Patent Publication Number: US-2023150380-A1

Title: Methods and apparatus for powering a vehicle

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 17/901,626, filed Sep. 1, 2022, issued as U.S. Pat. No. 11,548,399, which is a divisional of U.S. patent application Ser. No. 17/718,114, filed Apr. 11, 2022 and issued Oct. 4, 2022 as U.S. Pat. No. 11,458,853, which is a continuation of U.S. patent application Ser. No. 17/035,488, filed Sep. 28, 2020 and issued Apr. 12, 2022 as U.S. Pat. No. 11,299,054, which is a continuation of U.S. patent application Ser. No. 16/861,110, filed Apr. 28, 2020 and issued Sep. 29, 2020 as U.S. Pat. No. 10,787,089, which is a continuation of U.S. patent application Ser. No. 16/847,538, filed Apr. 13, 2020, which claims benefit of priority and is related to U.S. provisional Patent Application No. 62/858,902, filed Jun. 7, 2019, U.S. provisional Patent Application No. 62/883,523, filed Aug. 6, 2019, and U.S. provisional Patent Application No. 62/967,406, filed Jan. 29, 2020. The disclosures of each of these applications are incorporated herein in their entireties for all purposes. Any and all applications for which a foreign or domestic priority claim is identified in the Application Data Sheet as filed with the present application are hereby incorporated by reference under 37 CFR 1.57. 
    
    
     BACKGROUND 
     Field of the Disclosure 
     The present disclosure relates generally to providing energy for a vehicle powered, at least in part, by electricity, and more specifically, to generating and conveying or storing the electricity for consumption by electric motors to drive or power the vehicle or a portion thereof while the vehicle is mobile. 
     Description of the Related Art 
     Electric vehicles derive locomotion power from electricity often received from an energy storage device within the electric vehicle. The energy storage device could be a battery, a battery array, or an energy storage and/or containment device. Hybrid electric vehicles include regenerative charging that capture power from vehicle braking and traditional motors to charge the energy storage device and provide power to the vehicle. Battery electric vehicles (BEVs) are often proposed to have an energy storage/containment device (for example, a battery or battery array or capacitor array) that is charged through some type of wired or wireless connection at one or more stationary locations, for example household or commercial supply sources. The wired charging connections require cables or other similar connectors physically connected to a stationary power supply. The wireless charging connections require antenna(s) or other similar structures wirelessly connected to a power supply that generates a wireless field via its own antenna(s). However, such wired and wireless stationary charging systems may be inconvenient or cumbersome and have other drawbacks, such as degradation during energy transference, inefficiencies or losses, requiring a specific location for charging, and so forth. As such, alternatives for stationary wired or wireless charging systems and methods that efficiently and safely transfer power for charging electric vehicles are desirable. 
     SUMMARY 
     Various embodiments of systems, methods and devices within the scope of the appended claims each have several aspects, no single one of which is solely responsible for the desirable attributes described herein. Without limiting the scope of the appended claims, the description below describes some prominent features. 
     Details of one or more embodiments of the subject matter described in this specification are set forth in the accompanying drawings and the description below. Other features, aspects, and advantages will become apparent from the description, the drawings, and the claims. Note that relative dimensions of the following figures may not be drawn to scale. 
     In one aspect, an apparatus for providing electrical charge to a vehicle is disclosed. The apparatus includes a driven mass, a generator, a charger, a hardware controller, and a communication circuit. The driven mass is configured to rotate in response to a kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate, wherein the driven mass exists in (1) an extended position in which the kinetic energy of the vehicle causes the driven mass to rotate and (2) a retracted position in which the kinetic energy of the vehicle does not cause the driven mass to rotate. The generator is configured to generate an electrical output based on a mechanical input, the generator having a pulley mechanically coupled to the shaft such that rotation of the shaft causes the pulley to rotate. The charger is electrically coupled to the generator and configured to receive the electrical output from the generator, generate a charge output based on the electrical output, and convey the charge output to the vehicle. The hardware controller is configured to control whether the driven mass is in the extended position or the retracted position in response to a signal received from a vehicle controller. The communication circuit is configured to receive the signal from the vehicle controller. 
     In some aspects, the driven mass includes a wheel, and the extended position includes the wheel positioned in contact with a ground surface on which the vehicle travels. In some aspects, the charger includes a charging cable coupled to a charging port of the vehicle, and the charge output is conveyed to the vehicle via the charging cable and the charging port. In some aspects, apparatus further includes a circuit element positioned in series with the generator and the charger, wherein the circuit element creates an open circuit between the generator and the charging port of the vehicle. In some aspects, the apparatus further includes a filtering circuit configured to filter the electrical output from the generator before the electrical output from the generator is received by the charger, wherein filtering the electrical output includes one or more of filtering, cleaning, matching, converting, and conditioning the electrical output to reduce risk of damage to the charger by the electrical output. In some aspects, the driven mass includes a gear, and the extended position includes the gear engaged with one or more of a drive shaft, a motor, and a wheel of the vehicle. In some aspects, the pulley is mechanically coupled to the shaft by one or more of a chain, a belt, a gearing system, and a pulley system. In some aspects, the apparatus further comprises an energy storage device configured to store any excess portion of the charge conveyed to the vehicle when a vehicle battery or a vehicle motor is unable to accept all portions of the charge output conveyed from the charger. In some aspects, the energy storage device is further configured to convey the excess portion of the charge to the vehicle energy storage device or to the vehicle motor on demand. In some aspects, the apparatus further comprises a battery storage device and a capacitor storage device, wherein the capacitor storage device is configured to: receive at least a portion of the charge output, store at least the portion of the charge output, and convey at least the portion of the charge output to the battery storage device in one or more bursts based on a charge level of the battery storage device dropping below a threshold value. 
