Climate-neutral electric vehicle with increased range and driving time

Abstract

The present invention relates to a climate-neutral electric vehicle with increased range and driving time, in which at least one drive and the piezoelectric energy source are installed at least in the same wheel and do not use combustible materials, wherein the tire structure of at least one wheel of the vehicle contains an electric motor which is designed to exert a torque on the corresponding wheel through the interaction of stator, rotor, motor shaft, rim and electromagnetic fields, wherein the at least one electric motor is a wheel hub motor with a stator with windings, a rotor connected in a rotationally fixed manner to the rim of the wheel, and electromagnetic fields in order to exert a torque on the corresponding wheel,wherein the stator of the wheel hub motor is equipped with windings made of electrically and thermally conductive carbon nanomaterials and a plurality of magnetic permanent magnets at the ends of the iron cores of the stator, and permanent magnets are arranged on the rotor to cause rotation of the wheel through the interaction of the electromagnetic fields of the stator and the magnetic fields of the permanent magnets of the rotor.

Description

Technical area

[0001] The present invention relates to a climate-neutral electric vehicle with increased range and driving time according to the preamble of patent claim 1. State of the art

[0002] Current state-of-the-art electric vehicle concepts, which use various types of batteries, electric motors, and hydrogen fuel cells, can only offer limited range and are by no means climate-neutral.

[0003] Conventional electric vehicles have heavy, multi-part battery packs and a break-resistant structure. Batteries must be protected from damage, temperature changes, and spontaneous combustion in accidents. These factors account for a disproportionate share of the vehicle's overall weight and increase the demand for construction materials. This reduces the ultimate efficiency of the electric motor, leads to increased wear on brake pads and tires, including the release of particulate matter, and causes road surfaces to age more quickly due to the increased load. The battery is located between the axles in the underbody, which makes interior use difficult.

[0004] The production of traction batteries and the operation of the vehicle consumes a great deal of energy and is still relatively expensive. In addition to lithium, the batteries also contain cobalt, nickel, and copper, the extraction of which places a significant burden on the environment. A defective traction battery can be very expensive. The disposal and biodegradability of batteries is completely unexplored and unclear. Other significant disadvantages of electric vehicles include the time factor when charging the batteries via a socket, wall box, or charging station, the risk of immediate interruption of the current flow, and the risk of spontaneous combustion when towing, because energy in the electric motor is usually generated via at least one axle. If energy flows in the electric motor without an activated on-board system, high induced voltages can occur, which can damage the control electronics.

[0005] There are various types of electric motors installed in cars. One type of drive is the wheel hub motor. The hub motor is integrated into the hub of the front or rear wheel, usually within the rim, and thus transfers its power to the wheel hub without loss. The wheels are thus driven directly by the motor, thus achieving high efficiency. With this type of drive, the consumption of drive components is significantly lower, which simplifies the construction and creates freedom for designing the underbody.

[0006] When the market becomes saturated, electric cars will effectively increase electricity consumption to charge their batteries. Currently, there isn't enough green electricity to replace all cars with combustion engines. Electricity generation by burning coal and gas creates significant air pollution. Hydroelectric, solar, and wind power plants also leave a carbon footprint: at least, they have to be built first.

[0007] Due to the increased demand for energy generation and consumption, operating costs are rising. Huge investments in grid expansion, the need for battery production, and the infrastructure for battery charging stations are driving up the price of electric cars.

[0008] For all the many advantages of hydrogen fuel cells, there are also some disadvantages and challenges that need to be addressed: Hydrogen extraction is an energy-intensive process that consumes more energy than the hydrogen itself provides.

[0009] Because hydrogen fuel cell technology is still immature, it is not yet a reliable fuel source capable of meeting all energy needs. Therefore, hydrogen fuel cells require investment to be developed to the point where they become a truly viable energy source.

