General
Discussion Phase I:
Today, we have
assembled all the requisite elements needed to achieve this goal, if
only at nominal levels of performance. We have integrated several
supportive technologies into the Phase I design, all of which taken
together are intended to serve the purpose of converting various
forms of ambient energy to usable electrical current, which in turn
can be used to support the platform's power requirements in one way
or another. Taken together as a package, we plan to build (3)
iterations of an integrated rolling prototype system which include
the following elements:
- DiMattΤ
Freon-Rotary Engine Power Generator system.
- Deep discharge Lithium-ion polymer rechargeable
batteries.
- Super-capacitors, to support short term high output
and rapid recharge requirements.
- Thermal-electric generator [TEG] modules, which
convert ambient road-surface heat to usable electric power.
- Peltier thermal-electric cooling modules [TCM]
devices, which convert low voltage dc current to provide heated
and cooled surfaces.
- LumeloidΤ
Photovoltaic films, which convert sunlight to usable electric
power.
- In-Wheel Permanent Magnetic Motor propulsion systems.
- Regenerative braking systems, to recapture dissipated
energy from angular momentum.
- Computer controlled energy management systems.
- Piezoelectric
energy conversion devices to convert road noise, chassis
vibration, laminar air flow, suspension flexing, coasting,
braking, angular and kinetic energy to usable battery power.
- State-of-the-art kit cars with polycarbonate body
components, alloyed aluminum chassis, electronic steering and
suspension components, adapted and designed with aerodynamics,
weight and other characteristics to meet performance
specifications.
- 18" 22" wheels with low resistance
urethane tires adapted to our use.
There are a number of technological and engineering
challenges associated with marrying all these pieces together to
perform a seamless set of self-leveling power management functions
in a single platform. I have assembled a team to support the
construction, testing and optimization of this platform, and am
satisfied that once we have asked all the right questions we will be
able to sort the answers out in a way that should meet our mission
objectives.
Design
Issues:
In order to meet the
performance levels mandated by design specifications, we have opted
to integrate a number of off-the-shelf components to provide power
input, energy conversion, energy recovery and power usage curves
sufficient to make the design specifications achievable.
Overall Specifications:
It is a central
element of our design strategy that the ancillary system components
be design-engineered to function at high enough efficiencies to
power the motors and other system components on their own, without
relying on battery-supplied power, at 80% of the daylight hours,
with sufficient reserves and recapture capabilities to support night
driving as well. While this specification constitutes a significant
design-engineering challenge (as far as I know, no one has achieved
this level of energy efficiency yet), we believe it is achievable
with existing technologies. In the event we are able to supplant any
one of the integrated system technologies with a state-of-the-art
breakthrough option, either made by others or developed on our own,
the viability of this design will never again be in question. As it
now stands, we believe we can meet our design objectives with the
enabling technologies currently available.
The concept as
embodied in this undertaking combines stand-alone elements and
sub-system components to perform a fully integrated set of
functions. In the Phase I integration, we are assuming that the
total vehicle weight with all systems on board and two adult
passengers will be approximately 1,500 pounds. The package is
intended to produce 40 bhp via (4) matched high torque permanent
magnetic in-wheel rotor motors, which consume a total 60 amps/hour
of power at full acceleration, and which operate at 65% capacity
while maintaining highway speeds ranging between 60-75 mph over
normal terrain. This estimate makes some baseline assumptions
regarding a number of resistance coefficients which remain to be
tested in the lab and on the road, but which are consistent with the
nominal values deemed standard to the EV industry.
Freon-Rotary
Power GeneratorΤ
system:
The Freon-Rotary
Vapor Engine developed by DiMatt Industries is a patent-protected
proprietary device developed over the past decade by its inventor
and designer,
Matthew
Schadeck
. This system includes a 6" diameter 4-cycle rotary piston
vapor engine comprised of 11 parts. It provides maximum torque at
500 rpm by converting vapor pressure to angular momentum. This
device is in the advanced design development stage. It has been
thoroughly tested by Primary Technologies of Dixon, Illinois, in
various sizes and applications, ranging from 3" diameter to
36" diameter applications, driven by air pressure, saturated
steam, hydraulic fluids and pre-heated gases. Its operating
efficiency ranges from 42% to 64%, depending on the type of
applications and vapor used to power it.
In the present instance, our estimate is that we will be able
to operate this device in a 6" configuration at upwards of 50%
efficiency to produce 25 Kwatts continuous 12 volt d.c., which
roughly converts to 40 bhp at the wheels.
The
heart of the concept is to produce an electrical power generating
system which can be supplied by other than fossil fuel sources, to
re-charge the batteries and drive the EV systems.
