Kinetic energy driven stationary generator in rotating wheels

Abstract

A stabilizing mechanism can be incorporated into a wheel to form a DC or AC generator. Electrical energy generated during wheel movement can be transmitted to a battery in the hub or to the vehicle battery via wires passing through a retaining ring on the hub cap.

Description

Technical Field

[0001] This invention relates to generating electricity within a rotating wheel hub. More specifically, this invention relates to providing a fixed housing within a rotating wheel hub so that a kinetic energy-driven generator can operate within the rotating wheel. Background Technology

[0002] Vehicles powered by internal combustion engines use an alternator to generate alternating current (AC) and then use a diode rectifier to convert the AC to direct current (DC). The alternator transfers the mechanical energy of the internal combustion engine to its rotating shaft via a pulley, thus converting it into electrical energy. Currently, traditional alternators cannot be used in electric vehicles that do not have an internal combustion engine.

[0003] Hub generators are common in modern bicycles; they integrate a small generator into the hub of the bicycle wheel and are typically used to power the lights. DC generators can be located in the front wheel, pedal axle, or rear wheel. These generators have a mounting point that secures them to the bicycle frame.

[0004] In-wheel motors were popular in the late 1890s and could be implemented using direct drive or planetary gears. In-wheel motors rotate the wheel via an axial inner or outer rotor design and employ brushed or brushless commutator designs. These designs also have a fixed portion that is attached to the vehicle frame.

[0005] Bicycle hub generators and vehicle hub motors are designed to generate electricity for devices attached to the frame.

[0006] Maintaining proper tire pressure is crucial for tire life and driving safety, but many drivers tend to overlook or neglect this. Air compressors that are mounted to the vehicle's wheel wells are currently available. However, commercially available products are centrifugal compressors with the impeller and housing integrated, limiting their use to long-haul transportation. Their inefficiency stems from the inability to keep the diffuser stationary while the central impeller rotates. The rotating impeller increases the velocity of the intake air, while the stationary diffuser converts kinetic energy into potential energy, thereby increasing air pressure.

[0007] The biggest challenge in connecting wires from the vehicle's power source to the rotating hub of the driving wheel, and installing a separate magnetic DC or AC generator inside the hub, is maintaining the fixed housing and the wire connections.

[0008] Due to limitations in providing sufficient electrical power to the wheels, the advanced applications of artificial intelligence technology are currently limited to battery-powered Bluetooth tire pressure monitoring system (TPMS) sensors, which are tire pressure monitoring systems that monitor the air pressure inside the inflated tires of a vehicle.

[0009] According to the laws of physics, it is forbidden to fix a generator to an axle / driveshaft in an attempt to create a perpetual motion machine. While a generator fixed to an axle / driveshaft can generate electricity, the amount of electrical energy produced is less than the energy consumed to operate the generator. The law of conservation of energy states that the total energy in the universe remains unchanged. Energy cannot be destroyed or created; it can only change form, such as from chemical energy (e.g., stored in a battery) to mechanical energy (e.g., a rotating wheel).

[0010] OSVehicle, a company focused on supporting startups in the electric and hybrid vehicle industry, published its perspective on November 7, 2022, noting that generating electricity from car wheels is a promising new technology with the potential to provide clean and renewable energy. This technology uses the kinetic energy of the car wheels to drive a generator, which in turn produces electricity. This electricity can be used to power the car or stored in batteries for later use. While still in its early stages of development, this technology has the potential to revolutionize the way we power our cars and homes.

[0011] Dr. Gavendra Norkey and five colleagues from the Faculty of Mechanical Engineering at Lovely Professional University in Jalandhar, Punjab, published a paper entitled "Generating Electricity from Rotational Wheels in Vehicles" in the April 2021 issue (Vol. 8, No. 4) of the *International Research Journal of Engineering and Technology* (IRJET). Dr. Srikar Dasari from the Deggendorf Institute of Technology discussed generating electricity using the kinetic energy of vehicle wheels. The paper includes a prototype wheel generator that utilizes this kinetic energy.

[0012] Current technology for converting wheel kinetic energy into electrical energy through regenerative braking has been successful. Tesla and Toyota Prius are able to convert 70% of the kinetic energy into electrical energy during the braking process from wheel movement to complete stop.

[0013] Another method under development is to convert frictional energy into electrical energy, achieved through a process called electromagnetic induction. This process involves passing a magnet through a coil to generate an electric current. Friction is used to move the magnet, thus converting the energy from tire friction into electrical energy.

