Abstract:
A system and method for controlling the operation of an electrically operated vehicle. The system comprises a digital commutation system for charging electric vehicle batteries. That system includes an electromagnet, an electromagnet status sensor, and a controller. The electromagnet is coupled to a crankshaft and configured both to receive a current from the batteries and to supply charge to them The electromagnet status sensor is configured to detect a status of the electromagnet and the controller is configured to control coupling of the electromagnet to batteries based on the detected electromagnet status as well as to monitor the current received by and the charge supplied from the electromagnet. The method includes supplying a current to the electromagnet, producing a electromagnetic field in the electromagnet winding, pulling the electromagnet core into the winding, and then collapsing the electromagnetic field, capturing and storing the charge corresponding to the collapsed field.

Description:
TECHNICAL FIELD 
       [0001]    Embodiments of the present disclosure are generally related to battery electric vehicles (BEV) and more particularly to charging systems for BEVs. 
       BACKGROUND 
       [0002]    Electric automobiles, such as battery electric vehicles (BEVs), are gaining widespread popularity because of increased oil prices and concerns regarding the reduction of greenhouse gases. Typically, a BEV includes an onboard battery connected to an electric motor. The battery provides necessary voltage to the electric motor and the electric motor, in turn, converts the electric energy stored in the battery into mechanical energy for moving the vehicle. Generally, once the electric charge in the battery is depleted, the on-board batteries are recharged using specialized wired or wireless charging stations. 
         [0003]    Even though BEVs greatly reduce greenhouse gases and utilize a cleaner energy source than conventional vehicles do, most people are hesitant to buy electric vehicles. The main reason for this hesitation lies in the BEV battery pack. Unlike conventional vehicles, which require a maximum of a five minute stop for refueling, electric vehicles may require anywhere between 3-12 hours for a complete battery recharge. Moreover, charging stations are not as readily available as refueling stations. In addition to these problems, another major issue with electric vehicles is the distance they can travel before they require recharging. Even on a complete charge, most electric vehicles can only travel about 60 miles before they require recharging. 
         [0004]    Many automobile manufacturers are attempting to overcome these battery-related problems. For instance, some manufacturers have developed superior battery technology that may allow vehicles to travel up to 120 miles per charge. These batteries, however, are very expensive. Other manufacturers have invented technologies to recharge the battery with the energy dissipated from braking, termed regenerative braking. The regenerative braking method of recharging, however, is typically effective in cases where the vehicle brakes frequently, as, in city peak-hour traffic, but it has proved ineffective in suburban or rural areas. Accordingly, even given the advancest in battery technology and the use of regenerative braking to recharge batteries automatically, there exists a need for battery charging systems that can reduce the charging frequency and increase the distance traveled per charge. 
       SUMMARY 
       [0005]    An aspect of the present disclosure is a digital commutation system for charging one or more batteries of an electric vehicle. That system includes an electromagnet, electromagnet status sensor, and a controller. The electromagnet is coupled to a crankshaft of the electric vehicle and configured to be operatively coupled to the one or more batteries to receive a current from the one or more batteries and supply charge to the one or more batteries. The electromagnet status sensor configured to detect a status of the electromagnet. The controller is configured to control coupling of the electromagnet to the one or more batteries based on the detected electromagnet status as well as to monitor the current received by the electromagnet and the charge supplied from the electromagnet. 
         [0006]    Another aspect of the disclosure is a process for charging a battery of an electric vehicle. That process includes supplying a current to an electromagnet, the electromagnet comprising an electromagnetic winding and a core present within the winding, where the core is coupled to a crankshaft of the vehicle and where supply of the current is controlled by a controller. The process also includes producing an electromagnetic field, in the electromagnetic winding, based on the supplied current, and then forcing pulling the core into the electromagnet based on the produced electromagnetic field. Then the process collapses the electromagnetic field by ceasing supply of the current to the electromagnet via the controller, storing a charge corresponding to the collapsed electromagnetic field. 