     In some aspects, the mechanical input further comprises a flywheel configured to drive the generator to generate the electrical output. In some aspects, the apparatus further comprises a one-way bearing having a first side and a second side, wherein the one-way bearing is configured to allow the first side rotate independently of the second side. In some aspects, the flywheel is mechanically coupled to the first side of the one-way bearing, the shaft is coupled to the second side, wherein the one-way bearing is configured to allow the flywheel rotate independently of the shaft. In some aspects, the apparatus further comprises an independent suspension that supports the driven mass and the generator independently from a suspension of the vehicle, wherein the independent suspension comprises one of a linkage, a spring, and a shock absorber. In some aspects, the generator is switchable such that the electrical output is pulsed in a first switched setting and is constant in a second switched setting. In some aspects, 
     In another aspect, a method of providing electrical charge to a vehicle is disclosed. The method includes rotating a driven mass in response to a kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate, wherein the driven mass exists in (1) an extended position in which the kinetic energy of the vehicle causes the driven mass to rotate and (2) a retracted position in which the kinetic energy of the vehicle does not cause the driven mass to rotate. The method also may include generating an electrical output based on a mechanical input via a generator, the generator having a pulley mechanically coupled to the shaft such that rotation of the shaft causes the pulley to rotate. The method further may include, for example, generating a charge output based on the electrical output and conveying the charge output to the vehicle. The method also may further include controlling whether the driven mass is in the extended position or the retracted position in response to a signal received from a vehicle controller and receiving the signal from the vehicle controller. 
     In some aspects, the driven mass comprises a wheel, and wherein the extended position comprises the wheel positioned in contact with a ground surface on which the vehicle travels. In some aspects, conveying the charge output to the vehicle comprises conveying the charge output via a charging cable coupled to a charging port of the vehicle. In some aspects, the method further comprises creating an open circuit between the generator and the charging port of the vehicle via a circuit element or filtering the electrical output from the generator before the electrical output from the generator is received by the charger, wherein filtering the electrical output includes one or more of filtering, cleaning, matching, converting, and conditioning the electrical output to reduce risk of damage to the charger by the electrical output. In some aspects, the driven mass comprises a gear, and wherein the extended position comprises the gear engaged with one or more of a drive shaft, a motor, and a wheel of the vehicle. In some aspects, the mechanical input is mechanically coupled to the shaft by one or more of a chain, a belt, a gearing system, and a pulley system. In some aspects, the method further comprises storing any excess portion of the charge conveyed to the vehicle when a vehicle battery or a vehicle motor is unable to accept all portions of the charge output conveyed from the charger or conveying the excess portion of the charge from the energy storage device to the vehicle energy storage device or to the vehicle on demand. In some aspects, the method further comprises receiving at least a portion of the charge output at a capacitor storage device, storing at least the portion of the charge output in the capacitor storage device, and/or conveying at least the portion of the charge output to a battery storage device in one or more bursts based on a charge level of the battery storage device dropping below a threshold value. 
     In some aspects, the mechanical input comprises a flywheel configured to drive the generator to generate the electrical output. In some aspects, the mechanical input further comprises a one-way bearing having a first side and a second side, wherein the one-way bearing is configured to allow the first side rotate independently of the second side in a first direction of rotation and with the second side in a second direction of rotation. In some aspects, the flywheel is mechanically coupled to the first side of the one-way bearing, the shaft is coupled to the second side, wherein the one-way bearing is configured to allow the flywheel rotate independently of the shaft in the first direction of rotation and with the shaft in the second direction of rotation. In some aspects, the method further comprises supporting, via an independent suspension, the driven mass and the generator independently from a suspension of the vehicle, wherein the independent suspension comprises one of a linkage, a spring, and a shock absorber. In some aspects, the method further comprises switching the generator between generating a pulsed electrical output or a constant electrical output or performing a voltage dump from the generator output terminal via a capacitor, a switch assembly, and a backup energy storage. 
     In another aspect, an apparatus for providing electrical charge to a vehicle is disclosed. The apparatus comprises a driven mass configured to rotate in response to a kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate and a generator configured to generate an electrical output at a generator output terminal based on a mechanical input, the mechanical input mechanically coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate. The apparatus further comprises a capacitor module selectively and electrically coupled to the generator output terminal and configured to: receive a first portion of the electrical output generated by the generator, store the first portion of the electrical output as a first energy as an electric field of the capacitor module, and convey the first energy to a load of the vehicle on demand. The apparatus further comprises a battery module selectively and electrically coupled to the generator output terminal and configured to: receive a second portion of the electrical output generated by the generator, store the second portion of the electrical output as a second energy in a chemical energy form, and convey the second energy to the load of the vehicle on demand. The hardware controller is configured to control whether the capacitor module, the battery module, or a combination of the capacitor module and the battery module is coupled to the generator output terminal in response to a received signal. 
     In some aspects, the mechanical input comprises a flywheel configured to store mechanical energy received from the driven mass and the flywheel is mechanically coupled to the first side of the one-way bearing, wherein the shaft is coupled to the second side, and wherein the one-way bearing is configured to allow the flywheel rotate independently of the shaft in the first direction of rotation and together with the shaft in the second direction of rotation. In some aspects, the apparatus further comprises an independent suspension that supports the driven mass and the generator independently from a suspension of the vehicle, wherein the independent suspension comprises one of a linkage, a spring, and a shock absorber. 
     In another aspect, a method of providing electrical charge to a vehicle is disclosed. The method comprises rotating a driven mass in response to a kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate, generating, via generator, an electrical output at a generator output terminal of the generator based on a mechanical input, the mechanical input mechanically coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate, conveying a first portion of the electrical output generated by the generator to a capacitor module selectively and electrically coupled to the generator output terminal, storing the first portion of the electrical output as a first energy in an electric field of the capacitor module, conveying the first energy to a load of the vehicle on demand, conveying a second portion of the electrical output to a battery module selectively and electrically coupled to the generator output terminal, storing the second portion of the electrical output as a second energy in a chemical energy form, and controlling whether the capacitor module, the battery module, or a combination of the capacitor module and the battery module is coupled to the generator output terminal in response to a received signal. 