[0014] Therefore, a stabilizing mechanism is needed to enable the generator inside the rotating hub to generate electricity using the kinetic energy of the wheels while the vehicle is in motion. Summary of the Invention

[0015] This invention provides a stabilizing mechanism that can be integrated into a wheel to form a DC generator or an AC generator. When the wheel moves, the generated electrical energy can be transmitted to a battery within the wheel hub, or via a wire passing through a retaining ring on the wheel hub cover to the vehicle battery.

[0016] A preferred embodiment of the invention begins with a hollow cylinder positioned at the center of a wheel. Inside the hollow cylinder is a fixed housing that houses a generator with a rotating generator shaft. The generator shaft is positioned on the central axis of the hollow cylinder and is rotatably fixed to the hollow cylinder, so that the generator shaft rotates when the hollow cylinder rotates.

[0017] To keep the fixed housing stationary as the hollow cylinder rotates, an extension tube is rotatably fixed to at least one side (but preferably both sides) of the fixed housing. The extension tube allows the generator shaft to pass through its center and rotate freely within it. In this configuration, the hollow cylinder and generator shaft can rotate, while the fixed housing is free relative to the hollow cylinder and generator shaft in the direction of rotation. To provide additional structural support, a mechanical spacer can be rotatably fixed to the hollow cylinder and rotate on bearings mounted to the extension tube.

[0018] To help keep the fixed housing stationary, each extension tube is equipped with a gearbox housing multiple gears. Within the gearbox, a first gear is rotatably fixed to the generator shaft. The first gear rotatably engages with several intermediate gears, which in turn rotatably engage with a counter-rotating bearing, which is rotatably fixed to the extension tube. The gearbox is configured such that when the generator shaft rotates clockwise relative to the fixed housing, the outer ring of the counter-rotating bearing rotates counter-clockwise. In this way, the fixed housing remains stationary while the hub rotates.

[0019] Fan blades can be mounted on a hollow cylinder. As the fan blades rotate, they guide air into the hollow cylinder for cooling. A preferred method of mounting the fan blades is to install a three-ring roller bearing on the generator shaft. The inner ring of the three-ring roller bearing should be rotatably fixed to the generator shaft. A retaining ring is installed between the outer ring of the three-ring roller bearing and the outer bearing, thus maintaining fixation relative to the rotating hollow cylinder. The fan blades are rotatably fixed to the hollow cylinder and the outer ring of the outer bearing, allowing the fan blades to rotate with the hub and guide air into the hub.

[0020] Alternatively, the air compressor can be constructed using the same basic components as the fan blade implementation. However, instead of fan blades, a collector is installed between the outer ring of the outer bearing and the hollow cylinder. The impeller can be connected to the generator shaft, and the diffuser can be connected to the retaining ring. In this way, the impeller and collector rotate synchronously with the hollow cylinder, while the diffuser remains stationary. This configuration forms a centrifugal air compressor that can be used to maintain tire pressure.

[0021] The retaining ring configuration ensures that the outlet, positioned on the retaining ring, remains fixed as the hollow cylinder rotates. This allows an electrical connection to be established between the generator inside the hollow cylinder and a battery (e.g., a vehicle battery) located outside the cylinder. This can be achieved through an electrical connection that passes through the outlet and connects the generator to the battery. Attached Figure Description

