TURBINE SYSTEM FOR SAVING ENERGY IN A VEHICLE

Abstract

The invention relates to a turbine system for fuel saving in a vehicle, wherein the turbine system comprises a turbine and a turbine mount with a windshield, wherein the windshield and the wind turbine have a cross-sectional area, which is at least 60%, preferably at least 80% and more preferably 90% of the frontal projection area of the vehicle and the wind turbine by means of the turbine mount can be attached or is mounted on the front of the vehicle and/or on a chassis in front of the vehicle front.

Claims

1. Turbine system for fuel saving in a vehicle (2) characterized in that the turbine system comprises a turbine (10) and a turbine mount (12) with a windshield (16), the windshield (16) and the turbine (10) having a cross-sectional area which is at least 60%, preferably at least 80% and more preferably at least 90% of the frontal projection area of the vehicle and the turbine (10) is attachable by means of a turbine mount (12) on the vehicle front and/or on a chassis in front of the vehicle front.

2. Turbine system according to claim 1 characterized in that the windshield (16) is an annular housing which surrounds the turbine (10) and has an outer contour whose distance from the axis of rotation of the turbine increases towards the side of the windshield facing the vehicle (2).

3. Turbine system according to claim 2 characterized in that the increase in the distance between the outer contour of the windshield (16) and the axis of the turbine is characterized by a pitch angle of 5 to 35.

4. Turbine system according to claim 2 characterized in that the outer contour of the windshield (16) in the frontal projection is not circular, but is adapted to the shape of the frontal projection area of the vehicle front and preferably forms a rounded rectangle.

5. Turbine system according to claim 1 characterized in that the distance between the turbine (10) and the front of the vehicle is between 10 and 200%, preferably between 20% and 90% and particularly preferably between 30% and 80% of the diameter of the turbine (10).

6. Turbine system according to claim 1 characterized in that the turbine is a wind turbine (11).

7. Turbine system to claim 6 characterized in that the wind turbine (11) has 1 to 7, preferably 2 to 4 and more preferably 3 rotor blades (34).

8. Turbine system according to claim 6 characterized in that the turbine system comprises a torque transmission unit which transmits mechanically the torque of the wind turbine (11) to the rotary shaft of the engine of the vehicle (2).

9. Turbine system according to claim 8 characterized in that the torque transmission unit comprises a centrifugal clutch with integrated freewheel.

10. Turbine system according to claim 1 characterized in that the turbine system comprises a generator (82) and the turbine (10) drives the generator (82) to generate electrical power.

11. Turbine system according to claim 1 characterized in that the vehicle (2) comprises an electric motor and/or a hybrid motor and the electrical current for driving the electric motor and/or the hybrid motor is provided.

12. Turbine system according to claim 1 characterized in that the vehicle (2) comprises one or more electrical devices, preferably selected from a group comprising air conditioning, music system, refrigeration unit, lighting means, onboard computer, navigation device, TV set and/or driver assistance system and the electrical current for the operation of the one or more electrical device is provided.

13. Turbine system according to claim 1 characterized in that the turbine (10) is a gas turbine (90), preferably an aero-derivative for generating electrical power.

14. Turbine system according to claim 1 characterized in that the vehicle (2) is a truck, a passenger car, a flying object and/or a train.

15. Turbine system according to claim 1 characterized in that the windshield (16) is fixed at the upper end by means of a linkage (36) attached to a roll bar (38) mounted on the vehicle housing and the windshield (16) is attached at the lower end by means of a support plate on the chassis of the vehicle (2).

16. Turbine system according to claim 1 characterized in that the turbine comprising rotor blades and the windshield (16) is attached to the outer end of the rotor blades (34) so that the windshield (16) rotates with the rotor blades.

17. Vehicle with a turbine system according to any claim 1 characterized in that the turbine (10) is mounted by means of the turbine mount (12) on the vehicle front and/or on a chassis in front of the vehicle front.

Description

BRIEF DESCRIPTION OF THE PICTURES

[0098] FIG. 1 Schematic representation of a preferred embodiment of the invention, which shows the use of the turbine system on a truck

[0099] FIG. 2 Schematic representation of the application and effect of reducing the back pressure on the example of a CBE truck with and without turbine system

[0100] FIG. 3 Schematic representation of a comparison of the axially acting forces on a truck with and without a turbine system

[0101] FIG. 4 Schematic representation of preferred components of the turbine system using the example of a CBE truck

[0102] FIG. 5 Schematic representation of a preferred wind turbine with shroud for a CBE truck

[0103] FIG. 6 Schematic representation of preferred components of the turbine mount

[0104] FIG. 7 Schematic representation of the preferred mechanical coupling of the wind turbine to an engine of a CBE truck

[0105] FIG. 8 Schematic representation of a truck model for the implementation of the test in the wind tunnel

[0106] FIG. 9 Schematic representation of the measurement configurations for carrying out the test in the wind tunnel

[0107] FIG. 10 Schematic representation of the wind tunnel with measuring section

[0108] FIG. 11 Experimental results for the determination of the c.sub.w-value of the model truck with and without a turbine system

