ROW GENERATOR

Description

[0001] The present invention relates to a wheel generator, namely a converter for generating electrical energy in a rolling wheel of a vehicle from the deformation of the wheel tire due to contact with the road surface. Specifically, the present invention relates to a converter having the features of the preamble of claim 1. The present invention also relates to a system for generating electrical energy, as well as a vehicle or wheel comprising the system. State of the art

[0002] Vehicle tires, especially pneumatic tires, deform in the area of ​​the contact surface during rolling under load. This process causes the tire to flex, resulting in energy loss during power transmission due to heat buildup. The work performed in this process is called flexing energy.

[0003] The force required to flex the tire is a key component of rolling resistance and counteracts the driving force of a vehicle. On the one hand, increased flexing directly increases the vehicle's fuel consumption and can also reduce the tire's service life. On the other hand, a certain amount of tire deformation, and thus an increase in the tire's contact area with the ground, is certainly desirable for increasing the vehicle's traction coefficient and also for improving ride comfort. Therefore, the air pressure in a pneumatic tire is typically adjusted as a compromise between flexing and vehicle traction.

[0004] Energy loss due to tire flexion is, along with aerodynamic drag, one of the main components of total energy loss in a vehicle. Therefore, the development of recuperation systems (energy recovery, particularly for supplying the vehicle battery) based on the utilization of tire flexion has been of interest for several years, particularly in the field of electric vehicles.

[0005] Various methods and systems for generating energy on or in the vehicle tire are known in the prior art, mainly for supplying various tire monitoring sensors arranged in the tire with electrical energy, for example tire pressure sensors.

[0006] For example, WO 2015 / 054763 A1 discloses a generator in a tire in which, by using the slight deformation and reduction in space that occurs in the inner part of the tire between the wheel and the tire when it is in contact with the ground, a reciprocating movement is generated and a device is activated to rotate the generator.

[0007] Furthermore, EP 3 540 921 A1 discloses an energy converter for generating electrical energy in a rolling wheel of a vehicle by utilizing the elastic deformation of the wheel between the driving plane and the center axis of the wheel. The energy converter comprises a lever element with a cantilever mounted for rotation about a rotation axis. The lever element is configured for such an arrangement in a wheel for a vehicle that a deformation of the running surface toward the center axis of the wheel generates a force acting on a contact surface of the cantilever, and the force acting on the contact surface causes a rotational movement of the cantilever in a pumping direction of rotation about the rotation axis.

[0008] However, in the converters known from the prior art, there is direct contact between the levers or arms, which are firmly attached to the rim, and the wheel tire. It has been shown that at higher speeds, possibly as low as approximately 50 km / h for a typical car tire, the direct contact between the levers and the wheel tire leads to significant heating of the tire material at the contact point, its softening and increased stickiness, resulting in tire damage and ultimately the failure of the generator.

[0009] US2004 / 0130157 A1 discloses a wheeled vehicle with mechanical, preferably hydraulic, pumps in its tires. The weight of the vehicle inflates a reservoir as the tires roll. The pressure in the reservoir is used to propel the vehicle directly or indirectly. The pumps are driven by brackets supporting rollers. These come into contact with specially designed beads on the inside of the tire.

[0010] WO2007088627 A1 discloses another converter for generating electrical energy in a rolling wheel of a vehicle from the deformation of the wheel tire due to contact with the road surface.

[0011] In all converters known in the prior art, the lever elements are arranged at an angle significantly less than 45° to the surface of the tire's inner side. This reduces the forces that occur at the contact point due to the levers' direct contact with the tire's inner side. However, it also reduces the effective deflection of the lever elements, i.e., the angular range they cover during their movement. Disclosure of the invention

[0012] It is an object of the present invention to provide a converter for generating electrical energy in a rolling wheel of a vehicle from the deformation of the wheel tire due to contact with the road surface, which converter does not have the problems of the prior art, in particular ensuring reliable operation even at higher speeds with high efficiency.

[0013] This object is achieved according to the present invention with a converter for generating electrical energy in a rolling wheel of a vehicle from the deformation of the wheel tire due to contact with the road surface, comprising at least one lever element which is rotatably mounted at its first end and is configured at its second end to come into contact with the inside of a wheel tire via at least one contact element such that a deformation of the wheel tire due to contact with the road surface causes a rotational movement of the lever element, a mechanical coupling element which is suitable for transmitting the force occurring due to the rotational movement of the lever element, and at least one electrical generator which is configured to convert the force, preferably transmitted by the mechanical coupling element, into electrical energy,wherein, at the second end of the lever element, the contact element is rotatably mounted in / on the lever element about a rotational axis such that the contact element mediates contact between the lever element and the wheel tire, wherein the rotational axis of the contact element runs substantially parallel to the rotational axis of the wheel, and the sum (A+B) of the distance A of the rotational axis N of the lever element (1) from the wheel center M and the distance B of the rotational axis N from the contact point K of the contact element with the inner side of the wheel tire, in the case of several contact elements per lever element, the contact point with the greatest distance from the rotational axis N, in relation to the radius of the inner side of the wheel tire R ((A+B) / R)) is in the range of 102% to 110%. Advantageous embodiments are the subject of the dependent claims.

