Patent Description:
More precisely the invention relates to different methods of conservation of kinetic energy of automobiles via regenerative braking, and capturing and saving this energy within the system of an automobile.

Natural resources are too valuable to be wasted.

Natural resources used to produce fuel for automobile's combustion engines are too valuable. Producing the electricity, which is required to power electrical cars, for the most part also still requires burning the same fossil fuels, oil, gas and coal.

"In <NUM>, about <NUM> billion gallons (or <NUM> billion barrels) of gasoline were consumed in the United States, a daily average of about <NUM> million gallons (or <NUM> million barrels). This was about <NUM>% less than the record high of about <NUM> billion gallons (or <NUM> billion barrels) consumed in <NUM>".

"The average price of gas in February was $<NUM> per gallon, which was the cheapest February average since <NUM>. The average in February <NUM> was $<NUM> per gallon", (last to years average = $<NUM> / <NUM> = $<NUM> / per gallon)"
That is, yearly expenses for consumers to fill their cars with gas represent <NUM> billion gallons x $<NUM> / gallon = $<NUM> billion /.

"The United States imported approximately <NUM> million barrels per day (MMbbl/d) of petroleum in <NUM> from about <NUM> countries.

Regenerative braking is the method of saving kinetic energy within the automobile's system during the braking process.

Traditionally, and prior to the recent attempts of providing a regenerative braking, automobiles energy consumption was grossly inefficient. When no kinetic energy of a moving automobile is saved within the system of the automobile by being converted into some other form of energy at the time of applying brakes, all that energy that was generated (for example by a combustion engine) and applied into giving this automobile a specific momentum, is lost. That energy is then lost into destruction of matter (brakes) and heat produced during that process. That heat is released into the atmosphere and the destructed material (brakes) eventually require replacement.

Known methods of regenerative braking "kinetic energy recovery system" include:.

"The Hybrid Air Powertrain uses a hydraulic pump and a piston to compress the nitrogen gas in a tank called the high-pressure accumulator.

Hitting the accelerator releases the pressurized gas, which then moves hydraulic fluid through the same pump in reverse. The pump acts as a motor to power the wheels and the hydraulic fluid ends up in a second tank.

The Hybrid Air Car uses compressed nitrogen, which is held in a tank called the high-pressure accumulator.

A hydraulic pump and piston compress nitrogen in the accumulator.

When the nitrogen is released (by pressing the accelerator), the pump runs in reverse. Acting now as a motor, harnesses the energy of the moving hydraulic fluid to send power to the wheels. After the hydraulic fluid passes through the motor, it flows to the low-pressure accumulator, where it is stored for later use.

The above described technology (c) forcing for replacing the power train, is in effect rebuilding the automobile. In contrast, the presented here invention is only requiring an addition to the existing automobile's wheels.

While the battery life keeps increasing with new inventions, the drawbacks are in the following. Electricity still has to come from somewhere. The most common way of generating electricity today is still by burning fossil fuels, i.e. gas, coal, and oil, which still pollutes the atmosphere and thus defeats the promise of green energy for electrical cars.

The process of charging electrical batteries takes time. The efficiency of this process is low. The part of the amount of an automobile's kinetic energy (which is saved by an electrical motor working in generator mode) is insignificant for the reason of a relatively low amount of electricity generated in this mode and the speed at which a battery can accumulate the charge. The relatively small motor / generator within an automobile cannot produce the same electrical power that is obtained from a high voltage electrical line being used to charge these batteries otherwise.

<CIT> discloses an internal combustion engine that includes a driving and braking method which allows for the storing of kinetic energy during a braking process and releasing the stored energy during a driving process. The system utilises a hydraulic pump that is included in the drive transmission train of the vehicle at the drive shaft of the vehicle motor.

<CIT> discloses a turbine braking system that allows energy from braking to be recycled and used for other purposes in the vehicle, such as charging the engine. The system includes a movable hub and a fixed hub with a closed cavity between the hubs filled with a fluid medium. The fluid medium is used as the energy transmission medium.

