Abstract:
Described is a process and apparatus that converts the power contained within a moving vehicle when maintaining a motion on a surface, such as a vehicle moving on a street, into electricity to be used directly or stored in batteries to power a load. The specific invention, described herein, is a power converter that uses the motion of a moving platform or vehicle to derive electrical power using a described means of energy capture, transfer, and conversion. The specific invention uses friction and force transfer to capture forward or backward movements on a surface through friction, converts that kinetic energy into rotational torque, and generates useable electricity for the purposes of doing work.

Description:
CROSS-REFERENCE TO PRIOR APPLICATIONS  
       [0001]     This application claims the benefit of provisional Application No. 60/698,095 filed Jul. 12, 2005. 
     
    
     FIELD OF THE INVENTION  
       [0002]     The embodiments of the present invention relate to power converters, and more particularly to a process and an apparatus for converting kinetic energy into electrical energy for the purposes of doing work.  
       BACKGROUND  
       [0003]     Lighting and similar electrical systems can consume a great amount of electricity and energy. Some of these systems can run on batteries, others can run from a wall socket or a generator, and some can run on both. For mobile or portable systems, like a mobile billboard, batteries are the preferred method of creating power. Sometimes, generators may be needed onboard the mobile billboard platform to charge the batteries. The problem is that the brighter the lights, the larger the electrical output and consumption. And with rising energy costs, recharging batteries and generators can become an expensive cost of doing business. Furthermore, having large and powerful generators to run a lighting system on a mobile platform, such as a car or truck, can raise safety issues.  
         [0004]     Consequently, there exists a need for a process and an apparatus for converting kinetic energy into electrical energy for either storage in one or more batteries to power a load or conversion directly into electricity to do work.  
       SUMMARY  
       [0005]     Accordingly, one embodiment of the present invention is a friction drive electrical power converter for a vehicle, comprising: a wheel; a shaft attached at one end to the wheel and fixed at a second end; a friction device for engagement with the wheel, the friction device operable when engaged with the wheel, to be driven by the wheel; a mechanical device operable to exert a normal force on the wheel; and an alternator connected to the friction device, the alternator operable to be driven by the friction device. The specific invention uses friction and force transfer to capture forward or backward movements on a surface through friction, converts that kinetic energy into rotational torque, and generates useable electricity for the purposes of doing work. In other embodiments, the shaft is not needed and the friction drive electrical power converter apparatus can be attached directly to the at least one wheel of a vehicle.  
         [0006]     Other variations, embodiments and features of the present invention will become evident from the following detailed description, drawings and claims. 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0007]      FIG. 1  illustrates a rear-view of one embodiment of a friction drive electrical power converter;  
         [0008]      FIG. 2  illustrates a rear-view of another embodiment of a friction drive electrical power converter;  
         [0009]      FIG. 3  illustrates a side-view of the friction drive electrical power converter of  FIG. 2 ;  
         [0010]      FIG. 4  illustrates a rear-view of yet another embodiment of a friction drive electrical power converter;  
         [0011]      FIG. 5  illustrates a side-view of the friction drive electrical power converter of  FIG. 4 ;  
         [0012]      FIG. 6  illustrates a side-view of a plurality of friction drive electrical power converters of  FIG. 4 ;  
         [0013]      FIG. 7  illustrates a wiring diagram of a friction drive electrical power converter; and  
         [0014]      FIG. 8  illustrates a battery&#39;s state of charge diagram. 
     
    
     DETAILED DESCRIPTION  
       [0015]     It will be appreciated by those of ordinary skill in the art that the invention can be embodied in other specific forms without departing from the spirit or essential character thereof. The presently disclosed embodiments are therefore considered in all respects to be illustrative and not restrictive.  
         [0016]     While the friction drive electrical power converter described below can be used with any moving vehicle, some reference is made to a mobile platform. The mobile platform may be used to support a mobile billboard and a system of lights for illuminating the billboard and depicted advertising.  
