28 feb. 2024
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From a 1968 textbook:
2-5. SWITCH TYPE MAGNETIC SYSTEMS
In recent years, due to an increase in generator drive speeds, commutator-type magnetic systems have begun to be used. Unlike magnetic systems with a star-shaped and claw-shaped rotor, the permissible speeds of which are limited by the low strength of the magnets, commutator systems allow practically unlimited rotation speed, since the commutator rotor is a light-weight sprocket made of sheets of electrical steel. The permanent magnets and the armature winding are stationary.
The design of a commutator generator with permanent magnets was first developed by Professor (electrical engineer) AN Larionov at MPEI back in 1943. The generator was equipped with four magnets and a winding (alternating current).
The design of the generator must ensure that the magnets can be magnetized after the generator is assembled.
Each permanent magnet at a given position of the commutator creates a flux in its core. When the commutator rotates, an emf is induced in each armature coil:
E 0K = 4k f ω k Ф s f, ( volts) (6-70)
where ω k is the number of turns in the coil; Ф с —flow in the core; can be considered Фс = Ф 1/2 , since magnetic flux from both magnets passes through each air gap .
The sinusoidality of the EMF in the armature winding is ensured by the corresponding overlap of the stator poles with the commutator poles, the unevenness of the air gap and the bevel of the commutator poles.
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(for information)
Inductor superconducting generator.
In it, periodic shielding of a stationary magnetic field is carried out by a conductor rotor without losses due to eddy currents. The stator has a superconducting field winding 1 (see Figure 17) and a superconducting armature winding, consisting of coils 2 located along the periphery of the circle. Winding 1 and coil 2 are made of type II superconductor. The rotor is disk 3 made of a type I superconductor. On the outer part of the disk 3 there are slots 4 and protrusions 5. The entire structure is placed in a cryostat and laid down to the required low temperatures.
When the disk rotates from an external drive, opposite each coil 2 there is alternately a protrusion and a slot in the disk, due to which the flux linkage of the coils 2 changes and a working EMF is induced in them. The magnetic field is small, because it is determined by the critical induction for a type I superconductor and does not exceed 0.2 Tesla. However, due to the structural simplicity of the rotor and the absence of steel magnetic cores, such a generator is competitive with conventional BSG in terms of weight and size. Such a generator with a power of 30 kW, 1200 rpm, has a specific mass t* = 0.5 kg / kW.
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PATENTS and DEVELOPMENTS
Patent US4567407 (1986-01-28) John W. Ecklin
" Offset Unified Engine Alternator with Fixed Armature and Field m "
[ Google patent ]
Abstract - A unified (unit) motor and alternator with a flux switch having a stationary field, armature and motor windings that provides a magnetic path to supply a portion of the motor input power and increase the alternating current output of the alternator. The rotor, made of a material with high magnetic permeability (hard or laminated mild steel), is controlled in speed by regulating the magnitude and timing of a pulsed direct current (DC) applied to the windings of the motor, which can be wound on fixed legs or the rotor. The flow of current in the motor windings can be controlled by a mechanical commutator if the motor windings are on the rotor, or by a solid state converter if the motor windings are on feet in a manner typically associated with brushless DC motors. The DC windings of a flux switch alternator can be replaced by permanent magnets since the reversing field in the AC output windings is predominantly stationary in time.
BRIEF DESCRIPTION OF THE INVENTION
In accordance with the principle of the present invention, a flux-switching unitized alternator is provided, the stationary flux field of which is established by direct current coils or permanent magnets.
In accordance with another principle of the present invention, a solid or laminated steel rotor is rotated and synchronized by current pulses applied either to fixed motor coils on legs or to windings on the rotor to increase specified magnetic polarities using standard switching procedures. This pulsed polarized motor magnetic flux passes through the AC output coils, providing a thicker sine wave for increased power output.
It also appears from the above description that the invention is electrically, magnetically and mechanically inexpensive and uncomplicated using only well known and fully developed technologies.
