What`s NEW ?

WHAT's
NEW

   

Three spin offs using the Gemini technology have been entered in the Create the Future Design Contest.

They are: Linear Motor Braking System: https://contest.techbriefs.com/2017/entries/aerospace-and-defence/7454

Electric Gearbox and Clutch: http://contest.techbriefs.com/2017/entries/automotive-transportation/7453 

Frictionless Electric Brake: http://contest.techbriefs.com/2017/entries/sustainable-technolgies/7459 

Provisional Patents have been filed on these inventions.

Linear Motor Braking System:

We all would have heard of Elon Musk’s proposed Hyperloop system and the competition to design certain aspecs of the Pod, and of particular interest was how to provide a braking system. How do you brake or stop a Pod that is traveling through a vacuum tube at up to 760 mph (1,223 km/h), that was the problem given to engineering students around the world. I am not an engineer, I am an Inventor, and this is my solution. You use the Linear Motor that has propelled the pod to the high speeds required, to act as a braking system, by working in reverse, by that I do not mean by reversing the direction of the electric current. A Linear motor works on magnetic attraction and repulsion, the principle of unlike magnetic poles attract and like magnetic pole repel, so by reversing the sequence, and having the magnets repel when they would normally attract, and attract when they would normally repel, the linear motor would remain stationary, can be made to act as a brake, with the same efficiency and torque as if it were a motor. There is an air gap between the ends of the energised coil, and the permanent magnets mounted on the track, so there is no friction, no moving parts to wear out. This invention is an adaption of the technology demonstrated in my US patent no.6,812,615 for an electric motor, which effectively uses both sides of the energised coils to provide a means of forward and reverse propulsion and a means to incorporate regeneration while not using an electric current, but to also provide a means to slow or braking of the energised coils, without the friction and heat generated by physical contact between two surfaces that are suitable for a round electric motor or linear electric motor. To under stand how the electric brake works we again look at the energised coil A end 1, which is now a South magnetic pole, like magnetic poles repel, so the permanent magnet 18 would like to be repelled, but is forced in the direction of rotation by either inertia or friction, towards the center of the energised coil A end when it is over the center of end 1, the commutator or electronic controller changes the direction of the electric current, so now the magnetic pole at end 1 is now a North magnetic pole, and unlike magnetic poles attract, but the permanent magnet 18 is forced to move in the direction of rotation as the constant magnetic force is applied to stop the rotation of the permanent magnet 18, it will stop rotating and remain stationary, the force of braking is dependent on the amount of electric current and voltage applied, but it will be equal to the force and torque of the electric motor.

 

Frictionless Electric Brake:

This new technology has many applications, suitable for Linear electric motors, Electric Gear Box and Clutch or as an Electric Braking System. In the Electric Gear Box and Clutch, the backing plate that the energised coils are mounted onto can rotate, making it a floating clutch, while as an Electric Braking System, the backing plate that the energised coils are mounted onto, is fixed to the center axle and does not rotate. The energised coils react with the permanent magnets in the rotor to provide a means to provide high torque braking of the rotor using the forces of magnets, without the friction and heat generated by physical contact between two surfaces. There are 1.2 Billion Vehicles on the Worlds Roads with 253 Million cars and trucks on U.S. roads, each vehicle has four wheels, and trucks many more. There were aproximately 5.6 million car crashes in America last year due to brake failure. A system that turns a conventional or In Hub wheel motor into a equally effective brake, which never needs new brake linings, no hydraulics, no brake fluid to leak, no costly maintainence or repairs, no brake failure due to heavy load or high speeds, that has to be a life saver, and is cheaper to produce. How does it work ? by turning the fundermental principles of an electric motor, attraction and repulsion in reverse, so its repulsion and attraction. Let me give you an example. In the drawings A is an energised coil, B is a through magnetised permanent magnet with the North magnetic face on the inward side, C is a through magnetised permanent magnet with the South magnetic face on the inward side. As an electric motor, the sequence would be the outside magnetic pole on the energised coil would be a South magnetic pole, unlike magnetic poles attract, so B is attracted to A. C is South magnetic pole, and is repelled by A. When B lines up with A, the direction of the electric current is reversed, so now A is a North magnetic pole, and as like poles repel, B is now repelled in the direction of the arrow, while C now comes under the infuence of the next energised coil and is attracted. But as an electric brake, the sequence is the opposite, fig.1 A is a north magnetic pole, and B is now trying to repel A, C is attracted to A, but friction of the wheel on the ground, and inertia of the rotor force B to line up to A fig.2, when this occurs, A is changed to a South magnetic pole, and fig.3 B is attracted to A, but is now forced to part from A. This sequence occurs on both sides of the energised coils and on all energised coils. If used on a conventional electric motor, it occurs only on the outside of the energised coils. The braking ability and efficiency is the same torque as the electric motor.