         [0007]    Yet another aspect of the disclosure is a vehicle operating under electric power, the vehicle comprising a digital commutation system for charging one or more batteries of an electric vehicle. That system includes an electromagnet, electromagnet status sensor, and a controller. The electromagnet is coupled to a crankshaft of the electric vehicle and configured to be operatively coupled to the one or more batteries to receive a current from the one or more batteries and supply charge to the one or more batteries. The electromagnet status sensor configured to detect a status of the electromagnet. The controller is configured to control coupling of the electromagnet to the one or more batteries based on the detected electromagnet status as well as to monitor the current received by the electromagnet and the charge supplied from the electromagnet. 
     
    
     
       BRIEF DESCRIPTION OF THE FIGURES 
         [0008]      FIG. 1  is a block diagram illustrating an exemplary electric vehicle according to embodiments of the present disclosure. 
           [0009]      FIG. 2  is a block diagram illustrating an exemplary charging system according to embodiments of the present disclosure. 
           [0010]      FIG. 3  illustrates an exemplary process for charging batteries of the electric vehicle according to embodiments of the present disclosure. 
           [0011]      FIG. 4  illustrates an exemplary process for charging batteries of the electric vehicle according to another embodiment of the present disclosure. 
           [0012]      FIG. 5  is a block diagram illustrating another exemplary charging system according to embodiments of the present disclosure. 
           [0013]      FIG. 6  is a block diagram illustrating yet another exemplary charging system according to embodiments of the present disclosure. 
           [0014]      FIG. 7  illustrates a typical crankshaft. 
           [0015]      FIG. 8  illustrates an exemplary axle of the electric vehicle with the exemplary charging system of  FIG. 6 . 
       
    
    
       [0016]    While the invention is amenable to various modifications and alternative forms, specific embodiments are shown by way of example in the drawings and are described in detail. It should be understood, however, that the drawings and detailed description thereto are not intended to limit the invention to the particular form disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives falling within the spirit and scope of the present invention as defined by the appended claims. 
       DETAILED DESCRIPTION 
       [0017]    Embodiments of the present disclosure are related to battery electric vehicles (BEVs) and systems and methods for charging batteries of electric vehicles. More particularly, the methods and systems are configured to recharge the battery of the electric vehicle while the vehicle is in motion. To this end, instead of using an electric motor to power the vehicle, embodiments of the present disclosure utilize an electromagnet-plunger assembly to power the vehicle. Moreover, the battery of the vehicle may be recharged from the same electromagnet-plunger assembly. 
         [0018]    It will be noted that even though embodiments of the present disclosure are described with respect to electric vehicles, the application of the systems described herein is not restricted to electric vehicles. Instead, these charging systems may be utilized in numerous other applications as well. For instance, the charging systems may be employed in hybrid vehicles, in a power plant, in agricultural equipment, and in mining equipment without departing from the scope of the present disclosure. 
         [0019]      FIG. 1  illustrates an exemplary electric vehicle  100  according to embodiments of the present disclosure. The electric vehicle may be an automobile, an all-terrain vehicle, a sport utility vehicle, a watercraft, or any other suitable vehicle, all within the scope of the present disclosure. In the presently contemplated embodiment, the vehicle  100  is an automobile. 
         [0020]    Accordingly, the vehicle  100  includes four wheels with two front wheels  104  and two rear wheels  106 . The front wheels  104  are connected through a front axle  108  and similarly, the two rear wheels  106  are connected through a rear axle  110 . The front wheels  104  and the rear wheels  106  may be connected through a drive shaft  107 . Further, one or more crankshafts  112  and a flywheel  113  may be coupled to the axles  108 ,  110 . It will be noted that in a two-wheel drive type vehicle, either the front wheels  104  or the rear wheels  106  are the drive wheels, while the other wheels follow the motion of the drive wheels. In these vehicles, the crankshafts  112  and flywheel  113  may be coupled to the axles of the drive wheels. Alternatively, in an all-wheel drive type vehicle, the front and rear wheels  104 ,  106  are the drive wheels. In these vehicles, the crankshafts  112  and flywheel  113  may be coupled to both the front and rear axles. Rotation of the crankshafts  112  rotates the flywheel  113  and the wheels  104 ,  106  of the vehicle  100 . 