[0010] Precious metals such as platinum are required to manufacture hydrogen fuel cells, which means the initial cost of fuel cells can be high. The cost per unit of energy from hydrogen fuel cells is currently higher than that of other energy sources, including solar cells.

[0011] Hydrogen storage and transport cannot simply be pumped through pipelines or loaded onto trucks. This makes hydrogen fuel cell costs even higher than the energy output. The transition to hydrogen fuel cell technology requires new infrastructure, as well as other additional requirements, such as the need to convert vehicles to use hydrogen fuel cells as a fuel source. Furthermore, a refueling infrastructure for vehicles at gas stations, for example, would have to be created. Hydrogen is a highly flammable energy source, which raises understandable safety concerns.

[0012] From EP 0 546 983 T2 an electric vehicle with a high degree of autonomy is known, which comprises a computer-controlled transmission, at least two sets of accumulators, a number of wind-driven generators connected to the turbines and to a flywheel, a motor driven by electric current and a suspension generator driven by a hydraulic or compressed air motor.

[0013] The disadvantage of such a design solution is the additional weight and complexity of the vehicle design for charging batteries. It doesn't take into account that batteries naturally lose capacity over time, thus failing to achieve the goal.

[0014] US 4,504,761 A1 discloses a device for generating electricity, the device comprising a motor vehicle with an electrical system having a battery and a plurality of assemblies including a wheel and a tire having a rubber casing with a first annular band and a second annular band, and a plurality of projections arranged close to the first band so as to move towards it in response to the rolling movements of the tire, and means for generating electricity in response to movements of the motor vehicle on a road, said means comprising a plurality of piezoelectric elements attached to the first band and positioned close to the projections so as to engage them during the rolling movement of the tire in order to generate electricity in response to the rolling movement of the tire on the road surface.and means for connecting the piezoelectric element in a circuit with the battery to supply electrical energy generated by the piezoelectric elements to the battery, the means comprising output conductors.

[0015] The power generation system in US 4,504,761 A1 has numerous disadvantages. The bands carry the piezoelectric elements, and activating them requires the presence of a kind of chamber within the tire. This also requires a profound change in the tire's structure and significantly increases manufacturing costs. Furthermore, this design increases the tire's weight, thereby negatively impacting its performance, such as rolling resistance and comfort. Furthermore, the assembly of the various piezoelectric elements within their band is very complex and expensive.

[0016] Another significant disadvantage is the need to equip standard car tires with additional solid-state transducer elements such as spikes, rods, etc. for coupling and converting deformation energy, as proposed in patents Nos. US 2015 / 0 042 211 A1, US 4 504 761 A, US 2008 / 0 084 138 A1, US 2008 / 0 203 850 A1, US 2010 / 0 186 493 A1, and many others. This not only complicates the tire design but also its installation on the vehicle.

[0017] DE 10 2012 222 446 A1 discloses a wheel hub motor for a vehicle having a stator and a rotor, wherein the stator has exactly 51 slots in which a winding of at least two layers is arranged, and wherein the rotor has a plurality of permanent magnets arranged uniformly distributed over the circumference.

[0018] The subsequently published DE 10 2023 002 115 A1 discloses ideas for an electric vehicle based on carbon-based piezoelectric elements for energy recovery. The starting point of this solution is the piezoelectric conversion of the mechanical deformations of tires during driving and the air pressure on the vehicle surface, as well as changes in ambient temperature, into electrical energy, which drives drive motors or is stored in energy storage devices.

[0019] The main disadvantages of wheel hub motors include the high unsprung masses of the drive, which result from the weight of the wheel hub modules, and especially the stator windings and the cooling system. Care must be taken to prevent the wheel hub motor from overheating (the motor housing should not exceed 70 degrees Celsius). Therefore, cooling of motors is particularly necessary under heavy loads. In addition, wheel hub motors are more exposed to environmental influences (e.g., splashing or jet water, dust, saline media) and require sealing and rust protection.

