Abstract:
An electric powered vehicle includes a battery pack capable of storing electric energy, definable by energy values including a low value, a maximum value, and a defined minimum functional (DMF) value and a fuel engine operated by a hydrocarbon fuel. Also included is a first front generator having a rotor in electromechanical communication with a crank shaft of the fuel engine, and an electric driving motor (“EDM”) receiving an electrical input from the first generator. Electrical charge sensor means determine the charging status of the battery pack. Also provided is a starter of the fuel engine that activates when a sensed charge of the battery pack falls to or below the DMF value. Also included is a second and third front generator in electromechanical communication with the crankshaft of the fuel engine during periods when no electrical communication exists between the EDM and the battery pack. The periods of lack of electrical communication include idle, neutral, and parking conditions of the vehicle. The second and third front generators maintain an output in electrical communication to the battery pack until the battery packs are fully charged. Preferably included is a first rear passenger side generator in electromechanical communication with a rear drive shaft assembly, itself in mechanical communication with the vehicle drive shaft, the first rear generator including a level orientation sensor and a rotational velocity sensor in communication with the drive shaft, the sensors in electrical communication between an output of the first rear passenger side generator and the battery pack, such communication enabled upon any downhill motion of the vehicle above a predetermined operational velocity (“POV”) determined by the velocity sensor. A second rear driver side generator has an input in mechanical communication from the vehicle drive shaft, an input to the second rear driver side generator in electrical communication with an accelerator pedal and an output of the pedal in electrical communication with the RPM sensor electrical communication from the second rear driver side generator to the battery pack enabled when no pressure is applied by a driver upon the accelerator pedal, permitting charging of the battery pack by the second rear generator only upon a condition of zero acceleration.

Description:
BACKGROUND OF THE INVENTION 
       [0001]    A. Area of Invention 
         [0002]    The present invention relates to electric vehicles applicable to consumer, commercial, and other applications. 
         [0003]    B. Prior Art 
         [0004]    The invention relates to an electric motor driven vehicle having one or more electrical energy battery packs, an electric motor, an electrical recharging device, e.g., an electric generator or alternator, and switches to provide a source of electric power to the motor from one or the other electrical battery packs while the non-power providing storage pack is being recharged and to methods of operation thereof. 
         [0005]    With the growing concern over air pollution, petroleum shortages and other problems associated with gasoline, natural gas, diesel or other fossil fuel powered vehicles, the automobile industry is in the throes of devising power systems which are increasingly less dependent upon the internal combustion engine (ICE). There are at least three relevant alternatives presently available. One is a purely electric powered vehicle which, as presently designed and marketed, requires recharging from outside sources at frequent intervals. The other is the so-called hybrid vehicle which has both an electrical motor and a hydrocarbon burning engine; the one augmenting the other to produce greater mileage, and therefore less pollution, per unit of hydrocarbon consumption. There is a third, the hydrogen fuel cell powered vehicle, the efficaciousness of which is not yet proven. 
         [0006]    Efforts to improve the self sufficiency of the purely electric powered automobile have produced a number of different designs, none of which promise to minimize or eliminate the necessity of frequent intermittent outside charging of their electrical storage cells. Certain designs rely upon an electric motor driving an electric generator through selective gear and clutch mechanisms. Other designs provide a generator powered directly by a free-running wheel. See, for example, Unsworth, U.S. Pat. No. 4,496,016. However, such designs do not disclose battery packs which are separately charged and separately supply electric power to the vehicle. These designs either do not provide circuit connection with electric storage packs nor do they demonstrate direct connection to a battery pack separably or independent electric power to the motor. See, for example, Al-Dokhi, U.S. Pat. No. 5,921,334. Certain further designs demonstrate charging of battery packs through regenerative action of braking wheels or coasting of free-running wheels while the motor or engine is idling. None of these demonstrate an ability to provide sufficient electrical recharging to minimize the frequency of recharging from an external source. Prior designs, to the inventor&#39;s knowledge, do not demonstrate a method of recharging an electrical battery pack which is independent of the driving motor in a disconnected manner and which maintains the entirety of the electrically powered drive system independent of the electrical charging system. 
         [0007]    Other art of interest includes U.S. Pat. No. 4,119,862 (1978) to Gocho, which teaches an electric motor car in which an electric motor of the car is energized by a fuel engine driven generator and a battery is connected in parallel with the motor until charged by the generator. Gocho involves complex switching functions that can only be effected with an invertor and induction motor. 
         [0008]    U.S. Pat. No. 6,886,647 (2005) to Gotta teaches use of a dual motor axel driven system in which the vehicle is powered by a first electric motor when the measured speed of rotation of the drive shaft is less that of a threshold value and is driven by second electric motors when such rotational speed is above the threshold value. 
         [0009]    The present invention includes one or more of battery packs as well as one or more electrical recharging devices, each of which perform a separate and defined function in achieving optimal overall performance of the vehicle and in addition which required use therein of a fuel engine to facilitate additional performance of a minimum of two or more of the generators of the system. Unlike prior art braking energy regeneration systems, the present invention enables capture of otherwise lost energy of momentum which is available for re-capture during periods of absence of vehicle acceleration. 
       SUMMARY OF THE INVENTION 
       [0010]    An electric powered vehicle includes at least four wheels, two front half axles between said front wheels including a transmission and a front differential medially disposed within said front axles (front wheel drive (FWD). A rear differential is medially disposed within said rear axles, and a drive shaft in mechanical communication between said transmission and rear differential. The electric powered vehicle comprising at least one discrete battery pack capable of storing electric energy, said battery pack definable by energy values including a low value, a maximum value, and a defined minimum functional (DMF) value between said low value and said maximum value and a fuel engine operated by a supply of a hydrocarbon fuel, the engine including a crankshaft. Also included is a first front generator having a rotor in electromechanical communication with a crank shaft of said fuel engine, and an electric driving motor (“EDM”) receiving an electrical input from said first generator. Electrical charge sensing means determine the charging condition of said battery pack between said values of low, DMF and maximum. Also provided are means for establishing an electrical communication between a starter of said fuel engine and first front generator when a sensed charge of the battery pack falls to or below said DMF value. 
