|Trinity says these new 'all-electrics' will have up to 500 hp on demand and the power, torque and speed more commonly associated with 'muscle cars.' With patent protected 'charge back technology,' these new 'all electrics will have commensurate range of a conventional auto with a tank full of gas. Future designs based on this technology will be configured for even longer range with this scalable technology.
Powered and charged by the revolutionary PowerMax Motor/Generator, Trinity says new designs incorporating this technology will soon emerge from around the world.
The company says , “this new technology has predictable room to expand as engineers and scientists globally get involved in the design to increase both 'torque under load' and 'charge back potential.' At its current levels, the PowerMax system returns up to 85% of energy required to run the motor---under full load---to run an electric car. This performance is expected to increase as professionals become immersed in this exciting new form of power delivery and charge back.
Within ten years this technology could lead the way for a complete changeover to electric vehicles---with all the power, range, and conveniences we associate with current gasoline fueled vehicles.
Why Has No One Done This Before?
The best explanation, according to Trinity CEO, Gordon James, is that the motor engineering community over the last one hundred years has focused on 'the work' that a motor produces at the shaft. 'Work' refers to the amount of horse power that the rotating motion of the shaft can bring to bear to run pumps, condensers, fans and all the other devices that motors make 'work.' Engineers view this 'work' as related to the amount of electric power that is consumed in order to reach 1HP at the rotating shaft.
For Example: 20 Amps @ 110Volts of Power generally equates to approximately 1 HP in a typical AC motor.
James believes it is this preoccupation with 'work performed' by electric power that has stymied innovation by engineering professionals, by creating the notion that all things known were already at work within existing motor system field technology.
He refers to his initial design as being ‘unorthodox,’ because, he did not set out to build a motor that turns a shaft (or produces work), but rather, a rotating device which could develop high speed, much the same as a particle accelerator moves an electron, by magnetic suspension.
After designing a device based on this, he discovered that a shaft could indeed, be attached to capture the work.. (Work could be produced.)
"That was eleven years ago ," says James. "A project like this doesn't just materialize in completed form. First we had to form a company, put together a complete business plan, then seek investors to finance the production of prototypes which demonstrate this new technology.
Like most start-up companies, no matter how innovative your ideas are, you must build, test them---and all the while, financially support your enterprise."
James had some good experience in this area. For many years he supported himself during his Madison Avenue career by creating advertising Television and Print Media. So, when it came to embarking on a start-up company, he had familiarity because he had helped many small companies get started.
"I also had opportunities---which larger enterprises (such as GE, or Baldor) ---might not have. The first being, in securing talent with the right set of skills to produce the initial work. Where a larger corporation might have to look 'inside' and hire sparingly, I sought the exact set of math and electro-dynamic expertise required to not only solve problems on the initial products, but also be comfortable in a programming and CAD (computer assisted design) environment within each discipline.
I had the freedom to let individual skills work at their best levels as well. So, I put the guy physically in charge of building the first prototype (Louis Hill, Dir. of Development), in charge of all engineers.
“This 'bottom-up' method was quite successful in saving time during development." James said.
When he built his first device, a 1/2 HP AC motor, The EnergyMax, he built a motor which uses current not only differently, but more effectively.
In fact, it uses 30% less current to the EnergyMax that comparable products being produced around the world by major manufacturers.
James attributes the performance of his AC motor to a unique 'multiple field' configuration---not possible in current motors. He describes fields that create more 'flux density' in operating systems within the motor.
Following several months in field calibration and testing, he recently began construction of a second prototype which will serve as the manufacturing model for his 1/2 HP AC industry introduction.
Combining Systems For Flexibility
"It soon became apparent," says James, "that additional system performances could be demonstrated by modifying the aspects of the multiple field configuration."
To investigate these, he added a passive magnetic assembly, typical to common 3 phase motors, to one of his multiple field AC stator configurations. This proved to be momentous. He found he had invented a new combination motor generator, which could run like a 3 phase synchronous motor for load, yet start and run continuously as a single phase AC motor. Unlike typical single phase AC motors which 'switch-off' their start windings after startup to reduce heat, (become dormant) his new motor/generator could do the same, but then use the dormant start windings to react with the passive magnetic assembly incorporated in the rotor to generate electricity even while the motor was running full strength on the 'run windings' at synchronous speed.
In effect, the motor part produces the same HP of a regular synchronous motor while running on its run windings, and additionally generates 'free' power as output from its disconnected start windings.
This 'free power' can then be used to charge batteries, or even be fed back into the motor to increase efficiency.
Note: The PowerMax generates constant electricity, (separate from incoming line current), from the start. This 'free current' presently represents an
additional 85% of the power used to run the motor portion at required HP and speed. But it does not tax the motor for this power. The electricity is produced from the 'kinetic power' produced as the rotor turns 'under normal AC synchronous operation' with embedded passive magnets.
With this 'free current,' a new charge back system for electric cars now can be built.
By having dual battery pack arrays, one pack can be used for all running gear and accessories while the other is being charged. This system can also be designed to switch over battery packs as one becomes depleted below set parameters. "This system will dramatically increase the current range of electric vehicles by greatly extending battery life," says James.
Couple this with innovative battery systems, such as Ultra Capacitor batteries and dynamic braking (charging while braking), photovoltaic cells and the company’s predicted role as 'the first choice' in electric vehicle segway technology starts to make sense.
Who Will Build These New Electric Cars Based On The PowerMax?
Like other owners of high tech intellectual property, James is looking to licensing as his best vehicle to implement his new PowerMax motor generator. Companies under consideration (or currently under discussions with) for licensing include GM, Ford, Chrysler, Mazda, Honda, Toyota, British Leyland, BMW, Audi, Puegot, and Volvo as current OEM's.
Other OEM's which manufacture or sell battery, fuel cell, photovoltaic, or other alternative hybrid systems are also targeted for possible licensing.