ABSTRACT

This Paper deals with the study of free energy and its generation using flywheel
system. The energy storing capacity of flywheel is used to generate extra amount
free energy. This extra energy is used to run s the other electrical appliances. It
consist of A.C. motor of half horsepower capacity is used to drive a series of belt
and pulley dr ive which form a gear - train and produces over double rpm at the
shaft of an alternator. The intriguing thing about this system is that greater
electrical output power can be obtained from the output of the alternator than
appears to be drawn from the input motor. It is done with the help of Gravity
wheel. The gravity wheel or flywheel is coupled with the gear -train in order to
produce more extra energy or free energy. The overall study is done with various
parameters of flywheel to obtain the maximum free energy out of the system. This
free energy is getting free of cost.
I .INTRODUCTION
Nikola Tesla once said that, all people should have energyy sources for free to
fulfil their daily needs . There is electricity everywhere present in limitless
quantities and can drive the world’s equipment without the need of non
renewable sources such as gas, coal or oil. Free energy means the zero cost
energyy. Mechanical energy which drives windmill by using the blowing
force of wind, or Solar energy in solar cell which is converts into DC current and
store in batteries . Other energies obtained are from wind power, water power
& telluric power. Free energy generator is used to generate these types of energy.
Free energy suppression is the notion that corporate energy interests intentionally
technologies that may provide energy at minimum cost. All other remaining
untouched forces of nature which are well familiar in the scientific literature,
which includes earth batteries, atmospheric electricity, telluric currents, and
pressure system changes. The energy from continuous motion is considered
fantastical forces. These devices utilize quantum
 1. Overview of the Storage Technology

Flywheels are kinetic energy storage devices, and store energy in a rotating mass
(rotor), with the amount of stored energy (capacity) dependent on the mass and
form (inertia), and rotational speed of the rotor. An accelerating torque causes a
flywheel to speed up and store energy, while a decelerating torque causes a
flywheel to slow down and regenerate energy.

The earliest applications of flywheels include potters wheels, and grindstones used
for sharpening tools. Since the industrial revolution, flywheels have been used in
most rotating engines and machines for very short-term energy storage, for
example to smooth the torque pulses in internal combustion engines, and deliver
smooth power. Flywheels are simple and effective in applications where the
flywheel is directly mechanically coupled to smooth the shaft speed of rotating
machinery. In such cases the kinetic energy storage provided by the rotor inertia
requires no further interface to the mechanical system, although a mechanical
gearbox may be used to increase the effective capacity.

A new application of flywheels is in the storage of electrical energy, which is

achieved by the addition of an electrical machine and power converter. The
electrical machine may be integrated with the flywheel, and operates at variable
speed, and the power converter is usually provided by a power-electronic variable
speed drive.
The main feature of flywheel energy storage (FES) systems generally is that they
can be charged and discharged at high rates for many cycles. Typical state-of-the-
art composite rotor designs have specific energy of up to 100 Wh/kg, with high
specific power. The state-of-charge is easily assessed as a function of angular
velocity, which is readily measured. The main drawbacks of flywheels are the high
cost, and the relatively high standing losses. The lowest self-discharge rates
currently achieved for complete flywheel systems, with electrical interface
powered, are around 20% of the stored capacity per hour.

Flywheel energy storage technologies broadly fall into two classes; low speed
flywheels, which are commercially available; and high -speed flywheels, which
are just becoming commercial. Low speed flywheels, with typical operating
speeds up to 6000 rev/min, have steel rotors and conventional bearings. For
example, a flywheel system with steel rotor developed in a collaborative project
at CCLRC in the 1980’s had energy storage capacity 2.3 kWh @ 5000 rev/min,
and rated power 45kW. (rotor specific energy 5 Wh/kg, specific power 100
W/kg).

High-speed flywheels, with operating speeds up to 50,000 rev/min, using advanced

composite materials for the rotor, are under intensive development to increase the
energy storage density and reduce unit cost. The high speed flywheel concept
originated in the early 1970s at Lawrence Livermore National Laboratory (LLNL),
when Post wrote an article in Scientific American recommending that flywheels be
made of composite materials instead of metal, and presenting a new approach to
rotor design. The LLNL developments reached commercial stage in 1994, with the
technology being licensed to Trinity Flywheel for manufacturing. Composite
materials are suitable for flywheel rotors due to their light weight and high
strength. Lightness in high speed rotors is good from two points of view, viz., the
ultra-low friction bearing assemblies are less costly, and the inertial loading which
causes stress in the material at high rotational speeds is minimized. High strength
is needed to achieve maximum rotational speed. Therefore, advanced composite
rotors enable the storage of greater amounts of energy on a specific weight basis, in
comparison with other materials. An further important consideration is that fibre
reinforced composite rotors fail in a less destructive manner than metallic rotors,
and are thus intrinsically safer.

A few high-speed flywheel systems have been installed in field trials, and are
now being commercialised. Currently the main stationary applications are in
uninterruptible power supplies (UPS), power quality (PQ) systems, and
trackside support in traction (rail) systems. Several
manufacturers foresee possibilities of applications in peak shaving in electrical
power systems, and for power smoothing in renewable energy systems.