[0014] The invention is based on the realization that in known generators, the levers or arms, which are firmly connected to the rim, create friction when they come into direct contact with the wheel rim, resulting in strong local heat buildup. During its flexing motion, the wheel rim performs a non-linear movement with respect to the rim. This means that, based on the rim as the reference system, the movement of a defined part of the wheel rim that comes into contact with the road surface is not in a straight line during one wheel revolution, but rather circumscribes a surface. With levers or arms that are only rotatably mounted, a relative movement of the corresponding contact surface of the wheel rim and the lever or arm that comes into contact occurs during one wheel revolution, and thus friction occurs between them.The latter appears to lead to the failure of known generators, particularly at higher speeds—for a typical car tire, this occurs at speeds as low as approximately 50 km / h. Furthermore, the lever elements are arranged at an angle significantly less than 45° to the inner surface of the tire. This reduces the forces and thus the friction that occur at the contact point due to the direct contact of the levers with the tire. However, it also reduces the effective deflection of the lever elements, i.e., the angular range they cover during their movement.

[0015] According to the invention, it has now surprisingly been found that this problem can be solved by means of a combination of measures, namely that, on the one hand, at least one contact element, typically a roller or a part of a roller (roller segment), is rotatably mounted on the second end of the lever element in such a way that the contact element mediates contact between the lever element and the wheel tire, and the rotational axis of the contact element runs essentially parallel to the rotational axis of the wheel. The contact element is rotatably mounted on the second end of the lever element about a rotational axis and mediates contact between the lever element and the wheel tire. Due to its rotatable mounting, it is able to compensate for the relative movement between the wheel tire and the lever element via its own rolling movement and thus to minimize or avoid friction between the wheel tire and the lever element. On the other hand, the deflection of the lever elements, i.e.The angular range they cover during their movement is significantly increased if the sum (A+B) of the distance A of the axis of rotation N of the lever element from the wheel center M and the distance B of the axis of rotation N from the contact point K of the contact element with the inside of the wheel rim - in the case of multiple contact elements per lever element, the contact point with the greatest distance from the axis of rotation N - in relation to the radius of the inside of the wheel rim R ((A+B) / R)) is in the range of 102% to 110%. This value range for (A+B) / R means a significantly more "stretched" arrangement of the lever elements compared to the prior art, so that they are arranged almost perpendicular to the inside of the tire.Although this increases the forces and the relative movement between the wheel rim and the lever element, it enables a high level of efficiency, since only by increasing the angular range covered by the lever elements during their movement can an effective drive of the generators be ensured.

[0016] The invention will now be described in further detail with reference to preferred embodiments.

[0017] The converter according to the invention for generating electrical energy in a rolling wheel, wherein the wheel comprises a wheel tire typically filled with compressed air, of a vehicle from the deformation of the wheel tire due to contact with the road surface, comprises at least one lever element which is rotatably mounted at its first end and is configured at its second end to come into contact with the inside of the wheel tire via at least one contact element such that a deformation of the wheel tire due to contact with the road surface causes a rotational movement of the lever element.

[0018] The rotational movement of the lever element is typically understood to mean a partial rotation (pivoting movement) of the lever element about the axis of rotation N at the first end. The lever element is therefore specifically designed to detect deformations of the wheel tire in the region of the contact surface that occur during the rolling process of the loaded wheel rolling on a substantially flat driving plane by means of the contact element and to translate these deformations into a rotational movement about the axis of rotation N at the first end of the lever element. The lever element itself therefore has no contact with the inside of the tire, but is only in contact with it via the at least one contact element. According to one embodiment of the converter, this or the lever element is configured such that the contact surface of the contact element of the lever element is designed to establish contact with the inside of the tire of the wheel.

[0019] The lever element is rotatably mounted at its first end, preferably on the support structure or the rim of the wheel. In principle, the axis of rotation N at the first end of the lever element can have any direction that runs essentially parallel to its corresponding contact surface on the inside of the wheel rim, since the flexion movement of the inside of the wheel rim, i.e., a movement toward the rim, can thus lead to a partial rotation of the lever element. In a preferred embodiment, the axis of rotation of the lever element runs essentially parallel to the axis of rotation of the wheel.

[0020] In the context of the present invention, substantially parallel preferably means a deviation from the parallel of less than 10°, more preferably less than 5°.