         [0021]    Further, the crankshafts  112  may be coupled to a digital commutation system  114 , which provides the necessary mechanical energy to rotate the crankshafts  112  and the wheels  104 ,  106 . Further, the vehicle  100  may include one or more batteries  116 . In some embodiments, the digital commutation system  114  may be configured to recharge the batteries  116  of the electric vehicle while the vehicle  100  is in motion, thereby allowing the vehicle  100  to travel larger distances per stationary charge. As used herein, the term stationary charge refers to the charge supplied to one or more batteries at a charging station while the vehicle  100  is stationary. 
         [0022]    It will be understood that the vehicle  100  may include any other typical electrical vehicle parts such as a transmission, drive train, suspensions, seats, electrical systems, or power controllers without departing from the scope of the present disclosure. 
         [0023]      FIG. 2  is a block diagram  200  illustrating the digital commutation system  114  according to some embodiments of the present disclosure. Here, digital commutation system  114  includes an electromagnet  202 , coupled to the one or more batteries  116 . In  FIG. 2 , the batteries  116  are illustrated as two separate entities—a first battery  206  and a second battery  208 . In other embodiments, however, the batteries  116  may be implemented as a single battery with two or more sections, as a serial arrangement of multiple batteries, or as a parallel arrangement of multiple batteries. In addition to the electromagnet  202 , the digital commutation system  114  includes a controller  210  coupled to the batteries  116  and the electromagnet  202 . Further, as illustrated, the electromagnet  202  may be mechanically coupled to the crankshaft  112  through a connecting rod  214 . It is recognized that the “first” and “second” designations of the batteries  116  are for identification purposes only, and do not suggest a particular order of implementation. 
         [0024]    In some embodiments, the electromagnet  202  may include a casing or shell  216  within which an electromagnetic winding  218  is disposed. A core  220 , such as a cylindrical plunger, may be slidably disposed within the casing  216  and the core may be pivotally connected to the connecting rod  214 . The electromagnetic winding  218  may be a solenoid, which is essentially a helical coil wrapped around a metallic core. When an electric current is passed through the electromagnetic winding  218 , an electromagnetic field may be produced around the electromagnetic winding  218 . 
         [0025]    Based on the mechanical arrangement of the electromagnet  202 , it will be noted that when the electromagnetic winding  218  produces an electromagnetic field, the core  220  may be pulled upward into the shell  216  of the electromagnet  202  or downwards out of the shell  216 . Conversely, when the electromagnet  202  is de-energized, the core  220  may return to its original position. It will be understood that when current is supplied to the electromagnetic winding  218 , the winding  218  behaves as a magnet with north and south poles. Depending on the polarity of the poles, the core  220  may be pulled upwards or downwards when the winding  218  is energized. However, in this disclosure, to maintain uniformity, it is assumed that when the electromagnetic winding  218  is energized, the core  220  is pulled upwards into the shell  216  and when the electromagnetic winding  218  is de-energized, the core  220  returns to its original position. 
         [0026]    As described previously, the one or more batteries  116  are connected to the electromagnet  202 . In one embodiment, the batteries  116  may be connected such that at a given time, one battery is directly connected to the electromagnet  202 , while the other batteries are disconnected. To this end, the digital commutation system  114  employs one or more switches  222  in the connection between the batteries  116  and the electromagnet  202 . For instance, as depicted in  FIG. 2 , the first battery  206  is directly connected to the electromagnet  202 , while a second battery  208  is connected through the switch  222 . When the switch  222  is open, the first battery  206  may be connected to the electromagnet  202 . Moreover, when the switch  222  is closed, the first battery  206  is disconnected and the second battery  208  is connected to the electromagnet  202 . Similarly, it may be understood that as the number of batteries  116  increases, more switches  222  may be employed in the connections between the electromagnet  202  and the batteries  116 . Further, the switches  222  may be electromechanical, electrical, or electronic switches. For example, the switches  222  may be relays or diodes. 
