FR3068646A1 - BOOSTER THE AUTONOMY OF A MOTOR VEHICLE ELECTRIC ZERO EMISSION - Google Patents

Abstract

Device that allows any electric motor vehicle, or any other industrial vehicle, equipped with tires preferably without a tube to produce, when rolling, according to the invention, a complementary electrical energy, which reduces the discharge of the main battery pack. This contribution of energy proportional to the speed of the vehicle improves and strongly boosts its autonomy. This will be multiplied by 4.5 or 6 compared to the NEDC official autonomy or other comparisons. When the electric vehicle rolls equipped with the device according to the invention described it emits no pollution. Zero emission into the atmosphere due to its use. To achieve this result the device according to the invention exploits the energy produced by the successive deformations of the part of the tire in contact with the ground, as and when the wheels of the vehicle turn So far this energy there state lost; the device used according to the invention retrieves it and uses it.

Description

-1- Technical field of the invention.

It is a device that allows each electric motor vehicle to produce a significant complement of electrical energy while driving, thereby slowing down the discharge of the transported battery pack.

Let it be its propulsion energy, and the power of its accessories. This supply of energy proportional to the speed of the vehicle greatly improves and boosts its range which will be increased by a factor of between 4.5 or 6 compared to the official range NEDC or other indicated.

No pollution, no emission is produced by the device of the invention.

This new patent application follows on from that already filed by me on 10/16/2016, under registration number 16/01454, in order to provide the necessary additional explanations, improvements, a different and detailed example of implementation, without modification of the base and principle of the invention request already mentioned.

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The autonomy announced by the manufacturers is established according to an NEDC cycle. The European Union has recently decided to modify it to adapt it to a program corresponding to international standards called “WLTC for Worldwide Harmonized Light Duty Test Procedure. "

This new program should indicate autonomy closer to the truth, which is not currently the case.

When talking about the autonomy of an electric car, it should be remembered that there is no autonomy, but autonomy, the main factors to be taken into account are:

Driving style: Sporty driving will consume much more energy than smooth driving.

Speed: The faster you drive, the more electricity you use. It’s exponential. The forces opposing the vehicle advance increase according to the square of the speed.

Gourmet accessories: Air conditioning, heating and others.

It is not uncommon or surprising that for a given vehicle, the range announced is half as large, depending on the use made of it.

The autonomy of an electric car is part of the main obstacle that remains to be improved to date so that it can be a viable alternative to the internal combustion engine.

Currently the electrical energy consumed is loaded onto the vehicle, stored in batteries. The autonomy is limited due to the size and weight of the batteries. This is a major obstacle.

To defeat it, hybrid vehicles are offered; equipped with a heat engine which drives a generator, the electricity produced improves the vehicle's autonomy.

The engine may be powerful enough to allow the vehicle alone to meet its initial characteristics.

In this operating case it becomes polluting like conventional thermal vehicles.

Other operational solutions exist in order to provide additional energy likely to extend the range of electric vehicles.

We can cite :

Energy recovery during decelerations or braking.

Possibility of using the car's shock absorbers by recovering the energy received during compressions.

Tires that transform heat and movement into electricity by using thermoelectric and piezoelectric components.

Piezoelectric roads to transform traffic into electricity.

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The use of electromechanical properties of single crystals.

New batteries improving energy storage capacity.

There are many projects under study, most of which are long-term.

The hydrogen used as a source of electricity generation for fuel cells can represent a non-polluting fuel for the propulsion of electric motor cars.

The possibility of using hydrogen which thanks to a chemical reaction produces electricity is futuristic, even if the fuel cell emits neither pollutants nor C02 when it is running, producing hydrogen costs a lot upstream 'energy.

-3- Presentation of the invention.

Device which enables an electric motor vehicle, preferably fitted with tubeless tires, to produce additional electrical energy while driving, which boosts and increases its range.

To do this, the device implemented exploits the lost work produced by the successive deformations of the part of the tire in contact with the ground when the wheels of the vehicle turn.

This work is characterized by the vertical displacement of the flattened part of the tire as well as the transmission of the Fe forces produced .------ sketch 1/7

The proposed device does not modify the value of the rolling coefficient of the tire in question, for a given load.

This lost work translates to each overwrite according to the formula:

Work in joules = (Fe in Nm) (DV in m) where

Fe = Value of the forces captured by the installed device,

DV = vertical displacement corresponding to the crushing height in m. "Sketch 1/7"

The contact surface generated with each crush, multiplied by the air pressure prevailing in the tire, creates a set of forces which compensate for the weight borne by the wheels of the vehicle.

The exploitation of the work thus produced will allow, via an interposed mechanical device, to motorize mid-alternators.

The useful power of each of them, for the needs of current motor vehicles will vary from 200 to 800 watts knowing that any other power can be used for larger vehicles; only the dimensions of these mini-alternators will be increased or decreased depending on the characteristics required.

The manufacture of such powers in reduced dimensions does not pose specific problems for the manufacturers concerned.

We know that some electrically assisted bikes use mini-alternators delivering an effective power of 250 watts, installed in the seat tube whose diameter is less than 40mm.

In a car wheel, when the tire is put in place, it is hermetically connected to the metal rim.

When inflated, the air is contained in a volume with airtight walls, formed by the interior space of the tire and the part of the rim facing it.

This single volume contains no other elements except air or nitrogen, once inflated to the desired pressure.

To prevent the heat given off by the operation of the mini-alternators and the corresponding mechanisms which will be installed there from being able to produce malfunctions by thermal exchange, the initial single volume is divided according to the invention described in two independent compartments.

