Patent Application
20110079166
No matter the price fluctuations; declarations of the oil producers, the time of gas-fueled vehicles is going to end. In less than 30 years gasoline will become a very scarce resource. The actual electric cars, following the actual cars concepts requires a lot of batteries, becoming heavy and expensive.
The electric vehicle becomes a strong candidate to replace the thermal engine powered vehicles, but statistic data shows a big shortage ahead in battery materials, available electric power and grid robustness, affordability of the real cost, the daily range:
The Battery Materials:
The World Lithium production is of 21.4 kt/y, while the world's reserves are of about 6.2 Mt. The Ni production is of 134 kt/y, and lead is of the 3.77 Mt/y.
A Advanced Electric Vehicle has 53 kWh, for about 200 miles autonomy transporting a weight of 1¼ tons. The 53 kWh batteries weight 450 kg and may take more than 0.1 t of Lithium to be produced. Similar capacity batteries may use about 0.15 t of Ni, or 0.4 t of Lead.
If the world production will be entirely diverted for electric cars it will be possible to produce 214 k vehicles with Li-Ion battery, 900 k with Ni, and 9425 with lead giving a total of 10.5 M vehicles/year from a total of 60 M annually produced. The total Lithium reserves of 6.2-13.4 Mt will allow less than 14M vehicles to be powered, at all.
There are believes that alternative battery strategy as ZnAir and NaNiCl are not resources constrained, but their fundaments are weak.
The Electric Power Production
There were 254M vehicles registered in 2007 in US only, traveling in average 12,000 miles/vehicle per year. If 50 kWh will deliver 200 miles, that means 3 MWh will be consumed in average per vehicle at 90% efficiency, driving to 760 TWh/year, while the entire US power production was of about 4,157 TWh/(year 2007). That will require an increase by 20% of the power generation, over the average growth of 2.x %. That calculation was optimistic and included the supposition that no battery material constrains would occur.
Scaling this to Earth level, that with a population of about 6 Billions, 20× bigger than US that needs to be transported too, and introducing the climate change challenge that will bring a loss of 2% US-GDP/(year 2015), growing to 3% by 2024 . . . , etc. one can get the magnitude of the problem at planetary level.
The hard outcome of this is that the transportation to be successful and to assure the economic needs and afford the Global Climate Change challenges has to drastically change.
Batteries as Electricity Storage Related Issues
In a superficial view over the electric vehicle this looks ecological, but it simply moves the pollution from the car exhaust pipe to the electricity producing plant and to the battery production chains.
For the moment these are China, Chile and Argentina. In the future that spells “trouble” because US is not well placed at any of the classical battery materials and the dependence of foreign oil will be transformed in dependences of foreign battery materials.
More, the US electric plants use a conversion efficiency of about 25%-30%, not far from the effective efficiency of the actual vehicles. The only difference will be the change of the composition of pure oil exhaust with the palette of US electricity production (more coal, that's worse than oil, with some nuclear, hydro and renewable, that we believe is good).
Another simple calculation shows that if any vehicle will be equipped with a 50 kWh batteries-bank, and leaks 1%/day in average, from its initial charge, by residual discharge process the total capacity for a single loading per year equals: 250 Million vehicles×50 kWh/vehicle=12.5 TWh (3 times the total US electric production from 2007).
To maintain a battery in shape ready to use but not using it, every 3-4 month recharge is needed, which equals 10 times US 2007 electricity production.
This turns to be far worse than gasoline propulsion.
The Grid Robustness
The Advanced Electric Vehicle and EV vehicle advertisement says that to recharge it is enough to plug in and in 45 min. is charged. Now for 50+kWh in 45 min. is necessary an installed power of 100 kW, and one might use a cable by 5 times thicker than that from the dryer. Usual residences have an installed power of 20 kW, in average.
A block transformer usually has less than 200 kW.
Suppose the house e-car powering is solved, but more than two cars will overload the block transformer, and a blackout might be generated. As a factor of demand the US infrastructure and grid would need to be developed by a factor of 10.
This is a huge collateral investment or a drastically reduction of the battery capacity from 50 kWh to less than 5 kWh, and to allow that some other forms of electric energy to be delivered by infrastructure to power the transportation.
The Real Cost Affordability
Usual consumers are looking to the equivalence between the consumption of electricity and gasoline and their cost ratio. Advanced Electric Vehicle a top of its kind takes about 50 kWh for 200 miles, while an equivalent gasoline vehicle makes for about 8 Gallons of regular gas. It seems by about 5 times cheaper to run electrical vehicle.
In reality the classic vehicle needs lubricants, while the electric vehicle needs batteries. A good set of batteries take about 5000 recharging cycles, for a mileage of 1 million miles, at a cost of $50 k. A more accurate specific cost becomes cost of ¼ kWh+5-cent cost of battery per mile, plus some interest giving a cost equivalent of 1 kWh/mile. About the same as with gasoline.
It is also proven that fast charging is reducing the battery life up to 5 times, and the equivalent cost will become higher than 2 kWh/mile (about 25 mpg equivalent). About the same, or a little bit more than the gasoline powered car. No ecologic progress, but pollution redistribution.
Daily Range Bottleneck
The “Advanced Electric Vehicle” may be considered a 90% of the technologic limit, that means about ¼ kWh for 1 ton-mile. The aerodynamic coefficient is as good as possible; the mass is as low as possible, not to much room for improvements here.
