Abstract:
An electrical vehicle propulsion system having dual electric magnetic piston engines is disclosed. The first magnetic piston engine is used to provide propulsive force to the vehicle while the second magnetic piston engine is used to drive a DC electric generator. The first and second electric piston engines are driven by current from a series of rechargeable batteries which are at least partially recharged by the DC electric generator. The recharging of the batteries being done via a battery controller which is configured to recharge the batteries cyclically such that while some batteries are drained to provide current for the electric magnetic piston engines, other batteries are recharged.

Description:
FIELD OF THE INVENTION 
       [0001]    The invention relates generally to electric vehicles using electric engines of the type having a reciprocating magnetic piston. 
       BACKGROUND OF THE INVENTION 
       [0002]    The present standard design for an electric car is for the batteries to spin a direct current (DC) motor, which is used to power the car; the batteries are recharged from an external source of electricity. Presently, there is an array of charging technology vying for dominance but the sure winner will be the fast DC charging system. However, the one drawback to the current electric car market is that public has an aversion towards these cars due to range anxiety. That is fear that the batteries will be totally drained before the driver reaches his/her destination. 
         [0003]    Electric motors usually consist of a stator and a rotor, with both the stator and the rotor consisting of electromagnets. In some high performance compact electric motors, the stator (or sometimes the rotor) may incorporate permanent magnets. While this arrangement is tried and true, it does have some drawbacks. An alternative approach is to use a reciprocating magnet, much like a piston, which is forced back and forth within a coil (i.e. a solenoid), whose polarity changes cyclically so as to drive the piston in both directions. An improved system that does not require a change in polarity of the electromagnets would be advantageous in the application of electric vehicle engines and in extending the range of these vehicles. 
       SUMMARY OF THE INVENTION 
       [0004]    In accordance with one aspect of the present invention, there is provided an electric vehicle propulsion system which utilizes two electric engines, namely a first magnetic piston engine for providing propulsive force to the electric vehicle and a second magnetic piston engine for driving a DC electric generator. The vehicle also has rechargeable batteries for providing electric power to the first and second magnetic piston engines, the rechargeable batteries being coupled to the DC electric generator to be at least partially recharged by the DC electric generator. Each of the first and second magnetic piston engines each include a magnetic piston having opposite first and second ends with a north and south magnetic polls formed on said first and second ends. The magnetic piston is slidingly received in an elongated passage formed in a housing, the elongated passage having opposite first and second ends. The elongated housing configured to permit the magnetic piston to reciprocate between first and second positions corresponding to the first and second ends of the elongated passage, respectively. The magnetic piston is oriented in the passage such that the first end of the magnetic piston is oriented towards the first end of the passage and the second end of the magnetic piston is oriented towards the second end of the passage. A first electromagnet is positioned in the housing immediately adjacent the first end of the passage, the electromagnet configured to generate a north magnetic pole oriented towards the first end of the passage when the first electromagnet is activated. A second electromagnet is positioned in the housing immediately adjacent the second end of the passage, the electromagnet configured to generate a south magnetic pole oriented towards the second end of the passage when the second electromagnet is activated. There is also provided an electric current source for providing an electric current sufficient to activate the first and second electromagnets. First and second switches are coupled between the electric current source and the first and second electromagnets, respectively, the first and second switches being mounted to the housing adjacent the first and second ends of the passage such that the first and second switches contact the magnetic piston when the magnetic piston is in its first and second position, respectively. Each of the first and second switches are configured to close only upon contact with the magnetic piston, the first and second switches immediately opening when the magnetic piston is no longer in contact. 
         [0005]    With the foregoing in view, and other advantages as will become apparent to those skilled in the art to which this invention relates as this specification proceeds, the invention is herein described by reference to the accompanying drawings forming a part hereof, which includes a description of the preferred typical embodiment of the principles of the present invention. 
     
    
     
       DESCRIPTION OF THE DRAWINGS 
         [0006]      FIG. 1  is a schematic view of an electric engine made in accordance with the present invention. 
           [0007]      FIG. 2  is a schematic view of an electric vehicle propulsion system engine made in accordance with the present invention. 