The first compartment corresponds to the volume of the air tire itself.

The second compartment, below the first is located in the upper part of the rim. It will house the mini-alternators, their mechanisms, all the sensors which will transmit useful information to the pilot software, thereby optimizing production. of electrical energy delivered. This is the central production compartment.

This compartment will house a mini air compressor. According to programming, it will keep the pressures defined by extraction or addition of air within the authorized limits. It will also meet the obligations of the so-called TPMS system imposed by European regulations. The tire air pressure will be automatically adjusted according to the actual weight of the vehicle and the total loads transported so that the free space between the calendering area of the tire and the top of the PTF is always respected as defined. .

Thermostats and hygrostats sensors installed in each compartment will transmit all the information to the program software which will act according to the stored instructions.

The compressor will provide forced ventilation when the cooling conditions require it. Temperature variations that may occur in the environment of the power plant will be taken into account to avoid condensation.

The actions of this compressor will respect the obligations of the so-called TPMS system imposed by European regulations since 2014.

The partition separating the two compartments will be made of a light, rigid support, made of carbon fiber, fiberglass or other polymers from the polyacetals family. This light support of shapes and dimensions adapted to its function, will partly rest central on the main chassis carrying mini-alternators and wo / OMÎrmnr »Izsr · JohniOnv rnr Inr i» * r · zlz »lo Îonhû illVVaillOlllVJ _f iVJ WWA VCO iUCVl CAMLZY j C4 £ jF LSIAAVA view YES 1V0 UV1 V4 ^ £ WA 1VU1 O VAV- ICA jCAAAW ·

This partition will serve as a support for a belt ring which will make it possible to delimit the air space of the tire. This will create a closed air volume identical to an air chamber made up of two parts; the waterproof rubber of the so-called calendering tire, in the upper part, the belt ring in the lower part.

The installation of this ring will ensure air tightness between the two compatiments. 25 Made of a flexible, elastic, resistant Butyl-type membrane or its equivalent, it will have at its center a number of holes corresponding to the number of mini-alternators that will be installed.

The diameter of these holes will be a few mm less than that of the cylindrical tubes carrying the O-rings; these holes will be centered on these tubes; by pressing the 30 membrane constituting the ring will be threaded around the indicated cylinders until it rests on the partition already in place.

The central support faces and the edges of the belt ring will be adhesive, protected by a peelable silicone support. This will be removed in the end to ensure air tightness between the two compatibilities.

The wheel of a motor car consists of three main parts:

The tire casing.

The rim.

The flange, its central part.

The whole constitutes the tire.

The contact area AC of the tread corresponds to the part of the tire which is at the moment t in contact with the road, as the wheel turns.

The tread which is substantially equal to the outer circumference of the tire in question can, in linear fashion, appear as a succession of contact areas when the wheel is turning.

The length and width of each contact area depends on the characteristics of the tire fitted to the vehicle, their number, over a given period, the linear speed of the wheel.

The surface of each contact area varies according to three main causes:

The design characteristics of the tire, in particular the stiffness of its sidewalls.

The recommended inflation pressure.

The weight of the vehicle increased by the load it carries.

^z __ _f ^ uaque overwrite causes:

A reduction in height DV vertical distance between the internal rubber of the tire, calendering, and the part of the rim that faces it. DV corresponding to the difference in height between the outer radius Rext and the radius under load. "Rsch. Sketch 1/7 "

Theoretical potential energy of a crash for example:

If the weight of the laden vehicle is 1600Kg, each wheel will support 400Kg.

If the flattening height of the tire is 18 mm, including 16 acting, the theoretical potential energy will be equal to:

Ep = 400 x 9.81 x 0.016 = 62.78 joules.

Taking into account the surfaces in contact between the contact area AC of the tire (line 42 page 5) and the area of the Force Transmission Plates (PTF) Fe, the potential energy will vary according to the ratio of these surfaces.

In the example which will follow this ratio is equal to 177/252 = 70%, which gives a potential energy recoverable at yields close to 62.78 x 0.70 = 43.94 joules. Very low kinetic energy is not taken into account in this case.

The device set up according to the invention will recover and exploit the work produced at each crushing when the wheels turn, work not profitable until today.

The exploitation of these crushing forces, as well as the displacement which results from it, go by interposed multiplier, actuating the mini-alternators fixed on the rim. Sketch 5/7

The mechanical power of a force is the energy that one can acquire or lose with this force over a given time. Until now, the tire crushing energy indicated above has been lost.

For a given vehicle, the energy useful for its propulsion and supply of its accessories in service, will come from the battery pack, its discharge being partly reduced by the additional supply of energy delivered by the device according to the invention by mini-alternators installed on each wheel of the vehicle.

When the wheels of the motor vehicle rotate, the motorization of the mini-alternators is obtained by:

The back and forth of the racks propelled by the Platens of Transmission of the Forces.

(PTF.)

These PTF transmission plates are pushed, compressed by the forces Fe, crushing forces, produced by the deformation of the tire, and creation of the contact area AC. These back and forth movements drive the mechanism of each multiplier housing, a mechanism which powers the rotors of the corresponding mini-alternators. 7/7 sketch

The return to the high position of the PTF is done under the simultaneous actions of springs with calibrated forces and gravitational forces; a free wheel making this movement neutral.

Each crash is characterized by two actions:

- Compression due to the crushing Fe forces,

- Relaxation due to spring and centrifugal forces.

