Vehicle electrostatic propulsion system

The vehicle electrostatic propulsion system has two connected sections. A direct current section comprising an array of supercapacitors and an electrostatic repulsion motor; they are powered by wind and solar energies. This direct current section is connected to an alternating current section comprising a 3-phase induction generator and a 3-phase induction motor, the generator is powered by the electrostatic repulsion motor. The 3-phase induction motor power the wheels of the vehicle. The propulsion system will give a long range to a vehicle.

BACKGROUND OF THE INVENTION

A propulsion system combining supercapacitors, an electrostatic repulsion motor, a 3-phase AC generator and a 3-phase AC motor. This combination will be powered by wind and solar energies. A 3-phase AC motor that is design for an electric vehicle, generally have a higher power-to-weight ratio, this makes them more efficient, and often require less maintenance.

An electric vehicle will have the same long range as present fossil fuel powered vehicles. The electric vehicle will also still have its present advantages over the fossil fuel vehicle.

Thomas Edison and Henry Ford built an electric car in 1912. It suffered from the need of a longer range without the need to stop to recharge its batteries. This has been the great stumbling block for the electric vehicle down through the decades.

SUMMARY OF THE INVENTION

The Vehicle Electrostatic Propulsion System has two connected sections. A DC section comprising an array of supercapacitors and an electrostatic repulsion motor, they are powered by wind and solar energies. This DC section is connected to an AC section comprising a 3-phase induction generator and a 3-phase induction motor, the generator is powered by the electrostatic repulsion motor.

The DC section comprising the array of supercapacitors and the electrostatic repulsion motor, can be powered by a nuclear-powered battery: radioisotope thermoelectric generator. An array of supercapacitors will replace the present array of batteries.

The applications would be for many types of vehicles. They can be a car, tractor, 18-wheeler truck, Navy destroyer, train locomotive, ice breaker, propeller-driven aircraft, hydrofoil boat, bus or a submarine.

DETAILED DESCRIPTIONS

FIG.1is the DC section of this vehicle electrostatic propulsion system. The supercapacitors system10, an array of supercapacitors13A on one side of an insulator16, a line15of a supercapacitor13S is connected to and can be charged by the negative electrode14, and the other line17of the supercapacitor13S passes through a hole in the insulator16and can be connected to the positive electrode18. A voltmeter V would measure this array of supercapacitors13A total voltage at all times. The reservoir R is for temporary loose charges.

For example, if we use a supercapacitor13S that safely holds 2 volts. If we need 300 volts for our vehicle propulsion system. The number of supercapacitors13S the array13A would need is150.

The wind powered system20, an array of wind units is connected to the negative electrode14. The negative electrode14is connected to a charge controller31, this controller31is connected to the vehicle accessories35. The negative electrode14also is connected to another charge controller34, this controller34is connected to an electrostatic repulsion motor30. This motor30will have a main charging line33and a discharging line37connects motor30to the negative electric line of a wind unit. And in some systems the motor30will have a speed reducer39attached to its axle.

A solar powered panel11is connected to a charge controller12, and from controller12to the negative electrode14and to the vehicle accessories35return electric line (+).

If after a very, long time without driving the vehicle and the supercapacitors system10has no or very low energy and cannot start the vehicle. The supercapacitors system10can be charged at least enough to start the vehicle by charging the supercapacitors system10by way of an inlet charging station ICS on the side of the vehicle.

Each charge controller31,34,12should be based on the power (P=VI) of the energy generated by its voltage (V) and current (I). There should be a satisfactory voltage (V) for the controllers31,34,12, and a current (I) with strength needed by a load, such as the vehicle accessories35, the electrostatic motor30and the supercapacitors system10when being charged by the solar panel11and the wind powered system20.

SeeFIG. 2. This vehicle is an automobile19. The wind powered system20is mounted in the front of a vehicle, and the solar powered panel11is mounted top side of the vehicle. InFIG. 3, this is one arrangement of the housings22of the wind powered system20; there are many others.