[0020] RU 2 107 382 C1 discloses a device for rotating shafts, machine parts, and assemblies. It contains a rotor, a stator, and a bearing on which the rotor axis rests. A flywheel is located on the axis. Permanent magnets are located in the stator and rotor. Due to the interaction between the magnetic fields of the permanent magnets of the stator and rotor, the rotor rotates around the axis in conjunction with the flywheel. This device is a perpetual motion machine, which is not feasible according to the laws of thermodynamics.

[0021] A major drawback is that no means or methods are provided to set the device into initial rotation, thereby producing the effect of interaction of permanent magnets and regulating the rotation speed. Description of the invention

[0022] The present invention is based on the object of creating an electric vehicle which eliminates the design deficiencies of vehicles by changing the concept of power supply and electric drive in order to ensure a reduction of pollutant emissions into the atmosphere, energy generation and energy consumption as well as a minimization of production and operating costs.

[0023] According to the invention, the above object is achieved according to the preamble of claim 1 in conjunction with the characterizing features. Advantageous embodiments and further developments of the electric vehicle according to the invention are specified in the dependent subclaims. Brief description of the drawings

[0024] Further objects, features, advantages and possible applications of the electric vehicle according to the invention will become apparent from the following description of an embodiment with reference to the drawings.

[0025] The drawings show Fig. 1 a schematic view of the electric vehicle; Fig. 2 an isometric view of a tire ( Fig. 2a) and cross-section of a tire ( Fig. 2b); Fig. 3a, Fig. 3b multi-coated threads as a combination of tire cord threads, electrically conductive carbon nanomaterials and rubber coating; Fig. 4. a steel belt with piezoelectric material; Fig. 5 the piezoelectric elements; Fig. 6 shows a wheel hub motor according to an embodiment of the invention in a simplified detailed representation; Fig. 7 a schematic diagram of the energy supply by the electric vehicle. Implementation of the invention

[0026] The electric vehicle 1 according to the invention ( Fig. 1) consists of a chassis 10, at least one wheel 7, at least one electric motor 35, by means of which the at least one wheel 7 can be driven, and at least one energy storage system 29 which can be recharged with electrical charge for supplying at least one electrical component of the electric vehicle 1.

[0027] On both sides of the electric vehicle 1 ( Fig. 1) preferably comprises at least two independently suspended wheel sets with rigid conventional wheels 7 and a tire 8 mounted thereon, which are attached to suspension arms 2. These are advantageously rigidly connected to the chassis 4. Attached to the chassis 4 are a body 3 with a body shell 6, steering elements 5, and at least one graphene supercapacitor 22 known in the art for each wheel 7, and electrical equipment (not shown here).

[0028] The tire 8 ( Fig. 2a and Fig. 2b) comprises a tread 9 and a pair of annular sidewalls 10, which are attached to the wheel 7 by a pair of round tire beads 11. The tread 9 consists of a profile 12, two layers of tire cord coating 13, carcasses 15 and steel belts 14 ( Fig. 4). Tire beads 11 comprise a rubber-filled steel wire core 16 and a layer of tire cord coating.

[0029] Each layer of the tire cord coating 13 of the piezoelectric devices 23 advantageously consists of a tire cord thread 17 ( Fig. 3a), on which electrically conductive carbon nanomaterials, for example graphene nanotubes, are applied using methods known in the art and then covered with an insulating layer 25 for insulation between adjacent multi-coated threads

[0030] Carbon nanomaterials 18 such as graphene possess high electrical and thermal conductivities, as well as mechanical and piezoelectric properties, and can be bonded with flexible, electrically conductive adhesives. In combination with polymers, graphene is capable of converting mechanical vibrations into electrical current and forms the basis for piezoelectric elements and electronics such as transistors, conductive traces, integrated circuits, etc.

