Patent Publication Number: US-11387668-B2

Title: Dual drive electric vehicle with unlimited range drive capabilities

Description:
CROSS REFERENCES TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 17/463,403, filed on Aug. 31, 2021, entitled “Dual Drive Electric Vehicle with Unlimited Range Drive capabilities”, which is a continuation of U.S. patent application Ser. No. 17/445,599, filed on Aug. 21, 2021, which is a continuation of U.S. patent application Ser. No. 17/302,454 filed on May 3, 2021, which claims the benefit of U.S. Provisional application No. 62/703,304, filed on May 4, 2020, all which applications are hereby incorporated herein by references. 
    
    
     TECHNICAL FIELD 
     Our Dual Drive Electric Vehicle with Unlimited Range Drive capabilities (URD) system invention improves distance of travel of an automotive electrical vehicle without the need of stopping to recharge high voltage batteries while providing a futuristic unlimited driving experience. Furthermore, our URD system invention eliminates battery charging waiting time of 30-60 minutes every 200 to 300 miles drive range and can achieve unlimited range of miles with a single battery charge under proper conditions. Wherein unlimited range miles drive depends on battery types and battery state of charge, and may achieve one or more than one million miles drive, equating as unlimited miles drive depending on physical life of a battery which may be 10 to 15 years. Further, our URD system has a high voltage wireless charging port available through magnetic fields charge in addition to a high voltage wired charging port. High voltage Wireless charging port makes life easy and convenient to charge an electrical vehicle at home. Further, Our URD system platform can be implemented in larger chassis, light duty trucks, vans, heavy duty cargo tractor trailer, race cars, two/three wheelers and commercial public and private transportation vehicles, such as buses and trucks, the system provides clean environment and reduces power drain from the residential power grids as less frequent or very rarely residential power is used to recharge electrical vehicles batteries. 
     BACKGROUND 
     Current automotive electric vehicles have limited travel distance on a single charge resulting from the design of charge &amp; go technology, where electrical vehicle drains the battery by the consumption of the driving motors. Typically, an average of 200 to 300 miles range on a single charge is achieved. Then the driver will have to stop and charge high voltage batteries. Currently electrical vehicle systems have a high voltage wired plug to charge batteries. Typical current charge period is about 30-60 minutes, and the customer must pay for faster inductive charge rates. 
     Our URD system eliminates charging waiting period and provides unlimited miles drive rang. Also, Our URD system provides a high voltage wireless charging port that makes life easy and convenient to charge an electrical vehicle at home. In further commitment to reduce harmful carbon emissions and reduce the stress on commercial and residential electrical infrastructure grids; the benefits of our URD platforms allow for full charge of at least one HV battery or both HV batteries so when the vehicle is not in use, there is not such a necessity to keep the vehicle plugged into the main electrical grid posing a greater load to the electrical infrastructure. Hence reduces costly upgrading or replacement of existing power feeding transformers for higher load in the residential area. 
     PRECONDITIONS AND SUMMARY 
     It is normal practice for battery manufacturers to supply batteries with at least 50% of charge. Initially these batteries are installed in the modeled vehicle as is. 
     The system describing Unlimited Range Drive (URD) capabilities of electric vehicles using machine learning techniques, assisted by intelligent battery modules (IBM-R) and (IBM-D/R), high voltage heavy duty continuous variable power plant (HD-CVPP), and introducing newly designed Electronic Power Differential (EPD). Intelligent battery and power plant modules work in harmony and continuously provide feedback to each other. This causes a battery to recharge while the other is in use to drive, the intelligent battery module discharge/recharge (IBM-D/R) works in harmony with the electronic power differential to supply supplemental drive power. This charging, recharging process and dynamically switching battery in use is continued until physical life of the batteries is exhausted approximately 10 to 15 years. This platform can be implemented in several chassis such as economy, medium, large, and extra-large size vehicles; larger chassis including, but not limited to light duty trucks and vans up to heavy duty cargo tractor trailer, commercial public transportation buses, high performing electric powered race cars, and three wheeled chassis and two wheeled chassis, for examples three wheeled motor bikes, two wheeled motor bikes, three wheeled electric Rickshaw, electric battery operated Go Kart/Cart, Golf Cart, and electric battery operated lawn movers.
 
Looking forward, with the adaptability of our URD platform, all URD applications can be made available to replace existing internal combustion engines and drivetrains which can be retrofitted to our URD platform, and accessible to the aftermarket community. Consequently, creating the opportunity for more cost-effective manufacturing and for continual education for skilled laborers and electric vehicle technicians for the inevitable shift to fully electric and autonomous vehicles.
 
     Overview of the URD System 
     With our URD system we can reach unlimited miles on a single charge, by alternating the use of both batteries individually when driving long distance. Our concept will consist of two individual, electric vehicle high voltage battery (HV) set up, working independently to extend travel. It will consist of one drive motor, one (CVPP) with dedicated generator, two lithium battery units or newly designed solid-state batteries to save weight and space. Batteries with possible range capabilities of 300+ miles each working together can achieve unlimited range by alternating battery assembly  103  and  104  when driving in URD mode. Unlimited range depends on battery type, physical and environmental condition of batteries and battery shelf-life, which can be from 10 years to 15 years or more. A continuation of the operational flow describing the URD operation is detailed in  FIG. 26 . 