     In some aspects, the mechanical input comprises a flywheel configured to store mechanical energy received from the driven mass and the flywheel is mechanically coupled to the first side of the one-way bearing, wherein the shaft is coupled to the second side, and wherein the one-way bearing is configured to allow the flywheel rotate independently of the shaft in the first direction of rotation and together with the shaft in the second direction of rotation. In some aspects, the method further comprises supporting, via an independent suspension, the driven mass and the generator independently from a suspension of the vehicle, wherein the independent suspension comprises one of a linkage, a spring, and a shock absorber. 
     In another aspect, an apparatus for providing electrical charge to a vehicle is disclosed. The apparatus further comprises a driven mass configured to rotate in response to a kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate and a generator configured to generate an electrical output at a generator output terminal based on a mechanical input, the mechanical input mechanically coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate. The apparatus further comprises a hardware controller configured to: convey at least a first portion of the electrical output to one of a capacitor module, a battery, and a motor of the vehicle, each of the capacitor module, the battery, and the motor selectively coupled to the generator output terminal, disconnect the generator output terminal from the capacitor module, the battery, and the motor in response to an interrupt signal received, initiate a dump of a residual electrical energy in the generator for a period of time, and connect the generator output terminal to one of the capacitor module, the battery, and the motor of the vehicle after the period of time expires. The interrupt signal is generated by a controller in response to one or more conditions. 
     In some aspects, the interrupt signal is received at periodic intervals defined based on at least one of a period of time following a previous interrupt signal, a distance traveled by the vehicle, a speed of the vehicle, and a power generated by the generator. In some aspects, the hardware controller is further configured to dump the residual electrical energy comprises the hardware controller being configured to: electrically couple the generator output terminal to a dump load for the period of time, and disconnect the generator output terminal from the dump load after the period of time passes, wherein the dump load comprises one or more of a back-up battery or capacitor. 
     In another aspect, a method of providing electrical charge to a vehicle is disclosed. The method comprises rotating a driven mass in response to a kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate, generating an electrical output at a generator output terminal based on a mechanical input, the mechanical input mechanically coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate, conveying at least a first portion of the electrical output to one of a capacitor module, a battery, and a motor of the vehicle selectively coupled to the generator output terminal, disconnecting the generator output terminal from the capacitor module, the battery, and the motor in response to an interrupt signal received, dumping a residual electrical energy in the generator for a period of time, and connecting the generator output terminal to one of the capacitor module, the battery, and the motor of the vehicle after the period of time expires, wherein the interrupt signal is generated by a controller in response to one or more conditions. 
     In some aspects, the interrupt signal is received at periodic intervals defined based on at least one of a period of time following a previous interrupt signal, a distance traveled by the vehicle, a speed of the vehicle, and a power generated by the generator. In some aspects, umping the residual electrical energy comprises: electrically coupling the generator output terminal to a dump load for the period of time and disconnecting the generator output terminal from the dump load after the period of time passes, wherein the dump load comprises one or more of a back-up battery or capacitor. 
     In another aspect, an apparatus for providing electrical charge to a vehicle is disclosed. The apparatus comprises a motor configured to place the vehicle in motion, a driven mass configured to rotate in response to a kinetic energy of the vehicle generated when the vehicle is in motion, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate, and a generator configured to generate an electrical output at a generator output terminal based on rotation of a mechanical input, the mechanical input mechanically coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate. The apparatus further comprises a capacitor module selectively and electrically coupled to the generator output terminal and configured to: receive a portion of the electrical output generated by the generator, store the portion of the electrical output as an electric field of the capacitor module when the battery has a charge that exceeds a threshold value, and convey the first energy to a load of the vehicle on demand. The apparatus further comprises a hardware controller configured to control the motor, the generator, and coupling of the capacitor module to the generator module, wherein the electrical output generated is greater than or equal to a consumption of the motor of the vehicle when the vehicle is in motion. 
     In another aspect, a method of providing electrical charge to a vehicle is disclosed. The method comprises rotating a driven mass in response to a kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate, generating, by a generator, an electrical output at a generator output terminal based on rotation of a mechanical input, the mechanical input mechanically coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate, conveying a portion of the electrical output to a capacitor module selectively coupled to the generator output terminal with a battery of the vehicle, and storing the portion of the electrical output in the capacitor module when the battery has a charge that exceeds a threshold value, wherein the electrical output generated by the generator is greater than or equal to a consumption of a motor of the vehicle when the vehicle in motion. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a diagram of an exemplary battery electric vehicle (BEV). 
         FIG.  2    is a diagram of an exemplary “fifth” wheel configured to drive or power an on-board charging system (OBCS) capable of charging an energy storage device of the BEV of  FIG.  1   . 
         FIG.  3    is a diagram of the fifth wheel of  FIG.  2    mechanically coupled to two generators that convert a mechanical rotation of the fifth wheel into electrical energy outputs. 
         FIG.  4    is an alternate view of the two generators of  FIG.  3    and cabling that couples the generators to a mobile battery charger coupled to a charging port for the BEV. 
         FIG.  5    is a diagram of the exemplary BEV of  FIG.  1    incorporating one or more capacitor modules as a supplemental and/or intermediate energy storage device. 
         FIG.  6    is a diagram of the coupling of the fifth wheel and the two generators of  FIG.  3    with the addition of a capacitor module into the charging system of the BEV. 
         FIG.  7    is an alternate fifth wheel system illustrating the fifth wheel of  FIG.  2    mechanically coupled to a generation unit that converts a mechanical rotation of the fifth wheel into an electrical energy output. 
         FIGS.  8 A and  8 B  provide additional views of the alternate fifth wheel system of  FIG.  7   . 
         FIG.  9    illustrates a close-up view of the stabilization bracket between the generation unit and the flywheel of  FIG.  7   . 
         FIGS.  10 A- 10 P  are screenshots of an interface that presents various variables that are monitored during operation of the EV with an example embodiment of the OBCS described herein. 
         FIGS.  11 A- 11 B  depict different views of an example embodiment of components of a bearing support that supports a rotating element, the bearing support including a bearing enclosure and a bearing assembly. 