[0031] A number of parallel connected adjacent multi-coated threads, which come into contact with the road surface at the same time, form piezoelectric elements 19 ( Fig. , which preferably incorporates piezoelectric devices 23 ( Fig. 5d) are integrated throughout the tire structure during the tire manufacturing process. The number of threads connected depends on the vehicle weight and tire pressure.

[0032] Furthermore, the piezoelectric elements 19 in the piezoelectric device 23 between the tread 9 of the tire 8 and the steel belt 14 can be evenly distributed around the circumference of the tire 8 ( Fig. 4 and Fig. 5d) distributed at intervals ( Fig. 5 d) so that the element 19 in the upper layer of the tire cord coating 13 lies above the distance between adjacent elements 19 of the lower layer.

[0033] Furthermore, piezoelectric elements 19 are advantageously provided in the piezoelectric devices 23 ( Fig. 7) by two layers of tire cord coatings 13 ( Fig. 5c) by means of electrodes 30 preferably to parallel connected blocks 21 ( Fig. 7). The combination of the listed elements 19 forms a piezoelectric generator.

[0034] The blocks 21 of piezoelectric devices 23 are advantageously connected independently of one another to at least one graphene supercapacitor battery 22 of the energy storage device 29. In this embodiment, the output wires 20 are connected to an electrical circuit (not shown here) that includes a means for converting the alternating voltage, high-voltage, and low-current electricity generated by the piezoelectric devices 19 into direct voltage, low-voltage, and low-current electricity compatible with the electrical system of the electric vehicle. The connection is established in a manner known in the art, for example, via a resonant magnetic coupling in accordance with the wireless energy transfer standard A4WP. Electronic components and circuit boards must be developed.

[0035] The device 24 ( Fig. 6) is preferably a two-mode electric vehicle drive. It consists of a rotor 36, a stator 37, a motor shaft 38, and Hall sensors (not shown here) in the form of a brushless wheel hub motor known in the art. Permanent magnets 39 made of neodymium are located on the externally rotating rotor 36, whose alternating north and south poles are directed towards the center of the circle and influence each other; like magnetic poles repel each other, and unlike magnetic poles attract each other. The stator contains iron cores 40, onto which windings 41 made of insulated conductive wire are wound. The polarity of the electromagnet, i.e., the orientation of the north and south poles, depends on the current direction in the windings 41.

[0036] In view of the purpose of the present invention, permanent magnets 42 are preferably attached to the ends of the iron cores 40 and aligned so that the opposite poles of the rotor and stator magnets are always opposite each other ( Fig. 6). Depending on the parameters of the wheel hub motor, the parameters of the permanent magnets 39 and 42 (shape, size, angle of inclination to each other, power, as well as the size of the air gap between rotor 36 and stator 37) should be clarified. The stator 36 and rotor 37 of the wheel hub motor, power electronics, and brake (not shown here) are housed within the rim 33. This enables separate speed and direction control, with each wheel receiving as much torque as required for the respective driving situation. Furthermore, the drive shafts are eliminated. The motor shaft 38 is attached to suspension arms 2.

[0037] When a vehicle is produced at the manufacturing plant, pre-charged graphene supercapacitor batteries 22 are installed on it to power the electrical equipment of the electric vehicle 1, including the devices 24.

[0038] When the electric vehicle drive 24 is switched on by one or more graphene supercapacitor batteries 22 (first modes), the rotor 36 rotates in relation to the stator 37 due to the attractive and repulsive forces of the electromagnets of the stator 37 and the permanent magnets 39 of the rotor 36. To allow the rotor 36 to continue rotating, the controller 34 reverses the poles of the electromagnets of the stator 37 accordingly.

[0039] The electromagnets of stator 37 are covered, for example, with Hall sensor shielding plates (not shown here) to block the magnetic flux from the permanent magnets 39 on rotor 36 when the opposite poles of the stator and rotor magnets are attracted to each other and the end of rotor magnet 39 is not aligned with the same pole of the stator magnet. The rotational movement of rotor 36 ultimately causes the associated wheel 7 to rotate.