[0109] FIG. 12 Experimental results for the normalized wind turbine power as a function of the distance of the wind turbine from the front of the vehicle

[0110] FIG. 13 Experimental results for the influence of the wind turbine's slipstream on a COE standard truck as a function of the distance of the wind turbine from the vehicle front

[0111] FIG. 14 Schematic representation of preferred components of the turbine system for power generation using the example of a CBE truck

[0112] FIG. 15 Schematic illustration of the airflow guidance through the windshield and wind turbine for a preferred embodiment of the turbine system on the example of a CBE truck

[0113] FIG. 16 Schematic illustration of the airflow guidance through windshield and gas turbine for a preferred embodiment of the turbine system on the example of a train

[0114] FIG. 17 Experimental results for the composition of the wind resistance of a truck with and without a wind turbine

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS OF THE INVENTION

[0115] A schematic structure of a CBE truck with attached turbine system is shown in FIG. 1 from which can be derived how the 1st principle can be e.g. technically (very simplified) realized at forward speeds of 80 km/h to 140 km/h. A CBE (cab behind engine truck) is preferably a Langhauber truck with the engine in front of the cab. The embodiments show how the above-mentioned first principle can preferably be implemented by a turbine system in order to convert part of the kinetic energy contained in the airstream into mechanical energy. It will be apparent to those skilled in the art how this technical implementation is transferable to other vehicles. The main components of the turbine system consist in this example of a wind turbine, its mounting frame, a clutch and its connection to the truck drive train.

[0116] At higher forward speeds from 140 km/h to 1000 km/h (e.g., high speed trains), the conversion of the kinetic energy contained in the airstream into mechanical energy is much more complex and cannot be longer realized e.g. by a simple wind turbine. In order to be able to simultaneously fulfill the principle 2 in the said speed range, it would be possible with today's technical means, e.g. use a mobile gas turbine for direct power generation (aero-derivative). The inlet diameter of the gas turbine (in the area of the air intake) would, however, preferably be chosen so large that, as in the example of the CBE truck with mounted wind turbine, the cross-sectional area of windshield and turbine covers at least 60%, preferably at least 80% and particularly preferably at least 90% of frontal projection area of the vehicle. Gas turbines of this size typically produce power in excess of the required power from current high-speed trains (e.g., 5 MW-8 MW), and would be particularly worthwhile feeding the excess power into the general grid.

[0117] In FIG. 2 is shown the effect on the flow pressure and on the boundary layer development using the example of a CBE truck with and without installed turbine system which explains schematically the above-mentioned principle 2. Here, it is assumed that the truck moves with 90 km/h through resting (stationary) air. The front of the vehicle thus continuously encounters a static air mass, which is initially compressed and then partially carried along by the vehicle in the further course. In the case of the standard truck, the stationary air mass hits the 90 km/h vehicle front, resulting in accumulation and is shown in the upper image of FIG. 2 by filled arrows against the vehicle direction. In the further course, especially along the semi-trailer (also 90 km/h fast), the flow is entrained directly on the surface, which adjust the flow velocities shown by dotted arrows (greatly enlarged illustrated). In the case of the truck with a turbine system, the stationary air mass initially strikes the rotating wind turbine blades, where it also comes to an accumulation, but which is much smaller than at the standard truck. This is mainly because the stationary air mass can flow through the wind turbine and does not have to flow around the vehicle front. When flowing through the wind turbine, the air mass is also entrained in the direction of travel and achieves further downstream speeds that are in the order of the forward speed (about 50%-60% of 90 km/h). This significantly reduces the accumulation effect close to the vehicle front and the flow closely along the semi-trailer is now less entrained and causes less flow losses, because they had already delivered part of their kinetic energy to the wind turbine. This process is visualized in the lower image of FIG. 2 by smaller flow velocities (shorter arrows, illustrated greatly enlarged). The effect of the turbine system on the airflow is shown at the example of a CBE truck, but it is preferably analogous to other trucks or vehicles using the turbine system. The change of the airflow and a reduced accumulating effect in combination with the airstream energy conversion using the turbine system contribute to a reduction in fuel.

[0118] Forward speeds from 400 km/h to 1000 km/h occur e.g. on high-speed trains. At these forward speeds, the use of a wind-driven wheel as a wind turbine, which is mechanically coupled to the engine, is not very advantageous and should preferably be e.g. replaced by an axial gas turbine for power generation (Aero-derivative). As a result, the back pressure can be significantly lowered upstream of the gas turbine, for example, or completely avoided when achieving the optimal forward speed for the gas turbine. The relatively slow but hot air flowing out of the gas turbine outlet is preferably blown out at different positions of the train surface. If necessary, the hot air can also be routed via a pipe system to the rear of the train. The individual train compartments are preferably supplied with air, which is e.g. removed from the compressor of the gas turbine and feed via a pipe system to the appropriate positions.