Electric Gear Box and Clutch:

There have been many types of electric gear boxes and clutch systems, but they all use gears to mesh with one another, with friction pads or friction pads for the clutch, they tend to be complicated specialized mechanical equipment, this invention is a unique and innovative way of achieving both, giving a frictionless high performance, low cost, virtually maintenance free way of achieving both applications. By using the technology in US patent no.6.812,615 for an electric motor, which effectively uses both sides of the energised coil. There are 1.2 Billion Vehicles on the Worlds Roads with 253 Million cars and trucks on U.S. roads, plus there are many more application for the use of a gear box and clutches, planes, helicopters, wind turbines and other industrial eqipment are but a few. The system provides a means of forward and reverse propulsion and a means to slowing or braking of the rotor, in a gear box or clutch system in a in hub electric motor attached to a wheel. The system is housed with one part fitted with energised coils, which can also rotate, with the electric current suppied through slip rings, while the rotor is fitted with permanent magnets. To understand this invention if you isolate energised coil A and look at the end 1 Fig.1, and nominate it as a North magnetic pole, the permanent magnet 18 has a inside face of a South magnetic pole, the permanent magnet 18 will be attracted to the energised coil end 1, the permanent magnet 18 is now aligned over the center of the energised coil end 1, the direction of the electric current is change in energised coil A by the commutator or electronic controller, which now becomes a South magnetic pole, and as like magnetic poles repel, the permanent magnet 18 is repelled the inertia of the permanent magnet 18 would also have an effect on keeping it moving in the same direction. That is how an electric motor works, but to under stand how the electric brake works we again look at the energised coil A end 1, which is now a South magnetic pole, like magnetic poles repel, so the permanent magnet 18 would like to be repelled, but is forced in the direction of rotation by either inertia or friction, towards the center of the energised coil A end when it is over the center of end 1, the commutator or electronic controller changes the direction of the electric current, so now the magnetic pole at end 1 is now a North magnetic pole, and unlike magnetic poles attract, but the permanent magnet 18 is forced to move in the direction of rotation as the constant magnetic force is applied to stop the rotation of the permanent magnet 18, it will stop rotating and remain stationary, the force of braking is dependent on the amount of electric current and voltage applied, but it will be equal to the force and torque of the electric motor.

 

A very exciting and interesting fact is that the Gemini Electric Motor, fitted with either Ceramic or Neodymium permanent magnets does not draw more than 27-30 amps, even under a heavy load. If the load forces the Gemini Electric Motor to slow in r.p.m. ( revolutions per minute ) the amount of amps drawn will be correspondingly reduced, unlike all other motors, which will draw large amounts of amps even though r.p.m. have reduced, and motor efficiency is falling sharply. This property of using permanent magnets both sides of the energized coil appears to choke the amount of electric current being drawn. Making the use of the common deep cycle lead acid battery a viable application, with the use of household electricity for recharging. 

I expect to power a small car for city use using 48 -120 volts and up to 30 amps, depending on speed required.

The Gemini Electric Motor & Generator is not available for sale at the present time, but progress is still being made on the electric car and outboard engine.

Work has been on going with the Gemini Electric Generator, which is expected to be used on the Ettridge Wind Turbine, details at: www.ettridgewindturbine.com the generator will be mounted to form the base of the wind turbine, with the bearing mountings of the Gemini Electric Generator moved apart so that turbine blades are directly attached to the bearing housing, eliminating the cost of additional bearings. The larger Gemini Electric Generator has 30 energized coils, and 20 sets of U brackets with the Ceramic permanent magnets attached. The energized coils are connected in groups of six, which eliminates the need for a gear box, as at low wind speed, only one group will have its wiring circuit closed. As the wind speed increases, additional groups have their circuits closed to make use of the increased torque generated by the wind turbine. So it is obvious that at very low wind speeds the Gemini Electric Generator will generate an electric current, but the amount of current produced increases as the wind speed is increased. If all the wiring circuits where closed, it would mean that a higher wind speed was needed to overcome the cogging effect between the energised coils and the ceramic permanent magnets, for the generator to start rotating and produce a usable electric current.


 

 

 

 

 

 

 

 

 

 

 

 

 



 

 

Using the design above, there are only two bearings to carry the main load.

The Gemini Electric generator being fitted to the Ettridge Wind Turbine.
The Ettridge Wind Turbine, details at: www.ettridgewindturbine.com is a simple but very effective new wind turbine, which requires minimal tooling, and no high precision, or high technical components, but delivers state of the arts performance. 
Remember the Ettridge Wind Turbine is a new principle and can be
scaled to any size to suit design and performance requirements. Also
remember it is a wind turbine, it can power an generator to produce
electricity, but it can be used for many other applications without using a
generator, pumping water, desalination ect. 

