Note: Descriptions are shown in the official language in which they were submitted.
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Vehicle With Electric Co-s~en~ration by Solar 8 Wind Power
BACKGROUND OF THE INVENTION
Field of the Invention
The present invention relates to vehicles and more specifically, it relates to
vehicles having electric co-generation by wind and solar power.
Background Aerodynamic Science
Viscous flow over an object, such as airflow over a vehicle, causes drag
forces.
Vehicles in motion have a frontal surtace area that impacts the atmosphere in
which they travel. A wake erupts above and behind a vehicle; the size of the
wake is proportional to the thickness of the laminar and turbulent boundary
layers that develop over the surface of the vehicle. The tangential
displacement
distance or thickness of airflow over a vehicle is a function of both the
frontal
surface area and the point of separation of flow from the leading edge of the
vehicle. Where the leading edge of a vehicle has a large frontal surtace area,
wind tunnel tests on mock vehicles show that the point of separation usually
occurs at or about the leading edge of the vehicle. For example, a 1980's
style
hatchback automobile with a large and flat front grill has a drag coefficient
of
about 0.85. In contrast, a sleek and streamlined 1980's Nissan sports car with
a
hood that has a profile view resembling that of an airtoil has a drag
coefficient of
about 0.32. Meanwhile, a light aircraft's airfoil can have a drag coefficient
of
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0.10. The major cause for the large discrepancy in drag coefficient is that
the
sleek and streamlined automobile is a thick body in comparison to airfoils
having a profile similar to the profile of the automobile's front hood,
because of
a wake erupting from behind the automobile.
The front grill of automobiles and the area below the leading edge of the
front
hood seems to provide a route for air to travel, but the grill, the radiator,
and the
engine's air intake don't freely accept all of the airflow impacting the
frontal area
below the leading edge of the hood. As a result, a wall of pressurized air
causes turbulent separation ahead of the grill and thereby raises the drag
coefficient of the automobiles.
Background on Electric Vehicles
Pure electric vehicles use batteries as the sole energy supply for all of the
vehicle's functions, at all times. This includes supplying heat for passengers
in
cold weather. Although batteries supply clean energy, their storage capacity
is
limited. The additional drain of providing heat to the passenger compartment
further reduces range and performance. This problem is exacerbated by the
effect of cold on batteries--low temperatures diminish their available energy.
If
low enough, cold will deaden and damage the batteries.
Internal combustion engines, unlike electric motors, easily produce large
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amounts of power without requiring massive energy storage devices such as
batteries. However, internal combustion engines are inefficient, as they waste
most of the fuel energy as heat. More than half of the available energy in
gasoline is lost as heat from the exhaust pipe and radiator.
Electric vehicles have been considered as a solution to the environmental
problems of internal combustion engines. However, there are multiple problems,
some of which have been identified above, which combine to make electric
vehicles impractical for most applications today. Vehicle range is a major
problem. Batteries do not have enough storage capacity in terms of amp-hours
per pound or per cubic foot. Batteries are expensive. Therefore, if a vehicle
is
designed to have a load capacity comparable to one having an internal
combustion engine, and have acceptable speed and acceleration, and yet be
affordable, the range is limited to about a hundred miles. Increasing the
range,
for example, to two hundred miles would require approximately twice the
battery
capacity. It is well known in the art that, in view of the large amount of
vehicle
volume already filled with batteries, together with their weight and cost,
that
such an increase might render the vehicle impractical. Accordingly, an
alternate
method to supply power to electric vehicles is needed.
Description of Related Art
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Many previous inventions have been made to utilize electric power drive trains
and hybrid gasoline/electric drive trains.
In US Patent 675258, Clemmer discloses an electric current and controlled heat
co-generation system for a hybrid electric vehicle comprising an internal
combustion engine in a hybrid electric vehicle powering an alternator or
generator, providing current while the engine's cooling system supplies heat
to
warm or cool the batteries in a thermostatically controlled manner.
in US Patent 5,562,178, Worden et al describe a vehicle layout in which one or
more electric driving motors are located to the rear of the vehicle's rear
axle,
and connected to a drive shaft that drives the vehicle's rear axle through a
rearwards facing differential. This arrangement leaves the entire underside of
the vehicle running from the front axle available to accommodate batteries or
other large bulky devices.
OBJECTS OF THE INVENTION:
An object of the present invention is to provide an apparatus to increase the
range of electric and hybrid vehicles.
An object of the present invention is to provide an apparatus to recover,
store,
and electrically power a vehicle with a portion of the wind energy a vehicle
encounters.
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An object of the present invention is to provide an apparatus to recover,
store,
and electrically power a vehicle with a portion of the solar energy a vehicle
encounters.
An object of the present invention is to provide an apparatus to enable
electricity cogeneration for driving a vehicle and to reduce overall
aerodynamic
drag.
An object of the present invention is to provide an apparatus and teach a
rr~thod to reduce the tangential displacement distance of airflow over a
vehicle.