[0119] In FIG. 3, the above-mentioned 3rd principle of the conservation of axial forces is visualized with and without an installed turbine system using the example of a CBE truck. Here, it is assumed that the truck moves with 90 km/h through stationary air on level road. In the standard truck, the generated force of the engine corresponds to the vehicle resistance force. In the case of the truck with turbine system, the total resistance is equal to that of the standard truck but is composed of the reduced resistance force and the additional axial wind turbine force.

[0120] Using the example of a standard CBE truck, a particularly simple, technical implementation of the presented principles for saving fuel will be presented and explained in more detail below.

[0121] For this purpose, preferred main components of the turbine system are shown in FIG. 4, which preferably consist of a wind turbine, a turbine mount comprising a windshield and a torque transmission unit for the engine of the vehicle.

[0122] In FIG. 14, an alternative embodiment of the turbine system is shown, which has instead of a torque-transmitting unit, a generator comprising associated power electronics for generating electricity.

[0123] The basic approach for a constructive and aerodynamic design of the wind turbine preferably does not differ from wind turbines used in conventional prior art, since the deployment parameter is very similar for generating energy from wind power. Wind turbines are designed today for wind speeds up to 45 m/s (about 160 km/h) and for already relatively high speeds. This is close to the desired operating range in which the wind turbine for the CBE truck can be particularly operated effectively. It may be necessary to use materials other than the one used for conventional wind turbines to guarantee a safe distance from the material limits during operation. Only, it is preferred to ensure in the aerodynamic design of the rotor blades of the wind turbines that their direction of rotation match with the direction of rotation of the truck engine when driving forward and the wind turbine is designed for an averaged airstream speed of about 25 m/s (about 90 km/h) and not, as usual in stationary wind turbine construction, between 10-15 m/s. The profile geometry as well as the torsion of the rotor blade varies significantly with the distance to the rotor axis and should preferably be adapted for this airstream speed of about 25 m/s. The number of rotor blades may preferably be 3. This number has proven in the wind turbine construction.

[0124] FIG. 5 shows a preferred embodiment of the wind turbine with three rotor blades. In addition, protective devices are to be included in the design, which in combination with the other main components of the turbine system, for example, prevents that the maximum speed is exceeded. For this, too, technical solutions from wind turbine construction can preferably be adapted. E.g., brake shoes with spring elements can be attached to the outside of a wind turbine shroud, which are pressed on the inner side of the windshield when exceeding a defined speed.

[0125] As shown in FIG. 6, a preferred turbine mount, which is a wind turbine mount (WTH) in this case, consists mainly of the windshield in which the wind turbine is mounted. The windshield itself is preferably fixed in the lower region on a support plate, for example on a snowflake plate, which is preferably connected via a spring-damper system to the chassis to avoid vibration excitation of the components. In the upper area, the trailing edge of the windshield is preferably supported, for example, at two different circumferential positions by a linkage, which introduces the absorbed axial forces via a roll bar positioned on the rear side of the cab into the chassis. Additional forces acting on the windshield are preferably transmitted via several struts, which are arranged in the region of the exit edge of the windshield at different circumferential positions, to the rotor axis and introduced from there via a metal frame and support into the chassis. The windshield is preferably made largely of very lightweight material such as composite material. Aerodynamically optimized cross struts (cow catcher) can be installed in the lower part of the front of the windshield to avoid damage by, for example, wild; if necessary, stiffening can also be made. The outside and inside of the windshield should preferably grow in diameter in the opposite direction of travel, as indicated in FIG. 6. The outer diameter of the windshield does not necessarily have to be uniform along the circumference. As a result, the airstream flowing at the outside of the windshield is preferably deflected aerodynamically without loss and supports the expansion of the flow region with low speed downstream of the wind turbine.

[0126] As shown exemplary in FIG. 7, the generated torque can be passed through the wind turbine via a centrifugal clutch to a gear 1 with freewheel. The centrifugal clutch is preferably installed for safety reasons and can prevent in combination with a free-wheel that a stationary or very slowly rotating wind turbine is driven by the truck engine. The built-in freewheel on the gear 1 preferably ensures that a speed increase (for example during acceleration) on the motor side cannot be transmitted to the wind turbine. The free-wheel also prevents the unlikely event that torques are transmitted to the engine when the wind turbine rotates in opposite direction. The torque is further preferably transmitted from gear 1 to gear 2, for example by means of a chain 1. The forwarding of the torque to the motor preferably takes place via a further centrifugal clutch 2 and via a shaft, which are fastened to the carrier plate and to the bearing 1. The centrifugal clutch, on the one hand, ensures that torque is only transmitted to the engine when the engine is rotating at a minimum speed acceptable to the wind turbine. On the other hand, it can be particularly well ensured that no torque is transmitted from the engine to the wind turbine when the engine speed suddenly drops sharply. The bearing 2 is preferably mounted on the chassis. The torque is then introduced via gear 3 and a chain 2 into the gear 4, which is screwed tightly between the fan and motor.