         [0017]     Initial reference is made to  FIG. 1 , which illustrates a rear-view of one embodiment of a friction drive electrical power converter  100 . As shown, the friction drive electrical power converter  100  can be mounted to a mobile platform (not shown) via a mounting plate  102 . The mounting plate  102  can be fastened underneath or behind a vehicle or trailer by known materials and methods. In a first embodiment, steel nuts and bolts  104  are used to attach the mounting plate  102  to the vehicle, trailer or mobile platform. A set of bearings  106  is attached to the mounting plate  102 , such that an axle  108  may be concentrically mounted with an axis of rotation  110  about the bearings  106 . Ideally, the bearings  106  are, but not limited to, double-sealed bearings. Attached to the axle  108  is a moment arm shaft  112 , which freely rotates and extends from the mounting plate  102  about the axle  108  such that a full range of motion is provided about the axis of rotation  110 . A wheel or tire  114  is coaxially attached at the other end of the moment arm shaft  112  through a wheel axle  116 . Like the axle  108  on the mounting plate  102 , the wheel axle  116  is also concentrically supported by two bearings (not shown). As the vehicle moves forward or backward, the wheel  114  makes physical contact with a road or rail surface  118 , and turns or rotates about a wheel axis of rotation  120 . Additionally, a rotational force or torque (T) is generated at the wheel axle  116  as the wheel  114  rolls over a surface  118 .  
         [0018]     A piston or shock absorber  122  as known in the art is attached to the mounting plate  102  with a mounting bracket  124  on one end and to the moment arm shaft  112  at the other end. The piston or shock absorber  122  may be filled with air or other gases. The piston or shock absorber  122  may also be hydraulic. The piston or shock absorber  122  provides dampening to minimize vibration experienced by the wheel  114  when it encounters uneven surfaces. In addition, the piston or shock absorber  122  also produces a downward compression or normal force  126  on the moment arm shaft  112 . As a result of the normal force  126 , the wheel  114  is compressed or forced to maintain constant physical contact with the surface of the ground  118  and non-contact is mitigated when the wheel  114  encounters debris, obstacles, or other rough terrain.  
         [0019]     A friction roller  128  made of aluminum, steel, or other known material physically engages the wheel  114  of the friction drive electrical power converter  100 . In a first embodiment, the friction roller  128  is lathed or milled out of a section of an aluminum cylinder with a 3″ diameter. One end of the friction roller  128  is coaxially mounted onto an axle shaft  130  of an alternator  132 , while the opposite end may be capped. The friction roller  128  facilitates a change in relative position by reducing frictional resistance to translational movement. In other words, because the friction roller  128  is in physical contact with the tire  114  as the tire  114  rolls along the road  118  and torque (T) is generated, the rotational force is transferred or translated from the tire  114  to the friction roller  128 . Because the friction roller  128  is physically connected to the alternator  132  through the axle shaft  130 , the friction roller  128  turns and drives the alternator  132  thereby generating electricity. Since the radius of the tire  114  and the friction roller  128  is different (the friction roller  128  normally has a smaller radius than the tire  114 ), the friction roller  128  turns or rotates faster (more revolutions per minute) than the tire  114 . Calculations can be made to optimize the performance of the friction drive electrical power converter  100  by determining the proper radius ratio. Ideally, the alternator  132  is a direct current (DC) electric generator as known in the art, or a multiplicity of alternating current (AC) generators and alternators including but not limited to self-exciting alternators, permanent magnetic alternators and other friction drive electrical power converters as known in the art. The alternator  132  can also be equipped with internal and external voltage regulators (not shown) and attached to storage devices such as batteries or other direct loads (not shown).  
         [0020]     As described earlier, when the friction drive electrical power converter  100  is dragged or propelled by a moving platform, trailer or vehicle along a surface  118 , the wheel  114  rotates. And as the wheel  114  rotates, the friction roller  128  also rotates thereby driving the alternator  132  producing electricity that may be transmitted by a negative terminal  134  and a positive terminal  136 . Specifically, electrical wires  138  running along the length of the moment arm shaft  112  are used to transmit the electricity produced by the terminals  134 ,  136  to their respective negative and positive leads  140 . The negative and positive leads  140  can be attached to power an instantaneous electrical load or a storage battery (not shown). Additionally, a structural gusset  142  can be installed between the moment arm shaft  112  and the axle  108  of the mounting plate  102  to provide further mechanical support. The embodiments as previously described are primarily intended for outdoor use in all climates and environments.  
