Abstract:
An extended range E-V uses a compressed energy system to power a flywheel having an internal battery with a ball-mounted axle, for recharging of the main battery, by driving a generator. The flywheel coupled within the vehicle uses the leverage end of the axle, a bearing coaxially surmounted by an elastic medium, actuators, and a pivotally coupled sub-carriage for stability. The flywheel comprises a power take off gearing means within the ball to drive a generator for supplementing the electrical power in the batteries. A catch releases compressed energy to initiate motion of the flywheel that allows the E-V battery to be recharged while the E-V is in operation. A retractable sliding contact provides the path for the compressed energy absorber to receive energy from an advocated bus in the roadway, to be rapidly charged while stopped at a station, or while E-V is moving slowly.

Description:
BACKGROUND OF THE INVENTION  
         [0001]    I. Field of the Invention  
           [0002]    The present invention relates generally to mechanical energy absorbing devices being used to store energy for use in actuating a flywheel for on-board power generation. More specifically, the invention relates to a cascaded system of energy storage, impact damping, energy conversion devices that are normally oriented on the vehicle or coupled adjacent to the vehicle for utilization as an energy storage device that obtains its energy from a utility energy supply source and contributes power to extend the range of an electric vehicle. The present invention relates generally to recharging electric vehicles on-the-go with the compressed potential energy from a mechanical device such as my impact absorbing, load decelerating device to power a recharge system for electric vehicles to allow them to recharge the battery while E-V travels. Thereby, reducing the problem of recharging infrastructure to an opportunity for electric utilities.  
           [0003]    More specifically, the invention relates to a means of cascading energy absorbing and transmission devices such that is oriented to respond to high power, quick mechanical charging of springs or elastic material, from an outside source such as the utility distribution grid, and release this energy in fractional increments through a gearing and flywheel means to drive a generator to recharge the E-V battery later, over a longer period of time.  
           [0004]    This invention relates to an electric vehicle flywheel—battery combination that overcomes the technical barriers of both, which have in the past prevented its use, in addition to being a supplier of stored electrical energy, to be used also as a flywheel to drive a generator. The flywheel has a special mounting configuration for freedom of movement in dynamic conditions.  
           [0005]    Obviously, large, heavy flywheels require some inertia considerations and offer problematic gyroscopic effects. Supplying power in quantities large enough to significantly contribute to the increasing of the E-V range could be dangerous if released all at once. (For example, if a bearing seized up, the high speed flywheel inertia could contribute to an accident; or road turns and irregularities would fight the gyroscopic forces of a high speed flywheel). Also, problems with E-V battery placement at the ends (out of the way of the passenger compartment) causes directional inertia characteristics which are different from what most drivers are accustomed due to the remotely positioned mass densities.  
           [0006]    Several opportunities exist to prevent the E-V user from the necessity of waiting long enough for the E-V battery to recharge: removing the main battery and drive locally on auxiliary batteries and active generator while main battery is being recharged at the proper rate; recharge an energy storage system quickly and drive away as batteries are recharging; one could use an advocated “in the traveled way bus power supply” to electro-mechanically recharge the storage system from an electrical grid distribution facility provided for that purpose at rest areas or designated stations.  
           [0007]    II. Description of the Prior Art  
           [0008]    In part because of rising fuel costs, the need to protect our environment, and the desire for less dependence on foreign oil, has led to increasing attention has been directed to flexible fuel vehicles (i.e., “FEV&#39;s”) for clean burning, low, super-ultra low emissions vehicles, and zero emissions vehicles (i.e., “ZEV&#39;s”) power systems. Such vehicles are characterized by clean-burning, low emission exhausts. Motor vehicles employing hybrid power train systems to drive the vehicle are well known in the art. A hybrid electric vehicle (i.e., “HEV”) utilizes electrical energy for an energy source and an auxiliary power unit (APU), most often an internal combustion engine (ICE), as the other source. Various strategies have been developed for operating the electric motor in hybrid vehicles. Generally, the HEV has either a series or parallel configuration, based upon how the APU is utilized.  
           [0009]    Other configurations are fuel cell electric vehicles, flywheel electric vehicles and the battery only electric vehicle, (i.e., “BOEV&#39;s”). The problem with the BOEV is with its inability to serve well for long trips.  
           [0010]    Electric Vehicles have had problems with their range and with limited battery life. Part of the problem with battery life is deep cycling, draining too much power out before recharging. Another problem relates to quick charging, as damage can result where one attempts to totally recharge a battery over too short a time period. Owners of such vehicles typically want to travel as far as they can and be ready to go again as soon as possible. At the same time, if a surplus of extra battery power is provided, the weight lowers efficiency and increases cost. Another problem with the commercialization of modern E-V&#39;s is the lack of a supportive, nationwide infrastructure, and the common availability of standardized recharge systems and locations for Electric Vehicles.  
           [0011]    Service or recharge stations are faced with E-V&#39;s coming to a service/recharge station with numerous different sizes, types, age, condition and state of charge. The opportunity for mistakes, human performance errors during the required recharging is high. Recharging at the wrong rate or for the wrong length of time, can adversely affect battery life or cause unnecessary delays and even affect safety.  
           [0012]    In prior recent years E-V&#39;s had a large percentage of their weight located (in high densities) at the opposite ends of the vehicle, i.e. with the batteries in the rear and the motor and controls and additional batteries in the front for balance and passengers near center. This adversely affected the straight line inertia and the maneuverability and handling characteristics. For example, the ability to react sharply to sudden traffic conditions, particularly on slick roadways, was compromised. Another problem is crashworthiness. This design factor has not been paramount, since priorities then emphasized weight savings, cost savings, simplicity and reliability.  
