Rotor energy augmented vehicle

Abstract

A vehicle is constructed with a front rotor or rotating assembly that shields the vehicle from motion induced resistance force to a degree without protruding beyond the sides of the vehicle and without significantly increasing the motion induced resistance force such that the motion induced resistance force to the vehicle drives the front rotor or rotating assembly where upon the resulting extracted rotary energy is coupled through mechanical, fluid or electrical means to vehicle drive wheels or propellers or other energy applications thereby utilizing some energy which would be otherwise lost/dissipated in total and thus significantly reducing the total energy expended to move/operate the vehicle.

Description

CROSS RELATED APPLICATIONS

PROVISIONAL APPLICATION 60/817,141, FILING DATE Jun. 29, 2006

STATEMENT REGARDING FEDERALLY SPONSORED DEVELOPMENT

NOT APPLICABLE.

BACKGROUND OF THE INVENTION

Energy utilization and cost associated with various moving vehicles is becoming an increasing social/economic and environmental problem. The aerodynamic/hydrodynamic energy efficiency of transportation vehicles has not improved significantly in resent times, The proposed invention is thought to be a significant development and elementary air flow vehicle simulation tests indicate the feasibility and validity of the concept. The idea of extracting energy from a generated air/medium flow is generally not a practicable process as the input energy is of course greater than the output energy however if the input energy is not increased in the process and the input energy in the flow is to be lost in total then extracting air/medium flow energy can be practicable.

BRIEF DESCRIPTION OF THE INVENTION

A vehicle: truck, bus, car, etc., is designed and constructed such that the frontal area is covered or shielded with some type of air rotor and the resistance air flow against the moving vehicle is in part or in total directed against the rotor and not against shielded area. The air rotor is designed to rotate with the air flow force against it such that energy can be extracted from the air flow which would be other wise be completely lost without the rotor or if the rotor is not allow to rotate/spin. The energy required to drive/move the vehicle is essentially the same with a stationary rotor or without the rotor as the rotor area is less than or no larger than the vehicle and shields the vehicles frontal resistance area however the net energy expended is less when the rotor rotates extracting energy from the air flow which would otherwise be lost and rotary energy/motion is coupled directly or indirectly to vehicle driving wheels. This extracted and saved air flow derived rotary energy can of course be used for other energy uses.

If desired more than one rotor can be attached or coupled to the front of the vehicle in a vertical arrangement for improved driver visibility. Rotors can also be constructed or attached in tandem with a smaller diameter rotor leading a larger diameter rotor for less resistance and improved efficiency. A squirrel cage type rotor can also be attached to the front of the vehicle and also coupled to the rear of the vehicle and extract energy from the trailing pressure differential.

A rectangular assembly of air foil slats or wings can also be arranged on two thin belts between two separated two wheel rotating assemblies, see drawings, FIGS. 9/10.

A marine vessel can also be constructed with a rotor on the submerged bow of the vessel/ship to extract energy from the motion displaced water that would otherwise be lost. The water resistance against hull would be decreased by the shield effect of the rotor and the overall resistance would not be significantly increased as the rotor frontal resistance area would be less or no larger than the hull frontal resistance. This extracted or generated rotary energy can utilized to reduce the net/total energy to required to drive the ship by connecting to stem propellers.

An aircraft can also be constructed with a front fuselage shielding rotor/turbine/fan that is smaller in resistance area than the fuselage itself. More than one rotors/turbines/fans may be arranged in a tandem to form a cone shape for better aerodynamics. The rotor/turbine/fan with an associated appropriate mechanical and or electrical arrangement would be connected to a rear fuselage, tail driving propeller, or other propellers, for a net reduction in expended energy.

DESCRIPTION OF THE DRAWINGS

FIG. 1, Front view of truck with shrouded, louvered turbine/fan rotor and drive wheels

FIG. 2, Side view of the rotor, automatic transmission, differential and drive wheel.

FIG. 3, Side view of rotor shroud.

FIG. 4, side view of vehicle with drive rotor and independent drive wheels

FIG. 5, Side view of rotor vehicle with internal power coupling to the vehicle wheels

FIG. 6, Front view of rotor vehicle with squirrel cage type rotor.

FIG. 7, Side view of vehicle with front and rear squirrel cage type rotors with associated drive wheels.

FIG. 8, Front view of vehicle with raised driver cab and rotor.

FIG. 9, Side view of vehicle with dual rectangular rotor assemblies and belt/chain coupling to each independent front rectangular/rotor drive wheels.

FIG. 10, Front view of dual rectangular rotor.

