Wednesday, May 3, 2017

Working on my invention

Direct conversion of piston action into electrical energy.  I did enough work on the potential for high powered reverse solenoid action. And concluded this technology produces 250 Hp with 500 pounds of total motor weight.  Fuel weight is eight miles per pound, and 40 pounds gets you 250 mile range.

Now, that is using the most advanced electro conversion on the market, my invention, naturally. But Elon is carrying around an extra 500 pounds, at a minimum.  That edge in weight make bio fuels a better choice than electric.

So, should I rush ut and file a patent application before someone else discovers the idea?  Do I have enough prior work to avoid any ex-post patent fees that get applied to my past?

Other advantages of my new engine

Look at the circular arrangement of the pistons.  That leads to a simple centered exhaust valve system, a rotating valve (or cam) in synchronous with the fixed speed engine.  Add fuel injection and there are no valves except the rotating exhaust system, the only rotating part, actually.  The four electro reverse solenoids generate quadrature phase AC, great for automotive applications. Circular design makes for very simple cooling air/ water flow.

Energy storage is in he capacative clutch, designed to be the central location for spare electro energy from both dynamic braking and power factor adjustment.

Vertical piston motion, nothing could be better. Where are the bearings? None, just the ring seals.  The combustion head can be one solid cast block.  Compare this to a standard combustion motor. This replaces all the rotations and weights cam shaft, returns half the weight of the head. And in turn, the wheels get 50 pound motors in each hub.  My motor beats even the standard as it is infinitely geared, magnetically, returns all the braking energy, and electro power dissipates less heat then combustive and rotational power transfers.

No  circular controls

With no basic rotation, everything runs off the electronic controller, which mainly drives he primary control current in the rod windings to set up the combustion strokes.  Exhaust can be a simple rotater, and the full injection timing can be altered, but so also can be altered the upstroke power profile.  Thus two options for control, slight phase difference induced by delayed piston action, or slight delays in fuel injection. Meanwhile, the clutch/brake capacitive system is controllable.

Fixed speed engine design is all about reducing stress and lowering both heat exchange and mass. ith no later stress on the piston walls, choice of materials expands.  With close control over strokes, alternative fuels easily accommodated. Building both spark and diesel easily accommodated.

Let us count the mechanical parts

Mechanically, I have a rotating exhaust cam, four up and down pistons/rod, and four fuel injectors.  This is supported by the single cast circular engine head. Ten parts.

Everything else magnetic, four heavy magnetic generating coils, windings on the rod. Capacitive storage, controller box.  One big, heavy metal box, and a bunch of copper.

And the four wheel motors, or two if you like.  Make it run on hydrogen combustion, easy with the kind of stroke control we get.  Swap out the head, make it run on compressed air. You still get all the energy recycling of electric, all the drive capability; just insert a compress air tank.  Add a steam heater, integrate with the cooling system, run the coils hotter;get a steam engine.  All of this possible because we have eliminated mechanical rotation synchronization, leaving us with integrated head design options.

Notice we get freedom to design the stroke length

No mechanical cam bounds on the piston operation, under fine tuned magnetic control; make the stoke length long, and lower the fixed speed.  We are, essentially bouncing the piston between an air compressive force and a magnetic force, and have almost complete control over the linear velocity.

Thus, the design parameters include the base voltage/current capability, as well as alternating frequency.  The design works from single piston motorcycle engines to fully powered, eight cylinder transportation trucks.

My motor is the motor of the century, my fee is going up.

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