 

 

 

 

 

 

 

The GEMINI ELECTRIC GENERATOR is to be used on the base of the     ETTRIDGE WIND TURBINE, a new improved vertical axis wind turbine. The high performance, low cogging (start up rotation resistance) and generation capabilities of the Gemini Electric Generator make it idea for this wind turbine application.

 

 

 

 

The fitting of permanent magnets both sides of the energized coils, improves the electric generation capabilities, from a given torque input. The Gemini Electric Generator, fitted with Ceramic permanent magnets is ideal for use with a wind turbine, due to the lack of cogging ( resistance to rotation due to the attraction of the permanent magnets ).        The Gemini Electric Generator, fitted with Neodymium permanent magnets, gives outstanding increased electric power generation from the same source input, when compared to a conventional generator.The Gemini Electric Generator can be fitted with Bridge Rectifiers, or two alternate three phase carbon brush commutators to convert the electric current from AC to DC electric current.  

Report compiled by.  John Patrick Ettridge.

 

 

 

 

 

 

 

 

The above picture shows the "U" bracket with the permanent magnets fitted and is Fig.3 from the patent application.

 

 

 

 

 

The above picture is Fig.2 from the patent specification, showing the plan section, with the "U" brackets fitted.

 

 

 

 

 

Photo of "U" bracket and fixings, top view.

 

 

 

 

 

Photo of "U" bracket and fixings, angle view from side.

 

 

 

 

 

 

Photo of energized coils mounted on energize coils backing plate.

 

 

 

The Gemini Electric Motor using two Neodymium permanent magnets side by side 80 mm wide is fitted to an out board motor conversion I am finalizing, and is now fitted to a 14ft 6 inches long Haines Hunter speed boat.

Gemini Electric motor fitted to Mariner outboard leg.

The Haines Hunter speed boat. The 70HP mercury outboard will be converted to an electric outboard.

I have acquired a small car, a 1989 Daihatsu Charade to convert to an electric car, using a different method from other conversions. I plan to leave the petrol motor and power train as it is, and mount an electric motor over the drivers side back wheel, fitted with a gear tooth roller to engage with the tire to drive the wheel. There are two good reasons for this, firstly to avoid all the current Australian design and legislative rules that make it very difficult to get registration for a converted electric car. The second reason, is it leaves the petrol engine for high speed or heavy work loads, and the electric drive is used for slower 60-70 KM/Hr., or city commuting.

Gemini Electric Motor mounted in boot of car with a roller to drive back wheel

Shows the gear tooth roller on the back wheel.

 I am in the process of using a larger 500 mm outside diameter Gemini Electric Generator as the base of the wind turbine ( it starts generating at less than 100 r.p.m. ) which means that there is no need for a gearing or drive system. That saves the cost of the drive system as well as making the units service free. A maintenance bonus, plus great selling feature.

The 500mm out side diameter Gemini electric Generator


 

The 500 mm o/d Gemini Electric generator stator with the curved magnets fitted.

 
The Gemini Electric Generator, using a 76 cc Kawasaki four stroke motor that produces 0.7 HP at 2000 r.p.m., has been demonstrated that the 210mm outside diameter Gemini Electric Generator at 2000 r.p.m.  produces 25 volts and just over 20 amps. This demonstrates a 97% to 98% efficiency. The Kawasaki motor used a V belt pulley to drive the Gemini Electric Generator. The test Gemini Electric
Generator was fitted with six energized coils and four Ceramic permanent
magnets either side of the energized coils.

 




 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

ELECTRIC CARS and WHY they are not made.

A lot has been said about the electric car, and electric vehicles lately, with concerns for global warming and climate change raising the stakes and urgency for a viable alternative to the internal combustion engine. With films like "An inconvenient truth" on global warming, and "Who killed the electric car" on why car manufacturers are being stopped from producing electric cars, there is a lot of information in the public domain raising all types of conspiracy theories as to why the electric car has not been pursued and developed the way the general public may have expected. After all they had electric vehicles before the first world war. Some say it is because the Oil and Gas producers have invested heavily in the motor car companies, and now have a stranglehold on the decision making and direction that they take. It is definitely not in the Oil or Gas producers interests for the electric car to get a foot in the market, and they certainly do not want to give the general public a choice of petrol or electric, considering their concerns on pollution, greenhouse effect, global warming, climate change and extremes in weather which are actually being endured by most countries around the world.

