Patent Publication Number: US-2022212557-A1

Title: Charging system for electric vehicles

Description:
FIELD OF THE INVENTION 
     This invention relates generally to electrically powered vehicles and more particularly to a system for charging batteries of the electrically powered vehicles utilizing a wind/air operated turbine. 
     BACKGROUND TO THE INVENTION 
     With an increase in environmental pollution, noise, scarcity of fuel and high fuel prices electrically powered vehicles are becoming increasingly popular. Although electrically powered vehicles may solve some of the mentioned problems, but such vehicles are not yet widespread used due to various limitations related to its battery and power. 
     The significant limitations associated with battery includes limited travel distance covered by the electrically powered vehicles with a fully charged battery, fear of battery drain while the vehicle is running or operative, finding a charging point and/or charging station, excessive time required for recharging the batteries, and the like. Currently, the average travel distance between electrically powered vehicles is way less than fuel powered vehicles and additionally it may take several minutes to several hours to recharge the battery and moreover on a standby/non-operative mode. For example, an electrically powered car needs between 30 minutes to 8 hours stop to recharge the battery for a distance covered between 50 miles to 300 miles. Also, during the recharge the vehicle remains inoperative as it is generally plugged to Alternating Current (AC) socket through wires, eventually making it frustrating for the users. 
     To overcome this drawback, numerous recharging solutions are available. For example, regenerative braking systems, which is kind of braking system that can recapture vehicle&#39;s kinetic energy when brakes are applied and convert that kinetic energy into electricity which can be used to recharge vehicle&#39;s batteries. The regenerative braking systems uses reverse motor and generator functions during braking to generate a recharging current from kinetic energy that would otherwise be lost. However, this causes a lot of resistance in the vehicle and may create lot of brake related issues due to the generation of heat and normal wear and tear, thereby hindering the normal functioning of the braking system. Other recharging approach involves solar panels that provide an effective charge but is ineffective without solar energy. 
     Therefore, overcoming the above mentioned problems and increasing the travel range of electrically powered vehicles between downtimes for battery recharging can significantly increase the use of electrically-powered vehicles. 
     BRIEF SUMMARY OF THE INVENTION 
     The embodiment primarily relates to, but is not limited to, air powered battery charging system. In the embodiment, battery of an electrically powered vehicle (hereinafter referred as vehicle) is charged by utilizing air turbines. The system includes an assembly positioned in a forward compartment of the vehicle. The assembly includes air intake vents and air intake ducts that direct air inside the charging system with a specific force. The charging system further includes one or more air turbines coupled with one or more gears and one or more alternators. The air intake vents and air intake ducts direct air to cause rotation of the air turbine causing the air turbine and the coupled gears and alternators to rotate and generate an electric current. This electric current is used to charge the battery of the vehicle using a regulator that regulates power between the alternators and battery. In an embodiment, two batteries, for example a first battery and a second battery, is maintained inside the vehicle for efficient working of the system. The vehicle, initially, uses a first battery to run the vehicle and simultaneously charges a second battery while the vehicle is on move. In an embodiment, the system automatically switches to the second battery for vehicle operations (like running the vehicle) when the first battery discharges. The same charging mechanism is then applied to the first battery while the vehicle is moving. In an embodiment, the opening size of the air intake vents are also automatically controlled (computer controlled) by a controller that controls the opening size (air spacing) of the air intake vents based on the speed of the vehicle, power need and generation. 
    
    
     
       DESCRIPTION OF THE DRAWINGS 
       The advantages and features of the present invention will become better understood with reference to the detailed description taken in conjunction with the accompanying drawings, wherein like elements are identified with like symbols, and in which: 
         FIG. 1  shows a perspective view of an electrically powered vehicle with air intake vents, in accordance with an example embodiment of the present invention; 
         FIG. 2  shows a perspective view of an air powered battery charging system for electrically powered vehicle, in accordance with an example embodiment of the present invention; 
         FIGS. 3A and 3B  show a perspective view of the air intake vents including a plurality of vanes, in accordance with an example embodiment of the present invention; 
         FIG. 4  shows a perspective view of the air turbine charging system, in accordance with an example embodiment of the present invention; 
         FIGS. 5A, 5B, 5C and 5D  show different perspective views of the air turbine charging system, in accordance with another example embodiment of the present invention; 
         FIG. 6  shows a flowchart depicting calculation of sizes of various components of the air turbine charging system, in accordance with an example embodiment of the present invention; and 
         FIG. 7  shows a flowchart depicting operations to use, charge and switch batteries while the vehicle is on move, in accordance with an example embodiment of the present invention. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     The best and other modes for carrying out the present invention are presented in terms of the embodiments, herein depicted in  FIGS. 1 to 7 . The embodiments are described herein for illustrative purposes and are subject to many variations. It is understood that various omissions and substitutions of equivalents are contemplated as circumstances may suggest or render expedient, but are intended to cover the application or implementation without departing from the spirit or scope of the present invention. Further, it is to be understood that the phraseology and terminology employed herein are for the purpose of the description and should not be regarded as limiting. Any heading utilized within this description is for convenience only and has no legal or limiting effect. The terms “a” and “an” herein do not denote a limitation of quantity, but rather denote the presence of at least one of the referenced item. 