The PTF force transmission plate, will transmit the displacement undergone caused by the deformation of the tire, to the rack which supports it; any other mechanical system, such as crank-rod, cams and followers, can be used, if compatible.

The PTF concerned will follow, as soon as the rubber of the calendering of the tire by its crushed part comes into contact with it, the displacement which is imposed on it.

To do this, the PTF is fixed to the upper end of the action rod of the corresponding rack by a ball joint which ensures all the pivoting movements it is able to accept, as well as the high forces and constraints. produced.

The mechanism retained is adjusted so that the PTFs never come into contact with the internal rubber of the tire except when they become operational during the crashes which occur as the wheel of the motor vehicle turns.

A clearance of the order of 2 mm is provided and maintained between the calendering rubber and the upper part of the PTF, the inflation pressure being regulated in order to remain within the defined, authorized limits. This clearance may be different depending on the requirements of the specification. charges.

On the other hand for safety and requirements of a good functioning each PTF is maintained at the height defined by four cables, two on each side, direction of rotation of the wheel, which connect the left and right ends of the PTF at points fixed anchor provided on the central tube carrying the O-ring. "7/7 sketch"

During each crushing, the two surfaces in contact with the calendering rubber and the materials constituting the top of the PTF, micro-sliding can occur. By their repetitions and frequencies they could alter the reliability and durability of the organs involved; to avoid this, the PTF will preferably be made of titanium alloy of the alfa-beta type or any other composite material which can meet the requirements necessary for proper functioning

The deformation of the tire generates an AC contact area. The sum of the vertical reactions in the contact is equal to the applied load.

The development of the inner part of the tire which comes into contact with the top of the PTF does not have a flat part. According to the analysis and knowledge of the deformed part of the structure of the flattened tire, the top of the PTF will be manufactured or cast as much as possible in correspondence.

Tire manufacturers, taking into account their knowledge, experience and specificities of the tire, may, if they deem it necessary, reinforce the rubber of the calendering area.

The device put in place will prevent the gravitational forces undergone by the PTF from modifying when the wheel turns the verticability of the rack linkage action rod. If LC1 CU11L IC Ldd 1 t Cdl IL-llCUCC JUlllU) d id lUllgUC Idll V UCldUL.

In order to prevent this from happening, four ropes identical to the previous ones will be used. They will connect two high anchor points on either side of the center of the PTF, direction of rotation of the wheel, to two fixed anchor points provided on the central tube carrying the O-ring.

These cables will be of the Liros D-Pro 01505 type for example. Simple very light dyncema braids, they receive a polyurethane treatment which gives them excellent resistance to abrasion; with a diameter of 1.5 mm, the breaking strength is greater than 200daN. Easy to weave their ends will end in a spliced eye. Easy to put in place, subjected to multiple bending no noise will be emitted.

Each PTF will be connected to the central tube carrying the O-ring by 8 cables in total. They will be provided with an elastic ring encircling them at mid-height. When the PTF will be in the low position imposed by the program of the whole device, the 8 folded ropes will be kept in good position under the PTF by the action of the elastic ring mentioned.

If the motor vehicle studied for example has four wheels, the surface of each contact area AC will support a quarter of the weight of the vehicle increased by the weight of the loads transported.

By construction, the contact surface of the top of the PTF will be less than the surface of the tire / ground contact area. The maximum size of the PTF in the direction of rotation of the wheel depends on the linear of the circumference where all the PTF are when they are in the low position, rest position.

The value of the linear value / the number of mini-alternators to be installed indicates the maximum possible dimension of the PTF in the direction of rotation of the wheel.

The second dimension of PTF only depends on the actual width of the tire.

The thrust undergone by each PTF is equal to the crushing forces taking into account the ratio of the surfaces in contact, the PTF surface / the surface area of the tire tire contact, ie:

Fe transmission = Fe crushing x Surface PTF / Surface contact area tire.

The PTFs are automatically positioned by the programming which is done either in the service position, or in the low position, the rest position.

- As soon as a loss of inflation pressure is signaled to the program which controls the assembly, all the PTFs of the wheel concerned will immediately be put in and kept in the low position.

- When changing a tire, before removing the wheel concerned, all the PTFs are automatically set and kept in the low position.

- After stopping the car, according to the timing programmed by the manufacturer, all the PTFs on all of the vehicle's wheels are put in the low position.

- Depending on the choice of the manufacturer, all other programming can be carried out. All the information on operation or malfunction is returned to the dashboard of the vehicle, in particular the level of production of the electrical energy produced and consumed, as well as any failures d '' a mini-alternator.

The number of mini-alternators to be installed will depend on the total energy to be produced, on their possible electrical and dimensional characteristics, on the number of wheels which will be fitted with them, according to the vehicle manufacturer's choice and specifications.

Taking into account all of these variables it is possible to define:

- The height DV, function of the desired displacement of the rack.

- The surface of the tire / road contact area.

- The crashing Fe forces.

- Fe forces of transmission.

- The possible power of each mini-alternator.

- Their number.

- The dimension of the Rim.

- The tire and its characteristics, the inflation pressure compatible with the desired movement DV of the rack, the width of the tread.

The production of the energy produced by the mini-alternators (or generators) may, according to the manufacturer's choice, deliver direct current or alternating current. Depending on the choices made, the management of the power supplied will be managed in an appropriate and conventional manner by converter, inverter, power electronics, distributors and other known systems, according to the requirements of the specifications.

