Supplemental propulsion system for a vehicle

Abstract

A supplemental propulsion system for a vehicle may include a Flexner rotor. The Flexner rotor comprises a rotatable cylinder mounted (e.g., horizontally or vertically) on the vehicle. An airflow deflector is located adjacent to the Flexner rotor on the vehicle and is configured to redirect the vehicle's headwind to generate an airflow passing through the cylinder in a direction transverse to the headwind. An electronic controller may be configured to control a motor to rotate the cylinder. In some examples, the rotational speed of the cylinder is maintained at a selected multiple of the speed of the airflow passing through the cylinder.

Description

[0001] Cross-referencing

[0002] The following applications and materials are incorporated herein in their entirety for all purposes: U.S. Provisional Patent Application No. 62 / 947,176 and U.S. Patent No. 10,859,065. Technical Field

[0003] This disclosure relates to systems and methods for supplementing the propulsion of land vehicles, seagoing vessels, and other forms of transport. More specifically, the disclosed embodiments relate to supplemental propulsion systems for vehicles based on Flettner rotors. Background Technology

[0004] Natural winds, generated by atmospheric circulation, have long been a source of renewable energy solutions for human civilization. In maritime transport, the use of wind power to propel sailboats dates back thousands of years. Despite the extreme variability of wind conditions, wind propulsion was the norm for many centuries until propeller-based propulsion replaced sails.

[0005] In the 1920s, attempts were made to propel ships using electrically driven vertical Frytner rotors (typically cylinders 18-30 meters above the deck). These rotors utilized the Magnus effect: a vertically rotating cylinder in crosswinds can generate significantly more propulsion than a sail of equal reference area. Two of these rotorships, named Baden-Baden and Barbara, were built in 1920 and 1926, respectively. The rotors served as a supplementary propulsion source to reduce fuel consumption. The success of these ships demonstrated the efficiency and seaworthiness of rotor sails. Unfortunately, due to concerns about long-term depreciation and speculated risks regarding stability in adverse weather conditions, the project ended without commercial adoption.

[0006] In recent years, interest in rotary sail ships has been rekindled, and many rotary sails have been adopted by merchant vessels. However, old barriers to their use remain. The structural integrity and stability of the ship under adverse weather conditions remain primary concerns. Financial costs and a lack of verifiable data on fuel-saving potential are another key obstacle. A single Frytner rotary unit for a vessel can cost over two million US dollars due to its enormous size.

[0007] Current wind energy conversion technologies focus solely on natural wind, which varies greatly in speed, direction, duration, and geographical and seasonal variations. This variability significantly impacts the effectiveness of wind energy conversion. Summary of the Invention

[0008] This disclosure provides systems, apparatus, and methods related to wind-powered vehicle propulsion systems.

[0009] In some embodiments, a supplemental propulsion system for a vehicle may include: a Flexner rotor comprising a rotatable cylinder mounted on the vehicle such that the length of the cylinder is laterally oriented in the direction of travel of the vehicle; and an airflow deflector disposed adjacent to the Flexner rotor on the vehicle, wherein the airflow deflector is configured to redirect the vehicle's headwind to generate airflow passing through the cylinder in a direction laterally to the direction of travel.

[0010] In some embodiments, a method for providing supplemental propulsion to a vehicle is provided, the method comprising: using an airflow deflector coupled to the vehicle to redirect the headwind of the vehicle to generate a redirected airflow transverse to the headwind; and generating a Magnus force on the vehicle by rotating a cylinder arranged in the redirected airflow.

[0011] The features, functions and advantages may be implemented independently in various embodiments of this disclosure, or may be combined in other embodiments, further details of which can be seen from the following description and accompanying drawings. Attached Figure Description

[0012] Figure 1 This is a schematic diagram of a wind-powered vehicle propulsion system based on this teaching.

[0013] Figure 2 This is a side view of an illustrative vehicle having the rotor system of this disclosure.

[0014] Figure 3 yes Figure 2 A front view of the vehicle and rotor system.

[0015] Figure 4 This is a schematic side view of a first illustrative deflector having a first shape factor according to an aspect of this disclosure.

[0016] Figure 5 This is a schematic side view of a second illustrative deflector having a second shape factor according to aspects of this disclosure.

[0017] Figure 6 This is a schematic side view of an illustrative wind-powered vehicle propulsion system according to aspects of this disclosure.

[0018] Figure 7 Depicting the superimposed force vectors Figure 6 The system.

[0019] Figure 8 It is a diagram depicting the expected fuel savings of a simulation model system for a semi-truck with a deflector angle of attack.

[0020] Figure 9 This is a schematic diagram of an illustrative rotor system configured to rise and fall, allowing the system to switch between an in-use configuration and a retracted configuration.

[0021] Figure 10 This is a schematic diagram of an illustrative rotor system constructed to fold downwards into a stowed configuration.

[0022] Figure 11 This is a schematic diagram of an illustrative cylinder suitable for use with the system of this disclosure, depicting various optional features.

[0023] Figure 12 It is a schematic side view depicting various suitable positions for mounting the illustrative horizontal Flexner rotor system according to this teaching.

[0024] Figure 13 It is a schematic side view depicting a tractor-trailer of an illustrative vertical FRETN rotor system according to this teaching.

[0025] Figure 14 yes Figure 13 A top view of the tractor-trailer and rotor system.

[0026] Figure 15 This is an illustrative schematic side view of a wind-powered vehicle propulsion system according to aspects of this disclosure, illustrating another embodiment of an airflow deflector.

[0027] Figure 16 This is the first graph depicting the relationship between rotor speed and vehicle speed in a simulation model system.

[0028] Figure 17 This is the second graph depicting the effect of motor power on vehicle speed in a simulation model system.

[0029] Figure 18 This is the third graph depicting the simulation model system of motor torque versus vehicle speed.

[0030] Figure 19 This is the first graph depicting the effect of percentage fuel savings on vehicle speed in a simulation model system.

[0031] Figure 20 It is a flowchart depicting the steps of an illustrative method for reducing fuel consumption in land-based vehicles. Detailed Implementation

[0032] The following description, illustrated in the accompanying drawings, describes and illustrates various aspects and examples of wind-powered supplemental propulsion systems and related methods. Unless otherwise specified, supplemental propulsion systems and / or various components thereof according to this teaching may include at least one of the structures, components, functions, and / or variations described, illustrated, and / or incorporated herein. Furthermore, unless expressly excluded, process steps, structures, components, functions, and / or variations described, illustrated, and / or incorporated herein in connection with this teaching may be included in other similar apparatuses and methods, including those interchangeable between the disclosed embodiments. The following description of various examples is illustrative in nature and is not intended to limit this disclosure, its application, or use. Additionally, the advantages provided by the examples and embodiments described below are illustrative in nature, and not all examples and embodiments provide the same or the same degree of advantage.

[0033] This specific implementation includes the following sections immediately following: (1) Definitions; (2) Overview; (3) Examples, Components and Alternatives; (4) Advantages, Features and Benefits; and (5) Conclusions. The Examples, Components and Alternatives section is further divided into subsections A through C, each of which is labeled accordingly.

[0034] definition

[0035] Unless otherwise indicated, the following definitions apply to this document.