           [0013]    Now however, a high energy absorber for restarting the flywheel (which is already on board) may also serve as a life-safety bumper, and can better justify its weight and cost by serving a double function, as an energy release device for running a generator/alternator/charger to recharge the battery, and a standby impact absorber for the bumper.  
           [0014]    Prior art E-V&#39;s do not show how large amounts of mechanical energy can be stored on the vehicle and be releasable for use on demand in very small usable increments to recharge a smaller, secondary mechanical energy storage system, to drive a flywheel, to generate power. Some have thought of super capacitors in conjunction with regenerative braking to harness energy. obviously, large, heavy flywheels require some inertia considerations and offer problematic gyroscopic effects.  
           [0015]    Prior art devices do not allow recharging of E-V batteries while the motor is in operation by a separately driven incrementally powered flywheel/battery units by best known prior art.  
           [0016]    The known prior art does not adequately address the need for an efficient, quick operating, suspension retractor for electrical contacts for the E-V to draw power through automatically or selectively engaged sliding contacts from a bus in the roadway for a separate onboard mechanical charging system. While the prior art systems do not intentionally shift the retractable brushes of the electric vehicle to a position to contact the envisioned contacts in special portions of roadway bus work provisions for rapid charging of an onboard mechanical system; or for drive through power stations that supply power independent of the main battery.  
         SUMMARY OF THE INVENTION  
         [0017]    This present E-V may get its energy at home or at a recharge station or from special busworks provided in the roadway/rest areas/utility substation providers.  
           [0018]    This present invention uses a compressed energy system and a flywheel with special gearing to serve as APU, not an internal combustion engine, (ICE), having this to drive the wheels with electric power from the batteries. This invention will show a configuration, i.e. the APU has a flywheel/battery that may be linked to the main battery in series with the main battery or as voltages allow, selectively in parallel with a portion of the battery for a part of the discharge cycle to control localized battery heating and depth of discharge and reduce the duration of sustained continuous load on the battery. The flywheel being specifically designed to comprise rechargeable battery cells; whereas these cells may be manufactured of the wet type, as part of the flywheel with electrolyte that migrates to the gravitationally lower level while the flywheel is at rest and is pumped by centrifugal means to the circumference when the flywheel is in rotary motion, thereby reducing the starting inertia of the flywheel; but also to immerse the plates more completely for higher current output capability for short interim use in series with portions of the main battery bank. This flywheel being mounted such that its plane of rotation may be allowed to vary and transmit the gyroscopic forces to the vehicle in different ways according to the magnitude and direction of the forces relative to the E-V, by using elastic bearing casing on the opposite (or leverage) end and actuators or shock absorbers; and a mounting of the unit onto a separate sub-carriage framework of the vehicle coupled by additional springs and pivot point.  
           [0019]    Also, the quick change-out of the battery bank was difficult and the weight of the battery mandates the requirement of stiffer spring suspension. However, using portions of the articulated mechanism from my original patent (reference U.S. Pat. Letters No. 5,788,186) and adding wheels to the sub-carriage, like my Articulated Trailer Device, U.S. Pat. No. 5,295,703 along with some quick disconnect power as an attachment for the battery to ride on an isolated carriage, the change-out would require only to drop a dolly wheel, disconnect mechanically the framework and connectors and the used battery would roll right out for a newly recharged one to roll right back in.  
           [0020]    Whereas, my previous invention U.S. Pat. IMPACT ABSORBING APPARATUS, shows a substantially fixed position bumper with a designated path to retract with impact and remain captured, following severe impact until gradually released by personnel following a procedure. This E-V range extender uses a similar compressed energy absorbing mechanism but, now also provides an automatic means of releasing the compressed energy in fractional increments small enough to be harnessed for the output of desired work; and in small enough increments as to not pose a safety threat to passengers/occupants or attendants near by; and to manage the gyroscopic effects of the flywheel at low enough magnitude so as not to cause unexpected vehicular behavior in sharp turns.  
           [0021]    A special flywheel construction is described such that a significant portion of the flywheel weight is from components the make up a storage battery, so that the weight necessary for the flywheel will serve a multiple purpose: to be a flywheel; to be an auxiliary battery, for use in series with a portion of main battery and to either replace the remaining portion or to momentarily be placed in parallel to the remaining portion of the main battery, i.e. to allow selectively reduced load on a few cells to reduce overheating and to enhance battery health. When short term higher performance is desired, or selected to be used when the main battery&#39;s charge is nearing depletion more specific load sharing accommodations may be applied. And flywheel acts as a soft start flywheel with optimized variable inertia to drive a generator/alternator/battery charger. At rest the flywheel&#39;s electrolyte flows to a reservoir nearer the center and offers less resistance at the onset of rotary acceleration; but quickly, centrifugal forces drive the liquid toward the circumference, over a partial barrier operate with its weight along the circumference for more power.  
           [0022]    The present New E-V Range Extender encompasses several methods of alleviating the undesired effects of inertia for a maneuverable motor vehicle and some methods of utilizing inertia to extend the distance that an E-V can travel without stops of long duration for battery recharging. A flywheel and a separate pivoted battery carriage each allow the inertia in the direction of the E-V wheel path to be temporarily independent of the tendency of the straight line inertia forces evident from the effects of the flywheel or the high density battery that powers the electric vehicle.  