         FIG.  12 A- 12 C  depict different views of the bearing assembly of  FIGS.  11 A- 11 B , including a plurality of bearings, a bearing spacer, and a shaft. 
         FIG.  13    shows a top-down view of the bearing spacer of the bearing assembly of  FIGS.  11 A- 12 C . 
         FIGS.  14 A- 14 C  show different views of a partial construction of the bearing assembly of  FIGS.  12 A- 12 C , the partial construction including a first bearing, the bearing spacer, and the shaft. 
     
    
    
     The various features illustrated in the drawings may not be drawn to scale. Accordingly, the dimensions of the various features may be arbitrarily expanded or reduced for clarity. In addition, some of the drawings may not depict all of the components of a given system, method or device. Finally, like reference numerals may be used to denote like features throughout the specification and figures. 
     DETAILED DESCRIPTION 
     The detailed description set forth below in connection with the appended drawings is intended as a description of exemplary embodiments and is not intended to represent the only embodiments in which the invention may be practiced. The term “exemplary” used throughout this description means “serving as an example, instance, or illustration,” and should not necessarily be construed as preferred or advantageous over other exemplary embodiments. The detailed description includes specific details for providing a thorough understanding of the exemplary embodiments. In some instances, some devices are shown in block diagram form. 
     An electric vehicle (EV) is used herein to describe a vehicle that includes, as at least part of its locomotion capabilities, electrical power derived from energy sources (e.g., one or more energy generation devices and energy storage devices, for example rechargeable electrochemical cells, capacitors, ultra-capacitors, other types of batteries, and other energy storage devices). In some embodiments, capacitor (or ultra-capacitor modules) may be ideal replacements for the battery  102  where long term storage for energy generated by the generators  302   a  and  302   b  is not needed but an ability to quickly store and discharge large amounts of energy is desired. As non-limiting examples, some EVs may be hybrid electric vehicles (HEVs) that include, besides electric motors, one or more batteries, and a traditional combustion engine for direct locomotion or to charge the vehicle&#39;s battery. Other EVs, for example battery electric vehicles (BEVs), may draw all locomotion capability from electrical power stored in a battery. An EV is not limited to an automobile and may include motorcycles, carts, scooters, buses, and the like. Additionally, EVs are not limited to any particular energy source (e.g., energy storage source or generation source) or to when the electricity is received from the energy source (for example, when the EV is at rest or in motion). 
     Current EVs, whether HEVs or BEVs, may be charged using stationary charging stations. Such stationary charging stations may be installed at home or in public locations, such as public parking lots, along roadways, and so forth. These stationary charging stations may use cables that couple to the EVs to convey charging power between the EVs and the stationary charging stations and/or use wireless transfer technologies to wirelessly convey charging power between the EVs and the stationary charging stations. The “stationary” aspect of charging stations may refer to the static nature of the charging stations themselves. For example, such stationary charging stations themselves are generally permanently (or semi-permanently) installed in fixed locations because of needed power feeds required to provide electricity to the charging stations (for example, a connection to a home panel for the home installation) and, therefore, require power from a power grid, thereby increasing burdens on the power grid. In some embodiments, the EVs themselves receive a charge from the stationary charging stations while the EVs are stationary (for example, parked in a parking spot) or in motion (for example, driving over or in proximity of one or more wireless charging components of the stationary charging stations while the EVs are in motion). 
     In some embodiments, an EV owner may utilize a generator to charge the EV. For example, the generator is a mobile generator that the EV owner is able to transport to various locations in order to charge the EV. In some embodiments, such mobile generators provide a charge to the EV when the EV does not have sufficient power to drive to a stationary charging station or to provide any charge at a location where a stationary charging station is not available. Additionally, or alternatively, the mobile generator may provide charging to the EV while the EV is in motion. However, such mobile generators often utilize gasoline or other fuels to generate electricity from a chemical and/or mechanical reaction. Therefore, use of the mobile generators may involve transporting the fuel for the generator and/or waiting for a charge provided by the mobile generators and generation of harmful byproducts that must be exhausted from the vehicle. Additionally, the mobile generators are generally unable to provide a charge at a rate greater than charge used to drive the EV. For example, the mobile generator is only able to provide hourly charging rates at the equivalent of providing electricity to allow the EV to travel between 4 miles and 25 miles while the moving EV will generally consume more electricity than this in an hour of travel. Such charging rates would be insufficient to maintain motion of the EV during use. Alternatively, or additionally, the EV owner may use a portable battery charger or other portable energy storage device that is able to transfer energy to the EV when the EV is unable to drive to a stationary charging station. Such use of portable battery chargers may involve similar constraints as the mobile generators, such as charge transfer times, and so forth. The user may also use regenerative braking or regenerative driving (for example, generating electricity while the vehicle is in motion and not necessarily braking) to charge or power the EV. For example, a regenerative driving system may generate electricity based on movement of one or more vehicle components that is moving or driven while the EV is moving. 
     Accordingly, the disclosure described in more detail herein provides an on-board charging system (OBCS) that charges the energy storage device (for example, the battery, the battery array, the energy containment device, or similar) or provides electricity directly to motors of the EV while the EV is in motion (or generally traveling) at a charging rate sufficient to enable significant, continued use of the EV while the EV is charging. Some embodiments incorporate a battery charger or other generator that is capable of providing charge to the energy storage device of the EV or the motors of the EV at a rate greater than that which the EV is able to discharge the energy storage device. The OBCS may be mobile in the sense that is moves with the EV while being fixedly attached to the EV. Alternatively, or additionally, the OBCS may be removable from the EV and portable to other EVs, and so forth. In some embodiments, the OBCS provides stable and consistent power on demand for the EV, thereby extending a travel range of the EV. The EV (for example, via a controller and/or communications with the OBCS) may request the OBCS to charge the EV by providing the electrical power needed at any given moment. This may be, and in fact is intended to be, a cyclical process as the EV drains its energy storage device and requests additional charge from the OBCS. Alternatively, the EV may communicate with the OBCS to provide electrical power directly to the motors of the EV, bypassing the energy storage device of the EV. The OBCS may reduce reliance of charging of EVs using grid charging and may significantly reduce the mining of fossil fuels and resulting carbon emissions. 