     Further, our URD system unique design uses high voltage continuous variable power plant (CVPP) technology driven by Axle shaft rotation energy to drive generator to generate high voltage current, meeting the high voltage recharging requirements, as compared to an internal combustion engine driven generator commonly used. In an expansive view, URD differs and excels from today&#39;s electrical vehicles (EV) market in the following ways:
         Smaller dual HV battery setup,   An industry first, CVPP,   With the combination of the CVPP, IBMR, IBM-D/R working concurrently and dynamically monitoring and controlling the URD system logic.   Robust design that can be seamlessly implemented to 18-wheeler, tractor trailer units, to high performing EV race cars, and smaller scale, three and two wheelers&#39; vehicles, etc.       

    
    
     
       BRIEF DESCRIPTION OF FIGURES 
         FIG. 1 . Shows overview of URD high voltage layout. 
         FIG. 2 . Shows low voltage conversion layout including wireless communication for speed sensors. 
         FIG. 3 . Details continuous variable transmission side of  FIG. 9  continuous variable power plant (CVPP). 
         FIG. 4 . Details the three-phase high voltage generator side of  FIG. 9  CVPP 
         FIG. 5 . Shows overview of the intelligent battery module-recharge unit (IBM-R) controlling and commanding high voltage energy from  FIG. 9  CVPP and high voltage batteries. 
         FIG. 6 . Shows overview of the intelligent battery module-recharge/discharge unit (IBMR/D) receiving commands from IBMR in  FIG. 5  and commands electric dual drive motor in  FIG. 7 . 
         FIG. 7 . Details the electric dual drive motor responsible for receiving the three-phase high voltage energy from IBMR/D in  FIG. 6  and converting it into rotational movement, driving the rear wheels. 
         FIG. 8 . Shows high voltage (HV) battery one and HV battery two in either lithium ion or solid-state battery 
         FIG. 9 . Details the assembly and design of the CVPP unit in which is internally comprised of the CVT from  FIG. 3  and the HV generator from  FIG. 4   
         FIG. 10 . Shows overview of original schematic of Unlimited Range Drive prior to the development of  FIG. 9 , CVPP. 
         FIG. 11 . Details basic component layout of the creative URD system under full rear wheel drive mode powered by a fully charged HV battery while the front axle is recharging the drained HV battery. 
         FIG. 12 . Details the full heavy-duty layout of HD-URD with a high capacity front CVPP originally detailed in  FIG. 9 . 
         FIG. 13 . Shows the design of the HD-CVPP unit utilized in  FIG. 12  HD-URD. 
         FIG. 14 . Shows drive axle one of the HD-URD overview from  FIG. 12  fitted with (HD) dual drive electric motor. 
         FIG. 15 . Details the super duty, single drive electric motor from  FIG. 12  that delivers power to  FIG. 16 . E-differential 
         FIG. 16  shows E-differential which converts the three-phase electrical current output from super duty output shaft from  FIG. 15  and delivers this power to drive axle two also stated in  FIG. 12 . 
         FIG. 17 . Shows URD layout with CVPP functionality employed to light duty applications. 
         FIG. 18 . Shows URD layout with CVPP functionality employed to race performance applications. 
         FIG. 19 . Shows URD layout with RP-CVPP functionality employed to race performance. 
         FIG. 20 . Shows URD various speeds/various state of charge calculation table. 
         FIG. 21 . Shows internal construction of electronic power differentials gearing, inverter and induction drives. 
         FIG. 22 . Shows power differential shell construction. 
         FIG. 23 . Shows heavy duty URD layout with electric power differential. 
         FIG. 24 . Shows light duty URD layout with electronic power differential. 
         FIG. 25 . Shows digital Dashboard display with all vehicle inputs, battery status, battery SOC and remaining distance to charge. 
         FIG. 26 . Shows description flow chart of URD operation from key on. 
         FIG. 27 . Shows Energy Recovery Hub (ERH) layout specifically used in the race cars or race performance applications. 
         FIG. 28 . Shows Race performance continuous variable power plant layout (RP-CVPP). 
         FIG. 21 through 28  describes invention in easy-to-understand manner at component level which is already described in previous  FIGS. 1-20 . 
     
    
    
     DETAILED DESCRIPTION OF URD SYSTEM, EMBODIMENT 1 
       FIG. 1  describes overall URD system concept (embodiment 1). In  FIG. 1  Dual Drive motor will achieve its standard capable range of 300 or more miles by consuming its fully charged battery assembly  103 , the battery assembly  104  is being charged or maintained until battery  103  reaches its lowest state of charge. With around 10% battery charge remaining our URD system Intelligent Battery Module Recharge (IBM-R)  105  will automatically seamlessly engage battery  104  to continue driving the vehicle as charging process for the next 300 miles, with about 3 hours of continuous charging at ranges of driving between 35 to 65 miles an hour. This battery charging and discharging process will repeat itself until the physical life of the batteries depletes, making our invention an unlimited range drive (URD) system. 
     At local speeds below 35 mph (1 to 35 mph) the front installed Continuous Variable Transmission (CVT)  107  will adjust recharge rate of the Generator  106  by adjusting its gear ratios and allowing higher charging rates at lower speeds. One such example being, when vehicle speed is at 10 mph the gear ratios will set to continue re-generating the energy at higher RPM through the generator, this way CVT  107  continuously adjust higher charging to lower vehicle speeds, at higher vehicle speeds the CVT  107  will adjust its gear ratio to provide lower RPM to the generator. 
     Depending on the batteries state of charge, the IBM-R  105  will determine the needed output of the generator  106  and control the ratio through the CVT assembly  107 . The batteries charging and discharging information is transmitted to the dashboard  114  through Bluetooth communication module  121 . 