         [0027]    Any known secondary battery chemistries may be employed in the batteries  116  without departing from the scope of the present disclosure. For instance, the batteries  116  may include nickel-cadmium batteries, Nickel-Zinc batteries, Nickel-metal hydride batteries, lead-acid batteries, silver-zinc batteries, or lithium-ion batteries. Moreover, if more than one battery is utilized, the batteries  116  may have the same chemistry or different chemistries without departing from the scope of the present disclosure. For instance, the first battery  206  may be of the lead-acid type while the second battery  208  may be of the lithium-ion type. 
         [0028]    As illustrated in  FIG. 2 , the switches  222 , the batteries  116 , and the electromagnet  202  may also be coupled to the controller  210 . The controller  210  may be a microcontroller, a microprocessor, or any other computing device capable of managing the operation of the digital commutation system  114 . For instance, the controller  210  may be configured to detect the electric charge supplied to the electromagnet  202 , the charge supplied from the electromagnet  202 , the remaining charge in the batteries  116  and so on. Moreover, the controller  210  may be configured to operate the switches  222  and control the timing for delivering charge to the electromagnet  202 . 
         [0029]    To monitor the batteries  116  the digital commutation system  114  may include one or more sensors (not shown) operatively coupled to the batteries  116  or present in the electrical pathways between the electromagnet  202  and the batteries  116 . Further, to control operation of the switches  222  and the batteries  116 , the controller  210  may also include software and/or control logic. Functionality of the controller  210  will be described in detail with reference to  FIG. 3 . 
         [0030]      FIG. 3  illustrates an exemplary self-charging process  300 , according to embodiments of the present disclosure. More particularly, the process  300  may be represented by three stages. In the first stage  302 , the electromagnet  202  is energized; in the second stage  304 , an electromagnetic field is produced; and in third stage  306 , the electromagnet  202  is de-energized.  FIG. 3  will be described with reference to  FIGS. 1-2 . 
         [0031]    In the first stage  302 , the electromagnetic winding  218  receives an electric current from the first battery  206 . Moreover, at this stage, the switch  222  is open and the controller  210  senses the current transmitted from the first battery  206  to the electromagnet  202 . It will be noted that as the switch  222  is open, the second battery  208  is disconnected from the electromagnet  202 . Further, as current passes through the electromagnetic winding  218 , an electromagnetic field is produced around and within the electromagnet  202 . The electromagnetic field may be radially uniform within and outside the electromagnet  202 . This field is generally represented by reference numeral  308 . 
         [0032]    In the second stage  304 , the electromagnetic winding  218  continues to receive current from the first battery  206  and the electromagnetic field  308  is produced in the electromagnet  202 . Further, as the first battery  206  is still supplying current to the electromagnet  202  in this stage, the first battery  206  is connected to the electromagnet  202  and the second battery  208  is disconnected. 
         [0033]    Because of the electromagnetic field  308  created within the shell  216 , the core  220  may be pulled into the shell  216  at this stage. Moreover, as the core  220  moves upwards, a tension may be placed on the connecting rod  214 , which in turn may cause the crankshaft  112  to rotate in a clockwise direction. The degree of rotation of the crankshaft  112  may depend on the length of the electromagnetic winding  218 , the current flowing through the electromagnetic winding  218 , the strength of the current, the length of the connecting rod  214 , and the size of the core  220 , among other factors. Typically, the controller  210  may connect the first battery  206  to the electromagnet  202  until the core  220  reaches a position that causes the portion of the connecting rod  214  coupled to the crankshaft to reach a top center position with respect to the crankshaft  112 . If the core  220  were pulled any higher than this position, the crankshaft may not be able to move. Typically, from the first stage  302  to the end of the second stage  304 , the crankshaft  112  may rotate at least by about 45°. Thereafter, the digital commutation system  114  enters the third stage  306 . 