[0036] The terms “comprising,” “including,” and “having” (and their variations) are used interchangeably to mean including but not limited to, and are open-ended terms not intended to exclude additional unlisted elements or method steps.

[0037] Terms such as “first,” “second,” and “third” are used to distinguish or identify the various members of a group, and are not intended to indicate a continuous or numerical limitation.

[0038] “AKA” means “also known as” and can be used to indicate alternative or corresponding terms for one or more given elements.

[0039] "Elongated" or "slender" refers to an object or opening whose length is greater than its width, but the width does not have to be uniform. For example, an elongated slot can be elliptical or stadium-shaped, and the height of an elongated candlestick can be greater than its conical diameter. As a negative example, a circular opening would not be considered an elongated opening.

[0040] The terms “inner,” “outer,” “forward,” and “rearward,” etc., are intended to be understood in the context of a primary vehicle to which the system described herein may be mounted or otherwise attached. For example, “outer” may indicate a relative position laterally further away from the vehicle’s centerline, or a direction away from the vehicle’s centerline. Conversely, “inner” may indicate a direction toward the centerline, or a relative position closer to the centerline. Similarly, “forward” means toward the front of the vehicle, and “rearward” means toward the rear of the vehicle. The same directional terms may be used in the absence of a primary vehicle, as if the vehicle were present. For example, even when viewed in isolation, a device may have a “forward” edge, based on the fact that the device will be mounted such that said edge faces the front of the primary vehicle.

[0041] "Connection" means connection, whether permanent or releasable, direct or indirect through intermediate components.

[0042] "Elastic" describes a material or structure that is constructed to respond to normal operating loads (e.g., when compressed) by elastically deforming and returning to its original shape or position upon unloading.

[0043] "Rigid" describes materials or structures that are constructed to be stiff, indeformable, or largely lacking in flexibility under normal operating conditions.

[0044] "Processing logic" means any suitable device or hardware configured to process data by performing one or more logical and / or arithmetic operations (e.g., executing coded instructions). For example, processing logic may include one or more processors (e.g., central processing unit (CPU) and / or graphics processing unit (GPU)), microprocessors, clusters of processing cores, FPGAs (field-programmable gate arrays), artificial intelligence (AI) accelerators, digital signal processors (DSPs), and / or any other suitable combination of logic hardware.

[0045] A “controller” or “electronic controller” includes processing logic programmed with instructions to perform control functions concerning a control element. For example, an electronic controller may be configured to receive input signals, compare the input signals with selected control values ​​or setpoint values, and determine, based on the comparison, an output signal to the control element (e.g., a motor or actuator) to provide corrective action. In another example, an electronic controller may be configured to interface between a host device (e.g., a desktop computer, mainframe, etc.) and peripheral devices (e.g., storage devices, input / output devices, etc.) to control and / or monitor input and output signals received from and from the peripheral devices.

[0046] Directional terms such as “up,” “down,” “vertical,” and “horizontal” should be understood within the context of the specific object. For example, an object may be oriented about defined X, Y, and Z axes. In these examples, the XY plane would define the horizontal direction, with upward defined as the positive Z direction and downward defined as the negative Z direction.

[0047] In the context of a method, “providing” can include receiving, obtaining, purchasing, manufacturing, generating, processing, preprocessing, etc., so that the provided object or material is in a state and configuration for other steps to be performed.

[0048] In this disclosure, one or more gazettes, patents, and / or patent applications may be incorporated by reference. However, such material is incorporated only to the extent that there is no conflict between the incorporated material and the statements and drawings set forth herein. In the event of any such conflict (including any conflict in terminology), this disclosure is controlling.

[0049] Overview

[0050] Typically, the wind-powered supplemental vehicle propulsion system according to this teaching may include a Flexner rotor mounted on the vehicle in a position open to airflow caused by a headwind from the vehicle, and a deflector configured to redirect the airflow in a direction transverse to the vehicle's direction of travel. This redirected airflow passes through the rotating rotor, thereby generating a force generally along the vehicle's direction of travel. In some examples, the Flexner rotor is mounted horizontally, and the deflector redirects the airflow upwards (or downwards) past the rotor. In some examples, the Flexner rotor is mounted vertically, and the deflector redirects the airflow laterally (i.e., to one side) past the rotor. Depending on the chosen factors, the interaction between the rotor and the airflow may also result in a lift or a downforce.

[0051] In ground transportation, moving vehicles pass through stationary air, transferring a portion of their kinetic energy to the air. This energy loss is known as aerodynamic drag. The kinetic energy lost to the air increases exponentially with vehicle speed and can account for more than half of the total kinetic energy loss. Known aerodynamic techniques focus on reducing the drag coefficient, for example, by altering the vehicle's overall shape.

[0052] Unlike natural winds, vehicle headwinds are man-made, localized air movements on a vehicle-scale. Vehicle headwinds are caused by the relative motion between the vehicle and the normally still air, while natural winds are caused by differences in solar energy absorption between climate zones on Earth. Compared to natural winds, vehicle headwinds have high speeds, a fixed direction relative to the vehicle, and persist throughout the journey. This makes vehicle headwinds an excellent source of renewable energy.

[0053] This disclosure describes a wind-assisted supplemental propulsion device configured to reduce fuel consumption for ground transportation (e.g., for semi-trucks). Fuel savings increase exponentially with vehicle speed. In some examples, for instance, for a typical Class 8 vehicle (e.g., an internal combustion engine (ICE) semi-truck), fuel savings can be approximately 17%, 28%, and 34% at vehicle speeds of 45 mph, 65 mph, and 75 mph, respectively. Electric semi-trucks typically offer 3% to 5% more fuel savings than ICE semi-trucks. Further fuel savings can be achieved if more than one device is installed.

[0054] Fuel savings are achieved by utilizing wind energy generated by the vehicle's motion (i.e., headwind) using a combination of an airflow deflector and a Flexner rotor. The airflow deflector redirects the headwind from the longitudinal direction (i.e., along the length of the vehicle) to the lateral direction (e.g., generally vertical or generally lateral (i.e., to one side)). The Flexner rotor is configured to rotate actively, such that a Magnus force provides supplemental propulsion to the vehicle (e.g., in the forward direction). The forward-pointing Magnus force provides auxiliary propulsion, and in some cases, for large deflector angles of attack, the relatively small upward Magnus force reduces the vehicle's tire rolling resistance. A motor, for example, uses a separate and / or vehicle-based power source to drive the rotor at high speed. A controller regulates and maintains the rotor speed at a selected setpoint or range relative to the vehicle speed and / or wind speed. For example, the rotational speed can be maintained at three times the airflow speed.

[0055] Airflow deflectors are used to change the longitudinal direction of airflow. In horizontal rotor examples, the deflector is configured to generate generally upward or vertical airflow at the expense of additional air resistance. In vertical rotor examples, the deflector is again configured to generate generally lateral or sideways airflow at the expense of additional air resistance. In some examples, the deflector drag coefficient is as high as 1.2, which is high from an aerodynamic point of view, but relatively small compared to the favorable Magnus force generated. A rotating Flexner rotor cylinder (e.g., with endplates) is positioned in the redirected airflow to generate propulsion in the forward direction of movement and, in some cases, lift in the upward direction. Such Flexner rotors operating at high revolutions per minute (RPM) and Reynolds numbers can generate a lift coefficient of 8 or greater, and can reach 14 depending on the rotor design. Similar to the air resistance of a moving vehicle, this lift is proportional to the square of the wind speed and can be greater than the overall air resistance count of the vehicle, especially at high wind speeds.