M.
Schadeck et al have designed, developed, built and tested prototypes
and agreed to license this proprietary technology to us for its
exclusive worldwide use in all applications, according to the terms
and conditions of the agreements between Schadeck and us.
Freon HFC-134a
The
FWR rotary generator system derives its power from the transition
gasification expansion coefficient intrinsic to Freon type HFC-134a,
which develops very high head pressures. This attribute is one of
the reasons this type Freon has been largely abandoned by the
refrigeration industry this material is not particularly
efficient for cooling purposes but is ideally suited for our use
since high head pressures are preferred. HFC-134a is not
environmentally safe and has been observed to exert an
ozone-depleting effect if released into the atmosphere, so this is a
technical challenge we must resolve. It also has the disadvantage of
being somewhat corrosive with respect to certain metals, plastics,
gasket materials and tubing, so our choice of materials will require
competent engineering support.
High Output Generator [25 Kw @ 200 amps]
Attached to the
DiMatt engine is a high-output marine quality 24 volt
d.c.
alternator assembly which produces 200 amps continuous output at
1800 rpm. This is an off-the-shelf technology which will eventually
be replaced in Phase II by an alternator of our own design, which
relies on advanced permanent magnetic rotor and phase management
technologies to produce higher output with lower torque at lower
rpm. The phase II generator will be designed to produce maximum
output at a shaft speed designed to match the shaft speed of the
vapor engine. Bench-tested models consisting of a 6" DiMatt
vapor engine and this type of generator have been shown to produce
in excess of 25,000 watts, or the equivalent of 40 60 bhp, under
controlled laboratory conditions.
Energy Conversion to Pre-heat Freon @ Input
The purpose of this
system component is pivotal to the success of the overall design.
Heat supplied at the input orifice, which is used to convert Freon
held in liquid form under pressure in a reservoir, will be supplied
by a variety of devices, including the Peltier-TEG chip array
suspended from the bottom surface of the vehicle, together with an
ancillary array of photovoltaic cells, super-capacitors and Series 1
batteries. The unit has been designed to operate at a single,
consistent speed while it generates the electricity needed to
recharge the batteries. Accordingly, even while the vehicular
package is stationery and not in use, this system component will
continue to operate as needed until the battery banks and other
system energy accumulator devices are fully charged.
Deep discharge Li-Ion Polymer
Rechargeable Batteries:
In order to meet our
power supply demands, the battery banks must supply 60 amp-hours of
power on demand for upwards of 8 hours. The only ubiquitously
available type of batteries capable of tolerating continuous, rapid,
deep discharge and quick recharge of this magnitude are the sealed
gel-cell Li-ion polymer batteries currently employed for industrial
and marine applications. Rated at 130 amp-hours each, these
batteries will support deep discharge, rapid output demands for up
to 85% of their total charge coefficient. These devices are
guaranteed by the manufacturer not to fail for at least 300,000 full
recharge cycles. If we assume a nominal efficiency rating
of nor more than 60% for these batteries in a combination of
parallel and series arrays, our platform will require a minimum of
12 such devices. Our Phase I design calls for 12 of these devices,
arranged in primary, secondary and tertiary alignments in order to
meet the rapid recharge, load bank power accumulation and rapid
discharge specifications designed into the system.
The combined mass of
these batteries is expected to be approximately 435 pounds, with a
total capacity for sustained discharge ranging from 1,500 to 1,800
amp-hours without recharge, depending on operating temperatures and
other environmental conditions.
Super Capacitors
The patented
Traction Super-capacitor Battery (TSB) manufactured by Chief Group
[for example] is used as a supplemental power supply for massive
electric carriages and electric loaders instead of conventional
batteries. It takes only 13 to 15 minutes to fully recharge the TSB.
After that, the electric carriage will transport a cargo of two tons
over a distance of up to five kilometers. It will carry a cargo of
one ton over a distance of 7.5 kilometers. In practice in industrial
applications, this device requires 2 to 4 charges per 8 hour shift
depending on intensity and frequency of use.
This component has
been integrated into the electrical circuit so that rapid discharge
demands [acceleration, up-hill gradients, etc.] and rapid recharge
demands [regenerative braking, over-capacity energy conversion,
etc.] can be met without damaging the deep discharge Li-ion
batteries. The TSB will be integrated into the power delivery system
to deliver high voltage output at startup from a dead stop.
