Harnessing wind energy to power electric vehicles

Abstract

An electric vehicle may comprise a battery, a tubular housing, The battery can be charged externally as a primary source of power. The tubular housing may have an inner surface, outer surface, a first end and a second end, the first end including an air intake member opening towards the front of said vehicle adapted to capture wind and directing it into an air passage tube, and the second end forming an exhaust for air to exit the tubular housing. The electrical generator may be mounted near the second end of the tubular housing and the exhaust. The electrical generator may further be connected to a fan including fan blades. The air intake member opening captures wind and directs it into a tubular housing, focusing the wind directly onto the fan blades located near an exhaust of the system, causing the electrical generator to generate electrical energy.

Description

[0001] HARNESSING WIND ENERGY TO POWER ELECTRIC VEHICLES

[0002] CROSS-REFERENCE TO RELATED APPLICATIONS

[0003]

[0001] The present application is a continuation of and claims priority to U.S. patent application Ser. No. 63 / 741 ,784, filed January 03, 2025, which is a hereby incorporated herein by reference in their entireties.

[0004] TECHNICAL FIELD

[0005]

[0002] This disclosure relates to the harnessing of wind energy to power electric vehicles (automobiles, aircraft, trains, and vessels that travel on water) by recharging the battery during motion and may serve as a direct source of power for the AC motor when the battery is fully or partially charged.

[0006] BACKGROUND

[0007]

[0003] The adoption of electric vehicles (EVs) as an alternative to internal combustion (IC) engine powered vehicles are expected to grow into the foreseeable future as technologies are developed to ease or mitigate the concerns of would-be customers. Compared to IC engine-powered vehicles that can be refueled within minutes, EVs take considerably longer amount of time to charge. In many instances, the insufficiency of out-of-home charging stations is a pain point for many, especially for those who travel long distances since they would have to detour to find a suitable charging station. This invention addresses the above concerns by harnessing wind energy to provide continuous charging of the battery once the vehicle is in motion, thus extending the range of the vehicle andmay preclude the need to recharge (at a charging station) in-transit. The same concept would apply to electric-powered aircraft (manned or unmanned), trains, boats and ships.

[0008] SUMMARY

[0009]

[0004] To resolve the foregoing problems, embodiments of the current application describe the concept of an electric vehicle with a wind generator or wind turbine as the secondary power source. The wind generator is positioned in a place with unrestricted airflow (e.g., in the hood of a motor vehicle with an air inlet, a suitable position on a train, boat, ship or the wings of an EV aircraft) and an outlet provided for airflow.

[0010]

[0005] In one embodiment, an electric vehicle may comprise a battery, a tubular housing. The battery can be charged externally as a primary source of power. The tubular housing may have an inner surface, outer surface, a first end and a second end, the first end including an air intake member opening towards the front of said vehicle adapted to capture wind and directing it into an air passage tube, and the second end forming an exhaust for air to exit the tubular housing. The electrical generator may be mounted near the second end of the tubular housing and the exhaust. The electrical generator may further be connected to a fan including fan blades. The air intake member opening captures wind and directs it into a tubular housing, focusing the wind directly onto the fan blades located near an exhaust of the system, causing the electrical generator to generate electrical energy.

[0011]

[0006] Optional in any embodiment, the air intake member opening is shrouded with a mesh screen to prevent discrete source debris from entering.

[0012]

[0007] Optional in any embodiment, the fan blades are perpendicular to the direction of vehicular motion.

[0008] Optional in any embodiment, the fan blades are horizontal to the direction of vehicular motion.

[0013]

[0009] Optional in any embodiment, the mesh screen is heated in cold environments, such as by an electrical heating wire, for example, to prevent ice and snow build up.

[0014]

[0010] Optional in any embodiment, the electric vehicle comprises a centrifugal operating compressor actively accelerating and compressing the air passing through the air intake member opening, transmitting said compressed air to the fan blades.

[0015]

[0011] Optional in any embodiment, the intake member includes a pair of channels directing air to said centrifugal operating compressor.