BRIEF DESCRIPTION OF THE DRAWINGS
The foregoing objects and other attendant advantages and features of the present invention will be more easily appreciated as they are better understood with reference to the following detailed description taken in conjunction with the accompanying drawings in which:
Figure 1 is a diagram of a magnetic circuit illustrating the main version of the invention about how steel moves with conservative forces in a magnetic field,
Figure 2 is a simple known inductor alternator,
Figure 3 is a simple a priori flux switch for a generator using permanent magnets, showing how magnetic flux is reversed in AC coils by turning a steel rotor,
In Fig. 4 shows the final view of the aggregated motor generator incorporating the present invention,
Figure 5 illustrates the rotor for a 6-pole unified MG, and
Figure 6 shows a modification in which the DC motor windings are located on the armature poles.
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Another well-known type of generator is the Quantum Electric Generator [QEG], which has made a big splash in the information space of Free Energy seekers. The authorship, out of some fright, is attributed to Nikola Tesla (Patent US511916 1894).
Quantum energy generator QEG (ian1972.wixsite.com)
The quantum electromagnetic generator uses a resonant excitation circuit; everything else is not Tesla's solution for a flux switching generator. On the slide with the diagrams of both generators, I highlighted the resonant excitation circuit in red.
It should be noted that Tesla's patent also contains a traditional excitation circuit from an electromagnet. I would like to note that it is quite difficult to use a resonant excitation system for consumer loads. The traditional excitation scheme is much more effective.
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This design overlaps with another Patent US2816240 1957-12-10 " High speed composite electro-magnet and permanent magnet generator ", inventor: Robert L. Zimmerman
US2816240A - High-quality composite electromagnet and permanent magnet generator - Google Patents
I think even externally you can determine the general principle of operation. Let's move on, what do we have in real structures?
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Commutator generators (or flux-switching generators) operate on the principle of periodically changing the direction of the magnetic flux in the armature by changing the geometry of the magnetic circuit. The generator circuit is shown in Figure 12/32.
Figure 12/32 - Sketch of the magnetic circuit of a commutator-type combined excitation generator
1-magnet; 2 - switch (moving core); 4 - armature coils; 5 - armature core; 6 - bias winding; 7 - shaft; 8 - body.
The stator contains prismatic permanent magnets 1, cores 2 made of soft magnetic steel with pole shoes 3 and two armature coils 4. The magnets 1 are covered by highly conductive damper rings 5, protecting them from non-stationary demagnetizing effects. The rotor is a sprocket 6 made of soft magnetic steel, which is a flow switch. In the position in Fig. 12, the rotor teeth are located opposite the stator pole shoes in the second and fourth quadrants, and the flux F created by the magnets is closed along a path with a minimum air gap in such a way that in cores 2 it is directed from right to left. When the rotor rotates through a certain angle, the rotor teeth will take a position opposite the stator pole shoes in the first and third quadrants and the direction of flow in cores 2 will change to the opposite. When the rotor rotates, this change in the flux in the cores 2 is periodic, and alternating emfs are induced in the armature coils 4.
Along with magnetoelectric switch generators, switch generators with electromagnetic or combined excitation can be used.
The advantage of switch generators is their simplicity of design, high reliability, and the ability to generate single-phase current of high frequency. However, it is almost impossible to use such generators to produce three-phase current .
Switched generators can be operated at rotor speeds of up to 60,000 rpm with powers up to 5 kVA.
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Even earlier, a similar principle was patented and implemented in Germany: Double magnet (Dynamo) US2116353A Grand USA Priority date: 1934-08-28, inventor: Kleiber Erich; Original Recipient: Robert Bosch
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Wikipedia page Generator with flow switching
https://en.wikipedia.org/wiki/Flux_switching_alternator
A flux-switching alternator is a type of high-speed alternator, an electrical alternator designed to be directly driven by a turbine. They have a simple design, the rotor contains no coils or magnets, making them durable and capable of operating at high speeds. This makes them suitable only for their widespread use in guided missiles
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According to Wikipedia, the author states that such a generator is not suitable for people, it is too simple, reliable and durable. Not suitable due to high speed rotations. Suitable for rockets and airplanes, with their DC electrical circuit, but not suitable for ordinary consumers. Don't you think this is strange? The designers and authors give the answer that this type of generator cannot be used to produce three-phase current at industrial frequencies.