           [0008]      FIG. 3  is a schematic view of the electric engine shown in  FIG. 1  with the magnetic piston in a first position. 
           [0009]      FIG. 4  is a schematic view of the electric engine shown in  FIG. 1  with the magnetic piston in a second position. 
       
    
    
       [0010]    In the drawings like characters of reference indicate corresponding parts in the different figures. 
       DETAILED DESCRIPTION OF THE INVENTION 
       [0011]    Referring to  FIGS. 1 , an electric engine made in accordance with the present invention is shown generally as item  10  and consists of a housing  12  having an elongated passage  15  having opposite first end  14  and second end  16 . Positioned within passage  15  is a magnetic piston  18 . Housing  12 , passage  15  and magnetic piston  18  are configured much like a piston in a cylinder as would be found in an internal combustion engine or piston pump. Magnetic piston  18  is free to move back and forth between ends  14  and  16  in a reciprocating fashion, again much like a piston in a cylinder. A piston rod  20  (made from non-magnetic metal) is coupled to magnetic piston  18  and is used to couple the magnetic piston to an external device such as a crank shaft or flywheel (not shown). First and second electromagnets  22  and  24 , respectively, are positioned at opposite ends  14  and  16  of housing  12 . Magnetic piston  18  is rendered magnetic by means of first and second permanent magnets  26  and  28 , respectively, mounted to non-magnetic (i.e. nonferrous) plate  19 . Magnetic piston  18  consists of a non-ferrous metal plate  19  mounted to permanent magnets  26  and  28 . Magnet  28  is torus shaped to accommodate piston rod  20  and magnet  26  is cylindrical and dimensioned to fit within pad  48 . Magnets  26  and  28  are oriented such that a north (N) magnetic pole is oriented towards end  14  and a south (S) magnetic pole is oriented towards end  16 . Electromagnet  22  is configured such that when it&#39;s activated, it generates a north magnetic pole oriented towards magnetic piston  18 . Electromagnet  24  is configures such that when it&#39;s activated, it generates a south magnetic pole oriented towards magnetic piston  18 . 
         [0012]    Side walls  15  of housing  12  should not be made of any ferrous (or magnetic) metal; however, ends  14  and  16  should be made of a ferrous (i.e. magnetic) metal. Preferably, housing  12  consists of a cylinder whose walls  15  are made of a non-magnetic material such as aluminum or a non-magnetic steel alloy and ends  14  and  16  are formed as flat plates of a magnetic metal such as ferromagnetic steel. Electromagnet  22  preferably consists of a solid cylindrical bar  30  made out of a magnetic material which is coupled to end  14  by means known generally in the art. An electrical winding  32  is formed onto solid bar  30  to form an electromagnet. Similarly, electromagnet  24  is made from a hollow cylindrical member  34  made of a magnetic material (such as iron) upon which a winding  36  is formed. Cylindrical member  34  is mounted to plate  16  by means known generally in the art. Plate  16  has an aperture dimensioned to permit piston rod  20  to pass there through. Cylindrical member  34  is dimensioned to permit piston rod  20  to pass there through and the hollow cylinder and the plate are coaxially aligned. 
         [0013]    Electromagnets  22  and  24  are electrically coupled to current source  38  by means of electrical circuits  40  and  42 , respectively. Interposed in circuits  40  and  42  are electrical switches  44  and  46 , positioned adjacent ends  14  and  16 , respectively. Switches  44  and  46  are biased towards an open state and close only when magnetic piston  18  is immediately adjacent the switch. Switches  44  and  46  may consist of any highly reliable and fast switch such as an optical switch, a micro-switch or even bare contacts. When magnetic piston  18  is immediately adjacent or in contact with switch  44 , the switch is placed in its closed configuration, thereby completing circuit  40  and activating electromagnet  22 . When magnetic piston  18  is immediately adjacent or in contact with switch  46 , the switch is placed in its closed configuration, thereby completing circuit  42  and activating electromagnet  24 . When magnetic piston is interposed between switches  44  and  46 , as shown in  FIG. 1 , both switches  44  and  46  are in their open position, thereby ensuring that neither electromagnet  22  or  24  are activated. 