DETAILED DESCRIPTION OF A ROTOR VEHICLE

The front of the vehicle will have a large diameter axial/turbine (windmill type) air rotor FIG. 1,1, FIG. 2,1, FIG. 4, 1, FIG. 5, 1, FIG. 8,1 that approximately equals or is a little less than the overall width of the vehicle frontal area and does not protrude above or below. For a general truck/bus this is about eight feet however for current vehicle designs seven feet will provide better driver visibility. The rotor will have sixteen, 16, overlapping blades, FIG. 1,2, FIG. 2, 2, FIG. 4,1, FIG. 5,1, FIG. 8,2 that are made of clear ½ inch or more thick plexiglass or clear plastic material and will also have a circular shroud FIG. 3,1. The center axle of the rotor FIG. 2,3 will be connected to an automatic transmission/gear box FIG. 1,3, FIG. 2,4, FIG. 4, FIG. 5. The output drive shaft, FIG. 1,4, FIG. 2,5, FIG. 4, will connect to a lower differential FIG. 1,5, FIG. 2,6, The two differential output axles FIG. 1,6, FIG. 2,7 will connect to two rotor drive wheels FIG. 1,7, FIG. 2,8, FIG. 4,2. The axle, wheel connections will allow for horizontal, vertical miss alignment and turning as each rotor drive wheel will connected to the adjacent main steering wheel and turn in the horizontal plane. The rotor drive wheels will also have vertical movement ability. The rotor drive wheels will be centered in line with the vehicles main front wheels FIG. 1,8, FIG. 4, 3 to minimize air flow resistance. Larger diameter air rotors can be constructed into vehicles if the height of the drivers location/position and cab FIG. 8,2 is raised for better visibility over and/or around the rotor.

The air rotor vehicle can also be constructed with a squirrel cage type of air rotor FIG. 6,1, FIG. 7,1 with drive wheels FIG. 7,3, FIG. 7,4, for better driver visibility and in this construction the enclosed rotor end will be made of a clear plastic material or the driver cab itself can form and makeup the enclosing end of the rotor. This type of rotor can also be constructed into or onto the rear trailing end of the vehicle FIG. 7,2 and abstract useful energy from the trailing pressure differential. The air rotor vehicle can also be constructed such that its transmission output is coupled to the vehicles engine or main wheels FIG. 5, FIG. 6, FIG. 8. If the vehicle is electrically powered or a hybrid, the rotor can drive a generator/alternator. A vehicle, FIG. 9, is shown with a rectangular type of moving assemblies FIG. 9,1. The front view of the dual, independent airfoil slats moving assemblies FIG. 10, one driving assembly coupled to each independent front wheel shown in FIG. 9.2. Other rotor designs/variations, types, vehicles and vehicle connections are of course possible.

Claims

1. I claim a vehicle with a front fan/turbine/rotor that abstracts flow energy from vehicle motion generated flow while not significantly increasing motion resistance to produce a net or total decrease in the energy required to generate that vehicle motion from the vehicle without such front fan/turbine/rotor.

2. Claim 1, wherein the front fan/turbine/rotor is replaced with a movable rectangular slat/airfoil assembly.

3. Claim 1, wherein the vehicle has rear, trailing fan/turbine/rotor or a rear rectangular slat, airfoil assembly that abstracts surrounding flow energy with no significant vehicle drag/resistance and returns some of the vehicle generated flow energy to the vehicle.

4. Claim 1, wherein the vehicle has a raised operator/driver/pilot cab such that an operators visual position is above the fan/turbine/rotor and closer to the top of the total vehicle than a vehicle without the fan/turbine/rotor or a moving/rotating rectangular slat/airfoil system.

5. I claim a vehicle with one or more fans/turbines/rotors that collect and harness energy from vehicle movement created air flow with no significant increase in vehicle drag or air resistance to movement, to the vehicle without the fans/turbines/rotors.

6. Claim 5, wherein the fans/turbines/rotors is replaced with a rectangular series of slats or air foils on drive belts that rotate or move between a drive wheel arrangement.

7. I claim a vehicle that embodies a movement created or generated relative flow driven rotating device with a shielding and smaller resistance area than the vehicle itself that reduces the net or total energy required to create that movement over the same vehicle without that embodiment.

8. Claim 7, wherein the vehicle embodies a water driven rotor device that abstracts vehicle generated energy from the relative water flow and decreases the energy expended to produce the vehicle motion through the water.

9. Claim 7, wherein the vehicle is an aircraft with one or more front fuselage shielding rotors/turbines/fans that connect to one or more driving propellers.