[0016]

[0012] Optional in any embodiment, the intake member comprises a grille as the intake member opening designed to maximize air flow and may include shutters to regulate air inflow.

[0017]

[0013] Optional in any embodiment, the grille of the vehicle comprises shuttiers to regulate air inflow.

[0018]

[0014] Optional in any embodiment, the exhaust comprises slits or openings on the sides of the electric vehicles or at top of the front or at bottom of the EV.

[0019]

[0015] Optional in any embodiment, the electric vehicle comprises a hydraulic brake system to hold the fan blades in place.

[0020]

[0016] Optional in any aspect, a single wind generator may be sufficient to produce the power needed to recharge the EV battery and / or directly power the vehicle.

[0021]

[0017] Optional in any aspect, a series of wind generators may be used to produce the power needed to recharge the EV battery and / or directly power the vehicle.

[0018] Optional in any aspect, the wind generator consists of a gearbox to amplify the revolution per minute (RPM) of the blades due to the force of the wind, thus multiplying the power generated.

[0022]

[0019] Optional in any aspect, the alternating current (AC) generated by the wind generator is fed to the battery charger.

[0023]

[0020] Optional in any aspect, the AC generated by the wind generator is fed in whole or part to the AC motor that powers the drivetrain.

[0024]

[0021] Optional in any aspect, the wind generator is a horizontal axis turbine (HAWT) with two or more blades, but preferably three.

[0025]

[0022] Optional in any aspect, the wind generator is a vertical axis turbine (VAWT) or any other forms of wind generator described by prior art.

[0026]

[0023] Optional in any aspect, the angle of the blades of the HWAT is optimized to increase RPM and reduce drag.

[0027]

[0024] Optional in any aspect, the angle of attack of the HAWT is modified to adjust to the speed of the vehicle to control the amount of power generated.

[0028]

[0025] Optional in any aspect, the angle of attack of the HAWT can be adjusted to prevent the blades of the turbine from rotating once a particular speed threshold (cut out speed) is reached or when the power generated is no longer needed. Further, a hydraulic brake system is applied to hold the blades in place.

[0029]

[0026] Optional in any aspect, the air supply to the wind generator is regulated by an installed retractable fixture or shutter.

[0027] Optional in any aspect, the wind generator is combined with another source of renewable power to generate sufficient AC to recharge the battery and / or to power the AC motor.

[0030] DESCRIPTIONS OF THE DRAWINGS

[0031]

[0028] FIG. 1 is a schematic diagram showing a layout of the electric vehicle (an automobile). The wind generator is connected to both the AC (electric) motor and the battery charger via a distributor that feeds each depending on the charge level of the battery.

[0032]

[0029] FIG. 2 is a schematic diagram showing more details on wind generators with fan blades according to one exemplary embodiment of the present invention;

[0033]

[0030] FIG. 3 is a schematic view of front electric vehicle with inside parts exposed showing wind fan blades inside the hood of the EV according to another embodiment of the present invention;

[0034]

[0031] FIG. 4 is schematic view of showing a layout of the electric vehicle (an automobile) similar to FIG. 1, but showing the wind generator connected to the battery and two AC (electric) motors.

[0035]

[0032] FIG. 5 is a schematic diagram showing the generic layout for other vehicles such as boats, ships and other modes of transportation on waters that can harness wind energy with a wind generator.

[0036]

[0033] FIG. 6 is a schematic diagram showing the generic layout for an aircraft. The power generated from the wind generators (or modified propellers) on both wings is distributedto both the AC (electric) motor and / or battery charger depending on the charge level of the battery.

[0037] DETAILED DESCRIPTION

[0038]

[0034] The present disclosure relates to the harnessing of wind energy to power electric vehicles (motor vehicles, aircraft, trains, and vessels that travel on water) by recharging the battery during vehicular motion and may serve as a direct source of power when the battery is fully or partially charged. Thus, the primary supply of energy to the vehicle is the battery which could be a single battery, or multiple batteries connected in series. Both configurations would henceforth be called the “battery.”