The mini-alternators chosen may be different depending on the characteristics of the vehicle studied. A preferential choice could correspond for example to a synchronous or asynchronous alternator, with permanent magnets whose power is proportional to the speed of the rotor; the maximum value of this power becoming the nominal power defined according to specifications.

Synchronous or asynchronous alternators with permanent magnets have few moving parts, easy to build and do not require much maintenance; only the bearings must be provided from the outset for the maximum speeds concerned and the expected service life.

In certain cases the synchronous generators can be coupled with a regenerative variator, which avoids when possible and preferable a mechanical multiplier. Whatever the type of alternators selected, exceptional overspeeds are authorized, r »î Jzs / 45Z>, V zJz> Î ·> * / -»> Λ.ϊ'ί 'nrnTBl / ΆΜΓΰ / ΙΗΰΜ / Ό ^> Α IV- VIAV / ΑΛ UVO 1 UUlVlllUllUJ V ^ »V VÏU VAX WllJVLjUV AAVVi

The specifications will specify the sizing of the alternators, as well as the required voltage levels of the DC bus and the permitted mechanical drive speed ranges.

- Presentation of the different sketches.

Sketch 1/7

Illustration of the deformation of the part of the tire in contact with the ground.

Designation:

From the AC Contact Area.

DV crush height.

Linear representation of a succession of contact areas.

Sketch 2/7

Cutting direction of rotation of the wheel to present a part of the device. Two arrangements presented.

PTF force transmission plate.

Rack action rod carrying the PTF.

This round tube single rod action rod passes through the O-ring and then screws onto the top of the rack.

The supporting chassis brings together:

The elements allowing the comings and goings of the rack, slide, guide. The upper part of the chassis is circular and includes the O-ring.

If only one mini-alternator is activated for a PTF, it will be positioned on one side, on the second side will be positioned the motion multiplier unit.

If two mini-alternators are coupled on the same shaft, the multiplier will be in the center and in this case will serve as a support frame for the assembly.

Representation of the two compartments, air volume and production center.

Sketch 3/7

All the chassis and their mechanisms of an equipped wheel are shown. 12 identical locations in the example chosen for 11 mini-alternators and 1 compressor.

All the PTFs are positioned in service, except the one which is in front of the contact area formed by the crushing which is active.

Representation of the separation of the two compartments by the sealing ring in butyl or material with the same characteristics.

Representation of the wire mesh strap that surrounds all of the mini-alternators, for:

prevent them from undergoing mini displacements due to centrifugal forces, but also to better distribute the heat they produce.

4/7 sketch

Cutting direction of rotation of the wheel.

The total stroke of the rack is equal to that of the PTF which actuates it minus the clearance which is defined by construction between the internal rubber of the tire and the top of the PTF, ie the 2 mm indicated.

This stroke does not bring the retaining groove of the lower end of the rack in front of the locking pins. The main spring returns the rack, the back and forth can continue.

If programming for a real cause places a PTF in the low rest position, the action that this triggers stops its mini-alternator which immediately goes into engine mode; this action compresses the spring until the end groove of the rack passes in front of the locking pins which go under the action of their own springs to penetrate the circular groove thus blocking the rack in the low position. The back and forth is interrupted. The PTF is stationary in the low position.

To unlock, the program triggers the power supply to the unlocking electromagnet coil, the pins are withdrawn, the PTF is again active.

Sketch 5/7

This section facing the wheel represents the attachment of the chassis to the flange part of the rim.

This cut seen from above of the device represents one of the feasible possibilities of exploitation of the lost work, produced with each crushing

The main pinion actuated by the back and forth of the rack is made on a hollow shaft, which allows the shaft of the rotor of the mini-generator to pass through it as it is drawn.

The main pinion shaft carries at its end on the multiplier housing side, a 48-tooth gear mounted on a freewheel.

The 48-tooth gear drives a 12-tooth gear which without further multiplication of movement motorizes the mini-generator rotor shaft.

When the rack has a useful stroke of 16 teeth, the main pinion of 16 teeth, same module, makes 1 turn as well as the pinion of 48 teeth mounted integral on its axis.

The latter driving a 12 teeth, the multiplication of movement gives a transmission ratio equal to 4.

The end of the mini-alternator rotor shaft can carry a flywheel which helps regulate its speed.

All the parts concerned, ball bearings, bearings, gears, freewheels, slides, racks must ensure a minimum service life of 10,000 hours.

The gears will preferably have helical teeth which gives a smoother and quieter transmission.

Closing the multiplier housing will ensure a total seal to prevent any oil leakage. The grease brush of the main gear should in no case dry, harden, deteriorate.

7/7 sketch

Cutting direction of rotation of the wheel with marks of the main constituents.

- 5 - Detailed description of a possible embodiment.

The device proposed by this patent application contributes by the potential energy that it recovers and transforms into electrical energy, to considerably increase the range of a vehicle which would be provided with it.

To do this, the device according to the invention will capture the “forces Fe”, forces produced during each crushing of the part of the tire in contact with the road, as the wheels of the vehicle turn. Mechanical solutions There are many possibilities to implement, all of which must achieve the same goal:

Recover as much as possible the maximum of the energy produced by these Fe forces, 15 without harming: the road behavior of the vehicle, its handling, and without abnormal wear of its tires.

To achieve this goal, the device put in place will recover and use these Fe forces to drive, via a mechanical movement multiplier device, one or two mini-alternators per PTF installed. Mechanical energy will thus be transformed into electrical energy, stored after treatment in high density graphene-based supercapacitors transported by the vehicle, or any other choice of battery according to the manufacturer's specifications.