<CIT> discloses a vehicle with a hydraulic drive system. The system includes a hydraulic transformer including a forward propulsion valve and a reverse propulsion valve connecting a common low pressure rail to a first motor line and a second motor line. This system is built into the power transmission train of the vehicle.

<CIT> discloses a hybrid braking system that operates in conjugation with a foundation braking system. Recovered energy is returned to the axle wheels in a controlled manner while the vehicle is in motion to compensate for aerodynamic drag and rolling resistance but not at a rate to accelerate or launch a vehicle.

According to the present invention there is provided a system for a recovering energy wheel implementing an energy conservation device according to claim <NUM>.

The tradition holds that a wheel is to be driven by some other device, i.e. an engine. The understanding that a wheel (a modified wheel - Re Wheel) can be its own engine, i.e. being able to convert an energy to its own revolution into a potential energy within itself, then reuse this energy for its following revolution, and so on, is a new concept. While some energy is always lost within those transformation and while no device is <NUM>% efficient, this concept is much better than throwing the energy away into the heat going into atmosphere and into destruction of brakes.

The kinetic energy of the automobile is absolutely represented by the rotation of the wheel. While traditionally a wheel is the target of an engine, this device constructed on the wheel itself, is allowing the resulting wheel, in effect to serve as its own engine with a relatively high efficiency and relatively low losses of energy during such transformations.

To better understand the reasoning behind the invention please imagine the following abstract case :.

THEN giving an automobile an original momentum of movement, capturing all that kinetic energy during braking and then reapplying that same energy for acceleration, would require no additional power (electrical or combustion engine power).

It is, of course, not possible to have such ideal conditions (il), (i2) and (i3) so an external power constantly substituting for those losses would always be needed. While some loss of energy is still unavoidable during the process of the conversion from the automobile's kinetic energy to the potential energy saved within the automobile, the efficiency of the energy conservation within the described here apparatus is much higher than can be provided by an electrical engine working in electrical generator mode.

The presented here invention is different from known in the art methods of conserving kinetic energy of automobile via regenerative braking. The apparatus of this invention is built on top of traditional automobile's wheels. Therefore, the only component affected when implementing this technology of energy conservation on the automobiles already on the road or newly constructed automobiles is the wheel and does not require the reconstruction of the entire power train like in the mentioned above example (c). Being built on the wheel, this technology offers the application to all the automobiles independent of the energy source used to power them. This technology is applicable to the existing on the road automobiles as well as to the construction of new automobiles.

The following are the effects of this technology :.

This upgrade is possible for all existing types of automobiles, including the following:.

The use of the ReWheel device requires the following three (<NUM>) simple steps to be done on either two (<NUM>) or all four (<NUM>) wheels of the automobile:.

Presented here invention can be readily understood by considering the following detailed description with the accompanying drawings.

Referring to <FIG>, the ReWheel (Recovering Energy Wheel) device, of the shape of a cylinder, is added to the traditional automobile's wheel in the place between the traditional Rim and the traditional wheel Hub.

The ReWheel device operates like a powerful spring placed inside the automobile's wheel, transforming the kinetic energy of a moving automobile into potential energy of compressed gas during the braking process and then transforming back that potential energy of compressed gas into kinetic energy of the automobile during acceleration process.

The ReWheel device is connected to the Original Hub (<NUM>) sitting on the original wheel, by the Original Hub Connector or First Connector (<NUM>). First Connector (<NUM>) extends the original axle by the Extended Wheel Axle (<NUM>), going all the way until the Secondary Hub Connector (<NUM>).

The First Connector (<NUM>), is taking the place that would normally be taken by the Original Tire Rim (<NUM>). The Original Tire Rim (<NUM>) with mounted on it Original Tire(<NUM>) is being connected instead to the Secondary Hub Connector (<NUM>).

The body of the device, ReWheel Body (<NUM>), is kept stationary by the Stationary Connector (<NUM>). The Stationary Connector (<NUM>) is, in turn, connected to the part of an automobile's tire suspension system, which is always stationary to the wheel's axle. It can, for example, be connected to the upper ball joint or its equivalent.