     Further details regarding the OBCS and its integration with the EV are provided below with reference to  FIGS.  1 - 14 C  and corresponding description. 
       FIG.  1    is a diagram of an exemplary battery electric vehicle (BEV)  100 , in accordance with an exemplary embodiment. The BEV  100  includes, among other components shown, a battery  102 , at least one electric motor  104 , a plurality of wheels  106 , and a frame or body  108 . The battery  102  may include a plurality of individual battery units or modules and may store energy used to drive the at least one electric motor  104 . In some embodiments, the individual battery units may be coupled in series to provide a greater voltage for the battery  102  than an individual battery unit. In some embodiments, the battery  102  includes any other charge or energy storage or containment device. In some embodiments, the battery  102  is coupled to a controller (not shown, for example the EV controller) configured to monitor a charge state or a charge value of the battery  102 . The controller may provide controls for how the battery  102  is charged or discharged and may provide various signals, interlocks, and so forth with respect to the battery  102 . For example, the controller may limit charging of the battery  102  in certain weather conditions, vehicle conditions or states, or based on one or more interlocks (such as when a charging port door is left open, and so forth). 
     In some embodiments, each of the battery units (and the battery  102  as a whole) may exist in one of a plurality of charge states, including a fully charged state, a fully discharged state, a charging state, a sufficient charge state, a discharging state, and a charge desired state, among others. The controller, based on its monitoring of the charge states of the individual battery units and the battery  102  and/or a voltage of the battery  102 , may allow the battery  102  to provide power to a load, for example the motor  104 , request charging of the battery  102 , or prevent one or more of charging and/or discharging of the battery  102  based on the charge states. Thus, if the battery  102  is discharged below a threshold charge value (for example, if the battery  102  is in the charge desired state), then the controller may prevent further discharge of the battery  102  and/or request that the battery  102  be charged. Alternatively, or additionally, if the battery  102  is receiving charge from a charger and the charge value of the battery  102  exceeds a threshold full charge value (for example, if the battery  102  is in the fully charged state), then the controller may prevent further charging of the battery  102 . 
     The battery  102  provides electrical energy to the at least one motor  104 . The at least one motor  104  converts the electrical energy to mechanical energy to rotate one or more of the plurality of wheels  106 , thus causing the BEV  100  to move. In some embodiments, the at least one motor  104  is coupled to two or more of the plurality of wheels  106 . In some embodiments, the at least one motor  104  includes two motors  104  that each power a single wheel  106  of the plurality of wheels  106 . In some embodiments, the controller monitors the state of the at least one motor  104 , for example whether the at least one motor  104  is driving at least one of the plurality of wheels  106  to cause the BEV  100  to move based on energy from the battery  102 , and so forth. In some embodiments, the controller may monitor a direction in which the at least one wheel  106  is rotating. 
     The BEV  100  may be configured to use the wheel(s)  106 , the motor(s)  104 , and the battery  102  to charge the battery  102  using regenerative braking from a generative braking system (not shown). Regenerative braking enables the BEV  100  to capture energy from the rotation of the wheel(s)  106  for storage in the battery  102  when the BEV  100  is coasting (for example, moving with using energy from the battery  102  to power the motor(s)  104  to drive the wheel(s)  106 ) and/or braking. Regenerative braking effectively charges the BEV  100  based on kinetic energy of the BEV  100 . Effectively, the motor(s)  104  convert the kinetic energy from the moving BEV  100  to electrical energy for storage in the battery  102 , causing the BEV  100  to slow. In some embodiments, the controller may be used to control operation of the motor(s)  104  efficiently and effectively to enable regenerative braking when the motor(s)  104  is not being used to drive the wheel(s). For example, the controller may determine that the motor  104  is not being used to drive the corresponding wheel  106  and may switch the motor  104  into a regenerative braking mode or state to capture charge from the movement of the BEV  100 . In some embodiments, if the controller determines that at least one wheel  106  is rotating at a speed faster than a speed at which it is being driving (for example, when the BEV is going down a steep hill), then the controller controls the motor  104  to perform regenerative braking or otherwise regenerate charge from the movement of the BEV. In some embodiments, the controller generates one or more alerts for display to a driver or operator of the BEV  100  or communicated to an internal or external system (for example, about charging needs, battery levels, regenerative braking, and so forth). 
     Though not explicitly shown in  FIG.  1   , the BEV  100  may include a charging port that allows the battery  102  to be connected to a power source for charging. Often, the charging port allows connection of a plug external to the BEV  100  that is then connected to an external power source, such as a wall charger, and so forth. In some embodiments, internal wiring couples the charging port to the battery  102  to allow for charging. Alternatively, or additionally, the BEV  100  includes a wireless power antenna configured to receive and/or transmit power wirelessly. As such, internal wiring couples the wireless power antenna to the battery  102  to allow for charging. In some embodiments, the internal wiring may couple either the charging port and/or the wireless power antenna directly to the motor  104 . The controller may detect when the battery  102  is receiving a charge via the charging port and/or the wireless power antenna. 
       FIG.  2    is a diagram of an exemplary “fifth” wheel  202  configured to drive or power an on-board charging system (OBCS)  210  capable of charging the battery  102  of the BEV  100  of  FIG.  1   , in accordance with an exemplary embodiment. The fifth wheel  202  as shown is in an extended state such that the fifth wheel  202  is in contact with the ground or road surface and, thus, rotates while the BEV  100  is in motion. The controller may extend or retract the fifth wheel  202  such that the fifth wheel  202  is not always in contact with the ground or road surface. In some embodiments, the fifth wheel  202  is replaced with or integrated as a small motor or geared component driven by a drive shaft, motor  104 , wheel  106 , or other driven component of the BEV  100 . In some embodiments, the small motor or geared component may include a small fixed gear electric motor that rotates the shaft at a desirable rotations per minute (RPM). For discussion herein, the fifth wheel  202  will be described as being driven when in contact with the ground, though any other means of being driven (for example, the small motor or geared component driven by a drive shaft) is envisioned. As such, the fifth wheel  202 , whether in contact with the ground or integrated with another drive component within the BEV  100 , rotates in response to the BEV  100  being driven to move or otherwise moving. In some embodiments, although the fifth wheel  202  is in contact with the ground, the fifth wheel  202  may not carry a significant portion of weight of the BEV  100 . As such, in some embodiments, a minimal or small amount of drag will be created or caused by the fifth wheel  202 . The controller may be configured to control the amount of drag that the fifth wheel  202  creates (for example, how much pressure the fifth wheel  202  exerts downward on the road surface. 