The energy sources transported by the vehicle come from the Battery Pack that it carries. For this example, this pack includes two sources of energy.

A conventional battery with low autonomy, as well as a block of high density supercapacitors based on graphene, forming the main source of the energy transported.

These graphene-based supercapacitors are used in particular to recover the kinetic energy of the car during its deceleration or braking phases.

The very fast charge capacity of these super-capacitors makes it possible to recover all the energy thus produced. This is a certain additional energy supply, especially when the traffic is very dense with frequent stops followed by as many departures . The weight and volume of the battery pack thus formed, traditional + high density graphene-based super-capacitors, remains low, at equivalent capacity, compared to a Lithium-iom battery pack.

Graphene-based high-density supercapacitors are produced in China, and recently in Spain. Their energy density is currently lower than that of Lithium-iom batteries, industrialists think they can reduce this difference quite quickly. Supercapacitors have a very fast charging time, only a few minutes, a long service life, they do not pollute, and present no risk of explosion.

These reasons explain the choice made here to support the device provided according to the invention, of additional energy supply.

Any other type of battery can, according to the manufacturer's specifications, be used.

The conventional battery in the battery pack is intended only, not for starting the vehicle, but for occasional back-up to allow, if necessary, to reach the nearest charging station, economical driving, the wheel alternators always participating even at low speed to deliver less energy, but which eliminates the anxiety of the breakdown. This conventional battery, may when the graphene-based supercapacitors are successful, be deleted.

Elements retained for an example of realization and feasibility.

To know the real autonomy of an electric vehicle, it is necessary to take into account a realistic use, preferably to the indications according to NEDC cycle. If the latter are used by manufacturers, comparisons require, they indicate low consumption compared to the actual observed.

This reality shows "said by professionals" that they are at worst equal to 55% of what is advertised, at best 80%.

According to NEDC cycle for the example vehicle:

Autonomy indicated 250Km lithium-iom battery of 30Kw. carried by the vehicle.

A happy medium retained in this detailed example will be 67% of the NEDC value, that is to say a range with normal driving, neither smooth nor sporty of 250 x 0.67 = 168 km.

Chain of estimated and retained yields with a device according to the invention described.

- The Forces Fe useful at each flattening of the tire are equal to the ratio of the PTF platen surface to the AC surface of the tire, in this case 177/252 .......... 70%

- Estimated yield of the movement multiplier ........................................... .95%

- Estimated efficiency of the energy supplied by a nominal mini-alternator ...... 95%

- Estimated yield of intermediate electronic components ........................ 0.70%

The overall yield of the entire electrical device corresponds to the product of yields 3 and 4 mentioned above, namely:

Overall electrical efficiency 0.95 x 0.70

0.66%.

Descriptions and values taken into account reminder:

- Classic medium car, weight with driver +1 passenger + luggage = + 1600Kg.

- Four 17-inch wheels, 11 sets of mini-alternators coupled in each wheel.

- Mechanically coupled alternators, each of 370 Watts at 6000 Rpm.

- 225/45 R17 tires inflated according to recommendations.

- AC contact area under load indicated at each flattening of the tire: ......... 252 cm2

- Contact surface of a PTF .......................................... ............................................ 177cm2

- PTF / AC surface report ............................................ ................................................ 0, 70

- Distance DV obtained at each crushing of the tire: 18mm

- Useful displacement of the corresponding rack 16mm

- Primitive diameter of the main pinion actuated by the rack: 16mm

- Fe support forces of a wheel (1600 kg / 4) 400Kg

- Stress forces of the rack lifting spring 15 Kg

Useful Fe forces 400 - 15 = 385 x 9.81 x 0.70 .................................. ................. 2.643Nm

Descriptive path;

The overall mechanical efficiency of the multiplier being estimated at 95%, the work in joules for 1 crushing is equal to:

Fe cn Nm x DV in m x 0.95 yield = 2643 x 0.016 x 0.95 = 40.17 joules.

These indicated characteristics make it possible to calculate the energies, mechanical work recovered, over a given time:

The work produced during an OKOK course completed in 1 hour will be:

The circumference of the vehicle wheels being 2 meters, they will do in 1 hour:

100,000 / 2 = 50,000 revolutions, i.e. 50,000 / 3,600 = 13.88 revolutions per second.

Each PTF will undergo the crushing forces of the tire 13.88 times per second.

Each wheel has 11 PTF which each propel 1 set composed of two mini-alternators.

The four wheels being equipped identically, there will be every second 13.88 x 11 x 4 = 610 crushes performing a work of 610 x 40.17 = 24,503 joules or 24,503 Watts.

This work will be used to motorize the corresponding mini-alternator (s).

The electrical energy produced by all mini-alternators, after transformation and corresponding treatment by electronic circuits, will be transferred to the battery pack.

This supply of new energy will offset part of the energy supplied for the propulsion and powering of vehicle accessories ...

The pack will empty the difference between the total energy delivered and the total energy recovered. Outgoing energy minus incoming energy.

For the example: at OKOK / hour, number of back and forth from the rack:

The wheel makes 100,000 / 2 = 50,000 revolutions in 60 minutes, either per minute 833.33 revolutions or as much back and forth from the rack.

The ratio of the multiplier retained being 5, the speed of the rotor of the alternators will be 833.33 x 5 = 4.166 revolutions / minute, which gives a ratio Rotor Speed / Nominal Speed of the mini-alternators = 4.166 / 6000 = 0, 69.