[0021] In a preferred embodiment, the lever element is one piece. In this case, it preferably carries one, in particular only one, contact element which is rotatably mounted thereon. In an alternative, equally preferred embodiment, the lever element is at least split in two, i.e. consists of at least two, preferably only two, parts which are mechanically connected and preferably partially rotatable relative to one another. For example, the first part of the lever element forms the first end, at which the lever element is rotatably mounted, and the second part represents the second end which carries the contact element(s). The partial rotatability of the first part relative to the second part allows the rotational movement (rocking movement) of the lever element to be compensated for when the contact elements come into contact with the inside of the tumbled tire, while at the same time maintaining contact between the contact elements and the inside of the tire.In this alternative embodiment, the lever element preferably carries at least two, in particular only two, contact elements, which are rotatably mounted on the lever element, in particular the second part. Particularly preferably, in the alternative embodiment, the lever element thus consists of a first part with the first end, and the second part, which represents a holding element for at least two, preferably two, contact elements, thus preferably representing a roller carriage. The latter is configured so that both contact elements can come into contact with the inside of the wheel tire (surface of the inside of the tire) simultaneously. In this way, the contact area on the inside of the wheel tire can be increased, and thus the point force and thus the point load on the wheel tire can be reduced. The second part (hereinafter also referred to as the "carriage") is mounted on the lever element in such a way that it can be partially rotated so that when the lever element is "folded out," e.g.from the rest position, contact of all contact elements carried by the carriage with the wheel rim is made possible. In a preferred embodiment, the distance between the axes of rotation of the contact elements carried by the (each) carriage is approximately equal to (±10%, preferably ±5%) the distance between the axes of rotation of two adjacent contact elements of second (immediately) adjacent lever elements when the contact elements bear against the inside of the wheel rim. For example, the distance between the axes of rotation of second contact elements carried by each of the carriages of the preferably 8 or 12 lever elements is preferably approximately equal to (±10%, preferably ±5%) the distance between the axes of rotation of a contact element of a first carriage and the axis of rotation of the nearest contact element of the (immediately) adjacent carriage.In other words, the angle β that the two axes of rotation of the contact elements of a carriage span with respect to the axis of rotation of the wheel is preferably approximately 360° / 2*n, where n is the number of lever elements or carriages. The angle β that the two axes of rotation of the contact elements of a carriage preferably span with respect to the axis of rotation of the wheel is therefore approximately (±10%, preferably ±5%) half the angle α between two lever elements. The angle α is the angle that the axes of rotation of two adjacent lever elements (or as in the . Figure 14shown, with the same position of the lever elements, also the axes of rotation of the carriages) span relative to the axis of rotation of the wheel. The angle α thus corresponds to 360° / n, where n is the number of lever elements. In this embodiment, the force is distributed evenly over the wheel rim (surface of the inside of the tire), since the contact elements contact the wheel rim at approximately the same distance. With 12 lever elements and two rollers per carriage, 24 contact elements are in contact with the inside of the tire at approximately the same distance (±10%, preferably ±5%) (the angle β between adjacent contact elements, both two contact elements of a carriage and the adjacent contact elements of two adjacent carriages, is then approximately 15° (±10%, preferably ±5%)).Contact elements that are approximately equally and therefore evenly spaced across the inside of the tire also lead to a more even energy transfer to the lever elements, since in typical flexion deformations, for example of car or truck tires, at least two lever elements always experience a deflection via their slides at the same time.

[0022] In one embodiment, the preferably two contact elements of a carriage, preferably when designed as rollers, are spanned or rotated by a belt or band. The belt or band runs, for example, directly around both rollers, or additionally around a deflection roller, which can also be arranged on the carriage. The spanned contact elements, preferably rollers, come into contact with the inside of the tire via the belt or band. This increases the effective contact area of ​​the contact elements with the inside of the tire and thus reduces the point load and thus the stress on the tire. The belt can be designed, for example, as a V-belt or V-ribbed belt to prevent it from running off the rollers.

[0023] In a preferred embodiment, the converter has at least two lever elements arranged rotationally symmetrically around the axis of rotation of the wheel, in particular at least 6 to 16, most preferably 8 to 12.

[0024] The lever element of the converter according to the invention comprises at least one contact element. The lever element comes into contact with the inner side of the tire via the contact element, so that deformation of the wheel tire due to contact with the road surface causes a (partial) rotational movement of the lever element. This means that the lever element has at least one contact element rotatably mounted in or on the lever element at its second end, such that the contact element mediates contact between the lever element and the wheel tire.