         [0014]    As mentioned above, switches  44  and  46  are electric switches which are biased towards an open state. Nearly any suitable electrical switching device can be used to form switches  44  and  46 . Switch  44  is configured to close when magnetic piston  18  is positioned as close to plate  14  as possible, preferably with magnet  26  either touching or very nearly touching plate  14 . First pad  48  can be provided immediately adjacent plate  14 . Pad  48  can be made shock dampening and can be coupled to switch  44  such that when plate  19  touches pad  48 , switch  44  is placed into its closed state. For such an arrangement, pad  48  may form electrical contacts which, when contacting magnetic piston  18 , cause switch  44  to close. Likewise, switch  46  may consist of a relay like device coupled to second pad  50  such that when pad  50  contacts magnetic piston  18 , switch  46  is placed in the closed position and electromagnet  24  is activated. Alternatively, switches  44  and  46  may consist of relays which are coupled to optical sensors located adjacent the end of housing  10  which are triggered not by physical contact with the magnetic piston, but rather by the proximity of the magnetic piston to the optical sensors. 
         [0015]    Referring now to  FIG. 3 , when plate  19  touches pad  48 , switch  44  is closed and electromagnet  22  is activated. Since permanent magnet  26  is oriented with its N magnetic pole oriented towards electromagnet  22 , and since electromagnet  22  is configured to generate a N magnetic pole oriented towards the magnetic piston, there is a strong repulsive force applied to the magnetic piston forcing the magnetic piston away from plate  14 . This force is applied to piston rod  20  in the direction indicated by arrow A. Pad  48  is annular in shape and magnet  26  is configured to fit within pad  48 . This ensures close contact between plate  14  and magnet  26  thereby increasing efficiency. Switch  44  is configured to keep the circuit closed for a sufficient interval of time required to ensure the magnetic piston moves away from plate  14  and away from pad  48 . Piston  18  then moves away from end (plate)  14  and towards plate  16  by the action of momentum. 
         [0016]    Referring now to  FIG. 4 , when plate  19  touches pad  50 , switch  46  is closed and electromagnet  24  is activated. Pad  50  is also annular and magnet  28  is configured to fit within the annulus of pad  50  in order to be in as close a physical proximity to plate  16  as possible. When electromagnet  24  is activated, a S magnetic pole is generated by electromagnet  24  which is oriented towards magnetic piston  18 . Magnet  28  has its S magnetic pole oriented towards electromagnet  24 , so there is a strong repulsive force applied to the magnetic piston in the direction indicated by arrow B. This in turn forces piston  18  away from electromagnet  24  and towards electromagnet  22 . In this way, switches  44  and  46  cyclically open and close forcing the magnetic piston to rapidly reciprocated between ends  14  and  16 . 
         [0017]    It will be appreciated that electromagnets  22  and  24  always maintain the same polarity and at no time does the polarity of the electromagnets switch. It will also be appreciated that the reciprocating back and forth movement of the magnetic piston can be translated into a rotational movement by means of a crank shaft, as is well known in the art. A multi-cylinder electric motor can be created by linking together several separate cylinder/piston arrangements via a common crank shaft. In such a multi-cylinder magnetic piston motor, the cylinders can be arranged in opposition, vertical or they may be arranged in a V configuration. 
         [0018]    Referring now to  FIG. 2 , the electric piston engine of the present invention is particularly useful for use in a plug-in electric car engine.  FIG. 2  illustrates an example of how to achieve limited use of self-charging a second set of batteries that are off-line. In this diagram an electric vehicle (not shown) incorporates a plurality of electric pistons engines made in accordance with the present invention in multi-piston arrangement with a first six piston engine  100  used for powering the transmission  102  and a second two piston engine  104  be used to spin a DC electric generator  124 . The six pistons used for powering the transmission  102  are numbered  111  through  116 . The two pistons used to spin the DC electric generator  124  are numbered as A and B. Once again, the pistons powering the transmission  102  are on a common crankshaft that is separate from the single or multiple pistons used to spin the DC electric generator  124 . 