[0056] For ground transportation, conventional fuel combustion reduction technologies focus on reducing vehicle air resistance by reducing turbulent airflow caused by vehicle motion. In this disclosure, the additional device generates additional turbulent airflow rather than reduces it. However, the benefits of the Magnus force generated by the combination of the rotor and airflow deflector far outweigh the cost of the introduced additional drag. Therefore, this disclosure represents a departure from conventional thinking and is fundamentally different from conventional fuel-saving methods used in ground transportation.

[0057] Examples, components, and alternatives

[0058] The following sections describe illustrative supplemental propulsion systems for vehicles and selected aspects of the systems and / or methods. The examples in these sections are intended to be illustrative and should not be construed as limiting the scope of this disclosure. Each section may include one or more different embodiments or examples, and / or contextual or relevant information, functionality, and / or structure.

[0059] A. An illustrative supplementary propulsion system for vehicles

[0060] like Figures 1 to 18 As shown, this section describes illustrative supplemental propulsion systems for vehicles. These systems are examples of the supplemental propulsion systems described in the overview above. In the case of the horizontal Flexner rotor system described below, it should be understood that similar features and results can be applied to vertical (or any other) orientations, and vice versa. Furthermore, it should be understood that similar effects can be achieved when water is the fluid medium rather than air (e.g., for submarines and ships).

[0061] Figure 1 This is a schematic system diagram of system 100, which includes a cylindrical rotor 102 rotatably coupled to a riser or rotor base 104. The base 104 is coupled to a vehicle 106 at the headwind of an airflow deflector 108, which is configured to redirect the vehicle's headwind across the rotor in a direction transverse to the headwind (i.e., transverse to the vehicle's direction of travel). This direction can be upward, downward, or lateral, depending on the orientation of the deflector and rotor. The airflow deflector 108 may include any suitable means having a surface configured to redirect the headwind laterally. For example, the airflow deflector 108 may include a flat plate with a planar unfolded area, a thin plate with a curved profile, and / or an air duct or tubular structure. In some examples, the airflow deflector 108 includes a surface of the vehicle body, such as the front of a truck cab (see [link to relevant documentation]). Figure 12 example shown).

[0062] Rotor 102 is driven by motor 110, which may include any suitable motor or combination of motors, such as an electric motor and / or a hub motor. In some examples, motor 110 is an external motor connected to the rotor via a gearbox, transmission, etc. Motor 110 and other components of system 100 are powered by power source 112, which may include any suitable power source, such as battery power, solar power, vehicle-generated power, etc. Electronic controller 114 is configured to receive inputs, such as wind speed input from an anemometer 116 and / or vehicle speed input from vehicle 106, and to control the rotational speed of rotor 102 via motor 110. For example, rotor speed may be controlled at a setpoint or range relative to the wind speed passing over the rotor. Anemometer 116 may measure headwind speed and / or redirected airflow speed (i.e., near the rotor). Vehicle 106 and system 100 operate in environment 118, such as outdoors while traveling along a road (e.g., a highway or expressway).

[0063] Figure 2 and Figure 3 An illustrative vehicle 200 is depicted, which is an example of vehicle 106, on which a supplementary propulsion system 202, which is an example of system 100, is mounted. In this example, vehicle 200 is a truck, and system 202 is connected to the truck's roof 204 behind the truck's cab 206. Figure 2 and Figure 3 As shown, system 202 includes a horizontally mounted Flexner rotor 208 having an elongated cylinder 210 arranged with a long axis oriented transversely to (e.g., at a right angle) the vehicle's direction of travel (D). The cylinder 210 is held above a top plate 204 by a rotor base 212.

[0064] An airflow deflector 214 is mounted adjacent to a Flexner rotor 208 on the vehicle. In this example, the airflow deflector 214 is mounted to the vehicle 200 immediately after the rotor 208, such that redirected airflow passes through the cylinder. In this example, the airflow deflector 214 is a generally flat (e.g., planar) plate mounted at an angle transverse to the top plate 204, such that the top of the deflector is further back than the base of the deflector. A drive and sensor assembly 216 is coupled to the vehicle 200 and / or system 202 in a suitable location (e.g., behind the deflector 214). The drive and sensor assembly 216 includes components described above with respect to system 100, such as an anemometer and electronic controller. In some examples, the drive and sensor assembly 216 includes a motor. In some examples, the motor is a hub motor arranged in or adjacent to the cylinder 210. In some examples, a gearbox may be used to provide speed and torque conversion from the motor to the rotor.

[0065] In some embodiments, the first motor 226A is arranged at one end of the cylinder 210, such as Figure 3 For example, alternatively, a second motor 226B may be arranged at the opposite end to the first motor 226A. The second motor 226B may be the same as or different from the first motor 226A and may be used to balance the size and weight of the first motor 226A and / or provide starting torque. For example, motor 226B may be a motor configured to provide sufficient starting torque, while motor 226A is configured to take over and rotate the rotor at a higher speed.

[0066] In some embodiments, system 202 further includes an airflow regulator 228 configured to regulate airflow passing between cylinder 210 and top plate 204. Figure 3 In the example shown, the airflow regulator 228 is a plate disposed between the cylinder 210 and the top plate 204. The airflow regulator 228 is configured to restrict (e.g., slow down) or prevent airflow between the cylinder 210 and the top plate 204, thereby generating a greater Magnus force.

[0067] Figure 4 and Figure 5 Side profiles of other examples of airflow deflectors (i.e., deflectors 214A and 214B) are depicted, each having a curved profile and a windward face with different angles of attack.

[0068] Figure 6 and Figure 7 This is a schematic diagram of the supplementary propulsion system 202. An airflow deflector 214 is mounted to the top plate 204 at an angle of attack θ, which can include any suitable angle transverse to the top plate surface (e.g., an acute or right angle), and is configured to redirect the vehicle's headwind in an upward direction. For example, the angle θ can be approximately (or precisely) 70 degrees. However, as... Figure 8 As shown, the range of values ​​for angle θ can still lead to fuel savings. Figure 8 In the illustrated example, an angle of attack greater than 5 degrees will achieve fuel savings, with a preferred angle of attack greater than or equal to approximately 35 degrees.

[0069] like Figure 7 As shown, various forces exist when the system is running. For example, the airflow passing through the rotating rotor (clockwise in this view) causes a Magnus force orthogonal to the airflow direction, as well as drag in the airflow direction. Figure 7 As shown, cylinder 210 reverses the direction of the airflow, resulting in a Magnus force orthogonal to the airflow direction. That is, the resulting Magnus force has a forward component and an upward component, with the forward component providing supplementary propulsion for the vehicle. For the airflow deflector, drag is generated in the general direction of the vehicle's headwind, and negative lift is generated (i.e., in the downward direction).

[0070] In some embodiments, the cylinder 210 rotates forward according to the airflow (in... Figure 7 (In the view, it is counterclockwise), which causes the Magnus force to be in the same direction as the clockwise direction. Figure 7 The directions shown are opposite. Under certain driving conditions (such as braking events or turning events), Magnus forces with rearward and downward components are desirable for slowing down the vehicle. Therefore, system 202 can be configured to selectively rotate cylinder 210 forward to assist in slowing down the vehicle and / or facilitate turning.