An object of the present invention is to provide an apparatus and teach a
method to reduce the boundary layer thicknesses of airflow over a vehicle.
An object of the present invention is to provide an apparatus and teach a
method to increase the distance of the separation point of airflow from the
leading edge of a vehicle.
An object of the present invention is to provide an apparatus to reduce the
negative air pressure of wakes behind a vehicle in motion, to reduce the
vehicle's effective drag coefficient.
BRIEF SUMMARY OF THE INVENTION
In a broad embodiment, the invention relates to a vehicle comprising,
a shell,
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a drive train,
a fluid circuit disposed within the shell, having
a plurality of turbine/generator units adapted to be driven by air
disposed into the fluid circuit, for generating electrical energy and to power
the
drive train.
In an embodiment, the invention relates to a method of reducing the drag
coefficient of a vehicle and co-generating electricity, comprising,
Capturing airflow at a leading surface area of a vehicle into a fluid circuit,
Leading the airflow into a wind turbine within the fluid circuit,
Disposing the airflow through the rear section of the vehicle,
Wherein the wind turbine is drivingly connected to electric generators
that deliver electricity to an energy module.
In an alternate embodiment, the invention related to a method of cogenerating
electricity for a hybrid vehicle, comprising,
a fluid circuit disposed within the shelf, having
a plurality of turbines operationally driving electric generators, wherein
the turbines are adapted to rotate because of air disposed into the fluid
circuit.
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BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS:
Figure 1 is a top view of a schematic of a preferred embodiment of the
invention.
Figure 2 shows a profile schematic view of a wind turbine coupled to an
alternator in a fluid circuit.
Figure 3 is a top view of a schematic of an embodiment of the invention
integrated in an automobile.
Figure 4 shows a frontal view of a preferred embodiment of a motor
mechanically connected to an initial pair of wind turbines.
Figure 5 shows a top view of an automobile with a transparent shell.
Figure 6 shows a top view of an automobile with a partially transparent shell,
a
solar cell roof and rear air exhaust ducts.
DETAILED DESCRIPTION OF THE INVENTION
Generic Vehicle Embodiment
In a general embodiment, the apparatus 10 shown in Figure 1 comprises a
vehicle shell 20, with leading edges 21 and 23, a drive train 40, a fluid
circuit 30
disposed within the shell 20, a plurality of turbines 53 and 55 driven to
rotate
because of air disposed into the inlets 25 and into the fluid circuit 30, and
electric generators 50 driven to rotate by the turbines, a plurality of
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turbine/generator units adapted to be driven by air disposed into the fluid
circuit,
for generating electrical energy operatively connected to an energy module 80
to operatively power a plurality of electric motors 45 coupled to the drive
train
40.
In a preferred embodiment, the vehicle is an automobile with an electric drive
train, wherein an electric motor 45 is coupled with a shaft 46 to a wheel 47,
and
is powered by the energy module 80.
In a preferred embodiment, a solar array 70 is disposed upon the outer surtace
of the vehicle shell 20, which also supplies electrical power to the energy
module 80 when exposed to ambient sunlight. Preferably, the solar array 70 is
disposed on the outer surface of the vehicle shell 20, most preferably on the
upper surfaces of the vehicle shell 20.
The energy module 80 comprises electricity storage mediums, such as batteries
and capacitors, and a power management module for intelligent power
distribution.
Co-generation Power Unit
With reference to Figure 2, a plurality of wind turbines 53, 55, are located
within
a plurality of fluid circuits 30 within a vehicle (shown in Figure 6), having
inlets
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25 at or near the leading edge of the vehicle, and outlets at or near the
trailing
edge of the vehicle.
Wind power generating systems are well known in the art and are described in
US Patents 5,140,970, 5,740,677, 6,372,978, whose disclosures are
incorporated herein by reference in their entirety.
Figure 3 shows a top view of a pair of parallel wind turbines 53, 55, divided
by a
heat transfer wall 58 having heat transfer elements along its length.
A heat exchanger system may be provided and integrated with the turbine
generator system 53, 55, 50, to heat up and expand the air in the fluid
circuit 30
by circulating heated coolant, which has passed by and cooled the electric
motors 45, 62, through the heat transfer wall 58 and radiator elements 57 in
the
fluid circuit 30.
In a further improved embodiment, fluid guide vanes 59 are integrated with the
heat exchanger system, to streamline airflow in the fluid circuit 30, while
further
heating the air in the fluid circuit 30.
In a further improved embodiment, the wind turbines 53,55 are adapted to
generate electricity while the vehicle is parked, from ambient wind coming
through the inlets 25 and into the fluid circuit 30, for the energy module 80
to
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store for later use or to provide electric power to an electric drive train on
a
demand basis.
Preferably, the blades of the wind turbine are light weight and adapted to
optimally tum the turbine with wind speeds of less than 150 km/h.
Preferably, a means is provided to enable wind turbine operation at low wind
speeds.