The main developers of flywheels which are commercially available or close to

market include Active Power (and Caterpillar), Acumentrics Corporation, AFS
Trinity Power Corporation, Beacon Power, Flywheel Energy Systems Inc.,
Pentadyne, Piller, Tribology Systems Inc., and Urenco Power Technologies.
Active Power is one of the few manufacturers using steel rotors, most
manufacturers use composite rotors. There are a number of technology developers,
for example Argonne National Laboratory and Boeing are collaborating in the
development of a low-loss flywheel using high temperature superconductor (HTS)
bearings. The other main development areas include rotor materials, and rotor
manufacturing techniques.
A recent survey (European Emerging Energy Storage Technology Markets, Frost
& Sullivan, 2003) reports that only a few manufacturers share most of the
European market, and Piller is the market leader with 47% of the market. The
European market for new energy storage technologies (SMES, Supercapacitors,
and Flywheels) is expected to rise from $104 million in 2002 to $215 million in
2009, representing a compound annual growth rate of around 11%. Currently
flywheels represent 96% of new energy storage technology sales, and sales are
expected to grow by around 8% annually. The key factors driving the market
include the expected growth in utilisation of renewable energy, as well as
regulatory aspects of electricity supply, and requirements for Uninterruptible
Power Supplies (UPS) and power quality.
I LITERATURE SURVEY
1.Self - Excited Induction Generator (SEIG) - A.K. Tandon et al., and Malik et
al., [2][1987 ]: In recent years, squirrel cage asynchronous motors are used as the
electromechanical energy converter. The pri erate electricity. According to Tze
- Fun (1888), an asynchronous motors called nciple of self - excitation
applied to the asynchronous motors to gen as self - excited induction generator
(SEIG), when a suitable capacitance is connected to across the stator winding
of an induction machine and self - excitation occur under favourable conditions.
SEIG is suitable candidate for electric generation applications, because they do not
need external power supply to produce the magnetic field. According to D.
Seyoum et al. (2000) permanent magnet generator can also be used for energy
applications but they passes from non controllable magnetic field, which decays
over a period due to weakening of the magnets, and generated voltage tends to
steeply decreasing load. The advantages of SEIG over asynchronous induction
machine are very small size and weight, simple construction, absence of separate
source for excitation, cheap and low maintenance cost.

2.Analysis of Flywheel -Sudipta Saha, Abhik Bose, G. aiTejesh, and S.P. Srikanth
[4] [2009]: The importance of the flywheel design specification selection and its
contribution in the energy storage performance. This contribution is demonstrated
on the example cross - sections using computer aided analysis and optimization
procedure. This Proposed Computer aided analysis and optimization procedure
results shows that suitable design of flywheel geometry design could both h
ave a significant effect on the Specific Energy performance and minimize the
operational loads exerted on the shaft/bearings due to reduced mass at high
rotational speeds.

3. “A Flywheel Based Regenerative Braking System for Regenerative Energy

Recovery u sing flywheel by Tai -Ran Hsu: This research paper represents a
Flywheel based regenerative energy recovery system, storage & release system
developed at laboratory. It can be recover and store regenerative energy produced
by braking motion of generator with alternating rotary velocity such as the rotor of
a wind turbo generator subject to not continuously intake of wind and the
axels of electric automobiles during the frequent braking and coasting. Releasing
of the stored regenerative energy in the flywheel by the alternator is easily
transformed to electricity. A concept prototype called the SJSU - RBS, design,
built and tested by students with able assistance of a technical workshops
in author’s college. A new regenerative braking system, the SJSU -
RBS was developed with the design, construction and design of a proof
- of - concept prototype. It involves a rapid spinning flywheel/alternator unit with
a uniquely designed progressive braking system and an epicyclical gear
train. This new SJSU - RBS can be readily allowed to power plants driven by
renewable energies from alternating source such as solar, wind and hybrid gas
- electric automobiles during braking & coasting
III. HISTORY OF FLYWHEEL
Flywheels are around for about thousands of years. The initial application is
the potter’s wheel. Perhaps the most commonly used application in recent years is
in internal combustion engines. A flywheel is a simple form of mechanical energy
storing device. Energy is stored by rotating disc to spin about its axis. This energy
is proportional to its mass and the square of its rotational speed. Advances in
magne tic bearings, power electronics , and flywheel materials coupled with
integration of mechanisms have resulted in DC supply flywheel energy storage
systems that can be used as a supplement or auxiliary to batteries in UPS systems.
Generally, more expensive than batteries in terms of the lo nger life, first cost,
simpler maintenance, and smaller footprint of the flywheel systems makes them
alternative to battery. Introduction to Flywheel Energy Storage Kinetic storages,
also known as FES, are used in many technical fields. Inertial mass is in crease
speed to a very high revolving speed and maintaining the energy in the system as
rotational energy. The energy is transformed back by slowing down the flywheel.
The available performance comes from Inertia effect and rotational speed.
Flywheel mass is either mechanically driven by CVT gear unit or electrically
driven via electric motor / generator unit, mechanically driven composite
flywheel, electrically driven flywheels Devices that use mechanical energy
directly are being developed, but most FES systems use electricity to accelerate
and decelerate the flywheel.
Mr. Campbell recently demonstrated in Australia that flywheel electric system can
generate power gain . But he fails to explain to the science community how energy
gain from gravity using flywheel, when he applied examination request for patent
grant. But the fact is that, the generating system of the He produces a significant
amount of free energy haggard from the gravitational. By confirming the extra
energy by receiving the flywheel up to rapidity and then transferring the i/p drive
motor to generator. The result is a self -
powered system capable of running extra loads. In Oct ‘09, Lawrence Tseung
demonst rate the energy addition gravity - based pulse theory. theory explains that
excess energy = 2mgr (m = mass, g = gravitational, r = radius); fed into flywheel
There will be no gain in energy if flywheel is
driven at constant speed. Conversely, there is energ
y taken from gravity if it is uneven. energy increases with increasing diameters,
weight, coupling force & impulses of the flywheel. From the book in reference no.
12 shows a diagram of a motor/generator. He kept it running for 3 years along with
fully charged battery. There is also black and white portrait of a large structure
version of the motor by Jim Watson. Which had generated extra output of many
KW, due to very big size, weight of his flywheel. As mention, the free energy is
acquired from the gravity. There are two factors elaborate. The 1stis its weight,
size & rotational
speed of the flywheel & the 2nd is connection between flywheel and drive motor
effectiveness. [12]

