# US 10,500,963 B2 · Vehicle drag reduction and electricity generation system

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- Number: US 10,500,963 B2
- Document ID: US10500963B2
- Status: Granted
- Kind: B2
- Application number: 15/685,460
- Filed: 2017-08-24
- Published: 2017-12-21
- Granted: 2019-12-10
- Earliest claimed: 2015-12-07
- Assignees: Smart Auto Labs Inc.
- Applicants: Smart Auto Labs Inc.
- Inventors: Shivam Sikroria; Divyam Sikroria
- Web page: https://patentgrep.com/patent/US10500963B2

## CPC

- B60L 8/006: {Converting flow of air into electric energy, e.g. by using wind turbines}
- B60L 58/24: for controlling the temperature of batteries
- B62D 35/00: Vehicle bodies characterised by streamlining
- B60K 2016/006: {wind power driven}
- Y02T 10/70: Energy storage systems for electromobility, e.g. batteries
- Y02T 10/7072: Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
- Y02T 10/90: Energy harvesting concepts as power supply for auxiliaries' energy consumption, e.g. photovoltaic sun-roof
- B60L: PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES (arrangements or mounting of electrical propulsion units or of plural diverse prime-movers for mutual or common propulsion in vehicles B60K1/00, B60K6/20; arrangements or mounting of electrical gearing in vehicles B60K17/12, B60K17/14; preventing wheel slip by reducing power in rail vehicles B61C15/08; dynamo-electric machines H02K; control or regulation of electric motors H02P); SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES (electric coupling devices combined with mechanical couplings of vehicles B60D1/64; electric heating for vehicles B60H1/00); ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL (control or regulation of electric motors H02P); MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B62D: MOTOR VEHICLES; TRAILERS (steering, or guiding on a desired track, of agricultural machines or implements A01B69/00; wheels, castors, axles, increasing wheel adhesion B60B; vehicle tyres, tyre inflation or tyre changing B60C; connections between vehicles of a train or the like B60D; vehicles for use on rail and road, amphibious or convertible vehicles B60F; suspension arrangements B60G; heating, cooling, ventilating or other air treating devices B60H; windows, windscreens, non-fixed roofs, doors or similar devices, protective coverings for vehicles not in use B60J; propulsion plant arrangements, auxiliary drives, transmissions, controls, instrumentation or dashboards B60K; electric equipment or propulsion of electrically-propelled vehicles B60L; power supply for electrically-propelled vehicles B60M; passenger accommodation not otherwise provided for B60N; adaptations for load transportation or to carry special loads or objects B60P; arrangement of signalling or lighting devices, the mounting or supporting thereof or circuits therefor, for vehicles in general B60Q; vehicles, vehicle fittings or vehicle parts not otherwise provided for B60R; servicing, cleaning, repairing, supporting, lifting, or manoeuvring, not otherwise provided for, B60S; brake arrangements, brake control systems or parts thereof B60T; air-cushion vehicles B60V; motor-cycles, accessories therefor B62J, B62K; testing of vehicles G01M)
- B60K: ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- Y02T: CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION

## Abstract

Systems and methods effective to reduce a drag coefficient in a vehicle are described. A system methods may receive first air directed towards an air intake structure at a first speed. The air intake structure may transform the first air into second air of a second speed. The system may direct the second air from the air intake structure to a tunnel structure. The tunnel structure may include an entrance and an exit, where a cross-sectional area of the entrance may be less than a cross-sectional area of the exit. The tunnel structure may expand the second air into expanded air. A third speed of the expanded air may be less than the second speed of the second air. The system may create a second drag coefficient, where the second drag coefficient may be less than the first drag coefficient.