         [0011]    The electrical vehicle also includes at least one second front generator, said generator in electromechanical communication with said crankshaft of said fuel engine during periods when no electrical communication exists between said EDM and said battery pack, said periods of lack of electrical communication including idle or neutral conditions of the vehicle, said at least one second generator having an output in electrical communication to said battery pack until said battery pack is fully charged. 
         [0012]    Preferably also included is a first rear generator in electromechanical communication with a rear drive shaft assembly, itself in mechanical communication with said vehicle drive shaft, said first generator including a level orientation sensor and a rotational velocity sensor in communication with said drive shaft, said sensors in electrical communication between an output of said first rear generator and said battery pack, said communication enabled upon any downhill motion of the vehicle above a predetermined operational velocity (“POV”) determined by said velocity sensor; and a second rear generator having an input in mechanical communication with said vehicle drive shaft, an input to second rear generator in electrical communication with an accelerator pedal and an output of said generator in electrical communication with said battery pack, said electrical communication from said second rear generator to said battery pack enabled when no pressure is applied by a driver upon said accelerator pedal, permitting charging of the battery pack by said second rear generator only upon a condition of zero acceleration. 
         [0013]    The principal object of the present invention is to provide an improved source of energy through conservation and reclamation of mechanical energy lost by moving automobiles and other vehicles, particularly during periods of non-acceleration and to convert the reclaimed mechanical energy into electrical power useable by an electric vehicle. 
         [0014]    It is accordingly an object to provide an improved electro-recharging system for vehicles. 
         [0015]    A further object is of the present invention is to provide an improved all electric non-plug-in vehicle which utilizes the mechanical power produced but wasted by the car during periods of non-acceleration and converting it into electrical power for use in driving the car and for external needs. 
         [0016]    Still another object is to provide an improved all non-plug in electric vehicle which reclaims the mechanical energy lost when the vehicle does not productively move or is not accelerated. 
         [0017]    Still a further object is to provide an improved all non-plug in electric automobile which achieves lower cost of transportation through utilizing reclaimed mechanical energy, especially when the vehicle is going downhill or not accelerating. 
         [0018]    A feature of the invention is a separate electro-recharging system for an all non-plug-in electric vehicle which functions when the vehicle is going downhill and is not accelerating so that the energy used to drive the vehicle uphill is again recharging the vehicle&#39;s batteries packs. 
         [0019]    In another embodiment of the invention, the electro-recharging system is used to recharge the battery packs while the car is in motion when its battery packs fall below a predefined functional minimum charge. Also the battery packs can be recharged by idling of the vehicle&#39;s fuel engine when the vehicle is parked at any place, anywhere, anytime by manual, voice and or by remote control. (iphone or other remote control device.) 
         [0020]    The aforementioned objects, features and advantages of the invention will, in part, be pointed out with particularity, from the following drawings, Detailed Description of the Invention and Claims herewith. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0021]      FIG. 1  is a schematic view of the material components of the present electric vehicle. 
           [0022]      FIG. 1A  is a schematic view of a fuel engine and 12+ volts all in one starter/alternator at the right rear of the backup fuel engine, employed in the system of  FIG. 1 . 
           [0023]      FIG. 1B  is a schematic view of the SA of  FIG. 1A , however showing the location of the SA at the right front of the backup fuel engine, engaged with the powertrain thereof, in which the powertrain includes multiple input pulleys. 
           [0024]      FIG. 1C  is a schematic view of the SA of  FIG. 1B , however attached SA is at the right front to a single input pulley of the backup fuel engine powertrain. 
           [0025]      FIG. 1D  is a view, similar to that of  FIG. 1C , showing a second input pulley to the backup fuel engine powertrain. 
           [0026]      FIG. 2  is a schematic view of the assembly, driver side rear generator, and breakaway view of the passenger side rear generator, together with associated components. Therein, the driver side rear generator only functions when the accelerator is released. 
           [0027]      FIG. 3  is a schematic view of the passenger side rear generator shown in  FIG. 2  when the vehicle is driving on a flat road. 
           [0028]      FIG. 4  is a schematic view showing the operation of the passenger side rear generator when the vehicle is driving downhill. 
           [0029]      FIG. 5  is a schematic view of the passenger side rear generator when the vehicle is driving uphill. 
           [0030]      FIG. 6  is a front view of the primary vehicle support system. 
           [0031]      FIG. 7  is a bottom schematic view of the support system assembly of  FIG. 6 , additionally showing the location of material components of the electrical vehicle located under the front hood thereof. 
           [0032]      FIG. 8  is a top schematic view of a secondary support system assembly related to that of  FIG. 6  showing the location of material components of the electrical vehicle positioned under the front hood thereof. 
           [0033]      FIG. 9  is a top view of the assemblies shown in  FIG. 8  illustrating the use of a protective high density plastic cover to provide protection to the operative front end components of the system shown in  FIGS. 1 and 8 . 
           [0034]      FIG. 10  is a schematic view of a 12+ volts “A/C-D/C Energy Recharging Control System” dashboard which is advantageously used with the present invention. 
           [0035]      FIG. 11  is a timeline view of both rear generators operating over a defined distance on a flat surface during periods of acceleration, cruising and re-acceleration. 
           [0036]      FIG. 12  is a view of the driver side rear generator during downhill operation. 
           [0037]      FIG. 13  is a view of the passenger side rear generator during downhill operation. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     Front End Assembly 
       [0038]    With reference to the schematic system view of  FIG. 1 , the start-up of a fuel engine  106  of the present system as well as functions following start-up of the electric vehicle, occur, in one mode of operation, when the level of charge of battery packs  102  and  104  falls below a defined minimum functional (“DMF”) level of the maximum possible charging or safe capacity thereof, for example, by about 30% or below about 70% of total safe charging capacity. However, at a typical time of original start-up of the vehicle such as at the beginning of a work day or a new operating period, the battery packs  102  and  104  will have been recharged during the previous night or through a brief period of operation by the fuel engine  106  (more fully described below) which is typically a water-cooled engine operating upon any liquid or gaseous hydro-carbon fuel including gasoline, diesel, ethanol, natural gas or the like. In the event of a breakdown of the fuel engine or any supporting component, the option will exist to facilitate recharge of the battery packs by direct current re-charging from a DC charge station or at a home or place or business of the owner if it is already equipped with such DC charging capabilities. However, an important objective of the present invention is to free electric vehicles from the necessity of frequently re-charging the battery packs thereof from an external source of DC or AC power which, generally, is costly, inconvenient and in most locales does not exist. 