Most preferably, that means is a motor 62, coupled or mechanically connected
to the initial wind turbine 53 to kick-start the wind turbines 53 and electric
generators 50 or maintain a certain amount of airtlow through the fluid
circuit 30
to provide optimal aerodynamic wake reduction characteristics for the vehicle.
The motor 62 may be a low power motor, and preferably is an electric rr~tor
with
high torque and requiring a low DC voltage, most preferably 6 VDC to 24 VDC.
Preferably, the electric generators are either alternators or DC motors.
In Figure 4, a frontal view of the motor 62 is shown mechanically connected to
the initial pair of wind turbines 53. Turbine speed sensors 68 are mounted on
rims of wind turbine housing. The sensors 68 detect turbine rotational speed
information and communicate the speeds sensed to a control module 85 that is
programmed to monitor and optimize power output from the wind turbines 53, 55
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and electric generators. Energy module 80 is operationally connected to the
electric motor 62, which turns a belt 66 over a tension bar 64 and drive
turbines
53 and power generators 50, when needed to kick-start the wind turbines 53
and electric generators 50 or maintain a certain amount of airflow through the
fluid circuit 30 to provide optimal aerodynamic wake reduction characteristics
for
the vehicle.
Automobile Embodiment
Preferably, in an improved hybrid embodiment that also has an internal
combustion engine, an intercooler is provided and integrated with the turbine
generator system 53, 55, 50, to heat up and expand the air in the fluid
circuit 30
by circulating hot coolant from the engine through radiator elements 57 in the
fluid circuit 30.
In a further improved embodiment, the coolant then flows into a regulated flow
heat exchanger system to regulate temperatures in the energy module, having a
structure thermally conductive with the energy module, for regulating battery
and capacitor temperatures as described in US Patent 6575258, whose
disclosure is incorporated herein by reference in its entirety. After being
heat-
depleted by circulation through an energy module heat exchanger system, the
coolant flows back to the engine or electric motor, to further cool them.
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In a further improved embodiment, an exhaust heat exchanger system in placed
in the fluid circuit to recover heat from engine exhaust and catalytic
converter
gases to further expand the air in the fluid circuit 30.
Figure 5 shows a top view of an automobile 2 with a transparent shell 20
showing an electric drive train comprising an electric motor 45, a drive shaft
46,
driving a tire 47. The electric power is controlled through an energy module
85
regulating power distributed by an energy module 80 and auxiliary batteries
82.
Also shown, are the automobile's leading edges 21, 23 comprising a bumper, an
air intake 25 and a fluid circuit 30, in which the electric generators 50 are
14 adapted to recharge the energy modules 80 and auxilliary batteries 82. The
upper surface 75 of the automobile 2 is identified for placement of a solar
cell
panel.
Figure 6 shows a top view of an automobile with a partially transparent shell
20,
a solar cell roof 70 and rear air exhaust ducts 90, dispursing air from the
fluid
circuit 30, that travels under the passenger compartment to exhaust ducts.
Aerodynamic Science of The Invention: Drag of Vehicle in Motion
Wind turbines located in a fluid circuit within the vehicle created flow field
creates certain amount of drag that must be overcome by thrust created by the
vehicle's engines. However, the presence of an alternate route for wind
encountered by the leading edge surface area, ie., that the wind goes through
a
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fluid circuit in the vehicle and out its rear, provides a means for reducing
the
negative air pressure of the wake field behind the vehicle in motion, which in
turn more than compensates for the wind turbine created drag .
In an embodiment, the invention is a method of reducing the drag coefficient
of
a vehicle and co-generating electricity, comprising,
a fluid circuit 30 capturing airflow at a leading surface area of a vehicle,
leading the airflow into a plurality of wind turbines 53, 55 within the fluid
circuit 30, and
disposing the airflow through the rear section of the vehicle,
wherein the wind turbine is drivingly connected to electric generators that
deliver electricity to an energy module 80.
Multi and Hybrid Power Trains for Automobiles
In a preferred embodiment, an automobile has a conventional power train with
either front wheel drive or rear wheel drive, while the remaining wheels are
powered with electric motor drive. A natural gas turbine, a hydrogen fuel
cell, a
diesel internal combustion engine, a gasoline internal combustion engine, or
any other similar technology may power the conventional power train.
In a preferred embodiment, the automobile has a conventional power train with
front wheel drive, and an independent electric rear wheel drive. Electric rear
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wheel drive configurations are a well known art and are described in US patent
5,562,178, whose disclosure is incorporated herein by reference in its
entirety.
In another embodiment, an electric motor drive train is coupled with a
conventional power train and provides auxilary mechanical power to the
conventional power train.
Configurations of a mixed or hybrid power train are well known in the art and
are
described in US patent 6,740,002, whose disclosure is incorporated herein by
reference in its entirety.
The specific embodiments and examples set forth above are provided to
illustrate the invention and are not intended as limiting. Additional
embodiments
within the scope of the claims will be apparent to those skilled in the art.
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