       FIG. 1  shows a perspective view of an electrical powered vehicle  100  with air intake vents. The air intake vents are shown as  102 ,  104  and  106  (not shown in  FIG. 1 ). Although  FIG. 1  represents only three air intake vents, it should be obvious for the person skilled in the art to have more or less number of air intake vents. Further, these vents could be positioned/installed at different location on the body of the vehicle  100  in order to have appropriate air intake for proper functioning of the invention. In an embodiment, size of the air intake vents, for example the air intake vents  102 - 106  may also vary based on type, power and size of the vehicle  100 . 
     For the purpose of this description, the air intake vent  102  is positioned in a front grill section of the vehicle  100 . In an embodiment, the air intake vent  102  is made as large as possible to maximize airflow into front compartment while driving the vehicle  100  forward. Two side air intake vents  104  and  106  (not shown in  FIG. 1 ) are also located on either side of the vehicle  100  and are placed ahead of the front doors. The side air intake vents  104  and  106  would be useful in capturing the air from the sides depending on the wind flowing in respective directions. The air captured through the air intake vents ( 102 - 106 ) is then rushed to the air turbine charging system which in turn produces electric current and charges the battery of the vehicle  100 . This is further explained in conjunction with  FIG. 2 . 
     Referring to  FIG. 2 , a perspective view of an air powered battery charging system for the vehicle  100  is shown. The vehicle  100  has air intake vents  102 - 106  (explained in conjunction with  FIG. 1 ). Each of the air intake vents is associated with at least one air intake duct. As the vehicle  100  moves in a forward direction, air or wind enters a forward compartment through air intake vents  102 - 106  and is then guided through air intake ducts  202 ,  204  and  206 . The air intake ducts  202 ,  204  and  206  are preferably funnel shaped from its respective air intake vents to a wind/air operated turbine  208  (also referred as air turbine  208 ). Thus the area of the air intake ducts  202 ,  204  and  206  is greatest near the air intake vents  102 - 106  and decreases as it moves towards the air turbine  208 . In an embodiment, the air intake vents are made of plastic or polycarbonate. Although, the embodiment of the  FIG. 2  shows one wind turbine, it may be obvious to the person skilled in the art to have multiple wind turbines depending on the size of the vehicle  100  and different criteria, like battery size and power generation. 
     As air flows through the air intake vents  102 - 106 , it is compressed and accelerated by the air intake ducts  202 - 206  and is passed to the air turbine  208 . The air turbine  208  has blades that rotate about their respective vertical axis. Air flowing to the air turbine  208  applies a force that causes the air turbine  208  to rotate. In an embodiment, the air entering the front compartment is discharged from the vehicle  100  using an air outlet duct (not shown in  FIG. 2 ). In one embodiment, the air outlet duct is located in the rear of the vehicle  100  so that it creates lesser air pressure and drift. 
     The air turbine  208  is associated with one or more gears, for example a gear  210 , a gear  212  and a gear  214 . In an embodiment, the gears are mechanical parts that have cut teeth edges which mesh with another toothed part to transmit and vary torque. The gears  210 - 214  are in turn associated with alternators, for example an alternator  216  and an alternator  218 . The alternators  216  and  218  are electrical generators that convert mechanical energy to electrical energy in the form of alternating current. The alternators  216  and  218  are further connected to one or more batteries of the vehicle  100 , for example the battery  220  and  222 . 