           [0023]    Using two of the three plane motions in my Helicopter External Load Suspension Device as a contemplated means to allow suspension movement separate from the passenger portion of the vehicle a slightly offset direction would be applicable in making sharp turns where the passenger portion of the E-V could alter its direction separately from the carriage with the weight of the battery. When backing up one pivot could be locked straight to prevent jackknifing and/or changing relative spring loads to put more weight on the middle set of wheels. (It is also contemplated to use this said suspension on each side for the middle set of wheels to articulate the width for a very high mobility HEV, hybrid electric military Internally Transportable Vehicle.)  
           [0024]    Showing the flywheel operating in a less restrictive bearing support environment allows dissipation and/or delay of some of the objectionable characteristics of prior art flywheels used on motor vehicles for high way applications. Showing the flywheel on forced response to the actuators allows dynamic load shift characteristics for enhanced handling thus enhanced mobility in compliment to active suspension system future vehicles.  
           [0025]    Whereas, in my present system the retractable contacts obtain current to quickly recharge the compressed energy absorber system(s) and would not immediately affect the power to the drive motor(s) or the battery voltage; but only the motorized tool that recharges the absorber.  
           [0026]    My preferred New E-V Range Extender Device also employs the teachings of my prior U.S. Pat. No. 5,947,538, which is hereby incorporated by reference shows a substantially fixed bumper that retracts in response to impact. The device remains compressed until it is gradually released by service technicians. My New E-V Range Extender uses a similar, compressed energy absorbing mechanism that automatically releases compressed energy in fractional increments small enough to be harnessed for the desired work. This captured energy, when released in fractional increments through a block and tackle mechanical advantage, gearing and a flywheel means act as a prime mover for driving a generator for recharging the E-V battery.  
           [0027]    To supply additional power for when a battery needs to be recharged, immediate extra power is desired, and when no time is permitted for normal recharge, this energy absorber is quickly mechanically compressed and later released through a gearing and flywheel means to provide a slow rate of charge as needed. Of course when there is opportunity to start out with both a fully charged battery and a fully compressed energy absorber, a longer range of uninterrupted travel time and distance will be the result.  
           [0028]    My invention provides energy release and compressed energy absorbing means that can handle a broader range of useable energies (in small step quantities) than can the prior art. A “block and tackle mechanical advantage” is provided by a wound band assembly that converts the low velocity springs/disc springs (or other elastic material) to a greater operating distance for numerous incremental releases to provide high enough rotating velocity for the gears and flywheel with PTO, power take off drive-line to drive the generator/alternator/battery charger. When mechanical charging forces compresses the absorber system the energy is captured for release by the catch devices. The conversion technique enables the system(s) to use a particularly high energy density disc spring or other elastic medium (offering good service life at slow operating speeds), as it functions adequately within the limited range of motion of production disc springs or elastic absorbers.  
           [0029]    The wound band assembly comprises a resilient band that is wound about a number of pulleys; a means of applying the energy from an outside source; a catch means to hold the energy in the ready for use condition; and a means of releasing the energy into useable motion. When the absorber is compressed (if by impact), a rod projecting from it is deflected to actuate the wound band assembly, dissipating considerable energy. When the absorber is compressed by the tool, the band momentarily becomes slack and the slack is taken up by a carrier spring and a springed ratchet winch which is positioned to link to the ram at the tightest position available.  
           [0030]    In order to have more total power a longer stroke is contemplated. Therefore the band to ram attachment point is permissibly altered at the release of each increment of power to maintain a maximum bumper deflection of approximately 20 inches to only minimally affect the overall characteristics while in normal recharge mode. This is done by a typical ratchet winch mechanism to take an appropriate amount of the band by winding it up on its spool before the actuator plunges out another increment of power. However, it is contemplated to enhance impact safety also by using this mechanism and an “impending impact” signal to drive the front bumper out further to commence impact deceleration sooner upon impact and allow further movement prior to vehicle frame deformation and possible passenger compartment intrusion.  
           [0031]    The band transmits horizontal movements at each stage increment to the first of the array of gears and a flywheel that eventually drive the generator/alternator/battery charger.  
           [0032]    During the time period between minimum load and after full deflection an actuator releases the catches on the springed ratchet winch and the spring-loaded shackle dog assembly and sends the ram to band attachment back to the cocked position, takes up any excess slack from the band and continues to release the catch device to slam the full incremental load to the auxiliary recharge drive train via the wound band. During impact, the band&#39;s pulley will be retracted in a plane toward the lower ends of the energy absorbers to which it connects. These absorbers compress to absorb energy, but their compression deflection is much less than the deflection distance the bumper travels when impacted. A series of pulleys in a block and tackle arrangement coupled to suitable levers reduce the impact travel deflection to the limited distance the absorbers compress when absorbing energy. Preferably, the band may have a foot or more of travel at each increment to spin the flywheel and gearing, but a safety interlock is contemplated to prevent this actuation when the E-V is parked. Outside the vehicle front bumper orientation won&#39;t reveal this total travel distance due to the springed ratchet winch&#39;s response to maintain the distance to within unobjectionable parameters while the E-V is in motion.  
           [0033]    The flywheel(s) will rotate about an axis and the mount will selectively be allowed to deviate a few degrees at a time about a vertical axis to prevent its gyroscopic inertia from adversely affecting the E-V&#39;s maneuverability.  
           [0034]    If two conventional flywheels are used a horizontal mounting orientation (that would selectively be free to rotate about with respect to the longitudinal axis of the vehicle) would be considered; but contemplated are these flywheel/battery assemblies: 1)if more than one, mechanically driven at the same time, they would be in a stacked configuration; 2)if driven independently by opposite secondary systems, they would be located separately at a suitable location on the sub carriage that rotates about a pair of generally vertical axis to counter some major forces experienced with flywheels and gyroscopes following a direction change.  