[0025] Preferably, the lever element does not come into direct contact with the inside of the wheel tire at its first end (during normal operation) in any position of rotation about its axis of rotation N, i.e., it does not touch it. Rather, only the contact element(s) come into contact with the inside of the wheel tire, i.e., touches it, provided that the lever element has rotated accordingly about the axis of rotation at the first end towards the tire surface (away from the rim). The axis of rotation of the contact element(s) is substantially parallel to the axis of rotation of the wheel. If more than one contact element is present on a lever element, their axes of rotation are arranged parallel.The possibility that the contact element is, on the one hand, rotatably mounted on the lever element and, on the other hand, can rotate about an axis that is essentially parallel to the axis of rotation of the wheel, makes it possible to compensate for the relative movement between the wheel rim and the lever element, thus minimizing friction between the wheel rim and the lever element. The contact element is preferably essentially rotationally symmetrical with respect to its axis of rotation in terms of its dimensions, at least in the area that comes into contact with the inside of the wheel rim. In particular, it is therefore a roller or partial roller (roller segment). The roller is essentially cylindrical in shape (the axis of rotation of the contact element then corresponds to the cylinder axis), optionally with a circularly outwardly curved cylinder surface (barrel-shaped roller).Typical suitable radii of the contact element, i.e. preferably roller radii, are those in which the ratio of the radius of the contact element to the radius of the inside of the wheel rim R (around the wheel center) is in the range from 0.04 to 0.08, preferably 0.05 to 0.07. Typical suitable roller radii, in particular for a car tire, are therefore in the range from 18 mm to 30 mm. The contact element is preferably freely rotatable with respect to its axis of rotation, in particular freely rotatable through 360°. This means that the contact element can preferably rotate freely around the axis of rotation around which it is rotatably mounted and fastened on / in the lever element or in the carriage, in particular completely around its own axis. This ensures uniform contact between the contact element and the inside of the wheel rim during operation, even at higher speeds.

[0026] The ratio of the distance A of the axis of rotation of the lever element N from the wheel center M to the radius of the inner side of the wheel tire R (A / R) is in the range of 0.55 to 0.60, preferably 0.56 to 0.59.

[0027] The ratio of the distance B of the axis of rotation of the lever element N from the contact point K of the contact element with the inside of the wheel rim (in the case of several contact elements per lever element, the one with the greatest distance from the axis of rotation N) to the radius of the inside of the wheel rim R (B / R) is in the range from 0.44 to 0.55, preferably 0.45 to 0.53, in particular 0.46 to 0.50.

[0028] In the converter according to the invention, the lever element, which is rotatably mounted at its first end, can come into contact with the inner side of the wheel rim via the at least one contact element. This means that the sum of the distance A of the rotational axis of the lever element N from the wheel center M and the distance B of the rotational axis N from the contact point K of the contact element with the inner side of the wheel rim (in the case of multiple contact elements per lever element, the contact point is the one with the greatest distance from the rotational axis N) (A+B) is greater than the radius of the inner side of the wheel rim R. The ratio of A+B to the radius of the inner side of the wheel rim R ((A+B) / R)) is, according to the invention, in the range of 102% to 110%, in particular 103% to 107%.

[0029] The radius R always refers to the radius of the unloaded tire from the wheel center to the inside of the tire (surface of the tire's inner side). The axis of rotation of the lever element N refers to the axis of rotation of the lever element at its first end.

[0030] The converter according to the invention further comprises a mechanical coupling element. This is configured and suitable for transmitting the force generated by the rotational movement of the lever element, preferably to the generator(s). Typical suitable mechanical coupling elements are gears and axles, belts, chains, and the like. The mechanical coupling element preferably comprises at least one ring with external or internal teeth, a chain or belt, in particular a toothed belt and / or a V-ribbed belt. The force of all lever elements of the converter is preferably transmitted to a common mechanical coupling element, for example a ring with external or internal teeth, a chain or belt, in particular a toothed belt and / or a V-ribbed belt. The latter mechanical coupling element is thus in frictional connection with all lever elements of the converter. This allows for more continuous drive of the generator(s).Preferably, the mechanical coupling element is also connected to all generators. By distributing the total energy generated by the lever elements across multiple generators, they can be operated continuously, allowing for efficient energy recovery with minimal material usage.

[0031] In a preferred embodiment, the converter comprises a mechanical coupling element, which is designed as a belt, in particular a V-belt, toothed belt, or V-groove belt, and which establishes a frictional connection between all lever elements, preferably 8 or in particular 12, of the converter and all generators, preferably three. It is preferred that the belt is guided either around a pulley connected to a lever element and, alternately, a freewheel pulley (deflection pulley) or a pulley connected to a generator (generator drive pulley). Alternatively, and this is particularly preferred, the belt is guided over two pulleys, each connected to an (immediately) adjacent lever element, followed by a freewheel pulley or, alternately, a pulley connected to a generator.In the latter embodiment, the belt most preferably runs over 12 rollers, each connected to a lever element, three freewheel rollers and three rollers connected to a generator.