     Thus, when the air turbine  208  rotates, it in turn rotates the alternators  216  and  218  with the help of the gears  210 - 214 . The alternators  216  and  218 , converts this mechanical energy generated by the rotation, to electrical energy. This electric energy is then used to charge the batteries  220  and  222  alternatively. To maintain a constant conversion of mechanical energy to electrical energy and provide consistent charging power, the velocity and quantity of the air intake may be increased or decreased by controlling air passage/spacing in the air intake vents  102 - 106 . Controlling of the air passage/spacing in the air intake vents is explained in conjunction with  FIG. 3A  and  FIG. 3B . 
       FIGS. 3A and 3B  is a schematic view of an air intake vent (such as the air intake vent  102 ) including a plurality of vanes  302  in accordance with certain example embodiments. As the vehicle  100  moves forward the air intake takes place from the front of the vehicle  100 . Thus the air will flow through the spacing between the plurality of vanes  302  associated with an air intake vent such as the air intake vent  102  (or the air intake vents  104  and  106 ). Thereafter, the air is passed through the air intake duct  202  to the wind operated turbine  208 . In an embodiment, the plurality of vanes  302  associated with the air intake vent  102  may be retractable, directional, rotatable, movable or collapsible to decrease or increase the air intake while the vehicle  100  is moving. 
     To maintain a constant electric energy required for charging battery of the vehicle  100 , the air spacing between the plurality of vanes  302  should be dynamically controlled based on the speed of the moving car and also on charge remaining in an operative battery. For example, if the vehicle  100  is travelling in a low speed the spacing between the vanes  302  (i.e. opening size of the air intake vent  102 ) will be increased so that more air passes inside the air intake duct  202  and the velocity of the air may be increased to a level sufficient to cause rotation of the air turbine  208 . 
     In an embodiment, the plurality of vanes  302  may be formed using a smooth material, for example, a smooth rubberized material for providing a smooth surface. This may be advantageous for easily guiding the air inside the air intake duct  202 . In an embodiment, each vent is collapsible, expandable and retractable so as to increase or decrease the air intake while the vehicle  100  is moving. In another embodiment, the plurality of vanes  302  is rotatable on its axis to increase or decrease the air intake by causing obstruction to the incoming air through angularly positioned vanes. For example, when the plurality of vanes  302  are parallel to air intake vents chamber, the air intake is maximum as the obstruction caused by the vent  102  is minimum and the spacing for air intake between each vanes is increased. This is shown in  FIG. 3B . However, if the plurality of vanes  302  is positioned at a predefined angle, say 45 degree, then the spacing for air intake decreases as the vanes causes obstruction and the amount of air entering inside the air intake duct  202  decreases. This is shown in  FIG. 3A . The air intake spacing between the plurality of vanes  302  is shown as ‘D 1 ’ and ‘D 2 ’ in  FIG. 3A  and  FIG. 3B  respectively, where ‘D 2 ’ is greater than ‘D 1 ’. 
     For clarity, altering the spacing between the plurality of vanes  302  is further explained with the following example. Considering, when the vehicle  100  is travelling at a very high speed, some or all of the vanes of the air intake vent, say air intake vent  102  may retract, since the air entering into the air intake duct  202  will already be at a sufficient velocity to produce the desired rotation of the air turbine  208 . Similarly, when the vehicle  100  is travelling at a very low speed, some or all of the vanes may be parallel to the air intake vents, for example the air intake vent  102  or collapse towards their side such that the velocity of the air entering into the air intake duct  202  is increased. In an embodiment, a controller automatically controls the air spacing between the plurality of vanes  302  based on the prevailing and/or changing conditions. 
     In an embodiment, the controller controlling the plurality of vanes  302  is operably connected to the vehicles speedometer to automatically change the spacing between the air intake vanes  302  based on the current speed of the vehicle  100 . In an example embodiment, although only seven vanes are shown in the  FIGS. 3A and 3B , different example embodiments may use different numbers of vanes. 
     Referring to  FIG. 4  shows a perspective view of the air turbine charging system in accordance with an example embodiment of the present invention. The air turbine charging system  400  encloses the air turbine  208 . During forward motion of the vehicle  100 , air enters from the air intake vents  102 - 106  and through air intake ducts  202 - 206  (not shown in  FIG. 4 ) the air is then funneled at the air turbine  208 . In an embodiment, the air is exhausted out from the backside of the air turbine charging system  400  through an exhaust vent. 
