another embodiment, a vehicle is provided that includes a hybrid electrical motor having an electrical subsystem and a gas/air subsystem which combine to rotate a common shaft.
According to some embodiments, the electrical and gas subsystems are integrated to utilize a same structure and common set of components. In one embodiment, the electrical and gas subsystems are integrated within a common housing, and more specifically, integrated so that each subsystem uses a common set of components within the housing. In one embodiment, the hybrid motor includes a housing that retains multiple rotating plates that combine to rotate the shaft of the motor. The plates are rotatable using magnetic flux (electrical operation) and/or compressed air (turbine operation). The housing and the plates form components of both the electrical and gas subsystem.
As an alternative to separate gas turbine and electric motor, other embodiments can employ an integrated electric/gas hybrid motor. In particular, some embodiments provide for integrating electrical motor structure and features into a gas turbine, and more specifically, into a Tesla gas turbine.
More specifically, hybrid electrical motor 320 includes a gas turbine subsystem that includes intake 322, outtake 324, and a plurality of electrically enabled plates 330. The hybrid electrical motor 320 also includes an electric motor subsystem that is integrated with the gas turbine subsystem. The electric motor subsystem is formed from a combination of coils and magnetic material which induce a magnetic field with electrical input that results in the electrically enabled plates 330 spinning. Thus, the hybrid electrical motor 320 is combined with a gas source to receive gas (e.g. air) in order to spin the electrically enabled plates 330. The plates 330 can thus spin from electrical input and/or air/gas input. The plates spin to physically rotate the shaft or axle of a corresponding vehicle.
According to an embodiment, the electrically enabled plates are comprised of conductive windings 341 that are provided about corresponding plate structures 343. The electric motor subsystem also includes magnetic material 340 provided within housing structure 350. In one embodiment, the magnetic material 340 is provided axially on the walls 352 of the housing structure 350, so as to be substantially parallel to an axis of rotation of the electric plates 330. The magnetic material 340 may be either a static magnet, or an electromagnet that becomes magnetic with the application of current/charge.
In some embodiments, the electrically enabled plates 330 have the general shape and dimension of plates used in a conventional Tesla turbine. Thus, for example, the electrically enabled plates 330 may be disk shaped, and capable of spinning with the application of shear force from compressed gas intake. However, in contrast to conventional Tesla turbines, one or more of plates 330 are integrated with wiring 341 that is wound about a thickness of the plate to carry electricity from the electrical input. The current flows on the windings of the individual plates 330 (see
In operation, the hybrid electrical motor 320 outputs force that spins shaft 360. Electrical input 355 is provided from a source such as a battery module (not shown). Compressed gas is provided from a source such as compressed air tanks. In one embodiment, the air intake provides an assist to the electric input, meaning the electrical power is the primary cause of the output for spinning the shaft 360. The turbine subsystem thus serves as a mechanism for improving the efficiency/performance of the electrical subsystem 320.
The orientation, pattern, quantity and arrangement of coils 420 can vary. For example, multiple layers of coil 420 may be provided, so that one layer is wound over another. In an embodiment such as shown by
According to some embodiments, the plates 410 are configured to carry magnetic material to further increase the magnetic field generated as a result of the plates 430 rotating within the housing of the motor. In one embodiment, each plate carries a layer 452 of magnetic material within its thickness. In one embodiment, the magnetic layers 452 are comprised of ferromagnetic material, such as superparamagnetic material.
The plates 520 are structured to rotate within the housing 510 when either electrical power is present, or when compressed air (or other gas) is received. As mentioned with other embodiments, the plates 520 includes windings that create a magnetic field when current is applied to the windings. As mentioned with another embodiment, the plates 520 may also include magnetic material to increase the operative magnetic field when the plates spin.
In operation, the motor 500 may operate as (i) an electrical motor, (ii) a gas turbine, and (iii) an electrical/gas turbine hybrid. When input is received from, for example, a battery, resulting current on the windings of the plates 520 results in a magnetic field that, in the presence of the magnetic material 530 of housing 510, causes the plates 520 to spin. The spinning plates 520 in turn apply force to the axle 540.
In turbine mode, compressed air forces the plates 520 to rotate. In turn, the rotating plates 520 rotate the axle 540.
In hybrid mode, both air and electric input combine to rotate the plates 520, to cause corresponding force on the axle 540.
Embodiments described herein may be implemented as a 72V DC motor, such as manufactured by ADVANCED DC MOTORS, connected to a controller (such as manufactured by CURTIS PMC DC Motor Controller). A battery pack may be included in the vehicle by stacking batteries. The batteries may correspond to modules that individually include 60 count 1.2 volt/9 amp-hour Supreme Nickel Metal Hydride batteries connected in series. The vehicle may include multiple modules connected in parallel. For example, two modules connected in parallel provide a 72 volt/18 amp-hour battery pack. The battery pack, motor, and controller are connected to a switch and potbox for operation.
With reference to
Table 1 and 2 below illustrate how the use of gas turbines can combine to provide synergistic hybrid power system for vehicles. In Table 1, energy density and specific energy are calculated when batteries are used (e.g. VALENCE TECHNOLOGIES). As comparison, Table 2 shows how much energy is stored in a practical volume of compressed air and the specific energy density. As the Tables indicate, the energy density of compressed air is not as high as the lithium battery packs but the cost of a high pressure cylinder is much less than lithium batteries and lifetime of a pressure cylinder is much higher than lithium batteries. The energy density, cost, and durability of compressed air make it a synergistic energy storage technology with batteries.
Alternatives and Variations
As an alternative to a Tesla turbine configuration, in which air/gas provides sheer to rotate plates, one or more embodiments may use blades driven by air or gas intake. Thus, alternative gas turbine configurations may be used.
While many embodiments are described in connection with a battery module or back as providing the electrical input, variations may provide for use of solar power. For example, the vehicle may be equipped with solar panels that supply electrical input to the hybrid motor.
Although illustrative embodiments have been described in detail herein with reference to the accompanying drawings, variations to specific embodiments and details are encompassed by this disclosure. It is intended that the scope of the invention is defined by the following claims and their equivalents. Furthermore, it is contemplated that a particular feature described, either individually or as part of an embodiment, can be combined with other individually described features, or parts of other embodiments. Thus, absence of describing combinations should not preclude the inventor(s) from claiming rights to such combinations.
This application claims benefit of priority to Provisional U.S. Patent Application No. 61/216,895, filed May 22, 2009, and entitled HYBRID ELECTRIC POWER SYSTEM AND VEHICLE; the aforementioned application being hereby incorporated by reference.
| Number | Date | Country | |
|---|---|---|---|
| 61216895 | May 2009 | US |