The other concern is that opposition is coming from governments who have a cosy system for taxing the fuel, without the general public blaming them for the constant increases, the higher the price, the more tax revenue the government receives. If the price of oil goes up, the increase in price is instant, but if the price of oil goes down, the reduction in the price of petrol is very slow to follow, and of course it is not in the government's interest to force the oil companies to pass on any reduction. The other less obvious reason is that governments are all about central control, its the very nature of governments and taxes, oil and gas are produced by large companies, it is not something the individual can do, so it is relatively easy for a government to control and receive revenue from these companies, who also collect the money. But with the electric car, the situation is quite different, electricity although normally made by large power stations can also be made by the individual use of a solar panel or small scale wind generator, which they can run independent of the main power companies, the government loses control, how does it get tax revenue? if it imposes a tax, it is a direct tax which is identified with the government every time you recharge the batteries. Most counties have different rates for electricity between light and power, even lower rates for different times of the day, how does the government know which rate you are using?

We now have prominent scientists claiming that their governments have changed the meaning and recommendations on their reports concerning global warming and climate change, distorting the truth, and attempting to discredit the scientist who disagree with there objectives. Is it any wonder when you consider the amounts of taxation revenue involved, many billions, and for larger economies many trillions of dollars.

Sure the motor industry has cleaned up the exhaust emissions in some engines, it has even made them more fuel efficient, but they will never make them oil or petrol pollution free, it will never be a renewable, environmentally friendly energy source. The other problem is that reserves of oil and gas are running out faster than new reserves are being found. There has been a resurgence of diesel engines because of their economy, but back in the 1970's they were going to ban the production of diesel engines because of their very high rates of nitro-oxide gas pollution which was damaging the ozone layer in the atmosphere and increasing the ozone hole in the atmosphere above the earths poles. That seems to be conveniently forgotten.

Well you might ask, if we had electric vehicles before the first world war, surely technology has moved on since then, well surprisingly the answer is no, the electric motors used in the electric vehicles we read about and see on television, use electric motors similar in design to those made in the 1890's. Why? Well the experts and electrical engineers decided back then that there was little room for improvement in efficiency in the electric motors, and that the area for large improvement lay in the batteries used to store the electric energy, so apart from minor improvements in materials used to make an electric motor, not a lot changed. That was until in 1998 when the Australian Inventor, John Patrick Ettridge invented the Gemini Electric Motor. Up until then, even though it was commonly known that when you pass an electric current through a copper wire wound around a metal core, two opposite magnetic poles are created, the normal electric motor only used the outside magnetic pole, which formed the outside of the rotor, the inner magnetic pole was just forgotten. The Gemini Electric Motor allowed for an inner ring of permanent magnets, which made use of the inner magnetic poles of the energized coils. The Gemini Electric Motor is often seen as two electric motors in one, but only uses the same amount of electric current as if only the outer magnetic poles are used. The motor produces much more torque than if only the outside magnets are used, and has demonstrated other electrical and magnetic properties which enhance the performance of this type of electric motor. The initial Gemini Electric motors have been made as DC electric motors intended for the electric vehicle industry.

Fig. 1. The Gemini Electric Motor

Naturally the companies which control the patents and licensing of the Gemini Electric Motor have had the expected extensive two year taxation audits, followed by various taxation rulings, costing an enormous amount of time and effort, which delayed the progress and development of this new electric motor.

In 1899 the U.S.A. Commissioner of Patents Mr. Charles H. Duell, was reported as resigning because he claimed that " everything that can be invented has been invented. " Well whether that is a myth or a fact, it is true to say that there are many followers who believe that statement to be true.

The Gemini Electric Motor was awarded a GOLD Medal at INPEX - Invention and New Product Exposition 2004 held in Pittsburgh, Pennsylvania,U.S.A.

John Ettridge received a GOLD Medal for his invention of a Carbon Brush Commutator at the International Exhibition of Inventions, New Techniques and Products 2004, held in Geneva, Switzerland.

There are many patents granted on the Ettridge electric motor, and improvements, with other patents pending.

Details and animations of the Ettridge electric motor can be down loaded from the Gemini Electric Motor website at:

www.geminielectricmotor.com and download the animation at the bottom of the homepage.

Another recent discovery is the movement of magnetic fluxes in the conventional electric motor.

 

Fig.2

 

Fig. 2 shows the accepted direction of the back EMF ( Electro Magnetic Force ) in a conventional electric motor

 

Fig.3.

 

Fig. 3. Shows the real direction of the Back EMF in a conventional electric motor.

 

Fig.4.

 

Fig. 4. Shows the magnetic flux lines in opposing same pole magnets, it is clear that the flux lines radiate from the center of the two same pole magnets.

 

Fig. 5.