The power delivered at this speed by the duo of mechanically coupled mini-alternators will in theory be 370 x 2 x 0.69 = 510.6 watts

As the useful mechanical work is: 24,503 joules / second, ie = 24,503 Watts, the electrical energy supplied to the terminals of the alternators will be 510.6 x 44 = 22,466 Watts

The ratio of useful mechanical work / energy at the terminals of the alternators = 1.09

The estimated efficiency "efficiency of mini-alternators and efficiency of electronic components" of 0.95 x 0.70 = 0.66 is taken into account to determine the useful energy supplied in the battery pack; in the case indicated, this useful and effective energy will be: 22,466 x 0.66 = 14,827 Watts.

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The 30Kw battery carried by the vehicle not equipped with the device according to the invention, allows a realistic autonomy of 168 km when its constant speed is lOOKm / h "normal, classic driving, neither smooth nor sporty", the theoretical average consumption ru »* Nnt + n zjr · # - -Mo» · Wm 2A ΑΑΛ 7 Ί - Ί * 7Q FkZnrÎ / mnr ou □ Ml VWW UUOV VOL £ JCÎk k \ -LLL £ VUHJV V4V- WWtVWW / A WW “A i W VV UCUJ UÎVV1IV | UVO Clt * £ k £££ <

This theoretical consumption will be retained for other comparisons, in place and place of that indicated according to the NEDC cycle, which retains only a consumption of: 30,000 / 250 or 120 watts per km. "Less realistic. "

If the vehicle is fitted with the device according to the invention, and it travels 100 km per hour, same driving style, the theoretical electrical consumption coming from the battery pack will be of the order of: 100 x 178 = 17,800 watts.

The battery pack provides the vehicle's propulsion energy and accessories; every hour, in this hypothesis, it delivers a useful energy of 17,800 watts; at the same time it recovers the energy from the wheel alternators, useful energy equivalent to 14,827 Watts. The battery pack empties only of the difference, that is: 17,800 - 14,827 = 2,973 Watts, each hour "without significant use of gourmet accessories"

On this basis, the vehicle with its 30Kw battery + the additional energy produced according to the invention by the wheel mini-alternators, could perform, battery pack at its maximum level at the start, without recharging during a distance actual of: 30,000 watts / 2,973 = 1,009 km.

This distance represents 6 times its realistic autonomy of 168 km to 100 km an hour without the consumption of gourmet accessories with the battery pack of 30 Kw at the start. According to the NEDC cycle data, the distance traveled with the device according to the invention would be 4 times greater than that indicated.

Knowledge of the power must be supplemented, an important point in this example by that of the motor torque at the main pinion, rack and pinion engaged with the main pinion of 16 teeth, pitch diameter of 16 mm.

Motor torque = driving Fe x pinion radius = 2.643 Nm x 0.008 = 21.144 Nm

If the estimated efficiency of the multiplier is 0.95, the available engine torque is equal to 21.144 x 0.95 = 20.08 Nm.

The transmission ratio between the main pinion and the shaft of the mini-alternator being in this example 5, the torque available in nominal speed will be 20.0 / 5 = 4.016 Nm.

To drive a mini-alternator or two mechanically coupled variable speed mini-alternators delivering a nominal power of 740 watts at 6000 rpm at nominal speed, the useful torque required will be:

C useful required = 740 / (6000 X 2PÎ / 60) = 1.17 Nm

Result: The available engine torque is sufficient to correctly drive the mechanically coupled mini-alternators, and to the given characteristics.

The mini-alternators go as soon as the vehicle starts to roll producing energy j / s

Estimated consumption of electrical energy delivered by the vehicle battery pack when it is equipped with the device according to the invention described.

“Electrical energy delivered by the Pack minus energy supplied to the pack”

- at 7.2 km / h: electrical energy consumed from the battery pack -0.80 Kw-0.75 Kw = 0.05Kw

- at 45 km / h: ........................................... ............................................... 3.8 Kw- 3 Kw = 0.80Kw

- at 90 km / h. _, 15.6 Kw-13.4 Kw = 2.20Kw

- at 100 km / h ............................................ ................................... 17.8 Kw-14.8 Kw = 3.00Kw

- at 110 km / h ............................................ .................................. 22.42 kw-16.4 Kw = 6.02Kw

- at 135 km / h ............................................ ....................................... 34.2 Kw-20 Kw = 14.2Kw

- at 150Km / h ............................................. .................................... 42,2Kw-21,5 Kw = 20,7Kw

The following curves are established on the basis of realistic estimated values concerning consumption, and calculated values concerning the electrical energy produced by mini-alternators, all yields taken into account.

The production of energy beyond the nominal characteristics of the specified mini-generators can only be exceptional and short-lived. This energy regulation is done simply by controlling the movement of the ascent of the racks. When the vehicle speed exceeds the authorized defined ranges, a reduced rack travel immediately causes a reduction in the speed of rotation of the mini-alternators according to the established programming.

Limiting the ascent of the rack to the height chosen according to the program instruction is done simply by blocking, of the rack slider, by self-locking pressure pad controlled by electromagnet according to the desired programming.

Representation of estimated energy consumed by newe. by the vehicle selected for this description; knowing that he is traveling at constant speed; the propulsion energies, cfahmerrtatîon of its accessories are delivered by the transported battery pack. Curve 3 takes into account the difference of the energy energies leaving the pack minus the Celtic which enters it

According to the characteristics chosen and retained by the specifications, such as tire pressure, rim dimensions, crushing height DV of the tire in contact with the road, AC crushing surface, useful surface of the PTF, power and dimensions of the mini-alternators it is possible to obtain results in line with the desired autonomy.