This <FIG>. shows two accumulators (<NUM>) located in the direction of radius coming out of the Extended Wheel Axle (<NUM>) , having their pressured gas side towards the axle. The ReWheel device can utilize multiple accumulators, each of them being connected to <NUM>-Way- Valves (<NUM>) without changing the principle of the device's operation.

There are number of turbine-like components within this implementation of the ReWheel. One, is the Braking Turbine (<NUM>) and the others are the Accelerator Gears (<NUM>). This implementation shows two Accelerator Gears (<NUM>) standing on the opposite sides of the Central Gear (<NUM>), which is being driven by the Accelerator Gears (<NUM>). The Central Gear (<NUM>) is hard connected to and is rotating on the Extended Wheel Axle (<NUM>).

The Accumulators (<NUM>) are pre-charged with Pressured Gas (<NUM>), inert gas, like Nitrogen. Originally the other side of the accumulator is not charged. The Pressured Fluid (<NUM>) then comes to the accumulator during the braking process and further compressing the Pressured Gas (<NUM>). Since the fluid we use in this implementation is oil which is virtually un-compressible under pressure, and since it can change its shape and direction based on the pipes it is going through, makes it a perfect conductor of force.

The <NUM>-Way Valves (<NUM>) controlled by any mechanical or electronic device, are, in turn controlling the braking and acceleration of the automobile. They can be in any of the following <NUM> states: Neutral state - when all Braking (B) and Accelerator (A) valves are closed; Acceleration state, when braking valves (B) are closed and accelerator valves (A) are open, causing Fluid Stream at Acceleration Time (<NUM>), which in turn is causing the Accelerator Gears (<NUM>) to rotate faster, in turn rotating the Central Gear (<NUM>) ; and Braking state, when accelerator valves (A) are closed and braking valves (B) are opened, causing Fluid Stream at Braking Time (<NUM>), which is causing further compression of the Pressured Gas (<NUM>) and further charging the accumulators with potential energy of compressed gas (<NUM>), which process is in turn causing the automobile to brake as every force has a counter force.

The change in the state of the device, causing braking of the automobile and transforming the energy from kinetic to potential is implemented as follows. At the neutral state of the device (no braking and no acceleration) the Braking Turbine (<NUM>), hard connected and positioned on the Extended Wheel Axle (<NUM>) is rotating along with the Original Tire (<NUM>). The fluid positioned between the Braking Turbine Blades (<NUM>) rotates without any pressure applied to it.

The Fluid inside the ReWheel device for the largest part is always located between the blades of the Braking Turbine (<NUM>) and in compressed state (<NUM>) within Accumulators (<NUM>).

When braking of the automobile is desired, the following is done: Port B of the <NUM>-Way-Valve (<NUM>) is opened (port A can only be closed at this time]; and special blocks are set to move out and back in to block the free rotation of the fluid.

The movement of the blocks is synchronized with the rotation of the blades not to block the blades and to only block the liquid in between the blades. Blocking the liquid is putting pressure on the Braking Turbine Blades (<NUM>). Since the Braking Turbine (<NUM>) is placed on the same Extended Axle (<NUM>) as the Original Tire Rim (<NUM>), blocking the liquid works against the rotation of the Original Tire (<NUM>). The inertia of the moving car is creating the counter force, which in turn forces the Fluid Stream at Braking Time (<NUM>) in the accumulators (<NUM>) through the, open at this time, port B of the <NUM>-Way- Valve.

When acceleration of the car is desired, port A of the <NUM>-Way- Valve (<NUM>) is opened (port B can only be closed at this time).

The Pressured Gas (<NUM>) is then able to force the Pressured Liquid (<NUM>), creating the Fluid Stream at Acceleration Time (<NUM>) to hit the Blades of the Accelerator Gears (<NUM>). The Accelerator Gears (<NUM>) are in turn rotating the connected to them Central Gear (<NUM>), which is standing on the same Extended Axle (<NUM>) connected to the Original Rim (<NUM>). Used during the acceleration process liquid is then passed back to the Braking Turbine blades (<NUM>), via the Fluid Passage (<NUM>) back to Braking Turbine (<NUM>). At this time the braking turbine is rotating without a load, with no pressure on its blades, as the Special Blocks are in the In-State, and with available space for the liquid in between its blades.