[0071] Figure 9 and Figure 10 An illustrative style of system 202 is depicted, in which the rotor assembly can be deployed in a configuration (such as...). Figure 2 , Figure 3 , Figure 6 and Figure 7 (Middle) can be switched between a stowed or folded structure. Figure 9 In the depicted example, system 202 is configured to rise and fall relative to the roof of vehicle 200, but the system can be installed at different locations on the vehicle (see [reference]). Figures 12 to 14 For example, actuator 220 can be used to lower the entire assembly as a whole into and from a recess 222 of the vehicle. Actuator 220 may include any suitable device, such as a linear actuator (e.g., a pneumatic or hydraulic cylinder), a lift, a worm gear, a lead screw, a cantilever platform coupled to a lifting mechanism, etc. Figure 10 In some examples, system 202 is configured to pivot flatly (or relatively flatly) onto top plate 204. For example, the rotor base and airflow deflector can be releasably pivoted relative to the top plate. Alternatively, regardless of whether system 202 is foldable, a removable (e.g., aerodynamic) cover 224 (also called a housing) can be used to protect components and / or reduce drag that would otherwise be induced by system 202 when not in use. In some examples, Figure 9 and Figure 10 Features can be combined. For example, a component can be configured to fold downwards into a recess formed in the top plate or elsewhere on the vehicle. Figure 9 and Figure 10 Features or similar mechanisms can help reduce the overall height of a vehicle, for example, when passing under a bridge or when traveling at low speeds.

[0072] Figure 11An illustrative cylinder 300 is depicted for use with a Flexner rotor 208 (or any other Flexner rotor disclosed herein). The cylinder 300 is an elongated cylinder or tube having an overall length A and a diameter B. Optionally, the cylinder 300 may include end plates 302, each end plate having a diameter greater than B. In some examples, the cylinder 300 includes one or more spanwise disks 304. In some examples, the cylinder 300 includes one or more surface features 306. For example, surface features 306 may include any suitable axial splines, protrusions, surface roughening and / or texturing, grooves, coatings, etc. In some examples, the cylinder 300 may have a non-circular cross-section, for example, to facilitate automatic rotation.

[0073] In some examples, the supplemental wind propulsion system described herein has at least four operating modes, some or all of which can be automatically selected by an electronic controller.

[0074] • Power-off mode: No power is supplied. The system is in a retracted configuration and / or isolated from the external environment by an aerodynamic cover. This mode can be used during rain or snow, while parked, etc.

[0075] • Standby mode: The system is powered on, but the rotor does not rotate. This mode can be used when the vehicle is moving at low speeds (such as below 20 mph).

[0076] Forward mode: The motor causes the cylinder to rotate in the first direction of rotation at a high and constant relative speed ratio to provide supplemental propulsion to the vehicle.

[0077] • Reverse mode: The motor rotates the cylinder in a second rotational direction at a high and constant relative speed ratio to provide supplemental braking to the vehicle.

[0078] Go to Figures 12 to 14 The various suitable constructions and installation locations of the systems disclosed herein will now be described with respect to illustrative vehicles. Figure 12 The image depicts a vehicle 320 in the form of a tractor-trailer, commonly seen on American roads. As shown, an example of a supplementary vehicle propulsion system 100 can be horizontally mounted at any suitable location on the vehicle, either at one or more locations. For example, the system is shown at points A and B as being on top of the roof panel, similar to... Figure 2 and Figure 3 Examples. In some examples, the system can be mounted to the vehicle 320 on the upper surface of the cab, as shown in C. In some examples, the system can be inverted and mounted under the trailer, as shown in D. In some examples, the system can be mounted at the front of the cab, as shown in E, in which case the front of the cab can be used as an air deflector. In some examples, airflow can be redirected downwards between the cab and the trailer through a rotor placed in that space, such as... Figure 12 As shown in F in the diagram.

[0079] Figure 13 and Figure 14 Vertically mounted Fletcher rotor systems 340 and 360 according to this disclosure are depicted. In this example, both systems are mounted on top of an illustrative vehicle 342. In each system, two rotating rotors 344 and 364 are mounted upwind of angled deflectors 346 and 366. Due to considerations of the overall height of the vehicle, the lengths of rotors 344 and 364 can be shorter than those of horizontally mounted rotors. Figure 13 and Figure 14 As can be seen, when viewed from above, each deflector 346, 366 is Y-shaped, such that both faces of the deflector are oriented laterally to the headwind. Although a Y-shaped deflector with dual rotors is shown and described in this example, a single lateral deflector and a single associated rotor can be used. In some embodiments, the airflow deflectors 346 and 366 may be V-shaped.

[0080] It should be understood that the supplementary vehicle propulsion systems disclosed herein can be used in a variety of vehicles, including but not limited to tractor-trailers, pickup trucks, cars, and / or SUVs. These systems can also be used in trains, ships, and / or airplanes.

[0081] Figure 15 This is an illustrative supplementary schematic diagram of propulsion system 502. System 502 includes a horizontally mounted Flexner rotor 508 having an elongated cylinder 510 with a long axis oriented transversely to (e.g., at a right angle) the vehicle's direction of travel (D). Flexner rotor 508 is shown mounted above a grounding plate 504. Grounding plate 504 can be a top plate, mounting structure, and / or any suitable part of the vehicle body.

[0082] Airflow deflector 514 is mounted adjacent to Flexner rotor 508 on the vehicle. In this example, airflow deflector 514 is an air duct or pipe configured to redirect a headwind W such that the headwind passes through cylinder 510 in a direction transverse to the headwind. Airflow deflector 514 is mounted at an angle transverse to ground plane 504, and cylinder 510 is arranged within the duct. In this example, cylinder 510 is coupled to the base plate of the duct, rather than to the ground plane. This configuration (coupling a cylinder or rotor base to the deflector) can be used in any suitable embodiment described herein.

[0083] The cross-section of the airflow deflector 514 can be rectangular, square, elliptical, circular, or irregular in shape. It should be understood that the air duct 514 can have any suitable shape for redirecting and controlling airflow passing through it. For example, the cross-sectional area of ​​the air duct can vary along its length or along the longitudinal direction of the vehicle. In some examples, the airflow deflector 514 can be truncated at or before a cylinder, such that the air duct guides air onto the cylinder but does not completely encompass it. In other words, in some examples, the airflow deflector can function as a blower.

[0084] In this example, cylinder 510 is arranged within airflow deflector 514 and rotates or turns in the airflow passing through deflector 514. In the illustrated example, cylinder 510 reverses direction relative to the airflow, resulting in Magnus forces in the forward and upward directions. The upper wall 516 and lower wall 518 of air duct 514 restrict the airflow and provide control over its velocity and / or speed. In some examples, upper wall 516 and lower wall 518 are parallel. In some examples, at least lower wall 518 forms an angle of attack θ. The distances between upper wall 516 and cylinder 510, and between lower wall 518 and cylinder 510, can be configured such that, for a particular implementation, a desired pressure difference or turbulence can be achieved between the airflow passing between upper wall 516 and cylinder 510 and the airflow passing between lower wall 518 and cylinder 510.

