Kinetic energy driven stationary generator in a rotating wheel

Abstract

The invention is embodied in a stabilization mechanism that can be incorporated in a wheel to construct a DC generator or AC alternator. The electricity generated can be transmitted to a battery in the hub or via wire through a stationary ring on the hub cap to the vehicle's battery while the wheel is in motion.

Description

Kinetic Energy Driven Stationary Generator in a Rotating WheelField of Invention

[0001] The present invention relates to generating electricity inside a rotating hub. More specifically, the present invention relates to providing a stationary housing inside a rotating hub to enable the operation of a kinetic energy driven generator inside a rotating wheel.Background

[0002] Combustion engine powered vehicles use alternators to generate AC and convert it to DC using diode rectifiers. The alternator transforms the engine's mechanical energy through the pulley to its rotating shaft to electricity. Without a combustion engine, the traditional alternator currently has no place in electric vehicles.

[0003] Hub generators are popular in modern cycles with a small electrical generator built into the hub of a bicycle wheel that is usually used to power lights. The DC generator can be placed in the front wheel, the paddle axle, and the rear wheel. These generators have the stationary part fixed to the cycle's frame.

[0004] Vehicle Hub motors were popular in the late 1890+, they may be implemented with direct-drive or planetary gears. They rotate the wheel either through an axial, in-runner, or out-runner rotor design, with either a brushed or brushless commutator design. The designs also have the stationary part fixed to the vehicle's frame.

[0005] Both the cycle hub generator and the vehicle hub motor were designed to generate electricity to be used by the devices attached to the frame.

[0006] Maintaining proper tire pressure is critical to tire life and safety but can be easily ignored or overlooked by many drivers. Vehicle wheel hub-mounted air compressors are available. Current market products are impeller-casing unibody centrifugal compressors limited to long haul. The inefficiency is due to the lack of the ability to keep the diffuser stationary whilerotating the center impellers. The rotating impellers add velocity to the draft air, while the stationary diffusers reduce the kinetic energy to potential energy which increases the air pressure.

[0007] Running an electric wire from a vehicle's power to a rotating hub of a moving wheel and installing a standalone magnetic DC generator or alternator inside the hub faces the most challenging tasks of maintaining a stationary house and wire connections.

[0008] Due to the limitation of providing sufficient electricity to a wheel, the current practice of advanced usage of Al technology is limited to battery-powered Bluetooth TPMS Sensor, a tire-pressure monitoring system that monitors the air pressure inside the pneumatic tires on vehicles.

[0009] The laws of physics forbid affixing a generator to a car axle / shaft for the attempt of a perpetual motion machine. A generator fixed to the car axle / shaft produces electricity but it produces less electrical energy than the energy consumed for running the generator. The law of conservation of energy states that the total amount of energy in the universe cannot change. Energy cannot be destroyed nor created from nothing. Instead, the energy may change form, for example from chemical (e.g., stored in a battery) to mechanical (e.g., a rotating wheel).

[0010] OSVehicle, a company, that focuses on enabling new startups in the electric and hybrid vehicle industry, published on November 7, 2022, the use of car wheels to generate electricity is a promising new technology that has the potential to provide a clean and renewable source of energy. This technology works by using the kinetic energy of the car wheels to power a generator, which in turn produces electricity. This electricity can then be used to power the car, or it can be stored in batteries for later use. This technology is still in its early stages of development, but it has the potential to revolutionize the way we power our cars and homes.

[0011] Dr. Gavendra Norkey and five colleges of the School of Mechanical Engineering, Lovely Professional University, Jalandhar, Punjab, published a paper "GENERATING ELECTRICITY FROM ROTATIONAL WHEELS IN VEHICLES" in the International Research Journal of Engineering and Technology (IRJET) Volume: 08 Issue: 04 | Apr 2021. Dr. Srikar Dasari of Deggendorf Instituteof Technology refers to the generation of power using wheel kinetic energy. The paper includes a prototype wheel generator that uses the wheel's kinetic energy to generate electricity.

[0012] The current art of converting the wheel's kinetic energy to electricity through regenerative braking has been successful. Tesla and Toyota Prius can convert 70% of the kinetic energy to electricity during the breaking process from the wheel moving to a complete stop.

[0013] Another method under development is the conversion of friction energy into electrical energy that occurs through a process called electromagnetic induction. This process involves moving a magnet through a coil of wire, which creates an electric current. Friction is used to move the magnet, thus converting the energy of the tire friction into electrical energy.