         [0021]      FIG. 2  illustrates a rear-view of another embodiment of a friction drive electrical power converter  200 . As shown, the friction drive electrical power converter  200  can be mounted to a mobile platform (not shown) via a mounting plate  202 . The mounting plate  202  can be fastened underneath or behind a vehicle or trailer by known materials and methods. In one embodiment, steel nuts and bolts  204  are used to attach the mounting plate  202  to the vehicle, trailer, or mobile platform. A set of bearings  206  is attached to the mounting plate  202 , such that an axle  208  may be concentrically mounted with an axis of rotation  210  about the bearings  206 . The bearings  206  are ideally, but not limited to, double-sealed bearings. Attached to the axle  208  is a moment arm shaft  212 , which freely rotates and extends from the mounting plate  202  about the axle  208  such that a range of motion is provided about the axis of rotation  210 . A wheel or tire  214  is coaxially attached at the other end of the moment arm shaft  212  through a wheel axle  216 , which is concentrically supported by two wheel bearings  218 . As the vehicle moves forward or backward, the wheel  214  makes physical contact with a road or rail surface  220  and turns or rotates about a wheel axis of rotation  222 . Additionally, a rotational force or torque (T) is generated at the wheel axle  216  as the wheel  214  rolls over a surface  220 .  
         [0022]     A spring  224 , or other such means known in the art, can be attached between the mounting plate  202  and the moment arm shaft  212  for exerting a downward force  226  on the moment arm shaft  212 . The spring  224  can be stretched or compressed. When the spring  224  is compressed, force is applied to displace the spring  224 . The work to compress the spring  224  is transferred to the spring  224  as energy. When the spring  224  is stretched, force is exerted on objects attached at its ends, which in this case is the moment arm shaft  212 . This force is the result of the stored energy being released. Since the spring  224  is attached above the moment arm shaft  212 , the force exerted will be a downward or normal force  226 . The downward compression or normal force  226  exerted on the moment arm shaft  212  forces the tire  214  to maintain constant physical contact with the surface of the ground  220  and prevents the wheel  214  from not contacting the ground  220  when the tire  214  encounters debris, obstacles or other rough terrain. In addition, the spring  224  also serves as a suspension device by dampening vibrations experienced by the wheel  214  when it encounters uneven surfaces  220 .  
         [0023]     As described earlier, when the tire  214  rolls along the road  220  and torque (T) is generated, the rotational force can be mechanically transferred or translated from one object to another if the objects are in physical contact. In this embodiment, the rotational force or torque (T) generated by the wheel  214  is transferred to a pulley wheel  228 , which is attached to the wheel  214  about the same wheel axis  216 . The wheel  214  can also transfer rotational torque (T) to the pulley wheel  228  through a transmission belt or gear or other means known in the art. Likewise, the rotational torque (T) can be further transferred to a third wheel  230  from the pulley wheel  228  through a transmission belt  232 , whereby the third wheel  230  can be coaxially attached to an alternator  232 . As a result of these rotational force or torque (T) transfers, the third wheel  230  turns and drives the alternator  232  thereby generating electricity. Although the third wheel  230  is illustrated, there may be more or fewer wheels  214 ,  228 ,  230  incorporated within the friction drive electrical power converter  200 .  
         [0024]     In other embodiments, the alternator  232  may be a self-exciting alternator, a permanent magnet alternator or other electrical generators known in the art. The alternator  232  is fastened to the moment arm shaft  212  with a bracket and nuts and bolts, or with other known materials and methods. The alternator  232  has both negative and positive output terminals  234  whereby electrical wires  236  can extend through the moment arm shaft  212  and exit as respective negative and positive leads  238 . The negative and positive leads  238  are attached to an electrical load (not shown), such as an instantaneous load or a storage battery for the purposes of doing work.  
         [0025]      FIG. 3  illustrates a side-view of the friction drive electrical power converter  200  of  FIG. 2 . As shown, the friction drive electrical power converter  200  can be mounted to a moving device (not shown) via a mounting plate  202 . For example, the mounting bracket  202  can be mounted to an I-beam of a truck or trailer by known materials and methods. Attached to the mounting bracket  202  are bearings  206  supporting a coaxial axle  208  similar to those described in  FIGS. 1 and 2 . A moment arm shaft  212  extends from the axle  208  to a wheel or tire  214 . A range of motion is provided for the moment arm shaft  212  to rotate about the axle  208  as indicated by element  213 , with the bearings  206  providing the pivot points thereby allowing the wheel  214  to move up and down  213  or from side to side  213 . As illustrated in this figure, the friction drive electrical power converter  200  can freely change angles in response to changing road or surface conditions by pivoting off of the bearings  206 . A rotational force or torque (T) is generated by the tire  214  as the truck or trailer moves forward  215  or backward  217 .  