## Claims

### Claim 1

A vehicle comprising:
a battery;
a motor configured to propel the vehicle and to be in communication with the battery;
a chassis including:
a frame, the frame having a first drag coefficient when the frame moves through space;
one or more sets of front wheels coupled to the frame;
one or more sets of rear wheels coupled to the frame; and
a transmission coupled to at least one of the set of front wheels and one of the set of rear wheels;
an air intake structure including a first entrance with a first cross-sectional area and a first exit with a second cross-sectional area, a first relationship between the first and second cross-section area being effective to receive first air directed towards the first entrance and exhaust second air of a second speed, wherein the air intake structure includes a second exit, the air intake structure is contiguous to a battery of the vehicle, and the air intake structure is further effective to direct the second air towards the battery of the vehicle in order to optimize a temperature of the battery of the vehicle; and
a tunnel structure contiguous to the air intake structure, the tunnel structure including a second entrance with a third cross-sectional area and a third exit with a fourth cross-sectional area, the tunnel structure being effective to receive the second air from the air intake structure, a size of the third cross-sectional area of the second entrance being less than a size of the fourth cross-sectional area of the third exit, a second relationship between the third cross-sectional area and the fourth cross-sectional area being effective to expand the second air into expanded air of a third speed, wherein the third speed is less than the second speed,
wherein the air intake structure and the tunnel structure in combination are effective to create a second drag coefficient for the frame when the frame is propelled by the motor and moves through space, wherein the second drag coefficient is less than the first drag coefficient.

### Claim 2 (depends on 1)

The vehicle of claim 1, wherein a size of the first cross-sectional area of the first entrance is less than a size of the second cross-sectional area of the first exit, the first relationship between the first and second cross-sectional areas is effective to expand the first air at the first speed into the second air of the second speed, and the relationship is further effective to cause the second speed to be less than the first speed.

### Claim 3 (depends on 1)

The vehicle of claim 1, wherein a size of the first cross-sectional area of the first entrance is greater than a size of the second cross-sectional area of the first exit, the first relationship between the first and second cross-sectional areas is effective to compress the first air at the first speed into the second air of the second speed, and the relationship is further effective to cause the second speed to be greater than the first speed.

### Claim 4 (depends on 1)

The vehicle of claim 1, wherein a size of the first cross-sectional area of the first entrance is equal to a size of the second cross-sectional area of the first exit, and the first relationship between the first and second cross-sectional areas being effective to cause the second speed to be substantially the same as the first speed.

### Claim 5 (depends on 1)

The vehicle of claim 1, wherein the system includes:
an energy generation device configured to be in communication with the tunnel structure, the energy generation device being configured to:
receive the expanded air from the tunnel structure;
transform a first portion of the expanded air into energy; and
control an exhaustion of a second portion of the expanded air.

### Claim 6 (depends on 1)

The vehicle of claim 1, wherein the air intake structure and the tunnel structure are parts of an air flow component, the system further comprising a magnetic component disposed upon at least a portion of the air flow component, the magnetic component being effective to:
produce one or more magnetic fields;
apply the one or more magnetic fields to the first air to increase the first speed of the first air; and
apply the one or more magnetic fields to the second air to increase the second speed of the second air.

### Claim 7

A method for reducing drag coefficient in a vehicle, wherein the vehicle includes a frame, a motor configured to propel the vehicle, a transmission, and one or more set of wheels, the method comprising:
receiving first air directed towards a first entrance of an air intake structure at a first speed, the air intake structure being disposed upon the frame, the frame having a first drag coefficient as the frame moves through space, the air intake structure including the first entrance with a first cross-sectional area and a first exit with a second cross-sectional area;
transforming, by the air intake structure, the first air into second air of a second speed;
directing the second air towards the battery of the vehicle in order to optimize a temperature of the battery of the vehicle;
directing the second air to flow from the air intake structure to a tunnel structure, wherein the tunnel structure is contiguous to the air intake structure, the tunnel structure including a second entrance with a third cross-sectional area and a second exit with a fourth cross-sectional area, the tunnel structure being disposed upon the frame of the vehicle, a size of the third cross-sectional area of the second entrance being less than a size of the fourth cross-sectional area of the second exit;
expanding, by the tunnel structure, the second air into expanded air, wherein a second relationship between the third cross-sectional area of the second entrance and the fourth cross-sectional area of the second exit is effective to cause the expansion of the second air into the expanded air, and a third speed of the expanded air is less than the second speed of the second air; and
creating, by the air intake structure and tunnel structure in combination, a second drag coefficient for the frame as the frame is propelled by the motor and moves through space, wherein the second drag coefficient is less than the first drag coefficient.

### Claim 8 (depends on 7)

The method of claim 7, wherein a size of the first cross-sectional area of the first entrance is less than a size of the second cross-sectional area of the first exit, wherein a relationship between the first cross-sectional area of the first entrance and the second cross-sectional area of the first exit expands the first air, and wherein the second speed of the second air is less than the first speed of the first air.

### Claim 9 (depends on 7)

The method of claim 7, wherein a size of the first cross-sectional area of the first entrance is greater than a size of the second cross-sectional area of the first exit, wherein the relationship between the first cross-sectional area of the first entrance and the second cross-sectional area of the first exit compresses the first air, and wherein the second speed of the second air is greater than the first speed of the first air.