     Further, individual components in  FIG. 1  are described below with their functionality: 
     High Voltage Battery  1  (BAT  1 ) 
     High voltage battery  103  with operating capabilities of 240 to 680 volts, comprising of, but not limited to, Lithium ion, nickel hydrate or solid-state DC batteries, constructed with high grade carbon fiber construction, for structural rigidity and weight saving. The high voltage battery is made up of 20 cell packs with 4 individual cells per pack. The specification will be at a nominal voltage of 3.2 volts per individual cell. Further internal components of the HV battery are comprised of temperature and humidity sensors and voltage and current (amperage) sensors; coolant input and output delivery pipes and a main HV battery service disconnect plug for safe battery servicing. Battery cell pack configurations can vary based on manufacture designs and high voltage requirements. 
     Please note that battery, battery assembly or battery pack wording use interchange in figures and/or descriptions. 
     High Voltage Battery  2  (BAT  2 ) 
     High voltage battery  104  with operating capabilities of 240 to 680 volts, comprising of, but not limited to, Lithium ion, nickel hydrate or solid state direct current batteries, constructed with high grade carbon fiber construction, for structural rigidity and weight saving. High voltage battery is made up of 20 cell pack with 4 individual cells per pack. With specification of a nominal voltage of 3.2 volts per individual cell. Further internal components of the HV battery are comprised of temperature and humidity sensors and voltage and current sensors; coolant input and output delivery pipes and a main HV battery service disconnect plug for safe battery servicing. Batteries cell packs configuration can vary based on manufacture designs and highest voltage needed. 
     Bluetooth Wheel Speed Sensor (A-D) 
     Bluetooth wheel speed sensor  109   a ,  109   b ,  109   c ,  109   d  monitors the rotational speed of the assigned wheel, providing crucial information to the Bluetooth Receiver  121 , then communicating this information to the intelligent battery module recharge (IBM-R)  105  to adjust the ratio output of the CVT assembly  107 , that will affect the generating output of the high voltage generator  106 . Wheel speed information is transmitted via Bluetooth communication  121  to the dashboard  114 . 
     Various Speeds/Various State of Charge Output 
     For speeds of 55 mph and above up to legal speed and batteries at 90% state of charge, generator  106  needed output will be at its lowest capabilities of about 5-25 amps, as the generator stator shaft speed will be between 500-900 RPM of the stator inside generator (GEN)  106 , mated to the output shaft of the CVT  107 . CVT drive  107  needed outputs will be at its lowest gear ratio changing generator idling between 500-900 RPM of the stator inside generator  106 , mated to the output shaft of the CVT  107 . 
     For speeds of 15 mph and batteries at 10% state of charge, generator  106  needed output will be at its highest capabilities of about 75-125 amps as the generator stator shaft speed will be between 5000-9000 RPM of the stator inside generator  106 , mated to the output shaft of the CVT  107 . CVT drive  107  needed outputs will be at its highest gear ratio changing generator idling between 5000-9000 RPM of the stator inside generator  106 , mated to the output shaft of the CVT  107 . 
     IBM-R  105  will always monitor charging rate of batteries  103  and  104 , under all speeds and automatically determines to charge or not to charge batteries.  FIG. 20  shows relations and calculations of vehicle speeds, state of charge and RPM output of the CVT and HV GEN assembly. 
     Intelligent Battery Module Recharge (IBM-R) 
     Intelligent battery module recharge  105  is responsible for monitoring the output of the generator  106 , and responsible for commanding and controlling the CVT  107  output ratio to determine the appropriate needed charge rate from the generator  106 . Communicating with Intelligent battery module discharge/recharge  102 . It also monitors the usage of wireless charging port  108  supplied with vehicle to use at home for magnetized charging application to charge the batteries. It also monitors and controls the physical connection of wired plugin adaptor  110  charge port use to charge batteries at travelling charging stations and monitors the state of charge of the batteries  103  and  104 . In addition, intelligent battery module recharge  105  receives wheel speed data from Bluetooth wheel speed sensors  109   a ,  109   b ,  109   c  and  109   d . Also, IBM-R  105  transmit battery status and speed information to the dashboard  114  via Bluetooth. 
     DC Three Cable Wiring 
     Three cable wiring  112 / 113  is the physical connection between high voltage batteries  103  and  104  to the intelligent battery module recharge (IBM-R)  105 . This delivers the needed high voltage current from intelligent battery module (IBM-R)  105  being supplied from generator  106 . Furthermore when  105  determines that battery  103  is fully charge then it supplies charging to battery  104  and vice versa. 
     Dashboard 
     Dashboard  114  is a wireless mobile component that feeds infotainment information through a large detachable touch screen, some examples are vehicle speed, parameters and battery state of charge, batteries temperature, batteries humidity and nominal voltage obtained from IBM-R  105 , also obtaining information from other sensors such as climate control, temperature, interior lightings, settings, radio sources, controls menus for options, Bluetooth compatibilities with the use of mobile phones and devices such as tablets. Also being able to mirror from current mobile devices. Detailed description of digital dashboard is shown in  FIG. 25 . 
     Intelligent Battery Module Discharge/Recharge (IBM-D/R) 
     The IBM-D/R  102  is also responsible for monitoring the State of Charge (SOC) of both batteries  103  and  104 . Is also responsible for communications to IBM-R  105  to provide batteries (SOC). Automatically selects which battery  103  or  104  is best suited for use with dual drive motor  101 , depending on the batteries state of charge. Commands and monitors the output of the dual drive motor  101  and controls its off-throttle energy recovery capabilities of the dual electric motor  101 . Also monitors the wireless wheel speed data from the Bluetooth wheel speed sensor  109   c  and wireless Bluetooth wheel speed sensor  109   d , to determine which rear wheel needs more electric input left or right based on traction and depending on weather conditions, surrounding environment and road conditions. 