ThermalElectric Generator [TEG]
Modules
TEG's are ceramic
wafers which convert ambient heat into ion flow. They are
manufactured with conductive metal and semi-conductor materials
[such as Bismuth and Telluride] which have widely varying dielectric
constants. They convert heat to electrical energy according to the
Seebeck Effect, as described in the literature. When coupled closely
together and exposed to differing surface temperatures, TEG's are
known to produce electrical current at consistently reliable rates.
The purpose of these devices in this design is to convert ambient
road temperatures to useful electrical power, both as a source of
power which can be applied directly to the drive motors and,
alternatively, as a
source of excess power which can be used to recharge the batteries
and super-capacitors while the vehicle is at rest. The technology
supporting the use of these devices is market matured. In fact, the
basic design and manufacturing processes used to produce these
devices has not changed much in the past 50 years. This is the
technology, for example, used to provide continuous, reliable power
to the
Pluto
satellite probe recently launched by NASA/JPL
These devices range
in efficiency of energy conversion from something less than 5% to
more than 15%, depending on their size, use, consistency and other
specifications. In this design, we have included a TEG integration
which has been shown to operate within the temperature ranges we
anticipate during normal road use, at a nominal efficiency of about
5.4%. When arrayed in a series of parallel and series groupings, and
when managed via a properly designed secondary power management
circuit, this type of chip can be induced to operate at upwards of
10% efficiency.We
believe this technology represents a genuine opportunity for a major
breakthrough. New design criteria incorporating positively charged
electrically conductive films, mono-molecular powders and
appropriate nano-technologies currently being employed in chip
manufacturing suggest we may be able to exponentially increase
output levels in these devices by increasing surface area, reducing
internal resistance and introducing virtual superconductivity to the
Josephson junctions.)
As defined in the
literature describing the Seebeck Effect, the secret to optimizing
energy production by TEG's is found in the extent to which the
temperature gradient between the
surfaces can be maximized to an optimal level. Under normal
conditions, while the lower surface may be heated to upwards of 1400
F or cooled below freezing by road surface radiation, it is unlikely
that the surface temperature of the opposing side of the ceramic
disk will reach levels which are significantly different than the
exposed side to consistently provide usable power.
Accordingly, a way has to be found to optimize the chip's
output levels by further differentiating, optimizing and controlling
the difference in surface
temperatures between the TEG surfaces, without consuming battery
power.
HZ-20 Electrical Properties (as a generator)*
Power** 19 Watts minimum
Load Voltage 2.38 Volts ±0.1
Internal Resistance 0.3 Ohm ±0.05
Current 8 Amps ±1
Open Circuit Voltage 5.0 Volts ±0.3
Efficiency 4.5 % minimum
In this platform,
the combined output of the TEG's is computed as a function of the
total number of TEG ceramic disks which can be applied to the
under-carriage structure in a manageable configuration. We estimate
that number at about 240 disks. If each disk is capable of producing
8 am
ps of 2.4 Volt
d.c.
equivalents [19 watts], this panel should be able to produce 4560
watts of continuous power under ideal conditions. Since we cannot
reasonably expect an early stage prototype system to operate at
optimal output levels, this will require us to provide an additional
2500+/- watts to sustain overall system efficiency, while still
producing enough electrical power to adequately support the
operation of the platform under normal conditions [40 bhp @ 60
amp-hours].
Peltier Cooling Chips
The Peltier class of
Thermal-Electric Cooling Modules [TCM] has been shown to convert dc
voltage to widely varying temperature differentials on the opposing
sides of properly manufactured chip sets. These devices can be found
in ubiquitous supply in widely varying ranges of size, efficiency
and power consumption rates. For our purposes, we have integrated
Peltier chips in a way which apparently has not been attempted
before, at least not in a way which has been described in any of the
literature that is publicly available.
Our design marries
(9) TCM Peltier chips to the upper side of each 3 square TEG
ceramic disk, so that when a properly modulated dc voltage is
applied to each Peltier device, the mated surface is heated or
cooled [depending on current operating conditions] at a rate which
will maintain a temperature differential of 300 F between
the TEG's surfaces. This function is operationalized and controlled
by a live feedback loop which is monitored by the central power
management and control system.
Fortunately, the
process is reversible. When the road surface is hotter than the
shaded surface, the voltage is run through the Peltier chips so that
the mating surfaces are cooled. When the road surface is colder than
the shaded surface, the current is simply reversed by the controller
so that the upper surface is heated to a level which will maintain
the same temperature differential. In this way, the TEG array is
facilitated to produce as much energy on cold winter days as it does
in the heat of summer.
Photovoltaic Films [Lumeloid]:
The source of power
for the Peltier chips is provided by an array of photovoltaic cells
attached to the exposed upper surfaces of the vehicular platform.