B. Objectives of the Project

 The main objective of system is the utilization of gravity using the flywheel.
 The primary step for this is to increase ratio of input speed to output speed.
 The secondary step is to use the energy generated by
the generator to the load bank.
 Obtaining the maximum output and calculating the maximum
efficiency of the working model.
C. Principle The aim of this project is to recover energy of flywheel by using
principle of energy recovery system from flywheel and produce enough energy to
run the project set up and also some additional energy to run extern al power
supply.
The project is inspired from CHAS CAMPBELL’s Generator. An AC motor is
initially run with help of AC supply. The speed varies with help of pulleys with
different diameters. After some time, the initial AC input supply is replaced by the
output supply of generator.
FLYWHEEL
Flywheels have been used for a long time as mechanical energy storage
devices.
The earliest form of a flywheel is a potter’ s wheel that uses stored energy to aid in
shaping earthen vessels [1]. The wheel is a disc made of wood, stone or clay. It
rests on a fixed pivot and can be rotated around its center. The energy stored in a
potter’s flywheel is about 500J, which is by no means negligible. The main
disadvantages are friction and material integrity. Most of energy is lost in
overcoming frictional losses. The word ‘flywheel’ appeared first during the start
of industrial revolution. During this period, there were two important
developments: one is the use of flywheels in steam engines and the other is
widespread use of iron. Iron flywheels have greater material integrity than
flywheels made up of wood, stone or clay. They can be built in a single piece and c
an accommodate more mass and moment of inertia in the same volume. These
flywheel s were used mostly for smoothing torque pulses in steam engines.
In the years after industrial revolution, the trend was mostly towards
increasing mass for higher energy storage rather than increasing speed. Large
flywheels made of cast steel, with heavier rims, were built for the largest engines.
However, with the advent of the small internal combustion engine in the middle of
19 th century, the trend shifted towards high-speed flywheels with low inertia for
automotive applications. More recently, the ability of a flywheel to deliver high
power in a short time has been used in applications such as mechanical presses,
lubrication or cooling pumps, mine locomotives, inertial friction welding and
inertial starters.
 The constant stress profile for steam turbines, developed by De Laval and
later by Stodola, was very useful in the design of high-speed flywheels. During the
Stodola period it was demonstrated that a rotating mass supported by a shaft stores
energy mechanically. The second part of 20 th century saw advances in the field of
high-strength composite materials. Composite flywheel s can operate at
higher speeds and can store more energy for a given mass than a conventional
steel flywheel. These flywheels have high material integrity, can be operated at
high speeds and, as will be shown below, store more energy. The concept of a
flywheel energy storage system for electric vehicles and stationary power backup
was proposed during this period. Also, a distinction has been made between the
flywheels that are used for smoothing torque pulses and the flywheels that store
energy for backup power applications. Flywheels store energy in the form of
kinetic energy.
FLYWHEEL ELECTROMAGNETICS
Two electromagnetic systems are the basis for operating flywheels:
Electrical machines and in some cases electromagnetic bearings. There are many
types of machines with very good performances in terms of efficiency, robustness
or reliability, among others. Nevertheless, not all the electrical machines are
good candidates for driving a flywheel. Those of them with wound rotors should
be avoided. This includes dc machines, conventional synchronous machines and
induction motors (although some successful applications for flywheels have been
done with asynchronous machines or with modified synchronous ones [4]). The
reason is that when spinning at such speeds, brushes or slip rings should be
avoided and even for the case of squirrel-cage induction machines where none of
those elements are present, the heat generation in the rotor windings is
inadmissible, since heat is difficult to extract. Presently, there are three families of
electrical machines that fulfil the previous conditions for driving flywheels:
Homopolar, Reluctance and Permanent Magnet machines [5]. In fact, practically
all of them can be considered as special cases of a synchronous machine with three
corresponding windings in the equivalent d-q model: two d-q windings in one side
and one D excitation winding in the other (which can be present or replaced by a
permanent magnet). Rotor dumping rings are not present. The main characteristic
of this machine is that the magnetising D-winding in charge of creating the
magnetic field is now fixed in the stator and encircles the rotor rather than being
placed in the rotor like in conventional synchronous machines [6]. The rotor is a
massive piece of high-strength magnetic steel, the poles are conveniently machined
in ts periphery and the stator windings are distributed to achieve a sinusoidal
magneto-motive force distribution, thus avoiding rotor heating due to harmonic
content in the field. Some commercial developments have been done using this
type of machine [7].
scheme of a homopolar motor, including the magnetic flux direction in the rotor
poles. This type of machine is very robust and suitable to
run at very high speeds since rotor losses can be very small, even at high
frequencies.
 BATTERY INTRODUCTION

The battery is an essential component of almost all aircraft electrical systems. Batteries
are used to start engines and auxiliary power units, to provide emergency backup power for
essential avionics equipment, to assure no-break power for navigation units and fly-by-wire
computers, and to provide ground power capability for maintenance and preflight checkouts.
Many of these functions are mission critical, so the performance and reliability of an aircraft
battery is of considerable importance. Other important require-ments include environmental
ruggedness, a wide operating temperature range, ease of maintenance, rapid recharge capability,
and tolerance to abuse.
Historically, only a few types of batteries have been found to be suitable for aircraft
applications. Until the 1950s, vented lead-acid (VLA) batteries were used exclusively
[Earwicker, 1956]. In the late 1950s, military aircraft began converting to vented nickel-
cadmium (VNC) batteries, primarily because of their superior performance at low temperature.
The VNC battery subsequently found widespread use in both military and commercial aircraft
[Fleischer, 1956; Falk and Salkind, 1969]. The only other type of battery used during this era
was the vented silver-zinc battery, which provided an energy density about three times higher
than VLA and VNC batteries [Miller and Schiffer, 1971]. This battery type was applied to
several types of U.S. Air Force fighters (F-84, F-105, and F-106) and U.S. Navy helicopters (H-
2, H-13, and H-43) in the 1950s and 1960s. Although silver-zinc aircraft batteries were attractive
for reducing weight and size, their use has been discontinued due to poor reliability and high cost
of ownership.

