DE29606703U1 - Wind power generator for motor vehicles - Google Patents

Description

Wind power generator for motor vehicles -Description-

The invention relates to a wind power generator for (electrically powered) motor vehicles. It is known that (drive) batteries of (electrically powered) motor vehicles can be charged by solar generators when exposed to light. The invention is therefore based on the object of generating electricity for the charging current of these (drive) batteries while driving or when stationary, independently of the effects of light, using (driving) wind energy. This object is achieved by the features in claim 1. Advantageous embodiments of the invention are characterized in the subclaims. In the wind power generator for motor vehicles according to the invention, the (driving) wind energy is modulated into horizontally rotating rotational movement according to a vertical axis by a wind vane wheel positioned on the highest surface of the vehicle body structure (e.g. on the vehicle roof) or on the front hood. This rotation of the wind vane wheel is transmitted to the rotor of a three-phase generator via a weatherproof V-belt drive, which is located either under the front hood or inside the roof, and whose V-belt is also continuously and maintenance-free re-tensioned by a spring-loaded tensioning roller. The transmission ratio between the driving and driven, axially assigned pulleys is defined by mathematically including the parameters: (braking) electromagnetic excitation current field strength/flow-related drivability of the wind vane wheel in such a way that the generator rotor speed already generates a moderate battery charging power with the airflow alone at low driving speeds (between rel. 50 and 70 km/h), which is also given when stationary, with a corresponding e.g. in the medium of European autumn/sea wind strengths, whereby the downstream accumulator as a potential energy source of the electric vehicle driven by it is charged practically overnight by kinetic wind energy, partially or completely (depending on the state of discharge). can be capacitively regenerated. The detailed explanation of the structure and function of the invention shown follows with the aid of the drawings.
Figure 1 shows the functional diagram of the wind-driven (three-phase) generator drive; positioning of the wind turbine wheel, the generator and the V-belt drive, as well as the circuit diagram of the battery charging technology.

-Figure 1-

Figure 1 shows the functional diagram of the wind-driven three-phase generator drive, the potential positioning of the wind turbine wheel and the V-belt drive, as well as the circuit diagram of the battery charging technology, with relevant drawings.

The positioning of the wind turbine wheel and the encapsulated V-belt drive arranged underneath in variants a) and b) is shown at the bottom left.

Variant a): Here the wind turbine is positioned on the highest surface of the vehicle body, the "ROOF" (see also the two bi-perspective vehicle images), which means that it can transmit the highest possible torque efficiency proportional to the wind to the three-phase generator both when driving and when stationary.

The curved, blade-shaped structure of its wind turbine blades ensures that the wind, no matter from which potential direction it may come, always drives this rotating body in the same direction of rotation, which therefore does not necessarily require a three-phase generator (in which, as is well known, the direction of rotation of the yaw pole rotor is not important) as a kinematically connected power generator. The choice of generator type (e.g. also possible direct current generator etc.) is therefore not limited to one such type.

The extent to which this impeller, which should be made of lightweight plastic or carbon fiber materials, can convert this pneumatic energy into rotary energy depends on the number and shape of its horizontally effective air impeller blades - see the above oblique image of the impeller -, its diameter, but above all on its specific vertical distance from the roof surface, since when driving the aerodynamic flow is deflected upwards by the individual oblique angle of the windscreen and thus does not flow directly along the roof surface with full intensity.

The precise height of this impeller must therefore be defined by pneumatic color flow tests in the wind tunnel (which is simulated here using the arrow line in the right-hand vehicle illustration), so that not only the horizontal airflow plane, but also the "full" windscreen updraft energy, which then lies between the two cross-stroke planes visible here, can act on this wind impeller.

The housing of the V-belt drive underneath, the top view of which can be seen above/between the two vehicle images, is located - as shown here - inside the roof and could be integrated into the roof lining, especially in cars, under which the two generator/regulator cable feeds should also be laid (see circuit diagram top right).

Variant b): Here the positioning of the wind vane wheel on the front/hood is shown as an example.

Since the airflow - in accordance with aerodynamics - flows along the surface of this "HOOD" with full intensity at the zenith, this impeller can be positioned just above it, which limits the restriction of the driver's field of vision to the potential minimum. The housing of the V-belt drive is locked in place in a suitable manner on the inside of this front hood (e.g. screwed on).

In the case of the DACH positioning variant, the three-phase generator must be designed so flat that it can be integrated into the belt drive housing - see housing top view with the designation "G" -, however, this fact can be ignored inside the front hood and the generator - positioned there - can be designed in any size/shape - see hypothetical line/line outline.