New advances in state-of-the-art of photovoltaic films has resulted
in the production of thin, flexible, transparent plastic films that
can be applied directly to surfaces exposed to the light, and which
convert sunlight to d.c. electrical current at a nominal efficiency
of about 11%-15%. A typical off-the-shelf 12 X 18 solar panel
constructed of such materials provides upwards of 1.8 amps/hr of
electrical power from a surface of 1.5 square feet, under widely
varying light conditions.
Using this output
specification as a nominal value, this suggests that if we cover the
exposed surfaces of an operating platform with such materials, we
should be able to generate upwards of 90 amp-hours of current during
the daytime, which is more than enough to power the Peltier chips
attached to the TEG's during daytime operation. If the excess
current is accumulated in super-capacitor circuits for use during
the night or on inclement days, it is reasonable to expect that
enough backup power can be made available to keep the TEG's
operating at nominal efficiency all the time, even in the dead of
winter.
Permanent Magnet Rotor Motors/ Generators
Advanced electric
motor designs now make it possible to provide power to the platform
at the rate of
3 am
ps of power for each 2 units of brake horsepower. Accordingly, we
can power the platform with 40 bhp equivalents with a constant
nominal power drain of 60 amps per hour. When wheel diameters and
torque requirements are properly matched, this means that so long as
we can supply 60+ amps/hr of power to the motors, a 1,500 pound
payload should operate at highway speeds without fully discharging
the battery banks. If we can supply power at this rate, with
reserves accumulated to meet acceleration and hill climbing demands,
and recapture regenerative power during downhill coasting and
braking, this package should be able to operate at highway speeds
with virtually unlimited range.
The selection,
design and actual output efficiency of the new varieties of high
efficiency electric motors remains to be validated in this kind of
application under rigorously tested conditions. This means that we
will test a number of offerings in order to find the variety of
devices which are best suited for our needs. Ultimately, we plan to
design-engineer our own devices, but because of the nature of such
undertakings and the uncertainty associated with the time and
expense required to create such things, we will use devices
manufactured, tested and warranted by others in our early phase
iterations. This will enable us to work according to a carefully
managed schedule, uninterrupted by the uncertainties intrinsic to
basic research efforts.
Recent offerings by
TM-4 [Bombardier], Honda, Toyota, Minato and Raser Technologies are
shown to operate at upwards of 93%-96% efficiency, so we have used
the low end of this scale to inform our calculations.
Regenerative Braking:
The state-of-the-art
in regenerative braking technologies makes it possible to design a
rolling package which consistently recaptures 40%-60% of its
momentum in the form of regenerated electrical current. Instead of
utilizing additional physical components, we have elected to
incorporate a permanent magnetic rotor motor designed by e-Traction,
Inc., to provide energy recapture through the drive motor system in
the first rolling prototype. This system works by simply reversing
the bucking fields within the motor which drive the wheels, so that
continued motion creates rather than dissipates electrical energy.
This feature is used to recapture and convert kinetic energy back
into electric current while the vehicle is coasting down hills and
being brought to a controlled stop by the operator. Conventional
disk brake calipers and rotors will also be used to insure the
vehicle's ability to stop quickly on demand.
PiezoElectric Materials/Devices
Since January 1990,
the USPTO has issued nearly 1,000 patents for devices utilizing
piezoelectric materials to produce electrical current for some
nominal use. In the SREV design, we will incorporate a number of
piezoelectric-based devices to generate usable electrical power,
including:
- Acoustic Conversion:
A matched acoustic transducer, linear actuator and
piezoelectric array will convert road noise in each wheel well
at the rate of 1,200 to 1,500 watts continuous, at 72 volts
alternating current. This is a proprietary devices for which
patent protection will be sought.
- Angular Momentum:
An array of piezoelectric panels attached to the inner
rotating surface of the wheel-motor/ drive shaft at each corner
of the SREV will recapture angular momentum and convert it to
usable energy while the vehicle is coasting and braking. This is
a proprietary devices for which patent protection will be
sought.
- Vibration Conversion:
A matched vibration transducer, linear actuator and
piezoelectric array will capture and convert chassis vibration
to usable electrical power. This is a proprietary devices for
which patent protection will be sought.
- Suspension Flexion:
A matched array of piezoelectric panels laminated to form
torsion/suspension elements will actively convert flexion
occurring in the suspension system to usable electrical power.
This is a proprietary devices for which patent protection will
be sought.