[0014] What is needed is a stabilizing mechanism to allow a generator inside a rotating hub to use the wheel's kinetic energy for electric generation while the vehicle is moving.Summary of Invention

[0015] The invention is embodied in a stabilization mechanism that can be incorporated into a wheel to construct a DC generator or AC alternator. The electricity generated can be transmitted to a battery in the hub or via wire through a stationary ring on the hub cap to the vehicle's battery while the wheel is in motion.

[0016] The preferred embodiment of the invention starts with a hollow cylinder positioned in the center of a wheel. Inside the hollow cylinder is a stationary housing that encloses a generator with a rotating generator shaft. The generator shaft is positioned on a central axis of the hollow cylinder and is rotationally fixed to the hollow cylinder so that when the hollow cylinder rotates, the generator shaft rotates.

[0017] To enable the stationary housing to remain stationary while the hollow cylinder rotates, an extension tube is rotationally fixed on at least one side (but preferably both sides) of the stationary housing. The extension tube permits the generator shaft to pass through its center and rotate freely inside the extension tube. In this configuration, the hollow cylinder and generator shaft can rotate while the stationary housing is rotationally free from the hollowcylinder and generator shaft. For additional structural support, a mechanical spacer can be rotationally fixed to the hollow cylinder and rotate on a bearing mounted to the extension tube.

[0018] To help keep the stationary housing stationary, a gear box housing a plurality of gears is mounted on each extension tube. Inside the gear box, a first gear is rotationally fixed to the generator shaft. The first gear is rotationally engaged to some interim gears, and the interim gears are rotationally engaged to a counter bearing, which is rotationally fixed to the extension tube. This gearbox is configured so that when the generator shaft rotates clockwise relative to the stationary housing, an outside race of the counter bearing rotates counterclockwise. As a result, the stationary housing remains stationary as the hub rotates.

[0019] Fan blades can be mounted to the hollow cylinder. When rotating, the fan blades can direct air inside the hollow cylinder for cooling. The preferred way to configure a fan blade is to mount a three-race roller bearing on the generator shaft. The inner race of the three-race roller bearing should be rotationally fixed to the generator shaft. A stationary ring mounted between the outer race of the three-race bearing and an outer bearing permits the stationary ring to remain stationary relative to the rotating hollow cylinder. A fan blade rotationally fixed to the hollow cylinder and the outside race of the outer bearing enables the fan blade to rotate with the hub and direct air into the hub.

[0020] Alternatively, an air compressor can be configured using the same basic assembly as the fan blade embodiment. But instead of a fan blade, a collector is mounted between the outside race of the outer bearing and the hollow cylinder. An impeller can be connected to the generator shaft and a diffuser can be connected to the stationary ring. In this way, the impeller and the collector rotate synchronously with the hollow cylinder and the diffuser remains stationary. This configuration creates a centrifugal air compressor that can be used to keep a tire pressurized.

[0021] The stationary ring configuration allows an outlet positioned on the stationary ring to remain stationary while the hollow cylinder rotates. As such an electrical connection can be made from the generator inside the hollow cylinderto battery positioned outside the cylinder, such as a vehicle battery. This can be accomplished by an electrical connection that runs throughthe outlet and connects the generator with the battery.List of Drawings

[0022] A clear understanding of the key features of the invention summarized above are referenced to the appended drawings that illustrate the method and system of the invention. It will be understood that such drawings depict preferred embodiments of the invention and, therefore, are not to be considered as limiting its scope regarding other embodiments that the invention is capable of contemplating. Accordingly:

[0023] Figure 1 - Typical generator;

[0024] Figure 2 - Generator Stationary House (housing);

[0025] Figure 3 - Generator mounted on Wheel Hub;

[0026] Figure 4 - Mechanism for Stationary Generator House;

[0027] Figure 5 - Stabilizing Mechanism - 52 Clockwise Bearing;

[0028] Figure 6 - Stabilizing Mechanism - 54 Counterclockwise Gear Bearing;

[0029] Figure 7 - Gear Drawing illustration;

[0030] Figure 8 - Stabilizing Mechanism - - Gear Chain (first quadrant);

[0031] Figure 9 - Stabilizing Mechanism - - Gear Chain -Drive Link (first quadrant);