[0032] Finally, the converter according to the invention comprises at least one electrical generator configured to convert the force generated by the rotational movement of the lever element(s), preferably transmitted by the mechanical coupling element, into electrical energy. In a preferred embodiment, the converter has at least two generators arranged rotationally symmetrically around the rotational axis of the wheel, in particular at least 2 to 12, most preferably 3 to 8, for example three or four. Preferably, the number of lever elements corresponds to a multiple of the number of generators.

[0033] Typically, the generator rotor is driven via the mechanical coupling element, and the stator is connected to the carrier element / rim of the wheel. Preferably, all generators are driven simultaneously via the mechanical coupling element.

[0034] Alternatively, the rotor of the generator is moved via direct coupling with the lever elements, for example, via the one-way clutch or a connecting element attached or coupled to it, such as a connecting wheel. The stator is connected to the carrier element / rim of the wheel. In this embodiment, the force of the lever elements is transmitted through the mechanical coupling element to all one-way clutches of the lever elements, and via these to the generators, preferably all generators simultaneously, thereby driving them.

[0035] So that the electric generator can still be driven at suitable speeds, for example, even through relatively small deflections of a lever element and thus small movement of the mechanical coupling element, the converter, preferably via the mechanical coupling element, according to a further preferred embodiment has a gear or a transmission, preferably per generator, configured to generate a defined transmission between the (partial) rotational movement of the lever element and a rotational movement of the generator rotor. For example, the gear and / or the transmission is configured to generate a transmission between the rotational movement of the lever element and the rotational movement of the rotor towards higher rotor speeds, in particular a transmission with a ratio of 1 to 2 to 1 to 10.Additionally or alternatively, a corresponding transmission ratio can be ensured by the frictional connection between the lever element and the mechanical coupling element and / or between the mechanical coupling element and the generator. Preferably, a correspondingly suitable generator speed is ensured solely by means of the transmission ratio between the lever element and the mechanical coupling element and / or between the mechanical coupling element and the generator.

[0036] To ensure continuous movement and thus power transmission of the mechanical coupling element, it is preferred that the lever element(s) transmit the power via a one-way clutch, i.e., a clutch dependent on the direction of rotation, for example, to the mechanical coupling element. Thus, the converter preferably has one one-way clutch per lever element, configured for a clutch dependent on the direction of rotation, i.e., having a clutch direction for establishing an active clutch and a freewheeling direction. Typically, the one-way clutch is configured such that the frictional connection occurs when the lever element moves toward the wheel's axis of rotation, and correspondingly, freewheeling occurs when the lever element moves away from the wheel's axis of rotation.The lever element, the one-way clutch, the mechanical coupling element and the electric generator are preferably arranged and configured such that the rotational movement of the lever element is transmitted via the one-way clutch in the coupling direction via the mechanical coupling element to the rotor of the electric generator and is converted into electrical energy by the electric generator.

[0037] According to a further preferred embodiment, the converter according to the invention comprises a preloading means for the lever element(s), in particular a spring, which preloads the rotation of the lever element about its first end with a force in the direction of rotation of the lever elements caused by the deformation of the wheel tire due to contact with the road surface, i.e., in the direction of rotation of the lever element toward the wheel's axis of rotation. The preloading element ensures that the lever element(s) are not in contact with the wheel tire when the wheel is stationary or at only low wheel speeds, i.e., they remain in a "retracted" state. This simplifies wheel repair and tire replacement on the wheel.The preloading means is then expediently configured such that, at suitable wheel speeds, movement of the lever element away from the wheel's rotational axis is permitted (i.e., the centrifugal force exceeds the preload force), and the contact element of the lever element can come into contact with the wheel tire. Preferably, the preloading means is configured such that, at wheel speeds of at least 100 rpm, more preferably at least 120 rpm, movement of the lever element away from the wheel's rotational axis is permitted. Typical speeds are approximately 125 rpm, which corresponds to a speed of approximately 15 km / h (for a car).

[0038] To prevent excessive impacts and / or excessive deformation of the wheel's running surface from damaging the converter or its components due to forces acting on the lever element, a corresponding protective mechanism, particularly overload protection, is preferably provided. For example, the overrunning clutches, the clutches within or to the mechanical coupling element, and / or the clutches to the generators are preferably safety clutches with overload protection, which allow rotation without effective coupling when defined maximum forces are exceeded.

[0039] The present invention further relates to a system for generating electrical energy in a rolling wheel of a vehicle from the deformation of the wheel rim due to contact with the road surface, comprising a transducer as described above and a support element / wheel rim as the support structure. In a preferred embodiment, the lever elements, including contact elements, do not protrude beyond the rim flanges, i.e., beyond the lateral surface of a cylinder defined by the rim flanges.