[0127] The preferred embodiments of the turbine system have a number of technical advantages compared to the prior art: [0128] Simple design with few individual components, which nevertheless ensures fuel savings of at least 30% [0129] The turbine system can be used largely independent of the vehicle [0130] Many (Tuwing) items are already used in similar ways in other applications. This allows the use of state of the art technology. [0131] Low maintenance costs due to a robust construction [0132] Applicability of the turbine system for COE and CBE trucks, especially with a c.sub.w value greater than 0.4 [0133] Quick to install and disassemble the turbine system when using special tools (Plug & Drive) [0134] Significant fuel savings regardless of the type of truck trailer; in preferred embodiments of the turbine system, no additional changes to the trailer itself are necessary.

[0135] Furthermore, the individuality of each truck is advantageously preserved and embellishments on the truck tractor do not lead to greater flow resistance. In the prior art, the aerodynamic optimization of a truck towards the smallest possible drag coefficient c.sub.w inevitably leads to very similar-looking trucks among the truck manufacturers. As a result, customization of trucks according customer requirements is not possible. In addition, the Plug & Drive technology enables rapid installation and disassembling of the turbine system so that, for example, forwarding companies/truckers can decide for themselves when fuel shall be saved.

[0136] A very particular advantage of the turbine system according to the invention and preferred embodiments thereof is the reduction of the fuel which is necessary to drive the vehicle. In the following, the fuel saving for a wind turbine is described, which is mounted in front of a truck and is driven only by the airstream. It is particularly preferred that the common cross-sectional area of the wind turbine and the windshield is at least 60%, preferably at least 80% and particularly preferably at least 90% of the frontal projection area of the truck and is fastened to it frontally. For other vehicles, the cross-sectional area of the wind turbine and the windshield would preferably be adjusted in an analogous manner to also achieve the preferred fuel economy.

[0137] Part of the kinetic energy contained in the airstream is converted by the wind turbine in the form of rotational energy (mechanical energy), before it would be lost in technically unusable friction energy due to flow losses along the vehicle. The mechanical energy is transmitted in the form of a torque, preferably by means of a coupling to the drive train. Downstream of the wind turbine, the flow velocity of the airstream has been reduced to approximately 40%-50% of the initial velocity due to the kinetic energy removed which can be achieved by e.g. a truck with a turbine system, FIG. 7. The slowed flow velocity around the truck causes a significant resistance reduction (resistance force in the direction of airstream) according to Equ. 1. At the same time, the wind turbine generates significant axial forces (in direction of airstream) mainly due to the aerodynamic forces on the wind turbine blades and less due to resistance losses (Equ. 2, see Gasch, Robert; Windkraftanlagen, 2nd edition, B G Teubner Stuttgart, p. 156). For the purposes of the invention, these forces are also preferably referred to as aerodynamic axial forces of the turbine. The turbine blades can preferably be aerodynamically optimized such that resistance losses hardly occur and high blade tip losses can be largely avoided by a shroud mounted on the blades.

[00001]$\begin{array}{cc}{F}_W=c_w.Math.A_{\mathrm{front}}.Math.\frac{{}_{\mathrm{air}}}{2}.Math.c_1^2.Math..Math.F_W-\mathrm{air}.Math..Math.\mathrm{drag}.Math..Math.\mathrm{force}.Math.\left[N\right];c_w-\mathrm{drag}.Math..Math.\mathrm{coefficient};.Math..Math.A_{\mathrm{front}}-\mathrm{Truck}.Math..Math.\mathrm{front}.Math..Math.\mathrm{area};.Math..Math.c_1-\mathrm{flow}.Math..Math.\mathrm{speed}.Math..Math.\mathrm{downstream}.Math..Math.\mathrm{of}.Math..Math.\mathrm{the}.Math..Math.\mathrm{windturbine}& \mathrm{Equ}..Math.1\end{array}$

F.sub.Wair drag force [N]; c.sub.wdrag coefficient; A.sub.frontTruck front area;
c.sub.1flow speed downstream of the windturbine

[00002]$\begin{array}{cc}{F}_S=F_{\mathrm{ST}}.Math.c_s\left(\right);F_{\mathrm{St}}=\frac{{}_{\mathrm{air}}}{2}.Math..Math.R^2.Math.c_0.Math..Math.F_s-\mathrm{axial}.Math..Math.\mathrm{force}.Math..Math.\mathrm{windturbine}.Math.\left[N\right];.Math..Math.c_s-\mathrm{Thrust}.Math..Math.\mathrm{coefficient};R-\mathrm{Radius}.Math..Math.\mathrm{windturbine};.Math..Math.c_0-\mathrm{flow}.Math..Math.\mathrm{speed}.Math..Math.\mathrm{in}.Math..Math.\mathrm{front}.Math..Math.\mathrm{of}.Math..Math.\mathrm{windturbine};.Math..Math.{}_{\mathrm{air}}-\mathrm{density}.Math..Math.\mathrm{air}& \mathrm{Equ}..Math.2\end{array}$

F.sub.saxial force windturbine [N]; c.sub.sThrust coefficient; RRadius windturbine;
c.sub.0flow speed in front of windturbine; .sub.airdensity air

[0138] For these reasons, the wind turbine is preferably designed so that the additionally generated axial aerodynamic forces of the wind turbine are compensated precisely by the saved axial resistance forces of the truck. While the balance of forces in the axial direction (in the direction of airstream) of a truck with and without a turbine system is identical, the truck engine of the truck with turbine system is advantageously relieved by the available mechanical energy from the wind turbine. The performance of the wind turbine can be estimated conservatively using Equ. 3 (see Gasch, Robert; Windkraftanlagen, 2nd edition, B. G., Teubner Stuttgart, p. 156).