### Claim 10 (depends on 7)

The method of claim 7, wherein a size of the first cross-sectional area of the first entrance is substantially the same as a size of the second cross-sectional area of the first exit, and wherein the second speed of the second air is substantially the same as the first speed of the first air.

### Claim 11 (depends on 7)

The method of claim 7, wherein the method further includes:
communicating, by an energy generation device, with the tunnel structure;
receiving, by the energy generation device, the expanded air from the tunnel structure;
transforming, by the energy generation device, a first portion of the expanded air into energy; and
controlling, by the energy generation device, an exhaustion of a second portion of the expanded air.

### Claim 12 (depends on 7)

The method of claim 7, wherein the air intake structure and the tunnel structure are parts of an air flow component, and a magnetic component is disposed upon at least a portion of the air flow component, wherein the method further comprises:
producing, by the magnetic component, one or more magnetic fields;
applying, by the magnetic component, the one or more magnetic fields to the first air increasing the first speed of the first air; and
applying, by the magnetic component, the one or more magnetic fields to the second air increasing the second speed of the second air.

### Claim 13

A drag coefficient reducing system for a vehicle, wherein the vehicle includes a frame, a motor configured to propel the vehicle, a transmission, and one or more set of wheels, the frame having a first drag coefficient when the frame is propelled by the motor and moves through space, the drag coefficient reducing system comprising:
an air intake structure including a first entrance with a first cross-sectional area and a first exit with a second cross-sectional area, a first relationship between the first and second cross-section area being effective to receive first air directed towards the first entrance and exhaust second air of a second speed, wherein the air intake structure includes a second exit, the air intake structure is contiguous to a battery of the vehicle, and the air intake structure is further effective to direct the second air towards the battery of the vehicle in order to optimize a temperature of the battery of the vehicle; and
a tunnel structure contiguous to the air intake structure, the tunnel structure including a second entrance with a third cross-sectional area and a third exit with a fourth cross-sectional area, the tunnel structure being effective to receive the second air from the air intake structure, a size of the third cross-sectional area of the second entrance being less than a size of the fourth cross-sectional area of the second exit, a second relationship between the cross-sectional area of the second entrance and the cross-sectional area of the third exit being effective to expand the second air into expanded air of a third speed, wherein the third speed is less than the second speed,
wherein the air intake structure and the tunnel structure in combination are effective to create a second drag coefficient for the frame when the frame is propelled by the motor and moves through space, wherein the second drag coefficient is less than the first drag coefficient.

### Claim 14 (depends on 13)

The drag coefficient reducing system of claim 13, wherein a size of the first cross-sectional area of the first entrance is less than a size of the second cross-sectional area of the first exit, the first relationship between the first and second cross-sectional areas is effective to expand the first air at the first speed into the second air of the second speed, and the relationship is further effective to cause the second speed to be less than the first speed.

### Claim 15 (depends on 13)

The drag coefficient reducing system of claim 13, wherein a size of the first cross-sectional area of the first entrance is greater than a size of the second cross-sectional area of the first exit, the first relationship between the first and second cross-sectional areas is effective to compress the first air at the first speed into the second air of the second speed, and the relationship is further effective to cause the second speed to be greater than the first speed.

### Claim 16 (depends on 13)

The drag coefficient reducing system of claim 13, wherein a size of the first cross-sectional area of the first entrance is equal to a size of the second cross-sectional area of the first exit, and the first relationship between the first and second cross-sectional areas being effective to cause the second speed to be substantially the same as the first speed.

### Claim 17 (depends on 13)

The drag coefficient reducing system of claim 13, wherein the system includes:
an energy generation device configured to be in communication with the tunnel structure, the energy generation device being configured to:
receive the expanded air from the tunnel structure;
transform a first portion of the expanded air into energy; and
control an exhaustion of a second portion of the expanded air.

### Claim 18 (depends on 13)

The drag coefficient reducing system of claim 13, wherein the air intake structure and the tunnel structure are parts of an air flow component, the system further comprising a magnetic component disposed upon at least a portion of the air flow component, the magnetic component being effective to:
produce one or more magnetic fields;
apply the one or more magnetic fields to the first air to increase the first speed of the first air; and
apply the one or more magnetic fields to the second air to increase the second speed of the second air.