There are 5000 years of experience with the wheel usage, and more than 150 years of automobile developments and patenting. All the ideas used in this approach appeared as separate ideas in various patents and applications before.
The last most advanced developments presenting an interesting idea will be mentioned here from thousands of patents covering the automotive industry.
There are solutions using light vehicles on bicycle wheels since 1883 from the Daimler Benz first patent to the actual Daimler Benz 2009 fuel cell-powered prototype.
The “Go-Boy” multi-seat bicycle like vehicle for leisure and utility purposes are recently made following a car structure—rigid chassis carrying the payload and wheel suspension, that presents some propulsion issues.
The GM-2009 ultra-aerodynamic unmanned vehicle speed structure looks good, reaches a lower than 0.2 Cdx but need a space for payload too.
Carver 2009 develops the tilting tricycle vehicle bringing more stability and acceptable lateral acceleration in passengers and driver—but only the cabin tilts with the first steering wheel. That is the best that concept may deliver, being no real need to tilt the engine.
The recent Brudelli P-mp3-500 is a motorcycle developed in an inverse carver structure with wheels and body tilting. Higher stability and comfort are achieved but the motor remained in the main body.
The RAV industry developed a vehicle secondary under-car or rear mobile garage, starting a multi-modal agreement transport structure.
The 2009 GM 2 wheeler conceived as New York City transport vehicle developed by with verticality assistance system is working at low speeds and is stabilization system critical.
The University Of San Francisco developed a battery recharging station, solar powered that may recharge an electric vehicle in few hours while parked under the solar shed.
The electric bike, scooter, motorbike are already in fashion, giving up to 40 mph speed exhibiting power shortages on slopes.
The electric car is capable of higher acceleration than classical vehicles due to the higher low speed torque of the electric motor.
The 2009 Aprilia Magnet brings an enhanced version of electric motor wheel.
Lumeneo Smera designs a small 1-person vehicle for individual transportation that matches the case of an average 1.3 passengers per car in 2007 US.
Mercedes Benz presents the 3628, a tilting 1-person vehicle.
Honda for 2009 designs the Hermes Carver, a magnet wheel tricycle and an electric town tricycle scooter.
The Mono-mobile 2007 idea of using a mono-rail vehicle to obtain higher mileage and transportation comfort shows an electric vehicle with the batteries, that count for 40% of the vehicle's weight integrated in the structure.
The multi-modal concepts are in full development showing its advantages by the ROR (Rail and Road) developments. This is an old transport style, illustrated by the western movies about the cowboys traveling style. It was a kind of Multi-modal procedure. They took the horse with them in the train, sometimes in different compartments, and from the train destination station to their end of travel destination they made it on horseback.
Several new concepts are available in present, but none fit on the future transportation requirements:
The present invention brings several concepts are that makes possible to further increase the efficiency of the transportation act, based on in-depth analysis of the dominant functions.
The “street curve” says that the power or energy required for a transportation act is determined by the transported mass, its cross section, aerodynamic coefficient and speed. In spite this is a known fact for over 100 years very few thought to an in depth optimization to consider:
The new car and concept developed is based on a the following directive lines:
The new car concept has only a cockpit privately owned, as main embodiment of the invention, while the communities or federal organizations is taking the burden of very qualified maintenance and may own the propulsion devices. The individual rents them. That makes possible that the capacity of the power train on tires to be customized at the needed range, and terrain specificity. No more batteries added than usually needed plus a power reserve (solar harvesting, efficient gas generator, etc.)
The main original elements of the present invention is that it separates the car mono-block structure in functional modules:
Another very important embodiment of the present invention is the fact that cockpit has no autonomous propulsion capabilities, but will possess standardized capabilities of connecting to propulsion systems as:
electric vehicle power train,
mono-rail,
rail,
multi-modal ROR (rail or road, with ferry transport capability),
cable, pull-band, Funicular, in road cable propulsion,
UAV flying platforms, Helicopter,
Amphibious and in special cases under-water.
The electric motors power will help it climb 30° slopes with low speed, but will have capabilities of boosting by in-road embedded cable traction.
There are many other features described in the patent but one important is that the battery pack is easy to exchange—being low and lateral outside the vehicle, easy to extract and change with charged ones, without the need to apply life shortening grid demanding fast recharging procedures. A normal charging duration is between 4 to 10 h, which applies a more uniform charge to grid.
Another important embodiment of the present invention is the home backup by the car's battery that requires that the house system to be compatible with car's backup capability and smart enough to separate the power source, in order to maintain the life support functions mainly. This includes a kit for house power connection to car battery backup and house power management during backup.
The Gradual market approach is another embedded feature of the invention. If the acquisition of an electric vehicle requires house power system adaptation, and electric infrastructure, the investment in this solar-electric vehicle requires no special investments—it starts as a neighborhood vehicle, with 40 miles range covered by 2-8 kWh batteries. It recharges alone from its solar panels in 1-2 sunny days if not used. It may be recharged from home grid, and backup it at need.