In the late 1960s and early 1970s, an extensive development program was conducted by the
U.S. Air Force and Gulton Industries to qualify sealed nickel-cadmium (SNC) aircraft batteries
for military and commercial applications [McWhorter and Bishop, 1972]. This battery
technology was successfully dem-onstrated on a Boeing KC-135, a Boeing 727, and a UH-1F
helicopter. Before the technology could be transitioned into production, however, Gulton
Industries was taken over by SAFT and a decision was made to terminate the program.

Battery Fundamentals
 Batteries operate by converting chemical energy into electrical energy through
electrochemical discharge reactions. Batteries are composed of one or more cells, each
containing a positive electrode, negativeelectrode, separator, and electrolyte. Cells can be
divided into two major classes: primary and secondary.Primary cells are not rechargeable and
must be replaced once the reactants are depleted. Secondary cells are rechargeable and require a
DC charging source to restore reactants to their fully charged state. Examples of primary cells
include carbon-zinc (Leclanche or dry cell), alkaline-manganese, mercury-zinc, silver-zinc, and
lithium cells (e.g., lithium-manganese dioxide, lithium-sulfur dioxide, and lithium-thionyl
chloride). Examples of secondary cells include lead-lead dioxide (lead-acid), nickel-cadmium,
nickel-iron, nickel-hydrogen, nickel-metal hydride, silver-zinc, silver-cadmium, and lithium-ion.
For aircraft applications, secondary cells are the most prominent, but primary cells are
sometimes used for powering critical avionics equipment (e.g., flight data recorders).
Batteries are rated in terms of their nominal voltage and ampere-hour capacity. The
voltage rating is based on the number of cells connected in series and the nominal voltage of
each cell (2.0 V for lead-acid and 1.2 V for nickel-cadmium). The most common voltage rating
for aircraft batteries is 24 V. A 24-V lead-acid battery contains 12 cells, while a 24-V nickel-
cadmium battery contains either 19 or 20 cells (the U.S. military rates 19-cell batteries at 24 V).
Voltage ratings of 22.8, 25.2, and 26.4 V are also common with nickel-cadmium batteries,
consisting of 19, 20, or 22 cells, respectively. Twelve-volt lead-acid bat-teries, consisting of six
cells in series, are also used in many general aviation aircraft.

The ampere-hour (Ah) capacity available from a fully charged battery depends on its
temperature, rate of discharge, and age. Normally, aircraft batteries are rated at room temperature
(25°C), the C-rate (1-hour rate), and beginning of life. Military batteries, however, often are
rated in terms of the end-of-life capacity, i.e., the minimum capacity before the battery is
considered unserviceable. Capacity ratings of aircraft batteries vary widely, generally ranging
from 3 to 65 Ah.

The maximum power available from a battery depends on its internal construction. High rate
cells, for example, are designed specifically to have very low internal impedance as required for
starting turbine engines and auxiliary power units (APUs). Unfortunately, no universally
accepted standard exists for defining the peak power capability of an aircraft battery. For lead-
acid batteries, the peak power typically is defined in terms of the cold-cranking amperes, or
CCA rating. For nickel-cadmium batteries, the peak power rating typically is defined in terms of
the current at maximum power, or Imp rating. These ratings are based on different temperatures
( 18°C for CCA, 23°C for Imp), making it difficult to compare different battery types.
Furthermore, neither rating adequately characterizes the battery’s initial peak current capability,
which is especially important for engine start applications. More rigorous peak power
specifications have been included in some military standards. For example, MIL-B-8565/15
specifies the initial peak current, the current after 15 s, and the capacity after 60 s, during a 14-V
constant voltage discharge at two different temperatures (24 and 26°C).

The state-of-charge of a battery is the percentage of its capacity available relative to the
capacity when it is fully charged. By this definition, a fully charged battery has a state-of-charge
of 100% and a battery with 20% of its capacity removed has a state-of-charge of 80%. The state-
of-health of a battery is the percentage of its capacity available when fully charged relative to its
rated capacity. For example, a battery rated at 30 Ah, but only capable of delivering 24 Ah when
fully charged, will have a state-of-health of 24/30 100 80%. Thus, the state-of-health takes into
account the loss of capacity as the battery ages.
Lead-Acid Batteries
Theory of Operation
The chemical reactions that occur in a lead-acid battery are represented by the following
equations:
discharge

--------
--------
Positive electrode: PbO2 H2 SO4 --- PbsO4 2H2
2H2e -- - O (1)
charg
e
Negative electrode: Pb H2discharge-------
SO4 --------------- PbSO4 2H2e (2)
 charge
discharge
-- ----
--- ----
-- --- -
--Overallcellreaction:PbO2pb2H2SO4- 2PbSO4 2H2 O (3)

charge

As the cell is charged, the sulfuric acid (H2SO4) concentration increases and becomes highest
when the cell is fully charged. Likewise, when the cell is discharged, the acid concentration
decreases and becomes most dilute when the cell is fully discharged. The acid concentration
generally is expressed in terms of specific gravity, which is weight of the electrolyte compared to
the weight of an equal volume of pure water.
The cell’s specific gravity can be estimated from its open circuit voltage using the following
equation:
Specific Gravity (SG) Open Circuit Voltage (OCV)
0.84 (4)