         [0026]     The wheel  214  is coaxially attached to an axle  216 , which is subsequently attached to a second wheel  230  through a gear or transmission belt  232 . The second wheel  230  can be attached to an alternator (not shown) through an axle or a shaft (not shown) and mounted on the moment arm shaft  212  as described in  FIGS. 1 and 2  (the second wheel  230  is shown to be slightly off-axis from the moment arm shaft  212  for illustration purposes). Like  FIGS. 1 and 2 , a spring, piston, or the likes (not shown) can be constructed on the moment arm shaft  212  to exert additional downward or normal force on the wheel  214 . In normal operation, if the truck (not shown) moves forward  215 , the wheel  214  rotates clock-wise, and if the truck moves backward  217 , the wheel  214  rotates counter-clockwise. Angular velocity (v), or rate of change of angular displacement, is a function of speed. A vehicle traveling at a high rate of speed has rapidly rotating wheels  214 , while a slower moving vehicle has slowly rotating wheels. Therefore, increased road speed results in increased electrical power generation. Also, as previously indicated, the amount of rotational force or torque (T) generated is a function of wheel radius  214 . Thus, a wheel  214  with a larger radius makes fewer revolutions or turns per minute while a wheel  214  with a smaller radius rotates faster and drives the alternator faster. The amount of electrical power generated can be optimized by both wheel radius and the speed of travel.  
         [0027]      FIG. 4  illustrates a rear-view of yet another embodiment of a friction drive electrical power converter  400 . As shown, the friction drive electrical power converter  400  can be mounted to a mobile platform (not shown), more specifically, the friction drive electrical power converter  400  can be mounted to an existing wheel or tire  402  of a vehicle, trailer, or a hitch mount. Like  FIG. 1 , a textured or un-textured friction roller  404  made of aluminum, steel, or other known material is designed to physically engage the wheel  402  of the vehicle. In one embodiment, the friction roller  404  is coaxially mounted to an alternator  408  through an alternator shaft  406 . The alternator shaft  406  maintains equal distance between the tire  402  and the alternator  408 . A frame  410  is used to support and house the alternator  408 , and to provide additional grounding. The frame  410  can be mounted to the vehicle&#39;s frame, body, or undercarriage by known materials and methods. Output terminals  412  on the alternator  408  deliver the electricity produced to an electrical load by methods described in the previous figures.  
         [0028]     Two support brackets  414  joined by a hinge  416  are used to further support the alternator frame  410  and to secure the alternator frame  410  onto an axle  418  of the rolling wheel  402 . The hinge  416  articulates the two support brackets  414 . Alternatively, a piston or shock absorber (not shown) known in the art may be used in place of the brackets  414 . In addition to the weight of the vehicle exerting a compressive force on the wheel  402 , the piston or shock absorber dampens and further applies an additional normal force on the wheel  402  by the methods previously described.  
         [0029]      FIG. 5  illustrates a side-view of the friction drive electrical power converter  400  of  FIG. 4 . As shown, the friction drive electrical power converter  400  can be directly mounted to an existing wheel or tire  402  on a vehicle, trailer, or mobile platform (not shown). A textured or un-textured friction roller  404  is physically engaged with the wheel  402  and coaxially mounted to an alternator  408  through an alternator shaft (not shown). A frame  410  is used to house and support the alternator  408 , which can be mounted to the vehicle&#39;s frame, body, or undercarriage through a mounting base plate  415 . The friction roller  404  is adjustable and can be modified or changed as needed. To maintain physical contact between the friction roller  404  and the wheel  402 , a spring system  417  can be installed to provide a compressive or normal force and compel the friction roller  404  to engage the wheel  402 . Instead of the spring system  417 , a physical screw or a pneumatic piston or shock absorber (not shown) can also be used. If a pneumatic piston is used, an additional bracket may have to be constructed to house the piston for forcing the friction roller  404  to engage the wheel  402 . Other methods of controlling or maintaining the contact between the tire  402  and the friction roller  404  include solenoids (not shown), which upon signaling from a car brake light cause the two objects  402 ,  404  to make solid contacts. With an electric vehicle, the friction roller  404  may only be engaged with the car tire when the car is braking or going downhill.  
         [0030]      FIG. 6  illustrates a plurality of friction drive electrical power converter  400  of  FIG. 4  on a wheel or tire  402  of a vehicle (not shown). As shown, three friction drive electrical power converters  400   a ,  400   b ,  400   c  generate increased power and energy output during operation. A mounting bracket  415  is used to attach the three friction drive electrical power converters  400   a ,  400   b ,  400   c  to struts and subsequently to an axle  418  of the wheel  402 . Additionally, the three friction drive electrical power converters  400   a ,  400   b ,  400   c  may be mounted to other suitable places of the vehicle with known materials and methods. Furthermore, although three friction drive electrical power converters  400   a ,  400   b ,  400   c  are illustrated, there may be more or fewer converters depending on the size of the tire  402  and the availability of space underneath or around a vehicle.  