[0040] In one embodiment, the system comprises a converter as described above and a support structure, wherein the support structure is typically configured to hold the energy converter in a fixed arrangement around the center axis of the wheel. In particular, the support structure itself can be formed as the rim of the wheel or integrated into it, or the system comprises a rim—specifically intended for combination with the support structure—configured for fixedly receiving the support structure. Preferably, the rim is a single piece.

[0041] According to a further embodiment, the system comprises a multi-part rim, which can simplify the installation of the converter or the support structure in the wheel. For example, the multi-part rim is designed as a two-part rim with a rim well and a rim sleeve, or as a three-part rim with a rim well, a rim sleeve, and a rim spider. In this case, the converter or the support structure and the multi-part rim can be configured, for example, such that the converter or the support structure is mounted on a rim well of the multi-part rim.

[0042] Finally, the present invention relates to a land vehicle, preferably a motor vehicle or a truck, or a wheel, comprising a system as described above.

[0043] The invention will now be described with reference to the drawings. Figure 1 shows a schematic side view of a converter according to the invention. Figure 2shows a schematic side view of a converter according to the invention. Figure 3 shows a schematic side view of a converter according to the invention. Figure 4 shows a schematic side view of a converter according to the invention. Figure 5 shows an isometric view of a lever element including contact element. Figure 6 shows an isometric view of a lever element including contact element. Figure 7 shows an isometric view of a converter according to the invention with lever elements with a contact element with rim with tire. Figure 8 shows an isometric view of a converter according to the invention with lever elements with a contact element with rim with tire. Figure 9 shows an isometric view of a converter according to the invention with lever elements each with two contact elements. Figure 10 shows an isometric view of a converter according to the invention with lever elements each with two contact elements. Figure 11 illustrates the relationships between the distances of the axis of rotation of the lever element N from the wheel center M and the contact point K. Figure 12 illustrates three embodiments of the lever element. Figure 13 shows a schematic side view of a converter according to the invention with lever elements each with two contact elements. Figure 14 shows a schematic side view of a converter according to the invention with lever elements each with two contact elements.

[0044] A converter according to the invention is Figure 1 shown, which comprises lever elements 1 including contact elements 2, here rollers. Due to the deformation of the tire 8 due to the contact with the road surface, the lever element, which rests on the inner side of the tire 8 in the area of ​​contact with the road surface via the contact element, is partially rotated about the axis of rotation at its first end, as shown in Figure 1indicated below. The resulting force is transmitted to the generator 5 via the overrunning clutch 3 and the mechanical coupling element 4, here designed as a free-floating central ring with internal gearing. The generated electrical energy is fed into the vehicle via the controller 6 via the power output connection 9. Typical connections according to the invention are cables, sliding contacts (brushes), or electromagnetic transmission. The lever elements 1 are arranged rotationally symmetrically around the rim 7.

[0045] An alternative converter according to the invention is described in Figure 2 shown, which comprises lever elements 1 including contact elements 2, here rollers. Due to the deformation of the tire 8 due to the contact with the road surface, the lever element, which rests on the inner side of the tire 8 in the area of ​​contact with the road surface via the contact element, is partially rotated about the axis of rotation at its first end, as shown in Figure 2indicated below. The resulting force is transmitted directly to a generator 5 via the overrunning clutch 3, and to the other overrunning clutches and the generators via the mechanical coupling element 4. The generated electrical energy is fed into the vehicle via the controller 6 via the power output connection 9. The lever elements 1 are arranged rotationally symmetrically around the rim 7.

[0046] An alternative converter according to the invention is described in Figure 3 shown, which comprises lever elements 1 including contact elements 2, here rollers. Due to the deformation of the tire 8 due to the contact with the road surface, the lever element, which rests on the inner side of the tire 8 in the area of ​​contact with the road surface via the contact element, is partially rotated about the axis of rotation at its first end, as shown in Figure 3indicated below. The resulting force is transmitted to a generator 5 via the overrunning clutch 3 and a connecting gear with external teeth 10, and to the other overrunning clutches and the generators via the mechanical coupling element 4. The generated electrical energy is fed into the vehicle via the controller 6 via the power output connection 9. The lever elements 1 are arranged rotationally symmetrically around the rim 7.

[0047] An alternative converter according to the invention is described in Figure 4 shown, which comprises lever elements 1 including contact elements 2, here rollers. Due to the deformation of the tire 8 due to the contact with the road surface, the lever element, which rests on the inner side of the tire 8 in the area of ​​contact with the road surface via the contact element, is partially rotated about the axis of rotation at its first end, as shown in Figure 4indicated below. The resulting force is transmitted to a generator 5 via the overrunning clutch 3 and a connecting gear with internal teeth 11, as well as to the other overrunning clutches and the generators via the mechanical coupling element 4. The generated electrical energy is fed into the vehicle via the controller 6 via the power output connection 9. The lever elements 1 are arranged rotationally symmetrically around the rim 7.

