WO2024031126A1 - Générateurs de mini centrale électrique de véhicule électrique, boîte de vitesses/engrenages et système d'amplification de puissance (militaire et civil) - Google Patents

Générateurs de mini centrale électrique de véhicule électrique, boîte de vitesses/engrenages et système d'amplification de puissance (militaire et civil) Download PDF

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Publication number
WO2024031126A1
WO2024031126A1 PCT/AU2023/000005 AU2023000005W WO2024031126A1 WO 2024031126 A1 WO2024031126 A1 WO 2024031126A1 AU 2023000005 W AU2023000005 W AU 2023000005W WO 2024031126 A1 WO2024031126 A1 WO 2024031126A1
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WO
WIPO (PCT)
Prior art keywords
energy
generators
flywheel
rotational
battery
Prior art date
Application number
PCT/AU2023/000005
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English (en)
Inventor
Kelvin YEOH LIM
Original Assignee
Yeoh Lim Kelvin
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Yeoh Lim Kelvin filed Critical Yeoh Lim Kelvin
Publication of WO2024031126A1 publication Critical patent/WO2024031126A1/fr

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/28—Arrangements for balancing of the load in a network by storage of energy
    • H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
    • H02J3/322—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means the battery being on-board an electric or hybrid vehicle, e.g. vehicle to grid arrangements [V2G], power aggregation, use of the battery for network load balancing, coordinated or cooperative battery charging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/02—Additional mass for increasing inertia, e.g. flywheels
    • H02K7/025—Additional mass for increasing inertia, e.g. flywheels for power storage
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L8/00—Electric propulsion with power supply from forces of nature, e.g. sun or wind
    • B60L8/003—Converting light into electric energy, e.g. by using photo-voltaic systems
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L8/00—Electric propulsion with power supply from forces of nature, e.g. sun or wind
    • B60L8/006—Converting flow of air into electric energy, e.g. by using wind turbines
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/28—Arrangements for balancing of the load in a network by storage of energy
    • H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K51/00—Dynamo-electric gears, i.e. dynamo-electric means for transmitting mechanical power from a driving shaft to a driven shaft and comprising structurally interrelated motor and generator parts
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
    • H02K7/1807—Rotary generators