         [0031]      FIG. 7  shows a wiring diagram  700  used to power a load on demand and to provide a source of electrical power generation when a previously described friction drive electrical power converter is used by a moving vehicle, trailer, or platform. An electric battery  702  with positive  704  and negative  706  terminals can be charged by electricity-producing, friction drive electrical power converter  708  with a positive terminal  710  and a negative terminal  712 . The negative terminal  712  is connected by wire  716  to the negative terminal  706 , while the positive terminal  710  is connected by wire  714  to the positive terminal  704 , in parallel with a blocking diode  718  that is inline with the wire  714  to prevent back flow of voltage from the storage battery  702  and the friction drive electrical power converter  708 . The electricity produced by the friction drive electrical power converter  708  can be stored in the battery  702  or used to power an electrical load  720  through a positive output  722  and a negative output  724  with necessary grounding  726  to a vehicle&#39;s frame (not shown).  
         [0032]     In this example, the positive output  722  is split between two relays  728  along two wires  730 . Fuses  732  properly sized for the battery  702  and the electrical load  720  are necessary to protect the system  700  from over-current or over-loading conditions. Negative terminals  734  from the relays  728  are combined at a control switch  736 , which can subsequently be grounded  738  to the frame of the vehicle. The control switch  736  connected to the two relays  728  controls the on/off condition for the load circuit  720 . The types of load circuit  720  include systems such as lighting, powering electrical equipment or any other electrical loads such as an electrolyser, and other electrical, chemical, or mechanical loads. When the control switch  736  turns on, relays  728  have bias open white wires  730  on the positive sides of the relay and bias open black output wires  734  that complete the circuit to ground  738 , thereby delivering electricity from output wires  740  to the electrical load  720 . When the control switch  736  turns off, the black output wires  734  are denied proper grounding  738  thereby failing to complete the circuit.  
         [0033]      FIG. 8  illustrates a battery&#39;s state of charge diagram  800  when a power supply is used to charge a battery. The battery  802  has a maximum voltage  804  as allowed depending on the type of battery used including, but not limited to, flooded lead acid batteries and gel cell lead acid batteries. The maximum voltage  804  of a battery, shown here as a common 12 volt direct current cell, but not limited to this material or voltage, contains 14.5 volts of direct current for the purposes of this disclosure. A minimum voltage  806  represents the lowest voltage supported by the battery  802  before degradation occurs, and is represented by 11.5 volts direct current in this diagram  800 . Within the maximum voltage  804  and the minimum voltage  806  is a preferred range for the battery  802  to charge and discharge  808  depending on the optimum number of cycles and discharge rates. An ideal maximum voltage  810  is 13.5 volts direct current while a preferred minimum voltage  812  is 12.0 volts direct current. Cycling  808  between the draw of a load and the charges resulting from applying a friction drive electrical power converter can be powered by the friction drive electrical power converter working within the preferred voltages  810 ,  812  of a battery storage system  802 . A battery&#39;s state of charge, internal resistance, and temperature are kept in optimal conditions with the use of a properly sized and configured friction drive electrical power converter. The power and energy function  808  describes the proper use of the specific embodiments as a process and apparatus for converting surface friction from moving vehicles and platforms on roads and rails into electrical power suitable to perform work directly or to charge electrical storage batteries.  
         [0034]     If an alternator is used as a friction drive electrical power converter within a friction drive electrical power converter, a rectifier may be needed to convert the 3-phase output from an alternating current to a direct current in order to function with a battery. Additionally, internal and external voltage regulators may also be used to prevent a battery from over-current or over-loading. By using an internal voltage regulator on the alternator, the friction drive electrical power converter better responds to the real condition of the state of charge of an electrical load. For example, when the battery is fully charged, the alternator senses it as a very small load and does not produce much current into the battery to keep it from overcharging. If the battery is really low, the alternator allows current to be pushed into the battery in order to fully charge it. Fuses, relays, and trigger switches can also be used to turn an electrical load on and off as needed, and to protect all components of the system since the system is mostly driven by voltage. Additionally, the specific invention may be combined with solar and wind generators to provide multiple power inputs for a battery or direct use system on vehicles and trailers.  
         [0035]     Although the invention has been described in detail with reference to several embodiments, additional variations and modifications exist within the scope and spirit of the invention as described and defined in the following claims.