The information found in this thread is entered into the Public Domain as open source information for all to contemplate, improve upon and use for personal and national benefit. This information is not intended to be monopolized for the sole benefit of personal nor corporate profits. This is my gift to the world to use in a responsible and peaceful manner. I have no qualms if this aircraft motor is used in matters of national self-defense, and I would, if I could forbid such use for aggressive attacks upon other nations. To follow the same line of reasoning as 'mutually assured destruction' (MAD) this concept will place all Nations on an equal footing, where propeller driven aircraft apply. I want/wish to see peace in the world and non-polluting, energy efficient technologies of every sort to become an everyday experience in everyone's life... a new status quo.
The following presentation is and introduction to asymmetrical electrical systems as such applies to aircraft motors. Also included here is a diagram of a contra-rotating propeller mechanism, which is the first drawing presented. A glossary of terms will be posted in a separate thread titled "A glossary of terms" and it will include a broad range of terms covering everything I plan to present and such will be updated as necessary. All text relating to a particular drawing will be present at the bottom of said drawing save for the drawing's title and brief description. What I intend to do is to present a progression of information whose details increases to advance the understanding in concept theory in relatively small portions. In order to keep this thread clean, I ask that any questions or comments are brought up as a separate topic where any copy/paste of relevant subject matter is welcome and encouraged... just keep it out of this thread (please).
Rotor design layout for a single two-pole, split phase section.
I had articulated in the 'Overture' thread, to a fair degree, the rotor design. The drawing above is a 'rough draft' that depicts the basic layout of just one rotor section, with a change in concept regards the contra-rotating propeller assembly as it relates to the stationary tube and its pinion rack. The proper spacing of the ring-gears in relation to the pinion gears can be done effectively with shim washers, during assembly. There are eight such sections that fall between the cradles as describe... in time I will edit that narrative into this presentation to clarify the intent thereof. What is not shown in this drawing are the nuts that properly seat/tighten the roller-bearings to their respective races. These nuts are all located at the end, which is opposite of the propellers. The spline lock plate is removable to allow the rotor's bearing tightening nut to be removed from the stationary tube. The upper cradle block section can be removed to allow for removal of the entire rotor assembly, without disassembling its various components.
This drawing represents a basic layout of 'off-the-shelf' components as well as some uniquely designed components configured into a single module design that is fully serviceable in that these modules can be removed and replaced as the motor is in operation.
There are a few fundamental design changes to this circuit when compared to other such attempts of conveying its functioning. The most notable change is the addition of a pulse-width-modulator (PWM) in place of a voltage regulator, as indicated in previous drawings. The initial intent was to have the motor operate at charge voltages, and this diagram brings that aspect, back to the fore. There are other motor speed control circuits that may prove to work better than a PWM circuit. What is unknown at present is the power usage of these off-the-shelf components as they are all symmetrical circuit designs that are known to be energy hungry. It could be that special circuits will need to be designed to cut/limit unnecessary energy losses. But for now, this is the system's configuration for experimental purposes... just to see what the actual efficiency of this design is. There is a need to dissipate the back-flow of electromotive forces, flowing out of the stator coil sets--when the contacts open, and so, whatever inefficiency is found in said components may prove to be a positive attribute, to meet that end.
This chart depicts the on cycles of each coil set through a single rotation of the rotor shaft in relation to said coil's respective switches and their firing sequence in relation to the rotor's position.
Three coil sets are on at all times, in varying stages of their cycles. For instance when coil set # 5 starts its cycle, # 3 is midway through its cycle and # 7 is at the end of its cycle. Every coil set is on for an approximate 3/8ths of its cycle where it is off for the remainder of 5/8ths of its cycle. There is a set firing sequence that is out of order in relation to the inline switches, and this order is: 8-5-3-7-2-6-4-1. V8 combustion engines have a similar firing sequence.
A special note regarding the coil set's ohms rating: 14 ohms for these coils is a 'soft' rating for an asymmetrical system, however, if these coils were wound at 12 ohms, the horsepower of this motor will increase by a measurable amount. At 14 ohms, the watt rating (according to ohms law) is: 504 watts per set-- where if 12 ohm coils were used, the watt rating would be: 588 watts per set. In electrical terms, there are 746 watts per 1 unit of horse power and so, if you multiply 588 times 8 (Pt) you'll get: 4,704 watts which converts to 6.3 horsepower. Now pay close attention here, these motors use 1/9 the energy to achieve the same amount of work and so: 6.3x9= 56.7 Hp per motor and where there is to be one such motor on each wing for a total of 113.4 Hp... and that's just its electrical rating, without factoring in the power held within the permanent magnets.
To know what its actual output is, this motor must be tested under load. I was getting an estimated fractional HP of 3/5ths--with a two-pole split-phase design, using a 2 inch rotor at 36Vdc--where the coils were rated at 7.5 ohms per set, and where many 25Lbs-pull round-disk (1/4"x 3/4") permanent magnets were stacked eight high, and 3-3/4 inches wide in their parallel arrangement. This current concept runs at 88Vdc (charge voltage for 84Vdc), the rotor is 5 inches in diameter and the permanent magnets have 290Lbs of pull force, when combining both ends of the magnet... so go figure the difference.
(I'm being conservative in my presentation here as my experiments show much higher efficiencies.) As you can tell from this example, this system, as it stands, is for smaller aircraft... but it's all scale-able to meet whatever demand you choose.
If one dares to take a chance, it is possible to use a source voltage of 96Vdc at 12 ohms for the coil set, which figures to 768 watts per coil set or slightly over 1HP.
Edited by Vanka Savolov, 15 October 2017 - 04:05 PM.