[0085] Figures 16 to 19 It is a graph showing various simulation parameters and performance results of a system with a horizontal FRETN rotor according to aspects of this disclosure. Figure 16 The Freitner rotor speed in RPM is plotted against the vehicle speed, with the relative speed ratio set to 3. Although the ratio of 3 is used here for illustrative purposes, a range of values ​​would result in fuel savings. Figure 17 An example of how the power of a FRITN rotor motor affects the speed of a vehicle is depicted. Figure 18 An example illustrating the relationship between the torque of a FRITN rotor motor and the speed of a vehicle is presented. Figure 19The projected fuel savings are depicted for vehicle speed. As shown in the figure, the faster the vehicle travels, the more power is required to drive the rotor, and the greater the energy savings. For a simulated cylinder with a diameter of 20 cm, the torque requirement is always relatively small. At a vehicle speed of 75 mph, the peak demands for rotor speed, torque, and power are 8 K RPM, 6 Nm, and 7.8 KW, respectively, all of which can be met by existing electric motors. Energy savings increase exponentially with vehicle speed. For an average semi-truck speed of 45 mph, the motor consumes 1.7 KW of power, and the resulting energy savings are approximately 20% for electric vehicle (EV) trucks and approximately 17% for ICE trucks. On interstate highways, semi-trucks typically cruise at speeds limited to 65 to 75 mph, resulting in energy savings of 33% and 39% for EV trucks, respectively, while consuming 5.1 KW and 7.8 KW of motor power. The corresponding energy savings for ICE trucks are approximately 3% to 5% less.

[0086] For the simulation above, a 2 m long and 20 cm diameter Fleetner rotor was chosen, but any suitable length and diameter can be used. Therefore, the aspect ratio in this example is 10:1. To enhance the Magnus force (i.e., via the rotor lift coefficient), two end plates, each with a diameter twice that of the cylinder, are also used. When rotating at a speed ratio of 3:1, the Fleetner rotor generates a better lift coefficient and a drag coefficient of approximately 1.2 than 14.

[0087] Continuing the example, to generate a vertical lamina, the airflow deflector is chosen to have a cross-section three times that of the rotor. Therefore, the deflector's aspect ratio is approximately 3.3. Additionally, the angle of attack is set to 70 degrees. This simple plate configuration has a drag coefficient of less than 1.0 and a lift coefficient of 0.4. These values ​​are used as approximations. For cases with a smoother transition than that of a simple plate maintaining lamina (see, for example...), further consideration is needed. Figure 4 and Figure 5 The actual drag coefficient and lift coefficient of the deflector can be significantly smaller due to the reduced turbulent airflow.

[0088] With a rotor system installed, a dynamic vehicle model is used to estimate fuel savings. A moving vehicle requires energy to overcome drag from aerodynamics, friction, gravity from road gradients, and inertia. For electric vehicles, a significant portion of energy is recovered through regenerative braking during deceleration. Regenerative braking is assumed in this dynamic vehicle model. For internal combustion engine (ICE) vehicles, braking efficiency is simply set to zero in the model.

[0089] The total energy required for a semi-truck without a FRITNA rotary system is given by the following formula:

[0090] (1)

[0091] Where E c Here, v is the total energy consumption, ρ is the average speed of the vehicle, A is the air density, and C is the truck's frontal area. d It is the drag coefficient, C rr It is the rolling resistance coefficient, W T Z is the total weight of vehicles on the road, g is the road gradient, a is the acceleration due to gravity, and η is the average acceleration and / or deceleration of the vehicles. tw It is the box-to-wheel efficiency, η brk It is the braking efficiency, and T is the total travel time.

[0092] When cruising at speed v, the Flexner rotor will generate lift and drag on the vehicle. This lift and drag is a combination of lift and drag from the rotating Flexner rotor and the airflow deflector, such as... Figure 7 Example. Let C LC and C DC Let C represent the lift coefficient and drag coefficient of the FRETN rotor, respectively. LD and C DD Let represent the lift coefficient and drag coefficient of the airflow deflector, respectively. Their resultant force is as follows:

[0093] (2)

[0094] (3)

[0095] Where θ is the angle of attack of the deflector. F x The power generated and F y The reduction in weight provided will result in the following net energy savings:

[0096] (4)

[0097] Where N c The number of rotors installed. Given the length of a typical semi-truck, two or more rotor systems can be installed without significant aerodynamic interference between them. The last term in equation (4) is set to zero for two reasons: (1) the time it takes for a vehicle to accelerate to cruising speed is typically short, assuming the rotors are not running during this period; however, the energy required to overcome inertia is typically very small compared to the energy required to overcome aerodynamic drag and rolling resistance. (2) the force F is zero when the rotors are running from the start. y The speed of the vehicle is a function of acceleration, so the last term is only a rough estimate. Setting the last term to zero leads to an underestimation of the rotor system's performance in terms of energy saving, thus making these calculations conservative.

[0098] On the other hand, energy E is required. r To drive the rotor:

[0099] (5)

[0100] Where η is the efficiency of the electric motor, and C P The rotor's power coefficient:

[0101] (6)

[0102] Where α is the rotor speed ratio, C f This is the surface friction coefficient. The percentage energy saving is given by the following formula:

[0103] (7)

[0104] The above dynamic vehicle model can be applied to all types of vehicles. For vehicles without regenerative braking, the following settings are provided: Although the efficiency of the box to wheel... The energy efficiency parameter G varies significantly depending on the fuel and energy type of the vehicle, but it is effective against [various factors]. It has low dependency. This is because E C and E S right Having similar dependencies, they will partially offset each other in their ratio. Item E r E c and E s Much smaller, and with almost no impact on G. Therefore, the estimated energy savings are similar for electric and ICE semi-trucks.

[0105] B. Explanatory methods

[0106] This section describes the steps of an illustrative method 400 for providing supplemental propulsion to a vehicle; see also Figure 20 The various aspects of the system described above can be used in the method steps described below. Where appropriate, references may be made to components and systems that can be used to perform the various steps. These references are for illustrative purposes and are not intended to limit the possible ways in which any particular step of the method can be performed.

[0107] Figure 20 This is a flowchart illustrating the steps performed in an illustrative method, and the complete process or all steps of the method may not be described. Although described below and Figure 20 The steps of method 400 are shown, but not all of these steps need to be performed, and in some cases they may be performed simultaneously or in a different order than that shown.

[0108] Step 402 of method 400 includes: using an airflow deflector coupled to a vehicle to redirect the vehicle's headwind to generate an airflow (e.g., upwind or lateral flow) transverse to the headwind (i.e., transverse to the vehicle's longitudinal axis or transverse to the direction of travel). In some examples, the vehicle may be a tractor-trailer or a semi-truck. In some examples, the airflow deflector includes a planar unfolded area oriented transversely to the vehicle's roof. In some examples, the airflow deflector has a curved profile. In some examples, the airflow deflector has an angle of attack of at least 5 degrees, at least 35 degrees, or at least 70 degrees. In some examples, the general direction of the transverse airflow is at an angle of less than 90 degrees relative to the vehicle's longitudinal axis. In some examples, multiple airflow deflectors and rotors may be utilized, resulting in additional savings. In these examples, lower angles of attack may be utilized to achieve similar overall savings.