           [0035]    This would allow a multiple purpose for the weight of the battery; for the weight of the flywheel(s); for extra configurations to be selected: voltage to be added in series or subtracted or exchanged on main battery group portions to the drive motor when the main battery is drained to the extent that it no longer supplies full voltage to the drive motor (or as load capacities dictate, it is contemplated that it also may be part or all of the main power battery).  
           [0036]    This flywheel/battery consists of these groups for the purpose of explanation: mechanical rotating mass; electrical (metallic); electrolyte; insulation and connections; cell containment; and safety containment. The mechanical rotating mass group would have shaft hole, key-way, inner circumference structural resistance barrier; multiple pass band attached to the outside circumference of a battery cell container on the fixed end with friction-slip on the visual indicator end, over-speed stress failure tell-tale, inner spacers and plate spacers and support consisting of a ball and socket pivot and a shaft radial bearing with a dampened mounting means. The electrical (metallic) group has the positive and negative plates of dissimilar metals shaped to be balanced about the inner circumference structural resistance barrier in the full speed operating mode with the structure retainer as the fulcrum and an arrangement of electrical similar plate connectors; posts and slip rings.  
           [0037]    Alternate methods of fabrication include: cylindrical cells positioned end to end inside a coiled tube which is positioned around the circumference to facilitate individual cell change out and replacement; another method of fabrication includes mountings for COTS, commercial-off-the-shelf starved electrolyte E-V batteries with multiple cells to be attached in positions around the circumference and electrically connected and required. The electrolyte, as in the integral fabrication shown, would be a suitable liquid substance such as acid that completes the chemical process to form a battery, and some of it settles to its reservoir inboard of and below the inner circumference structural resistance barrier while the flywheel/battery is mechanically at rest; but is pumped outward and over (or through orifices in the electrolyte intermediate containment barrier to the outer circumference when the flywheel is spinning, and slowly drains back to the reservoir through the electrolyte return orifices in the electrolyte intermediate containment barrier as the flywheel/battery slows down.  
           [0038]    The inertia management system consists of: framework to support the total propulsion, payload and passenger requirements; joints in the framework to allow independent (or reduced) dependence/interference with the other interacting forces; selectable means to actuate or modulate these interacting motions for safety and feasibility needs; a ball mounted end of the flywheel shaft; a radial bearing about the shaft beyond the fixed end which has the ball; at least a pair of actuators (or shock absorbers) spaced around the axis flywheel rotation at approximately 90 degrees to each other for acting to affect different directions of forces; a sub-carriage onto which the flywheel fixed end having the ball is mounted, which is somewhat directionally isolated from the frame of the E-V by springs and other ball pivot point as referenced in said U.S. Pat. No. 5,788,186.  
           [0039]    Thus a basic object is to provide a compressed mechanical energy storage device plus a load decelerating apparatus for a variety of uses: To act as prime mover through an array of gears (or planetary gears if desired) and a flywheel (or flywheels) to drive a generator/alternator/ battery charger for local recharging of E-V batteries on the go and at a moderate rate to extend the range that the vehicle can travel.  
           [0040]    A related object of the present invention is to provide a flywheel/battery that for short duty may be electrically connected in series with the main vehicle battery for hill climbing power etc. when the main battery bank voltage is depleted such that optimum drive motor full load voltage could not otherwise be obtained and/or to allow a rest period to be selected for a portion of the battery bank.  
           [0041]    Another primary object of the present invention is to reduce the delay time required (that the E-V will have to be stopped i.e. travel time interrupted), to bring the battery to a useable state of charge.  
           [0042]    Another secondary object of the present invention is to use my compressed energy recharging device to serve a dual purpose to provide a load decelerating apparatus (in one mode) that may selectively be deployed to move the point of impact further in front of the occupant safety/damage zone of the transported load or vehicle prior to and during onset of a collision to start the critical deceleration earlier so it will have a fraction more time to decelerate and (in the other mode) to use compressed energy to provide useful work in enhancing battery operability and service life.  
           [0043]    Another basic object of the present invention is to provide a means for a retractable sliding contact group to get power from the conceptualized Inroute Charging Station, roadway coupling (such as a three phase, isolated from ground, power bus in the roadway at a time when such might be provided by the highway department, Department of Transportation; utility or some other commercial providers) while the E-V is in motion to drive the recharge tool motor and recharge the energy absorber to extend the range of E-V travel without stopping which does not risk damage to battery from sparking or improper rate of charge; and does not immediately affect the battery bank float voltage or the E-V drive motor speed.  
           [0044]    A further object is to provide a retractable, shock resistant sliding contact means for providing power to charge the mechanical absorber device, that is retracted when not anticipating immediate use and to protect from road grime. A more basic object of the present invention is to provide a device that reduces undesirable load weight of the batteries on the E-V spring suspension.  
           [0045]    A related object is to provide a carriage to convey the battery with the E-V, but not integrally to the vehicle frame structure in terms of directional inertia (acting as part of an inertia management system).  
           [0046]    A related object is to provide a flywheel shaft pivoting alignment actuator(s) to act along with a resilient upper bearing mount, as part of a gyroscopic energy management system in the vehicle to reduce maneuverability drawbacks; or to induce dynamic effects for performance enhancement.  
           [0047]    A related object of the invention to alleviate the undesired effects of the flywheel is to provide a loosely spring biased suspension controlling a sub-carriage onto which is mounted the flywheel in a manner such that the specific motions of the vehicle may be deviate somewhat from that of the vehicle to momentarily uncouple the gyroscopic undesired effects of the flywheel from the vehicle inertia for improved agility in a flywheel vehicle.  