     The fifth wheel  202  is coupled to a drive shaft (herein referred to as the “shaft”)  206 . As the fifth wheel  202  rotates, the shaft  206  also rotates at a same, similar, or corresponding rate as the fifth wheel  202 . In some embodiments, the fifth wheel  202  and the shaft  206  may be coupled such that the shaft  206  rotates at a greater or reduced rate as compared to the fifth wheel  202 . In some embodiments, the shaft  206  is coupled to a support structure  200 . The support structure  200  may be attached to the frame or body  108  of the BEV  100  and allow for the fifth wheel  202  to be extended or retracted as needed while supported by the BEV  100 . Two sprockets or gears  208   a  and  208   b  are disposed on the shaft  206  such that when the shaft  206  rotates, the sprockets  208   a  and  208   b  also rotate. In some embodiments, the sprockets  208   a  and  208   b  and the shaft  206  may be coupled such that the sprockets  208   a  and  208   b  rotate at a greater or reduced rate as compared to the shaft  206 . 
     The sprockets  208   a  and  208   b  engage with a chain, belt, gearing, pulley, or similar device  204   a  and  204   b , respectively. The chains  204   a  and  204   b  cause one or more devices (not shown in this figure) coupled via the chains  204   a  and  204   b  to rotate at a rate that corresponds to the rate of rotation of the sprockets  208   a  and  208   b . In some embodiments, the one or more devices coupled to the sprockets  208   a  and  208   b  via the chains, gearing, pulley, or similar device  204   a  and  204   b  are components of or otherwise coupled to the OBCS  210 . For example, the devices to which the sprockets  208   a  and  208   b  are coupled via the chains (and so forth)  204   a  and  204   b  provide power (for example, by way of kinetic energy) to the OBCS  210  to enable the OBCS  210  to charge the BEV  100  while the BEV  100  is in motion. Thus, in some embodiments, the devices to which the sprockets  208   a  and  208   b  are coupled via the chains  204   a  and  204   b  may include generators, alternators, or similar mechanical to electrical energy conversion devices, as described in further detail below. In some embodiments, the small motor described above may act as a fail over motor to drive the shaft driving the generators  302   a  and  302   b  should one of the chains  204   a  and  204   b  fail. 
     In some embodiments, the OBCS  210  includes any existing, off the shelf BEV charger or a custom developed BEV charger, such as a level 1 electric vehicle charger, a level 2 electric vehicle charger, a level 3 electric vehicle charger, and so forth. The OBCS  210  may couple to the charging port of the BEV  100 , thereby allowing the OBCS  210  to charge the battery  102  of the BEV  100 . Alternatively, the OBCS  210  may provide charge wirelessly to the wireless power antenna of the BEV  100 . In some embodiments, the OBCS  210  may be used in conjunction with power received via the charging port when the OBCS  210  provides power via the wireless power antenna or in conjunction with power received via the wireless power antenna when the OBCS  210  provides power via the charging port. Thus, charging by an external system (for example, stationary charging systems) may occur in conjunction with charging by the OBCS  210 . 
     The level one charger generates a charge for the battery  102  of the BEV  100  based on a 120-volt (V) alternating current (AC) connection, which is generally referred to as a standard household wall outlet. Charge times with the level 1 charger are generally longer than those for other chargers. Generally, the level one charger may charge the battery  102  of the BEV  100  at a rate of 4-8 miles per hour (MPH) of charging. The level 2 charger generates the charge for the battery  102  of the BEV  100  based on a 240V AC connection. Charge times with the level 2 charger are generally much quicker than those with the level one charger but slower than the level 3 charger. The level 2 charger may generally charge the battery  102  of the BEV  100  at a rate of 15-30 miles per hour of charging. The level 3 charger generates the charge for the battery  102  of the BEV  100  based on a 480V direct current (DC) connection. Charge times with the level 3 charger are generally much quicker than those with the level 2 charger. The level 3 charger may generally charge the battery  102  of the BEV  100  at a rate of 45+ miles per half-hour of charging. Higher level chargers may provide greater levels of energy to the BEV  100  to allow the battery  102  to be charged at faster rates than even the level 3 charger. 
     In some embodiments, the BEV  100  includes multiple fifth wheels  202 , sprockets  208 , and/or chains  204  coupling the sprockets  208  to one or more devices. The one or more fifth wheels  202  and the corresponding one or more sprockets  208  may rotate with one or more corresponding shafts  206 . In some embodiments, each fifth wheel  202  is mounted via its respective shaft  206  to its own support structure  200 . In some embodiments, each fifth wheel  202 , when additional fifth wheels  202  exist, is coupled to its own energy conversion device(s) through one or more sprockets  208  and chains  204  that rotate with the corresponding shaft  206  of the additional fifth wheels  202 . By including additional fifth wheels  202 , more mechanical energy may be converted to electrical energy for supply by the OBCS  210  as compared to with a single fifth wheel  202 . 