[0022] To clearly understand the key features of the invention summarized above, reference is made to the accompanying drawings illustrating the methods and systems of the invention. It should be understood that these drawings depict preferred embodiments of the invention and are therefore not intended to limit the scope of the invention; other embodiments are also conceivable. Accordingly: Figure 1 -A typical generator; Figure 2 - Generator mounting housing (casing); Figure 3 - A generator mounted on the wheel hub; Figure 4 - A mechanism for fixing the generator housing; Figure 5 -Stabilizing mechanism-52 clockwise bearing; Figure 6 -Stabilizing mechanism-54 counterclockwise gear bearing; Figure 7 - Gear diagram; Figure 8 -Stabilizing mechanism-Gear chain (first quadrant); Figure 9 - Stabilizing mechanism - Gear chain - Driving element (first quadrant); Figure 10 - Stabilizing mechanism - Gear chain - Driven component (first quadrant); Figure 11 -Stabilizing mechanism-Gear chain (fourth quadrant); Figure 12 - Stabilizing mechanism - Gear chain - Driving element (fourth quadrant); Figure 13 - Stabilizing mechanism - Gear chain - Driven component (fourth quadrant); Figure 14 - A practical generator that can be installed in the vehicle's wheel hub; Figure 15 - Wireless DC transmitter, receiver, and charging coil; Figure 16 - Automotive battery charging generator installed to the vehicle wheel hub (Option 1); Figure 17 - Automotive battery charging generator installed to the vehicle wheel hub (Option 2); Figure 18 -Fixed cable outlet and cooling fan (plan view); Figure 19 -Fixed cable outlet and cooling fan (AA side view); Figure 20 - An air compressor with a fixed cable outlet (side view); Figure 21 - Air compressor with fixed cable outlet (plan view); Figure 22 - Air compressor (no outlet); Figure 23 - Fixed shielded power transmission unit (plan view from wheel to chassis). Figure 24 - Fixed shield type power transmission device (side view from wheel to chassis). Figure 25 - Retractable power transmission device (retracts and hides when parked); Figure 26 - Retractable power transmission device (extends and connects while in motion); Figure 27 - Vehicle sprung mass and unsprung mass (sectional view); Figure 28 - Vehicle sprung mass and unsprung mass (sectional view); Figure 29 -Translational kinetic energy of the vehicle; Figure 30 -Wheel-kinetic energy (rotational energy that makes the wheel rotate and translational energy that makes the wheel move forward); Figure 31 - The relationship between the efficiency of the Tesla Model 3 and its speed; Figure 32 - The relationship between the driving range and speed of the Tesla Model 3; Figure 33 - The relationship between Tesla's power consumption and vehicle speed; Figure 34 - Extended driving range of the Tesla Model 3 based on constant speed; Figure 35 - Percentage increase in range for Tesla Model 3 based on constant vehicle speed; Figure 36- The extended driving range of the Tesla Model 3 based on kilowatt-miles; and Figure 37 - Percentage of extended range for the Tesla Model 3 with generator, based on kilowatts per mile. Detailed Implementation

[0023] This invention is implemented in the generator hub 10. For example... Figure 3 As shown, the generator hub 10 is preferably mounted at the center of the vehicle's wheel 8. When the wheel is connected to the vehicle's axle and the vehicle moves forward or backward (causing the vehicle's wheel to rotate), the first part ("rotating part") of the generator hub 10 rotates with the wheel, while the second part ("non-rotating part") of the generator hub 10 does not rotate with the wheel. It is this difference between the rotating part and the non-rotating part of the hub 10 that allows the hub 10 to generate electricity by positioning the rotating shaft generator within a fixed housing. Figure 1 and Figure 2 An example of a type of rotating shaft / fixed housing generator suitable for generator hub 10 is shown. Those skilled in the art will recognize that generator hub 10 is not limited to wheels, but can be mounted on any device with rotating parts.

[0024] Figure 14 A preferred embodiment of the wheel hub 10 is shown. The wheel hub flange 16 of the wheel hub 10 is typically fastened to the axle flange 20 of the vehicle using four or five nuts. The wheel hub flange 16 is rotatably fixed to the hollow cylinder 14. The center of the wheel hub flange 16 preferably has a recessed or raised seat 28 for threadedly fastening the generator shaft 30. The generator shaft 30 is an armature shaft that passes through the generator and rotates inside the generator to generate electrical energy. The generator shaft 30 is rotatably fixed to the wheel hub flange 16, which is rotatably fixed to the rotating wheel hub / axle of the vehicle, so that the generator shaft 30 rotates synchronously with the vehicle's wheels 8, enabling the generator to generate electricity while the vehicle is in motion.

[0025] In addition to the generator shaft 30, the following components are also rotatably fixed to the vehicle's axle flange 20 and rotate synchronously with the vehicle's wheels 8: wheel hub flange 16, hollow cylinder 14, and mechanical spacer 76. These components are preferably made of steel or other suitable hard materials. The wheel hub flange 16 is preferably disc-shaped and rigidly connected to one end of the hollow cylinder 14. The mechanical spacer 76 is washer-shaped and rigidly connected to the inner side of the cylindrical hub 14. The wheel hub flange 16, the cylindrical hub 14, and the mechanical spacer 76 together comprise the rotating portion of the hub 10 and are rotatably fixed to each other. They all rotate synchronously with the vehicle's wheels 8.

[0026] The second part of the generator hub 10 is the non-rotating part. The non-rotating part includes the following components: a fixed housing 34, a pair of extension tubes 38, the inner rings of a pair of bearings 52, the inner rings of a pair of counter-rotating bearings 54, and a pair of gearboxes 36. These components do not rotate synchronously with the vehicle's wheels.

[0027] A fixed housing 34 encloses the generator, which is preferably a rotating armature coil-fixed field generator or a fixed coil-rotating field alternating current generator. The fixed housing 34 provides structural support and protection for the internal operation of the generator. The generator shaft 30 passes through the fixed housing 34, and the generator generates electrical energy when the shaft 30 rotates relative to the fixed housing 34.