P=c.sub.0.Math.F.sub.ST.Math.c.sub.p()Equ. 3

PWindturbine Power [W]; F.sub.STReference force [N]; c.sub.pPower coefficient;
c.sub.0flow speed in front of windturbine

[0139] The extracted wind energy from the airstream leads, as already mentioned, to a reduced flow velocity downstream of the wind turbine, which also remains further downstream. If the experimental results from the wind turbine construction are transferred to the CBE truck with turbine system, then a wind turbine average flow rate of 40% and 50% of the original air speed (upstream from the wind turbine) would still be expected at 1 and 6 wind turbine diameter downstream of the truck (see Gasch, Robert, Twele, Jochen, Wind turbines, 7th edition, Vieweg Teubner, p. 155).

[0140] Depending on the drag coefficient c.sub.w (indicator of a good or bad aerodynamic surface) of a vehicle and preferably of a respective truck/semitrailer, the fuel cost savings potential can be between 8 k and 17 k per year if the truck/semitrailer has a mileage of more than 105,000 km per year (see calculation based on constraints of Table 1).

[0141] To calculate the 30% fuel economy in the preferred embodiment of a CBE truck with turbine system, first the minimum measured fuel consumption and the minimum measured engine power of a standard truck were determined for different boundary conditions, which are summarized in Tab. 2. In a standard truck with a maximum total weight of 42 t and a constant travel speed of 25 m/s (57 mph) results in a minimum engine power of 90 kW and a minimum consumption of 20 l of diesel. These values are used for further calculations.

[0142] In order to be able to conclude on the fuel saving of 7.6 l diesel (see Tab. 2, 42 t Truck @ 57 mph) in the CBE truck with turbine system, the wind turbine power of 34 kW (see also Tab. 2, same line) have to be estimated using empirical formula.sup.1,2. .sup.1 Gasch, Robert; Windkraftanlagen; 2nd edition, B. G. Teubner Stuttgart, p. 157.sup.2 Gasch, Robert, Twele, Jochen, Windkraftanlagen, 7th edition, Vieweg Teubner, p. 155

[0143] The wind turbine power can be determined with equation 3. The value 25 m/s (57 mph) is used for the airstream speed co. The required parameter c.sub.p=0.52 is taken from a diagram.sup.1,2 for a high-speed number of 7. The high-speed number describes the ratio of peripheral speed e.g. at the blade tip to the airstream speed. The missing reference force F.sub.St can be calculated with equation 4, whereby air density, wind turbine radius can be taken from Tab. 1 and the airstream speed is already known.

[00003]$\begin{array}{cc}{F}_{\mathrm{ST}}=\frac{}{2}.Math..Math.R^2.Math.c_0^2& \mathrm{Equ}..Math.4\end{array}$

[0144] Put the numbers in equ. 4, then the result is 2650 N, which in Equ. 3 with the other known parameters used results in a wind turbine power of about 34 kW.

[0145] The fuel savings of 7.6 l of diesel is the outcome when simply the 34 kW wind turbine power is set in relation to the minimum engine power of 90 kW (see Tab. 2) and multiplied by the minimum fuel consumption: 7.61=34 kW/90 kW*20 l. The fuel saving is thus at least 30%.

[0146] The calculation of the air drag force F.sub.w with equation 1 leads to a value of 2952 N for the standard CBE truck with an assumed c.sub.w value of 0.7, with c.sub.0=c.sub.1=25 m/s and the already known parameters from equation 2. If you now perform the same calculation with an airstream speed of 10.5 m/s, which roughly corresponds to the speed that would available between wind turbine and CBE truck at a truck speed of 25 m/s, then you get 520 N. Now you have to add to the additional axial force of the wind turbine, which must be taken into account in the CBE truck with turbine system. The axial force of 2385 N is calculated from the already calculated reference force F.sub.St and a thrust coefficient c.sub.s=0.9, which can be taken from a diagram.sup.1,2 for a high-speed number of 7. This results in a total force in the axial direction of 2905 N, which corresponds approximately to the value of the standard truck. Further comparisons between the axial forces with and without a turbine system are shown in Table 1.