[0032] Figure 10 - Stabilizing Mechanism - - Gear Chain - Driven Link (first quadrant);

[0033] Figure 11 - Stabilizing Mechanism - - Gear Chain (fourth quadrant);

[0034] Figure 12 - Stabilizing Mechanism - - Gear Chain -Drive Link (fourth quadrant);

[0035] Figure 13 - Stabilizing Mechanism - - Gear Chain - Driven Link (fourth quadrant);

[0036] Figure 14 - Vehicle Wheel Hub Mounted Utility Generator;

[0037] Figure 15- Wireless DC Transmitter, Receiver, and Charging Coil;

[0038] Figure 16 - Vehicle Wheel Hub Mounted Car Battery Charging Generator (option1);

[0039] Figure 17 - Vehicle Wheel Hub Mounted Car Battery Charging Generator (option 2);

[0040] Figure 18 - Stationary Wire Outlet and Cooling Fan (plan view);

[0041] Figure 19 - Stationary Wire Outlet and Cooling Fan (A-A side view);

[0042] Figure 20 - Air Compressor with Stationary Wire Outlet (side view);

[0043] Figure 21 - Air Compressor with Stationary Wire Outlet (plan view);

[0044] Figure 22 - Air Compressor (no wire outlet);

[0045] Figure 23 - Fixed Guard Electric Transmission (from wheel to chassis, plan view);

[0046] Figure 24 - Fixed Guard Electric Transmission (from wheel to chassis, side view);

[0047] Figure 25 - Retractable Electric Transmission (retracted and concealed when parked);

[0048] Figure 26 - Retractable Electric Transmission (extended and connected when running);

[0049] Figure 27 - Vehicle Sprung Weight and Unspring Weight (section view);

[0050] Figure 28 - Vehicle Sprung Weight and Unspring Weight (section view);

[0051] Figure 29 - Vehicle Translational Energy;

[0052] Figure 30 - Vehicle wheel - kinetic energies (energy of rotation that spins the wheel and energy of translation that moves the wheel forward);

[0053] Figure 31 - Tesla Model-3 Efficiency Vs Speed;

[0054] Figure 32 - Tesla Model-3 Range Vs Speed;

[0055] Figure 33 - Tesla Consumed Power Vs Speed;

[0056] Figure 34 - Tesla Model 3 Extended Travel Distance based on constant speed;

[0057] Figure 35 - Tesla Model 3 Extended Range % based on constant speed;

[0058] Figure 36 - Tesla Model 3 Extended Travel Distance based on kw / mile; and,

[0059] Figure 37 - Tesla Model 3 Extended Range % with generator based on kw / mile.Detailed Description of the Preferred Embodiments

[0060] The invention is embodied in a generator hub 10. Generator hub 10 is preferably mounted in the center of a vehicle's wheel 8 as shown in Fig. 3. When the wheel is connected to a vehicle's axle and the vehicle moves forward or backward (thus, rotating the vehicle's wheel), a first part of the generator hub 10 rotates with the wheel (the "rotating part") and second part of the generator hub 10 does not rotate with the wheel (the "non-rotating part"). It is this differential between the rotating part of hub 10 and the non-rotating part of hub 10 that allows hub 10 to generate electricity by positioning a rotating shaft generator inside a stationary housing. Figs. 1 and 2 illustrate examples of the type of rotating shaft / stationary housing generator that would be suitable for generator hub 10. Those in the art will recognize that the generator hub 10 is not limited to a vehicle wheel but could be mounted on any device that has a rotating part.

[0061] An embodiment of the preferred hub 10 is shown in Fig. 14. Wheel hub flange 16 of hub 10 is fastened to the vehicle's axle flange 20, typically with four or five nuts. Wheel hub flange 16 is rotationally fixed to hollow cylinder 14. The center of the wheel hub flange 16 preferably has a recessed or raised seat 28 for thread-fastening a generator shaft 30. Generator shaft 30 is the armature shaft that passes through the generator and rotates inside the generator to create electricity. Because the generator shaft 30 is rotationally fixed to the wheel hub flange 16, which is rotationally fixed to the vehicle's rotating hub / axle, the generator shaft 30 rotates synchronously with the vehicle's wheel 8 so that the generator can create electricity when the vehicle is driven.