           [0048]    Another related object of the sub-carriage is to use the main batteries on the flywheel sub-carriage to act as ballast to stabilize the sub-carriage as the sub-carriage stabilizes the flywheel.  
           [0049]    Another basic object of the invention is to simplify replacement of previously discharged, or otherwise unserviceable vehicle battery as a separable roll out replacement as a component.  
           [0050]    A related object is to provide a quick disconnect for the battery power and mechanical termination.  
           [0051]    An embodiment of the present invention is to use a specially styled rotating auxiliary battery as a flywheel to save weight and to be used in series with portion(s) of the main battery when beneficial for the main battery health or performance parameters in consideration, to help maintain acceptable electric vehicle performance through a greater percentage of the battery capacity.  
           [0052]    These and other objects and advantages of the present invention, along with features of novelty appurtenant thereto, will appear or become apparent in the course of the following descriptive sections.  
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0053]    In the following drawings, which form a part of the specification and which are to be construed in conjunction therewith, and in which like reference numerals have been employed throughout wherever possible to indicate like parts in the various views:  
         [0054]    [0054]FIG. 1 is an elevation view of the necessary components of the E-V and block schematic representations of the in roadway recharge system, from the left side.  
         [0055]    [0055]FIG. 2 is a diagram of the relative positions of FIGS. 3, 4, and  5  elevational views and of FIGS. 7, 8 and  9  plan views with front elevational view position of FIG. 11 shown also.  
         [0056]    [0056]FIG. 3 is a front portion elevational left side view (with phantom lines for body and portions cut-away for clarity). Also shown are the locations of cross sectional cut away views for FIGS. 10, 11 and  12 .  
         [0057]    [0057]FIG. 4 is a side elevational view of the left center ⅓ portion of the invention with phantom lines for a body and parts cut-away for clarity (showing some of the retractable arm assembly, roadway bus cut-away, and secondary energy storage system.  
         [0058]    [0058]FIG. 5 is an elevation view from the left side of the rear one-third of the present invention (with phantom lines depicting the cut-away body, and tires cut-away) to show possible flywheel/battery and main battery orientation. This view shows the location of viewpoint for FIG. 13.  
         [0059]    [0059]FIG. 6 is a simplified plan view schematically showing the functional relationships of the energy conversion, storage and transfer components with details omitted or cut away for clarity.  
         [0060]    [0060]FIG. 7 is a plan view of the front one third view of the invention, with portions broken away, omitted or shown partially in section for clarity.  
         [0061]    [0061]FIG. 8 is a plan view of the middle one third of a preferred means of locating additional storage devices with portions cut-away for clarity.  
         [0062]    [0062]FIG. 9 is a plan view of the rear one third of the invention showing the sub-carriage means, with portions cut-away for clarity and the relative location of where FIG. 16 is to show.  
         [0063]    [0063]FIG. 10 is a front sectional view of the primary energy storage system assembly showing notches in the incremental release devices.  
         [0064]    [0064]FIG. 11 is a sectional view from the front of the automatic release mechanism (with front bumper omitted and some hardware scaled up for clarity).  
         [0065]    [0065]FIG. 12 is a sectional view from the rear of the primary energy storage system showing a contemplated recharge drive means on one side and a cut-away to show the mechanical linkage method on the other side.  
         [0066]    [0066]FIG. 13 is a view from the bottom of the flywheel/battery bottom gear as indicated on FIG. # 5 .  
         [0067]    [0067]FIG. 14 is a partially fragmented cut-away enlarged side view of the flywheel/battery assembly and associated peripherals (as indicated in FIG. # 5  by the circle of phantom lines) with portions broken away or omitted for clarity.  
         [0068]    [0068]FIG. 15 is an enlarged cutaway view of the flywheel/ battery pivot ball mount and the power take off gearing means.  
         [0069]    [0069]FIG. 16 is a partially fragmented cut-away plan view of the flywheel/battery and actuators as indicated by circle in FIG. 9.  
         [0070]    [0070]FIG. 17 is an enlarged cutaway view of the integral cells from the top showing plates (a reduced number of plates is shown for clarity).  
         [0071]    [0071]FIG. 18 is an enlarged exploded isometric view of the energy storage device, the automatic release/restraint assembly; and charging bolt.  
         [0072]    [0072]FIG. 19 is a flow chart view, of the preferred embodiment of the invention in conjunction with functional block diagram showing a diagram of the major components into system categories. 
     
    
     DETAILED DESCRIPTION  
       [0073]    Referring more specifically to the drawings, the E-V Range Extender recharge-on-the-go apparatus is broadly designated by the number  20  (FIG. 1). With attention initially directed to an impact absorbing apparatus referencing my U.S. Pat. No. 5,947,538 IMPACT ABSORBING APPARATUS adapted to be mounted and used as a primary mechanical stored energy system  777  and secondary mechanical stored energy systems  778  and  779 , for left and right respectively, for an E-V  30  is shown. The apparatus  20  comprises multiple custom mounting means  50 ,  51 ,  52  that is fitted to the perimeter of an E-V  30  (or in higher power applications, the custom mounting means can be mounted at roof and serve also as a passenger safety roll cage). A rigid chassis  91  is affixed to (or part of) the custom mounting means  50 . A slide assembly  47  (FIGS. 10 &amp; 12) is suspended from the chassis  91  and slidably captivates a longitudinally displaceable ram assembly  616  (FIGS. 3 &amp; 10). The ram assembly comprises a power drive ram return spring  850  (FIG. 3) and an impact absorbing bumper  34 . The impact absorbing bumper  34  is exposed for contact at the front of the E-V  30  and is securely mounted to the ram  616 .  