         [0034]    At the beginning of the third stage  306 , the core  220  may be positioned towards the top of the shell  216  due to the electromagnetic forces produced by the electromagnetic winding  218 . At this moment, the controller  210  may be programmed to stop the supply of electric current from the first batter  206  to the electromagnet  202 . Specifically, the controller  210  may disconnect the first battery  206  from the electromagnet  202  and connect the second battery  208  to the electromagnet  202  by closing the switch  222 . Consequently, the electromagnetic field  308  in the electromagnet  202  may begin to collapse. Reference numeral  310  generally represents the collapsing electromagnetic field. 
         [0035]    According to embodiments of the present disclosure, the collapsed electromagnetic field  310  may be converted back into an electric charge, and this electric charge may be supplied from the electromagnet  202  to the second battery  208  through the electrical pathway between the electromagnet  202  and the second battery  208 . This charge may be stored in the second battery  208  based on a pulse width modulation (PWM) technique. Further, as the electromagnetic field  308  collapses, the core  220  may return to its original position, thereby pushing the connecting rod  214  downwards and further rotating the crankshaft  112  in a clockwise direction. The three stages may repeat continuously to move the vehicle forward. Accordingly, the controller  210  may connect and disconnect the first and second batteries to the electromagnet  202  such that the electromagnet  202  receives current from the first battery  206  in pulses and provides charge to the second battery  208  in pulses. 
         [0036]    As described previously, in one embodiment, the current may be stored in the battery  208  based on a PWM technique. To this end, the controller  210  may include a PWM program and the digital commutation system  114  may include a PWM charging system between the electromagnet  202  and the second battery  208 . The software and hardware may govern the amount and timing of the charge entering the battery  208 . 
         [0037]    It will be noted that the controller  210  may be configured to control the timing of the three stages and the operation of the switch  222 . More particularly, the controller  210  may be configured to precisely control the timing of current applied to the electromagnet  202 . For instance, the controller  210  may monitor the status of the electromagnet  202  during operation. Accordingly, the digital commutation system  114  may include an electromagnet status sensor  224 . The status sensor  224  may detect the position of the core  220  with respect to the shell  116  or the angle of the connecting rod  214  with respect to the core  220 . Based on the detected status of the electromagnet, the controller  210  may be configured to switch the connection of the batteries  116  to the electromagnet  202 . For instance, in case the status detector is a core position monitor, the controller  210  may be configured to disconnect the first battery  206  and connect the second battery  208  to the electromagnet  202  when the core  220  reaches a predetermined threshold position. Any known status sensor may be utilized to determine the position of the core  220  or the angle of the crankshaft  214 . For instance, a crankshaft encoder may be utilized. Alternatively, an optical sensor, or a displacement sensor may be utilized. It will be understood that any other known sensor technology may be utilized to determine the status of the electromagnet  202  without departing from the scope of the present disclosure. 
         [0038]    Further, depending on the number of electromagnets in the digital commutation system  114  and the acceleration demanded by the driver, the controller  210  may be configured to switch the batteries  206  and  208  very quickly; for example, in microseconds. With such quick switching, the digital commutation system  114  may achieve very rapid rise and collapse of the electromagnetic field. For such quick switching, the controller  210 , batteries  116 , and the switches  222  may include fast transistors, such as MOSFETs. 
         [0039]    Further, as described previously, the controller  210  may be configured to sense the current supplied to the electromagnet  202  and the current received from the electromagnet  202  through current sensors (not shown) disposed in the pathways between the first and second batteries  206 ,  208  and the electromagnet  202 . Moreover, the controller  210  may be configured to continuously monitor the current received from each cycle of the digital commutation system  114  to determine the total charge accumulated in the second battery  208 . Further, the controller  210  may be configured to compare the accumulated current in the second battery  208  with a predetermined threshold value. If the accumulated current exceeds the threshold value, the controller  210  may be configured to either permanently disconnect the second battery  208  from the electromagnet  202  or disconnect the second battery  208  intermittently so that the second battery  208  may be charged at a slow rate. In one embodiment, the threshold value may be about 80% of a fully charged battery. 