[0062] In addition to the generator shaft 30, the following elements are rotationally fixedto the vehicle's axle flange 20 and turn synchronously with the vehicle's wheel 8: the wheel hub flange 16, the hollow cylinder 14 and the mechanical spacers 76. These elements are preferably made from steel or other suitably hard material. Wheel hub flange 16 is preferably disk-shaped and rigidly connected to one end of hollow cylinder 14. Mechanical spacers 76 are washershaped and are rigidly connected to the inside face of cylindrical hub 14. Together, wheel hub flange 16, cylindrical hub 14 and mechanical spacers 76 comprise the rotating part of the hub 10 and are rotationally fixed to each other. All of them rotate synchronously with the vehicle's wheel 8.

[0063] The second part of generator hub 10 is the non-rotating part. The non-rotating part comprises the following elements: stationary housing 34, a pair of extension tubes 38, the inside race of a pair of bearings 52, the inside race of a pair of counter bearings 54, and a pair of gear boxes 36. These elements do not rotate synchronously with the vehicle's wheel.

[0064] Stationary housing 34 encases the generator, which is preferably a rotating armature coil - stationary magnet field generator or a stationary coil - rotating magnet field alternator. Stationary housing 34 provides structural support and protection for the internal workings of the generator. The generator shaft 30 passes through stationary housing 34 and energy is created by the generator when the shaft 30 rotates relative to the stationary housing 34.

[0065] A pair of extension tubes 38 are preferably mounted to the left and right ends of the stationary housing 34. While a pair of extension tubes are preferred, only one extension tube is needed. Each extension tube 38 should have an inner space for wire connections. Bearing 52 is mounted on each extension tube 38. Bearing 52 serves three main functions while it facilitates motion: it carries loads, reduces friction, and positions moving parts. It is preferred to use ball bearings comprising to separate two "races," or bearing rings, to reduce surface contact and friction across moving planes. The inside race of bearing 52 is rotationally fixed to the extension tube and the outside race is rotationally fixed to mechanical spacer 76. See, e.g., fig. 14. The bearings 52 allow the extension tube 38 (and by rigid connection, the stationary housing 34) to remain stationary while the rotating part of the generator hub 10 turns synchronously with thevehicle's wheel. The gears are housed inside gearbox 36, which is fixed to extension tube 38.

[0066] Still, regardless of how much the bearings 52 can minimize friction, the rotation of the generator hub 10 results in a friction moment that would rotate the stationary housing 34 in the opposite direction of the vehicle's wheel 8 rotation as shown in figure 5.

[0067] The friction moment can be calculated per equation 1 below.M=pP d / 2 (Equation 1)Where:M: frictional moment mN • m p: frictional coefficientP: load on the bearingN d: nominal bore diameter mm

[0068] To counter this friction moment, a gear train drives the outside race of counter bearing 54 in the opposite direction as the outside race of bearing 52. The gear train is housed within gear box 36. Turning to figs. 8-10, the gear train preferably comprises five gears: (1) a drive gear 61, (2) an idler gear 62, (3) a smaller compound gear 63, (4) a larger compound gear 64, and (5) a biting gear 65. Drive gear 61 is rotationally fixed to the rotating generator shaft 30, which causes drive gear 61 to rotate synchronously with the vehicle's wheel 8. Drive gear 61 drives idler gear 62, rotating idler gear 62 in the reverse direction of drive gear 61. Idler gear 62 drives smaller compound gear 63 in the same direction as drive gear 61. Larger compound gear 64, which is fixedly connected to smaller compound gear 63, rotates in the same direction as smaller compound gear 63 (and drive gear 61 and the vehicle's wheel 8). Larger compound gear 64 drives biting gear 65 in the reverse direction of the vehicle's wheel. Biting gear 65 is fixed to the outer race of the counter bearing 54. As a result, the rotation of the generator shaft 30 turns the outside race counter bearing 54 in the opposite direction as the outside race of bearing 52.

[0069] When the vehicle's wheel 8 rotates, the outer race of the counter bearing 54 rotates at the same rpm but in the opposite direction as the outer race of bearing 52. Thus, the counter rotation of the counter friction bearing 54 keeps the stationary housing 34 stationary when the vehicle's wheel rotates. As the vehicle's wheel turns, bearing 52 and counter bearing54 will rotate at the same rpm, but in the opposite direction of each other. The friction moment of the two bearings offset, and the stationary housing 34 remains stationary. For the purposes of this specification, "stabilizing mechanism" refers to gear box 36, extension tube 38, bearing 52, counter bearing 54, drive gear 61, idler gear 62, smaller compound gear 63, larger compound gear 64, and biting gear 65. It is preferred to mount a stabilizing mechanism on each side of the stationary housing 34.