There are two basic cell types: vented and recombinant. Vented cells have a flooded
electrolyte, and the hydrogen and oxygen gases generated during charging are vented from the
cell container. Recombinant cells have a starved or gelled electrolyte, and the oxygen generated
from the positive electrode during charging diffuses to the negative electrode where it
recombines to form water by the following reaction:

Pb H2 SO4 1 2O2→ PbSO4 H2 O (5)

The recombination reaction suppresses hydrogen evolution at the negative electrode, thereby
allowing the cell to be sealed. In practice, the recombination efficiency is not 100% and a
resealable valve regulates the internal pressure at a relatively low value, generally below 10 psig.
For this reason, sealed lead-acid cells are often called “valve-regulated lead-acid” (VRLA) cells.

Cell Construction
Lead-acid cells are composed of alternating positive and negative plates, interleaved with
single or multiple layers of separator material. Plates are made by pasting active material onto a
grid structure made of lead or lead alloy. The electrolyte is a mixture of sulfuric acid and water.
In flooded cells, the separator material is porous rubber, cellulose fiber, or microporous plastic.
In recombinant cells with starved electrolyte technology, a glass fiber mat separator is used,
sometimes with an added layer of microporous polypro-pylene. Gell cells, the other type of
recombinant cell, are made by absorbing the electrolyte with silica gel that is layered between the
electrodes and separators.

Battery Construction

Lead-acid aircraft batteries are constructed using injection-molded, plastic monoblocs

that contain a group of cells connected in series. Monoblocs typically are made of polypropylene,
but ABS is used by at least one manufacturer. Normally, the monobloc serves as the battery case,
similar to a conventional automotive battery. For more robust designs, monoblocs are assembled
into a separate outer container made of steel, aluminum, or fiberglass-reinforced epoxy. Cases
usually incorporate an electrical receptacle for connecting to the external circuit with a quick
connect/disconnect plug. Two generic styles of receptacles are common: the “Elcon style” and
the “Cannon style.” The Elcon style is equivalent to military type MS3509. The Cannon style has
no military equivalent, but is produced by Cannon and other connector manufacturers. Batteries
sometimes incorporate thermostatically controlled heaters to improve low temperature
performance. The heater is powered by the aircraft’s AC or DC bus. drawing of a typical lead-
acid aircraft battery; this particular example does not incorporate a heater.

Discharge Performance
Battery performance characteristics usually are described by plotting voltage, current, or
power vs. discharge time, starting from a fully charged condition. Typical discharge performance
data for SLA aircraft batteries are illustrated in Figures 10.2 and 10.3. Figure 10.4 shows the
effect of temperature on the capacity when discharged at the C-rate. Manufacturers’ data should
be obtained for current infor-mation on specific batteries of interest.
Charge Methods
Constant voltage charging at 2.3 to 2.4V per cell is the preferred method of charging
lead-acid aircraft batteries. For a 12-cell battery, this equates to 27.6 to 28.8 V which generally is
compatible with the voltage available from the aircraft’s 28-V DC bus. Thus, lead-acid aircraft
batteries normally can be charged by direct connection to the DC bus, avoiding the need for a
dedicated battery charger. If the voltage regulation on the DC bus is not controlled sufficiently,
however, the battery will be overcharged or undercharged causing premature failure. In this case,

a regulated voltage source may be necessary to achieve acceptable battery life. Some aircraft use
voltage regulators that compensate, either manually or automatically, for the battery temperature
by increasing the voltage when cold and decreasing the voltage when hot.

Assembly drawing of a lead-acid aircraft battery.

Adjusting the charging voltage in this manner has the beneficial effect of prolonging the
battery’s service life at high temperature and achieving faster recharge at low temperatures.
Temperature Effects and Limitations
Lead-acid batteries generally are rated at 25°C (77°F) and operate best around this
temperature. Exposure to low ambient temperatures results in performance decline, whereas
exposure to high ambient temper-atures results in shortened life.
KEY PAD (4X1 MATRIX)
INTRODUCTION
This note describes an method of interfacing a matrix keyboard to EZ328 using
minimum number of I/O ports. We use a 4x1 matrix keypad as an example. It requires only five
I/O ports. (In general, it takes n+1 ports to interface a nxn matrix keyboard). It is a low cost
solution. No TTL logic ICs are used. The components mainly used in the interfacing circuitry
include only diodes and resistors which can greatly reduce the system cost and size of the
product.

Fig 8
HARDWARE
Figure 1 shows a functional block diagram of the keyboard interface. As seen in
this diagram, there are two major parts.
• Interrupt & interfacing Circuity - generates interrupt to EZ328 when there is a key pressed and
provides connection to EZ328’s I/O ports
• Keyboard matrix - a 4x1 matrix keypad
INTERRUPT & INTERFACING CIRCUIT
The interrupt and interfacing circuit includes some diodes, resistors, pull-up
resistors and a NPN transistor.The transistor part is designed as an inverter for generating
interrupt signal to EZ328 when there is a key pressed. There are two groups of diodes mainly for
restricting signal flow in single direction so as to enable this circuitry to identify the pressed key
uniquely. One of these two groups of diodes have been wired together to provide a “OR”
function which in turn allows any key pressed on each column of the keypad to signal the
transistor part for generating interrupt.
.
Tabulation - 1
8. MOTOR:
In any electric motor, operation is based on simple electromagnetism. A current-carrying
conductor generates a magnetic field when this is then placed in an external magnetic field, it
will experience a force proportional to the current in the conductor, and to the strength of the
external magnetic field. As you are well aware of from playing with magnets as a kid, opposite
(North and South) polarities attract, while like polarities (North and North, South and South)
repel. The internal configuration of a DC motor is designed to harness the magnetic interaction
between a current-carrying conductor and an external magnetic field to generate rotational
motion.

