THE VEHICLE PRESENTED HERE IS AN ELECTRIC CAR THAT DOES NOT REQUIRE BATTERY RECHARGING THE FOLLOWING RELATION DETERMINES THE AVERAGE DAILY RANGE OF THIS VEHICLE It alternately turns into two different entities: 1. during parking it is an accelerator of the slow atmospheric city wind, much larger than a car, oriented by a software, equipped with wind generators and photovoltaic panels. 2. during the motion is a car. In particular, when parked, the extended front conveyor similar to a "Venturi tube", through wind generators placed in the bottleneck, is able to absorb part of the energy present in the slow atmospheric wind of the city (and solar energy, as it is covered, in its oblique development, from photovoltaic panels), sufficient to allow - once this structure has been transformed into a car - to cover the average daily distance traveled by a car in the city equal to about 30 km. The roof of such a car is sandwiched with two overlapping layers, one lower and one upper. The bottom layer consists of the roof of the passenger compartment. The upper layer is hinged at the front and therefore able to rotate by lifting the back due to the effect of the action of electromechanical jacks. This element -once extracted- with oblique surface, low anteriorly, high posteriorly, constitutes the lower ascending end of the said "Venturi tube". On the rear end, so raised, are placed retractable wind generators. Above these generators is placed an air guide element, also retractable, which constitutes the upper descending end of the "Venturi tube". This latter element is large in size and equipped with valves that protect such a large structure from gusts of wind. On the lower oblique end said and on part of the upper one are placed photovoltaic panels. This structure, once extracted, has an overall surface area much larger than that of a car, while maintaining the longitudinal and transverse dimensions of a normal car. A software-navigator, downloading the weather forecast from meteorology websites, indicates, with different colors, to the user, on the map, the roads where to park. Typically, the wind, in the city, runs parallel to the streets, not being able to cross the buildings that are line them, and runs faster along those streets that are arranged parallel to the direction of the atmospheric wind. However, a city is an aerodynamic object that has its own characteristics: in some places the combination of the shape of the buildings increases the speed of the atmospheric wind while in others decreases it (see box below). To optimize the performance of the vehicle, said software records, using sensors put on the car, in the places where the car is parked, the real speed of the wind compared to the atmospheric wind speed of a determinate direction. In a subsequent time, the software, knowing the direction of the atmospheric wind, may indicate to the user the sites where is convenient to park the car, in a way weighted with the specific aerodynamics of the place. The parking lots that line the streets are hit by direct sunlight for a time that depends on the orientation of the streets themselves, their width and the height of the buildings that flank them, the trees. Many software-navigators contain data on the layout and width of the roads. If the data on the height of the buildings is not available, which would make the shading time immediately deductible, with sensors placed on the car that detect the difference shade / sunlight, said software records the time in which the places where the user usually parks receive direct light, learning the characteristics of the insolation. The software-navigator, thus determining the places where the best combined productivity of the wind and photovoltaic system of the car will occur, indicates, as mentioned, with different colors, to the user, on the map, the roads where to park. 1 . the use of a software, as described above, capable of determining and indicating to the user the places where the conditions of the best combined productivity of the wind and photovoltaic plants will occur; 2 . parking in the streets indicated by the software. (A moderate deviation from the direction indicated by the software does not produce a significant reduction in the solar energy absorbed - see diagram on the right); 3 . to simplify the calculation, the wind is considered as blowing from random direction, that is, that every day the wind has the equiprobability to blow from any direction (This calculation will offer lower results in energy terms than those obtainable in those cities that have the dominant wind of prevailing south-north or north- south direction); 4 . the efficiency of the conveyor is considered to be 85 % (it is a prudent data as the conveyor has an angle of convergence moderate, such as to reduce friction to a minimum); 5 . For the calculation of the photovoltaic energy actually producible by the vehicle placed in a city environment, characterized by the presence of buildings, trees, and other objects that determine the existence of dynamic shadows, a coefficient was considered such as to reduce the productivity of the panels. This coefficient has been identified in the measure of 75%. The measure of 75% is a conservative value. For example, if you park near the south end of a large square, the insolation will be equal to 100%, not being reached this area by the shadow of the