[0109] Step 404 of method 400 includes generating a Magnus force on a vehicle by rotating a horizontal or vertical cylinder arranged in a transverse airflow. In the horizontal example, the cylinder is oriented longitudinally across the width of the vehicle. In the vertical example, the cylinder is oriented to extend vertically along its length. In some examples, rotating the cylinder includes rotating the cylinder using an electric motor (e.g., a hub motor). In some examples, the cylinder includes a pair of end plates with dimensions larger than the diameter of the cylinder (e.g., at least twice the diameter).

[0110] Step 406 of method 400 includes controlling the speed of the rotating cylinder using an electronic controller. In some examples, the speed control is based at least in part on airflow speed input from an anemometer. In some examples, the speed control is based at least in part on the speed of a vehicle. In some examples, speed control may include maintaining the cylinder's rotational speed based on a multiple of the vehicle's speed. In some examples, speed control may include maintaining the cylinder's rotational speed based on a multiple of the airflow speed passing over the cylinder. In some examples, the electronic controller may be referred to as a motor controller.

[0111] C. Illustrative combinations and additional embodiments

[0112] This section describes additional aspects and features of supplemental propulsion systems for vehicles, presented non-limitingly as a series of paragraphs, some or all of which may be denoted by alphanumeric characters for clarity and efficiency. Each of these paragraphs may be combined in any suitable manner with one or more other paragraphs and / or with disclosures elsewhere in this application (including material incorporated by way of reference in cross-references). Some of the following paragraphs explicitly relate to and further limit the others, thus providing examples of, but not limited to, suitable combinations.

[0113] A0. A supplemental propulsion system for a vehicle, the system comprising:

[0114] The system includes a Flexner rotor consisting of a rotatable cylinder, which is mounted to a vehicle such that the length of the cylinder is oriented transversely to the direction of travel of the vehicle; and

[0115] An airflow deflector is arranged on the vehicle adjacent to (e.g., behind) the Flexner rotor, wherein the airflow deflector is configured to redirect the vehicle's headwind to generate airflow passing through the cylinder in a direction transverse to the direction of travel.

[0116] A1. The system according to A0 is characterized in that the cylinder of the Flexner rotor is mounted in a horizontal orientation.

[0117] A2. The system according to A0 is characterized in that the cylinder of the Flexner rotor is mounted in a vertical orientation.

[0118] A3. The system according to A0 is characterized in that the rotor is driven by an electric motor (e.g., a hub motor).

[0119] A4. The system according to any one of paragraphs A0 to A3 is characterized in that the cylinder has a length-to-diameter ratio of 10:1 (or greater).

[0120] A5. The system according to any one of paragraphs A0 to A4, characterized in that the cylinder further includes a pair of end plates, each having a transverse dimension greater than or equal to the diameter of the cylinder.

[0121] A6. The system according to A5 is characterized in that the diameter of the end plate is at least twice the diameter of the cylinder.

[0122] A7. The system according to A0, characterized in that it further includes:

[0123] A motor configured to rotate a cylinder; and

[0124] An electronic controller configured to control the motor so that the rotational speed of the cylinder is maintained at a selected multiple of the speed of the transverse airflow passing through the cylinder.

[0125] A8. The system according to A7 is characterized in that it further includes an anemometer communicating with an electronic controller, wherein the anemometer is configured to measure the speed of the redirected airflow.

[0126] A9. The system according to A8 is characterized in that the electronic controller makes the rotational speed of the cylinder at least partially based on air speed information received from the anemometer.

[0127] A10. The system according to A7 is characterized in that the speed of the redirected airflow is estimated based on the speed of the vehicle.

[0128] A11. The system according to any A10 is characterized in that the selected multiple is 3.

[0129] A12. The system according to A11 is characterized in that the selected multiple is at least 3.

[0130] A13. The system according to any one of paragraphs A0 to A12 is characterized in that the system can be switched between an deployed configuration in which the cylinder and the airflow deflector are exposed to the headwind of the vehicle and a retracted configuration in which the cylinder and the airflow deflector are covered by an aerodynamic shell.

[0131] A14. The system according to any one of paragraphs A0 to A13 is characterized in that the system can be switched between an extended configuration in which the cylinder and the airflow deflector are exposed to the headwind of the vehicle and a retracted configuration in which the cylinder and the airflow deflector are lowered away from the headwind and enter a recess in the vehicle.

[0132] A15. The system according to any one of paragraphs A0 to A13 is characterized in that the system can be switched between an extended configuration in which the cylinder and the airflow deflector are exposed to the headwind of the vehicle and a retracted configuration in which the cylinder and the airflow deflector pivot downward against the surface of the vehicle.

[0133] A16. The system according to any of paragraphs A0 to A15, characterized in that the cylinder further comprises one or more spanwise spaced disks, axial splines, protrusions, surface roughening, grooves and / or coatings.

[0134] A17. The system according to any one of paragraphs A0 to A16 is characterized in that the cylinder has a non-circular cross-section.

[0135] A18. The system according to any one of paragraphs A0 to A17, characterized in that the airflow deflector includes a planar unfolded region.

[0136] A19. The system according to any one of paragraphs A0 to A18, characterized in that the airflow deflector has a curved profile when viewed from the side of the vehicle.

[0137] A20. A system according to any one of paragraphs A0 to A19, characterized in that the airflow deflector has an angle of attack equal to or greater than 5 degrees (e.g., greater than or equal to 35 degrees).

[0138] A21. The system according to any one of paragraphs A0 to A20, characterized in that the rotor and the airflow deflector are arranged on the vehicle such that when the cylinder reverses in the airflow generated by the motor, the rotor and the airflow deflector together generate a propulsive force in the direction of travel of the vehicle.

[0139] A22. The system according to any one of paragraphs A0 to A21, characterized in that the rotor and the airflow deflector are arranged on the vehicle such that when the cylinder rotates forward in the generated airflow, the rotor and the airflow deflector together generate a force opposite to the direction of travel of the vehicle.

[0140] A23. The system according to any one of paragraphs A0 to A22, characterized in that the airflow deflector includes a planar unfolded region and is arranged behind the Flexner rotor.

[0141] A24. The system according to any one of paragraphs A0 to A23, characterized in that the airflow deflector includes a curved profile and has a planar unfolded region, and is arranged behind the Flexner rotor.

[0142] A25. The system according to any one of paragraphs A0 to A24, characterized in that the airflow deflector includes an air duct, and a Flexner rotor is arranged inside the air duct.

[0143] A26. The system according to any one of paragraphs A0 to A25, characterized in that the cylinder is mounted to the body of the vehicle and spaced apart from any edge formed by the two surfaces of the body of the vehicle.

[0144] B0. A method for providing supplemental propulsion to a vehicle, the method comprising:

[0145] Using airflow deflectors connected to the vehicle to redirect the vehicle's headwind, thereby generating airflow lateral to the headwind; and

[0146] Magnus force is generated on a vehicle by rotating a cylinder arranged in a redirected airflow.

[0147] B1. The method according to B0 is characterized in that the means of transport includes land-based motorized vehicles, such as tractors and trailers.

[0148] B2. According to the method of B0, the cylinder is oriented to longitudinally span the width of the vehicle.