 

Fig. 5. shows the correct magnetic flux lines

This discovery in its simplest form consists of two small stacks of laminations of a suitable steel strip, with a suitable number laminated together (Fig.4), say 20 strips of 0.5mm thick by 25mm wide by 65mm long. The actual dimensions are not critical. These stacks of laminations have two rare earth permanent magnets the dimensions on the cross section of the laminated stack positioned at the ends of one of the laminated stack, again it is not critical to be a rare earth magnet, but it does give better results. The permanent magnets are through magnetized. The second stack of laminations, is positioned at the outer face of the permanent magnet which joins both stacks of laminations. The drawing Fig.3. and Photo Fig.4. with the position of the laminates and magnets superimposed on the photos clearly indicate the arrangement above. The photo also show tiny magnet fragments which have been sprinkled over the magnets and lamination assembly, this arrangement allows that the magnetic flux paths can be seen and tracked. Looking at the photo Fig.4. which shows the permanent magnets with same magnetic poles facing each other, it can be seen that the popular belief that the magnetic flux will travel straight through the laminations and through the other permanent magnet, is in fact wrong. The center of the laminations appears as strong in flux density as the ends. It can also be seen that the magnetic flux paths radiate to the opposite magnetic poles in the permanent magnets. In the photo Fig.4. showing the permanent magnets, with opposite magnetic poles facing each other, the magnetic flux path is quite different. The magnetic flux path in the center permanent magnet appears as expected, with the magnetic flux lines going from opposite magnetic poles. The big difference is that the magnetic flux lines go right across the laminated piece to the inner facing magnetic pole, ignoring the North, South Magnetic lines rule, as shown by the center magnet.

This is fundamentally important when looking at the drawing Fig.2. of a conventional electric motor. Remembering the magnetic flux path rule, that the path will always be of least line of resistance. In the drawing Fig.5 the direction of the rotation of the rotor is illustrated by arrows close to the center of the rotor. The darker arrows indicate the popular thought of path of the magnetic flux lines. The magnetic poles are indicated by N for North magnetic pole, and S for South magnetic pole. It can be seen by using the magnetic principle the like magnetic poles repel, and unlike magnetic poles attract that all the magnetic poles at the inner ends of the energized coils would be South magnetic poles. The magnetic poles on energized coil number 3. are about to change, but at the stage in the drawing would still be a South magnetic pole. From the photo Fig.4.,with the like magnetic poles facing each other, it would suggest that the actual magnetic flux path is through the center of the energized coil 1. then between the energized coils 1. & 2. This would be a radical change in thinking, and can be easily demonstrated by this new apparatus. It would also confirm that the conventional electric motor can not be using both sides of the energized coil effectively, as the inner magnetic pole at the center of the rotor has to travel through a large air gap to complete the magnetic flux lines. While in the Gemini Electric Motor described in the October - November 2004, NEXUS magazine and covered by U.S. patent number US6,812,615 B1 both ends of the energized coil are only an air gap from the permanent magnets in the stator with which they react to produce rotational movement, which explains the very high torque obtained by these electric motors, whilst not consuming any additional electric current.

 

 

 

 

 

The Gemini Electric Motor uses Deep Cycle Lead/acid batteries for the larger applications like cars, boats and transport, which are tested at the '20-Hour' rate. This is the number of amps that can be continuously drawn from the battery over a period of 20 hours. However, an electric vericle will usually exhaust its battery in an hour or two, and at this higher load, the battery will be much less efficient. The actual discharge rates can be obtained from the battery supplier. The figures for lead/acid batteries tend to look very optimistic. If compared with Nickel-Cadmium (NiCd) batteries which are rated at a 1 hour discharge rate, so although the stated capacity of a NiCd battery might only be half that of a lead/acid battery, the performance on an electric bicycle will be much the same. Nickel-Metal Hydride batteries (NiMH) are measured at the 5-hour rate, so their performance tends to be somewhere between the two. So which battery is best? Lead-acid batteries are cheap and easily recycled, but they are sensitive to maltreatment and have a limited life. The battery chargers for sealed lead acid batteries are also cheap and readily available. Weight for weight, Nickel-Cadmium gives more capacity, but are expensive and the cadmium is a nasty pollutant and difficult to recycle when the battery fails, although the life is greater, and this tends to compensate. NiMh is theoretically more efficient still, but these batteries are very expensive, and because the capacity is measured at the 5 hour rate, the advantage is not what it appears. Our experience is that NiMH offers little, if any, improvement in range. They are, however, easier and safer to dispose of when they eventually fail. The battery charges for both Nickel-Cadmium and Nickel Hydride batteries are expensive, and less straight forward to operate. Lithium-ion batteries are more weight-efficient than other types, and claim to have a longer life, but can do some odd things. Charging and discharging must be carefully monitored to prevent the cells from going into terminal meltdown. Battery chargers for this type of battery are expensive and cumbersome. Although the capacity of a battery is stated in watt/hours, for the reasons given above, a lead-acid battery of 400 watt/hours would give a similar performance to a nickel-metal hydride  battery of 250 watt/hours, or a nickel-cadmium battery of 225 watt/hours. What are the legal requirements for an Electrically assisted bicycle? For the Australian, United Kingdom and most of Europe it is.