The increase in potential energy recovered "by increasing the surface area of the AC contact area, by acting on the tire size, and its pressure" makes it possible to install more powerful mini-alternators if desired. If the AC surface is brought for example to 300cm2, that of the PTF increased in the same ratio, the useful potential energy authorizes coupled mini-alternators of 450watts.

It is imperative, however, during the choices considered, to verify that the useful mechanical potential energy recovered is always greater than that provided for the alternators at nominal speed, all efficiency taken into account.

J r · / *! / "" Iz ^ r ·· muboi'hoi · ’pF nny’iny'w / n Jzm

UV UVVVM1 ϋνΐΙ / ΙΙ 1VO VI 1WA VO OWUllUlCVO yVUl · Wjp U1111OV1 V V £> V £ £. </ £ AiXVl 1VÜ characteristics of the vehicle to be built.

The manufacturer may also plan, within the limits of the options chosen when purchasing the vehicle, to allow the driver to optimize and personalize his route from the dashboard, according to his obligations at the time, from Km to browse, the season, the autonomy it needs, possible recharges of the battery pack to be provided.

Mini-alternators with permanent magnets produce a current and a frequency voltage proportional to the speed of rotation of their rotor, via multiplier or not, to the speed of the vehicle.

Significant advantages for a vehicle:

Weight gain.

Reduction in the number of rotating parts.

Load reduction.

Extension of their lifespan; Reduced maintenance.

Good yield

The battery pack, made up of high density graphene-based super-capacitors provides a reduction in weight compared to the lithium-iom battery pack; this largely offsets the increased weight of the wheels.

If the device according to the invention, produces in use a noise beyond the desirable noise-reducing chips can be installed on each wheel.

These microchips detect the intensity of the disturbing sound; they recreate an opposite sound of equivalent sound amplitude. A counter-noise is thus created which covers and cancels the harmful noise. Technology developed by Silentium.

The recovery and operating device described can also be used when the tires have an inner tube, only the PTF are to be modified to transmit the movement to the racks. A ring of calibrated efforts surrounds the air chamber; during the flattening of the tire, the ring only partially follows the horizontal deformation of the tire, moves towards the center of the rim compressing, by the value of its displacement, the inner tube, displacement DV, to give the movement of back and forth to the corresponding rack as described for tubeless tires, however the efficiency is lower.

Position of the racks.

Racks are also characterized by the different locations they can occupy, active or passive. :

- Active: the upper positions correspond to normal work; they move back and forth powered by PTF.

- Active: the intermediate position, this is the case where the installed program modifies its course, to decrease the value of its movement.

- Passives: in locked down positions, all those fitted to the same wheel if the tire is punctured.

- Passive: in the locked down position for the necessary decommissioning of a mini mateur,

- Passives: All in locked down positions for tire replacement, wear or other damage.

- Passives: All in low positions when the vehicle has been stopped for a certain time according to the planning which is made.

Claims (15)