         [0074]    A wound band assembly  200  (FIG. 19) is fitted to the chassis  91  and is dynamically coupled to the slide assembly  47 . Lever means  56 ,  58 , (FIG. 3) hang downwardly at each side of the chassis  91 , each lever means having top ends pivotally coupled to the chassis  91 , intermediate portions adapted to be pivotally coupled to the wound band assembly  200 , and end portions hanging downwardly. Compression absorber means  70  (FIG. 3) are disposed at each side of the chassis  91  and are pivotally connected to and between the end portions of the lever means. The lever means provide a mechanical advantage reduction in conjunction with the band assembly, as the shock absorbers have only a limited range of deflection in which energy may be dampened. In a contemplated embodiment the wound band assembly  200  may be located on the lever ends and the compression absorber means  70  located at the present wound band location to put the wound band below the floor of the E-V for space savings.  
         [0075]    The chassis  91  (FIGS.  3 - 5 ) is generally rectangular comprising a pair of parallel sides  54  and a front  53  and a rear  52 . The rear  52  is fabricated by attachment mount  101  to allow the attachment of the flywheel/battery ball and socket support  410  (FIG. 14). The kick-start brace  220  is secured to the rear  52  of the chassis  91  by welding mount  221 . The flywheel/battery radial bearing assembly  425  (FIG. 14) is mounted on upper end of shaft between positioning lock rings. The bearing  428  has its outter diameter resting snug inside an elastic damping material  426  and is protected by a cover  429 . (A standard means for greasing is contemplated but not shown).  
         [0076]    Captured and pinned at the lower end hole terminals  113  of the lever means  56 - 63  are the progressive compression absorber assemblies  70  with automatic release means  90  (FIG. 3). The progressive compression absorber assembly  70  is shown in greater detail (FIG. 18). Indexed by the shoulder bolts  92  are the release means  90  (FIG. 10) such that half of the automatic release assembly is on one side and the other half is on the other.  
         [0077]    These absorber aligning bolts  74  (FIG. 18) are used to maintain the compression load on the absorber  70 . The absorber is brought to desired tension by tightening the compression charging bolt  601  (FIG. 3) with a recharging tool wrench  602  (Spring Recharge tool: The Torque Machine  
         [0078]    Hytorc®, Division Unex Corp; 333 Rte 17 North,  
         [0079]    Mahwah, N.J. 07430  
         [0080]    (or) ALDON Gatemaster II Assembly® “Torque Wrench” with: Rigid electric pipe threader power assist) until setpoint is indicated by the primary and/or secondary mechanical stored energy system arms torque/limit switches  754  through  769  respectively. Then the recharging tool wrench  602  is backed out of the way according to circuit logic and the locking means maintains the compression force. The locking means  90  (FIG. 10) is then rotated enough for the shoulder bolts  92  to align with the shoulder bolt assembly orifices  27 .  
         [0081]    The shoulder bolts  92  (FIG. 18) are sized to tighten snug to the oval mounting slots  306  centered vertically in face  308  but not compressing the upper catch  94  (FIG. 10) and the lower catch  96  respectively to allow freedom of movement to engage the area between the bolt adjustment  278  and the outboard plates  76  as the progressive compression absorber assembly  70  is compressed. To assure that the upper catches  94  and the lower catches  96  respectively engage when the progressive compression absorber assembly is compressed the engagement springs  100  (FIG. 10) are attached, stretched at back  316  along the opposite edge from the absorber aligning bolt to form the locking means  90  (FIG. 10). An identical/matched locking means is similarly mounted for each stacked portion of the systems  777 - 779 .  
         [0082]    The wound band assembly  200  (FIG. 19) is a special block and tackle device to transfer the compressed energy load from the systems  777 - 779  through a ratio to increase the speed and distance that the systems  777 - 779  would be able to use the energy to initiate surge drive motion to the flywheel  400  (FIG. 1). This wound band assembly  200  has an elongated band  210  (FIGS. 7 &amp; 8) that attaches chassis  91  by the end plate  220 . Band  210  then progresses over guide pulley  240  (FIG. 7) before going to the end  250  where it is secured to the springed ratchet winch  525  (FIG. 3). The springed ratchet winch  525  is mechanically linked to the ram end  252  by spring-loaded shackle dog assembly  256  with tangs  276  and mounting hardware  221 .  
         [0083]    The ram slide assembly  47  slidably contains ram  36  under the wound band assembly  200 . The positioning spring  850  works in conjunction with spring  302  and saw tooth engagement means  304  (FIG. 3) to assure that any loose protrusion of the ram and bumper is minimal and that slack in the wound band will be retracted by the springed ratchet winch  525  containing the spring loaded shackle dog is mechanically engaged with the saw tooth engagement means before the automatic release assembly catch  527  is released.  
         [0084]    The automatic release assembly catch  527  is released by the offset cone-tipped camshaft  530  as the offset cone-tipped camshaft is advanced into a notch  531  (FIG. 10) between the upper and lower portions of the automatic release assembly. The offset cone-tipped camshaft is selectively driven on demand by a auxiliary powered means  532  and a power transfer means (schematically represented here) as the path of a chain  533 .  