     AC and DC Three Cable Wiring 
     Three cable wiring  115 / 116  are HV DC, and  117  AC three phase HV cable is the physical connection between high voltage batteries  103  and  104  to the intelligent battery module discharge/recharge (IBM-D/R)  102 . This delivers the needed high voltage output distributed from module  102  being supplied to dual drive motor  101 . Furthermore, when  102  determines which battery is driving dual drive motor  101  it then supplies charging to  103  or  104  respectively. 
     Dual Drive Motor (DDM) 
     Dual drive motor  101  is responsible for the drive torque of the rear wheels, also for energy recovery harvesting under off-throttle applications (e.g., Removing foot off pedal). For example: when releasing throttle, alternating current is recovered, depending on the rate of deceleration (slowing down) of vehicle. 
     Receives precision commands from the IBM-D/R  102 , to drive vehicle. 
     Intelligent Battery Module Recharge (IBM-R) 
     Intelligent battery module recharge  105  in  FIG. 2  is responsible for dynamically monitoring the output of the generator  106 , and responsible for dynamically commanding and controlling the CVT  107  output ratio through communications on harness  111 , to determine the appropriate needed charge rate from the generator  106 , communicating with Intelligent battery module discharge/recharge  102  to verify batteries (SOC). Module  105  receives wireless speed data from all four Bluetooth wheel speed sensor ( 109   a ,  109   b ,  109   c ,  109   d ) from Bluetooth (BT) receiver  121 . Also integrated a low voltage conversion module  123  that is possible to convert high voltage AC current to 12 v DC conversion. Module  123  provides 12 v supply to dashboard  114 , vehicle accessories and to vehicle main body harness and/or Body control module. Low voltage conversion module  123  can convert voltage to 12 v or 24 v. 
     DETAILED DESCRIPTION OF HEAVY DUTY APPLICATION (HD-URD), EMBODIMENT 2 
       FIG. 12  describes heavy duty application (embodiment 2) with the 24-volt URD logic applied to long distance, high gross vehicle weight (GVW) transportation rigs, the combination of the original URD design and the newly designed front CVPP  1201  can be implemented to these heavy-duty chassis. 
     As stated in original URD designs the dual electric drive motors, mated to the two rear drive axles. Drive axle one will be directly powered by one heavy duty dual drive electric motor  1206 . Drive axle two will have power distributed to the rear axle wheels via conventional ring and pinion super duty electric differential  1208  which receives its power from the second super duty drive motor  1207 . 
     In heavy duty applications, URD design will be comprised of; CVPP  1201  mounted at front axle working in conjunction with IBM-R  1202  and heavy-duty drive motor  1206 . Two, LI or SSB high voltage DC battery packs  1203  and  1204  with 24-volt integration. And a conventional ring and pinion super duty electronic differential  1208  with power being provided by super duty drive motor  1207 . 
     In  FIG. 12  Drive motor will achieve its standard capable range of 300 or more miles by consuming its fully charged battery assembly  1203 , the battery assembly  1204  is being charged or maintained until battery  1203  reaches its lowest state of charge. With around 10% battery charge remaining our URD system Intelligent Battery Module Recharge (IBM-R)  1202  will automatically engage seamlessly battery  1204  to continue driving the heavy-duty vehicle as charging process for the next 300 miles, with about 3 hours of continuous charging at ranges of driving between 35 to 65 miles an hour. This process will repeat itself until the physical life of the batteries is achieved, this makes our invention as an unlimited range drive (URD) system. 
     At local speeds below 35 mph (1 to 35 mph) front installed continuous variable continuous variable power plant (CVPP)  1201  will adjust recharge rate of internal power source by adjusting its gear ratios and allowing higher charging rates at lower speeds. One such example being, when vehicle speed is at 10 mph the gear ratios will set to continue re-generating the energy at higher RPM through its electrical source, this way CVPP  1201  continuously adjust higher charging to lower vehicle speeds, at higher vehicle speeds the CVPP  1201  will adjust its gear ratio to provide lower RPM to its power source. 
     Depending on the batteries state of charge, the IBM-R  1202  will determine the needed output of the CVPP  1201  and control the ratio of the CVPP gearing assembly. The batteries charging and discharging information is transmitted to the dashboard  1211  through Bluetooth communication module which integrated with  1202 . Vehicle speed is also transmitted to the dashboard  1211  via Bluetooth from wireless speed sensors  1209   a ,  1209   b ,  1209   c  and  1209   d  to the IBM-R  1202  that feeds to the dashboard  1211 . 
     Furthermore, the third drive axle setup which includes super duty drive motor  1207  and super duty E-differential  1208  allows total disconnection of drive axle three when tractor unit is in use by itself with no semi-trailer (cargo load). This is achieved by way of high voltage electrical disconnection commanded by IBM-D/R  1205 . The tractor unit would be solely driven by drive axle two and its heavy-duty dual drive motor  1206  with recharge capabilities from the front mounted HD-CVPP. 
     The advantage of disconnecting axle three logic is to reduce coefficient of drag in the driveline and to reduce energy consumption. In comparison to the combined assemblies which define the HD-CVPP, the SD-DOM of  FIG. 15  will be combined with the E-Differential of  FIG. 16  to create the new component, identified as the Electronic Power Differential (EPD) of  FIG. 21  through  FIG. 24 .