[0040] When the engine is turned off (second mode), the permanent magnets 39 and 42 built into the rotor 36 and stator 37 are attracted to each other by opposite poles, causing the rotor 36 to rotate around its axis by a specific angle until one of the extreme positions is reached, with the end of the rotor magnet 39 not aligned with the same pole of the stator magnet 42. In this case, the influence of the magnetic flux is eliminated by the rotation of the wheel masses, the flywheel. As the rotor 36 continues to rotate, the opposite poles of the rotor and stator magnets interact again, and the rotor 36 continues to rotate by a specific angle, repeating the cycle. The magnets 42 in the stator 37 and 39 in the rotor 36 are arranged at each rotation angle so that at each rotation angle, one of the rotor magnets always provides the attraction. As a result, the rotor 36 rotates together with the wheels 7 around the motor shaft 38.

[0041] The pressure generated at the contact point of the tire 8 when rolling on the road is exerted by the tread 12 onto the tire cord coating 13 and the underlying steel belt 14 as well as the carcass 15. When the wheel 7 leaves the contact point with the road, the internal pressure of the tire 8 also acts on the tire cord coating 13. The pressure of the wheels 7 of the electric vehicle 1 on the road creates an electrical potential in the piezoelectric elements 19 due to the direct piezoelectric effect.

[0042] The spacing between the elements 19 is necessary so that the electron flow generated by an energized piezoelectric element 19 is delivered to the output wire 20 instead of being directed to the unloaded piezoelectric element 19 of the lower or upper layer. Electric current in piezoelectric elements 19 generates a magnetic field according to the principles of electromagnetism, which acts on the steel belt 14. This creates an electric field that generates a force tending to rotate the wheel 7, as well as providing an additional source of energy. Another additional source for charging the energy storage device is the vehicle's descent, coasting, or engine braking with one wheel. The results of these effects should be considered when solving the problem.Electrical energy is transferred to one or more graphene supercapacitor batteries 22 for charging. These batteries are equipped with switching, protection, and control means (not shown here) in a manner known in the art, for example, the set of technical means provided for in the A4WP standard. Electronic components and circuit boards must be developed. The vehicle speed and modes of the electric vehicle propulsion are adjusted by the on-board computer. Special embodiments of the invention