The vehicle according the US patent is attractive because it has the lifetime greater than 4 years, possible of being delivered at a low price. It has a ROI (return of investment of about 1 year for a gasoline price of $4/Gallon, and 2 years for a gasoline price of $2.50/Gallon, bringing an income by cost avoiding of between $4-12 k in 4 years. In this conditions will be attractive to be bought by individuals. Once on the market the multi-modal developments will become attractive to communities but they have to be ready to implement.
The new multi-modal transportation will require no dedicated or drastically enforced energy grid development while the classic mono-block car concept with no multi-modal requires the doubling of the capacity to mitigate the fluctuation in demand.
The above mentioned originality points are designed to transport 10 times more people than actual electric vehicle with the same battery capacity and the multi-modal propulsion developments aim to minimize the total ecologic impact by making 90% of the transport process to become directly grid powered, preventing excessive battery needs. It will require a combined effort from manufactures and communities to have such efficient system implemented.
For example a high-speed magnetic levitation 2 ways monorail structure using direct grid power may cost only $1 M/mile, with lower environmental fingerprint transporting about 10 k people at 200 miles in one hour, reaching a door-to-door time of 2 hours in a 250 miles range. Actually only helicopter transportation systems can reach this for very few with 20× higher consumption than by a regular car. Compared to this the proposed system will be 1000 times cheaper.
The performances of various multi-modal transportation systems are presented in
The actual market offers a large palette of vehicles mainly derivate from the actual car structures. Almost all suffer from the payload to vehicle mass ratio, and vehicle surface that impacts the autonomy or the mass of batteries.
Compared to that the present approach is looking for ways to minimize the mass, the cross-section and to improve the aerodynamic coefficient. The result is a vehicle for individual transport based on electric propulsion with good autonomy and solar harvesting features.
The actual invention is proposing a multi-feature modular solar-electric vehicle system that may revolutionize the transportation. Starting from a new vehicle concept that separates the functional systems and make them modular, accessible, and interchangeable producing a large diversity of customized transportation systems, optimally fit to meet the needs and requirements of individual and society.
It starts smooth and small, at the low end of the market as a cheap neighborhood vehicle, good for reaching a 40 miles range, with solar harvesting system, possessed by people to perform inside community transport optimization, meant to reduce the costs. The community gradually will build routes for multi-modal vehicles, and own batteries and structures to be fit upon request on any trans-boarding vehicle. The states and federal organization will further develop multi-modal fast structures in order to assure the minimum time and cost travel.
The mass production of this system will prevent the battery material crisis, energy peaking, followed by dramatic transport cost increase with backfiring on life standards, and robustness of the nation. As it was shown before the actual electric vehicle (EV) development is unsafe, driving to potential high economic perturbations with large consequences. The novel system prevents this crisis to happen assuring a smooth development, a continuous growth in transport efficiency and energy harvesting, and gradual development of the multi-modal infrastructure. In the last development stage this system will be preferred even to high-speed high performance transportation mean, for its higher effective commercial speed that none on road autonomous vehicle can reach.
The system according the invention strengthens the infrastructure robustness for transportation purposes It will be accepted easily at the low end as an efficient transport system, with nice features, and developed by community and proving its performances.
The modularity and multi-modality allows accessing various propulsion modes with an equivalent of about two persons showed in
The invention may assure transportation for all 300+ millions of US citizens, avoiding battery materials peak, mitigating the oil peak and not overstretching the electric power system development. It will also decrease the total transportation costs by a factor of 2 or more while increasing by the same factor the connectivity and connection strengths. The strength of multi-modal electric vehicle system comes from the fact that it is introduced gradually as a neighborhood cheap transport device grid or solar powered and gradually developed its capabilities to multi-modal transport, to recreational and amphibious vehicle. In several years the communities will learn by themselves about the utility of having rail cheap and fast transportation, the advantages of pull bands in the street to give shortcuts in mountain regions, the funicular mode advantages or on monorails. Airplane platforms or helicopter propulsion are few of the future potential options of an integrated strong connected transport system. Underwater is a rare possibility, for education and agreement mainly that may be developed to cover all the possibilities of use of the multi-modal device, while amphibious features are useful in may water shore areas. The most important is that the multi-modal features to be developed right and be mature to smoothly satisfy the market demand, and to provide the market and environment a reliable safe and sound business model.
A future transport optimization may look like the example in table 1
There are shown three possible ways to produce the transport by using the infrastructure with various decisions as function of the weight of the different criteria that matters in the decision making process to cover a minimal distance of 155 miles. It shows that version 3 is 100 times more expensive than version 1 and only twice faster, with lower safety figure. Version 2 might more acceptable as cost time and safety level. Safety figures are arbitrary, and remain to be evaluated practically. It will be obvious that most of the people will prefer to spend the equivalent of $1 and extra 1 h, to minimize the potential accelerations they may receive and make the travel on cheapest version. Only in special circumstances they will use the airplane or helicopter non-ecologic propulsion to shorter the time. By the time the system will be available the gasoline might cost 3 times more, and the real cost of the trip might be illogically expensive (the 1 h difference may cost over $100). And this is only a partial analysis; more factors will also count in individual decision-making process.
The present patent aims to combine various solutions in such a manner as to allow the following advantages be present simultaneously:
The simplification comes of producing standardized propulsion units with modular batteries independent of the battery type as Li-Ion; Pb, Ni-Ion, etc.