[0028] A pair of extension tubes 38 are preferably mounted at the left and right ends of the fixed housing 34. Although a pair of extension tubes is preferred, only one extension tube is required. Each extension tube 38 should have internal space for wire connection. A bearing 52 is mounted on each extension tube 38. The bearing 52 plays three main roles in facilitating movement: bearing load, reducing friction, and positioning moving parts. A ball bearing comprising two separate "bearing rings" or bearing rings is preferred to reduce surface contact and friction between moving planes. The inner ring of the bearing 52 is rotatably fixed to the extension tube, and the outer ring is rotatably fixed to the mechanical spacer 76. See, for example, [example missing]. Figure 14 The bearing 52 holds the extension tube 38 (and the fixed housing 34 via a rigid connection) in place as the rotating portion of the generator hub 10 rotates synchronously with the vehicle's wheels. The gear is housed within a gearbox 36, which is fixed to the extension tube 38.

[0029] Nevertheless, no matter how much the bearing 52 minimizes friction, the rotation of the generator hub 10 will generate a frictional torque that will cause the stationary housing 34 to rotate in the opposite direction to the rotation of the vehicle's wheels 8. Figure 5 As shown.

[0030] Frictional torque can be calculated using Formula 1 below.

[0031] M = μPd / 2 (Formula 1) in: M: Frictional torque, unit is mN·m; μ: coefficient of friction; P: Load on the bearing, in N; d: Nominal inner diameter, in mm.

[0032] To counteract this frictional torque, the gear train drives the outer ring of the counter-rotating bearing 54 in the opposite direction to the outer ring of bearing 52. The gear train is housed within the gearbox 36. See also... Figure 8-10The gear transmission chain preferably includes five gears: (1) a driving gear 61, (2) an idler gear 62, (3) a smaller compound gear 63, (4) a larger compound gear 64, and (5) a meshing gear 65. The driving gear 61 is rotatably fixed to the rotating generator shaft 30, causing the driving gear 61 to rotate synchronously with the vehicle wheels 8. The driving gear 61 drives the idler gear 62, causing the idler gear 62 to rotate in the opposite direction to the driving gear 61. The idler gear 62 drives the smaller compound gear 63 in the same direction as the driving gear 61. The larger compound gear 64 is fixedly connected to the smaller compound gear 63 and rotates in the same direction as the smaller compound gear 63 (as well as the driving gear 61 and the vehicle wheels 8). The larger compound gear 64 drives the meshing gear 65 in the opposite direction to the vehicle wheels. The meshing gear 65 is fixed to the outer ring of the reverse bearing 54. Therefore, the rotation of the generator shaft 30 rotates the outer ring of the reverse bearing 54 in the opposite direction to the outer ring of the bearing 52.

[0033] When the vehicle's wheel 8 rotates, the outer ring of the reverse bearing 54 rotates at the same speed as the outer ring of the bearing 52, but in the opposite direction. Therefore, the reverse rotation of the reverse friction bearing 54 keeps the fixed housing 34 stationary as the vehicle's wheel rotates. As the vehicle's wheel rotates, the bearing 52 and the reverse bearing 54 will rotate at the same speed but in opposite directions. The frictional torques of the two bearings cancel each other out, and the fixed housing 34 remains stationary. For the purposes of this specification, "stabilizing mechanism" refers to the gearbox 36, extension tube 38, bearing 52, reverse bearing 54, drive gear 61, idler gear 62, smaller compound gear 63, larger compound gear 64, and meshing gear 65. It is preferable to install the stabilizing mechanism on each side of the fixed housing 34.

[0034] For wheel balance, it is preferable to position the stabilizing mechanism on one side of the fixed housing as follows: Figure 8 , Figure 9 and Figure 10 In the first quadrant 80 shown, the gear chain of another stabilizing mechanism on the other side of the fixed housing is located as follows: Figure 11 , Figure 12 and Figure 13 In the fourth quadrant 82 shown.

[0035] To transmit electrical energy and charge the battery within the hub, current is transmitted via brushes from the armature / commutator on the generator shaft 30 through wire connections to the transmitter 53 mounted on the fixed housing 34. See also Figure 14-15The transmitter is connected to the wireless transmission charging coil 57. Preferably, the transmission charging coil is rotatably fixed to a fixing element, preferably to the extension tube 38. The receiving charging coil 56 faces the transmission charging coil 57 and rotates synchronously with the hollow cylinder. Preferably, the receiving charging coil 56 and the receiver 55 are rotatably fixed to a mechanical spacer 76. Alternatively, they can also be rotatably fixed to the hollow cylinder 14. The charging receiver 55 is connected to the battery 58, preferably fixed by the mechanical spacer 76.