Claims. -1 - Device which is characterized for any electric vehicle preferably equipped with tubeless tires, to boost its initial autonomy; this device produces, when the vehicle is traveling, an appropriate complement of electrical energy, thereby reducing the discharge of the battery pack which is being transported. This device is characterized by an energy supply, proportional to the speed of the vehicle, multipying by 4, 5 or 6 its basic autonomy, as indicated by the NEDC cycles or other retained for comparison. This device is characterized by on the other hand by the fact that it is non-polluting, zero emission, zero atmospheric pollution. - 2 - Device according to claim 1 which is characterized by the recovery and continuous operation of lost work which occurs with each deformation of the part of the tire in contact with the ground, as the wheels of the vehicle turn - 3 - According to claim 1 and 2 the exploitation of this lost work is characterized by the use of the vertical displacement of the flattened part of the tire in contact with the ground as well as by the use of the forces resulting from these deformations which create at as the wheel turns a succession of AC tire / ground contact areas. - 4 - Device according to claim 3 which is characterized by the establishment of Force Transmission Plates "abbreviated PTF" whose useful surfaces are smaller by construction than those of AC contact areas. AC being the surface of the part of the tire in contact with the ground. These PTFs are characterized by their position, their shape, their function. Positioned by construction inside the tire, 2 mm from the inner rubber of the tire, known as the calendering zone, they are not in contact with the tire. Their shape characterizes them; their side on the tire side, conforms as much as possible to the internal shape of the flattened part of the tire. Their function characterizes them; they are the ones that each time the part of the tire in contact with the ground is transmitted transmit the forces and displacement to which they are subjected. They drive by interposed movement multiplier the motorization device of the mini-alternators fixed to the rim. - 5 - Device according to claim 3 and 4 which is characterized in that it causes, when the wheel of the motor vehicle turns, a back and forth movement of the support racks of the PTF. Phase 1 of this movement is characterized by the pushing of the rack towards the center of the wheel, under the action of the crushing forces propelling the PTF which it carries. Phase 2 is characterized by the reverse movement of the rack, i.e. its return to the high position, return made under the simultaneous actions of springs with calibrated forces and the centrifugal force of the moment. This device is characterized by on the other hand, by a freewheel which neutralizes this upward movement of the PTF - 6 - PTF device according to claims 3,4,5, which is characterized by the unique and new fact that they are installed in the air volume of the tire. This part of the device made up of PTFs participates in the recovery and exploitation of the lost energy produced by successive flattening of the tire when the wheel of the motor vehicle turns. Their position as expected is characterized by the fact that they do not modify the value of the rolling coefficient of the tire considered, for a given load, that they are not in contact with the inner part of the tire, known as the calendering zone. . On the other hand, the number of PTFs possible to install inside the air volume of the tire, determines the number of mini-alternators that can be fixed on the rim. - 7 - Device according to claim 6 which is characterized at each wheel of the VC111CU1C ctULUlllUUHV pcil Id Cl VdllUll UV UVUA LOUlpcU UlllVlllâ i> vpcll Ci, UlUVpVliUctllU), each airtight, each having its own functions. The first compartment is the air volume of the tubeless tire, mounted on its rim. This compartment is characterized by its content other than air or nitrogen, that is all the PTFs of a wheel. It is the compartment for recovering the work produced by the deformation of the tire, part in contact with the ground, work lost so far. The second compartment is characterized by its main function, called the production center; located under the first in the rim space it houses the mid-alternators, the air compressor, all the sensors, pre-wiring and other accessories are installed there. It is the central compartment for producing electrical energy, with heat sources to control. To avoid heat exchange these two compartments are characterized in fact by their separation, consisting of a watertight partition. A single mechanical connection makes it possible, through an O-ring or quadrilobe, to provide the necessary connection between the two by the action rod of the rack. - 8 - Device characterized according to claim 7 which defines the air space of the tire, thus creating a closed volume identical to a built-in air chamber, delimited by the internal sealing rubber of the tire, calendering zone, in the upper part, and the 'belt ring at the bottom. A light, rigid partition placed between the two compartments serves to support the belt ring. This ring consists of a flexible, elastic, resistant, airtight membrane, preferably butyl membrane or its equivalent; its central support faces and edges will be adhesive, protected by a silicone support removed at the time of installation. - 9 - Device according to claim 4 for maintaining the correct location of PTF. To do this, which characterizes this assembly, each PTF is maintained at the defined height, in addition to the limit stop of the rack, by four ropes, two on each side, direction of the width of the tire. To avoid that the gravitational forces undergone by the PTF when the wheel turns do not modify the verticability of their supports, four other ropes identical to the previous ones will be put in place, connecting two high anchor points on either side of the center of the PTF in the direction of rotation of the wheel with two fixed fixed anchor points, well positioned. -10 - Device according to claim 7 which is characterized by the installation in the central compartment of energy production of a mini air compressor. It will maintain the air pressures as defined by the two compartments, by adding or extracting air. Sensors, thermostats and hygrostats installed in each compartment will transmit all the information to the program which will act according to the stored instructions. Maintaining the volume of air at the prescribed pressure is necessary for the proper functioning of PTFs. Respect for the 2 mm clearance also. In addition, this device prevents the vehicle owner from controlling the air pressure in the tires of his car while replacing the so-called TPMS system imposed by European regulations since 2014. -11- The PTF fixing device according to claim 4 on their rack control action rod is characterized by their mounting on a swivel. Located in the center of the plate, the skeleton allows all the pivoting movements that a PTF is able to accept, as well as the high forces and stresses which result. The part of the PTF in contact with the rubber of the tire calendering zone at each flattening is characterized by the design drawing which will take into account as much as possible the shape taken by the part of the tire deformed at the time of the flattening forming an AC contact area. At this time, the flattened part of the tire of the calendering zone does not have a flat part, its shape may vary depending on the specific characteristics of the tire in question. -12- The device is characterized by a control of the energy produced beyond the nominal characteristics of the specified mini-alternators; this should only be exceptional and of short duration. This energy regulation is done simply by controlling the movement of the rack rises. When the vehicle speed exceeds the authorized defined ranges, a reduced rack travel causes a decrease in the speed of rotation of the mini-alternators according to the established programming. Limiting the ascent of the rack to the height chosen according to the program instruction is done by blocking, of the rack slider, by self-locking pressure pad controlled by electromagnet according to the desired programming. -13 - The implementation device as described in this embodiment, according to claim 1,2,3,4,5 a car thus equipped to produce additional and appropriate electrical energy to strengthen and supplement those already cited from the battery pack preferably consisting of graphene-based super-capacitors. The combination of these complementary sources of new energy production concerning wheel alternators, and existing sources such as the recovery of deceleration and braking energies, ensures a very long range for the vehicle thus equipped. In addition, the vehicle does not produce when it is driving pollution, zero emission. This new device is characterized by the fact that it largely exploits and recovers an energy produced, lost until then, using mature components, known in the industry, all of which have already proven themselves. -14- This device according to the invention can be used when the tires have an inner tube, only the PTF are in this case modified to transmit the movement to the racks. It is characterized by a ring of calibrated forces, support of the PTF, which surrounds the air chamber; during the crushing of the tire, the ring follows the deformation of the crushed part of the tire, and of the inner tube; its end connected to the corresponding rack, causes the movement back and forth as described above. -15 - Racks are characterized by the different locations that they can occupy, active or passive. : - Active: the upper positions correspond to normal work; they move back and forth powered by PTF. - Active: the intermediate position, this is the case where the installed program modifies its course, to decrease the value of its movement. - Passives: in locked down positions, all those fitted to the same wheel if there is CrêVâîSôii du pïlcü. - Passive: in the locked down position for the necessary deactivation of a mini-alternator, - Passives: All in locked down positions for tire replacement, wear or other damage. - Passives: All in low positions when the vehicle has been stopped for a certain time according to the planning which is made.