         [0085]    Now referring to FIG. 17, the components of a battery  400  are housed in the flywheel container  433 . The positive plates  405  and negative plates  406  and separated by torque separators  413 . The positive and negative plate connectors  418  and  419  respectively are to connect the plates of the same polarity of each specific cell in parallel. The cells are connected in series in a bank with the most negative− and the most positive+ lead  420  going out to connect to the slip ring  408  and the negative to  409 .  
         [0086]    The components of the Electric Vehicle Range Extender apparatus  20  are normally spaced near the chassis  91  (FIGS. 3, 4 &amp;  5 ) of the E-V  30 . The primary ram  616  is ideally down the longitudinal center of the E-V  30  at approximate bumper height; the absorbers  70  are located on each side, of the wound band described in the IMPACT ABSORBING APPARATUS patent; the battery carrier  820  is trailing from a pivoting column assembly  825  (FIG. 9) preferably located forward of the rear wheels with the retractable sliding contact group assembly  705  (FIG. 8) ideally in front of that. An absorbing front bumper  34  is mounted perpendicular to ram  616  to allow the necessary clearance with the E-V front end  40 .  
         [0087]    Ram  616  extends from the front bumper to the rear of the spatial area between the absorber assemblies (multiple secondary energy absorber assemblies  778  and  779  are contemplated, as space permits and total energy requirements grow). The bumper  34  is supported by and gets its crashworthiness from the ram  616  (FIG. 3). The ram is oriented in a longitudinal direction along the approximate center of vehicle except when more than one unit is required; and/or when the particular application has this space already allocated to other uses and more than one is used to compromise for available space. The ram  616  is slidibly mounted to the bumper  34  and to the spring loaded shackle dog assembly  250  (FIG. 7) to assure that the dimensional requirements of the ram protrusion standards are met and that tension on the wound band assembly  200  is maintained a ram mounted spring  850  will disengage the dog assembly  304  while unloaded to allow the bumper to be pulled inward by spring  850  so bumper won&#39;t continue to stick out too far.  
       OPERATION  
       [0088]    The operation of my Electric Vehicle Range Extender can best be seen in (FIG. 1). The compressed absorber number  70  is compressed by the compression charging bolt  601  and is also shown in the charging position.  
         [0089]    Normally, the roadbed mounted power buswork  700  supplies power from a utility distribution grid (not shown but assumed available). This power is brought onboard the vehicle through the power contacts and hardware assemblies  725 ,  727 , and  729  so that it will be available to energize the recharging tool  395  which is typical of a commercial-off-the-shelf gear drive motor. This motor  610 /recharging tool converts the power from the distribution grid to mechanical motion with a gear reduction sufficient to turn the recharging tool socket wrench  602  a power transmission link (i.e. nut) between the mechanical drive means  619  and the charging bolt  601 .  
         [0090]    The bolt threads into the recharging tool socket wrench  602  to cause the compression of the absorber. The thrust resistant socket assembly with thrust washer  605  allows the rotation between the wrench  602  and the bolt  601  which is a part of plate  77  and has reaction arms  368  and  370  to resist the torque of the wrench  602  on the bolt  601 ; and the assembly  605  accommodates the axial pressure of compression due to its threaded position.  
         [0091]    The primary ram  616  is shown in a partially compression location. Similarly, the visible leg links for support to absorber assembly numbers  56 ,  58  are shown moved in response to compression tension on the progressive absorber assembly apparatus. For clarity of the drawing the small deviation of absorbers were not shown (but was explained more fully in my referenced U.S. Pat. No. 5,947,538 IMPACT ABSORBING APPARATUS).  
         [0092]    As the compression charging bolt  601  (FIG. 18) is tightened by the recharging tool wrench  602  and thrust resistant assembly with thrust washer  605  captured between head of compression charging bolt  601  and absorber collar by charging motor  610  (FIG. 12). The torque of the charging tool is countered by reactive arms  782  &amp;  783  and stop bars  104  (FIG. 10). Ram  616  is pulled inward by the ram return spring  850  and slides, while contained by the ram slide assembly  47 , so that the elongated band  210  of the wound band assembly  200  is slacked. The slack of band  210  causes the winch assembly  525  to wind to compensate for the reduced distance required by the wound band between pulley axles  285  and  284  (ref. FIG. 7 of IMPACT ABSORBING APPARATUS patent) to decrease pulling the lever arms  56 ,  58  together thereby compressing the progressive absorber  70  from both directions. The ram track assembly  47  (FIG. 10) maintains and directs the ram&#39;s  616  travel response.  
         [0093]    As compression occurs, absorber aligning bolts  74  become slack. Then, any further compression adds more slack between the automatic release assembly  90  and the progressive absorber pre-load plate number  76  until the support of the adjustment tool  278  (FIG. 10) is over come and the locking means  90  engage by clamping the absorber tensioning bolts  74  (FIG. 18) inboard of the adjusting tool.  
         [0094]    The winch assembly  525  engages sawtooth gear  304  in response to the forward movement of the ram  616  during spring return. The dog assembly  525  is in one direction slidibly mounted to ram  616  with spring  302  to allow one way movement of ram  616 . The winch assembly  525  is adapted to lock in the depression  306  of the sawtooth  304  thereby further restricting any lost energy of the ram  616  when the compressed progressive absorber assembly is released. (Contemplated is an actuator device to adjust the ram position within more attractive parameters and to allow ram to be automatically extended to the maximum just prior to frontal impact for added travel distance and increased safety).  