These will be interchangeable—
What the invention brings is:
Battery
Propulsion
Connection Module
Solar Harvesting Module
Cockpit
Accessories:
Multi-Modal Transport
General Modification of Transport Concepts
The average electric energy needed to transport the US 300 mil. population by an average of 20 miles/day will become somewhere between 20-100 GWd, for an average power of 25 GW, acceptable for US actual development of electric power.
The “street curve” shows that the fuel or energy consumption depends on the mass of the car, call M where M is the net vehicle mass Mv plus the payload made of passenger mass and luggage Mpl, the cross section on forward direction, call Sx multiplied by the aerodynamic coefficient call Cx, the friction coefficients in the transmission systems giving a force call Ft(v), where v is the car's speed.
To obtain a reduction it is necessary to act on all the parameters:
Mass has to be reduced towards Mpl, Sx has to be reduced towards Spl, aerodynamic coefficient that takes effect at higher speeds has to be reduced towards water droplet shape value, or better, speed have has to be kept moderate, up to 60 mph.
Compared with a car structure it is possible to reduce the mass from 2 t down to ¼ ton, the aerodynamic coefficient and the rest of forces will remain constant and an increase of mileage of 4 times may be obtained, reducing the payload by 4 or by 2.
Another source of reduction is the change of the gasoline tank—thermal engine that gives an efficiency under 30% with an electric battery bank—electric motor that gives an efficiency of 60%-70% and the elimination of transmission that takes up to 10% of the power, with electric traction that takes less than 5%. This will bring another factor of 2.
Finally if that advanced vehicle was running with a 50 miles per gallon, it will be possible to run it now for a single adult person at 350-400 miles per gallon.
A gallon of fuel contains 3.85 liters×40.5 MJ/litter=150 MJ=40 kWh. A bank of 30 batteries of 12V, 100 Ah, may deliver that. This becomes very heavy; therefore autonomy of 100 miles may be obtained for only 8 batteries, at a more reasonable weight.
This autonomy may not be enough for about 5% of transportation cases.
Making these vehicles suitable for multi-modal transportation can solve this. The vehicle may have devices compatible with a specialized crane from the multi-modal vehicle loader to easy couple and take the vehicle into a specialized container.
The multi-modal transportation system is composed from a vehicle container and a passenger container traveling together on the same transport system, train, and trailer.
The carrier vehicle may recharge the vehicles stored in container from its power source or may develop auxiliary systems.
The electric vehicle has the size defined by the dimensions of the passenger trimed by the container dimensions. It will be 7 ft long and 3-5 ft wide, 4-6 ft tall, aerodynamic shaped cockpit. It will have the F1 protective features, and will have a Cx of 0.2-0.3 at a cross surface of about 18 sqft=2 m2 loading a weight of 350 lb. and having a own weight of 100 lb. The total weight of the vehicle will be 600 lb-1000 lb loaded and 250 lb-350 lb unloaded.
The structure is similar to a 2 electric scooters reduced at the traction train with a sidecar or cockpit structure mounted between them on a dynamically gravitational adjustment system. The structure have to be aerodynamic and impact resistant similar to formula 1 racing cars.
The train structure may be as light as bicycle wheels or motorcycle wheels or scooter or even car wheels. The electric gravitational adjustment system helps the displacement in tilted surfaces and turns giving the driver a flying feeling.
The solar panel above is reducing the aerodynamic coefficient by as much as 20% but brings a relief for electric power being suitable for many short distance trips without refueling.
To increase the day light autonomy the vehicle may trail up to four very light solar energy harvesting carts trimmed at container's width in order to obtain kWw range power needed for its long distance displacement during the day in a 250 miles range.
FIG. 1—Front rear view of the vehicle
FIG. 3—The vehicle on tilted ground
FIG. 4—Tilt adjustment system
FIG. 5—Bicycle/motorcycle structure adaptation system perspective view
FIG. 6—Bicycle/motorcycle structure adaptation system front view
FIG. 7—Electro-scooter adaptation system perspective view
FIG. 8—Autonomous solar vehicle system
FIG. 9—modular cargo system
FIG. 10—The multi-modal electric transportation principle
FIG. 11—The electronic control system
FIG. 12—The electric vehicle in main multi-modal propulsion modules
FIG. 13—The magnetic levitation propulsion system
FIG. 14—The foldable connection structure compaction for multi-modal transport or storage.
FIG. 15—Longitudinal section through the modular solar electric vehicle system
FIG. 16—The options list or menu with various configurations allowed by the advanced modularity
FIG. 17—The cockpit is mounted on a power train
FIG. 18—Cost and Mileage as function of transport means.
FIG. 19—The performance of the transport mode with respect to mileage and speed
FIG. 20—Air platforms attachment
FIG. 1—Front Rear View of the Vehicle
FIG. 3—The Vehicle on Tilted Ground
FIG. 4—Tilt Adjustment System
FIG. 5—Bicycle/Motorcycle Structure Adaptation System Perspective View
FIG. 6—Bicycle/Motorcycle Structure Adaptation System Front View
FIG. 7—Electro-Scooter Adaptation System Perspective View
FIG. 8—Autonomous Solar Vehicle System
FIG. 9—Modular Cargo System
FIG. 10—The Multi-Modal Electric Transportation Principle
FIG. 11—The Electronic Control System
FIG. 12—The Electric Vehicle in Main Multi-Modal Propulsion Modules
FIG. 13—The Magnetic Levitation Propulsion System
FIG. 14—The Foldable Connection Structure Compaction for Multi-Modal Transport or Storage.