Experimental Test in the Wind Tunnel

[0147] To confirm the principle of operation of the turbine system, various types of semi-trailers CBE- and COE with trailer in model scale 1:9 are measured experimentally in a wind tunnel. The exact dimensions of the truck model with and without hood are shown in FIG. 8. FIG. 9 shows a schematic representation of the truck model, wherein a model wind turbine is attached to the wind tunnel floor in the upper representation and a model wind turbine is attached to the truck model in the lower representation. A three-bladed rotor with lift profile and a diameter of about 350 mm from the company Horizon (FCJJ-39) is used for the model wind turbine, which has a preferred maximum diameter based on the truck model. The ratio of blade losses to the aerodynamically generated forces is much larger on a model scale than at real operation of the wind turbine on a truck. This explains the maximum calculated tip speed ratio of 2.4 (at the blade tip) in experimental pre-tests. On the one hand, this is due to the aerodynamically poorer blade profile and the much larger vortex and blade tip losses of the model turbine. As a result, the proportion of resistance force from the wind turbine model to the overall resistance of wind turbine and truck increases. In order to preserve the similarity between wind turbine and truck losses and thus allow for the transferability of the model test results to reality in terms of relative resistance forces, the model truck has a greater c.sub.w value than today's trucks in reality. Therefore, the front of the model truck is edgier than it is for real trucks. For the CBE truck model, a c.sub.w=0.81; for the COE truck a c.sub.w=0.79 was determined.

[0148] FIG. 10 shows the wind tunnel in which the experimental test was performed. The measuring cabin has dimensions of 2 m1.41 m. The measurement was carried out in the measuring section MB1. In the figure, the measuring section MB1 is shown by the positioning of a model car. There is a 6-component scale in the bottom of the measuring section. In addition, the measuring section MB1 is equipped with a false ceiling, on the one hand to ensure an undisturbed flow (without boundary layer) to the truck and on the other hand to take into account underbody effects of the truck during the measurement. The truck model is positioned about 20 mm from the ground with the help of a support and is connected directly to the measuring scale. The wind turbine is mounted in two variants in the wind tunnel (see Table 3). The wind speed is measured with two Prandtl pipes with an accuracy of +/0.05 m/s. These are located upstream and downstream from the truck model at a distance of about 100 mm and from the ceiling wall at a distance of about 200 mm. The distance between the wind turbine and the front of the truck can be varied axially (in the direction of flow) between 0.3 D and 0.9 D. D represents the diameter of the model wind turbine. Several axial positions are selected for this test: 0.3 D, 0.4 D, 0.7 D, 0.9 D. The wind turbine is positioned in the center of the front of the truck. The model wind turbine is equipped in the hub area with a small generator that can generate electricity. The voltage is measured using a multimeter at a constant electrical resistance of 50 ohms.

[0149] The speed of the wind turbine is determined during the test by means of voltage frequency data of the wind turbine motor, which can be read directly on the oscilloscope. In order to obtain the conversion factor from the voltage frequency to the wind turbine speed, the value was visually determined before the test by means of a frequency-dependent stroboscope at low speeds (2 Hz).

[0150] Local speeds on the truck can be approximated with an impeller anemometer.

[0151] The following measuring instrumentations are used in the described experiments:

TABLE-US-00001 Multimeter Fluke 179 True RMS Multimeter Oszilloskop Agilent 54624A oscilloscope 100 MHz, 200 MSa/s Smoke visualsation Tiny FX Airstream anemomener Messsonde xx43 Testoterm KG Stroposkop Digita 1-20000 Hz Mawomatic Mayer Wonisch Mietzel GmbH SLV1000-Studio (Leuchte)

[0152] FIG. 11 shows the results of the determination of the c.sub.w value. The C.sub.w value of the truck with upstream wind turbine (COE-TuWing) can be adjusted even with the unoptimized model wind turbine so that it corresponds to the C.sub.w value of a standard LkW. In addition, additional energy can be generated in the case of the truck with attached wind turbine.

[0153] FIG. 12 shows the experimental results for the determination of the normalized wind turbine power as a function of the distance of the wind turbine from the vehicle front. To prevent interference effects between the wind turbine and the truck, a distance of the rotor plane (wind turbine) to the front of the truck of 0.3-0.4 wind turbine diameter is optimal. At this distance, there is no or only a particularly low power loss of the wind turbine.

[0154] FIG. 13 shows the experimental normalized resistance force versus normalized wind speed. From the experimental data of FIG. 13, the influence of the wind turbine slipstream on the truck can be read very well by varying the distance between wind turbine and truck. The experimentally determined resistance forces in the measurement configuration Konfig. 1 shows a significant decrease in the presence of the wind turbine rotating by the airstream. The values shown in FIG. 13 are normalized to c.sub.norm=12 m/s, or are normalized to the unaffected resistance force at 12 m/s. The significant reduction of truck drag (aerodynamic resistance force) within the wind turbine slipstream is sufficient to compensate completely the significant aerodynamic and dissipative forces of the model wind turbine.

[0155] FIG. 15 shows a schematic illustration of the airflow guidance through the windshield and wind turbine for a preferred embodiment of the turbine system at the example of a CBE truck. FIG. 15A shows a side view of the turbine system mounted on a truck. FIG. 15B shows the side view with focus on the turbine system and FIG. 15C shows a front view with focus on the turbine system. As it can be seen in FIG. 15, the two components, windshields and wind turbine, cover almost the entire frontal projection area of the truck. By the windshield, a portion of the high-energy airstream is directed past the vehicle (energy airflow), while the other high-energy component flows through the wind turbine and fills the volume on the leeward (back) of the windshield (slipstream airflow). Energy airflow and slipstream airflow have a significant speed difference immediately downstream of the windshield. The speed of the airflow is represented by vector arrows. The speed reduction is achieved on the one hand by the conversion of kinetic into usable energy, in that the airflow drives the wind turbine. On the other hand, the widening of the slipstream airflow on the rear of the windshield results in a significant reduction in the speed which acts on the vehicle front, and thus in lower airstream resistance.