[0039]

[0035] The secondary supply of energy comes from the wind generator or wind turbine which generates alternating current to feed the direct current (DC) generator that charges the battery, and the AC motor that powers the drivetrain.

[0040]

[0036] As shown in FIGS. 1 and 2, an electric vehicle 100 may comprise a battery 110, and a tubular housing 120. The battery 110 can be charged externally as a primary source of power. The tubular housing 120 may have an inner surface 122, outer surface 124, a first end 126 and a second end 128. The first end 126 may include an air intake member 127 opening towards the front of said vehicle 100 adapted to capture wind and directing it into an air passage tube 125, and the second end 128 forming an exhaust 129 for air to exit the tubular housing 120. The electrical generator 130 may be mounted near the second end 128 of the tubular housing 120 and the exhaust 129. The electrical generator 130 may further be connected to a fan including fan blades 232. The air intake member 127 captures wind and directs it into a tubular housing 120, focusing the wind directly onto the fan blades 232 located near the exhaust 129, causing theelectrical generator 130 to generate electrical energy. The exhaust 129 may comprise slits or openings on the sides of electric vehicles or at top of front or at bottom of the electric vehicle 100.

[0041]

[0037] Still in FIGS. 1 -2, the electric vehicle 100 further includes AC distributor 150, which charges the battery 110 with electric power generated by rotation of the fan blades 232. The AC distributor 150 is a control device for charging the battery 110 with electric power and is disposed at a position where it can be cooled by receiving traveling wind in the front space of the automobile. The AC distributor 150 may include an electric circuit.

[0042]

[0038] The electric vehicle 100 may further comprise an air compressor 123, such as a centrifugal operating compressor, for example, actively accelerating and compressing the air passing through the air intake member, transmitting said compressed air to the fan blades 232. The compressor 123 or a series of compressors will increase the potential energy that is harnessed by the turbines. The compressors 123 can be used either in conjunction with a funnel of decreasing size, taking advantage of the Bernoulli Effect or it can be used without a passive compression / acceleration device. In either case, the use of compressors 123 greatly amplify the potential energy of any existing wind, or relative wind created by the motion of the vehicle.

[0043]

[0039] The compressor 123 is rotatably driven by a shaft, which in turn is driven by axle. The compressor 123 is a high lift device that accelerates and compresses the air in a manner similar to a fan, propeller, or jet engine compressor. The compressor 123 greatly increases the potential energy that can be extracted from the air.

[0040] The electric vehicle 100 may further comprise a gearbox 260 (also called transmission) to amplify the revolution per minute (RPM) of the blades due to the force of the wind, thus multiplying the power generated.

[0044]

[0041] The gearbox 260 includes a hollow gearbox input shaft adapted for inputting the first torque, a transmission unit arranged at least partially within the hollow gearbox input shaft and adapted for converting the first rotational speed into the second rotational speed, and a gearbox output shaft adapted for outputting the second torque.

[0045]

[0042] The electric vehicle 100 may further comprise a hydraulic brake system 230 to hold the fan blades 232 in place. Alternatively, the electric vehicle 100 may further comprise a pneumatically brake system 230 to hold the fan blades 232 in place.

[0046] Stopping a wind turbine is one of the most critical operations because it implies the generation of elevated stress levels that directly affect components of the wind turbine.

[0047]

[0043] The physical constitution of the mechanical brake comprises a disc that rotates with a transmission shaft and some brake calipers that apply friction on the disc when activated electrically, hydraulically or pneumatically.

[0048]

[0044] To charge the battery 110, a battery protection control circuit may be provided which constantly checks the battery capacitance by a battery capacitance meter and stops the power generation of the AC power generator via a control circuit when the battery is fully charged.