FIG. 15—Longitudinal Section Through the Modular Solar Electric Vehicle System
FIG. 16—The Options List or Menu with Various Configurations Allowed by the Advanced Modularity
FIG. 17—The Cockpit is Mounted on a Power Train
FIG. 18—Cost and Mileage as Function of Transport Means.
FIG. 19—The Performance of the Transport Mode with Respect to Mileage and Speed
FIG. 20—Air Platforms Attachment
FIG. 1—Front rear view of the vehicle is looking almost the same being dominated by the aerodynamic shape of the body.
There are two propulsion wheels systems made by the transformation of a two-wheeler (scooter, bicycle, motorcycle, or customized) vehicles chassis with the wheel and tire 101 having a variable size between 8-24″. The Wheels power structure 102 is made of a chassis holding the two wheels together similar to a motorcycle, bicycle or scooter body, loaded with the electric motors, suspension, braking systems and batteries banks. It is desired to put almost the weight near to ground to increase its stability. Therefore the most near structure is the scooter. It has the disadvantage of not performing well on rough terrain due to low ground guard, touching ground obstacles. These are the power modules. The power modules are covered by an aerodynamic profile case 104 with headlights 103 giving a low aerodynamic coefficient similar to o missile and the center of mass placed at about ⅖ of the wheel diameter.
On the aerodynamic case there are multi-modal transporter adaptor structures as hook spaces and wheel lockers and fixed supports that once opened blocks the structure in place. That also serves as security features for the parked vehicle being key unlocked.
The aerodynamic functional case, with multi-modal adaptor 104 also serves as stair for the driver and support of the solar panels.
The lateral sunroof support 105 is rigid to the power train platform, tilting solitary, but is articulated on the roof by a top hinge 107 supporting the solar harvesting panel 106.
There are two identical power structures connected by a distributed parallelogram structure that allows them tilt parallel. The structure is made of more than two bridges two lower Elastic transversal bridge 108 and one or two upper elastic bridge 109. The elasticity is moderate allowing shock absorption. In the center a structure connects parallel creating the central cockpit elastic fixtures with tilt follower system 1015.
This fixture contains shock absorbers and elastic suspension that decouples the resonance frequency of the transversal supports 108 and 108.
The external cockpit case 1010 has the capability to tilt parallel with the driving power trains. It has an aerodynamic shape, looking like an egg with continuous curved structure or in stealth format made of flat surfaces. It has am windshield 1011 connected to the access door that may have a sweeper.
The cockpit door 1012 may be made lateral, bi-lateral or roof integrating the windshield. The cockpit reinforcement safety structures 1013 similar with what is used in formula 1 or avionics have the role to create an elastic deformable structure to absorb the impact energy and protect the driver.
The Solar panels lateral supports adjustments 1014 have an important role in aerodynamics of the system as well in system compaction for multi-modal transportation.
A very important feature is the tilt adjustment system 1016 that controls the verticality of the system on the horizontal ground 1020, during turns in two wheeler style or tilted ground. This keeps the forces inside the support base the vehicle mainly skidding lateral in overspend but not rolling. A force parallelogram actuator 1016, controlled by an electronic system, makes the adjustment of the weight and inertial forces.
The tilting mechanism 2016 together with the longitudinal bushing in the transversal parallelogram makes that the force in the tires and wheel structure 201, 2011 to be equal giving minimal axial stress.
The wheels power structure 202 and the head aerodynamic profile and lights 203, contained in aerodynamic functional case, with multimodal adaptor 204, with lateral sunroof support 205 are tilting parallel together, living the solar harvesting panel 206 mainly parallel to the ground with slight changes due to the top hinge structure 207.
The lower Elastic transversal bridge 208 and the upper elastic bridge 209 are moving parallel to each other making the central cockpit elastic fixtures with tilt follower system 2015 tilt according the adjustment made by the tilt adjustment system 2016. This system compensates for the lateral forces but it has to be strongly enhanced to compensate for the longitudinal forces occurring during accelerations and slow downs.
An enhanced structure is achieved using an upper support—elastic dumper and shock absorber 2030 that takes most of the cockpit weight. The external cockpit case 2010 will be supported in an reinforced roof 207 and the bottom support 2015 having lateral shock absorbers end of range stoppers and vibration dumpers 2031. In this system the weight force 2021 acting on the cockpit's center of mass 2017 is combining with the centripetal force 2018 keeping the resultant force 2019 in the center of the rectangle base made by the four wheels 201,2011. The windshield 2011 part of the cockpit door 2012 protects the driver on bad weather and allows air-conditioning system inside powered by the solar-panels 2014.
The cockpit reinforcement safety structures 2013 are used to support the insulation of the cockpit in order to minimize the heat exchange.
The solar panels lateral supports adjustments 2014 provides good aerodynamics and shadow, helping the auxiliary water evaporation cooling system work better reducing the need for the electric compressor air conditioning system and saving electric power.