[0048] Figure 5shows a detailed view of an embodiment of a lever element 1 with a contact element 2, here designed as a roller. The force is transmitted to the gear via the axle at the first end of the lever element. The latter transmits the force to the mechanical coupling element and possibly directly to a generator (not shown). The overrunning clutch 3 transmits the movement of the lever element in only one direction, and the overload protection 12 ensures that excessive forces are not transmitted.

[0049] Figure 6shows a detailed view of an embodiment of a lever element 1 with a contact element 2, here designed as a roller. The force is transmitted to the gear via the axle at the first end of the lever element. The latter transmits the force to the mechanical coupling element and possibly directly to a generator (not shown). The overrunning clutch 3 transmits the movement of the lever element in only one direction, and the overload protection 12 ensures that excessive forces are not transmitted. A spring serves as a preload element 13.

[0050] Figure 7 shows a converter according to the invention integrated into a wheel with tire 8. The converter comprises a set of lever elements 1, each with a contact element 2 in the folded state, i.e., tightly fitting against the base of the rim 7. The mechanical coupling element 4 is designed as a toothed belt and connects all drive shafts of the lever elements 1 as well as the drive shafts for the generators (not shown).

[0051] Figure 8 shows a converter according to the invention integrated into a wheel with tire 8. The converter comprises a set of lever elements 1 each with a contact element 2 as in Figure 7 , however, in the extended state, for example, due to the influence of centrifugal force at a sufficiently high wheel rotation speed, i.e., folded away from the rim 7. In this state, the contact elements 2 are in contact with the inside of the tire 8. A flexing movement of the tire due to contact with the road surface leads to a corresponding rotational movement of the lever elements. The mechanical coupling element 4 is designed as a toothed belt and connects all drive shafts of the lever elements 1 as well as the drive shafts for the generators (not shown).

[0052] Figure 9shows a converter according to the invention integrated into a wheel. The converter comprises a set of lever elements 1 each with two contact elements 2 in the folded state according to Figure 7 , that is, close to the bed of the rim.

[0053] Figure 10 shows a converter according to the invention integrated into a wheel. The converter comprises a set of lever elements 1 each with two contact elements 2 as in Figure 9 , but in extended position (according to Figure 8 ), for example, due to the influence of centrifugal force at a sufficiently high wheel rotation speed, i.e., folded away from the rim. In this state, the contact elements 2 are in contact with the inner surface of the tire. A flexing movement of the tire due to contact with the road surface leads to a corresponding rotational movement of the lever elements.

[0054] Figure 11illustrates the length A as the distance of the rotational axis of the lever element N from the wheel center M and the length B as the distance of the rotational axis of the lever element N from that of the contact point K. The latter is the greatest distance of the contact element from the rotational axis of the lever element N that comes or can come into contact with the inside of the wheel tire.

[0055] Figure 12shows detailed views of three embodiments of lever elements 1 with contact element(s) 2, here designed as a roller. In embodiment A, the lever element 1 carries a roller as contact element 2. In embodiment B, the lever element 1 carries a carriage 14 (second part) which carries two rollers as contact elements 2. In embodiment C, the lever element 1 also carries a carriage 14 (second part) which carries two rollers as contact elements 2. In embodiment C, the two rollers as contact elements 2 are spanned by a belt 15 which is guided over a further roller (not shown) mounted on the carriage.

[0056] Figure 13shows a converter according to the invention integrated into a wheel with tires. The converter comprises a set of lever elements 1, each with two contact elements 2, which are mounted in a carriage 14. The lever elements are shown in the folded state, i.e., lying closely against the bed of the rim 7. The mechanical coupling element 4 is designed as a toothed belt and connects all drive shafts of the lever elements 1 as well as the drive shafts for the generators 5. The toothed belt runs alternately over lever element drive pulleys 18 and either deflection pulleys 16 or generator drive pulleys 17. The generators 5 are driven via the generator drive pulleys 17, again via belts.