Definitions

  • this new design patent technology provides the potential to increase electric power available (subject to further research and testing ie. R&D if there is any leftover electric power available from charging the EV’s main battery and the multiple generators or stop the battery charging temporary for extra electrical power boost or for other needs as some generators can be divided for other uses) which such an increase is unheard of as this is the opposite of the mains battery reducing in capacity as the mains battery drains, and this is due to the multiple generator packs and configuration driven by a single output shaft from this ‘Mini Power Station Generators, Gearbox/ Gears & Power Boost System’ design patent, which also has flywheel, clutch and input shaft driving this entire system and some other components.
  • This design patent ‘Mini Power Station Generators, Gearbox/Gears & Power Boost System’ is designed to break the EV Laws of Physics energy conservation equation; it also does this by the use of any external energy source free/low/zero emissions (external to P(battery) energy) by a solar and wind energy input (optional but recommended) as part of this new system (to power a small DC motor) to mainly assist with the rotational energy stored in this new design system (which does not require much energy input once in rotational motion when the initial resisting rotational inertia is overcome), alternately it can directly charge the EV main batteries or it can have its wind/solar (auxiliary energy sources) use a separate much smaller battery system just to run the DC motor; the use of this separate small battery is for detail design but the DC motor has an essential purpose of assisting maintaining the flywheel rotational energy of this system.
  • the small DC motor for the wind/solar system sub-part of this new system will drain some energy from the EV’s main batteries but this is only to maintain the rotational energy ‘battery’ already stored in the flywheel already in motion at operational speeds, thus requires lesser energy to maintain its rotation and prevent it from losing its stored ‘battery’ rotational energy.
  • the rotational energy of this system is also maintained by the deceleration/brake clutch, mainly for land EV’s to isolate/maintain this rotational energy flywheel system, this rotational energy isolation/preservation ‘clutch’ might not be necessary for air EV’s if the rotational energy system is started up once in steady flight to course for maximum power during take-off or spin up the rotational system to operating speeds prior to taxi and takeoff and it might even provide extra power boost from the multiple generator packs for shorter take-off and better speed for earlier lift.
  • this new system provides the facility and potential technology to bring more generators on line just like a large electricity power station but instead this is now a mini electricity power station in a much smaller sized EV, therefore it is possible to fit an extremely large electricity power station plant on a large area of land (even a large ship power station) into a small EV, making this the world’s first mini electricity power station fitted by this design patent into a small EV (land, sea or air) to add to the EV batteries, instead of a large electricity plant on a large piece of land or on a large ship.
  • the generators can be brought on line one at a time or pack by pack to recharge the EV’s main batteries and possibly even provide extra power which current EV’s do not have a daunting main batteries charging system while the EV is operational and in motion ie. while driving, flying or sailing.
  • P(extemal) is such that any type of energy can be used to lightly maintain the rotational inertia of the flywheel by just giving it an angular force ‘push’ through the gear teeth or clutch (air EV’s might not have clutch) using the input shaft driving the flywheel (if using this external energy to charge the EV’s main batteries or to use the DC motor directly driving the flywheel) which either way is far less than that initially required to bring it into rotational motion operating speed; preferably free/zero/low emissions energy should be used for this such as solar energy or wind energy (which is very good from air EV’s and is a new method of use for air, ship and land EV’s in this design patent), rather than burning hydrocarbons (a small amount might be understandable for long range sea or air to power a small electricity generator where needed) but the aim is instead to remove all hydrocarbon dependency and maintain zero emissions.
  • solar energy or wind energy which is very good from air EV’s and is a new method of use for air, ship and land EV’s in
  • P(initial generators) in the first equation above can be excluded until the rotational energy system is at operating speed, then start the mini power station generators to produce P(generators) by spinning up the generators one at a time or pack by pack or determine how many is required and possible; it is not envisaged that only a single generator would be used as this design is mainly for multiple generators to make use of the output shaft available to drive the power station in such an EV.
  • generators are driven by the output shaft of the generator drive gears, flywheel and clutch (if clutch present), input shaft, and the initial driver (a differential gearbox if it’s the rear wheels as the input to drive this input shaft so no rear wheel drive electric motor) or if its rear wheel drive (land EV) use the electric motor, gears and differential gearbox component to drive this input shaft and make sure the RPM is acceptable to all components of this new ‘Mini Power Station Generators, Gearbox/Gears & Power Boost System’ installed into such an EV to create the ‘next gen’ EV and also replaces the old internal combustion engine single alternator and fan belt with an entire new system, that is an entire power station and all of its components to suit the new zero/low emissions world of EV’s and provide DC/ AC electrical power.
  • the ‘Electric Vehicle Mini Power Station Generators, Gearbox/Gears & Power Boost System’ is initially designed for land EV’s so there are components in it that are car components such as the gearbox which is a differential gearbox operating in reverse to drive the input shaft to provide energy to drive the clutch/flywheel component of this new system (when in cars the differential is used to drive the wheels and is powered by the flywheel in internal combustion engines and the mechanical energy flow is the other way around) and then finally drive the output shaft to the generator packs which are like electricity power station generators or generator packs where each generator/packs can be gradually brought on line once the rotational energy is at operating speeds.
  • the gearbox which is a differential gearbox operating in reverse to drive the input shaft to provide energy to drive the clutch/flywheel component of this new system (when in cars the differential is used to drive the wheels and is powered by the flywheel in internal combustion engines and the mechanical energy flow is the other way around) and then finally drive the output shaft to the generator packs which are like electricity power station generators or generator packs where each generator/pack
  • Some gear meshing might be required to spin up each rotor shaft of each generator using the final drive output shaft to the generators which this output shaft is a facilitator to mount the generator configuration packs or generators can be put anywhere on this output shaft but some configurations are shown here: one or more 2 pack generators longitudinally mounted along the output shaft, or one more 4 pack generators (each pack has 4 comer generators to mesh with the output shaft gear for them).
  • Another component that is part of this new system design patent is the vital decelerator pedal or brake pedal sensor (electric/mechanical) used to disengage the clutch and separate the flywheel rotational energy system from any EV braking/deceleration (especially frequent in land EV’s) and maintain P(rotational energy) stored. Since this is a new science technology, R&D will be required to investigate how many generators can be used or like electricity power stations plants, how many generators driven by turbines can be brought on line (even like hydroelectricity), based on P(rotational energy) storage lasting in the flywheel (and any needed use of the solar/wind energy small DC motor providing a ‘push’ to the flywheel when its at operating speeds), but the technology is now present to recharge an electric vehicle significantly while driving.
  • the vital decelerator pedal or brake pedal sensor electrical/mechanical used to disengage the clutch and separate the flywheel rotational energy system from any EV braking/deceleration (especially frequent in land EV’s) and maintain P(rotational energy) stored. Since this is
  • P(battery) might be used by using the electric motor to provide a little bit of energy to maintain the rotational energy system but as mentioned maybe this is all that is required and is completely sufficient so that solar/wind energy is not even necessary but is handy so why not make use of it.
  • the clutch will hardly be used for air and sea EV’s but can still be present for sea EV’s as they do not exhibit frequent deceleration and braking and might not even need the clutch.