 
Individual components in  FIG. 12  are described below with their functionality:
 
     Description for CVPP 
       FIG. 9  describes continuous variable power plant (CVPP). CVPP dynamically adjusts gearing to provide necessary rotational output to the built-in generator assembly to produce electricity to charge system batteries. Linked to the drive axles, the CVPP drive shaft input  904  is rotated to gear mechanism inside the CVPP shell  901 . The continuous variable power plant gearing  902  are rotated to change gear ratio of the assembly, to create a movement to the generator stator and finally produce electricity. Part of our URD system, cooling down of the system is performed by feeding cooled water through the watery delivery pipe  130 . RPM conversion mechanism  905  is composed of different size gears to provide different ratios of rotational movement of the generator shaft. Communication line  111  to IBM  105  provide and receives commands to adjust the rotational speed requirements of the stator inside the generator. Electrical circuit board  907  is responsible for providing communication of the CVPP to intelligent battery module  105 . Stator shaft  906  when in rotation produces an inductive electrical field to produce three phase high voltage electricity. Three phase high voltage electricity is carried by the three phase high voltage cables  125 .  903  represent the electrical source area of the CVPP assembly harvested by  908  assembly hardware. Newly created CVPP design eliminates the necessity to stop to recharge your HV vehicle battery or batteries. 
     With the addition CVPP to all vehicle chassis from light economy vehicle to light duty trucks, semi-truck trailers, autonomous vehicles, dual and triple wheels vehicles and finally electric vehicle (EV) race cars. The robust HV recharge capabilities of the CVPP are highly adaptable. The CVPP can be built to suit the demand for recharge requirements under high load capacities and high energy consumption units; to EV race systems that demand high recharge rates for shorter periods of time. The CVPP intention can be coupled to other electric vehicle chassis and drive line designs, for example usage for rear wheel drive and/or front wheel drive. 
     Heavy Duty High Voltage Battery  1  (HD-HVB 1 ) 
     High voltage battery  1203  with operating capabilities of 640 volts, comprising of, but not limited to, Lithium ion, nickel hydrate or solid state direct current batteries. Constructed with high grade carbon fiber construction, for structural rigidity and weight saving. High voltage battery is made up of 25 cell pack with 8 individual cells per pack. With specification of a nominal voltage of 3.2 volts per individual cell. Further internal components of the HV battery are comprised of temperature and humidity sensors and voltage and current sensors; coolant input and output delivery pipes and a main HV battery service disconnect plug for safe battery servicing. Batteries cells packs configuration can vary based on manufactures design and highest voltage needed. 
     High Voltage Battery  2  (HD-HVB 2 ) 
     High voltage battery  1204  with operating capabilities of 640 volts, comprising of, but not limited to, Lithium ion, nickel hydrate or solid state direct current batteries. Constructed with high grade carbon fiber construction, for structural rigidity and weight saving. High voltage battery is made up of 25 cell pack with 8 individual cells per pack. With specification of a nominal voltage of 3.2 volts per individual cell. Further internal components of the HV battery are comprised of temperature and humidity sensors and voltage and current sensors; coolant input and output delivery pipes and a main HV battery service disconnect plug for safe battery servicing. Batteries cells packs configuration can vary based on manufactures design and highest voltage needed. 
     Bluetooth Wheel Speed Sensor (A-D) 
     Bluetooth wheel speed sensor  1209   a ,  1209   b ,  1209   c ,  1209   d  monitors the rotation speed of all four wheels, providing crucial information to the Bluetooth Receiver  1221 , then communicating this information to the intelligent battery module  1202  to adjust the ratio output of the CVPP assembly  1201 , that affect the generating output of the high voltage generator side of CVPP  1201 . The dashboard  1211  feeds off this data and provide a visual information of vehicle speed. 
     HD-CVPP Various Speeds/Various State of Charge Output 
     For speeds of 55 mph and above up to legal speeds and batteries at 90% state of charge, power source of CVPP  1201  needed output will be at its lowest capabilities of about 5-25 amps as the power source&#39;s stator shaft speed will be between 500-900 RPM, which is mated to the conversion mechanism  1305  of the CVPP  1301 . For speeds of 15 mph and batteries at 10% state of charge, power source of CVPP  1201  needed output will be at its highest capabilities of about 75-125 amps as the power source&#39;s stator shaft speed will be between 5000-9000 RPM, which is mated to the conversion mechanism  1305  of the CVPP  1301 . IBM-R  1202  will always monitor charging rate of batteries  1203  and  1204 , under all speeds and automatically determines to charge or not to charge batteries. 
     For speeds of 55 mph and above up to legal speed and batteries at 90% state of charge, CVPP  1201  drive needed output will be at its lowest gear ratio adjusting the power source&#39;s idle between 500-900 RPM of the stator in the power source side of HD-CVPP  1301 , mated to the conversion mechanism  1305  of the CVPP  1301 . For speeds of 15 mph and above up to legal speed and batteries at 10% state of charge, CVPP  1201  drive needed output will be at its highest gear ratio adjusting the power source&#39;s idle between 5000-9000 RPM of the stator in the power source side of HD-CVPP  1301 , mated to the conversion mechanism  1305  of the CVPP  1301 . IBMR  1202  will always monitor charging rate of batteries  1203  and  1204 , under all speeds and automatically determines to charge or not to charge batteries.  FIG. 20  shows relations and calculations of vehicle speeds, state of charge and RPM output of the HD-CVPP. 
     Intelligent Battery Module Recharge (IBM-R) 
     Intelligent Battery Module  1202  is responsible for monitoring the output of the power source&#39;s side of CVPP  1201 , and responsible for commanding and controlling the CVPP  1201  output ratio to determine the appropriate needed charge rate from the power source&#39;s side of CVPP  1201 . Communicating with Intelligent battery module discharge/recharge  1205 . It also monitors the usage of wired charging port  1210  at home or supplied with vehicle. It also monitors and controls the physical connection of wired plugin adaptor  1210  charge port. In addition, module  1202  receives speed data from Bluetooth wheel speed sensors  1209   a ,  1209   b , and  1209   c  and  1209   d.    