1. That the bicycle is assisted by the electric motor, and not capable of moving off and accelerating  by motor alone.

2. The electric cycle weighs 40kg or less.

3. The motor rating is not over 200 watts continuous power output.

4. Powered speed does not exceed 15mph or 24 Km/hour

5. the cycle has working pedals.

6. Riders are aged 14 or over.

The Gemini Electric Motor tested, 24 volts X 6.6amps  = 158 watt motor, which although way under the 200 watt requirement, does start and move off and accelerate without any assistance by the rider, due to the inherent very high torque obtained by the motors design, and the friction drive gear ratio. There are articles which are against friction drives, that is running a drive roller on the tire of the wheel. If a smooth roller is used, it will slip and lose traction, especially if wet, but if a gear cog roller is used it will not slip even when wet, and by changing the diameter of the roller, it is a simple and effective way of varying the gear ratio of motor to wheel to suit any intended use. It has been found that there is surprisingly little wear on the tire, no more than would be expected from a V belt in a pulley.  It is expected that to meet the legal requirement, the gear ratio of motor to wheel can be reduced, this would also increase the overall speed of the bicycle, but stay within the legal limits. Alternatively the motor could only be operated when the pedal crankshaft is turned.

The presentation by Mr. Ettridge at the Coil Winding Expo, held at Berlin, Germany was well received, and as well as the original presentation Mr. Ettridge demonstrated that the experts had got it wrong with the accepted magnetic flux line within the conventional electric motor. His reasoning and with the use of pictures clearly proved his point, it followed this reasoning.

Fig. 1. The conventional accepted magnetic flux paths

Fig.2. The magnetic flux paths as explained by Mr. Ettridge.

Fig.3. The magnetic flux lines with two same magnetic poles facing each other.

Fig.4. The magnetic flux paths and an explanation of why this is correct.

The explanation goes like this, the magnetic flux lines in fig.1 are the normally accepted magnetic flux lines that you will find in text books and computer modelling. They are wrong, and the reasoning is simple to follow. Mr.Ettridge said the lines of magnetic force are as illustrated in Fig.2 , He refers to the picture fig.3 which has two North Magnetic Poles facing each other, separated by metal laminated strips, this has been sprinkled with magnet grindings ( tiny magnets ) It is clear to see that the flux lines radiate from the centre, the two North magnetic poles do not make one big North magnetic pole. With this knowledge, we apply it to Fig.4. The three energized coil poles, are numbered 1-2-3, the permanent magnets in the stator are through magnetized, and have a North magnetic pole on on side, and a South magnetic pole on the adjacent side. The arrows in the centre show the direction the rotor is turning. In energized coil no.1, it has to be a North magnetic pole to be repelled by the North pole permanent magnet. If it is a North magnetic pole on the outside of the energized coil, it has to be a South magnetic pole on the other side of the energized coil ( the centre of the rotor). If we look at energized coil no.2. the outside magnetic pole has to be a North magnetic pole, to be attracted to the South magnetic pole in the permanent magnet in the stator. Again if it is a North magnetic pole on the outside of the energized coil, it has to be a South magnetic at the centre. From the picture fig.3. we know that the magnetic flux lines do not treat the two South magnetic poles at the centre of the rotor as one big South magnetic pole, but in fact the flux line will radiate from between the two South poles, and therefore travel as shown by the arrows. So the North magnetic poles in the rotor are as close as practicable to the permanent magnets in the stator, but the South magnetic poles at the centre of the rotor have to travel through a large air gap, before they react with the permanent magnets in the stator, and would add very little torque to the motor. This explains why the Gemini Electric Motor achieves so much better torque, for a given amount of electric current, simply because each time the energized coil is energized,  it only has an air gap both sides of the energized coil, between the permanent magnets in the stator, not the one in the conventional electric motor.  

 

The Inventor of the Gemini Electric Motor Mr. John Patrick Ettridge, has been asked to give a presentation on the Gemini Electric Motor at the Coil Winding Exhibition, to be held in Berlin, Germany on the 30,31 May, 1st June 2006. The Coil Winding Exhibition is the world's largest dedicated coil winding trade show and conference, their website is: www.coilwindingexpo.com

Mr. Ettridge's topic " Innovate and prosper " simply explains why effectively using both sides of the energized coil produces more usable torque, and compares the Gemini Electric Motor configuration with some other commercially available electric motors which use both sides of the energized coil in an alternative configuration, and claim up to 10 times more torque than the conventional electric motor.