[0057] Figure 14shows a converter according to the invention integrated into a wheel with tire 8. The converter comprises a set of lever elements 1, each with two contact elements 2, which are mounted in a carriage 14. The angle α is the angle spanned by the axes of rotation of two adjacent lever elements (or, as shown in the figure, with the same position of the lever elements, also the axes of rotation of the carriages) with respect to the axis of rotation of the wheel. The angle α thus corresponds to 360° / n, where n is the number of lever elements. The angle β is the angle spanned by the two axes of rotation of the contact elements of a carriage with respect to the axis of rotation of the wheel. The lever elements are as in

[0058] Figure 7, but in an extended state, for example due to the influence of centrifugal force at a sufficiently high rotational speed of the wheel, i.e. folded away from the rim 7. In this state, the contact elements 2 are in contact with the inside of the tire 8. A flexing movement of the tire due to contact with the road surface leads to a corresponding rotational movement of the lever elements. The mechanical coupling element 4 is designed as a toothed belt and connects all drive shafts of the lever elements 1 as well as the drive shafts for the generators 5. The toothed belt runs alternately over lever element drive pulleys 18 and either deflection pulleys 16 or generator drive pulleys 17. The generators 5 are driven via the generator drive pulleys 17, again via belts. Reference character list:

[0059] 1 Lever element 2 Contact element 3 Overrunning clutch 4 Mechanical coupling element 5 Generator 6 Controller 7 Rim 8 Tire 9 Power output connection 10 Connecting gear with external teeth 11 Connecting gear with internal teeth 12 Overload protection 13 Pretensioning element 14 Carriage 15 Belt on contact elements 16 Deflection pulley 17 Generator drive pulley 18 Lever element drive pulley

Claims

1. Transducer for obtaining electrical energy in a rolling wheel of a vehicle from the deformation of the wheel tyre by contact with the roadway, comprising a) at least one lever element (1) which is rotatably mounted at its first end and at its second end is configured to come into contact with the inside of a wheel tyre via at least one contact element (2) in such a way that a deformation of the wheel tyre due to contact with the roadway causes a rotational movement of the lever element, b) a mechanical coupling element (4), which is suitable for transmitting the force generated by the rotational movement of the lever element (1), and c) at least one electrical generator (5) configured to convert the transmitted power into electrical energy, wherein at the second end of the lever element (1) the contact element (2) is rotatably mounted on the lever element about a rotational axis in such a way that the contact element (2) facilitates the contact of the lever element with the wheel tyre, and the rotational axis of the contact element (2) runs substantially parallel to the rotational axis of the wheel, characterised in that the ratio of the distance A of the axis of rotation of the lever element N from the wheel centre M to the radius of the inside of the wheel tyre R (A / R) is in the range of 0.55 to 0.60 and the ratio of the distance B of the axis of rotation of the lever element N from the contact point K of the contact element with the inside of the wheel tyre, in the case of a plurality of contact elements per lever element the one with the greatest distance from the axis of rotation N, to the radius of the inside of the wheel tyre R (B / R) is in the range of 0.44 to 0.55, and the sum (A+B) is greater than R.

2. Transducer according to Claim 1, characterised in that the electrical generator (5) is configured to convert the power transmitted by the mechanical coupling element (4) into electrical energy.

3. Transducer according to Claim 1 or 2, characterised in that the contact element (2) has a shape substantially rotationally symmetrical with respect to rotation about its axis of rotation, and in particular constitutes a roller.

4. Transducer according to one of the preceding claims, characterised in that the contact element (2) is freely rotatable with respect to rotation about its axis of rotation.

5. Transducer according to one of the preceding claims, characterised in that the contact element (2) is freely rotatable through 360° with respect to rotation about its axis of rotation.

6. Transducer according to one of the preceding claims, characterised in that the axis of rotation N of the lever element (1) runs substantially parallel to the rotational axis of the wheel.

7. Transducer according to one of the preceding claims, characterised in that the transducer has at least two lever elements (1) arranged rotationally symmetrically about the rotational axis of the wheel.

8. Transducer according to one of the preceding claims, characterised in that the transducer has at least two electrical generators (5) arranged rotationally symmetrically about the rotational axis of the wheel.

9. Transducer according to one of the preceding claims, characterised in that the lever element or elements (1) transmit(s) the force to the mechanical coupling element (4) via a one-way clutch (3).

10. Transducer according to one of Claims 7 to 9, characterised in that all of the lever elements (1) transmit the force to a common mechanical coupling element (4).

11. Transducer according to one of the preceding claims 8 to 10, characterised in that the mechanical coupling element (4) is configured in such a way that it can transmit the force experienced by the lever elements (1) to all electrical generators (5).

12. Transducer according to one of the preceding claims, characterised in that the mechanical coupling element (4) comprises a ring with external or internal toothing, a chain or a belt, in particular a toothed belt.

13. Transducer according to one of the preceding claims, characterised in that the transducer further has a prestressing means for the lever elements (1), which prestresses the rotation of the lever elements (1) about their first end with a force into the rotational movement of the lever elements caused by the deformation of the wheel tyre due to contact with the roadway.

14. System for obtaining electrical energy in a rolling wheel of a vehicle from the deformation of the wheel tyre by contact with the roadway, comprising a transducer according to any one of the preceding claims and a wheel rim as a support structure.

15. Vehicle or wheel comprising a system according to Claim 14.