[0036] Electrical energy flows from the generator to the transmitter 53, then to the fixed transmission charging coil 57, and then wirelessly to the rotating receiving charging coil 56 and the rotating receiver 55, finally reaching the rotating battery 58. All moving parts and devices are synchronized with the rotation of the vehicle's wheels.

[0037] To supply electrical energy to the vehicle battery (located within the vehicle chassis), it is preferable to form a fixed cable outlet on the wheel hubcap. See also Figure 18 and Figure 19 Preferably, the fixed outlet is positioned on the retaining ring 44. The preferred retaining ring assembly includes a first inner bearing 41, a second inner bearing 42, the retaining ring 44, and an outer bearing 43. Preferably, the first inner bearing 41 and the second inner bearing constitute a "three-ring roller bearing." For the purposes of this specification, a "three-ring roller bearing" refers to a bearing-within-a-bearing configuration, wherein the outer ring of the first inner bearing 41 is the inner ring of the second inner bearing. In other words, a three-ring roller bearing has an inner ring, an outer ring, and a common intermediate ring. While a three-ring roller bearing is preferred, other configurations known in the art are also feasible.

[0038] Three-ring roller bearings are mounted on the generator shaft 30. Preferably, the bearing balls of the first inner bearing 41 and the second inner bearing 42 share a common intermediate ring, so that the outer ring of the second inner bearing moves in the same direction as the generator shaft 30.

[0039] A washer-shaped retaining ring 44 is mounted on the outer ring of the three-roll bearing (i.e., the outer ring of the second inner bearing 42). An outer bearing 43 is mounted on the outer surface of the retaining ring 44. The outer ring of the outer bearing 43 is rotatably fixed to the hollow cylinder 14, causing it to rotate in the same direction as the vehicle's wheels (and generator shaft 30). The inner ring of the outer bearing 43 (and the retaining ring 44) rotates in the opposite direction to the vehicle's wheels.

[0040] Therefore, the frictional torques of the inner and outer rings of the fixed ring 44 are in opposite directions.

[0041] M3 = μ3·P·d3 / 2 (clockwise) M4 = μ4·P·d4 / 2 (counterclockwise) The absolute value of M3 = M4 d3 / d4=μ4 / μ3 The coefficient of friction can be changed by: (1) adjusting the diameter of the generator shaft 30; (2) adjusting the size (height) of the retaining ring 44; (3) using different bearing ball materials; (4) using different materials on the inner and outer rings of the retaining ring.

[0042] Figure 16 and Figure 17 The diagram illustrates a wire connection from the generator through a fixed outlet. The fixed outlet is mounted on a retaining ring 44. As discussed in more detail below, the fixed outlet can be continuously connected to the vehicle battery or periodically connected to the vehicle battery. That is, the conductor can connect the generator to the battery located inside the wheel hub, or the conductor can connect the generator to the battery outside the wheel hub via the fixed outlet. For example, it is preferable to pass a 14-gauge insulated wire from the generator through the retaining ring and connect it to a right-angle connector (…). Figure 16 , 17 The right-angle connector connects to conductor #14 inside the power transmission shield. Figure 23-26 And eventually connected to the vehicle battery.

[0043] Figure 16 and Figure 17 Two alternative configurations of gearbox 36 are also shown. Figure 16 The diagram shows a mechanical spacer 76 positioned between the fixed housing 34 and the gearbox 36. In this configuration, the gearbox 36 is preferably fixed to the extension tube 38. Figure 17 The gearbox 36 is positioned "inside" the mechanical spacer 76 and connected to the fixed housing 34.

[0044] An optional fan 46 is preferably mounted on the outer surface of the hollow cylinder 14 (“hub cover surface”) and is configured to cool heat generated from inside the wheel hub 10. The fan 46 is fixed to the hollow cylinder 14 and rotates with the vehicle's wheel 8. An exhaust outlet 48 may be formed on the wheel hub flange 16 to allow airflow through it. An air filter is also preferably added to the outside of the fan 46 to prevent dust from entering the wheel hub 10.

[0045] Alternatively, a rotary air compressor (centrifugal air compressor) assembly can be installed on the outer surface of the wheel hub 10. The rotary air compressor can be used to maintain tire pressure and cool the wheel hub 10.

[0046] like Figure 20-22 As shown, the preferred rotary air compressor embodiment is similar to the fan embodiment described above. A three-ring roller bearing is mounted on the generator shaft 30. The bearing balls of the first inner bearing 41 and the second inner bearing 42 share a common intermediate ring, such that the outer ring of the second inner bearing moves in the same direction as the generator shaft 30.

