Hybrid Synergy DriveThe Electric MotorThe compact, lightweight high-efficiency AC permanent magnet synchronous motor does not use brushes like a direct current motor, so it offers superior durability. And since the permanent magnet needs no electricity to create a magnetic field, it is much more energy efficient. The motor functions as a generator during regenerative braking, converting the vehicle’s kinetic energy into electricity to charge the battery.The BatteryThe sealed nickel-metal hydride battery, designed especially for electric vehicles, offers high power density, light weight, and long life. Its performance has been further boosted for the Toyota Hybrid System, with output per unit capacity more than triple that of most electric vehicles. This allows the battery to provide a huge surge of electricity to the motor precisely when it’s needed for all-out acceleration.GeneratorThe high-efficiency AC permanent magnet synchronous generator produces electricity to charge the batteries and power the motor. By controlling the generator speed, the power split device functions like a continuously variable transmission. The generator also functions as a starter for the engine.Power Split DeviceThe power split device uses planetary gears that allocate engine output between the drive wheels and the generator. By controlling the generator speed, the power split device also functions like a continuously variable transmission. Engine output is directed inward to the planetary carrier of the power split device and outward through the sun gears to the generator and through the ring gear to the motor and the wheels.Regenerative Braking SystemWhen decelerating or braking, the motor acts as a generator, recovering kinetic energy from the wheels, converting it into electricity and storing it in the battery. It’s an ideal energy-saving system for stop-and-go city driving. When the driver applies the brakes, both the hydraulic brakes and the regenerative brakes are used, with the priority going to the regenerative braking system to maximise energy recovery.InverterThe inverter changes the battery’s direct current into alternating current to drive the motor and turns the generator’s alternating current output into direct current to charge the battery. It also varies the frequency of the current, depending on motor rpm to maximise efficiency. The inverter unit is water cooled for improved reliability.
the use of genertors isn't that old , around the late 50's early 60's is when the use of alternators took over .i haven't seen a genertor with a electromagnet . what if in the " new " generator , with the use of some electromagnets , the inverse of the magnetic feild was created in an attempt to cancel out the fixed magnets feild in an attempt to control the amount of current produced ?if your looking for a alternator with very few moving parts , i believe cat uses 2 fixed electromagnets , with a moving rotor between them to create " pulses " which creates the current . no brushes to wear out ever . or here is an idea , use an exhaust driven turbine ( aka turbo ) but with the compressor side removed and replaced with a " new " generator . then use the waste gate to control the current output. this would free up even more horsepower from the motor and make things more effecient since it would be using energy that is normally wasted out the exhaust .
Connecting the alternator's three phases together would create a short circuit. Each phase has a different potential at a different time depending on the field position.FWIW, I know that motorcycles and other small engines use PMAs and I have seen them as charge alternators on some Generac gensets with 12V electrical systems. I'm not convinced that there's much benefit to a PMA though. True, a small amount of current is saved due to not having a field to energize. Also nice not having brushes (as someone else noted, many heavy duty alternators are brushless). But I would think a PMA would require just as much HP to turn as would a conventional alternator. The stronger the magnetic field created by the rotor, the more hp required to turn it. Don't get me wrong, I'm not knocking your idea...just need more proof that 2-3 mpg could be saved?
I'm still thinking that you're going to have a problem by connecting the 3 stator phases together. Doing so would create a very low resistance, which would cause a great amount of current to flow in the stator. The magnetic field caused by this stator current is going to oppose the magnetic field of the rotor. This electrical loading will try to decelerate the rotor shaft, although the amount of heat generated in the stator would likely cause it to melt before long.
Quote from: dieselweasel on November 15, 2009, 02:26:03 pmI'm still thinking that you're going to have a problem by connecting the 3 stator phases together. Doing so would create a very low resistance, which would cause a great amount of current to flow in the stator. The magnetic field caused by this stator current is going to oppose the magnetic field of the rotor. This electrical loading will try to decelerate the rotor shaft, although the amount of heat generated in the stator would likely cause it to melt before long. you might be right, but thats why i want to do some testing i might buy a cheap alternator and try some things out. i'm hoping that without an electrical load, the amps will be reduced to keep heat down. but who knows.. maybe just leaving the legs disconnected won't really affect anything? i'd really want to keep it simple...
I do know that I drive torque, while listening to my friends prattle on about horsepower.
That sparked something from memory, That's exactly how the output was adjusted on the old generators with a cut-out.... You moved the 2 brushes closer or futher apart.... I think the brush positioning was how starter generators would work come to think of it.. The start brushes were further apart than the generator brushes..
hmmm i wonder if an alternator would be capable of starting the engine?
ah so many ideas...