Click here, to download a copy of the presentation

 

               Fujitsu General Ltd. validates Gemini technology.

In 1899 the U.S.A. Commissioner of Patents Mr. Charles H. Duell, was reported as resigning because he claimed that " everything that can be invented has been invented. " Well whether that is a myth or a fact, it is true to say that there are many followers who believe that statement to be true. Since that time there have not been many improvements to electric motors or generators, but at last, some mainstream electrical engineers are also working on the use of both sides of the energized coil, which is fundamental to the Gemini Electric Motor Patents.       

I recently came across a Japanese patent titled "Permanent-Magnetic Motor" patent No. JP2004304958 issued to Fujitsu General Ltd.  a  large International Japanese company involved in the air conditioning industry. The patent has a priority date of 2003, while our patent, which  is still going through the patenting process has a priority date of 1998, and while not yet granted in Japan, if you look at the patent information on our website at: www.geminielectricmotor.com  and compare the  USA patent, which can be downloaded from our website, you can see  that they are for the same invention, and our priority date is nearly five  years earlier. Our patent attorney expects no difficulty in having our Japanese patent granted.

With the cost of oil increasing the urgency to find an alternate source of reliable, sustainable electric energy has never been more important. With dire weather and global warming, green house effects, already  being felt in most parts of the world, a few inventors, and some  electrical engineers are asking was the original electric motor design  the right one ? After millions of dollars, and millions of man hours by electrical engineers, the basic design has changed very little. In the conventional electric motor only the outside magnetic poles are used, resulting in 50% of the magnetic flux created being wasted. The  Gemini Electric Motor effectively uses both inner and outer magnetic poles, resulting in 100% of the magnetic flux being used to create  torque or generate an electric current.

Our Company has the sole manufacturing and marketing license for the patents on the Gemini Electric Motor granted in Australia, U.S.A.,  China, U.K., Germany, Italy, France and Spain, with Japan and India   going through the patent processes at the moment. The returns from  licenses granted in those overseas countries will allow our  shareholders to benefit by not being subject to individual country's economies, their rises and falls, but safe guarded by a spread of  countries economies.

At a time when investors in the Gemini technology are having their faith validated, it is unfortunate that the financial assistance cannot  be obtained in Australia either from the Government or private  investors, but that reality is now being accepted, and the window of opportunity for Australian investors will be closing shortly.

If you require additional information please contact me at:

md@geminielectricmotor.com

 

The Gemini Electric Generator is to be fitted to and demonstrated in an Improved Rotary Wind Powered Turbine ( Savonius Rotor ) that I has been invented, by the inventor of the Gemini Electric Motor / Generator.  

Detail at: www.ettridgewindturbine.com

We are all familiar with the propeller type of wind generator, and most would know   of the rotary air ventilators used on the top of vans, commercial vehicles    and factories, the rotary ventilator has been condemned to low torque applications up to now, but with this improved rotary wind powered turbine, that is all about to change.

The common Wind Generator is propeller driven, mounted on a tall tower, but due to there visual impact, many planning authorities are refusing planning approval, pushing proposed wind farm developments out into the country, and often away from electricity connectors, adding substantial costs to the wind farm developer.

The Improved Rotary Wind Powered Turbine is a low visual impact alternative,

which does not require to be mounted on a high tower, this is a down to  earth installation which delivers high efficiency, uses simple gearing if needed (depends on average wind speeds )  and low cost installation and maintenance. A real alternative wind farm generator worth considering.              

So, what is new, and how does it work ?

The problem with the current Savonius type wind turbines is the fact that the blades are only driven by the wind for approximately 120 degrees of one rotation, the remaining 240 degrees, the blades are actually using power, and have to be driven into the wind. The solution that I came up with was to place a shield, or skirt to cover the blades in the area that they normally would need to be driven, and by using overhead air scoops, directed the new air into the tunnel created by the rotor and wind shield. This has the effect that the blades on the rotating turbine are driven for the full 360 degrees, greatly improving low wind speed start up efficiency, and by rotating the skirt and scoops effectively feathering the rotor in high wind speeds.

This is an animation to show how it works.

Wind Turbine for Electric Car.

The Ettridge Wind Turbine was originally invented for use on an electric car, as a means to increase the distance traveled between charging. The idea is, although there may not be any wind outside, when a vehicle is traveling at 60 Km per Hr, there is a 60 Km per Hr air movement over the car, which can generate some serious electric current which can be stored in the batteries, and increase the distance traveled between charging.

The first prototype fitted on to the roof pack racks

A close up view, the red part is the rotor that spins, the white is the air scoop

The first prototype fitted to a Diahatsu Charade, which is being converted to a Hybrid.