Each head aerodynamic profile and lights 303 module with the aerodynamic functional case, with multimodal adaptor 304 are placed at different levels. The lateral sunroof support 305 and solar harvesting panel 306 are placed in a position on average parallel with the ground lateral tilt moderated by the top hinge 307.
The external cockpit case 3010, including the windshield 3011, cockpit door 3012, cockpit reinforcement safety structures 3013 are maintained in a near vertical position, compensated lateral by the central cockpit elastic fixtures with tilt follower system 3015.
The solar panels lateral supports adjustment 3014 has an effective role in aerodynamic flow adjustment and car compaction during multi-modal transport.
The diagonal is adjusted by screwing the diagonal adjustable upper rod 406, and the diagonal adjustable lower rod 409 into the gearbox reducer 408 under the control of the electric motor 407. If it turns one way it shortens the diagonal therefore the structure tilts right, while turning in opposite direction the diagonal elongates and the structure tilts left. A controller electronic unit 415 drives the motor.
The automatic tilt adjustment system 410 is composed of a gravity vector direction detector 411, that has a right direction detector 412, a left direction detector 414, a tilt value transducer 413 and a processor unit 415.
The gravitational detector 410 may be made of a pendulum with electric contacts, a tilt sensor, with analogical output, or a combination of wheel force sensors. The signal is transmitted to an actuator-processing unit that takes the signal and generates the actuator signal 416 that controls the electric motor 407. All the equipments are powered from the batteries 417 placed in the battery tanks.
There are two bicycles motorcycles in parallel composed of rear wheels 501, front wheels 5011, the bicycle/motorcycle chassis or skeleton 502. Transversal tubes 503 connected to skeletons by horizontal axis hinges connect these two units, allowing them tilt laterally maintaining the parallelism.
A force parallelogram for tilt adjustment 504 is setting their lateral position by adjusting its diagonal. In the middle of the transversal tubes 503 is connected the cockpit support structure with tilt adjustment and shock absorbers 505 also using hinges.
There are necessary more than two transverse bars from which at least one in front. The front transverse bar with horizontal hinge 506 needs to have such a profile to accommodate the front wheels turning space. A direction control system 507 connected to the front wheels by levers and to the stirring system 508 fixed on the driver's deck 509 allows the driver 5010 to set the direction.
The chassis—skeleton of the bicycle/motorcycle 602 stays vertical.
When the car takes turns
The cockpit support structure with tilt adjustment and shock absorbers 605 follows the skeleton tilt adjusting the position of driver's deck 609 and cockpit 6021.
The battery bank 6020 is placed as low as possible to lower the center of mass and increase stability. As a mater of evolution in vehicle technology, the system looks like a sidecar placed on two parallel motorcycles, but following the motorcycle behavior.
The chassis—skeleton of the scooter 702 is very low being an advantage on pavement as with the supplementary batteries on deck the center of mass comes very low, giving stability. The aerodynamic shape of a 3 ellipsoids is near fighter plane or missile value.
The transversal tube in horizontal hinge 703 connected to the force parallelogram for tilt adjustment 704 adjusts the dynamic position of the cockpit support structure with tilt adjustment and shock absorbers 705.
The front transverse bar with horizontal hinge 706 stabilizes the direction control system 707 connected at the driver's deck 709 acting on the front wheel 7011.
The cockpit 7021 may be a single one placed in center or two placed on each scooter, with a single driving command. Up to 3 cockpits may be placed or a single several persons larger one may be attached on the power train.
The electric vehicle trailer 800 has the capability to trail 3-4 light carts, with the main purposes to carry modules less than 7 ft long and 5 ft wide that can be loaded in the multi-modular transportation container.
The front vehicle is made of the aerodynamic power train 802, having aerodynamic wheels front 8011 and rear 801, each, the solar roof adjustable support 805 holding solar harvesting panel 806 that have some freedom in the roof hinge 807 that prevents the solar panel dynamic stress.
The cockpit 8010 is almost unchanged but its lower transversal arm holds the hook for the carts. There can be up to four solar carts shorter than 7 ft. that have the capability of being packed one over the other on the roof.
The first solar cart 8020 has the wheel forward 8021 being balanced by the hook, and the middle cart 8030 that has the light wheel 8031 placed on a median position. The last cart 8040 has the wheels placed at the rear 8041. All these carts carry solar harvesting tile 8026, 8036, 8046 almost similar to those of the electric car in front 806.
The central cart may be design to accept some extra-luggage under the solar tiles having a specialized platform. The system has lateral wind dumper and people protection 8032 that prevents the trailer being raised by lateral wind, and a rear protection and wind dumper 8042, that improve the aerodynamics and smoothes the system displacement.
The idea is that in spite the system has good equivalent mileage, it turns more effective to cover large distances with spread areas to use a specialized trailer to carry up to 10 vehicles simultaneously using a combination of rail and road.
The travelers are embarking at one point and may be transferred on train without further changes, than back on truck up to destination. The container, is loaded on a standard carrier vehicle that have the wheels 902 of the carrier platform 903 that may be standard for rail or road.
The standardized container may be split in two, a ¾ partition to load the electric car and solar carts 904, and a ¼ partition for drivers of the carts. At their choice they may stay in the cart and sleep or come in the passengers' partition 905 and spend the time.
The passenger partition is equipped with a 8 ft multi functional door—stair 906 to allow the passenger get of the trailer or train in good conditions and windows 907, having inside a multifunctional enclosure 908 for entertainment and comfort.