[0049]

[0045] Still in FIG. 2, the fan blades 232 are perpendicular to the direction of vehicular motion. Alternatively, the fan blades 232 may be horizontal to the direction of vehicular motion. In another embodiment, the fan blades 232 may be situated to the direction ofvehicular motion at 10 degrees, 20 degrees, 30 degrees, 40 degrees, 50 degrees, 60 degrees, 70 degrees, 80 degrees, for example.

[0050]

[0046] As shown in FIG. 3, in another embodiment, the air intake member 127 may have an air intake member opening 210, which is shrouded with a mesh screen 310 to prevent discrete source debris from entering. Alternatively, the air intake member 127 may comprise a grille as the intake member designed to maximize airflow. Further alternatively, the air intake member 127 may include shutters as well to regulate air inflow.

[0051]

[0047] Fan blades 232 of the wind turbine 340 accept the pressure of the incoming air to provide motive power for its rotation. A mesh screen 310 provides protection for the wind turbine 340 and the rest of the internal structure of the air intake member 127 by catching discrete source objects and preventing them from entering the air intake member 127. These objects include rocks, bugs and other debris from the road that can interfere with the operation of the present invention. For winter conditions or cold temperatures, an electrical heating source, such as by an electrical heating wire, for example, may be supplied to heat the mesh screen and prevent ice and snow buildup, which would block inflowing air into the inlet.

[0052]

[0048] The turbine 340 may be rotatably mounted using a plurality of bearings supporting its central axis. On either end of the turbine 340 is an alternator device 330, which utilizes the rotation of the wind turbine 340 central axis to turn a rotor within a stator device. The relative motion of the rotor and stators produces an electric current, which is fed into a vehicle's AC distributor via a set of electrical cables 320. The poweris then distributed to the vehicle's battery pack or fed directly into an electric motor. The alternator device 330 may be used on one or both sides of the turbine 340.

[0053]

[0049] The electrical generator 130 may be an alternator or stator device, similar to those found on motorcycles and current automobiles. Its volume is a consideration, as the device is not intended to protrude into the vehicle's structure. Alternatively, the electric generator may include a permanent magnet alternator, an induction motor, a DC generator, a brushless DC servo motor, or any other device known to one skilled in the art for generating electrical power from a rotational motion.

[0054]

[0050] As shown in FIG. 4, the electric vehicle 100 may further comprise a second motor 420 at rear end of the electric vehicle, for example.

[0055]

[0051] Once the vehicle is set into motion by the primary current (i.e., from the battery), the blades of the wind generator start to rotate as the result of the wind splashing on them, thereby producing an alternating current to feed the A.C. motor and the D.C. generator. The minimum vehicular speed required for the blades to rotate is the “cut in speed.’’

[0056]

[0052] Here, the kinetic energy of the wind is converted into the rotational kinetic energy of the rotor of the generator. Kinetic energy of the wind, 1 / 2 mV2, equals the rotational kinetic energy, 1 / 2 Ico2, where m is the collective mass of the wind incident on the blades of the wind generator; V is the wind velocity; I is the moment of inertia of the armature; and co is the angular velocity of the armature. Thus, the faster the vehicle moves, the greater will be the number of force cuts per second by the armature and therefore the greater the current generated by the A.C. wind generator.

[0053] The power generated by the wind generator is given as P= 1 / 2 p*A*Cp*V3, where P is power generated in Watts (W), p is the density of air (kg / m3), A is the swept area of the wind generator blades (m2), Cp is the power coefficient of the turbine, and V is wind speed (m / s).

[0057]

[0054] Alternatively, the net wind power (Pnet) harnessed by a turbine or wind generator with Cp = 16 / 27, considering the limitation imposed by the Betz Law can be written as: Pnet=(8TTR2pV3) / 27*e

[0058] Where R is the radius of the turbine blades in meters (m), TT is a constant, V is the wind velocity in meters per seconds (m / s), p is the density of air (kg / m3), 8 / 27 is a constant, and e is a function of the turbine’s “tip-speed ratio” which equals the linear speed of the blade tip divided by the wind speed, and indicates the efficiency of the turbine.

