Abstract:
A motorized-generator power system utilizes a constant-speed internal combustion engine to operate an electric generator. Electrical power from the generator operates an electric vehicle drive motor as well as charging a battery power pack. A drive motor controller provides control over the rotational speed of the drive motor and stored electrical energy in the battery power pack may be used to power the vehicle drive motor when the internal combustion engine is shut down. A suspension system is also provided to raise and lower the vehicle for clearance and flood-avoidance requirements.

Description:
RELATED APPLICATIONS 
     The present application claims priority under 35 U.S.C. §119(e) to U.S. Provisional Patent Application Ser. No. 61/664,110, filed Jun. 25, 2012, which is incorporated by reference herein for all that it contains. 
    
    
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The present invention relates to motorized vehicles, and more specifically, to vehicles powered by electric motors. More specifically, the present invention relates to a motorized vehicle utilizing an electric motor that relies upon electrical energy of a generator powered by the internal combustion engine or through the discharge of storage batteries charged by that generator. 
     2. Description of the Related Art 
     Motor vehicles consume fuel on an operating/time basis. Since most are utilized for travel, miles per gallon is frequently calculated to determine engine efficiency; although such calculations could also be done on a gallons per time basis as well. 
     The growth of the Chinese and Indian economies has also resulted in a dramatic increase in the demand for fossil fuels—by some calculations this demand has tripled over the past few years. There is some concern that demand will outstrip supply, since the output in many known oil fields is falling, and supply is frequently dependent on oil fields located in areas of armed conflict. 
     There is also concern by some of a global warming problem due in large part to the combustion gases of fossil fuels. Such warming is viewed as a threat to the environment now, as well as for future generations. A need exists to reduce the present consumption levels of fossil fuels, while simultaneously seeking alternative sources of energy. 
     SUMMARY OF THE INVENTION 
     As discussed previously, fuel consumption relates both to distance traveled as well as the period of time of engine operation—for example so many gallons of fuel per hour of engine operation. In accordance with the present invention by eliminating the distance variable a large savings of energy can be obtained. For example, if a motor of a certain horsepower burns fuel at the rate of 1 gallon of fuel per hour, 5 gallons of fuel will be burned regardless of whether 5 hours brought you 5 miles or 500 miles. 
     In a further aspect of the present invention a motorized-generator power system, comprising: a constant-speed internal combustion engine operatively connected to a rotating drive shaft; an electric generator in rotative communication with said rotating drive shaft, wherein rotation of said rotating drive shaft results in the generation of electrical energy by said electrical generator; a batter power pack in electrical communication with said electric generator, wherein a select amount of electrical energy generated by said electric generator charges said battery power pack; a vehicle drive motor in electrical communication with both said electric generator and said battery power pack, wherein the generation of electrical energy by said electrical generator or through the discharge of said battery power pack is communicated to said vehicle drive motor and results in the rotation of a drive shaft of said vehicle drive motor; and a drive motor controller in electrical communication with said vehicle drive motor in a manner providing selective control over rotation of said drive shaft of said vehicle drive motor. 
     It is to be understood that the invention is not limited in its application to the details of construction and the arrangement of components described hereinafter and illustrated in the drawing figures. Those skilled in the art will recognize that various modifications can be made without departing from the scope of the invention. 
    
    
     
       DESCRIPTION OF THE DRAWINGS 
       Embodiments in accordance with the present invention are described below in connection with the accompanying drawing figures. 
         FIG. 1  is a partial perspective view of a motorized-generator power system in accordance with the present invention. 
         FIG. 2  is a partial perspective view, with portions shown in phantom, of the motorized-generator power system of  FIG. 1  as received within an engine compartment of a motor vehicle in accordance with the present invention. 
         FIG. 3  is a side elevation view of a motor vehicle having a suspension system in accordance with the present invention. 
     