Since the electric motor drive unit of electrically powered vehicles is also located under the front hood, this is shown here with the drive battery connected downstream of the generator belt drive using the relevant circuit symbol. At the top left, the rotary bearing of the wind vane wheel is shown using tapered roller/axial deep groove ball bearings on a specific, coaxial drive shaft, which is guided either through the vehicle roof or front hood wall (sealed accordingly) and is connected (screwed) to the respective internal pulley in a rotationally fixed manner. The bearing of the generator pulley, however, is not separate, since the coaxial bearing of the rotor shaft also serves this purpose. To the right, the wind vane wheel and the pulley connected below it in a rotationally fixed manner using this drive shaft are shown in a vertical oblique view. The coaxial drive shaft remains hidden by the vane wheel.

The larger radical extension of the pulley is due to the gear ratio to the specifically smaller generator rotor pulley, which has already been explained in the description. To the right of this, the rotary (three-phase) generator drive with the permanently acting, spring-loaded tension pulley (visible here as the smallest rotating element) is shown schematically. The circular dash/dash lines mark the internal V-belt running surface.

This again shows the radial arrangement and possible shape of the air vane blades. The radial arrow lines indicate the same direction of rotation, while the vertical arrow markings indicate the direction of action of the tension pulleys. The predominant gear ratio could be defined as between 1:5 and 1:10. Finally, on the far right, the battery charging technology is shown according to the circuit diagram. As soon as the rotor (claw pole rotor) is brought to the required speed (1000 rpm) by the wind vane wheel using wind power, the (two-contact) regulator attracts the regulator armature and thus opens the contact pair. The regulator resistor is thus connected in front of the excitation winding (series connection), i.e. the excitation winding is connected to the vehicle ground via the regulator resistor. Due to the reduced resistance in this respect, a low excitation current flows - the generator charging power is therefore low. If the rotor speed increases proportionally too high due to excessive (travel) wind strength, the magnetic field of the voltage coil is further amplified. The regulator armature is further attracted until the opposite (here right-hand) contact pair is closed. Both ends of the excitation winding are connected to minus (D-), i.e. the excitation winding is closed in on itself and complete regulation takes place.

When the rotor speed/generator voltage decreases again, the current in the voltage coil of the voltage regulator element decreases; this also reduces the attractive force on the spring-loaded armature, which falls back into the middle position or base. Due to the excitation current now increasing again, the

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Voltage in the generator, the armature of the voltage regulator element is attracted again. The switching frequency (regulator frequency) of the regulator contacts can vary between 50 and 200 switching operations per second.

If the excitation current is switched on by the switching bridge shown above, the (driving) wind energy battery charging mode is activated and optimally controlled electrically by the aforementioned control technology. Since this switching bridge is connected to terminal 30 (continuous current) with its current supply contact, this activation can also take place independently of the driving switch when the vehicle is stationary, meaning that if the prevailing wind energy is sufficient - for example in the case of autumn/sea winds - the downstream (drive) battery can also be capacitively regenerated overnight.

Claims (3)

- Protection claims - General term: 1. Wind power generator for motor vehicles characterizing part: characterized by that a wind turbine wheel, which is designed specifically for this purpose and can be horizontally rotated using wind power, is positioned on the highest surface of the vehicle body structure (e.g. on the vehicle roof) or on the front hood, which, when the vehicle is moving but also when stationary in windy weather, drives a three-phase generator via a V-belt - at a suitable gear ratio - which thus regenerates the capacity of a downstream drive accumulator in proportion to the prevailing (driving) wind intensity. 2. Wind power generator for motor vehicles according to claim 1, characterized in that that the three-phase generator is driven by a V-belt as a transmission medium, the specific tension of which is permanently realized by a spring-loaded tension pulley and is also weatherproofed in a specific housing underneath the bonnet or integrated into the vehicle roof. 3. Wind power generator for motor vehicles according to claim 1 and 2, characterized in that that the generator rotor speed underlying the gear ratio between the wind turbine and three-phase generator pulley, as well as its (braking) electromagnetic excitation current field strength, and of course the wind turbine itself, are designed in such a way that even at low driving speeds (between rel. 50 and 70 km/h) a moderate battery charging power is generated, which is also the case when stationary, e.g. in the medium of European autumn/sea wind strengths, whereby the downstream accumulator as a potential energy source of the electric vehicle driven by it can be capacitively regenerated practically overnight by kinetic wind energy, partially or completely (depending on the state of discharge).