         [0039]    As shown in the views of  FIGS. 1 and 1A  (described below), said fuel engine  106  is activated to start by a 12 volt electric starter  10  and belt drive  11 , powered by a 12 volt battery  107  (by a key ignition or push button switch (not shown). Fuel engine  106  receives fuel from fuel line  108  from fuel tank  110  which employs a fuel pump  109 . Typically, when the vehicle is started and begins to move, all electric power is supplied from the battery packs  102 / 104  to electric driving motor (“EDM”)  112  since, at that point, the battery packs are fully charged or at least charged to or in excess of their defined minimum functional (“DMF”) charge. However, in the event that the battery packs, for whatever reason, at the time of starting the vehicle or otherwise, are depleted to below their DMF level, then the back-up fuel engine  106  is activated by computer means, and belts  114 ,  116  and  118  begin to turn respective gear clutch pulleys  120 ,  121  and  122  connected to respective electric clutches  132 ,  133  and  134 , and to respective front generators  126 ,  128  and  130 . At this point, none of said generators produce any electricity since there is no load upon them and therefore none of the internal rotors or bearings of these generators are turning. 
         [0040]    In a matter of milliseconds following the activation of first front DC generator  126  by electric clutch  132 , a direct gear drive belt  114 , connects to crankshaft  100  and first pulley  20  of fuel engine  106  and generator  126  will begin to produce electric energy which then is furnished to EDM  112 . In other words, the sole function of generator  126  is that of providing electric energy to the EDM. In a matter of milliseconds thereafter, both battery packs are disconnected. When both battery packs are electrically disconnected from the EDM  112 , second generator  128  and its electric clutch  133  are activated which, in turn, causes the rotor and bearings of second generator  128  to begin to turn and charge one or both of said battery packs  102  and  104 . Momentarily thereafter, the third generator  130  is similarly activated by its electric clutch  134 . All electric clutches operate off a standard 12+ volt electrical system battery  107  and fuse box  111  of the vehicle shown to the lower driver side of  FIG. 1  (as viewed from the front of the car). Thereupon, the battery packs  102 / 104  are charged by both the second and third generators  128 / 130  which are in direct belt drive connection to the crankshaft  100  and pulleys  20 ,  21  and  22  of fuel engine  106  through generator drive gear pulleys  121  and  122  of respective electric clutches  133  and  134 . The pulleys  20 ,  21 ,  22  can be constructed in one unit if desired. All drive belts can be made as one belt unit to drive all gear pulleys  120 ,  121  and  122  at the same time. (See  FIG. 1D ). All belts, single or multiple, include a belt tensioner. 
         [0041]    The above process continues until the battery packs are charged to full capacity whereupon the system computer turns off the first DC generator  126  since it is no longer needed and the electric clutch  132  is disengaged. The fuel engine  106  continues to run and operate second and third generators  128 / 130 . As such EDM  112  will resume operation with all power therefore supplied by the battery packs. During a brief transition period, the second and third generators  128 / 130  operating off the fuel engine  116  continue to charge the battery packs. However, within a few seconds, front generators  128  and  130  are disconnected, as is the fuel engine. Said generators and all moveable parts therein are disengaged. 
         [0042]    Of particular importance regarding the function of fuel engine  106  is that it can operate while the car is in neutral, idle, park or in drive and, thereupon, when so instructed by the control panel (as described below), second and third generators  128  and  130  will operate to recharge the battery packs, typically for a few minutes while at traffic lights (as in “a stop-start” system) or less than 20 minutes when driving to accomplish a complete re-charge of the battery packs and completely obviate the need for an AC or DC re-charging station or facility. Thereby, an electric vehicle of the present nature, even if it were to require a fuel tank  110  of five gallons or more, would yield a long driving range and high m.p.g. transportation in excess of any attainable with present day hybrid, all electric or regular fuel vehicles, essentially negating the possibility that a driver could be stranded in an isolated area because of the absence of an AC/DC charging station or facility. 
         [0043]    When the fuel engine is running, at the passenger side of the fuel engine, pulleys  20 ,  21 , and  22  may be seen to include a small timing belt  138  which turns an electric clutch gear pulley  140 . At this time, A.C. generator  136  is not producing any electric energy and, as well, its internal rotor and bearings are not turning. A pulley  150  is on the passenger side of the EDM  112  as is EDM rotor shaft  149 . Also seen is an electric clutch  145  in cooperation with pulley  140 . Upon actuation of the electric clutch,  145  AC compressor  146  is actuated to cool the vehicle inside. A belt  144  connects to pulley  150 , said electric clutch  145  and said pulley  140  of alternator  148 . 
         [0044]    Under conditions of the use of 12 volt alternator  148 , compressor  146 , car lights, power brakes, electric or mechanical pumps in the system, and power steering are functional. 120V and 240V AC outlets  175 / 176  are powered off of said AC volts generator  136 , and it is powered by fuel engine  112 . 
         [0045]    That is, AC generator  136  is preferably mounted at the passenger side of the fuel engine  106 . Said generator receives rotational mechanical input from fuel engine  106  through belt  138 . 120-volt AC and 240-volt AC electrical outlets  175  and  176  are water proof, sealed and covered. Either or both outlets may be used by equipment of interest to home owners, campers, construction workers, law enforcement, and others. The AC 120/240 volts generator  136  is for the sole purpose of supplying electric energy to the external needs of homes, tools, machinery, lights, and to vehicles that are out in the field and whatever their needs may be. If DC electric power is needed then one or more of the DC generators  126 / 128 / 130  can be used to supply DC electric power. (See  FIG. 7 ). For example, if one needs to recharge the external battery packs in a short time then one can connect DC cables to the DC generators and to the outside of the external battery packs. Thus one will always have a source of electric energy of both AC and DC and, as well, the vehicles will be totally independent of any external electric power source. 