       FIG.  3    is a diagram of the fifth wheel  202  of  FIG.  2    mechanically coupled to two generators  302   a  and  302   b  that convert mechanical rotation of the fifth wheel  202  into electrical energy outputs, in accordance with an exemplary embodiment. In some embodiments, the generators  302   a  and  302   b  may be replaced with alternators or similar electricity generating devices. Each of the generators  302   a  and  302   b  has a rotor coupled to a drive pulley  304   a  and  304   b , respectively. The drive pulley  304  of each generator  302  may rotate, causing the corresponding rotor to rotate and causing the generators  302  to generate an electrical energy output via a cable (not shown in this figure). The drive pulleys  304   a  and  304   b  are coupled to the fifth wheel  202  via one of the sprockets  208   a  and  208   b  and one of the chains  204   a  and  204   b , respectively. The cable may supply any generated electrical energy output to the OBCS  210  as an input energy to the OBCS  210 . In some embodiments, the two generators  302   a  and  302   b  may be replaced by any number of generators  302 , from a single generator to many generators. In some embodiments, the generators  302  may generate AC electricity or DC electricity, depending on the application. When the generators  302  generate AC power, an AC-to-DC converter may be used to condition and convert the generated electricity for storage. When the generators  302  generate DC power, an DC-to-DC converter may be used to condition the generated electricity for storage. 
     As described above, the fifth wheel  202  is designed to rotate when the BEV  100  is in motion and the fifth wheel  202  is extended and/or otherwise in contact with the ground or road surface (or otherwise being driven while the BEV is in motion). When the fifth wheel  202  rotates, that rotation causes the shaft  206  to rotate, causing the sprockets  208   a  and  208   b  to also rotate. Accordingly, the chains  204   a  and  204   b  coupled to the sprockets  208   a  and  208   b  move or rotate around the sprockets  208   a  and  208   b , respectively. The movement of the chains  204   a  and  204   b  while the BEV  100  is in motion and the fifth wheel  202  is in contact with the ground causes the pulleys  304   a  and  304   b  of the rotors of the generators  302   a  and  302   b , respectively, to rotate. As described above, the rotation of the pulleys  304  of the generators  302  causes the rotors of the generators  302  to rotate to cause the generators  302  to generate the electrical energy output via the cable, where the electrical energy output corresponds to the mechanical rotation of the pulleys  304 . Thus, rotation of the fifth wheel  202  causes the generators  302   a  and  302   b  to generate electrical energy outputs. In some embodiments, the generators  302   a  and  302   b  (in combination and/or individually) may generate electrical energy outputs at greater than 400 VAC (for example in a range between 120 VAC and 480 VAC) delivering up to or more than 120 kW of power to the OBCS  210 . In some embodiments, the power output of the generators  302   a  and  302   b , in combination and/or individually, may range between 1.2 kilowatts (kW) and 120 kW, for example 1.2 kW, 3.3 kW, 6.6 kW, 22 kW, 26 kW, 62.5 kW, and 120 kW, and so forth. In some embodiments, the generators  302   a  and  302   b  provide up to or more than 150 kW of power. The power provided by the generators may be adjusted by adjusting the particular generators used or by otherwise limiting an amount of power being delivered from the OBCS  210  to the battery  102  (or similar charge storage devices), as needed. 
     In some embodiments, the fifth wheel  202  may be designed to be smaller in diameter than the wheels  106  of the BEV  100 . By making the fifth wheel  202  smaller in diameter than the wheels  106  of the BEV  100 , the fifth wheel  202  may rotate more revolutions per distance traveled than the wheels  106 . Accordingly, the fifth wheel  202  rotates at a faster RPM than the wheels  106 . The shaft  206 , coupled to the fifth wheel  202 , has a smaller diameter than the fifth wheel  202 . The sprockets  208   a  and  208   b  coupled to the shaft  206  have a larger diameter than the shaft  206  but a smaller diameter than the fifth wheel  202 . In some embodiments, the diameters of the various components (for example, the fifth wheel  202 , the shaft  206  and/or the sprockets  208   a  and  208 ) may be varied to further increase the rate of rotation (or rotational speed) of the corresponding components. In some embodiments, the diameter of the fifth wheel  202  may be reduced further as compared to the wheels  106 . In some embodiments, gearing between the fifth wheel  202  and the shaft  206  and/or between the shaft  206  and the sprockets  208   a  and  208   b  may further increase the difference in the rotational rates or speeds of the various components as compared to the wheel  106 . 
     As shown in  FIG.  3   , the pulleys  304  (and the rotors) of the generators  302  have a smaller diameter than the sprockets  208 . Accordingly, the pulleys  304  may rotate at a faster or greater RPM than the sprockets  208  and the fifth wheel  202 . Accordingly, the rotors of the generators  302  coupled to the pulleys  304  may rotate at a faster RPM (as compared to the fifth wheel  202 ) and generate electrical energy that is output to the OBCS  210  via the cable described above. In some embodiments, adjusting the diameters of the various components described herein to cause the pulleys  304   a  and  304   b  to rotate at different RPMs and can cause the generators  302   a  and  302   b  to generate different amounts of power for transmission to the OBCS  210  (for example, faster rotation may result in more power generated by the generators  302   a  and  302   b  than slower rotation). By varying the sizing of the various components, the rotors of the generators  302   a  and  302   b  may rotate at greater or smaller rotation rates. The greater the rotational rate, the more power that is generated by the generators  302   a  and  302   b . Thus, to maximize power generation by the generators  302   a  and  302   b , the various components (for example, the fifth wheel  202 , the shaft  206 , the sprockets  208 , the pulleys  304 , and so forth), may be sized to maximize the rotation rate of and power generated by the generators  302 . 
     In some embodiments, the wheels  106  of the BEV  100  may be between 15″ and 22″ in diameter, inclusive. Specifically, the wheels  106  of the BEV  100  may be 15″, 16″, 17″, 18″, 19″, 20″, 21″, or 22″ in diameter. The corresponding fifth wheel  202  may be between 7″ and 13″, inclusive. Specifically, the fifth wheel  202  may be 7″, 8″, 9″, 10″, 11″, 12″, or 13″ in diameter. In some embodiments, the fifth wheel  202  has a diameter selected such that the ratio of the diameter of the wheel  106  to the diameter of the fifth wheel  202  meets a certain threshold value (for example, 1.5:1, 1.6:1, 1.7:1, 1.8:1, 1.9:1, 2:1, 3:1, 15:1 and so forth). This means that the fifth wheel  202  may rotate at a speed such that a ratio of the rotation speed of the fifth wheel  202  to the rotation speed of the wheel  106  is the same as the ratio between the diameter of the fifth wheel  202  to the diameter of the wheel  106 . 