  • an air EV with multiple electric engines on the wing they will have to transfer their energy back to the input shaft driving the flywheel via shafts/gears to drive the output shaft driving the generator packs. It should not be forgotten that the P(generators) are still charging the EV’s main batteries to reduce it battery depletion and increase the EV’s range.
  • Mini Power Station Generator Packs Configuration The 2 pack generators type are meshed along the output shaft longitudinally and will lie flat on the base of the vehicle adjacent the driving output shaft that has a gear to drive the each generator’s rotor (one gear can drive 2 or 4 generators depending on the gear meshing requirements of detail engineering gear design since there is the option of bringing the generators on line one at a time or pack by pack, there would be a need to gear mesh "in/out" hen needing to bring them on line.
  • Two 2-pack generators (4 generators total) is estimated to take up some battery floor space estimated at around 1 sq ft long by 6x6” high and wide if each generator is sized at about 6” diameter; smaller compact generators might also be an option that are lighter as opposed to larger ones and use more small generators, this depends on the electrical engineering experts for the detail design. Generators will involve the usual materials of steel and copper (unless better) and so use the latest technology eg. brushless, DC/AG, advance electrical components, etc. - this is for the engineering detail design part of this new system, R&D and manufacturing.
  • the 4-pack generators (or 4 generators in each comer of a pack) take up vertical space and less floor space of the EV’s mains batteries which is usually located at the base of the EV and using the same sizing estimates as the 2-pack, the vertical space is estimated at 1x1 sq ft area x 6” long and shorter output shaft to drive the generators if only one 4-pack is used, if 2 packs then at least 1 ft long (since space is required between the two 4-packs).
  • Liabilities If the input shaft feeds directly off the electric drive motor as an energy input, this RPM must be tolerated by the rest of the components of this design patent in mechanical strength ie.
  • This design patent is to provide constant mains battery charging during driving, flying or sailing and thus increase EV range and to provide power boost if there is any more generators electrical power available.
  • the use of multiple generators will also need for the electromagnetic radiation (EMR) to be checked or mitigated/shielded from humans.
  • EMR electromagnetic radiation
  • the ‘Electric Vehicle Mini Power Station Generators, Gearbox/Gears & Power Boost System’ now provides technology for the potential to generate EV land speed records from more electrical power, shorten air EV take-off length, generate EV range records, alleviate the amount of battery consumption/destruction in EV’s (where it might even be possible to not even use the mains battery once the generators are running), reduce demand for rare earth metals and its search or their depletion and thus provide overall sustainability; this will also assist in alleviating current EV batteries recycling demand.
  • the rear wheels are the input shaft energy providers and the land EV is not rear wheel drive, 2 wheels are used as the input energy to the differential gearbox, not one wheel (with no diff) as the energy input as this is unbalanced loading of one wheel, neither should there be any gearing components for each of the 2 rear wheel shafts, just connect both rear wheels to the differential gearbox in reverse mechanical energy flow from the usual internal combustion engine car method to drive the clutch and flywheel.
  • P(extemal) energy includes P(wind) energy
  • this is used to spin a fan in the front intake/grille of the land EV instead of the radiator fan, in order to generate DC power to provide an energy source for the DC motor assisting in maintaining the drive of the flywheel rotational energy;
  • an air EV might use a propeller, similarly a small sea EV.
  • the ‘Electric Vehicle Mini Power Station Generators, Gearbox/Gears & Power Boost System’ components for the drawings attached in a separate document as part of this design patent are items (3) to (14) and the numbers almost follow the direction of the mechanical energy input to the input shaft (except for the items DC motor and clutch controller) and are as follows: (1) Electric Vehicle (EV) mains battery (floor level low CG) (2) Electric Drive Motor (AC), Inverter, Gears and Differential Gearbox to Rear Drive Wheels (3) Flywheel or Clutch Input Shaft driven by (2) (this is not a component but to show the input shaft drive energy input) (4) Flywheel/Clutch Input Shaft (5) Clutch (6) Flywheel (Rotational Energy ‘Battery’ Storage) (7) Clutch Engage/Disengage Controller (Disengage on Brake or Decelerator pedal input; mainly for land EV’s) (8) Output shaft from Flywheel (extending pass the generator packs that are mounted against it via gears (12) to drive
  • This design patent uses free energy inputs to run the electricity generators (3 in total in this design patent but any other free energy sources to the flywheel would also be beneficial): (1) ‘free’ mechanical energy from the electric drive motor of a land EV which has an output shaft that drives the EV’s drive wheels; any machine with a shaft that rotates at a useful RPM can be made use of to assist in driving this flywheel that is already in motion and this mechanical energy is ‘free’ in the sense that the flywheel is already in motion and the rotating shaft is going to be required anyway to drive the land EV’s drive wheels so why not use some of it after all, the rotational energy system at operating speeds is not starting from stand still, so the mechanical energy that is being taken from this electric motor shaft is much less than the stand still start up energy and just taking some of this mechanical energy that is already required to drive the EV’s drive wheels, to take just a little of it to sustain the rotational energy system using the input shaft to the clutch and flywheel (air EV’s might not need the clutch or a clutch/gear system
  • the electricity generators of the mini power station driven by this rotational energy system is also providing some amount of ‘free’ energy as opposed to not having any electricity generators in current EV other than the braking/decelerating charging system using the electric drive motor as a generator but this is constantly interrupted as it only charges on braking/decelerating compared to this mini power station that performs uninterrupted charging and also very likely high powered charging of the EV’s main batteries.
  • the question is what is the maximum number of generators that this new electrical system can bring on line using the rotational energy system and provide uninterrupted charging of the EV’s main batteries.
  • this spinning mini electricity power station and free energy inputs can be applied to many other sectors, those that have a usable rotating shaft at sufficient power RPM and sufficient wind/solar inputs.
  • military trucks could become EV’s using this mini electricity power station running the generators on the floor like this design patent’s drawings document of this system and if they drive at good usable wind speeds, the wind turbines will also be effective, solar panels might assist the rotational energy system as well on top of the roof since there won’t be a lot of bullets up there unless its urban warfare and it is shot at onto the solar panels on the roof from high buildings (just avoid this scenario) - military truck logistics vehicle as EV’s save on fuel and the cost savings can be used for personnel and weapons, also provides zero emissions.
  • a light air EV electric motor propellers of 100 passengers instead of 2 passengers might even be possible using as many little electricity generators as possible to keep recharging the EV’s main batteries, and it might even traverse oceans in range (but at prop speed not jet speed so the trip is longer but there is zero emissions and at least there is the possibility of crossing oceans and at least the EV’s main batteries are not being depleted gradually but uninterrupted charging is taking place).
  • Large military drone air EV’s with electric drive motors (thrust propellers output) and wind turbine (wind/thrust propeller turbines input free energy) using this mini power station multiple generators and rotational energy system will have extended range on the EV’s main batteries and might be in the air for a very long time until return to base.
  • Infantry fighting vehicles might also be able to become EV using this design patent and thus present fuel cost savings and zero emissions across the fleet so that this fuel expenditure can be transferred to more personnel or weapons acquisition, however heavy armored main battle tanks are not anticipated to be able to use electric motors to achieve their weight movement and speeds.
  • a country’s military air force, army and navy could save hundreds of millions of dollars in not having to use hydrocarbon internal combustion engines but instead electricity and zero emissions using this spinning mini electricity power station generators and rotational energy system for extended range and electrical power performance, and then direct this fuel cost savings to personnel and weapons.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