         [0095]    When selected manually or upon receipt of a contemplated signal (such as “Drop in Loaded Battery Voltage” or “Power Demand High” and “Zero Speed Flywheel”—for the secondary mechanical stored energy systems or “Secondary Storage Depleted”) is received, then, the Auxiliary Powered Means  532  is energized to cause rotation of the idler gearing  543  which in turn rotates the release mechanism sprockets  535 - 542 . The automatic release assembly catches  527  are mounted in similar stacks onto the release assembly bracket  315 . As the sprockets  535 - 542  turn, the offset cone-tipped camshafts  530  is threaded axially into the notch  531 . This spreads the first catch halves apart while flexing the bent leaf spring  528  on the respective catches.  
         [0096]    The extra clearance provided by the spread out halves allows the restraint collar  316  to slip one increment down the stack to another catch where it rests until the offset cone-tipped camshaft spreads another catch out of the way on the next subsequent power release. This allows the compressed absorber assemblies to expand which moves the lever means to pivot slightly, which controls the distance between the pulleys and because of the mechanical advantage of the block and tackle, the resulting movement is faster and further.  
         [0097]    The secondary rams when incrementally released, slam forward and toggles the flywheel bottom gear striker lever  471  (FIG. 15) to spin the flywheel as the dogged cam driver  445  (FIG. 14) engages the flywheel gear  471  on power stroke. The flywheel/battery  400  then in motion, continues to spin and set in motion the flywheel/battery drive gear  437  and an array of gears to adapt the rotation speed with generator/alternator  464  (FIG. 19) mechanical power requirement. The rotating generator/alternator then supplies recharging current to the main battery portions  821 A-E via battery charging circuit  391  (FIGS. 4 &amp; 19). Battery Charger:  
         [0098]    Model BC6600 6.6 kW Charger  
         [0099]    Solectria® Corporation; 33 Industrial Way  
         [0100]    Wilmington, Mass. 01887-3433 (or similar for example)  
         [0101]    Also, an Automatic Transfer Switch:  
         [0102]    ASCO Power Technologies®, LP; Florham Park, N.J. 07932, (or similar for example) sectionalizes one or more portions of the main battery and replace with the equivalent amount of battery capacity from the flywheel source, for a short time and then, restore the first and sectionalize another out of service until all main battery portions have had a period of continuous duty interrupted.  
         [0103]    When the Flywheel has lost a substantial amount of its power, a switching means, such as a centrifugal switch or zero speed proximity switch  749  (FIG. 9) or the like works in conjunction with a selectable switch (not shown), which closes to start the auxiliary powered means to drive the cam to initiate the release the next increment of power, as stated above (unless the vehicle is not moving, at which time the permissives are locked out by a lockout switch (not shown). (A contemplated safety interlock “lockout” switch, requiring that the vehicle be moving, is contemplated to prevent the release of the next increment of power while the vehicle is at rest so the bumper won&#39;t jump out and hit a pedestrian while the E-V is waiting at a crosswalk).  
         [0104]    Since the flywheel would otherwise cause objectionable gyroscopic problems related to the maneuverability of the E-V if it were solidly mounted; the flywheel assembly  400  which is spinning about a vertical axis supported by a ball and socket assembly  475  (FIG. 15) with PTO beginning at the center of the ball. The flywheel/battery spins, expending its energy through drive gear (or constant velocity joint) spline  437  and PTO assembly  441  to the generator/alternator  464  to feed power to the battery charger  391 . The battery charger charges the main battery  821  (FIG. 5) to power the E-V drive motor(s)  394  (FIG. 19). (Electric motors such as Solectria® or Unique Mobility® motors).  
         [0105]    The pivoting mechanical portions of the retracting sliding contact group are similar to that described in the referenced patent Helicopter External Load Suspending Apparatus U.S. Pat. No. 5,788,186. Also the suspension for the sub-carriage is pivotally mounted on a suspension similar to that shown in the referenced patent Helicopter External Load Suspending Apparatus to allow better management of the flywheel inertia and gyroscopic problems by maintaining a separate traction surface on the roadway flexible from the pulls of the flywheel axis. (Contemplated other uses of the said patent for this are: user friendly, tool accommodating quick disconnects for the main battery power leads to allow quick disconnect and still maintain a constant minimum contact pressure; and as a width articulated suspension for a set of wheels for higher mobility applications).  
         [0106]    The flywheel/battery  400  having a spherical ball and socket support assembly  475  (FIG. 15) with bolts  491  through a flange  490  welded to the flywheel support tower, defining the pivot point of the stationary end of the rotational axis  399 , and a radial bearing  428  with elastic material  426  on the leverage end  403 . The flywheel is set into motion by the striking of the bottom drive gear  471  (FIG. 13) and as the flywheel continues to rotate the power take off assembly  441  transmits the motion to the battery charger  464 . The elastic material  426  tends to absorb vibrations due to any electrolyte unbalance and some small transient conditions.  
         [0107]    The longitudinal and transverse actuators  485 ,  486  (FIG. 16) respectively provide an active response to larger transient conditions such as encountered with sharp turns and hills while the flywheel is in motion, and is contemplated to provide benefits for predicted high performance handling enhancements receiving input from engageable road surface traction sensors, loss of spring load on suspension, and sharp turn in the prohibited direction of the steering wheel, and correctable body roll.  
         [0108]    From the foregoing, it will be seen that this invention is one well adapted to obtain all the ends and objects herein set forth, together with other advantages which are inherent to the structure.  
         [0109]    It will be understood that certain features and sub-combinations are of utility and may be employed without reference to other features and sub-combinations. This is contemplated by and is within the scope of the claims.  
         [0110]    As many possible embodiments may be made of the invention without departing from the scope thereof, it is to be understood that all matter herein set forth or shown in the accompanying drawings is to be interpreted as illustrative and not in a limiting sense.