[0059]

[0055] For example, the theoretical power output (kW) as a function of wind speed for a 3-blade horizontal axis wind generator having a radius of 0.25 m and a power coefficient (Cp) of 16 / 27 is given in Table 1. The power output (1 OX kW) is also given for the wind generator with a gearbox that amplifies the rotational speed by a factor of 10. Thus, the power output for the above wind generator with a 10X gearbox at cruising speeds of say, 90 km / h or 100 km / h, would generate 11.14 kW or 15.28 kW, respectively. These exceed or are comparable to commercially available Level 2 and Level 2 household EV chargers.

[0060] Theoretical Power Output (kW) for a 0.25 m 3-Blade Horizontal Axis

[0061] Wind Generator with a Power Coefficient of 0.59

[0062] Parameter Value Unit

[0063] Wind Turbine Radius 0.25 m

[0064] Swept Area of Wind Turbine 0.196 m2

[0065] Density of Air 1.225 kg / m3

[0066] Power Coefficient 0.59259

[0067]

[0068] Table 1

[0069]

[0056] Since the net power produced by the turbine or wind generator is dependent on blade radius and wind speed, it implies that different vehicular speeds would need to be attained for each blade radius to generate maximum power. Thus, for smaller blades, a higher vehicular speed (wind speed) is needed to generate the same power output of a larger blade.

[0057] The size of turbine blades used is limited by the available space. Where space is a limitation, multiple wind generators with smaller blades are connected in series to generate sufficient power to recharge or power the electric vehicle.

[0070]

[0058] The wind generator(s) may be positioned in a compartment of the vehicle with unobstructed airflow. For automobiles, these may be situated in the hood or front cabin with an opening and outlet to allow for adequate airflow. For battery-powered aircraft, the “propellers” are adapted to function as a wind generator.

[0071]

[0059] As shown in FIG. 5, electric vehicles 500 navigating on water may comprise electric generators 510 having fan blades 520 at the back end of the vehicles 500, for example.

[0072]

[0060] As shown in FIG. 6, electric airplane 600 may have fan blades 610 at each side of the wings, for example.

Claims

What is claimed is:

1. An electric vehicle, comprising:a battery that can be charged externally as a primary source of power;a tubular housing having an inner surface, outer surface, a first end and a second end, the first end including an air intake member opening towards the front of said vehicle adapted to capture wind and directing it into an air passage tube, and the second end forming an exhaust for air to exit the tubular housing;an electrical generator mounted near the second end of the tubular housing and the exhaust; the electrical generator further connected to a fan including fan blades; wherein the air intake member captures wind and directs it into a tubular housing, focusing the wind directly onto the fan blades located near the exhaust, causing the electrical generator to generate electrical energy.

2. An electric vehicle according to claim 1 , wherein the air intake member is shrouded with a mesh screen to prevent discrete source debris from entering.

3. An electric vehicle according to claim 1 , wherein the fan blades are perpendicular to the direction of vehicular motion.

4. An electric vehicle according to Claim 1 , wherein the fan blades are horizontal to the direction of vehicular motion.

5. An electric vehicle according to Claim 2, wherein said mesh screen is heated in cold environments to prevent ice and snow build up.

6. An electric vehicle according to Claim 1 , further comprising a centrifugal operating compressor accelerating and compressing the air passing through the air intake member, transmitting said compressed air to the fan blades.

7. An electric vehicle according to Claim 1 , wherein said intake member includes a pair of channels directing air to said centrifugal operating compressor.

8. An electric vehicle according to Claim 1 , wherein said intake member comprises a grille as the intake member designed to maximize airflow.

9. An electric vehicle according to Claim 8, wherein the grille of the vehicle comprises shuttiers to regulate air inflow.

10. An electric vehicle according to claim 1 , wherein the exhaust comprises slits or openings on the sides of the electric vehicles or at top of front or at bottom of the electric vehicle.

11. An electric vehicle according to claim 1 , further comprises a hydraulic brake system to hold the fan blades in place.

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