         [0040]    In case the controller  210  stops charging the second battery  210  once the threshold value is achieved, the second battery  208  may be disconnected from the electromagnet  202 . Subsequently, the controller  210  may connect any other battery that is low on charge to the electromagnet  202  for charging. Alternatively, if all batteries are charged up to their threshold levels, the controller  210  may be configured to disconnect all batteries in the third stage of the self-charging process. 
         [0041]    In one embodiment, the controller  210  may be configured to switch roles of the first and second batteries  206 ,  208  once the second battery  208  is charged to the threshold value. Accordingly, the second battery  208  may be connected to the electromagnet  202  in the first and second stages of the self-charging process, while the first battery  206  may be connected to the electromagnet  202  in the third stage. This way, the first battery  206  may be charged from the electromagnet  202 , while the second battery  208  may supply the electric current to the electromagnet  202 . 
         [0042]      FIGS. 2-3  illustrate the crankshaft  112  coupled to one electromagnet  202 . In this configuration, the first stage may begin when the portion of the connecting rod  214  connected to the crankshaft  112  is positioned at a bottom center position with respect to the crankshaft  112 . Moreover, by the end of the second stage, the core  220  may travel a distance that causes the portion of the connecting rod  214  coupled to the crankshaft  112  to reach a top center position with respect to the crankshaft  112 . Subsequently, when the core  220  returns to its original position, the portion of the connecting rod coupled to the crankshaft  112  may return to the bottom center position and the cycle may repeat again. Such cyclic motion of the core  220  and crankshaft  112  leads to a continuous rotation of the crankshaft  112 . Accordingly, the motion of the core  220  from the first stage to the end of the third stage creates a torque that may turn the drive wheels of the vehicle  100  and set the vehicle  100  in motion. 
         [0043]    In some embodiments, the electromagnet  202  may not have enough potential and/or kinetic energy to return to its original position once the electromagnetic field  308  has collapsed. In such cases, the digital commutation system  114  may incorporate a spring assembly mechanically coupled to the shell  216  and the core  220 . Specifically, the spring assembly may couple the core  220  to the top center of the shell  216 .  FIG. 4  illustrate a process  400  of the digital commutation system  114  with a spring assembly  401 . In the first stage  402 , the spring  401  remains extended and the core  220  is positioned towards the bottom of the shell  216 . However, in the second stage  404 , when the core  220  is pulled upwards because of the electromagnetic field  308 , the spring  401  may be compressed and in turn may store potential energy. Subsequently, in the third stage  406 , when the electromagnetic field collapses, the spring  401  may provide additional energy to the core  220  to return to its original position and rotate the crankshaft  112  by a further 180 degrees. 
         [0044]    Alternatively, instead of a single electromagnet  202 , the digital commutation system  114  may employ two electromagnets that are positioned 180° apart from each other along the crankshaft  112 .  FIG. 5  illustrates this embodiment. Here, a first electromagnet  502  is coupled with the connecting rod  504  to the crankshaft  112 . Moreover, a second electromagnet  506  is coupled with a second connecting rod  508  to another portion of the crankshaft  112 . In this case, the first electromagnet  502  may rotate the crankshaft  112  from 270° to 90°, while the second electromagnet  506  may rotate the crankshaft from 90° to 270°. The operation of the electromagnets remains the same. 
         [0045]    The first electromagnet  502  may complete stages 1-3 and then the second electromagnet  506  may complete stages 1-3. With this arrangement, the controller  210  may control the timing of the first and second electromagnets&#39; stages such that the first stage of the second electromagnet begins immediately after the end of the first electromagnet&#39;s third stage. 