[0070] For wheel balancing, it is preferred to position one stabilizing mechanism in the first quadrant 80 as shown on Figure 8, 9, and 10 on one side of the stationary housing; while the other stabilizing mechanism on the other side of the stationary housing should have the gear chains located in the fourth quadrant 82 as shown in figure 11, 12, and 13.

[0071] For transmitting the electricity and charging a battery inside the hub, electrical currents are transmitted through the brush from the Armature / commutator on generator shaft 30 to a transmitter 53 mounted on the stationary housing 34 via wire connection. Turning to figs. 14-15, the transmitter connects to a wireless transmission charging coil 57. It is preferred to rotationally fix the transmission charging coil to a stationary 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. It is preferred to rotationally fix the receiving charging coil 56 and receiver 55 to the mechanical spacer 76. Alternatively, they could be rotationally fixed to the hollow cylinder 14. The charging receiver 55 is connected to battery 58 and preferably secured by the mechanical spacer 76.

[0072] The electricity flows from the generator to transmitter 53 to the stationary transmission charging coil 57, and wirelessly to the rotating receiving charging coil 56 and the rotating receiver 55, and to the rotating battery 58. All moving components and devices are synchronized along the rotation of the vehicle's wheel.

[0073] To feed the electricity to the vehicle's battery (in the vehicle chassis), it is preferred to create a stationary outlet on the hub cap. Turning to fig. 18 and 19, it is preferred to position the stationary outlet on a stationary ring 44. The preferred stationary ring assembly comprises a first inner bearing 41, a second inner bearing 42, a stationary ring 44 and outer bearing 43. It ispreferred that the first inner bearing 41 and the second inner bearing form a "three-race roller bearing"). For the purpose of this specification a "three-race roller bearing" means bearing-in-a- bearing configuration where the outside race of first inner bearing 41 is the inside race of the second inner bearing. In other words, a three-race roller bearing has an inner race, an outer race and a common middle race. While a three-race roller bearing is preferred, other configurations known in the art could also work.

[0074] The three-race roller bearing is mounted on the generator shaft 30. Preferably, the bearing balls of first inner bearing 41 and second inner bearing 42 share one intermediate race such that it is moving the second inner bearing's outer race in the same direction as the generator shaft 30.

[0075] Stationary ring 44, which is washer-shaped, is mounted on the outside race of the three-race bearing (i.e., the outside race of second inner bearing 42). The outer bearing 43 is mounted on the outside face of stationary ring 44. The outer race of outer bearing 43 is rotationally fixed to the hollow cylinder 14, causing the outer race of outer bearing 43 to rotate in the same direction as the vehicle's wheel (and generator shaft 30). The inner race of outer bearing 43 (and stationary ring 44) rotate in opposite direction of the vehicle's wheel.

[0076] Hence, the friction moment of the inner race and outer race of the stationary ring 44 is in opposite direction.M3=p3*P *d3 / 2 (clockwise)M4=p4*P *d4 / 2 (counterclockwise)M3 = absolute M4 d3 / d4 = p4 / p3

[0077] The friction coefficients can be modified by (1) adjusting generator shaft diameter 30, (2) adjusting the size (height) of stationary ring 44, (3) using different bearing ball materials, (4) using difference material on the inner and outer race of the stationary ring.

[0078] Figs. 16 and 17 illustrate the wire connections from the generator through the stationary wire outlet. Stationary wire outlet is mounted on stationary ring 44. As discussed inmore detail below, stationary outlet can be continuously connected to the vehicle's battery or periodically connected to the vehicle's battery. That is, a conductor can connect the generator to a battery located inside the hub or the conductor can connect the generator to a battery outside the hub via the stationary outlet. For example, it is preferred to pass a 14-gauge insulated wire from the generator through the stationary ring and connect it to a right-angle connector (fig. 16, 17) that is connected to a 14-gauge wire inside the electric transmission guard (fig. 23- 26) and ultimately to the vehicle's battery.

[0079] Figs. 16 and 17 also illustrate two alternative gear box 36 configurations. Figure 16 illustrates positioning mechanical spacer 76 between stationary housing 34 and gear box 36. In this configuration, it is preferred to fix gear box 36 to extension tube 38. Fig. 17 illustrates positioning gear box 36 "inside" of mechanical spacer 76 and connecting gear box 36 to stationary housing 34.