     In an embodiment, the air turbine  208  is mounted on a shaft and turns a large gear i.e., the gear  210 , also mounted on the shaft. The gear  210  is associated with two smaller gears  212  and  214 , one on each side. Each small gear  212  and  214  drives an alternator, for example the alternator  216  and the alternator  218 . The gear ratio from large gear  210  to small gears  212  and  214  is such to maximize the rotation speed of each alternator to yield maximum power output from the alternator  216  and the alternator  218  even for slow forward motion of the vehicle  100 . The alternators  216  and  218  can then be connected to one or more batteries of the vehicle  100 , for example the batteries  220  and  222 . The alternators  216  and  218  coverts the mechanical energy generated by the rotation, to electrical energy. This electric energy is then used to charge the battery  220  or the battery  222 , when any one of them is put on a standby mode. This is further explained in conjunction with  FIG. 7 . 
     In an example embodiment, although only one turbine, three gears and two alternators are shown, it nowhere limits the invention to such numbers and different example embodiments may use more numbers of turbines or may use different types of air turbine and additionally more or less number of gears and alternators can also be used. In another example embodiment, the alternators  216  and  218  may be replaced by one or more generators (not shown in figures) for converting mechanical energy into electrical energy. For example, each of the small gear  212  and  214  may be configured to drive a generator and the generator may then be used for charging one or more batteries such as the batteries  220  and  222  of the vehicle  100 . Alternatively, a combination of one or more alternators and one or more generators may also be used to be driven by respective gears for charging respective batteries. For the sake of clarity and for the purpose of this description, an air turbine charging system with different type of air turbine than the air turbine charging system  400  with less number of gears and alternators is shown and is described in conjunction with  FIGS. 5A, 5B, 5C and 5D . 
       FIGS. 5A, 5B, 5C and 5D  show different perspective views of an air turbine charging system  500  in accordance with another example embodiment of the present invention. Referring to  FIG. 5A , shows an enlarged view the air turbine charging system  500 . The air turbine charging system  500  has a frame  502  that encloses the air turbine  208 . The frame  502  is cut open to show the air turbine  208 . The air turbine  208  is mounted on a shaft  504  and turns a large gear, for example the gear  210 , also mounted on the shaft  504 . A small gear, for example the gear  212 , is associated with the gear  210  and is mounted on a shaft  506  that also mounts an alternator, for example the alternator  216 . 
     In accordance with the embodiment of the invention, during the forward motion of the vehicle  100 , air enters from the air intake vents  102 - 106  (not shown in  FIG. 5A ) and through the air intake ducts  202 - 206  (not shown in  FIG. 5A ) the air is then funneled at the air turbine  208 . In an embodiment, the air is exhausted out from the backside of the air turbine charging system  500  through an exhaust vent. 
     The air entering thorough the air intake ducts  202 - 206  enters the frame  502  to turn the air turbine  208  that is mounted on the shaft  504 . On rotation of the air turbine  208 , the gear  210  also mounted on the shaft  504  rotates. When the gear  210  rotates, it further rotates the gear  212  mounted on the shaft  506  which in turn rotates the alternator  216  mounted on the shaft  506 . 
     The gear ratio from the gear  210  to the small gear  212  is designed to maximize the rotation speed of the alternator  216  to yield maximum power output. The alternators  216  can then be connected to one or more batteries of the vehicle  100 , for example the alternator  216  is connected to the battery  220 . The alternators  216  coverts the mechanical energy generated by the rotation, to electrical energy. This electric energy is then used to charge the battery  220  on a standby mode. 
     For the sake of clarity and for the purpose of this description, the air turbine charging system  500  is shown with respect to different views.  FIG. 5B  shows top view of the air turbine charging system  500 . However,  FIG. 5C  and  FIG. 5D  show the side views of the air turbine charging system  500 . It is noted that, sizes of various components of the air turbine charging system  500  such as the air intake ducts  202 - 206 , the air turbine  208 , the gears  210 ,  212  and  214  and the alternators  216  and  218  may be different for different power requirements of the vehicle  100 . One such example method of calculation of the sizes of components related to the air turbine charging system  500  is explained in conjunction with  FIG. 6 . 