       Rear End Assembly 
       [0046]    Wholly independent of the above-described operation of the EDM  112 , fuel engine  116  and the four front generators, are a driver side rear generator  156  and passenger rear generator  152 , each of which provide independent recharging capabilities under defined conditions. As may be noted at the rear of  FIG. 1  mechanical power is applied to these generators by the rotation of rear wheels  22 , rear driveshaft  160  and rear differential  158  which is powered by rear axles  161 / 163 . At front ends of generators  152  and  156 , are employed 12 volt electric clutches  162  and  164  together with corresponding direct gear drive pulleys  166  and  168 , and their drive shaft bearing supports  170  which activate the rear DC generators  152  and  156 . Using an electric harness, these generators are matched in voltage and other electrical parameters of the two battery packs of batteries shown in  FIG. 1 . 
         [0047]    If the vehicle is moving at more than a predetermined operational velocity (“POV”) such as 30 miles per hour on downhill roads (see  FIG. 4 ), the vehicle enters into a “recharging downhill mode” regardless of acceleration or lack thereof, and rear passenger generator  152  is activated, thus commencing a further mode of recharging of the battery packs. At this time the EDM  112  is reduced to its lowest possible idle condition since the vehicle is, in essence, simply rolling downhill and as generator  152  is recharging the battery packs. Therein, energy is produced at a faster rate than the EDM is consuming it. 
         [0048]    At the driver side is a “recharging cruising mode” rear generator  156  that is controlled by an electronic accelerator pedal assembly  200  (see  FIG. 2 ). When the vehicle is on a level, small uphill grade, or downhill road at, for example, 30 miles per hour or more and the driver fully releases the accelerator pedal  201 , it activates an electric switch  202 , activating electric RPM sensor  205  and activating electric clutch  164 , enabling the rear driver side generator  156  to re-charge the battery packs. Pedal assembly  200  includes an rpm sensor  203  for the electric drive motor (EDM). When the driver reactivates the accelerator pedal  201 , then electric switch  202  deactivates the RPM sensor  205  and it deactivates the electric clutch  164  of generator  156 , and whereupon internal parts of that generator  156  stop moving, minimizing any unnecessary strain, stops, or wear and tear on the generator  156 . If the vehicle is even slightly accelerating, rear generator  156  cannot function and thus no strain exists on the EDM and its components. But, the faster the speed of a vehicle during cruise mode (without acceleration), the more electric energy is recharged back into the battery packs through electrical outputs  195 / 197 . It is noted that when the vehicle is in cruise mode, the EDM  112  reverts to a low idle internal rotation and, at such time, makes little use of energy from the battery packs since rear wheel drive shaft  160  is the primary source of power at that time. It is noted that both rear generators  152 / 156  will function if the vehicle is moving downhill at more than the POV and without contact with the accelerator. 
         [0049]    It is to be appreciated that the rear generators  152  and  156  each have distinct re-charging functions. Both can operate to re-charge the battery packs if the foot of the driver is lifted off the accelerator pedal  201  (see  FIG. 2 ) In addition, passenger rear generator  152  functions strictly on the basis of orientation of the vehicle relative to a horizontal driving position, regardless of the position of the accelerator pedal. More particularly, as shown in  FIGS. 3-5 , passenger side generator  152  is provided with a small 12-volt orientational microswitch  174  which limits the recharging of the battery packs  102  and  104  from the generator  152  to downhill driving only. This in addition is more particularly shown in  FIG. 4 . In essence, switch  174  is a single axis level sensor in which the effect of gravity operates to move inertial weight  176  thereof from its normally open position shown in  FIGS. 2 ,  3  and  5  to its closed position shown in  FIG. 4  which can only occur when the inertial weight  176  moves forward responsive to the effect of gravity during a downhill orientation of the vehicle. Thereupon, front and rear contacts  178  and  180  respectively of the switch  174  close bringing positive electrode  179  into contact with negative electrode  181 , thus closing switch  174 , and communicating this through contact  207  thereby engaging the generator and permitting it to recharge the battery packs, regardless of whether the accelerator pedal is depressed or not. Element  173  is a stop and adjustment means for inertial weight  176 . One may also program a 30 mile per hour downhill velocity (“POV”) condition into the activation requirement so that generator  152  will not be prone to rapidly turn on and off responsive to every small downhill slope or bump that the vehicle may encounter. As may be further seen in  FIG. 2 , the energy input to passenger generator  152  is enhanced by differential  158 , rear wheel drive shaft  160 , its associated direct gear pulley drive  166  and electric clutch  162  which functions off of pulley drive  153 . The electrical outputs of generator  152  are shown at connections  191 / 193  to the battery packs. 
         [0050]    A special-purpose accelerator assembly  200  (described below) is employed to assure that the rear generator  156  can operate only if all pressure is removed from the accelerator pedal  201 . 
         [0051]    As above noted, the function of driver side rear generator  156  is to permit recharging of the battery packs only if (1) when the vehicle is cruising on a substantially flat surface, small uphill grade or in downhill operation and, (2) the accelerator is not engaged. See  FIG. 2 . Both conditions will commonly occur in highway driving particularly when the vehicle has gradually slowed-down because of traffic conditions, or is approaching an exit off a highway or traffic light. During such conditions, the accelerator pedal is not engaged and true cruising, within the contemplation of the present invention, occurs. This is facilitated by contact  205  which permits recharging of the battery packs at contacts  195 / 197  when the above cruising criteria are met. Once deactivated, the electric clutch  164  and the driver side generator  156  are deactivated and all internal parts thereof stop turning, as does any connection to the rear pulley  154  on drive shaft  160 . With respect to generators  152  and  156 , appropriate battery power level sensing means are well-known in the art and either or both of the rear generators that are otherwise active are deactivated when the battery packs are charged to their designated maximum value. 