[0149] B3. The method according to B2, characterized in that the airflow deflector includes, for example, a planar unfolded region having a surface oriented laterally to the windward direction and oriented laterally to the top plate of the vehicle.

[0150] B4. According to the method of B0, the airflow deflector has a curved profile.

[0151] B5. The method according to B0 is characterized in that rotating the horizontal cylinder comprises: rotating the cylinder using an electric motor (e.g., a hub motor).

[0152] B6. The method according to B4 is characterized by further comprising: using an electronic controller to control the speed of the rotating cylinder.

[0153] B7. The method according to B6 is characterized in that the control speed is based at least in part on the airflow speed input from the anemometer.

[0154] B8. The method according to B6 is characterized in that the speed control is based at least in part on the speed of the vehicle.

[0155] B9. According to the method of B0, the airflow deflector has an angle of attack of at least 5 degrees.

[0156] B10. The method according to B9, characterized in that the airflow deflector has an angle of attack of at least 35 degrees.

[0157] B10. According to the method of B0, the cylinder comprises a pair of end plates with dimensions larger than the diameter of the cylinder.

[0158] B11. The method according to B0, characterized in that it further includes: maintaining the rotational speed of the cylinder based on a multiple of the speed of the vehicle.

[0159] B12. The method according to any one of paragraphs B0 to B11, characterized in that the redirected airflow forms an angle of less than 90 degrees with respect to the general direction of travel of the vehicle.

[0160] C0. In some examples, the Flexner rotor may have a geometry configured to facilitate automatic rotation, such as a flat plate, a thin elliptical cylinder, a cruciform plate, a triangular prism, a square prism with a square cross-section, a Savonius rotor, and / or other suitable shapes configured to facilitate rotor function without the use of a motor. Automatically rotating Flexner rotors can be used without a motor, or in conjunction with a motor, to improve vehicle efficiency at low speeds.

[0161] D0. In some examples, the Flexner rotor may include selected surface textures configured to increase the rotor’s lift and torque coefficients.

[0162] D1. In some examples, these surface textures can be produced by the rotor material used, such as sanded metal, smooth metal, wood, and / or other suitable rotor materials.

[0163] D2. In some examples, these surface textures can be produced by surface modifications such as coatings (e.g., with alumina particles), indentations (similar to the surface of a golf ball), including axial fins and / or splines, and / or other suitable surface modifications configured to affect airflow around the cylinder.

[0164] E0. In some examples, the Flexner rotor may include disks spaced longitudinally along the length of the rotor cylinder, as in the Thom rotor. In some examples, the disks may be spaced between 0.75 times and 1.25 times the diameter of the rotor cylinder.

[0165] F0. A supplemental propulsion system for a vehicle, the system comprising:

[0166] The Flexner rotor includes a rotatable cylinder, which is mounted on a vehicle such that the length of the cylinder is oriented transversely to the direction of travel of the vehicle.

[0167] An airflow deflector is arranged on the vehicle behind the FRETN rotor, wherein the airflow deflector is configured to redirect the vehicle's headwind to generate airflow passing through the cylinder in a direction transverse to the direction of travel.

[0168] A motor configured to rotate a cylinder; and

[0169] An electronic controller configured to control the motor so that the rotational speed of the cylinder is maintained at a selected multiple of the speed of the transverse airflow passing through the cylinder.

[0170] Advantages, features and benefits

[0171] The various embodiments and examples of supplemental propulsion systems for vehicles described herein offer several advantages over known solutions. For example, the illustrative embodiments and examples described herein can be added to existing vehicles and / or incorporated into new vehicles, including seagoing vessels, aircraft, and / or land-based (e.g., medium and heavy) vehicles, at low cost.

[0172] In addition, among other benefits, the illustrative embodiments and examples described herein create a novel green technology for recovering artificial wind energy lost due to the movement of ground vehicles or ships through the air; however, this artificial wind energy can be considered a new renewable energy source. In principle, this technology can be applied to all types of surface (land and sea) and underground transportation. If widely adopted, this technology could significantly improve the fuel efficiency of vehicles and substantially reduce anthropogenic carbon emissions, thereby mitigating human impact on the climate.

[0173] In addition, among other benefits, the illustrative embodiments and examples described herein utilize existing wind energy (i.e., vehicle headwinds) that currently contribute negatively only in the form of vehicle drag.

[0174] In addition, among other benefits, the illustrative embodiments and examples described herein can be used as air brakes by reversing the direction of rotation of the cylinder. The performance of such a brake is independent of road conditions because it uses Magnus force from the airflow to stop the vehicle.

[0175] In addition to other benefits, the device described herein can be used to provide additional road traction by employing a variable configuration between the airflow deflector and the rotor.

[0176] In addition, among other benefits, the illustrative embodiments and examples described herein improve the energy efficiency of vehicles such as medium and heavy-duty trucks, thereby reducing their emissions. This is not only an economic issue, but also a matter of public health, environmental, and energy security.

[0177] In addition, among other benefits, assuming an average interstate speed of 60 mph, the illustrative embodiments and examples described herein provide 25% fuel savings. Assuming an annual driving distance of 100,000 miles, 6 mpg, and a diesel price of $3 per gallon, this translates to a reduction in fuel costs of over $12,500 per half-truck per year, or 46 tons of CO2 emissions per truck per year.

[0178] No known system or apparatus can perform these functions. However, not all embodiments and examples described herein offer the same advantages or the same degree of advantage.

[0179] Summarize

[0180] The disclosure described above may include several different examples with independent utility. While each of these examples is disclosed in its preferred form, the specific embodiments disclosed and illustrated herein should not be considered limiting, as many variations are possible. As for the section headings used in this disclosure, such headings are for organizational purposes only. The subject matter of this disclosure includes all novel and non-obvious combinations and sub-combinations of the various elements, features, functions, and / or characteristics disclosed herein. The following claims specifically point to certain combinations and sub-combinations considered novel and non-obvious. Other combinations and sub-combinations of features, functions, elements, and / or characteristics may be claimed in applications claiming priority to this application or related applications. Such claims, whether broader or narrower in scope than the original claims, identical or different, are considered to be included within the subject matter of this disclosure.

Claims

1. A supplemental propulsion system for a vehicle, the system comprising: A Flexner rotor comprising a rotatable cylinder, the rotatable cylinder being mounted to a vehicle such that the length of the cylinder is oriented transversely to the direction of travel of the vehicle; as well as An airflow deflector is arranged adjacent to the FRETN rotor on the vehicle, wherein the airflow deflector is configured to redirect the vehicle's headwind, thereby generating an airflow passing through the cylinder in a direction transverse to the direction of travel at the cost of additional air resistance to the vehicle. The rotor and the airflow deflector are arranged on the vehicle such that when the cylinder reverses in the generated airflow, the rotor and the airflow deflector together generate a propulsive force in the direction of travel of the vehicle. The airflow deflector is located only on the rear side of the cylinder and is tilted to the rear, i.e., tilted towards the rear of the vehicle.

2. The system according to claim 1, characterized in that, The cylinder of the Flexner rotor is mounted in a horizontal orientation.

3. The system according to claim 1, characterized in that, The cylinder of the Flexner rotor is mounted in a vertical orientation.

4. The system according to claim 1, characterized in that, The cylinder has a length-to-diameter ratio of 10:1 or greater.