FIG. 4is an enlarged, section view of a wind unit of the wind powered system20. Inside the housing22is the wind blades24, gearbox (transmission)26, speed control28, alternator21, full-wave rectifier23and an electronic voltage regulator27. One or more wind units can be used.

FIG. 5is the beginning of the AC section for this VEHICLE ELECTROSTATIC REPULSION SYSTEM. The electrostatic repulsion motor30comprises a rotor32and its axle32A, a stator36, a main charging line33and a discharging line37. Electrostatic motors rotate extremely fast.

A speed reducer39is sometimes needed. When the speed reducer39output axle39A reduces the motor30output speed, but increases the output rotational force, this is important in many applications.

The reducer39is connected to a 3-phase, self- excited induction generator40. The generator40is electrically connected to an AC motor controller50. A rheostat54and accelerator pedal58combination is electrically connected to the controller50and control forces within it50.

FIG. 6is a side view of the electrostatic motor30comprising its rotor32, stator36, charging line33and discharging line37. The main charging line33has a line33R to the rotor32and a line33S to the stator36. The rotor32and stator36should be made from a material that is strong and is a good electrical insulator. The motor30axle32A is metal.

The rotor32has equally spaced, metallic pointed prongs32P around the circumference of its rim, adjacent each prong32P is a side hole32H. The rotor line33R end do not touch the surface of the rotor32. The line33R charges each metallic, pointed prong32P on the rim of the rotor32, through its adjacent side hole32H by electrical induction. The stator36has an inner metallic pointed prong within a hollow space (cavity). The pointed prong is connected to the line33S that leads to the stator36.

When a rotor32pointed prong32P passes through a v-shaped groove in the stator36. The prong32P will later enter the hollow space of the stator36, now the rotor prong32P and the stator prong will be opposite each other. They now can be charged simultaneously by their electrical parallel lines33,33R,33S. The two prongs will have like charges causing repulsion between them and rotation38of the rotor32.

The rotor prong32P would later be discharged by electrical induction into and through the end of the discharge line37. A sequence of the rotor32metallic pointed prongs32P passing through the stator36, will cause continually rotation38of the rotor32, when each is charged inside the hollow space (cavity) of the stator36and later discharged.

FIG. 7shows all of the necessary functions of the motor controller50. An AC induction motor60converts electric energy into mechanical energy, which can be used to turn vehicle wheels. This action is controlled by the motor controller50, it receives a signal from the accelerator pedal58and then delivers the associated amount of power to the AC motor60. The motor controller50should be able to reverse the AC motor60rotation giving the vehicle the ability to go in reverse.

FIG.8shows the 3-phase induction motor60is connected to vehicle wheels80byway of a transmission70. SeeFIG. 9, a submarine propeller90is connected to a 3-phase induction motor66.

Refer toFIG. 10. A nuclear-powered battery: radioisotope thermoelectric generator is a source of energy. For powering a submarine underwater, a new source of energy is needed to charge a supercapacitors system SS.

The supercapacitors system SS, an array of supercapacitors AS on one side of an insulator I, a line AL of a supercapacitor S is connected to and can be charged by negative electrode NE, and the other line OL of the supercapacitor S is passed through a hole in the insulator I and is connected to the positive electrode PE. The reservoir R is for temporary loose charges.

A voltmeter VM would measure this array of supercapacitors AS total voltage at all times. The supercapacitors system SS is connected to the thermal/electrical conductor electrode (lower) LE, a cold junction.

The negative electrode NE sends some of its charges through a charge controller CCA to the vehicle accessories VA. The negative electrode NE also sends some of its charges through a charge controller CCM to the electrostatic repulsion motor ERM. The motor ERM will have a charging line CL and a discharging line DL. And in some systems the motor ERM will have a speed reducer SR attached to its axle. The reducer SR is connected to the 3-phase, self-excited induction generator40. SeeFIG. 5. For a submarine or ship, the accelerator pedal58can be replaced with manual controls.

Nearly 100% of the parts, devices and equipment needed for this VEHICLE ELECTROSTATIC PROPULSION SYSTEM can be found in various stores; todays' items are more compact and efficient with economical costs as well. The array of supercapacitors can replace the array of batteries used in present electric vehicles.