[0047] A washer-shaped retaining ring 44 is mounted on the second inner bearing 42. An outer bearing 43 is mounted on the retaining ring 44. The outer ring of the outer bearing 43 is not connected to the fan 46, but rather to the collector 74, which is rotatably fixed to the hollow cylinder 14, causing the outer ring of the outer bearing 43 to rotate in the same direction as the vehicle's wheels (and the generator shaft 30). The inner ring of the outer bearing 43 (and the retaining ring 44) rotates in the opposite direction to the vehicle's wheels.

[0048] See Figure 20 and Figure 21 The impeller 71 is mounted on the generator shaft 30 and rotates together with it. As the generator shaft rotates, the impeller 71 forces air to move radially outward due to centrifugal force. Once the air leaves the impeller 71, it enters the diffuser blades 72, which are mounted on the fixed ring 44. Finally, the pressurized air enters the collector 74. Thus, the preferred rotary compressor has two parts: a stationary part (blades 72) and a rotating part (impeller 71 and collector 74). Preferably, the collector 74 rotates synchronously with the vehicle wheels 8 and the impeller 71, but the collector 72 can also be stationary.

[0049] A shaft seal 78 prevents air leakage between the rotating shaft 30 and the stationary diffuser 72. Preferably, another shaft seal is also installed between the stationary diffuser 72 and the rotating collector. Preferably, the collector has two outlets with adapters 75, each connected to an air pump hose 77, and vents compressed air to the tire valves via a pressure valve adapter 79. The dual outlets and air hoses are used for tire balancing. Two exhaust valves 80 on the back side of the collector release pressurized air when the tire is fully inflated at a set pressure. The exhaust valves release air from the wheel hub and cool the generator.

[0050] There are two preferred methods for connecting the power transmission from the wheel-mounted outlet to the chassis and ultimately to the vehicle battery: (1) a fixed-coverage power transmission device 84 ( Figure 23 and Figure 24 ); and (2) a retractable conveyor device 86 ( Figure 25 The display shows that the object retracts and hides when parked. Figure 26 (Indicates that it extends and connects while in motion).

[0051] Beneficial effects This invention utilizes the kinetic energy of a vehicle's rotating wheels to generate electricity. The electrical energy generated on the wheels provides power, enabling artificial intelligence improvements on the balanced wheels. This wheel-generated electricity allows for optimized tire pressure when the wheels are equipped with a centrally rotating air compressor, enables wheel alignment testing based on steering angle sensors, and allows for tire tread inspection and abnormal wear detection. This improves safety, extends tire life, and reduces tire waste.

[0052] Adding a hub generator increases the burden and energy requirements of the electric vehicle's motor and draws more energy from the battery. Technological and material improvements have significantly reduced the generator's weight and increased its efficiency. Therefore, the amount of kinetic energy the hub generator converts into electrical energy exceeds the extra electrical energy the vehicle needs to support the generator's weight, thus extending the electric vehicle's driving range.

[0053] To simplify the analysis, assume that only four wheels are unsprung mass bearing rotational kinetic energy. The rest of the vehicle is sprung mass. Two generators are added to the rear wheel hubs. The translational kinetic energy required to have generators and to have generators is compared. Figure 24 and Figure 25 ).

[0054] The wheel bears two different kinetic energies ( Figure 26 ): The rotational kinetic energy that makes the wheel rotate. Translational kinetic energy that propels the wheels forward.

[0055] The rotational kinetic energy of a wheel can be expressed as: Er = ½·I·ω 2 , where ω is the angular velocity and I is the moment of inertia about the rotation axis.

[0056] The moment of inertia can be expressed as: I = ½·m·r 2 , where r is the radius of the wheel and m is the mass of the wheel.

[0057] Angular velocity can be expressed as: ω = v / r, where v is the velocity and r is the radius of the wheel.

[0058] The result obtained from the rotational kinetic energy of the wheel is: Er = ½·I·ω 2 = ½·(½·m·r 2 )·(v / r) 2 = ¼·m·v 2 .

[0059] The translational kinetic energy of the wheel can be expressed as: Et = ½·m·v2 , where m is the mass of the wheel and v is the speed (vehicle speed).

[0060] The total kinetic energy of a wheel can be expressed as: Etv = Er + Et = ¼·m·v 2 + ½·m·v 2 = ¾·m·v 2 .

[0061] The total kinetic energy of the four wheels can be expressed as: E4tv = 4·Etv = 4·¾·m·v 2 = 3·m·v 2 .