       FIG. 6  shows a flowchart depicting calculation of sizes of various components of the air turbine charging system (e.g.,  400  or  500 ), in accordance with an example embodiment of the present invention. At  602 , a power or an electricity requirement of a vehicle, such as the vehicle  100  is calculated. Further, based on the calculated power requirement of the vehicle  100 , the sizes of various components of the air turbine charging system (the air turbine charging systems  400  and  500 ) may be computed. For example, at  604 , sizes of alternators/generators (such as the alternators  216  and  218 ) required for the air turbine charging system is calculated based on the power requirements of the vehicle  100 . Further, at  606 , sizes of the gears (such as the gears  210 ,  212 , and  214 ) and air turbines (such as the air turbine  208 ) are calculated based on the calculated sizes of the alternators/generators. Also, at  608 , a quantity of air required to run the air turbines is computed. Thereafter, at  610 , sizes of air intake ducts (such as the air intake ducts  202 - 206 ) is calculated based on the computed quantity of air required to run the air turbines. 
     Accordingly, if the power requirement of a particular vehicle is known, a required size of the alternator\generator can be calculated, which will again be used to calculate torque sizes of the gears needed to run the alternators\generators. Further, based on a formula, the quantity of air needed to collect from outside the vehicle to run into the air ducts and to be enough to run the air turbines, is computed. Thereafter, the configuration (e.g., sizes) of the air ducts can be selected to fulfill the required quantity of air to run the air turbines. It is noted that, power or electricity requirement may be identical and/or different for different type of vehicles, and the factors such as size of air intake ducts, gears, air turbines and alternators/generators may be distinct for each vehicle depending upon its power or electricity requirement. The operations related to use of vehicle battery and charging of the battery is further explained in conjunction with  FIG. 7 . 
     Referring now to  FIG. 7 , a flowchart depicting operations to use, charge and switch batteries while the vehicle  100  is moving is shown. At  702 , the vehicle  100  is actuated using “start” function, probably by an electrical switch or key switch from within the vehicle  100 . At  704 , charge level information of two batteries is identified, for example the battery  220  and  222 , associated with the air turbine charging system  400  or the air turbine charging system  500 . In an embodiment, the charge percentage of the batteries  220  and  222  is identified. 
     At  706 , battery having full charge or higher charge percentage is switched to operative mode and the battery with lesser charge percentage is switched to standby mode. For example, the battery  220  is switched to operative mode and the battery  222  to standby if the percentage charge in the battery  220  is higher than the battery  222 . Otherwise, the battery  222  is made operative battery and the battery  220  is made as standby. For the purpose of this description and for the sake of clarity, the battery  220  is considered in operative mode and the battery  222  is considered to be in standby mode. 
     At  708 , the battery in operative mode is connected to a vehicle electrical system. For example, if the battery  220  is switched to operative mode then the battery  220  is connected to the vehicle electrical system. At  710 , facilitate the vehicle electrical system to draw current for operation from the battery in operative mode, for example the battery  220 . 
     At  712 , charging of the battery in the standby mode is facilitated based on air collected from the vents of the vehicle  100 . More specifically, the vehicle motion activates air turbine, for example the air turbine  208 , and using the gears  210 ,  212 , and  214  and the alternators  216  and  218  and charges the battery in the standby mode. For example, the battery  220  gets depleted and the battery  222  is charged. At  714 , the percentage charge of the battery in operative mode is compared with a threshold percentage value and if the percentage battery charge is greater than the threshold value then the vehicle electrical system continues to draw current for operation from the battery in operative mode i.e. from the battery  220  as explained at  706 . However, if the charge percentage of the battery in the operative mode is equal to or less than the threshold value then the operative and standby batteries is switched. Therefore the standby battery which got recharged during movement of the vehicle  100  becomes the battery in operative mode and the battery that got depleted while driving the vehicle  100  will be put on standby mode for recharging. For example, the battery  220  is switched to operative mode and the battery  222  to standby mode. 
     Various embodiments of the present invention (explained in conjunction with  FIGS. 1-7 ) provide a system for charging batteries of the electrically powered vehicles utilizing a wind operated turbine (air turbine). In an embodiment, the system charges the battery free of cost. The running time of the electrical powered vehicles is also increased as the batteries are charged and switched while the vehicle is on the move. The system is efficient as the vehicle does not have to be stationed for charging. 
     The foregoing descriptions of specific embodiments of the present invention have been presented for purposes of illustration and description. They are not intended to be exhaustive or to limit the present invention to the precise forms disclosed, and obviously many modifications and variations are possible in light of the above teaching. The exemplary embodiment was chosen and described in order to best explain the principles of the present invention and its practical application, to thereby enable others skilled in the art to best utilize the present invention and various embodiments with various modifications as are suited to the particular use contemplated.