- Laminar Air Flow:
A computer-designed array of piezoelectric flaps will be
exposed to laminar air flow occurring at the front and beneath
the chassis of the SREV. While the vehicle is in motion, these
arrays will convert the pressure exerted by continuous laminar
air flow to usable electrical power. This is a proprietary
devices for which patent protection will be sought.
- Regenerative Braking:
An array of piezoelectric panels will be harnessed to the
braking mechanism to recapture kinetic energy for conversion to
usable electrical power. This is a proprietary devices for which
patent protection will be sought.
The introduction of
piezoelectric materials into the design of the SREV makes it
possible to capture and convert ambient energy sources that are
altogether ignored by conventional designs. By our best estimate, we
believe we can produce net usable power at the rate of 7,500 to
9,000 watts continuous while the package is rolling at speeds
between 20 and 70 mph.
Vehicular Package:
We are not in the
business of design-engineering rolling platforms. The prime
directive in this exercise is to minimize mass and drag coefficients
while maximizing energy production and consumption efficiency. This
obviates the utility of conventional automobile platforms as
reasonable candidates for this application because all commercially
available automobiles are design-engineered to mitigate the
tolerances required to support the use of high mass, high horsepower
internal combustion engines, their respective power-train components
and chassis assemblies. This is the proximate reason why today's
brand of alternative hybrid fuel automobiles are only able to run 30
miles at 25 miles per hour on battery power. Our design suffers
appreciably when required to move so much unnecessary mass. This is
the primary reason conversion of off-the-shelf automobiles to
electric power has thus far proven so unsatisfactory.
Accordingly, we have
opted to integrate the SREV technology package with a properly
engineered kit car adaptation provided by a number of reliable
manufacturers. The operative criteria call for simplicity, minimal
mass, nominal safety compliance, optimal surface areas, low wind
resistance, low drag coefficients, sufficient ground clearance and
adaptability to electric motor installation/ operation.
Low Resistance Tires and Wheels:
Resistance
coefficients which demand our attention include drag [air
resistance], inertial resistance [startup and acceleration],
resistance from the tires at the point of contact, and a number of
other, less important sources. Two criteria require that we utilize
large diameter wheels of 18" or greater. First, the efficiency
of the motors we have selected is highest when the combined diameter
of tires and wheels approaches 22"-24". Second, the
Peltier/TEG array is expected to be approximately 3.5" thick.
When the shock-absorbent mounting grommets are included, the bottom
of the array will use up nearly 4" of ground clearance. Even
though VW chassis applications generally provide 6"-8" of
clearance above the road surface, we will need to insure sufficient
clearance for the Peltier/TEG array as well. The design calls for
the use of adjustable gas shocks with load bearing coils to provide
a degree of control over road clearance.
The TCM/TEG panel
suspended from the bottom of the vehicular platform is vulnerable to
two kinds of effects which our design is intended to mitigate.
First, because it is suspended from the bottom of the vehicle, the
lower surfaces of the TEG's will be exposed to impacts by flying
debris and abrasion by dust, moisture, caking and reduced efficiency
during inclement weather. During early stage trials, we will test
the platform under controlled conditions in order to minimize these
risks. As a practical matter, we will attempt later in the
development cycle to design-engineer the panels themselves and the
mounting/deflection hardware in a way that minimizes damage and
optimizes cleaning, repair and heat exchange efficiencies.
Second, because the
distance from the road surface, particularly while the platform is
in motion, is a critical factor in the efficiency with which the TEG/TCM
array will be able to absorb and convert ambient road heat to usable
electrical current, we expect to use the adjustable gas-powered
shock absorber assemblies to lower the chassis toward the road
surface while the vehicle is in motion. As speeds slow or road
obstacles are encountered, this feature will make it possible to
raise the platform to avoid or minimize impact damage which could
result from collision with speed bumps or other obstacles commonly
encountered on the roadways.
In order to maintain
system stability, road-worthiness and optimal control of the rolling
package, we are required to maintain a sufficiently broad footprint
on the road surface to insure adequate traction, tracking, steering
and braking under all operating conditions. The tires and wheels
normally used with internal combustion engine-powered platforms are
not noted for their resistance efficiency. However, the newest
iteration of low-profile, low resistance tires includes a variety of
urethane-based bias ply tires which are more commonly seen in
applications involving rear drive tires used by high-displacement
motorcycles ['fat boy tires']. These tires are light weight,
extremely strong, exhibit very low rolling resistance and are rated
at speeds and acceleration rates substantially higher than we expect
to achieve with our package. Accordingly, our design incorporates
the use of light weight ceramic/aluminum wheels and urethane-based
'fat boy' tires of 18" diameters and larger.
|
Feed