         [0052]    Cruising and Downhill Recharging Distance 
         [0053]    With regard to  FIG. 11 , the vehicle moves on a level surface from 0 to 45 mph over a distance  500 , as the driver depresses accelerator pedal  201  of accelerator pedal assembly  200  and EDM  112  then increases its rpm and moves the vehicle forward. The driver keeps accelerating from point  501  to point  502  at which the driver releases the accelerator pedal  201  activating electrical switch  202  of assembly  200 . See  FIG. 2 . Electrical switch  202  then activates the DC generator  156  and starts recharging the rear battery packs  102 / 104 . The recharging distance points of DC generator  156  from  502  to  503 , shown in  FIG. 11  are always longer than the accelerating distance of point  501  to  502 . Once the driver desires a lower speed, he accelerates and again thus DC generator  156  is deactivated and does not further recharge the battery packs  102 / 104 . When the driver again accelerates from point  503  to point  504 , this distance is much shorter than the original distance  500  of points  501  to  502  due to the vehicle&#39;s higher speed. At point  504 , the driver releases accelerator pedal  201  and electrical switch  202  again activates the DC generator  156  and it starts recharging the battery packs  102 / 104  again. The recharging distance points of DC generator from  504  to  505  which is the same as points  502  to  503 . By this example, it is to be appreciated that driving habits can be modified to increase the recharging from the DC generator  156  to the battery packs  102 / 104  by a very high percentage and the EDM will always receive a high enough battery charge to propel the vehicle for considerable extra mileage relative to prior art electric vehicles. 
         [0054]      FIG. 11  shows the DC generator  156  in a flat orientation  507  until the driver releases the accelerator pedal  201 . The DC generator  156  is then activated and starts the recharging of the battery packs  102 / 104 .  FIG. 11  also shows DC generator  156  in a flat orientation  508 . Same as orientation  507 . 
         [0055]    When generator  152  reaches downhill, the angle of orientation  509 , then the micro switch  174  activates DC generator  152  and starts the recharging of battery packs  102 / 104 . In  FIG. 12  at level  510  generator  156  starts recharging as soon as pedal  202  is released. Thus both generators  156 / 152  are functional. That is, both generators  152 / 156  recharge the battery packs  102 / 104  when the conditions of both  FIGS. 12 and 13  are met, providing a maximum of electric energy to the battery packs  102 / 104  while the EDM uses a minimal or no energy from the battery packs. Therefore the two generators  152 / 156  recharge the battery packs faster than the EDM is using energy. Thus, the battery packs are maintained at a high level of charge for the EDM to use. When the orientation of generators  152 / 156  levels off, then generators  152 / 156  are both disconnected from recharging the battery packs. When generators  152 / 156  are in a recharging mode they will never be a drain on the EDM. 
         [0056]    Viewed generically, the present vehicle, through generator  152  provides charge to the battery packs but does not engage to charge them during uphill and flat surface driving, but will recharge the battery packs when driving downhill. Generator  156  is activated when cruising, slowing down and braking during deactivation of the accelerator pedal  201 . This is an inexpensive and efficient use of the rear generators, without any energy cost from the EDM, battery pack, the inertial momentum of the vehicle, rotation of the vehicle&#39;s wheels  22 , the differential  158  or drive shaft  160 . 
         [0057]    The effectiveness of EDM  112  may be further increased through the use of a special mounting plate  184  (see  FIG. 1 ) to interface to the extended rotor shaft  149  of the EDM  112 , connect to a torque convertor  182  of an automatic transmission  186  and or connect to a clutch disc system for a standard transmission, driven by two front half axles  142 / 143 . See  FIG. 1 . 
         [0058]    During a start-up or early period of operation, if the battery packs are not fully charged, fuel engine  106  will function not only to power generator  126  which in turn will power the EDM, but also to power front generators  128  and  130  whose sole function is to recharge the battery packs until they reach full charge. Thereby, maximum efficiency is derived from any fuel source used in tank  110 , fuel lines  108 , and from fuel pump  109 , thus minimizing overall usage of fossil fuel and enhancing efficiency and longer life of the battery packs. 
         [0059]    Under such conditions and, of course, continuing downward to the DMF level of depletion of, for example, 30% of minimum charge, the vehicle is fully propelled through the operation of EDM  112  and the battery packs. 
         [0060]    Also provided is a separate cooling assembly for the battery packs  102 / 104  and for generators  152 / 156 . This includes a 12v air conditioner compressor  147  powered by electric clutch  149 , electric clutch gear pulley  159 , axle gear pulley  155 , belt  157  and a sealed bottom metal/plastic cover that is installed under the body/chassis which, forms a complete bottom sealed compartment  190  with a separate opening above to the inside of the vehicle, and a inside cover (not shown) for ease of access and total protection of all electrical components (as mentioned above) from damages, due to accidents, debris, water or fire. More generally, when the vehicle is moving and the battery packs  102 / 104  and generators  152 / 156  are in use, eventually the battery packs and generators  152 / 156  reach a certain higher temperature. Then the air compressor  147  is activated by a thermostat that is installed inside the battery packs and generators&#39; compartment, and cool air is then provided into the sealed compartment  190  which comprises a true separate special miniature air cooling system due to the small air cooling space involved. Part of the rear air cooling system can be connected to the main front air conditioner system  146 . When the temperature reaches a normal level then the air compressor  147  is disconnected. With this system, the battery packs and generators can be controlled to an exact temperature to minimize the electrical losses and damage due to heat. All items, as above, can be installed at different places depending on the vehicle to address issues of servicing and or replacements of parts. 
       Starter Alternator 
       [0061]    In  FIG. 1A , there is shown an alternate embodiment of the present invention in which an electric starter  10  and said alternator  148  are integrated into a single 12+ volt system including an electric clutch  16  and special cooling fan  19 . There may be seen a belt-driven 12+ volts starter-alternator (“SA”)  10  which includes a matched 12+ volts electric clutch system  16 , a clutch pulley  15 , belt  11 , belt tensioner  12 , rear crankshaft extended shaft  14 , and rear extended crankshaft gear pulley  13  operating off of fuel engine  106 . 
