CA2471153A1

CA2471153A1 - Vehicle with electric co-generation by solar & wind power

Info

Publication number: CA2471153A1
Application number: CA002471153A
Authority: CA
Inventors: Robert Botrie
Original assignee: Individual
Current assignee: Individual
Priority date: 2004-06-21
Filing date: 2004-06-21
Publication date: 2005-12-21

Abstract

A co-generation apparatus increasing the range of electric and hybrid vehicles generates electricity from wind energy and solar energy a vehicle encounters. A fluid circuit disposed within the vehicle's shell, has a plurality of turbine/generator units driven by air disposed into the fluid circuit, generating electricity to power an electric drive train.

Description

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 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

2 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

3 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.

4 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, 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.

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 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 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 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 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.

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 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 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 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.

Claims

CLAIMS:
I claim:

1. A vehicle comprising, a shell, a drive train, a fluid circuit disposed within the shell, and having a plurality of turbine/generator units adapted to be driven by air disposed into the fluid circuit.

2. A vehicle according to claim 1, wherein the fluid circuit comprises an inlet, a conduit, and a fluid outlet.

3. A vehicle comprising, a shell, a drive train, a plurality of solar cells disposed on the shell's exterior surface adapted to receive sunlight for generating electrical energy to charge a plurality of electrical energy storage containers.