         [0046]    Further, it will be noted that the first and second electromagnets  502 ,  504  may both be connected to the same first battery  206  for their first and second stages and to the same second battery  208  for their third stages. However, it may just as easily be contemplated to connect the first electromagnet  502  to the first battery  206  for its first two stages, while the second electromagnet  506  may be coupled to the second battery  208  for its first two stages. Alternatively, in case more batteries are present, the first electromagnet  502  may be coupled to a first and second battery during its first two stages and third stage, respectively; while, the second electromagnet  506  may be coupled to a third and fourth battery during its first two stages and third stage, respectively. 
         [0047]    Similarly, the digital commutation system  114  may include four electromagnets separated from each other by about 90°.  FIG. 6  illustrates this embodiment. Here, the digital commutation system  114  includes four electromagnets  602 ,  604 ,  606 , and  608 . Further, the four electromagnets are coupled to the crankshaft  112  by means of four connecting rods  610 ,  612 ,  614  and  616 . Each electromagnet, in turn, may be coupled to two batteries. In one embodiment, all the electromagnets may be coupled to first and second batteries  206 ,  208 . Alternatively, the electromagnets may be coupled to different batteries without departing from the scope of the present disclosure. In the presently contemplated embodiment of  FIG. 6 , the same first and second batteries are coupled to the four electromagnets. Again, this is merely exemplary and other configurations as possible. Furthermore, the controller  210  may be coupled to each of the electromagnets, to the batteries, and to the switches associated with the batteries. Operation of this assembly will be described in the following sections. 
         [0048]      FIG. 7  illustrates the crankshaft  112  in terms of degrees. 0° is assumed to be the top center  702  of the crankshaft  112 . Accordingly, the bottom center  704  is 180°. Half points between the top center  702  and the bottom center  704  mark the 90° and 270° marks. According to this figure, in the starting position, the first connecting rod  610  makes an angle of about 315° with the crankshaft  112 , the second connecting rod  612  makes an angle of 45° with the crankshaft  112 , the third connecting rod  614  makes an angle of about 135° with the crankshaft  112  and the fourth connecting rod  616  makes an angle of about 225° with the crankshaft  112 . 
         [0049]    To being this process, the first battery  206  may be coupled to the first electromagnet  602  and a current may be supplied from the first battery  206  to the first electromagnet  602 . Such current may energize the first electromagnet  602  and induce the second stage of the process in which the core  220  is pulled upwards into the shell. As the core  220  is pulled upwards, tension is applied to the connecting rod  610 , which in turn rotates the crankshaft  112  in a clockwise direction. When the status sensor  224  detects that the connecting rod  610  is at 0°, the controller  210  may disconnect the first battery  206  from the first electromagnet  602  and connect the second battery  208  instead. Accordingly, the electromagnetic field collapses, a charge corresponding to this field is stored in the second battery  208 , and the core  220  returns to its original position, effectively turning the crankshaft  112  by about 45°. 
         [0050]    Once the third stage of the electromagnet  602  is complete and the status sensor  224  detects that the core  220  of the first electromagnet  602  reaches its original position, the controller  112  connects the first battery  206  to the second electromagnet  604 . Accordingly, the battery  206  supplies a charge to the second electromagnet  604 , thereby energizing it. Consequently, an electromagnetic field may be produced in the second electromagnet  604  that causes the core  220  to be pulled towards the shell  216 , in turn turning the crankshaft  112  by about 45°. Subsequently, based on detection by the status sensor  224  that the core  220  has reached a predetermined top position, the controller  210  may disconnect the first battery  206  from the second electromagnet  604 , and connect the second battery  208  to the electromagnet  604  instead. This, as described previously, causes the electromagnetic field to collapse, a corresponding charge to be stored in the second battery  208 , and the core  220  to return to its original position, effectively turning the crankshaft  112  by about another 45°. 