     DC Three Cable Wiring 
     The three-cable wiring  1212 / 1213  is the physical connection between high voltage batteries  1203  and  1204  to the intelligent battery module  1202 . This delivers the needed high voltage current from module  1202  being supplied from power source side of CVPP  1201 . Furthermore when  1202  determines that battery  1203  is fully charge then it supplies charging to  1204  and vice versa. 
     Intelligent Battery Module Discharge/Recharge (IBM-D/R) 
     Intelligent battery module  1205  is responsible for monitoring the State of Charge (SOC) of both batteries  1203  and  1204 . It is responsible for communications to IBMR  1202  to provide batteries (SOC). Automatically selects which battery  1203  or  1204  is best suited for use with super duty drive motor  1207 , depending on the batteries state of charge. Commands and monitors the output of the super duty drive motor  1207  and controls its off-throttle energy recovery capabilities of the super duty drive motor  1207 . When there is no cargo load (semi-trailer), IMBD-R will command high voltage electrical disconnection to super duty drive motor  1207 . Also monitors the wireless wheel speed data from the Bluetooth wheel speed sensor  1209 C and wireless Bluetooth wheel speed sensor  1209 D, to determine which rear wheel needs more traction left or right, depending on weather conditions, surrounding environment and road conditions. 
     Three Cable Wiring 
     This is the physical connection of the three-phase wiring  1215 / 1216  which are DC HV connection between high voltage batteries  1203  and  1204  to the intelligent battery module  1205 .  1217 A/ 1217 B are AC HV connections that delivers the needed AC high voltage output distributed from module  1205  being supplied to super duty drive motor  1207  and delivering its energy to super duty E-differential  1208 . Furthermore, when  1205  determines which battery is driving super duty drive motor  1207  it then supplies charging to  1203  or  1204  respectively. 
     HD Dual Drive Motor (HD-DDM) 
     The HD Dual Drive Motor is responsible for the drive torque of rear wheels, depending on the vehicle configuration. Also, for energy recovery systems under off-throttle applications (e.g., Removing foot off pedal). For example: when releasing throttle, alternating current is recovered, depending on the rate of deceleration (slowing down) of vehicle. 
     Receives precision commands from the IBMR/D  1205 , to drive vehicle forward or backwards. 
     Light Duty Truck URD Design 
       FIG. 17  describes continued expansion of our URD logic extends into the 12 volt or 24 volt, commercial and light duty trucks commonly referred to as Box Trucks (embodiment three). The combination of the original URD design and newly designed front CVPP can be implemented to these light duty chassis. As stated in original design a single electric drive motor (induction drive and inverter side) will drive an axle. In the case of the light duty trucks, this super duty drive motor  1707  will send electric drive rotation to the rear electronic differential  1708  via drive axle. 
     High Voltage Battery  1   
     High voltage battery  1703  with operating capabilities of 640 volts, comprising of, but not limited to, Lithium ion, nickel hydrate or solid state direct current batteries. Constructed with high grade carbon fiber construction, for structural rigidity and weight saving. High voltage battery is made up of 25 cell pack with 8 individual cells per pack. With specification of a nominal voltage of 3.2 volts per individual cell. Further internal components of the HV battery are comprised of temperature and humidity sensors and voltage and current sensors; coolant input and output delivery pipes and a main HV battery service disconnect plug for safe battery servicing. 
     High Voltage Battery  2   
     High voltage battery  1704  with operating capabilities of 640 volts, comprising of, but not limited to, Lithium ion, nickel hydrate or solid state direct current batteries. Constructed with high grade carbon fiber construction, for structural rigidity and weight saving. High voltage battery is made up of 25 cell pack with 8 individual cells per pack. With specification of a nominal voltage of 3.2 volts per individual cell. Further internal components of the HV battery are comprised of temperature and humidity sensors and voltage and current sensors; coolant input and output delivery pipes and a main HV battery service disconnect plug for safe battery servicing. 
     Intelligent Battery Module Recharge (IBM-R) 
     Intelligent battery module  1702  is responsible for monitoring the output of the generator  106 , and responsible for commanding and controlling the CVPP  1701  output ratio to determine the appropriate needed charge rate from the generator side of CVPP  1701 . Communicating with Intelligent battery module discharge/recharge  1705 . It also monitors the usage of wired charging port  1710  at home or supplied with vehicle. It also monitors and controls the physical connection of wired plugin adaptor  110  charge port, in addition, it will monitor  1703  and  1704 . Module  105  receives speed data from front Bluetooth wheel speed sensor  1709 §.,  1709 ! 2 .,  1709 .Q and  17099 . 
     AC and DC Three Cable Wiring Harness 
     Harness  1712  and  1713  are the physical connection between high voltage batteries  1703  and  1704  to the intelligent battery module  1702 .  1725  delivers the needed AC high voltage current from module  1702  being supplied from generator side of CVPP  1701 . Furthermore, when  1702  determines that battery  1703  is fully charge then it supplies charging to  1704  and vice versa. 
     Intelligent Battery Module Discharge/Recharge (IBM-D/R) 
     Intelligent battery module  1705  is responsible for monitoring the State of Charge (SOC) of both batteries  1703  and  1704 . It is Responsible for communications to IBM  1702  to provide batteries (SOC). And automatically selects which battery  1703  or  1704  is best suited for use with rear electric differential  1707 , depending on the batteries state of charge. It commands and monitors the output of the super duty drive motor  1707  and controls its off-throttle energy recovery capabilities of the electric differential  1707 . It also monitors the wireless wheel speed data from the Bluetooth wheel speed sensor  1709   c  and wireless Bluetooth wheel speed sensor  1709   d , to determine which rear wheel needs more traction left or right, depending on weather conditions, surrounding environment and road conditions. 