         [0062]    More particularly, the present SA  10  is preferably disposed toward the side of the fuel engine  106  facing the front of the vehicle and, as above noted, upon crank shaft  14  of fuel engine  106  operating off of its timing gear pulley  13 . The SA may be installed upon either side of the backup fuel engine. In other words the location in  FIG. 1A  at the driver side of the vehicle represents but one of several possible locations of the SA. 
         [0063]    In  FIG. 1B , the SA  10  is on the driver&#39;s side of the fuel engine  106  facing to the rear of the vehicle. An additional pulley  23  and belt  24  is added to the crankshaft  100  of fuel engine  106  and belt tensioner  25  is installed to the fuel engine  106 . 
         [0064]    In  FIG. 1C , the SA  10  is on the driver&#39;s side of the fuel engine  106  facing to the rear of the vehicle. Only one pulley  26  and one belt  28  is on the crankshaft  100 . A belt tensioner  27  is installed to the fuel engine  106  and belt  28  drives all DC generators  126 / 128 / 130 . 
         [0065]    In  FIG. 1D , the SA  10  is on the driver&#39;s side of the fuel engine  106  facing to the rear of the vehicle. Only two pulleys  29 / 30 , and belt  31  are on crankshaft  100 . Belt tensioner  33  is installed on fuel engine pulley  30  and belt  32  is on crankshaft  100  of fuel engine  106 . Pulley  30  and belt  32  drive all DC generators  126 / 128 / 130 . 
         [0066]    The SA  10  can be installed anywhere on the fuel engine  106  on the right side on the top or on the left side. SA  10  can be installed at same positions in front or rear. 
         [0067]    The fuel engine  106  may be activated and deactivated from the “Energy Recharging Control System” (ERCS)  300  which functions with a “PIN Number Control System” (PNCS) on the dashboard. See  FIG. 10 . 
         [0068]    When a driver needs to activate the fuel engine, one can do so manually or by voice when electrical need is required to the outside, one first opens the front hood to access and install the 120/240 volts extension cables into the two AC electrical outlets  175 / 176 . Driver enters his number and pushes a “start fuel engine” button on the dashboard. The (ERCS). The fuel engine then starts and a about second later the AC generator  136  is activated by the clutch system  141  and starts supplying 120/240 volts of electric energy to the SA. To the electrical outlets  175 / 176 , 120/240 volts extension cables may supply electric power to any external need, e.g., tools, home power to any external needs, tool, home power and the like. Extension cables can be connected or disconnected before or after the fuel engine starts or stops. 
         [0069]    When fuel engine  106  requires activation, the 12+ volts SA receives electric energy to a rear plug-in connection  20 / 21  from an electrical harness (not shown). The next split second the rotor  17  is activated. In milliseconds the electric clutch  16  is activated, then gear clutch pulley  15 , belt  11 , belt tensioner  12 , and gear pulley  13  on rear extended crankshaft shaft extension  14  all turn and quietly activate the fuel engine  106 . After the engine is activated, electric clutch  16  returns to its inactive position. Gear pulley  13 , belt  11 , belt tensioner  12  and clutch pulley  15  continuously run until fuel engine  106  power is disconnected. Further, the 12+ volt electric rotor  17  and rotor bearings  18  are deactivated, thus reducing wear and tear upon components of the assembly and energy in the operation thereof. However, when the 12+ volts battery  107  is at a lower power state than that of electric clutch  16 , SA  10  will automatically activate and recharge battery  107  until further charging is not required. 
         [0070]    Once the 12+ volt battery  107  is fully re-charged, then electric clutch  16  is disconnected, and rotor  17  and rotor bearings  18  of SA  10  stop turning, as described above. As such, with this system, there is no need for a conventional alternator as that of alternator  148  described above, thus representing a significant saving to manufacturers of electric vehicles. A further benefit of the SA is that it does not need to be installed in close proximity to fuel engine  106  but, rather, may be installed at any under-the-hood location so long as appropriate mechanical contact between pulleys  15  and  13  can be assured. This may be desirable in situations where the electric SA is exposed to conditions of heat, moisture, debris and the like. As such, the SA  10  will last longer than a typical alternator and starter thus reducing potential warranty costs to the manufacturer. 
         [0071]    Support Assembly 
         [0072]    With reference to  FIG. 6 , there is shown in front view a primary support assembly  250  of the inventive electric vehicle. At left and right thereof are shown screws  261  as well as their respective upper adjustable outer support surfaces  257 . Said supports are mounted on top of body support member  264  inside the front (under hood) compartments. As may be noted, further provided are a plurality of rubber mounts  258  upon which each of the bolts  259  are threaded into primary support assembly  250 . Further, at the left and right side of assembly  250  may be seen screws and nuts  263  which secure said member  264  screws and nuts  270  of body support systems  264 . 
         [0073]    In practice, the location of the various rubber mounts  258  are such that they are situated upon primary support assembly  250  but beneath fuel engine  106  and as well as beneath all front generators and the above complete power train system including the EDM  112 , transmission  186  and drive axles  142  as above discussed. 
         [0074]    With respect to  FIG. 7 , there is shown a bottom view of the support system of  FIG. 6 . Therein, at the left thereof may see backup fuel engine  106  and, AC generator  136  and its associated 120V and 240V outlets  175 / 176 . To the right of the fuel engine are shown first front lower DC generator  126 , second front lower DC generator  128 , and third front upper DC generator  130 . The empty mounting space to the generator  130  right of upper DC indicates that an additional DC generator can be installed should, in certain applications, for example, in larger vehicles, such be required. It is noted that by simply increasing the horsepower of the fuel engine and increasing the size of fuel tank  110 . If needed, one may enhance the number and size of the front DC generators of the inventive vehicle, thereby enabling continuously charging of the battery packs and thereby to supply unlimited AC/DC electric energy to the outside and to the vehicle&#39;s electric needs regardless of vehicle size. 