[0062] The total kinetic energy of a moving vehicle and its four wheels ( Figure 17 ) can be represented as: Etotal = Ecar + E4tv = ½·M·v 2 + 3mv 2 , Where M is the mass of the vehicle, m is the mass of the wheels, and v is the speed. The unit of Etotal is joule, 1 joule = 1 kg·m 2 / s 2 .

[0063] Using available Tesla Model 3 data:

[0064] A scenario where two generators are added to the rear wheels. Two commercially available generators were analyzed: 1. Generator Type 1 - Direct shaft driven DC permanent magnet generator with 380 volts and 8 kW power output at 1500 rpm, weighing 27.6 kg; 2. Generator Type 2 - Direct shaft driven AC permanent magnet generator with 380 volts, 60 Hz and 8 kW power output at 900 rpm, weighing 65 kg; The additional energy required for these two generators is: E2G 1.5 mg·v 2 , where mg is the weight of the generator; Constraints: The Tesla Model 3's rotational speed varies between 100 rpm and 1500 rpm, the wheels rotate synchronously, and there is no other input power that can accelerate or decelerate the wheels; Operation of DC generator • Increasing the generator's speed usually increases its power output; • Reducing the generator's speed (revolutions per minute) will also reduce the output voltage; Charging a 380-volt battery: • By connecting a capacitor and a diode, the DC output can be wired to a voltage multiplier circuit, thus enabling the charging of a 380-volt battery; Operation of an alternator: • The output of an alternator depends on its rotational speed (revolutions per minute) and the number of its magnetic poles; • If the rotational speed decreases, the output voltage and frequency will also decrease; Similarly, by increasing the rotational speed, the output voltage and frequency will also increase; Use AC power directly: • A converter regulator stabilizer with a built-in voltage transformer, capable of outputting 380V and 60Hz; Convert alternating current to direct current: • Use a rectifier to convert AC to DC, and employ one or more pn junction diodes and filters to remove all AC components.

[0065] Assume all conversion and adjustment devices are located on a sprung mass weighing 20 kg. The translational kinetic energy of the additional device can be expressed as: Etd = ½·md·v 2 Where md is the mass of the auxiliary device and v is the speed (vehicle speed).

[0066] The total translational kinetic energy required for the vehicle to move at various speeds with and without a generator was calculated. The additional kinetic energy generated by carrying the generator in the wheels and the auxiliary equipment in the sprung state was calculated as a percentage for mileage performance evaluation. Overall, adding generator-1 consumes 5% of the additional total energy, and adding generator-2 consumes 10% of the additional total energy.

[0067] Figure 30 The distance traveled at constant speed is shown in (1) without a generator, (2) with generator type 1, and (3) with generator type 2. Figure 29 Comparison results. Figure 31 The constant vehicle speed with or without a generator is shown. Figure 29 (%) The percentage increase in driving distance. Figure 32 The following figures are shown: (1) without a generator, (2) with generator type 1, and (3) with generator type 2, at speeds in kilowatts ( Figure 28 The results of the comparison of driving distances under ( ). Figure 33The figure shows the difference between having a generator installed and not having a generator installed, based on speed-kW ( Figure 28 The percentage increase in driving range is estimated by [percentage missing]. Adding two generators to the rear wheels is expected to extend the driving range by 20-25%.

[0068] Although the invention has been described in detail with reference to one or more specific preferred embodiments, those skilled in the art will understand that various modifications and improvements can be made without departing from the spirit and scope of the appended claims.

Claims

1. A rotating hub for generating electricity, comprising: Hollow cylinder; A generator shaft is positioned on the central axis of the hollow cylinder and is rotatably fixed to the hollow cylinder. A fixed housing is positioned inside the hollow cylinder, and a generator and a portion of the generator shaft are positioned inside the fixed housing; An extension tube is rotatably fixed to the fixed housing, and the generator shaft passes through the extension tube, or the generator shaft is not rotatably fixed to the extension tube. A mechanical spacer, which is rotatably fixed between the outer ring of the bearing mounted on the extension tube and the hollow cylinder; as well as A gearbox housing multiple gears is rotatably fixed to the extension tube. The multiple gears include a gear rotatably fixed to the generator shaft, which rotatably engages with a counter-rotating bearing rotatably fixed to the extension tube. When the generator shaft rotates clockwise relative to the fixed housing, the outer ring of the reverse bearing rotates counterclockwise.