     AC and DC Three Cable Wiring 
     Three cable harness  1715 / 1716  are the physical DC HV connection between high voltage batteries  1703  and  1704  to the intelligent battery module  1702 .  1717  AC HV cable connection delivers he needed high voltage output distributed from module  1705  being supplied to super duty drive motor  1707 . Furthermore, when  1705  determines which battery is driving super duty drive motor  1707  it then supplies charging to  1703  or  1704  respectively. 
     Super Duty Drive Motor 
     Super duty drive motor  1707  is responsible for the drive torque of the rear wheels, as well for energy recovery systems under off-throttle applications (e.g., removing foot off pedal). For example: when releasing throttle, alternating current is recovered, depending on the rate of deceleration (slowing down) of vehicle. 
     Receives precision commands from the IBMR-D  1705 , to drive vehicle forward or backwards. 
     DETAILED DESCRIPTION OF LIGHT DUTY APPLICATION, EMBODIMENT 3 
       FIG. 17  describes light duty application (embodiment 3) with the 24-volt URD logic applied to long distance, gross vehicle weight up to 15,000 lbs (GVW), the combination of the original URD design and the newly designed front CVPP  1701  can be implemented to these light-duty chassis. 
     As stated in original URD designs the dual electric drive motors, differential mated to the two rear drive axles. Drive axle two will have power distributed to the rear axle wheels via conventional rings and pinions super duty electric differential  1708  which receives its power from the super duty drive motor  1707 . 
     In light duty applications, URD design will be comprised of; CVPP  1701  mounted at front axle working in conjunction with IBM-D/R  1705  and light duty drive motor  1707 . Two, LI or SSB high voltage DC battery packs  1703  and  1704  with 24-volt integration. And a conventional ring and pinion super duty electronic differential  1708  with power being provided by super duty drive motor  1707 . 
     In  FIG. 17  Drive motor will achieve its standard capable range of 300 or more miles by consuming its fully charged battery assembly  1703 , the battery assembly  1704  is being charged or maintained until battery  1703  reaches its lowest state of charge. With around 10% battery charge remaining our URD system Intelligent Battery Module Recharge (IBM-R)  1702  will automatically engage seamlessly battery  1704  to continue driving the heavy-duty vehicle as charging process for the next 300 miles, with about 3 hours of continuous charging at ranges of driving between 35 to 65 miles an hour. This process will repeat itself until the physical life of the batteries, this makes our invention as an unlimited range drive (URD) system. 
     At local speeds below 35 mph (1 to 35 mph) front installed continuous variable continuous variable power plant (CVPP)  1701  will adjust recharge rate of internal power source by adjusting its gear ratios and allowing higher charging rates at lower speeds. One such example being, when vehicle speed is at 10 mph the gear ratios will set to continue re-generating the energy at higher RPM through its electrical source, this way CVPP  1701  continuously adjust higher charging to lower vehicle speeds, at higher vehicle speeds the CVPP  1701  will adjust its gear ratio to provide lower RPM to its power source. 
     Depending on the batteries state of charge, the IBM-R  1702  will determine the needed output of the CVPP  1701  and control the ratio of the CVPP gearing assembly. The batteries charging and discharging information is transmitted to the dashboard  1711  through Bluetooth communication module  1702 . Vehicle speed is also transmitted to the dashboard  1211  via Bluetooth from wireless speed sensors  1709   a ,  1709   b ,  1709   c  and  1709   d  to the IBM-R  1702 . 
     Further, individual components in  FIG. 17  are described below with their functionality 
     Intelligent Battery Module Recharge (IBM-R) 
     IBM-R  1702  module is responsible for dynamically monitoring the output of the generator side of CVPP  1701 , and responsible for dynamically commanding and controlling the CVPP  1701  output ratio through communications on harness  1711 , to determine the appropriate needed charge rate from the generator side of CVPP  1701 , communicating with Intelligent battery module discharge/recharge  1705  to verify batteries (SOC). Module  1702  receives wireless speed data from all four Bluetooth wheel speed sensor ( 1709   a ,  1709   b ,  1709   c ,  1709   d ) from BT receiver  1721 . Also integrated a low voltage conversion module  1723  that is possible to convert high voltage AC current to 24 volts DC conversion. Module  1723  supplies 24 volts to vehicle accessories and to vehicle main body harness and/or Body control module. 
     Low Voltage Conversion Module (LVCM) 
     Low Voltage Conversion Module  1723  is responsible for collecting high voltage AC current from module  105  and converting it to a 24 volts DC supply. A remote positive and negative post located in either front or rear of vehicle for emergency module waking for under voltage conditions and diagnostic purposes. 
     DETAILED DESCRIPTION OF MOTORSPORT APPLICATION, EMBODIMENT 4 
       FIG. 18  describes motorsport application (Embodiment 4). Modern day motor sport cars are quickly evolving into all electric platforms with many new enterprises and ideas becoming a welcomed approach to the direction of electric vehicle racing. Including, present day, sanctioned race series that are facing a dilemma of their electric race cars depleting all HV battery capacity prior to the conclusion of the race. 