Let's start by looking at a simple 2-pole

DC electric motor (here red represents a magnet or winding with a "North" polarization, while
green represents a magnet or winding with a "South" polarization).
Every DC motor has six basic parts -- axle, rotor (a.k.a., armature), stator,
commutator, field magnet(s), and brushes. In most common DC motors (and all that BEAMers
will see), the external magnetic field is produced by high-strength permanent magnets1. The
stator is the stationary part of the motor ,this includes the motor casing, as well as two or more
permanent magnet pole pieces. The rotor (together with the axle and attached commutator) rotate
with respect to the stator. The rotor consists of windings (generally on a core), the windings
being electrically connected to the commutator. The above diagram shows a common motor
layout -- with the rotor inside the stator (field) magnets.
The geometry of the brushes, commutator contacts, and rotor windings are such that
when power is applied, the polarities of the energized winding and the stator magnet(s) are
misaligned, and the rotor will rotate until it is almost aligned with the stator's field magnets.
Given our example two-pole motor, the rotation reverses the direction of current through the
rotor winding, leading to a "flip" of the rotor's magnetic field, driving it to continue rotating.

Fig 10.1 rotor

In real life, though, DC motors will
always have more than two poles (three is a very common number). In particular, this avoids
"dead spots" in the commutator. You can imagine how with our example two-pole motor, if the
rotor is exactly at the middle of its rotation (perfectly aligned with the field magnets), it will get
"stuck" there. Meanwhile, with a two-pole motor, there is a moment where the commutator
shorts out the power supply (i.e., both brushes touch both commutator contacts simultaneously).
This would be bad for the power supply, waste energy, and damage motor components as well.
Yet another disadvantage of such a simple motor is that it would exhibit a high amount of torque
"ripple" (the amount of torque it could produce is cyclic with the position of the rotor).

Fig 10.2
DIAGRAM OF DC SHUNT MOTOR.

FIG

Two factors are

important in the selection of a motor for a
particular application: the variation of the speed with a change in load, and the variation of the
torque with a change in load. A shunt motor is basically a constant speed device. If a load is
applied, the motor tends to slow down.
The slight loss in speed reduces the counter emf and results in an increase of the
armature current. This action continues until the increased current produces enough torque to
meet the demands of the increased load. As a result, the shunt motor is in a state of stable
equilibrium because a change of load always produces a reaction that adapts the power input to
the change in load.
The basic circuit for a shunt motor is shown in figure. Note that only a shunt field
winding is shown. Figure shows the addition of a series winding to counteract the effects of
armature reaction. From the standpoint of a schematic diagram, figure represents a compound
motor. However, this type of motor is not considered to be a com pound motor because the
commutating winding is not wound on the same pole as the field winding and the series field has
only a few turns of wire in series with the armature circuit. As a result, the operating
characteristics are those of a shunt motor. This is so noted on the nameplate of the motor by the
terms compensated shunt motor or stabilized shunt motor.

DC MOTOR CONTROL CHARACTERISTICS:

A shunt-wound motor is a direct-current motor in which the field windings and the
armature may be connected in parallel across a constant-voltage supply. In adjustable speed
applications, the field is connected across a constant-voltage supply and the armature is
connected across an independent adjustable-voltage supply. Permanent magnet motors have
similar control
DC MOTOR CHARACTERISTICS:
It will be easier to understand the operation of the DC motor from a basic diagram
that shows the magnetic interaction between the rotating armature and the stationary field's coils.
Below Figure shows three diagrams that explain the DC motor's operation in terms of the
magnetic interaction.
In Fig. (a) you can see that a bar magnet has been mounted on a shaft so that it
can spin. The field winding is one long coil of wire that has been separated into two sections.
The top section is connected to the positive pole of the battery and the bottom section is
connected to the negative pole of the battery. It is important to understand that the battery
represents a source of voltage for this winding. In the actual industrial-type motor this voltage
will come from the DC voltage source for the motor. The current flow in this direction makes the
top coil the north pole of the magnet and the bottom coil the south pole of the magnet.

The bar magnet represents the armature and the coil of wire represents the field.
The arrow shows the direction of the armature's rotation. Notice that the arrow shows the
armature starting to rotate in the clockwise direction. The north pole of the field coil is repelling
the north pole of the armature, and the south pole of the field coil is repelling the south pole of
the armature.
 DC MOTOR
INTRODUCTION
Almost every mechanical movement that we see around us is accomplished
by an electric motor. Electric machines are a means of converting energy. Motors
take electrical energy and produce mechanical energy. Electric motors are used to
power hundreds of devices we use in everyday life. Motors come in various sizes.
Huge motors that can take loads of 1000’s of Horsepower are typically used in the
industry. Some examples of large motor applications include elevators, electric
trains, hoists, and heavy metal rolling mills. Examples of small motor applications
include motors used in automobiles, robots, hand power tools and food blenders.
Micro-machines are electric machines with parts the size of red blood cells, and
find many applications in medicine. Electric motors are broadly classified into two
different categories: DC (Direct Current) and AC (Alternating Current). Within
these categories are numerous types, each offering unique abilities that suit them
well for specific applications. In most cases, regardless of type, electric motors
consist of a stator (stationary field) and a rotor (the rotating field or armature) and
operate through the interaction of magnetic flux and electric current to produce
rotational speed and torque. DC motors are distinguished by their ability to operate
from direct current. There are different kinds of D.C. motors, but they all work on
the same principles. In this chapter, we will study their basic principle of operation
and their characteristics. It’s important to understand motor characteristics so we
can choose the right one for our application requirement.

