Patent GB-1387482-A (GB)
Title: Inertial energy storage apparatus and system for utilizing the same
IPC: H02K7/16
Filed: 1972-02-07
Abstract: 1387482 Vehicle motive power R F POST 7 Feb 1972 [24 Feb 1971] 5652/72 Heading B7H [Also in Division F2] An energy storage rotor for use in an inertial energy storage system comprises a number of resiliently supported coaxial spaced rings or cylindrical tubes. Such a system may comprise two contra-rotating rotors 14 (only one shown in Fig. 2), the rims 140 of which include a plurality (e.g. 150) of rings 150 of high tensile strength material arranged in concentric shells. The rings 150 are embedded in a matrix 152 of silicone rubber, the matrix 152 being cemented to a cylindrical core 154. The core 154 is connected to a hub 44 by a plurality of spokes 142, and the hub 44 is journalled upon a spindle assembly 144. The rotors 14 have alternator-motors 46 in their hubs 44 by means of which they can be brought to speed, and by means of which the inertial energy stored in them can be extracted in the form of an alternating output voltage and used, for example to drive a passenger-carrying vehicle. The rings 150 may be formed of fused quartz. A vehicle propulsion system employing the above-described energy storage system is shown in Fig. 12 and comprises a rotor assembly 330 supplied with power from a cycloconverter assembly 332. When assembly 332 comprises three lightweight static frequency converters, the rotor assembly may comprise a plurality of the energy storage systems, the rotors of which are so connected and arranged that the 3-phase output voltages produced between the output busses of the rotor assembly 330 are of relatively high frequency, e.g. 2000 c/s, and of 110 volts amplitude. The required line-to-line voltage of 440 volts to the static frequency converters may be provided by means of a suitable 3-phase transformer in lines 334, 336. The lines 338, 340, 342, 344 represent the power interconnections between cycloconverter assembly 332 and the respective wheel motor assemblies 346, 348, 350, 352. During downhill travel and braking, energy flows from these wheel motor assemblies into the cycloconverter assembly 332 and thence into rotor assembly 330 where it is stored as rotational energy in the several rotors. A sampled output voltage of rotor assembly 330 is fed via line 358 to a band pass filter 360 and thence via line 362 to the cycloconverter assembly 332. The operating bias of the Si-controlled rectifiers of the cycloconverter assembly 332 is so controlled by the presence of the signal in line 362 that the flow of energy (in either direction) through the cycloconverter assembly is blocked whenever the frequency of the rotor assembly output voltage falls outside the pass band of band pass filter 360. By this means it is assured that the rotor assembly 330 cannot be "overcharged" nor "undercharged", i.e. the rotors neither overspeeded beyond their rated limit nor their speeds allowed to fall below those at which the periodic magnetic bearings supporting them are fully effective. Suitable charging terminals 364 and cables 366 are provided whereby the rotor assembly 330 may be "charged", i.e. its rotors brought up to maximum design speed, by means of electrical power supplied at a roadside service station or in the vehicle owner's garage overnight. The action of the cycloconverter assembly 332 is controlled by an accelerator pedal assembly 368 and a brake pedal control assembly 372 via respective control lines 370, 374. To provide for reversing of the vehicle, a forward-reverse switch 376 is coupled to cycloconverter assembly 332 via control line 378.