     With Race Performance energy recovery Hub (ERH) logic of direct ratios-to-recharge rates depends on race car wheel speed. All electric race car and Race Performance applications Energy Recovery Hub (ERH, RP-ERH) is the solution and an inevitable necessity for EV race cars to succeed in EV endurance racing. Further development options will consist of increased adaptability of our RPERH design. For instance, in rear-wheel-drive race car platforms, the front axle will house a dual ERH design. Whereas the left front wheel will drive one RP-ERH unit and the right front wheel will drive another RP-ERH unit. With this modified design, as compared to the CVPP, the RP-ERH is much more light weight in design which results in no requirement for a variable gear ratio transmission (CVPP), adjusting high voltage output to recharge the high voltage batteries. The direct ratio of wheel speed being transmitted to the RP-ERH under race car acceleration and deceleration, the direct ratio will deliver immediate energy recovery to high voltage BAT  1  or high voltage BAT  2 . Under racing acceleration and race car applications for maximum speeds, the physical size of the RP-ERH assembly unit will be drastically reduced. Each RP-ERH assembly unit will be responsible for recharging an independent HV battery. The RP-ERH consist of a higher electrical charging rate for racing purposes compared to the original URD design for racing purposes.  FIG. 18  components (e.g.,  1801 ) are equivalent to  FIG. 13  (e.g.,  1301 ) components but at race performance specifications. 
     Electrical Auxillary Port Capabilities 
     Our URD system, optionally provides two AC outlets, one providing 110 v and one providing 220 v. The 110 v can be used to plug house appliances and the 220 v can be used with commercial power equipment. Also, the AC ports can be used for emergency situations, for example run a more powerful tire inflator on the 110 v, and for the 220 v application can be used for flood lightings during road repairs. 
     Other Applications 
     Our system is not limited to personal automobile vehicles. Application for commercial transportation will also apply, for example—Train, Bus, Autonomous vehicles, RV&#39;s and commercial vehicles, Grand Touring (GT) endurance race application with other features that can prolong the state of charge of the battery. Larger battery unit&#39;s application with possible triple system involved, for example, Commercial trucks, Trains, Recreational Vehicles (RV), three wheeled chassis and two wheeled chassis i.e., three-wheel bikes and two wheeled bikes. 
     Computer Products 
     In view of this disclosure it is stated that the various system methods and devices described herein can be implemented in hardware, software, and firmware. Further, the various system methods and output parameters are included by way of example only and not in any limiting sense. In view of this disclosure, the ordinary skill in the art can apply the present teachings, while remaining within the scope of the invention. The functionality of one or more of the processors described herein may be incorporated into a fewer number or a single processing unit (e.g., a CPU) and may be implemented using application specific integrated circuits (ASICs) or general-purpose processing circuits which are programmed responsive to executable instruction to perform the functions described herein. 
     The computer program product may include a computer readable storage medium (or media) having computer readable program instructions thereon for causing a computer processor to carry out aspects of the present invention. The computer readable storage medium can be a tangible or non-transitory device that can keep, retain, and store computer program instructions for use by a program instruction execution device. A computer readable storage medium is not to be construed as being transitory signals per se, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through a waveguide or other transmission media. The computer readable storage medium (or media) may be a non-transitory media that does not include a carrier wave. 
     The computer readable storage medium is for example, but is not limited to, a magnetic storage device, an optical storage device, an electromagnetic storage device, an electronic storage device, a semiconductor storage device, or any suitable combination of the foregoing. Specific examples of the computer readable storage medium include: a hard disk, a random-access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a static random-access memory (SRAM), a memory stick, and any suitable combination of the foregoing. 
     Computer readable program instructions described herein can be downloaded to respective computing/processing devices from a computer readable storage medium or to an external computer or external storage device via a network, for example, the Internet, a local area network, a wide area network and/or a wireless network. 
     Although the present system may have been described with reference to an automotive vehicle it is also envisioned that the present system can be extended to other automotive applications such as light duty vehicles (e.g., cargo vans), heavy duty vehicles (e.g., Box Trucks), and high-performance vehicles (e.g., race cars). Further, the present system may also include one or more programs which may be used with standard automotive electric systems so that they may provide features and advantages of the present system. 
     Certain additional advantages and features of this disclosure may be apparent to those skilled in the art upon studying the disclosure or may be experienced by persons implementing the novel system and method of the present disclosure. Another advantage of the present systems and method may be that conventional automotive systems can be easily upgraded to incorporate the features and advantages of the present systems, devices, and methods. 
     It is to be appreciated that any one of the embodiments, examples or processes described herein may be combined and/or grouped with one or more other examples, embodiments and/or processes or be separated and/or performed amongst separate devices or device portions in accordance with the present devices, systems, and methods. 
     The above discussion is intended to be merely illustrative of the present systems, method, and devices. It should not be construed as limiting the appended claims to any embodiment or group of embodiments. Thus, while the present system has been described detail with reference to exemplary embodiments, it should also be appreciated that numerous modifications and alternative embodiments may be devised by those having ordinary skill in the art without departing from the broader and intended use and scope of the present system as set forth in the claims that follow. The specification and drawings are to be regarded in an illustrative manner and are not intended to limit the scope of the claims. 
     CONCLUSION 
     Based on the attached data in this document for patent, it can be clearly stated that this URD invention will help facilitate a growth in the automotive electric vehicle industry. It will reduce fossil fuel dependency, provides lower emissions and cleaner environment. This invention can reduce the need of gas station uses, and also reduces the power drain from the residential infrastructure power grid. 
     Further, the URD invention achieve Unlimited Range Drive (URD) capabilities which may exceed more than 1 million miles drive on a single high voltage battery charge, the invention provides cost effective solution for more than 1 million miles drive. Further, Our URD system provides clean environment and reduces power drain from the residential power grids as less frequent or very rarely residential power is used to recharge electrical vehicles batteries. Hence reduces costly upgrading or replacement of existing power feeding pad mounted transformers for higher load in the residential area.