Une mini centrale électrique de véhicule électrique comprenant un volant et recevant de l'énergie solaire/éolienne pour alimenter un moteur à courant continu. Le volant reçoit une entrée de puissance mécanique provenant du moteur à courant continu et du moteur d'entraînement du véhicule électrique. Le volant entraîne un ou plusieurs générateurs pour charger la batterie principale du véhicule électrique et fournir de l'énergie à un autre système.
PCT/AU2023/000005 2022-08-12 2023-08-11 Générateurs de mini centrale électrique de véhicule électrique, boîte de vitesses/engrenages et système d'amplification de puissance (militaire et civil) WO2024031126A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AU2022218509 2022-08-12
AU2022218509 2022-08-12

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WO2024031126A1 true WO2024031126A1 (fr) 2024-02-15

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Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4254843A (en) * 1979-07-20 1981-03-10 Han Joon H Electrically powered vehicle
US4588040A (en) * 1983-12-22 1986-05-13 Albright Jr Harold D Hybrid power system for driving a motor vehicle
US5680032A (en) * 1995-12-19 1997-10-21 Spinmotor, Inc. Wind-powered battery charging system
US20060213697A1 (en) * 2005-03-18 2006-09-28 Sutherland Danilo R Power system for electric and hybrid vehicles
CN201092263Y (zh) * 2007-08-02 2008-07-30 李菊生 风力太阳能组合动力电动车
CN109955722A (zh) * 2017-12-14 2019-07-02 苏中迁 一种自动充电、无限续航的新型电动能源汽车

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4254843A (en) * 1979-07-20 1981-03-10 Han Joon H Electrically powered vehicle
US4588040A (en) * 1983-12-22 1986-05-13 Albright Jr Harold D Hybrid power system for driving a motor vehicle
US5680032A (en) * 1995-12-19 1997-10-21 Spinmotor, Inc. Wind-powered battery charging system
US20060213697A1 (en) * 2005-03-18 2006-09-28 Sutherland Danilo R Power system for electric and hybrid vehicles
CN201092263Y (zh) * 2007-08-02 2008-07-30 李菊生 风力太阳能组合动力电动车
CN109955722A (zh) * 2017-12-14 2019-07-02 苏中迁 一种自动充电、无限续航的新型电动能源汽车

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