Both ports of the <NUM>-Way-Valves (<NUM>) are closed. The Special Blocks are in the In-state.

The Braking turbine and the Accelerator Gear (turbine) are rotating freely.

Shows the alternative embodiment not covered by the present invention.

<FIG> is showing two volumes within high pressure cylinders (accumulators). One side of each cylinder is filled with liquid and the other side with gas. In <FIG> the accumulators are used within the construction being an addition to the automobile wheel's rim and positioned on the extended automobile wheel's axle.

In the drawing, the gas compressed during the deceleration of the automobile serves as the storage of energy.

In the drawing the liquid is being the conduit of force between the pressure on the blades within the rotating turbines and compressed gas. At times the gas is referred to as "air", however the only important qualities of these components are "liquid" and "gas". An inert gas, i.e. nitrogen, is more appropriate in this case.

The turbines, sitting on the same axle as the wheel's rim, affect the rotation of the rim.

In one alternative embodiment, we have one turbine implementing reversible angle turbine blades. The blade's angle is changed depending on which state, acceleration or deceleration (braking), the device is operating in.

In <FIG> - - we have depicted two turbines, the braking turbine on the left and the accelerator turbine on the right, with the two accumulators in between. Both the Rim, and the Accelerator Turbine on the right, are placed on the gears of the extended wheel's axle, i.e. always rotating with the same speed.

The Compressed gas which is pressing on the liquid, which in turn is pressing on the specially angled blades of the accelerator turbine, is causing the acceleration. The used for acceleration liquid is then allowed to come in between the blades of the braking turbine, on the left. At this time the braking turbine and the liquid between its blades is freely rotating in the same direction as the accelerator turbine. This rotation is ensured by the liquid coming from the accelerator turbine and the angle of the blades of the braking turbine.

Claim 1:
A system for a recovering energy wheel implementing an energy conservation device comprising:
a1) one or more braking turbines (<NUM>) located in a housing of the system, which is/are used when the energy conservation device is operated in a braking state;
and one or more accelerator turbines (<NUM>) located in the housing of the system, which is/are used when the energy conservation device is operated in an acceleration state;
or alternatively comprising
a2) one turbine, which has turbine blades with a reversed changeable angle and which is used when the energy conservation device is operated in the braking state and in the acceleration state, wherein the angle of the turbine blades is changed depending on the state of the energy conservation device;
the energy conservation device further comprising:
b) one or more accumulators (<NUM>) located in the housing of the system, utilizing compressed gas (<NUM>) and liquid (<NUM>);
wherein each accumulator (<NUM>) has a <NUM>-way valve (<NUM>) comprising an accelerator valve (A) and a braking valve (B), wherein the <NUM>-way valve has <NUM> states: a neutral state, wherein the accelerator valve (A) and the braking valve (B) are closed; an acceleration state, where the accelerator valve (A) is open and the braking valve (B) is closed; and a braking state, where the accelerator valve (A) is closed and braking valve (B) is open;
wherein the one or more braking turbines (<NUM>) push the liquid (<NUM>) into the accumulator (<NUM>) at a braking time (<NUM>) when the braking valve (B) is opened, and the accelerator valve (A) is closed;
wherein the one or more accelerator turbines (<NUM>) are propelled by pressurized liquid (<NUM>) coming out of the accumulator (<NUM>) at an acceleration time (<NUM>) when the braking valve (B) is closed, and the accelerator valve (A) is opened;
characterised in that:
the system includes a first connector (<NUM>) to an original hub (<NUM>) and a secondary hub connector (<NUM>) for connection to a tire rim (<NUM>) in use, the first connector (<NUM>) providing an extended wheel axle (<NUM>) between the original hub (<NUM>) and the secondary hub connector (<NUM>), and wherein the one or more braking turbines (<NUM>) and the one or more accelerator turbines (<NUM>) in a1) are arranged to sit on the extended wheel axle (<NUM>), or the one turbine in a2) is arranged to sit on the extended wheel axle (<NUM>).