         [0075]      FIG. 8  is an example of the manner in which components shown in the front end of the vehicle in  FIG. 1  may be mounted upon the primary support assembly  250  and its outer surfaces  257 . Also shown are bolts  270  as well as curved cut-out areas  255  upon surfaces  257 / 264 . 
         [0076]    In  FIG. 9  is shown a top view of fire resistant cover  275  which, with firewall  277 , protects all components thereunder shown in  FIGS. 1 and 8 . Also shown in  FIGS. 1 and 9  are the air filter  279  and fuel pump  109 , an air conditioning condenser  194 , automatic transmission cooling lines  196  and a radiator and heating system  198  and muffler  191 , and radiator hoses  197 . 
         [0077]    Energy Recharging Touchsreen Control System 
         [0078]    A digital touchscreen dashboard for an electronically controlled power train recharging system can control every part of an electric vehicle&#39;s electrical recharging system, including movement, speed, distance, the EDM&#39;s use of energy and, in the “recharging cruising system,” how much, fast and over what distance the electric energy has recharged back into the battery pack. The downhill recharging system operates similarly. Both recharging cruising and recharging downhill system can be activated, each alone or at about the same time. Also displayed the fuel engine starting, time of use, how much fuel is used during each segment of use, operation of DC generators, of recharging, how much electric energy is recharged back into the battery packs during each segment of use, fuel engine temperature, and temperatures of water cooling of the fuel engine for inside vehicle heater and air conditioning. Also provided are displays of air conditioner cooling system for the battery packs,  102 / 104  and DC generators  152 / 156 . 
         [0079]    AC generator  136  to supply power for external needs and the use of the fuel of the engine per hour. Also shown on the dashboard are icons for the 12+ volts SA, 12+ volts battery  107 , EDM start/stop button, a keyless entry, start, valet parking, and a “pin number system,” and an anti-theft system. 
         [0080]    In operation, when the driver activates the touch screen system  300 , he sees all information to the driver&#39;s phone and/or directly transfers it to one&#39;s e-mail, print documents for personal information and educates himself about how to achieve best energy efficiency when driving. The same system can apply too, for the auto mechanic at a dealer/repair shop. As well, the same information can be sent directly from the touchsreen, phone and/or computer to the vehicle manufacturer. As such, the manufacturer can inform the driver of any defects and/or possible recalls and advise the driver to take the vehicle to a dealer for service and or repair. 
         [0081]    Infra-red/night vision cameras may be installed having noise amplification and recording system, under the hood to monitor all functions and enhance the normal noise of the components when in use. At the rear, two additional similar cameras may be installed inside of the two DC generators  152 / 156  and battery compartment to monitor the functions of all running components including the battery packs. All cameras information is transferred to the touchsreen  300 , and the driver may turn that system on or off at any time. The driver can activate the cameras and can send all information&#39;s to the driver&#39;s telephone and/or computer. He can then see how all systems function and can see the same on the phone and/or computer at any location. The driver can also see the same driving functions as above on the touchscreen while driving the vehicle, providing to the driver instant information about his driving habits and functions of the system components. Thus the driver can adjust his driving habits for maximum electric energy savings including, for the two rear DC generators, to supply maximum electric energy back to them and obtaining the most mileage from the battery packs while driving without the backup fuel engine  106  when the front DC generators have been activated. 
         [0082]    The information from all cameras can be transmitted by satellite to a manufacturer at any time when and if the manufacturer wishes to see the functions of all components. The manufacturer then can learn more about how to improve the vehicle&#39;s performance and energy savings and provide recalls to reduce any danger to the driver or of a breakdown of the vehicle. A special CD, DVD or USB for the owner is supplied from the vehicle&#39;s manufacturer to insert into the owner&#39;s computer and watch the functions of all operating systems as mentioned above. 
       Touch Screen Control System 
       [0083]    The present invention includes an electrical touch screen system. The touch screen system includes numerous informational icons, namely:
   EDM icon  312     battery pack icon  302 / 304     DC recharging cruising generator icon  356     DC recharging downhill generator icon  352     backup fuel engine start icon  306     backup fuel engine starter/alternator icon  307     DC generator icon  326     DC generator icon  328     DC generator icon  330     air cooling compartment icon  390     AC generator icon  336     pin number system  350     pin number system start icon  351     backup fuel engine stop icon  382     valet parking icon  470     EDM start button  386     EDM stop button  389     EDM start/stop cover  392     EDM start/stop cover hinge  393     backup fuel engine running time icon  400     backup fuel engine fuel consumption icon  401     backup fuel engine radiator water temperature icon  402     backup fuel engine heater temperature supply inside vehicle icon  403     under the hood night vision camera icon  404     under the hood night vision camera icon  405     to see electrical function under the hood and to activate for an iPhone, or similar version, icon  406     to see electrical functions under the hood and to activate for computer e-mail address icon  407     to activate under the hood night vision camera&#39;s report and download to iPhone, or similar version, icon  408     to activate under the hood night vision camera&#39;s report and download to computer e-mail address  409     electrical functions at the rear, inside the battery packs, DC generator&#39;s compartment, to activate night vision cameras icon  410     a front night vision camera&#39;s icon  411  to activate and open the larger icon  312     a front night vision cameras icon  412  to activate and open the larger icon  450     a the rear night vision cameras icon  413  to activate and open the larger icon  460     
 
         [0117]    One aspect of the invention relates to a vehicle&#39;s keyless system that does not need an electronic or regular key to open the door, to start or operate the vehicle. With existing vehicle keyless systems, the driver must have the electronic key with him at all times to be able to unlock the driver side door, to start and operate the vehicle. There are however problems with this type of vehicle electronic keyless system. For example: When driver parks the vehicle and, in the event the driver drops his keys in a parking lot, does not realize it and then goes shopping, someone may find the electronic key, or know where the vehicle is. That person then can take the keys, open the door, start the vehicle and drive away. 