[0080] An optional air fan 46 is preferably mounted on the outer face (the "hub cap face") of hollow cylinder 14 and configured to cool the heat generated from inside the hub 10. Being fixed to hollow cylinder 14, fan 46 rotates with the vehicle's wheel 8. An air exhaust outlet 48 can be created on hub wheel flange 16 to allow air to flow through the wheel hub flange 16. It is also preferred to add an air filter outside the air fan 46 to keep the dust from entering the hub 10.

[0081] Alternatively, a rotating air compressor (centrifugal air compressor) assembly could be configured on the outside face of hub 10. The rotating air compressor can be used to maintain the tire pressure and cool hub 10.

[0082] As shown in figs. 20-22, the preferred rotating air compressor embodiment is similar to the fan embodiment previously described. A three-race roller bearing is mounted on the generator shaft 30. The bearing balls of first inner bearing 41 and second inner bearing 42 share one intermediate race such that is moving the second inner bearing's outer race in the same direction as the generator shaft 30.

[0083] Stationary ring 44, which is washer-shaped, is mounted on the second innerbearing 42. The outer bearing 43 is mounted on stationary ring 44. Instead of being connected to fan 46, the outer race of outer bearing 43 connects to collector 74, which is rotationally fixed to the hollow cylinder 14, causing the outer race of outer bearing 43 to rotate in the same direction as the vehicle's wheel (and generator shaft 30). The inner race of outer bearing 43 (and stationary ring 44) rotate in opposite direction of the vehicle's wheel.

[0084] Turning to fig. 20 and 21, impeller 71 is mounted on generator shaft 30 and rotates with the generator shaft 30. As the generator shaft spins, impeller 71 forces air to move radially outwards due to centrifugal force. Once the air exits the impeller 71, it enters a diffuser vane 72, which is mounted on the stationary ring 44. Finally, the now pressurized air enters the collector 74. In this way, the preferred rotary compressor has two parts: a stationary part (vane 72) and a rotating part (impeller 71 and collector 74). It is preferred that the collector 74 rotates synchronously with the vehicle's wheel 8 and the impeller 71, but collector 72 could also be stationary.

[0085] A shaft seal 78 prevents air leaks between the rotating shaft 30 and the stationary diffuser 72. Another shaft seal is preferably installed between the stationary diffuser 72 and the rotating collector. There are preferably two outlets with adaptors 75 of the collector connecting to the air pump hose 77 respectively and discharge the compressed air through pressure valve adaptor 79 to the air nozzles of the tire. The dual outlets and the air hose are forthe tire balance. Two air release valves 80 at the back side of the connector release the pressured air should the tire is full at the set pressure. The air release valve releases the air inside the hub and cools the generator.

[0086] There are two preferred methods of connecting the electric transmission from the wheel stationary outlet to the chassis and ultimately the vehicle's battery, (1) fixed guard electric transmission 84 (figure 23 and 24) and (2) retractable transmission 86 (figure 25 showing retracted and concealed when parked, (figure 26 showing extended ad connected when running).Benefits

[0087] The invention provides electricity generation from the kinetic energy of a vehiclerotation wheel. The on-the-wheel generated electricity provides power sources enabling Al improvements on a balanced wheel. The on-the wheel generated electricity enables optimization of the tire pressure if the wheel is equipped with a centric spinning air compressor, enable wheel alignment test against a steering angle sensor, enable the tire tread check and abnormal wear. This can enhance safety, prolong tire life, and reduce tire waste amount.

[0088] Adding a hub generator increases the burden on the EV motor and energy required and consumes more energy from the battery. The technology and material improvement have substantially reduced the weight of the generator with higher generating efficiency. As a result, the hub generator converts wheel kinetic to electricity more than the additional electricity for the vehicle required to carry the weight of the generator which prolongs the travel distance for electric cars.

[0089] To simplify the analysis, assuming only the four wheels are unsprung weight that is subject to rotational kinetic energy. The rest of the car is sprung weight. Two generators are added to the rear hub. Use translational energy without the generator and with the generator required for comparison (Figure 24 and Figure 25).

[0090] The wheel is exposed to two different kinetic energies (Figure 26):The energy of rotation that spins the wheel.The energy of translation moves the wheel forward.