buildings, that are located on the opposite side of the square and therefore the profitability of the car panels, in this case, will not be reduced and will be equal to that of equivalent panels placed in a fixed position on a roof of a building, without shadows. If you park, instead, in a road facing south, the buildings that line it reduce, with their shadows, the time in which the panels receive direct light, proportionally to their height and the width of the road. However, the profitability of car panels compared to that of panels of equal size and inclination placed on a roof, is not reduced proportionally to the time in which the car panels are shaded by the buildings. In fact, the hours of greatest productivity of the fixed panels (whose values were used in this calculation being fixed as those of the car once parked) are only those near to noon and therefore the shading of the buildings, which does not occur in the hours near to noon, does not react in an important way on the measure of the overall energy collected. The car, in fact, in the few hours around at midday, receives anyway the 100%, or an extent close to this value, of the "Peak Charge Time" (see graph above) that is the moment that determines the substantial profitability of the fixed panels. In the hours before and after the "Peak Charge Time", which still offer little energy even to panels placed on a roof without shadows, the car panels, while collecting less energy, will continue to absorb the indirect light, reflected from the facades of the buildings. Making an approximate calculation, using the scheme above, adding the values of percentage points as the amount of energy absorbed, in 5 hours (from 10 am to 2 pm) during the "Peak Charge Time" you get 480 points from the panels placed on the car or on the roof of the building indifferently. The remaining hours added together offer 255 points to the panels placed the roof of the building, while the car goes into the shade. Imagining that diffused light makes only 10% of direct light, the car achieves from diffused light, outside of "Peak Charge Time" only 25.5 points instead of 255. So a total of 25.5 + 480 = 505.5 points for the car and 255 + 480 = 735 points for the roof of the building. It is therefore easy to deduce that in this situation the profitability of the car panels is still 68.77% (= 505.5/735) of that of equivalent panels placed on the roof of the building. It should also be considered that the data used to determine the profitability of the car's photovoltaic panels are aggregated and include the profitability of the panels on cloudy and rainy days during which the ratio b e t w e e n d i f f u s e d and direct light is d i f f e r e n t , (see box on the right). T h e r e f o r e , a value of 75% is considered plausible for the coefficient of reduction of the average productivity of the panels placed on the car. As mentioned, 75% is an average value that can increase or decrease in relation to the width of the streets and the height of the buildings. 6. It is considered a parking time and therefore of operation of the electricity generation system equal to 23 hours for the wind system (assuming the use of the car on average for 1 hour a day) and 24 hours for photovoltaic power system, that work during the move of the car, (using the average data on 24 hours, which includes the non-productivity of the night hours); 7. Cities object of the simulation: Rome and London. These cities were chosen as a reference because they are characterized by the first for being a sunny but not very windy city, the second for being a little sunny but windy city, in order to make the results of this analysis as general as possible. 8. an electrical circuit efficiency of 90% is considered in such a way as to take into account the energy dispersed in the various electrical conductors by the Joule effect. 9. the use of photovoltaic panels (monocrystalline type) Peak power: 0.218 KwP/m2

WIND SYSTEM

PHOTOVOLTAIC SYSTEM

PANELS (monocrystaline type) Peak Power: 0,21 KwP/h m2

The calculations performed for the determination of the range of the vehicle in question are indicated in the attached Excel files with the name "Rome" and "London" that you can found in this site. The nature of the data entered in them and their source are set out in the previous pages of this document. Excel files contain the following named pages, in order: "Main"; "Aggregation"; "Wind farm summary"; "Frontal Wind"; "Upper rear wind"; "Lower rear wind"; "Lateral wind"; "Photovoltaic", In particular: 1 . the "Main" page, accepting as input the value of the average energy produced by the car resulting from the best combination of the photovoltaic and wind power systems, and considering the various efficiency losses indicated above, determines the average autonomy of the car expressed in kilometres per day; 2 . the "Aggregation" page aims to estimate the total energy that can be absorbed by the car by combining the energy produced by the photovoltaic system and the wind farm. To this end, it acquires as input: a ) the   value   of   the   wind   energy on average that can be produced by the car in a year considering the various possible orientations of the parked car, compared to the wind direction with intervals of 5 ° (in particular, -180 ° for the wind coming from the rear, -90 ° for the wind coming from the left, 0 ° for