5. The system according to claim 1, characterized in that, The cylinder also includes a pair of end plates having the same diameter as the cylinder, which are larger than the cylinder's diameter, wherein the end plates are configured to rotate with the cylinder.

6. The system according to claim 1, characterized in that, Also includes: A motor configured to rotate the cylinder; as well as An electronic controller configured to control the motor such that the rotational speed of the cylinder is maintained at a selected multiple of the speed of the airflow passing through the cylinder.

7. The system according to claim 6, characterized in that, The motor includes a hub motor.

8. The system according to claim 6, characterized in that, It also includes an anemometer that communicates with the electronic controller, wherein the anemometer is configured to measure the velocity of the airflow passing through the cylinder.

9. The system according to claim 8, characterized in that, The electronic controller makes the rotational speed of the cylinder at least partially based on air speed information received from the anemometer.

10. The system according to claim 6, characterized in that, The speed of the airflow passing through the cylinder is estimated based on the speed of the vehicle.

11. The system according to claim 1, characterized in that, The airflow deflector includes a planar unfolded region.

12. The system according to claim 1, characterized in that, The airflow deflector has an angle of attack equal to or greater than 5 degrees.

13. The system according to claim 1, characterized in that, The cylinder is mounted to the body of the vehicle and is spaced apart from any edges formed by the two surfaces of the body of the vehicle.

14. A method for providing supplemental propulsion to a vehicle, the method comprising: Using an airflow deflector attached to a vehicle to redirect the headwind of the vehicle, thereby generating a redirected airflow laterally to the headwind at the cost of additional air resistance to the vehicle; as well as Magnus force is generated on the vehicle by reversing the cylinders arranged in the redirected airflow. The airflow deflector and the cylinder are arranged such that the cylinder and the airflow deflector together generate propulsion along the direction of travel of the vehicle; and The airflow deflector is located only on the rear side of the cylinder and is tilted to the rear, i.e., tilted towards the rear of the vehicle.

15. The method according to claim 14, characterized in that, The cylinder is oriented to span the width of the vehicle longitudinally.

16. The method according to claim 14, characterized in that, The airflow deflector includes a planar unfolded region having a surface transverse to the headwind orientation.

17. The method according to claim 14, characterized in that, The airflow deflector has a curved profile.

18. The method according to claim 14, characterized in that, Also includes: The speed of the rotating cylinder is controlled by an electronic controller connected to an electric motor.

19. The method according to claim 18, characterized in that, The speed is controlled at least in part based on the airflow speed input from the anemometer.

20. The method according to claim 18, characterized in that, The speed is controlled at least in part based on the speed of the vehicle.

21. The method according to claim 14, characterized in that, The airflow deflector has an angle of attack of at least 5 degrees.

22. A method for providing supplemental propulsion to a vehicle, the method comprising: Use an airflow deflector attached to the vehicle to redirect the headwind of the vehicle to generate a redirected airflow that is transverse to the headwind; as well as Magnus force is generated on the vehicle by rotating a cylinder arranged in the redirected airflow. The airflow deflector includes a planar unfolded region having a surface transverse to the headwind orientation; The airflow deflector is located only on the rear side of the cylinder and is tilted to the rear, i.e., tilted towards the rear of the vehicle.

23. A method for providing supplemental propulsion to a vehicle, the method comprising: Use an airflow deflector attached to the vehicle to redirect the headwind of the vehicle to generate a redirected airflow that is transverse to the headwind; as well as Magnus force is generated on the vehicle by rotating a cylinder arranged in the redirected airflow. The airflow deflector has an angle of attack of at least 5 degrees; The airflow deflector is located only on the rear side of the cylinder and is tilted to the rear, i.e., tilted towards the rear of the vehicle.

24. A method for providing supplemental propulsion to a vehicle, the method comprising: Use an airflow deflector attached to the vehicle to redirect the headwind of the vehicle to generate a redirected airflow that is transverse to the headwind; Magnus force is generated on the vehicle by rotating a cylinder arranged in the redirected airflow. as well as The speed of the rotating cylinder is controlled by an electronic controller connected to an electric motor, wherein the speed is controlled at least in part based on the airflow speed input from an anemometer. The airflow deflector is located only on the rear side of the cylinder and is tilted to the rear, i.e., tilted towards the rear of the vehicle.

25. A supplemental propulsion system for a vehicle, the system comprising: A Flexner rotor comprising a rotatable cylinder, the rotatable cylinder being mounted to a vehicle such that the length of the cylinder is oriented transversely to the direction of travel of the vehicle; as well as A planar deployment area located behind the Flexner rotor and configured to redirect the headwind of the vehicle; an airflow deflector disposed on the vehicle behind the Flexner rotor, wherein the airflow deflector includes a planar deployment area configured to redirect the headwind of the vehicle to generate airflow passing through the cylinder in a direction transverse to the direction of travel. The airflow deflector is located only on the rear side of the cylinder and is tilted to the rear, i.e., tilted towards the rear of the vehicle.

26. A supplemental propulsion system for a vehicle, the system comprising: A Flexner rotor comprising a rotatable cylinder, the rotatable cylinder being mounted to a vehicle such that the length of the cylinder is oriented transversely to the direction of travel of the vehicle; as well as An airflow deflector is arranged on the vehicle behind the FRETN rotor, wherein the airflow deflector is configured to redirect the vehicle's headwind to generate airflow passing through the cylinder in a direction transverse to the direction of travel. The airflow deflector has an angle of attack equal to or greater than 5 degrees; The airflow deflector is located only on the rear side of the cylinder and is tilted to the rear, i.e., tilted towards the rear of the vehicle.

27. A supplemental propulsion system for a vehicle, the system comprising: A Flexner rotor comprising a rotatable cylinder, the rotatable cylinder being mounted to a vehicle such that the length of the cylinder is oriented transversely to the direction of travel of the vehicle; An airflow deflector is arranged on the vehicle behind the FRETN rotor, wherein the airflow deflector is configured to redirect the vehicle's headwind to generate airflow passing through the cylinder in a direction transverse to the direction of travel. A hub motor configured to rotate the cylinder; and An electronic controller configured to control the motor such that the rotational speed of the cylinder is maintained at a selected multiple of the speed of the airflow passing through the cylinder; The airflow deflector is located only on the rear side of the cylinder and is tilted to the rear, i.e., tilted towards the rear of the vehicle.

28. A supplemental propulsion system for a vehicle, the system comprising: A Flexner rotor comprising a rotatable cylinder, the rotatable cylinder being mounted to a vehicle such that the length of the cylinder is oriented transversely to the direction of travel of the vehicle; An airflow deflector is arranged on the vehicle behind the FRETN rotor, wherein the airflow deflector is configured to redirect the vehicle's headwind to generate airflow passing through the cylinder in a direction transverse to the direction of travel. A motor configured to rotate the cylinder; An electronic controller configured to control the motor such that the rotational speed of the cylinder is maintained at a selected multiple of the speed of the airflow passing through the cylinder; and An anemometer communicating with the electronic controller, wherein the anemometer is configured to measure the velocity of the airflow passing through the cylinder; The airflow deflector is located only on the rear side of the cylinder and is tilted to the rear, i.e., tilted towards the rear of the vehicle.

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