CONSTRUCTION
DC motors consist of one set of coils, called armature winding, inside another set
of coils or a set of permanent magnets, called the stator. Applying a voltage to the
coils produces a torque in the armature, resultingin motion.

STATOR
 The stator is the stationary outside part of a motor.
 The stator of a permanent magnet dc motor is composed of two or more
permanent magnet pole pieces.
 The magnetic field can alternatively be created by an electromagnet. In this
case, a DC coil (field winding) is wound around a magnetic material that
forms part of the stator.
ROTOR
 The rotor is the inner part which rotates.
 The rotor is composed of windings (called armature windings) which are
connected to the external circuit through a mechanical commutator.
 Both stator and rotor are made of ferromagnetic materials. The two are
separated by air-gap.
WINDING
A winding is made up of series or parallel connection of the coils.
 Armature winding - The winding through which the voltage is applied or
induced.
 The field winding - The winding through which a current is passed to
produce flux (for the electromagnet)
 Windings are usually made of copper.

PRINCIPLE OF OPERATION
 Consider a coil in a magnetic field of flux density B (figure 4). When the
two ends of the coil are connected across a DC voltage source, current I flow
through it. A force is exerted on the coil as a result of the interaction of magnetic
field and electric current. The force on the two sides of the coil is such that the coil
starts to move in the direction of force.

In an actual DC motor, several such coils are wound on the rotor, all of which
experience force, resulting in rotation. The greater the current in the wire, or the
greater the magnetic field, the faster the wire moves because of the greater force
created.At the same time this torque is being produced, the conductors are moving
in a magnetic field. At different positions, the flux linked with it changes, which
causes an emf to be induced (e = d /dt) as shown in figure 5. This voltage is in
opposition to the voltage that causes current flow through the conductor and is
referred to as a counter-voltage or back emf.
The value of current flowing through the armature is dependent upon the
difference between the applied voltage and this counter-voltage. The current due to
this counter-voltage tends to oppose the very cause of its production according to
Lenz’s law. It results in the rotor slowing down. Eventually, the rotor slows just
enough so that the force created by the magnetic field. Equals the load force
applied to the shaft. Then the system moves at constant velocity.

DC MOTOR EQUIVALENT CIRCUIT

The schematic diagram for a DC motor is shown below. A DC motor has
two distinct circuits: Field circuit and armature circuit. The input is electrical
power and the output is mechanical power. In this equivalent circuit, the field
winding is supplied from a separate DC voltage source of voltage Vf. Rf and Lf
represent the resistance and inductance of the field winding. The current If
produced in the winding establishes the magnetic field necessary for motor
operation. In the armature (rotor) circuit, VT is the voltage applied across the
motor terminals, Ia is the current flowing in the armature circuit, Ra is the
resistance of the armature winding, and Eb is the total voltage induced in the
armature.

ADVANTAGES OF DC MOTOR
DC motors provide excellent speed control for acceleration and deceleration
with effective and simple torque control. The fact that the power supply of a DC
motor connects directly to the field of the motor allows for precise voltage control,
which is necessary to speed and torque control applications.
DC motors perform better than AC motors on most traction equipment. They are
also used for mobile equipment like golf carts, quarry and mining equipment. DC
motors are conveniently portable and well suited for special applications, such as
industrial tools and machinery that is not easily run from remote power sources.

MOTOR DRIVER –H BRIDGE

H Bridge is an electronic circuit that enables a voltage to be applied across a
load in either direction. These circuits are often used in robotics and other
applications to allow DC motors to run forwards and backwards. H bridges are
available as integrated circuits, or can be built from discrete components.
STRUCTURE OF H-BRIDGE

The term H bridge is derived from the typical graphical representation of

such a circuit. An H bridge is built with four switches (solid-state or mechanical).
When the switches S1 and S4 (according to the first figure) are closed (and S2 and
S3 are open) a positive voltage will be applied across the motor. By opening S1
and S4 switches and closing S2 and S3 switches, this voltage is reversed, allowing
reverse operation of the motor. Using the nomenclature above, the switches S1
and S2 should never be closed at the same time, as this would cause a short circuit
on the input voltage source. The same applies to the switches S3 and S4. This
condition is known as shoot-through.
CONSTRUCTION