The multimodal electric vehicles 904 are loaded in the trailer directly using a multimodal crane system 9010 gliding on multimodal crane sliding frame 9013 with pulley multimodal crane adaptor 9011 that can be connected directly to the vehicle's multimodal adaptors or may use the container's multifunctional door/ramp 9014 and for the upper stage a complementary platform with parallelogram crane system 9012, that makes the vehicle or the solar carts be stored easily.
The specialized door/ramp 9014 makes possible the usage of the system on any terrain without specialized loading/unloading ramps. The advantages of this system is that reduces the traffic, is increasing the autonomy and provides up to a factor of 3 higher travel speed. The disadvantage is that it reduces the capacity of the carrier vehicle by a factor of 5 to 10, which will be reflected in the transportation cost. A better alternative will be travel and rent electric vehicles for short local trips.
For railway alternative is possible to use full multimodal electric vehicle containers and passenger wagons for electric car drivers together with the rest of the passengers.
The transportation coverage envelope 1002 is the resultant of the autonomous electric vehicles spread range integrating departure station electric multi-modal car autonomy surface coverage 1003, intermediary station electric multi-modal car spreading range 1004, and the terminal station electric multi-modal car spreading range 1005. The electric vehicle spread range is done using the local roads 1006 in the limits of driver's residence or vehicle autonomy.
Dynamic Functions:
These functions are also dangerous for the vehicle if activated statically on express control it may require powerful actuators to perform the movement. In dynamic conditions first acted is the tilt actuator then the dynamic control function adjusting the acceleration to equalize the forces and put the resultant force in the middle of the base, and correct the position before the dynamic limitation occurs and requires more power in actuator. The forward tilt has to consider frontal wind component in the upper acceleration dynamic limits.
An adaptive system detecting the limits of possible acceleration as driven by the wheel's adhesion have also to be set in place and limit the tilt at the right value. It limits the forces in the driver to undetectable variation in gravitational equivalent force in the 50% range by maximum ½ g.
Static Functions
i) Power management functions are integrated in modulus 1107
The connection system 1203 integrates the cockpit 1210 hydrodynamic designed with a supplementary floating structure 1270 giving an enhanced stability by placing the meta-center above the center of mass.
The sun harvesting modules 1206 are above the water surface using the polls 1205 with adjustable height.
The vehicle is composed from the same basic modules the cockpit 1240 made in a stealth design or eggshell design 1234. The poles 1235 and the harvesting panels 1236.
The propulsion modules 1232 having the extremities terminated by a headlight, position and direction signal lights 1237. The wheels 1231 have tires and a finned structure 1241 coated in hydrophobic material as PTFE for water, mud or snow propulsion. The forehead 1232 is acting as a cutting blade limiting the size of the material underneath, mainly good for snow.
The connection structure 1233 has multiple roles; it may hold and integrate the floating structure 1230 and hold the rail traction adaptors 1270. Instead of traction adaptor in 1270 device may be placed the Electro-Magnetic wire pathfinder device used in automatic pilot navigation.
For very tilted roads requiring high power motors this may be done by street integrated cable propulsion 1260 that draws the vehicle by cable 1261.
The propulsion modules 1232 have multi-modal adaptors 1244 used to support the entire vehicle structure in a specialized crane adaptor 1253, having 4 cables or bars 1254 that are connecting to the multi-modal adaptors 1244. The cable 1252 in a rail crane to be loaded in a multimodal transport vehicle—see FIG. 9—may hang the structure or may be used in a cable transport system made of the support cable 1250 and the pulley wheel 1251. The same system may be used in a monorail system.
It is further possible to lift the wheels 1401 to gain the ground cart space but it is an option. The propulsion modules 1403 are coming one tear the other at few inch apart by folding the connection module 1404 keeping the cockpit on center and maintaining the displacement capability. The front and rear modules 1402 having the lights may also fold up taking the wheels off the ground.
The cockpit 1410 is touching the modules 1403 and but leaves clear access to the multi-modal adaptors 1404. The pillars 1405 holding the solar harvesting panels are also folding down making the solar panel 1406 fold and touch the upper side of the cockpit.
The vehicle contains two battery modules 1503 that have to be as equal as possible. When connected through the connection module the battery power regulators 1556 adjust the common power level of the vehicle. This power will be delivered to the cockpit and all the systems including the wheels 1501 motors' regulators 1551.
The battery module 1503 is an autoportant/self-sustaining structure loaded with batteries. 1555. The type and parameters of the batteries are further subject of optimization and customization. The batteries have included a smart diagnostic, power management and charging system 1558, transferring power from grid, solar system or spare thermo-mechanical generators, even from a driver power by using a set of pedals generator/dynamo inside.
The wheel module 1502 having the wheel 1501, suspension, direction and electric motor for propulsion is connected in the fast locking fixture 1551.
The connection system/module 1504 is standardized and it may connect a large variety of propulsion trains. It has the tilting devices included in the structure. It also holds a protection grid front and rear formed with laminar aerofoils profiled grill 1514.
This grill has only collision role being mounted on the central axe 1515. Under the battery module there are a set of support wheels, grips 1554 to aid easy coupling.