[0043] The electric vehicle 1 according to the invention is characterized in that: a) At least one wheel 7 ( Fig.2) comprises a tire structure with carcass 15, tire beads 11, sidewalls 10, steel belt 14 and a tread 9 as well as at least one tire cord coating 13 arranged between the steel belt 14 and the tread 9 and running over the circumference of the tire structure and made of multi-coated threads, which is formed as a combination of tire cord threads 17, electrically conductive carbon nanomaterials 18, for example graphene nanotubes, which have piezoelectric properties, and rubber layer 25. b) The tire cord coating 13 can be formed by interweaving multi-coated threads, wherein the transverse threads are placed perpendicular to the circumference of the wheel tire 8. c) a number of parallel-connected adjacent multi-coated threads which simultaneously come into contact with the road surface form piezoelectric elements 19 which are particularly advantageously distributed evenly around the tire circumference at defined intervals, so that the piezoelectric elements 19 in the upper layer of the tire cord coating 13 lie above the defined distance between adjacent piezoelectric elements 19 of the lower layer of the tire cord coating 13. d) Here, the ends of the piezoelectric elements 19 in each layer of the tire cord coating 13 can be connected in parallel with the electrodes 30 to form blocks 21 and rigidly fixed with electrically conductive carbon adhesive in the immediate vicinity of the rim 33. e) A group of parallel-connected blocks 21, in combination with an electrical circuit, forms a piezoelectric device 23, which is preferably integrated throughout the entire tire structure during the tire manufacturing process. f) Piezoelectric devices 23 are further accommodated in the tire structure of the at least one wheel 7, which are designed to generate electrical energy and which are coupled to the energy storage system 29 for receiving the electrical energy of the piezoelectric devices 23 and for storing selected amounts of the electrical energy. g) Finally, the at least one piezoelectric device 23 is designed to absorb mechanical deformations of the at least one wheel 7 during its rotation, which are caused by the pressure of the ground on the vehicle wheels 7, and to convert them into electrical charge according to the piezoelectric effect. h) the tyre structure of at least one wheel 7 of the vehicle contains an electric motor 35 which is designed to exert a torque on the corresponding wheel 7 through the interaction of stator 37, rotor 36, motor shaft 38, rim 33 and electromagnetic fields, wherein i) the at least one electric motor 35 is a wheel hub motor with a stator 37 with windings 41, a rotor 36 connected in a rotationally fixed manner to the rim 33 of the wheel 7, and electromagnetic fields in order to exert a torque on the corresponding wheel 7, wherein the stator 37 of the wheel hub motor is equipped with windings 41 made of electrically and thermally conductive carbon nanomaterials 18 and a plurality of permanent magnets 42 at the ends of iron cores 40 of the stator 37 and permanent magnets 39 are arranged on the rotor 37 in order to cause rotation of the wheel 7 through the interaction of the electromagnetic fields of the stator 37 and the electromagnetic fields of the permanent magnets 39 of the rotor 36. j) In order to reduce design deficiencies of the wheel hub motor, in particular the weight, heating and rust of drive components, the copper wire of the windings 41 of the stator 37 can be replaced by electrically and thermally conductive carbon nanomaterials 18 with low resistance and low heat generation, and the power supply of the electric motor 35 can be switched off in the stable movement mode in order to dispense with the cooling system of the electric motor 35 and reduce its weight. k) The electrical component of the electric vehicle 1 may further be connected to outputs of the piezoelectric devices 23 via the electrodes 30 and a resonant magnetic coupling to ensure energy transmission over appropriate distances to graphene super-capacitor batteries 22 and multiple devices through a single transmitter. l) The electrical energy for the drive and vehicle systems of the electric vehicle 1 can therefore preferably be provided by graphene supercapacitor batteries 22, some of which alternately supply the electrical components of the electric vehicle 1 with power during travel, while others are charged by a piezoelectric device 23. n) It is particularly advantageous that the sealing and rust protection of the electric motor 35 is carried out by applying water-repellent carbon nanomaterials. p) Furthermore, the method advantageously provides that the conversion of mechanical deformations of at least one rotating wheel 7 of the vehicle, which are alternately caused by the ground pressure on the wheels 7 and the internal pressure in the tire of the vehicle, into an electrical charge due to the piezoelectric effect, takes place simultaneously in a plurality of multi-coated threads of the piezoelectric devices 23 which come into contact with the road surface.

[0044] The implementation of the invention makes it possible to create a climate-neutral electric vehicle 1 and to increase the range and driving time. List of reference numbers 1 electric vehicle 2 suspension arms 3 Body 4 Carriage frame 5 steering elements 6 Bodywork 7 wheel 8 tires 9 Tread 10 side walls 11 tire beads 12 Profile 13 Tire cord coating 14 steel belts 15 carcasses 16 steel wire cores 17 tire cord threads 18 Carbon Nanomaterials 19 piezoelectric elements 20 output wire 21 blocks of piezoelectric elements 22 capacitor bank 23 piezoelectric device(s) 24 Electric vehicle drive 25 rubber layer 26 diodes 27 diodes 28 input wire 29 energy storage 30 electrodes 31 Power transmission unit 32 Power receiving unit 33 rim 34 controllers 35 electric motor 36 Rotor 37 Stator 38 Motor shaft 39 permanent magnets on the rotor 40 iron cores 41 windings 42 permanent magnets on the stator 80 tire circumference 130 Layer 1 131 Layer 2