Typical solid-state H bridge

 A solid-state H bridge is typically constructed using opposite polarity
devices, such as PNPBJTs or P-channel MOSFETs connected to the high voltage
bus and NPN BJTs or N-channel MOSFETs connected to the low voltage bus.
The most efficient MOSFET designs use N-channel MOSFETs on both the high
side and low side because they typically have a third of the ON resistance of P-
channel MOSFETs. This requires a more complex design since the gates of the
high side MOSFETs must be driven positive with respect to the DC supply rail.
However, many integrated circuit MOSFET drivers include a charge pump within
the device to achieve this.
Alternatively, a switched-mode DC–DC converter can be used to provide isolated
('floating') supplies to the gate drive circuitry. A multiple-output flyback converter
is well-suited to this application.
Another method for driving MOSFET-bridges is the use of a specialized
transformer known as a GDT (Gate Drive Transformer), which gives the isolated
outputs for driving the upper FETs gates. The transformer core is usually a ferrite
toroid, with 1:1 or 4:9 winding ratio. However, this method can only be used with
high frequency signals. The design of the transformer is also very important, as
the leakage inductance should be minimized, or cross conduction may occur. The
outputs of the transformer also need to be usually clamped byZener diodes,
because high voltage spikes could destroy the MOSFET gates.
A common variation of this circuit uses just the two transistors on one side of the
load, similar to a class AB amplifier. Such a configuration is called a "half bridge".
The half bridge is used in some switched-mode power supplies that
use synchronous rectifiersand in switching amplifiers. The half-H bridge type is
commonly abbreviated to "Half-H" to distinguish it from full ("Full-H") H bridges.
Another common variation, adding a third 'leg' to the bridge, creates a three-phase
inverter. The three-phase inverter is the core of any AC motor drive.
A further variation is the half-controlled bridge, where one of the high- and low-
side switching devices (on opposite sides of the bridge) are replaced with diodes.
This eliminates the shoot-through failure mode, and is commonly used to drive
variable/switched reluctance machines and actuators where bi-directional current
flow is not required.
A "double pole double throw" relay can generally achieve the same electrical
functionality as an H bridge (considering the usual function of the device). An H
bridge would be preferable to the relay where a smaller physical size, high speed
switching, or low driving voltage is needed, or where the wearing out of
mechanical parts is undesirable.
There are many commercially available inexpensive single and dual H-bridge
packages, and L293x series are the most common ones. Few packages have built-
in flyback diodes for back EMF protection.

OPERATION OF H-BRIDGE

The two basic states of an H bridge

The H-bridge arrangement is generally used to reverse the polarity of the
motor, but can also be used to 'brake' the motor, where the motor comes to a
sudden stop, as the motor's terminals are shorted, or to let the motor 'free run' to a
stop, as the motor is effectively disconnected from the circuit. The following table
summarizes operation, with S1-S4 corresponding to the diagram above.
METHODOLOGY
1. General Consideration:
In this System Design We Mainly Concentrate on the Following Parameters
which can be seen in the fig. 3.The system consists of design of various parts like
Pulley, Flywheel, Belt drive, Shaft, Bearings etc.
Design of Shaft and Bearings:

There are 2 shaft in the Layout of the system. Thus Design

of Shaft is to be calculated in order to find the proper Shaft diameter which would
withstand the load easily and to ensure the maximum energy is transfer with
minimum loss. Bearing selection is also some important criteria in order to
ensure smooth and long lasting functioning of the system.
2) Design of Belt Drive:
At the first stage we selected pulley as per standard specification. We know that a
belt drive is useful for the power transmission using pulley. Each pulley has di
fferent diameters and speed. The belt, wire (rope) drives are used for the power
transmission. In the project, we are going to use total six pulleys, so we need three
different belt drives.
3) Design of Flywheel:
This Project is all about generation of free energy with using the gravitational
energy. Thus we are using flywheel of mass 10kg that can utilize the gravitational
energy and give us more output.
B. Input:
 P = Power of the motor = 0.5 kW
 N 1 = Speed of driver pulley = 1440 rpm
 d 1 = Diameter of driver
pulley = 63.5 mm
 d 2 = Diameter of driven pulley = 127 mm
 Flywheel Diameter = 290 mm
 Angular speed of Flywheel = 1152 rpm
 Mass of Flywheel = 10kg
CONCLUSION
We have obtained 21% extra electrical output which is our free energy. The AC
generator have produce 450 W of electricity by using of flywheel from 0.5 HP
motor. The other main advantage of Conventional Free energy using flywheel is
that it can generate energy without extra equipment and this free energy generation
is non - hazardous and environmental friendly. Can be use in various applications
like electric fuel cars, and increase the efficiency of traditional electrical
Equipment’s.
FUTURE WORK
1) Changing the Flywheel’s weight, size, structure and speed, changes the
output of the alternator.
2) If higher specifications system is used such as 8HP motor, 150kg flywheel
could produce 50% more free energy at the output alternator.
3) Such high end system could extend the life of exhaustible nonrenewable
resources for more than 50% of its current life.
REFERENCES
[1] “A Practical Guide To Free Energy Devices” By Patrick J. Kelly,
Chapter 4
[2] “Kinetic Energy Recovery System by Means of Flywheel Energy Storage”,
Cibulka, J.,2009
[3] “An Integrated Flywheel Energy Storage System With A Homopolar Inductor
Motor/Generator And High - Frequency Drive”, Perry I - Pei Tsao , 1999
[4] “Collaboration of Gr avity Based Theories for Power Generation” by Saurabh
Vikas Chaudhari, 2015.
[5] “Autonomous Energy Regeneration System” by José Luis García Del Castillo,
Patent: ES 2119690 Date: 1 Oct 1998.
[6] “Gravity Power Generation” by Vidhan Srivastava, Sumit Chaudhary, Sh
ailesh M. Pandey, Kulvinder Rana, IJMRS’s International Journal of Engineering
Sciences, Vol. 01, Issue 03, September 2012.
[7] “Gravity Power Generation Mechanism” by Chun - chao Wang, Yuh
- suiang Wang United States patent number: 20090115195 A1 App No - 11
/935,228 May, 2009.
[8] “Gravity motor ”, by John. J. Hurford, United States Patent number: 6237342.
[9] Chas Champbel’s System by Chas Champbell [10] PSG College of
Technology, “Design Data”, 2nd edition.
[11] V. B. Bhandari, “Design of Machine Elements”, 3rd edition.
[12] “F ree Energy Generation - Circuits and Schematics” by John Bedini.
[13] “On a Flywheel - Based Regenerative Braking System for Regenerative
Energy Recovery” by Tai - Ran Hsu.

PHOTOGRAPHY