[0156] In the preferred embodiment shown, the windshield is an annular housing whose distance increases between the outer contour edge and the wind turbine axis to the vehicle-facing side. As it can be seen, the inner diameter of the windshield at the axial position of the rotor blade leading edge is greater than the outer diameter of the wind turbine, so that the windshield surrounds the wind turbine. In the side views of FIG. 15A, B, the radial increase of the outer contour is shown by the minimum distance between the outer contour at the front and the wind turbine axis and by the maximum distance between the outer contour at the rear and the wind turbine axis. The preferred increase is not uniform, but is flatter in the front section and steeper in the rear section and also depends on the circumferential position. The resulting pitch angle at the most downstream axial position of the windshield outer contour (and in this case also the largest distance between windshield outer contour and wind turbine axis) is about 20. The resulting pitch angle at the furthest downstream position of the windshield outer contour at 6 o'clock circumferential position and thus the smallest distance between windshield outer contour and roadway floor is about 8. Upstream of the wind turbine, the resulting pitch angle in the front portion of the windshield is nearly 0. To avoid flow separation on the inner contour side of the windshield at greater pitch angles than 8, it may be preferred to use louvers, for example, through which high-energy air from the outer contour (energy airflow) can be injected into the risk of separation zones or low-energy air (slipstream airflow) of the inner contour are sucked at the risk of separation zones by means of venturi effect, for example. As a result, both the energy airflow is deflected particularly lossless, and the slipstream airflow expanded particularly lossless. The introduction of the windshield forces in the wind turbine mount should preferably be done with aerodynamic profile struts, which can be used simultaneously for vortex reduction, to ensure a low-vortex guidance of the airflows along the vehicle. In particular, it can also be ensured that, when merging both air streams, no loss-making vortexes occur at the shear layer of the slipstream airstream and of the energy airstream.

[0157] At the frontal view of FIG. 15C, it can be seen that the frontal projection of the outer contour of the windshield in the preferred embodiment forms a rounded rectangle adapted to the shape of the vehicle front. This makes it possible to implement a particularly high coverage of the vehicle front of more than 90% so that an energetically favorable airstream shielding can be achieved.

[0158] Analogously to FIG. 15, FIG. 16 shows a schematic illustration of the airflow guidance through the windshield and through a turbine for a preferred embodiment of the turbine system attached to a train. In the illustrated embodiment, the turbine is a gas turbine (aero derivative), which is located in front of the vehicle front of a train. In this case as well, the windshield and the gas turbine (aerodervative) almost completely cover the frontal projection area of the train. By the windshield, a part of the high-energy airstream is directed past the train (energy airflow), while another high-energy component flows through the gas turbine (aero derivative) (slipstream airflow). By widening the slipstream airflow in combination with a reduction in the speed of the airflow through the passage of the gas turbine (aero derivative), there is a significant reduction in the airstream resistance. The resulting pitch angle at the most downstream axial position of the windshield outer contour (and in this case also the largest distance between windshield outer contour and wind turbine axis) is about 15.

[0159] In addition, a direct feed of the electricity generated by the gas turbine (aero derivative) in a power grid is possible (not shown).

[0160] The results for the composition of the aerodynamic motion resistance of a truck with and without wind turbine (without windshield) shown in FIG. 17 have been determined analytically on the basis of wind tunnel tests with a truck model equipped with a wind turbine (without windshield, see FIG. 9). If a windshield is added that can cover the entire rectangular front of the truck, than the truck can be wrapped in a low-speed area as a whole. Initial analyzes have shown that the aerodynamic motion resistance components (of the truck) shown in FIG. 17 will be substantially smaller at a truck equipped with the turbine system and with a windshield according to the invention. The additional axial force due to the windshield can be more than compensated, so that the aerodynamic motion resistance of the vehicle is smaller than in a vehicle with a powered wind turbine without windshield.