This electric machine intersects with magnetic flux switching motors, switched induction motors, permanent magnet switched reluctance motors. The most famous implementation of a motor of this principle is Joe Flynn's Magnetic Flux Switching Motor: US 2008/0272664 A1 , Nov. 6, 2008, "PERMANENT MAGNET ELECTRO-MECHANCAL DEVICE PROVIDING MOTORAGENERATOR FUNCTIONS"
Demonstration of the capabilities of this motor in the video at LINK . They repeated the patent.
A simple test already demonstrates [COP-1.75], using a traditional synchronous generator of not the best design. What if we use a magnetic flux switching generator? You will receive the actual autonomous generator you are looking for, the output of which must be rectified and used for its intended purpose.
On the slide (in the right corner) there is also a photograph of a motor from Rostov-on-Don, inventor Kornilov. Unfortunately, in 2021, both inventors Joe Flynn (USA) and Kornilov (Rostov-on-Don) passed away. Kornilov died under mysterious circumstances. Kornilov's website, where this motor is presented, has disappeared from the network http://ckbtopaz-yug.ru/nashi-razrabotki/eppm-5-kvt.html .
Electro-mechanical drive with permanent magnets EMPP - 5 kW.EMPPM has all the advantages of VID:- High weight and size characteristics. Wide rotation range from hundreds to thousands of rpm.- High efficiency over a wide speed range- Electronic control of electrical and mechanical characteristics, operating mode.- Acceleration and braking with the necessary acceleration. Reversing.- Self-braking.- Power supply from DC and AC (single-phase and multi-phase) voltage networks.- Absence of a mechanical commutator. There is no winding on the rotor.- Small amount of copper.- High maintainability.
The company's website contained the following offers:According to my information, Kornilov and his team have just finished work on a 70 kW self-propelled energy source, with a motor and a generator based on the principles that we are considering in this material ( photo of the design below ). Today, immediately after the mysterious death of Kornilov, his laboratory was looted and the fate of the technology is unknown.
Cooperation proposal:Further development of the project involves the production of operating models of EMPPM for pre-production. The most promising in this series, according to the development team, is the preparation of production of EMPPM for the following market niches.Standard range without fuel power plants based on EMPPM.The basic model has the following characteristics: Power – 15 kW; Speed – 12,000 rpmThe power plants are equipped with Russian-made aviation power generators.The basic model of the EMPPM is designed as a module and assumes the possibility of assembling such modules on a single shaft to produce power units with powers that are multiples of 15 kW. There is a working laboratory model. Automotive power unit based on EMPPM.The basic model has the following characteristics: Power – 120 kW; Speed – 6,000 rpmThe development of the second direction is the project to launch the production of an electric vehicle based on EMPPM.There are also test results for a 0.5 kW motor and a comparison of efficiency with a motor of similar power. Two motors took part in the experiment: One with a magnetic flux switching system, the second Valve-Induction. The results of the experiment are shown in the table:
I think comments are unnecessary!
Joe Flynn, after presenting his machines in 2006, came under the hood of the US government and NASA. He mainly worked to fulfill orders from the Pentagon and NASA. The official website of Joe Flynn's company (USA) Electromagnetic Technology Equipment (flynnresearch.net) also does not have any information.
Joe Flynn has been researching magnetic force for over 25 years. Several patents have been granted. In the mid-1990s, he developed a new approach to the application of mechanical magnetic force, which came to be called "Parallel Path Magnetic Technology" or "PPMT" for short.
Application scenarios are numerous and could potentially include any context requiring mechanical force. The greatly improved parallel path efficiency means that many applications where magnetic starters would not have previously been considered will actually become viable.