[0091] The rotational kinetic energy of the wheel can be expressed as:Er =1 / 21 co2, where co is the angular velocity and I is the moment of inertia around the axis of rotation

[0092] Moments of inertia can be expressed as:I = / z m r2, where r is the radius of the wheel and m is the mass of the wheel.

[0093] Angular velocity can be expressed as: co = v / r, where v is the velocity and r is the radius of the wheel.

[0094] The results resulting from the rotational kinetic energy of the wheel is:Er =1 / 21 co2=1 / 2(1 / 2m r2) (v / r)2= % mv2

[0095] The translational kinetic energy of the wheel can be expressed as:Et = % m v2, where m is the mass of the wheel and v is the velocity (speed).

[0096] The total kinetic energy of one wheel can be expressed as:Etv = Er + Ek =1 / 2m v2+ % m v2= % m v2

[0097] The total kinetic energy of four wheels can be expressed as:E4tv = 4 Et = 4 % m v2= 3 m v2

[0098] The total kinetic energy of the moving vehicle and four wheels (Figure 17) can be expressed as:Etotal = Ecar + E4tv =1 / : M v2+ 3 m v2Where M is the mass of the vehicle, m is the mass of the wheel and v is the velocity. Etotal in Joule, where 1 Joule = 1 kg • m2 / s2

[0099] Use Tesla Model 3 data available:Scenario of adding two generators to the rear wheel

[0100] Two on the shelf generators were analyzed:1. Generator type 1 - Direct shaft drive DC permanent magnet generator with output 380 voltage and 8 KW at 1500 rpm. Weight 27.6 KG2. Generator type 2 - Direct shaft drive AC permanent magnet generator with output 380 voltage, 60 HZ, and 8 KW at 900 rpm. Weight 65 KG The additional energy required from the two generators is: E2G 1.5* mg v2, where mg is the weight of the generator.Restrains: The Tesla Model-3's rpm varies from 100 rpm to 1500 rpm, the wheel spins synchronously and no other input power can speed it up or reduce it in the wheel.Running DC generator• Increasing the RPM of a generator will typically increase its electrical output.• Decreasing the RPM (revolutions per minute) of a generator, the output voltage decreases as well.Charging to a 380v battery• Wire the DC output to a voltage multiplier circuit by connecting a capacitor and a diode so it can charge a 380v battery.Running AC generator:• The output of an AC generator depends on its rotational speed (RPM) and the number of magnetic poles it has.• If the RPM is decreased, the output voltage and frequency will also decrease.• Likewise, by increasing the RPM the output voltage and frequency will also increase.Using AC Directly:• Converter Regulator Stabilizer with Built-In Voltage Transformer to 380v and 60 HZConvert AC to DC:• Use a rectifier to convert AC into DC by using one or more p-n junction diodes and filters to remove all AC components.

[0101] Assume all converting and regulating devices are in the sprung and weigh 20 Kg.The translational kinetic energy of the add-on device can be expressed as:Etd =1 / z md v2, where md is the mass of the add-on device and v is the velocity (speed).

[0102] The total translation kinetic energy required to move the vehicle with and without the generator at various speeds was calculated. The extra kinetic energy by carrying the generator in the wheel and auxiliary equipment on the sprung was calculated in percentage for the milage performance evaluations. In general, the addition of generator-1 consumes 5% extra total energy and the addition of generator-2 consumes 10% extra total energy.

[0103] The result of traveling distance at constant speed (Figure 29) comparisons for (1) Without generator, (2) with Generator type 1, and with generator type 2 is shown in Figure 30. The percentage of prolonged constant speed (Figure 29) traveling distances with generator addon over no generator is shown in Figure 31. The result of traveling distance at speed-kw (Figure 28) comparisons for (1) Without generator, (2) with Generator type 1, and with generator type 2 is shown in Figure 32. The percentage of prolonged traveling distances with generator add-on over no generator based on speed-kw (Figure 28) is shown in Figure 33. The addition of two generators to the rear wheel can be expected to prolong the travel distance by 20-25%.

[0104] Although the invention has been described in detail with reference to one or more particular preferred embodiments, persons possessing ordinary skill in the art to which this invention pertains will appreciate that various modifications and enhancements may be made without departing from the spirit and scope of the claims that follow.