         [0051]    This process continues similarly with the third and fourth electromagnets  606 ,  608 , until the crankshaft  112  is effectively rotated by about 360°. Thereafter, the process repeats continuously until brakes are applied. In the arrangement illustrated in  FIG. 6 , the controller  210  is configured to accurately control the timing of the connection and disconnection of the batteries  206 ,  208  to the each of the electromagnets  602 ,  604 ,  606 ,  608 . For instance, to attain a certain speed with this arrangement, the controller  210  may be configured to switch the batteries in less than  3  microseconds. Accordingly, the controller  210 , the switches  222  and the batteries  206 .  208  may include high-speed circuitry such as high-speed MOSFETs. Moreover, to control the connection to the batteries so precisely, the status sensor  224  may monitor the position of the cores  220  with respect to the shells  216  or the angle of the connecting rods  610 - 616  with respect to the crankshaft  112  and provide these readings to the controller  210 . Furthermore, in some embodiments, the controller  210  may be configured to monitor and control the rate of the current supplied to the electromagnets  602 - 608  and the pulsed current stored in the battery  208  in each cycle. 
         [0052]    In addition to instantaneous charge, the controller  210  may be configured to monitor the total charge stored in the second battery  208  and compare this total stored charge with a threshold value to determine subsequent actions. For example, if the total stored charge is below a threshold value, the controller  210  may continue to connect the second battery  208  to the electromagnets to receive charge. However, if the stored charge exceeds a threshold value, the controller  210  may be configured to disconnect the second battery  208  from the electromagnets or continue to charge the second battery  208  at a slower rate. Following sections describe two scenarios where the controller  210  may select different outcomes when the total charge exceeds the threshold value. 
         [0053]    In one case, the threshold value may be a value between about 60% to 80% of the battery charge. In this case, once the total charge exceeds the threshold value, the controller  210  may be configured to continue charging the battery  208  in small increments. To this end, the controller  210  may be configured to utilize charge from one electromagnet (e.g., electromagnet  602 ) or two alternative electromagnets (e.g., electromagnets  602  and  606 ) until the charge reaches a second threshold value (e.g., between 80% to 100% of the battery charge). Such incremental charge may prevent excessive heating. 
         [0054]    Alternatively, the threshold value may be between about 80% to about 100%. In this case, the controller  210  may disconnect the battery  208  from the digital commutation system  114  as long as the total charge is above the threshold charge. Once the total charge drops below the threshold value, the battery  208  may be reconnected to the digital commutation system  114  for recharging. 
         [0055]    In the arrangement illustrated in  FIG. 6 , it may also be noted that each electromagnet may include about 500 turns of the electromagnetic winding. Further, 500 turns may correspond to about 300 ft of wire. Also, to effectively charge the batteries, and drive the vehicle, the electromagnetic winding in each battery ma be capable of handling about 100 amperes of current at about 7 volts voltage. 
         [0056]      FIG. 8  illustrates an exemplary assembly  800  of the digital commutation system  114  of  FIG. 6  on an electric vehicle, such as vehicle  100 . As illustrated, one or more digital commutation system  114  may be coupled to any axle  110  of the vehicle  100 .  FIG. 8  illustrates four digital commutation system  114 , each comprising four electromagnets. However, it may be understood that fewer or more digital commutation system  114  having fewer or more electromagnets may be coupled to the axle  110  without departing from the scope of the present disclosure. 
         [0057]    The methods and systems discussed in the present disclosure provide a mechanism to recharge batteries of an electric vehicle from the charge required to move the vehicle. Accordingly, the batteries may be charged while the vehicle is in motion. Such recharging allows the vehicle to travel large distances without the need of stationary charging. Furthermore, the exemplary systems and methods of the present disclosure circumvent the excessive need for stationary charging stations. 
         [0058]    Those in the art will understand that the steps set out in the discussion above may be combined or altered in specific adaptations of the disclosure. The illustrated steps are set out to explain the embodiment shown, and it should be anticipated that ongoing technological development will change the manner in which particular functions are performed. These depictions do not limit the scope of the present disclosure, which is determined solely by reference to the appended claims.