LIST OF REFERENCE NUMBERS

[0161] 1 vehicle with turbine system [0162] 2 vehicle without turbine system [0163] 3 model truck [0164] 10 turbine [0165] 11 wind turbine [0166] 12 turbine mount [0167] 14 engine of the vehicle [0168] 16 windshield (also referred to as gondola or ring housing) [0169] 18 cow catcher [0170] 20 mechanical coupling between wind turbine and engine [0171] 22 dynamic pressure [0172] 24 boundary layer [0173] 26 driving direction [0174] 28 air resistance due to wind turbine [0175] 30 movement resistance of the vehicle (rolling and aerodynamic resistance) [0176] 32 engine power [0177] 34 rotor blade [0178] 36 linkage of wind turbine mount [0179] 38 roll bar of the wind turbine mount [0180] 40 father piece of the centrifugal clutch [0181] 42 struts [0182] 44 metal frame [0183] 46 carrier plate [0184] 48 chassis of the vehicle [0185] 50 protection and mounting aid [0186] 52 gear 1 [0187] 54 shaft [0188] 56 centrifugal clutch 2 [0189] 58 nut piece of the centrifugal clutch [0190] 60 chain 1 [0191] 62 gear 2 [0192] 64 wind tunnel [0193] 66 measuring section MB1 [0194] 68 model wind turbine mounted on the wind tunnel floor [0195] 70 model wind turbine mounted on the truck model [0196] 72 gear 3 [0197] 74 gear 4 [0198] 76 bearings 1 [0199] 78 bearings 2 [0200] 80 chain 2 [0201] 82 generator [0202] 84 power electronics (belonging to the generator) [0203] 86 slipstream airflow [0204] 88 energy airflow [0205] 90 gas turbine (aeroderivative)

TABLE-US-00002 TABLE 1 Boundary conditions for the Fuel saving potential.sup.3,4 Boundary conditions Air density 1.20 kg/m.sup.3 Radius wind turbine 1.50 m Front area truck 11.25 m.sup.2 Flow speed in front of wind turbine Reference Force F.sub.St 25 m/s 30 m/s 45 m/s F.sub.St [N] 2650 3817 8588 Schnelllaufzahl .sub.A[] c.sub.1/c.sub.0 c.sub.p c.sub.s c.sub.M [] 7 0.35 0.52 0.90 0.075 4 0.72 0.39 0.50 0.095 Truck F.sub.w [N] + F.sub.s [N] @ with TUNING c.sub.0 = 25 m/s (c.sub.0 = 30 m/s) without TUNING c.sub.p = 0.52 c.sub.p = 0.39 c.sub.w = 1.1 4640N 2953N 3730N (worse aerodynamic shape) (6682N) (4253N) (5372N) c.sub.w = 0.7 2952N 2746N 2856N (standard aerodynamic shape) (4252N) (3955N) (4112N) c.sub.w = 0.5 2109N 2646N 2418N (good aerodynamic shape) (3037N) (3827) (3482N) Truck engine unload capacity 34 kW 26 kW (59 kW) (44 kW) .sup.3Gasch, Robert; Windkraftanlagen; 2nd edition, B. G. Teubner Stuttgart, p.157 .sup.4Bohl/Elmendorf, Strmungsmaschinen 1 (Fluidmachine 1), Kamprath-Reihe, 11th edition, p. 221

TABLE-US-00003 TABLE 2 Saving potential of fuel and costs for different trucks equipped with TUNING technologie.sup.5 Fuel saving capability min. saving max. saving with TUNING with TUNING Truck unloaded minimum power [kW] fuel consumption [I] per [I] per (0 t load), horizontally, to overcome drag and in [I] 100 km 100 km c.sub.w = 0.7 roll resistance min max [kW] diesel [kW] diesel 42 t Truck @ 57 mph 90 20 24 34 7.6 34 9.1 60 t truck @ 57 mph 110 30 33 34 9.3 34 10.2 42 t Truck @ 68 mph (*) 125 27 32 59 12.7 59 15.1 60 t truck @ 68 mph (*) 150 38 43 59 14.9 59 16.9 cost saving capability diesel prize per L 1 Mileage 105000 km per year Truck unloaded minimum power [kW] fuel consumption min. saving max. saving (0 t load), horizontally, to overcome drag and in [I] with TUNING with TUNING c.sub.w = 0.7 roll resistance min max [kW] [] [kW] [] 42 t Truck @ 57 mph 90 20 24 34 7933.3 34 9520.0 60 t truck @ 57 mph 110 30 33 34 9736.4 34 10710.0 42 t Truck @ 68 mph (*) 125 27 32 59 13381.2 59 15859.2 60 t truck @ 68 mph (*) 150 38 43 59 15694.0 59 17759.0 (*) values estimated .sup.5Nylund, Nils-Olof; Heavy-duty truck emissions and fuel consumption simulating real-world driving in laboratory conditions; VTT technical research centre of Finnland; DEER conference, August 21-25, Chicago, Illonois, USA

TABLE-US-00004 TABLE 3 Test configuration and boundary conditions for the measurement in the wind tunnel Test configurations Konfig 1 Truck model and measurement scale connected. Wind turbine mounted on the measurement section floor (forces are not measured by the measurement scale) Konfig 2 Wind turbine and truck model connected via a rod (Resistance force of truck and wind turbine are detected by the measurement scale) Boundary conditions T.sub.Air 11 C. .sub.Air 1.25 kg/m.sup.3 (@11 C.) A.sub.LKW.sub..sub.Front 0.1334 m.sup.2 C.sub.w 0.79 (COE-LKW) .sub.Tip 2.4 (Tip speed ratio @ rotor blade pitch 6) Truck model aligned in the wind tunnel so that wind tunnel flow generates no lateral forces on the truck