The Gemini Electric Motor was demonstrated on the ABC " New Inventors " TV show, and although it did not win the panel's vote, it did win the " People's Choice " vote ( that is the general public get to vote by SMS, 1900 numbers and online votes combined )  The panel's attitude regarding the lack of test results was disappointing, but not unexpected, as the show seems to be aimed at finished marketable inventions, not working prototypes. It is a great T.V. Show which gives inventors the chance to show the general public their inventions.

 

 

INPEX Invention & New Products Exposition - Pittsburgh - U.S.A. - May 2004

     awarded to the

GEMINI ELECTRIC MOTOR

for Innovation Excellence

   at INPEX Exhibition

      

Also a Gold Medal for the Ettridge Commutator

was awarded at the International Exhibition for Inventions and New Products held in Geneva, Switzerland, March 2004.

 


 

GEMINI ELECTRIC MOTOR COMPANY PTY LTD. has ten million Aust$1.00 fully paid up shares issued, currently we are looking to finalize the development of our in hub version of the electric motor,   ( which is intended for use on electric bicycles,  electric scooters, and automotive applications )  and proceed to the manufacturing stage. This will require additional funding, not allowed for in our current budget. The Directors have decided to issue an additional one million Aust$1.00 fully paid up shares to raise the required funds. Interested investors please contact :  

John Patrick Ettridge Managing Director on                      

Ph. 61 - 8 - 82981698.                                                        

Ph. / Fax. 61 - 8 - 82989080.

e-mail : md@geminielectricmotor.com

MAY 2004.

The GEMINI ELECTRIC MOTOR was exhibited at INPEX, Invention & New Products Exposition held in Pittsburgh, PA 15222. U.S.A. from the 12th May 2004 to the 15th May, 2004, and was awarded a Gold Medal for Innovation Excellence.

Progress in the development of the Gemini Electric Motor has been steady, with improvements in the performance obtained almost on a weekly basis. The progress to date has been both exciting and spectacular and opens up  new applications for a high torque energy efficient electric motor or generator. With promising applications in Transport ( electric cars, bicycles, buses, semitrailers and trains, as well as marine applications ).  Its application in the generation of electricity are to replace all current mechanical generator systems.

31st March to 4th April 2004.

The GEMINI ELECTRIC MOTOR was seen at The International Exhibition of Inventions & New Products held in Geneva, Switzerland, from the 31st March to the 4th April 2004. The Inventor of the Gemini Electric Motor was present exhibiting his Carbon Brush Commutator, which was invented for the Gemini Electric Motor, and is the only carbon brush commutator capable of driving a Stepper or Synchronized electric motor. 

                      

        awarded to the 

    Ettridge Commutator

The revolutionary and yet simple design of the Ettridge Commutator uses proven low carbon brush technology to achieve the same result as an electronic controller for a Stepper or Synchronized electric motor with technology which was available back in 1890.

The advantages of a carbon brush commutator over an electronic controller are :-

1. It is easy to see which component has worn out and failed and needs replacing, without expensive testing equipment.

2. The manufacturing costs are much cheaper resulting in overall lower manufacturing and retail sales price.

3. It is easy on the environment as the unit can be repaired or reconditioned extending the life of the electric motor or generator.

4. The unit will not end up in the electronic component scrap heap, simply because it is not cost effective to repair.

            John Ettridge with Gold Medal awarded at Geneva Exhibition.

29th July 2004

The Inventor of the Gemini Electric Motor and Generator was invited to give a 15 - 20 minute presentation at the AusWEA ( Australian Wind Energy Association ) conference, held at Launceston, Tasmania. The conference was attended by nearly 300 delegates, with the main interest being in the generation capabilities of the Gemini Electric Motor or Generator. The Invention was well received with many positive comments and enquiries.

June 2001


The GEMINI Electric Motor was on display at the BBC TOMORROW'S WORLD INNOVATION FAIR  held at Earls Court, London, United Kingdom, on the 27th June to the 1st July 2001.

John Patrick Ettridge, the inventor of the GEMINI Electric Motor was present to explain the electric motor and have updates on its development.

David Ettridge, the Marketing Director (at the time) was also present, and assisted with demonstrations of the two GEMINI Electric Motors, one was continuously running. While the other was used to illustrate the the three main features of the motor.

The second stage generation system was demonstrated. The second stage generated an electrical current even while the electric motor was working and drawing power, this is a practical demonstration of transformer induction,  unlike the first stage generation, which is regeneration. It only generates when the electric motor is not being supplied with an electrical current from the battery and the motor is being driven by an external force.

                            John Ettridge - Inventor and Managing Director

                        David Ettridge - Marketing Director