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS 
     Reference is now made to the drawings wherein like structures refer to like parts throughout. In  FIG. 1  a motorized-generator power system  10  includes a one-cylinder internal combustion engine  14  that is preferably sized to provide a 10-horsepower output. A rotating drive shaft  18  extends from the one-cylinder engine, terminating in a twin-belt drive pulley  22 . As presently contemplated a first one of the two belts  24  is attached to a first driven pulley (not shown in  FIG. 1 ) that in turn drives an electric generator  32  used to provide electrical energy to one or more drive motors  38 . In a presently preferred embodiment only one of the drive motors  38  is provided, with power directed to each of the vehicle wheels through a transmission system (not shown in  FIG. 1 ). 
     A second belt  42  is attached to a second driven pulley that in turn drives an alternator  48 , which supplies electrical energy for use by various vehicle electrical systems—such as headlights, electrically-powered instruments, and the like (not shown in the Figures). 
     The present invention contemplates operating the one-cylinder engine  14  at substantially the same engine speed, powering the electrical generator  32  and the alternator  48 , regardless of the speed at which the vehicle moves. As discussed above, vehicle movement is the result of supplying electrical power to the individual vehicle drive motors  38  that in turn drive the vehicle wheels. The fuel consumption by the one-cylinder engine is thus substantially unrelated to vehicle speed, consuming essentially the same amount of fuel whether the vehicle is at rest or moving forward at a high rate of speed. 
     An electric motor drive shaft  54  extends from the vehicle drive motor  38 , attaching to a vehicle wheel transmission or to a vehicle wheel if direct-drive. To maintain the vehicle drive motor  38  within optimum operating temperatures two cooling systems are preferably provided. As with many electrical motors air is passed through the motor to carry off heat generated during motor operation. In  FIG. 1  air enters the drive motor  38  through a cooling air intake  58 . After passage through the motor the warmed air exits through a discharge opening  64  located at a substantially opposite end of the outer casing from the air intake  58 . The discharge flow of cooling air from the drive motor  38  is indicated by arrows A. 
     The present invention also contemplates the use of a liquid coolant to assist in maintaining an optimal operating temperature for the drive motors  38 . Liquid coolant is circulated within the drive motor  38 , entering through a coolant intake  68 , passing through one or more heat exchange jackets (not shown), and emerging through a coolant discharge  72 . The warmed liquid coolant is then circulated through an external heat exchanger/radiator prior to circulation back through the electrical drive motor  38 . This recirculating flow of liquid coolant through the drive motor  38  is depicted by intake arrow B and discharge arrow C. 
     Control of vehicle speed is provided using a control cable  78 . Attached at one end to a control mechanism, such as a pedal, the control cable  78  communicates the control-inputs of the vehicle operator—to speed up or slow down the rotation of the drive motor  38  and thereby speed or slow the vehicle. The speed control cable  78  is connected to drive motor controller  84 . A return spring  86  is shown attached to the motor controller  84  to spring-bias the motor controller  84  to an idle position when pressure applied by the control cable  78  is relaxed. Of course, control of the drive motor  78  can be entirely electronic and not the mechanical controller  84  depicted in  FIG. 1 . Additionally, whether mechanical or electronic, once the vehicle operator applies pressure to the brake pedal the electrical motor is temporarily disconnected from the transmission, with reconnection occurring once pressure is lifted from the brake pedal. 
     As previously discussed the electrical generator  32  obtains power from the 10-horsepower one-cylinder engine  14  through the twin belt pulley  22  and the first of two belts  24 . A power supply conduit  92  preferably extends between the electrical generator  32  and the drive motor  38  to provide a more protected and secure electrical connection between the generator and the motor. The vehicle power train thus encompasses the one-cylinder engine  14 , the drive pulley connection to the electrical generator  32 , which in turn is electrically connected to the vehicle drive motor  38  using a safe, power supply conduit  92 . 
     As mentioned, the alternator  48  provides electrical energy to all of the vehicle subsystems, not including the electrical drive motor(s)  38  that power the vehicle. Power for the generator  48  is delivered through the twin belt pulley  22 , the second belt  42 , and the second driven pulley from the 10-horsepower one-cylinder engine  14 . The alternator  48  is also electrically connected thorough a pair of electrical cables  94  to a vehicle battery  96  for energy storage. In addition to powering vehicle accessories, the vehicle battery  96  is also used to provide the power to energize an electrical starter motor  98  used to start the 10-horsepower one-cylinder motor  14 . 