         [0118]    The present invention includes a true new vehicle keyless system that does not need a key to open the driver door, start, operate or drive the vehicle. At the inside on the dashboard, near the driver door is a voice activation device (not shown) that the driver can talk to and instruct the pin number system  350  on the dashboard  300  to activate the pin number. A light will show that the pin number is activated. Once the driver requests the pin number, then the driver door automatically unlocks the door. When the driver is inside the vehicle, he then enters the same and or another pin number. Once the driver enters a first or second pin number of pin number system  350 , the driver then pushes start icon  351  and an activation signal is send to EDM start button  386 . The driver then lifts up start/stop icons protective cover  392 . Thus the driver is able to start the EDM. When the EDM is running and the driver wishes to drive, he must close cover  392 . The cover  392  can be made so that it open and close automatically by electric functions. When start/stop buttons  386 / 389  are activated electrically from icon  351  the cover protects the start/stop buttons  386 / 389  from accidently spilling liquid upon them by a person, and/or if the windows, sunroof and/or if the convertible top is down and it is not protected from rain, dirt, playing with by children of the start/stop buttons or from turning off of the EDM  112  while driving. To deactivate EDM  112  one lifts up cover  392 , pushes stop button  389  and closes cover  392  again. Cover  392  can by electric automatically opened when driver touch icon  351  and pushes stop button  389 . Cover  392  includes a metal hinge  393 . Cover  392  includes may be made of plastic, metal and with other decorative materials such as leather. 
         [0119]    Touching of icon  411  opens the electric drive motor (EDM) icon  312  the driver can see the functions of the EDM upon a larger size  312  icon. The EDM icon will show the driver how much electric energy is used from the battery packs  102 / 104  in percentage and/or other terms. The touching of button  389  disconnects EDM icon  312 . 
         [0120]    Touching of icon  302  shows the driver exactly how much energy is left in the battery pack  102 / 104  in terms of percentage of maximum charge. 
         [0121]    Touching of icon  356  relates to the recharging cruising generator  156  and shows the driver how much electric energy is recharging when driving flat and/or downhill into the battery packs  102 / 104  at how long such charging took, distance and percentage of battery maximum charge at the time. 
         [0122]    Touching of icon  352  shows recharging downhill generator  152 , recharging battery packs only when driving downhill. 
         [0123]    Touching of larger icon  350  enables entering of pin numbers, use of the icon for SA  10 , SA  10  activation of the backup fuel engine  106  and turn off of the backup fuel engine by touching icon  382 . 
         [0124]    Touching icon  326  shows backup fuel engine  106  and front second and third DC generators  128 / 130 . The icon shows how long engine  106  has been running. 
         [0125]    Touching icon  401  shows backup fuel engine  106  and how much fuel it has used per gallon when running. 
         [0126]    Touch large icon  350  to enter pin numbers. Touching icon SA  10  activates backup fuel engine  306 . Touching icon  403  adjusts the inside vehicle heater system. If no heat is needed one touches icon  403  again to turn off heat and backup fuel engine turns off. 
         [0127]    Touching icon  403  again during the next 5 minutes it will show how much fuel has been used during the heating time. 
         [0128]    Touching icon  330  under front hood dc generators shows how each functions and how much electric energy is recharged to the EDM from dc generator  126 , DC generators  128 / 130  to the battery packs in percentages of charge and for what time period. 
       Automatic Recharging Monitoring System 
       [0129]    By touching icon  412  it will open the large icon  450  and it will show under the front hood all moving components true two or more new night vision cameras (NVC). The NVC includes sound and record any abnormal functions of all components. The NVC&#39;s send all information&#39;s to the automatic recharging monitoring system (ARMS) icon  450  while the vehicle is moving and/or standing still. 
         [0130]    By touching icon  406  the driver can download the ARMS  450  information&#39;s directly to one&#39;s phone. 
         [0131]    By touching icon  407  the driver can download the ARMS  450  information&#39;s direct to e-mail address. 
         [0132]    Touching icon  412  the driver can open the ARMS large icon  450  and see NVC&#39;s recorded functions under the hood of the vehicle&#39;s electrical recharging system while standing still and or driving. (ARMS) 
         [0133]    By touching icon  409  the driver can open the ARMS large icon  460  and to see, at the rear battery packs  102 / 104  and DC generators  152 / 156 , functions the same as large icon  450 . 
         [0134]    By touching icon  410  the driver can send all front under the hood ARMS  450 / 460  directly to the vehicle&#39;s manufacturer. 
         [0135]    By touching icon  412  driver can send all rear compartments ARMS  450 / 460  directly to the vehicle&#39;s manufacturer. 
         [0136]    The vehicle manufacturer may access ARMS  450 / 460  directly from their satellite system and can see all items&#39; recharging systems under the hood, and in the rear compartment. Thereby, the manufacturer has complete knowledge of the system and can send information about any recalls or defects arising directly to the driver/owner of the vehicle while driving and or send to his/her iphone/e-mail address to inform the driver/owner to take the vehicle to a dealer for service and or replace of certain parts. It is also of value with recall problems and further problem&#39;s to the vehicle. This saves money, time, and other problems for the manufacturer. 
       Valet Parking System  
       [0137]    When a driver/owner approaches a place where valet parking service is available, before the driver hands over the keys, the driver touches icon  350  enter pin number, and touches icon  470  to activate the valet parking system  470 . The driver than hand over the keyless keys to a valet parking person (VPP) and the valet function locks the driver door with the keyless key. When vehicle is returned to the vehicle&#39;s driver/owner and the driver/owner starts driving, after a few minutes of driving, the valet parking system  470  (VPS) advises the driver/owner to enter pin numbers from pin number system  350  and then touch icon  470  to deactivate the valet parking system  470 . In the event someone wants to steal the vehicle from the valet parking lot and/or the driver/owner does not reenter the pin number from pin number system  350 , then the VPS  470  automatically disconnect the electrical system to the EDM and/or another electrical component after about one mile of driving 
         [0138]    While there has been shown and described above the preferred embodiment of the instant invention it is to be appreciated that the invention may be embodied otherwise than is herein specifically shown and described and that, within said embodiment, certain changes may be made in the form and arrangement of the parts without departing from the underlying ideas or principles of this invention as set forth in the Claims appended herewith.