Some of the most interesting applications for PPMT are electrical motor design and mechanical generator layouts, where PPMT offers some very attractive design advances over the prior art. In February 2006 at the STAIF Conference, Boeing Phantomworks publicly supported Parallel Path technology for these application scenarios.
The Parallel Path is more a design methodology than a specific piece of apparatus, and since many lines of research have been formulated and explored by Joe Flynn.
We can only guess what achievements he has. One thing is certain: the system prevents widespread use of this technology.
You are deeply mistaken that there are no developments in this area, for example, this 24-pole motor using flux switching technology.
https://www.youtube.com/playlist?list=PLZ3qAxPu79ed-oY5j8RoGb2SXt2oBoBns
The picture from the video shows that in this version the movable rotor with cores is external, including tests with a generator.
The material was published on a resource in the USA and is dedicated to JOE FLYNN technology
WHO THE HELL IS JOE FLYNN? (Publication 2013)
Because the future of maritime traffic fascinates Jendro almost as much as the future of shipbuilding, he's got another wrinkle on his mind these days. He wants to lure a marine generator out of QM Power, a small Missouri company that has received exclusive long-term contracts with the military, NASA, the Department of Energy, DARPA (Defense Advanced Research Projects Agency), and several other forward-leaning government facilities. Featuring "Parallel Path Magnetic Technology" patented by R&D engineer and Vice President Joe Flynn QM. QM is announcing generators with double the power density of conventional models. Moreover, because these generator sets accurately and quickly vary their RPM loads, they are also supposedly fundamentally efficient....
“There is absolutely nothing I would like to see more,” says Gendro, “than a diesel-hybrid version of one of the most beautiful yachts afloat today - our Marquis 63. And QM Power is the key - their technology is going to redefine what we everyone thinks electricity is capable.”
Nowadays, another hybrid booster has appeared on the marine scene, which is just as pumped up as Jendro - Northern Lights. Indeed, a venerable manufacturer of rugged, long-lasting diesel engines and marine generators, Lugger, is currently installing two new production-type hybrid propulsion systems on a 65-foot catamaran that will soon serve as a training/research vessel on Long Island Sound. Not only is the hybrid-powered vessel expected to be exceptionally efficient and quiet, but it will also post a reduced-emissions profile and project an eco-friendly image, especially to schoolchildren who will form its main group of passengers.
“Because she's a cat, she has two separate hybrid powertrains in two separate engine rooms,” explains Colin Puckett, Northern Lights' marketing director, “and each is powered by a Lugger diesel engine, which essentially serves as a giant battery charger. batteries, in addition to a highly sophisticated energy management system, a suite of high-tech energy storage modules from Corvus Energy (with 10 times the capacity and power of conventional marine batteries but weighing only four times less), and an electric traction motor that it’s actually the support that rotates.”
Hybrid system "Northern Lights":
Modular components include (from left to right) an energy storage module, an energy management unit, a traction motor and, last but not least, a Lugger diesel engine that serves as a giant battery charger. (the author did not indicate Joe Flynn's generator, which is driven by a diesel engine )
The system has serious advantages. First, there are no restrictions on the placement of most of its modular components, because only the traction motor needs to be aligned with the supports; everything else can be installed virtually anywhere in the engine room in full compliance with design, performance, and space considerations. There's also fuel curve optimization - because the Lugger operates as a generator set only, it can be run at optimal speed all the time, minimizing fuel consumption and avoiding dry stacking and other underload problems. And finally, hotel cargo handling has become easier and more economical: in addition to the propulsion system, the battery (and its large Lugger charger) can cleanly and efficiently control the thrusters, stabilizers, lights, air conditioning and all other onboard electricals.
“We did a lot of careful research and development before we decided to put our name on this thing,” Puckett concludes. “And we partnered with BAE (a globally recognized manufacturer of hybrids and hybrid control systems) for most of the modular components involved, because BAE has already proven everything on city buses around the world - the system has been driven over 25 million miles in New York City. York is one. So yes, we are convinced that hybrids are the wave of the future.”
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Why is this technology being closed?
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