2. The rotating hub according to claim 1, further comprising: A second extension tube is rotatably fixed to the fixed housing, and the generator shaft passes through the second extension tube; the generator shaft is not rotatably fixed to the second extension tube. The second mechanical spacer is rotatably fixed between the outer ring of the second bearing installed on the second extension tube and the hollow cylinder. as well as A second gearbox housing multiple gears is rotatably fixed to the second extension tube. The multiple gears include a second gear rotatably fixed to the generator shaft, which rotatably engages with a second intermediate gear. The second intermediate gear rotatably engages with a second counter-rotating bearing rotatably fixed to the second extension tube. When the generator shaft rotates clockwise relative to the fixed housing, the outer ring of the second reverse bearing rotates counterclockwise.

3. The rotating hub according to claim 1, further comprising: A three-ring roller bearing is mounted to the generator shaft, and the inner ring of the three-ring roller bearing is rotatably fixed to the generator shaft. Fan blades, the fan blades being rotatably fixed to the hollow cylinder and connected to the outer bearing; and A retaining ring is installed between the outer ring of the three-roller bearing and the inner ring of the outer bearing, and the retaining ring is fixed to the hollow cylinder, the fan blade, or the generator shaft without being rotated.

4. The rotating hub according to claim 1, further comprising: Impeller, which is connected to the generator shaft; A three-ring roller bearing is mounted to the generator shaft, and the inner ring of the three-ring roller bearing is rotatably fixed to the generator shaft. A collector, which is rotatably fixed to the hollow cylinder, is connected to an outer bearing; A retaining ring, wherein the retaining ring is connected between the outer ring of the three-ring roller bearing and the inner ring of the outer bearing, and the retaining ring is fixed to the hollow cylinder without rotation; and A diffuser, which is connected to the retaining ring.

5. The rotating hub according to claim 1 further includes a hub flange, the hub flange being rotatably fixed to the first end of the hollow cylinder and connected to the axle flange of the vehicle.

6. The rotating hub according to claim 1 further includes an electrical connection between the generator and the battery positioned inside the hollow cylinder.

7. The rotating hub of claim 6 further includes a conductor connecting the generator to a wireless transmission charging coil.

8. The rotating hub according to claim 7 further includes a transmission charging coil, the transmission charging coil being rotatably fixed to at least one of the generator shaft, the hollow cylinder, or the mechanical spacer.

9. The rotating hub according to claim 1, further comprising an electrical connection between the generator and a battery positioned outside the hollow cylinder.

10. The rotating hub of claim 9, wherein the electrical connection comprises a conductor passing through an outlet positioned on a retaining ring.

11. The rotating hub of claim 10, further comprising a retractable connection between the outlet and the battery.

12. A rotating hub for generating electricity, comprising: Hollow cylinder; A generator shaft is positioned on the central axis of the hollow cylinder and is rotatably fixed to the hollow cylinder. A three-ring roller bearing is mounted to the generator shaft, and the inner ring of the three-ring roller bearing is rotatably fixed to the generator shaft. Fan blades, which are rotatably fixed to the hollow cylinder and connected to the outer bearing; as well as A retaining ring is installed between the outer ring of the three-ring roller bearing and the outer bearing, and the retaining ring is fixed to the hollow cylinder, the fan blade, or the generator shaft without being rotated.

13. The rotating hub of claim 12, further comprising an outlet positioned on the retaining ring.

14. The rotating hub of claim 12, further comprising an electrical connection between the battery and a generator positioned within the rotating hub, the electrical connection passing through the outlet.

15. The rotating hub of claim 13, further comprising a retractable connection between the outlet and the electrical connection leading to the battery.

16. The rotating hub of claim 12, wherein the fan blades are configured to guide air into the interior of the hollow cylinder.

17. The rotating hub of claim 16, further comprising a wheel hub flange and an exhaust port passing through the wheel hub flange.

18. The rotating hub of claim 17, further comprising an air filter connected to the hollow cylinder, the air filter being opposite the wheel hub flange.

19. A rotating hub for generating electricity, comprising: Hollow cylinder; A generator shaft is positioned on the central axis of the hollow cylinder and is rotatably fixed to the hollow cylinder. Impeller, which is connected to the generator shaft; A three-ring roller bearing is mounted to the generator shaft, and the inner ring of the three-ring roller bearing is rotatably fixed to the generator shaft. A collector, which is rotatably fixed to the hollow cylinder, is connected to an outer bearing; A retaining ring, wherein the retaining ring is connected between the outer ring of the three-ring roller bearing and the outer bearing, and the retaining ring is fixed to the hollow cylinder without rotation; and A diffuser, which is connected to the retaining ring.

20. The rotating hub of claim 19, further comprising a hose connecting the collector to an inflatable tire.

21. The rotating hub of claim 20, further comprising a second hose connecting the collector to the inflatable tire.

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