Claims

ClaimsWhat is claimed is:

1. A rotating hub for generating electricity comprising: a hollow cylinder, a generator shaft oriented on a central axis of the hollow cylinder, the generator shaft rotationally fixed to the hollow cylinder, a stationary housing positioned inside the hollow cylinder, a generator and a part of the generator shaft positioned inside the stationary housing, an extension tube rotationally fixed to the stationary housing, the generator shaft passing through the extension tube, the generator shaft not rotationally fixed to the extension tube, a mechanical spacer rotationally fixed between an outside race of a bearing mounted to the extension tube and the hollow cylinder, and a gear box housing a plurality of gears, the gear box rotationally fixed to the extension tube, the plurality of gears comprising a gear rotationally fixed to the generator shaft, the gear rotationally engaged to a counter bearing rotationally fixed to the extension tube, wherein when the generator shaft rotates clockwise relative to the stationary housing, an outside race of the counter bearing rotates counterclockwise.

2. The rotating hub of claim 1 further comprising: a second extension tube rotationally fixed to the stationary housing, the generator shaft passing through the second extension tube, the generator shaft not rotationally fixed to the second extension tube,a second mechanical spacer rotationally fixed between an outside race of a second bearing mounted on the second extension tube and the hollow cylinder, and a second gear box housing a plurality of gears, the gear box rotationally fixed to the second extension tube, the plurality of gears comprising a second gear rotationally fixed to the generator shaft, the second gear rotationally engaged to second interim gears, the second interim gears rotationally engaged to a second counter bearing rotationally fixed to the second extension tube, wherein when the generator shaft rotates clockwise relative to the stationary housing, an outside race of the second counter bearing rotates counterclockwise.

3. The rotating hub of claim 1 further comprising: a three-race roller bearing mounted on the generator shaft, an inner race of the three- race roller bearing rotationally fixed to the generator shaft, an air fan blade rotationally fixed to the hollow cylinder, the air fan blade connected to an outer bearing, and a stationary ring mounted between an outer race of the three-race bearing and the inside race of the outer bearing, the stationary ring not rotationally fixed to the hollow cylinder, the air fan blade or the generator shaft.

4. The rotating hub of claim 1 further comprising: an impeller connected to the generator shaft, a three-race roller bearing mounted on the generator shaft, an inner race of the three- race roller bearing rotationally fixed to the generator shaft, a collector rotationally fixed to the hollow cylinder, the collector connected to an outer bearing,a stationary ring connected between an outer race of the three-race bearing and an inner race of the outer bearing, the stationary ring not rotationally fixed to the hollow cylinder, and a diffuser connected to the stationary ring.

5. The rotating hub of claim 1 further comprising a hub flange rotationally fixed to a first end of the hollow cylinder, the hub flange connected to an axle flange on a vehicle.

6. The rotating hub of claim 1 further comprising an electrical connection between the generator and a battery positioned inside the hollow cylinder.

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

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

9. The rotating hub of 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, the electrical connection comprising a conductor passing through an outlet positioned on a stationary 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: a hollow cylinder, a generator shaft oriented on a central axis of the hollow cylinder, the generator shaft rotationally fixed to the hollow cylinder,a three-race roller bearing mounted on the generator shaft, an inner race of the three- race roller bearing rotationally fixed to the generator shaft, an air fan blade rotationally fixed to the hollow cylinder, the air fan blade connected to an outer bearing, and a stationary ring mounted between an outer race of the three-race bearing and the outer bearing, the stationary ring not rotationally fixed to the hollow cylinder, the air fan blade or the generator shaft.

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

14. The rotating hub of claim 12 further comprising an electrical connection between a generator positioned inside the rotating hub and a battery, 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 to the battery.

16. The rotating hub of claim 12, the air fan blade configured to direct air into an interior of the hollow cylinder.

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

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

19. A rotating hub for generating electricity comprising: a hollow cylinder,a generator shaft oriented on a central axis of the hollow cylinder, the generator shaft rotationally fixed to the hollow cylinder, an impeller connected to the generator shaft, a three-race roller bearing mounted on the generator shaft, an inner race of the three- race roller bearing rotationally fixed to the generator shaft, a collector rotationally fixed to the hollow cylinder, the collector connected to an outer bearing, a stationary ring connected between an outer race of the three-race bearing and the outer bearing, the stationary ring not rotationally fixed to the hollow cylinder, and a diffuser connected to the stationary 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 an inflatable tire.

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