the wind coming from the front, etc.) The calculation of these values will be better detailed on the page "Wind summary"; b ) the   value   of   the   photovoltaic   energy that can be produced on average by the parked car, in a year, considering the various possible orientations of the car with respect to the south (orientation that guarantees maximum manufacturability), with intervals of 5 ° (in particular, -180 ° for the car oriented to the north, -90 ° for the car oriented to the east, 0 ° for the car oriented to the south, etc.). The calculation of these values will be better detailed on the "photovoltaic" page. Clearly you will not get the maximum productivity of both systems at the same time, as the photovoltaic system provides its maximum productivity when the car is oriented to the south, while the wind generator system provides its maximum productivity when the machine is oriented against the wind. le able to maximize the overall productivity of the two plants. The "Aggregation" page considers all the possible directions of origin of the wind (with steps of 5 °) and calculates for each the value of the maximum energy that can be produced overall by identifying the compromise in the simultaneous working condition of the two systems that allows to obtain the maximum overall energy (that is, it simulates the operation of the software described above). As specified in the chapter on the hypotheses underlying the simulation, a condition of equiprobability of the direction of origin of the wind was considered, therefore devoid of dominance (see point 3 of this doc.), and the energy that can be produced by the car was therefore calculated, as an average on an annual basis of the values of overall producibility, in the sense described above, of the two systems; 3). the page "Wind Summary" shows the value of the energy output from all wind systems of the car (front generator, rear top and bottom, generators intubated in circles), with different wind directions respect to the parked car. For this purpose, acquires as input the values of the pages listed below: 1 . Frontal wind generator 2 . rear top wind generator; 3 . lower rear wind generator; 4 . side wind generator, and combines them by performing simple trigonometric calculations inserted into the spreadsheet of the Excel file. _________________________ 1 . the "Frontal Wind generator" page acquires as input the data relating to the average wind speed in the simulated city and the characteristic data of the frontal wind system detailed in the initial section of this document, to calculate the average energy that can be produced by the car oriented with the wind in front; 2 . the page " rear top wind generator" acquires as input the data relating to the average wind speed in the simulated city and the characteristic data of the upper rear wind system detailed in the initial section of this document to calculate the average energy that can be produced by the car oriented with the wind coming from behind and received at the rear by the upper wind generators; 3 . the page " lower rear Wind generator " acquires as input the data relating to the average wind speed in the simulated city and the characteristic data of the lower rear wind system detailed in the initial section of this document to calculate the average energy that can be produced by the car oriented with the wind coming from behind and received from the lower rear wind generator; 4 . the page "Lateral wind" acquires as input the data relating to the average wind speed in the simulated city and the characteristic data of the lateral wind system detailed in the initial section of this document to calculate the average energy that can be produced by the car oriented with the side wind; 5 . the "Photovoltaic" page contains the data extracted from the simulator made available by the European Community accessible at the web address: http://re.jrc.ec.europa.eu/pvgis/apps4/pvest.php . In particular, for each different inclination of each photovoltaic panel with respect to the horizon, have been included, in the table, the data of productivity to the vary of the orientation of the PV panel with respect to the south, extracted from the simulator shown above, has been inserted in the table. The overall productivity of the photovoltaic system for each possible orientation with respect to the south is calculated by adding these values. The above simulations were performed considering the data of productivity of photovoltaic panels and the average wind speed relative to the cities of Rome and London, getting an average producibility of around 2.7 kWh per day for the first city and 2,8 kWh for the second. CONCLUSIONS Considering that a standard quadricycle reaches, with 5 hp (limited by law), 45 km / h (this value also limited by law), and considering the constructive similarity between these quadricycles available on the market and the vehicle in question, it is possible to estimate the distance that this car can travel on average in the city of Rome and London, respectively: 33km and 34km a day. In this simulation, the energy saving advantage (e.g. the decrease in rolling friction) that the vehicle in question derives from the aerodynamic rims and large diameter high-pressure tyres from which it is equipped compared to the normal tyres of the standard quadricycle under consideration was not taken into account.