       FIG. 1  illustrates one manner of connecting the electrical starter motor  98  using a pair of starter motor gears  104  to engage the drive shaft  18  of the one-cylinder engine  14  with the starter motor shaft  108 . When energized the electrical starter motor  98  rotates the starter motor shaft  108  and the meshed starter motor gears  104  cause the drive shaft  18  to rotate until the one-cylinder engine  14  itself starts and begins running under its own power. The starter motor gears  104  then disengage and the electrical starter motor  98  is no longer energized. 
     The present invention also contemplates battery-powered vehicle motion using the vehicle battery power pack  112  that is charged by the electrical generator  32  through a charging line  116 . Once the vehicle is in motion and up to speed a vehicle operator can switch on an “economy” mode that shuts off the one-cylinder engine  14  and connects the vehicle battery power pack  112  to the vehicle drive motor  38  through a power pack transmission line  118 . In this mode the vehicle drive motor  38  continues to power and drive the vehicle using only stored battery power. 
     While in the “economy” mode once 75% of the stored energy has been consumed, the one-cylinder engine  14  automatically starts and provides electrical energy to the drive motor  38  and recharges the battery power pack  112 . This power-down and re-charge cycle continues while the vehicle remains in the “economy” mode. 
     A vehicle engine compartment  128  is shown in  FIG. 2  having a lockable hood  132  (shown up-raised in  FIG. 2 ) to provide a secure compartment to protect all of the engine components shown within the engine compartment  128 . An air supply passageway  136  enables the flow of outside air into the engine compartment  128 , providing combustion air for the one-cylinder engine  14 . An exhaust air passageway  138  is likewise provided to enable the expulsion of air from within the engine compartment  128 . In a presently preferred embodiment a fan  142  is provided adjacent the interior opening of the air supply passageway  136  to enhance the flow of outside air into the engine compartment  128 . A coolant radiator  146  is preferably provided in the conventional location to enhance cooling of the fluid after passage through the vehicle drive motor  38 . 
     Although not shown in  FIG. 2 , a mechanical connection is provided between the vehicle drive motor  38  and the vehicle transmission (not shown) that is located outside of the engine compartment  128 . Additionally, the engine compartment  128  also provides a preferred location for the battery power pack  112 , placing it substantially adjacent the electrical generator  32  for charging and for powering the vehicle drive motor  38 , enabling motor-off operation. 
     The engine compartment  128  is preferably of a two-layer construction, the outer layer made of steel and the inner layer fabricated using a high-temperature resistant plastic material. The lockable hood  132  preferably sealingly engages with the engine compartment  128 . The hood  132  preferably includes a sealing gasket (not shown) fabricated out of a soft, high temperature-resistant rubber that creates a secure seal with the opening edge of the engine compartment  128 . It is intended that upon closing the lockable hood  132  the engine compartment  128  is substantially sealed from the outside environment, with no air or water entry into the compartment except by passage through the engine air supply passageway  136  and the exhaust air passageway  138 . 
     The inventive power system may appropriately be installed in a sport utility vehicle (“SUV”)  154  shown in  FIG. 3  (note the optional inclusion of additional battery power packs  112  located adjacent the chassis frame). Also shown is a suspension system  158  consisting of hydraulics (not shown) that power wheel struts  164  to enable the raising and lowering of the vehicle  154  (depicted by Arrows D). An extendable drive shaft  168  (extending in the directions of Arrow E) is provided to enable rotation of the vehicle wheels regardless of the vertical position of the vehicle  154 . An optimum operating/traveling configuration suggests that the suspension system be capable of raising the vehicle approximately 1.5 meters raised—such as might be required when operation of the vehicle is required during flooding. 
     The engine compartment  128  is preferably fabricated having an outer steel layer overlying an interior plastic layer having a high electrical resistance (poor electrical conductor). The various electrical components rest upon this non-conductive layer. A soft, high temperature-resistant rubber material is used at the top to connect the inner plastic layer with the outer steel layer. In a presently preferred embodiment an exhaust pipe (not shown) extends from the container and directs the flow of the exhaust gasses from the 10-horsepower motor within the container to a vehicle muffler (not shown) for discharge. 
     My invention has been disclosed in terms of a preferred embodiment thereof, which provides a motorized generator-powered electric car that is of great novelty and utility. Various changes, modifications, and alterations in the teachings of the present invention may be contemplated by those skilled in the art without departing from the intended spirit and scope thereof. It is intended that the present invention encompass such changes and modifications.