Claims

[1] Climate-neutral electric vehicle (1) with increased range and driving time, which consists of - a chassis (10), - at least one wheel (7), - at least one electric motor (35) by means of which the at least one wheel (7) can be driven, and - at least one energy storage system (29) rechargeable with electrical charge for supplying at least one electrical component of the electric vehicle (1), wherein a) the at least one wheel (7) comprises a tire structure (8) with a carcass (15), tire beads (11), tire sidewall, steel belt (14) and a tread (9) as well as at least one tire cord coating (13) between the steel belt (14) and a tread (9), wherein b) at least one piezoelectric device (23) is accommodated in the tire structure of the at least one wheel (7), which device is designed to generate electrical energy and which is coupled to the energy storage system (29) for receiving the electrical energy of the piezoelectric device (23) and for storing selected amounts of the electrical energy, wherein c) the at least one piezoelectric device (23) is designed to absorb mechanical deformations of the at least one wheel (7) during its rotation, which are caused by the pressure of the ground on the vehicle wheels (7), and to convert them into electrical charge according to the piezoelectric effect, characterized by , that d) the tire structure of at least one wheel (7) of the vehicle contains the electric motor (35) which is designed to exert a torque on the corresponding wheel (7) through the interaction of the stator (37), rotor (36), motor shaft (38), rim (33) and electromagnetic fields, wherein e) the at least one electric motor (35) is a wheel hub motor with the stator (37) with windings (41), the rotor (36) connected in a rotationally fixed manner to the rim (33) of the wheel (7), and the electromagnetic fields in order to exert a torque on the corresponding wheel (7), wherein f) the stator (37) of the wheel hub motor is equipped with the windings (41) made of electrically and thermally conductive carbon nanomaterials and a plurality of permanent magnets (42) at the ends of iron cores (40) of the stator (37), and permanent magnets (39) are arranged on the rotor (37) in order to cause rotation of the wheel (7) through the interaction of the electromagnetic fields of the stator (37) and the electromagnetic fields of the permanent magnets (39) of the rotor (36), wherein g) the at least one piezoelectric device (23) and the electric motor (35) are installed at least in the same wheel (7). [2] Electric vehicle (1) according to claim 1, characterized by that the at least one piezoelectric device (23) and the electric motor (35) form a complex motor-wheel generator. [3] Electric vehicle (1) according to claim 1 or 2, characterized bythat the tire cord coating (13) is formed from multi-coated threads which are formed from a combination of tire cord threads 17, electrically conductive carbon nanomaterials 18, for example graphene nanotubes which have piezoelectric properties, and a rubber layer (25). [4] Electric vehicle (1) according to claim 3, characterized by that the tire cord coating (13) is formed by interweaving the multi-coated threads, wherein the transverse threads are placed perpendicular to the tire circumference (80) of the wheel tire (8). [5] Electric vehicle (1) according to claim 3, characterized bythat the multi-coated threads are connected in parallel and adjacent in such a way that they come into contact with the road surface at the same time and form piezoelectric elements (19), and are evenly distributed around the tire circumference (80) of the at least one wheel (7) at defined intervals, so that the piezoelectric elements (19) in the upper layer of the tire cord coating (13) lie above the defined distance between adjacent piezoelectric elements (19) of the lower layer of the tire cord coating (13) and are integrated over the entire tire structure during the tire manufacturing process. [6] Electric vehicle (1) according to claim 5, characterized by that the ends of the piezoelectric elements (19) in each layer of the tire cord coating (13) are connected in parallel with electrodes (30) to form blocks (21) and are rigidly fixed with electrically conductive carbon adhesive in the immediate vicinity of the rim (33). [7] Electric vehicle (1) according to claim 6, characterized by that the electrical component of the electric vehicle (1) is connected to outputs of the at least one piezoelectric device (23) via the electrodes (30) and a resonant magnetic coupling in order to ensure the energy transmission to several devices through a single transmitter.

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