         [0019]    Regarding the type of engine configurations that will work with the preferred engine design is the “straight” or also called inline engine, the “flat” or also called horizontally opposed engine and the V-engine, although different combinations of pistons can be selected. You can have a single piston or multiple pistons but if an odd numbers of pistons are being employed, only the straight/inline and V-engines can accommodate this configuration. It is not necessary that the two separate crankshafts be using the same engine configuration; for example the pistons spinning the DC electric generator could be set up using the flat engine design, while the pistons powering the transmission could be using the V-engine design. Deciding on the total number of pistons to employ needs to be based on the trade-off between engine power versus generating sufficient electricity to recharge the batteries that are off-line. 
         [0020]    In the system illustrated in  FIG. 2  there are four batteries; two are always on-line while two are off-line. The primary electronic switches  120  on either side of the DC electric generator  124  can only send the electrical current to one battery at a time. When the electrical current from the generator is sent to a battery that battery is off-line, meaning it is being recharged. While the battery that is not receiving the electrical current from the primary electronic switch is on-line, meaning it is supplying its electricity to the electromagnetic pistons. When batteries  131  and  133  are on-line, the primary electronic switches  120  will shut off the electric current from the DC electric generator  124  to these batteries, while allowing the electric current to flow towards batteries  132  and  134 . When this happens, the secondary electronic switches  140  will cut off the electrical currents of batteries  132  and  134  from entering the step-up transformers  150 , thus batteries  132  and  134  will be in recharge mode. Meanwhile, for batteries  131  and  133 , electrical currents will be allowed to proceed through the step-up transformers  150  in order to increase the voltage heading towards the electromagnetic pistons. When either batteries  131  or  132  are on-line, their electrical current will go to electromagnetic pistons  114 ,  115 ,  116  and B. When either batteries  133  or  134  are on-line their electric current will go to electromagnetic pistons  111 ,  112 ,  113  and A. 
         [0021]    Once batteries  132  and  134  are recharged sufficiently (do not require them to be  100 % recharged) then the process is reversed. The car&#39;s software can be programmed to reverse the recharging system for instance based on the on-line battery&#39;s depletion percentage. There are various methods that the car manufacturer can set the reversal of this internal recharging system. In the reversal process, the primary electronic switches  120  allow the current from the DC electric generator  124  to flow to batteries  131  and  133 , while the secondary electronic switches  140  will cut off the electrical currents from batteries  131  and  133  from entering the step-up transformers  150 , thus batteries  131  and  133  will be in recharge mode. Simultaneously, the primary electronic switches  120  shut off the electric current from the DC electric generator  124  going to batteries  132  and  134  while the secondary electronic switch  140  allow the electric current from batteries  132  and  134  to proceed towards the step-up transformers  150 . 
         [0022]    Once again, this internal recharging system is just a limited secondary method to charge a second set of batteries that are off-line. The primary method to charge all the batteries is via plugging into an external source of electricity. As well, even though in  FIG. 2  illustrated the use of just one step-up transformer, the invention leaves room to have the electric current from the batteries run through multiple step-up transformers. Software can be programmed to up the voltage through more than one step-up transformer based on the difficulty of the driving conditions or the need to increase the speed (RPM&#39;s) for very fast high performance cars. 
         [0023]    The value of this limited internal recharging system is to extend the range of the electric vehicle&#39;s battery system before requiring the driver to plug-in to an external source of electricity to recharge all the batteries; thus alleviating range anxiety. The uniqueness of this system is its 
         [0024]    DC electric generator, which significantly increases the efficiency of the battery power in comparison to current hybrid and plug-in technology. Those models that employ an AC electric generator and then convert the current to DC in order to charge the batteries ended up wasting precious energy. The value of a DC electric generator makes this system much more efficient as well, it is 100% direct current compliant. This feature will make this limited self-charging system very marketable as fast DC charging stations become the dominant standard in the industry. 
         [0025]    A specific embodiment of the present invention has been disclosed; however, several variations of the disclosed embodiment could be envisioned as within the scope of this invention. It is to be understood that the present invention is not limited to the embodiments described above, but encompasses any and all embodiments within the scope of the following claims