The multi-modal adaptors 1559 are located on the propulsion trains, and they also contain the solar panel poles 1505, that hold the solar array 1506. The solar panels may be flat and producer independent 1506, or may be profiled 1516, to minimize the aerodynamic resistance.
The cockpit 1510 is fixed in a standardized 3 points (or more in special cases) lockable fixture 1530 present underneath at the central axe 1515 of the connection system 1504, and above the cockpit. This feature allows the fast coupling of the cockpit at various propulsion trains.
The cockpit is conceived insulated from the power trains by a set of suspension and shock absorbers. The tilting will minimize the acceleration variation vector in the passenger bodies giving an air gliding feeling.
The safety reliability and comfort are enforced from the concept. The cockpit 1510 has an aerodynamic or stealth outer shell that is connected up or down to propulsion or transport trains in the standardized fast locking fixtures 1530. Inside the shell 1510 near the external fixtures 1530 a set of elastic vibration absorbing components 1521 are fixing the pilot/driver cage 1520 into a system designed to hold a uniform variation of acceleration during shocks or accidental impacts. During an impact the driver's cage 1520 is slightly sliding on the glides 1522 proportional with the acceleration, turning to minimize the uncomfortable accelerations in the driver's body.
The front of the cockpit contains a shock energy absorbing material 1523, which may also incorporate life support functions as ventilation and air purification. The cockpit's computing system with the necessary batteries 1528 are placed in a safe position being protected for electric shocks and other aggressions. The end side of the cockpit is aerodynamically terminated having an inflatable pillow 1529 for aerodynamic and back impact adjustments. The airflow 1511 is maintained as laminar as possible to assure the minimal aerodynamic resistance.
The seat 1526 and the steering and controls 1527 are adjustable in order to best accommodate a 7 ft male 1524 or a 4 ft female or child 1525 head upper level.
The battery tank may be also selected 1602 customizing the battery capacity, type, voltage and other parameters. The connection system distance L may be also selected 1604 allowing a diversity of connection modules and adaptors.
The selection for the solar power harvesting system 1640 is complex, may decide between the flat or shaped panels, the efficiency, size, folding, manufacturer, buffer battery.
The cockpit 1710 having the door 1711 has to be handled in such a manner as to have the emergency door access operational all the time. The cockpit has a set of handlers 1721 from where two men may lift and set on the train, being a light 100-200 lb structure.
It has 3-wheeled foldable lockable legs 1722 for ease of movement and can be put on the power train 1703 by guiding on the locker axis 1715 until the lockers 1720 get into position and click on locking the system. The power train on it's wheels 1701 may be driven into the cockpit to make the coupling. An emergency unlock mechanism may be available from the cockpit to safely eject the cockpit.
The single passenger equivalent transport efficiency chart 1800 is made using Internet available statistical data showing the efficiency of various transportation vehicles. On the left ordinate is given the cost per passenger per mile in (cents/mille) or [USD/100 miles], 1801, and on the right ordinate is given the specific mileage or energetic equivalent consumption in mpg 1802 being different from the left ordinate by the cost of a gallon, for various types of transportation 1803, generically called “modes”.
The legend 1804 shows the difference between the two inverse proportional functions.
The data have been sorted after the cost range for various transport systems 1805.
The thick arrow in the right is showing that the large bars are read on Cost logarithmic axis 1806, and refers to all cost bars 1807.
The thin arrow showing that the mileage narrow bar is read on the mpg axes 1808 and refers to all Mileage narrow bars 1809. The importance of this figure consists in showing the real values and their distribution for various very particular systems. This is an indication of what performances a vehicle type may reach shown by the ellipsoids 1805. It also shows the basis of calculation for this invention.
The performance distribution of the transportation means 1900 is represented as function of transportation speed 1901 and mileage 1902 as important input data in invention development, showing the reality and the room for performance. The Diamond point 1904 is showing the position of the particular statistics data that appears in the previous chart at mileage and cost for equivalent person transportation with an average weight of 100 kg. From this data the domain of performance of the invention has determined as having the cockpit weighting another 100 kg, doubling the passenger mass, therefore reducing the mileage by half.
The ellipsoid showing the domain 1905 represents the calculated possible performance of the multi-modal device, while the line 1906 shows the correlation speed-mileage for the respective transportation mode. The total transportation being a linear combination of the 10 identified in the chart by ellipsoids, transportation modes.
The cockpit 2010 with the passenger inside is the only part of the assembly that is transferred and connected to various propulsion systems using the multi-modal lockable fixture 2020.
To fly the cockpit in the future virtual air high-ways a flying UAV wing 2050 may be used that has the propulsion made by gas turbines 2051, the only hard to replace propulsion, but being non-ecologic.
Another type of flying mode is Helicopter like, and that may be achieved by connecting the cockpit 2010 to a helicopter skeleton structure 2060, with turbo-fans propulsion 2062 driven by a motor-generator 2063 powered by a liquid fuel tank. Power levels above 200 kWe are required and direct internal combustion engine-gear combinations are competitive approaches to this application. To get this system functional a very delicate combination between the local cockpit computer and a central navigation system on ground have to be achieved.
This application claims the benefit of no U.S. Provisional Application 61/211,556 incorporated by reference in this entity.
| Number | Date | Country | |
|---|---|---|---|
| 61211556 | Mar 2009 | US |