     In some embodiments, the sprockets  208   a  and  208   b  may have a diameter that is approximately half the diameter of the fifth wheel  202 . For example, a ratio of the diameter of the fifth wheel  202  to the sprockets  208   a  and  208   b  may be approximately 2:1 such that the sprockets  208   a  and  208   b  rotate at approximately twice the rotational speed or RPMs as the fifth wheel  202 . More specifically, the diameter of the sprockets  208   a  and  208   b  may be between 3″ and 5″, where the diameter is one of 3″, 4″, and 5″. Similarly, the sprockets  208   a  and  208   b  may have a larger diameter than the pulleys  304   a  and  304   b ; for example, the pulleys  304   a  and  304   b  may have diameters of less than 5″ (more specifically, one or more of 1″, 2″, 3″, 4″, and 5″, inclusive. The resulting rotation of the pulleys  304   a  and  304   b  occurs at sufficiently high, sustained speeds or RPMs that the corresponding generators  302   a  and  302   b  generate electrical power at levels sufficient to energy the OBCS  210  to charge the battery  102  of the BEV  100  while the BEV  100  is in motion. 
     As the rotors for the generators  302   a  and  302   b  rotate, they induce a magnetic field within windings in stator coils of the generators  302   a  and  302   b . The magnetic field generated within the coils may be controlled (for example, increased or decreased) by changing a number of coils in each of the generators  302   a  and  302   b , thus changing the sizing of the generators  302   a  and  302   b . The energy generated by the generators  302   a  and  302  may be varied (for example, increased or decreased) by introducing and/or changing a number of capacitors or other components utilized in conjunction with the generators  302   a  and  302   b  (for example, within the generators  302   a  and  302   b  or in series downstream of the generators  302   a  and  302   b ), and/or by using a permanent magnet coil in the generators  302 . The magnetic field generated within the coils may be directly related to the energy (for example, a current) generated by the generators  302   a  and  302   b . In some embodiments, the magnetic field is related to the torque on the generator such that as the torque on the generator increases, the magnetic field rises. As such, to reduce wear and tear on components in the BEV  100  and to optimize voltage generation, the magnetic field is managed as described herein. In some embodiments, when the fifth wheel  202  comprises the small motor as described above, the small motor is an AC or DC motor and acts as a fail over device that is coupled directly to the rotors of the generators  302  such that the small motor is able to drive the generator should the pulley  204 , the fifth wheel  202 , or other device coupling the fifth wheel  202  to the generators  302  fail. 
       FIG.  4    is an alternate view of the two generators  302   a  and  302   b  of  FIG.  3    and cabling  402   a  and  402   b  that couples the generators  302   a  and  302   b  to a battery charger  403  coupled to a charging port for the BEV  100 , in accordance with an exemplary embodiment. The generators  302   a  and  302   b  are shown with cables  402   a  and  402   b , respectively, that couple the generators  302   a  and  302   b  to the battery charger  403 . The OBCS  210  may include the battery charger  403  described herein. The battery charger  403  may comprise one or more other components or circuits used to rectify or otherwise condition the electricity generated by the generators  302   a  and  302   b . For example, the one or more other components or circuits may comprise one or more of a matching circuit, an inverter circuit, a conditioning circuit, a rectifying circuit, a conversion circuit, and so forth. The matching circuit may matching conditions of a load to the source (for example, impedance matching, and so forth). The conversion circuit may comprise a circuit that converts an alternating current (AC) signal to a direct current (DC) signal, a DC/DC conversion circuit, a DC/AC conversion circuit and so forth. The conditioning circuit may condition a signal input into the conditioning circuit, and the rectifying circuit may rectify signals. In some embodiments, the support structure  200  may be mounted to the BEV  100  with a shock system or springs  404  to assist with reducing impacts of the road, etc., on the BEV  100  and/or the OBCS  210 . 
     In some embodiments, a rate of rotation of seven hundred (700) revolutions or rotations per minute (RPM) for the fifth wheel  202  identifies a lowest threshold RPM of the fifth wheel  202  at which the generators  302   a  and  302   b  will provide sufficient electrical power to charge the battery  102  of the BEV  100  via the OBCS  210 . In some embodiments, the fifth wheel  202  may rotate at 3,600 or 10,000 RPM or the generators  302   a  and  302   b  (and/or the generator unit  710  described below) may rotate at 3,600 or 10,000 RPM. Furthermore, at or above 700 RPMs for the fifth wheel  202 , the fifth wheel  202  (and/or any coupled flywheel) may be capable of maintaining its rate of rotation (for example, the 700 RPMs) even if the fifth wheel  202  it not kept in contact with the ground or road surface while the BEV  100  is moving. For example, the fifth wheel  202  may have a driven mass (referenced herein as “mass”) of between 15 and 75 kilograms (for example, one of 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, and 75 kilograms and so forth, or any value therebetween) and the mass may enable the fifth wheel  202  to continue to rotate when not driven by the contact with the ground due to inertia of the fifth wheel  202 . For example, once the fifth wheel  202  reaches at least 700 RPMs, the fifth wheel  202  may be retracted from contact with the ground or road surface and continue to rotate at at least 700 RPMs based on the inertia of the fifth wheel  202  (and/or any coupled flywheel), enabling the generators  302   a  and  302   b  to continue generating power to charge the battery  102  of the BEV  100  when the fifth wheel  202  is retracted. Furthermore, at fifth wheel  202  RPMs greater than or equal to 700 RPMs, the corresponding diameters of the components between the fifth wheel  202  and the generators  302   a  and  302   b  (for example, the sprockets  208   a  and  208   b , the pulleys  304   a  and  304   b , and so forth) cause the generators  302   a  and  302   b  to generate sufficient power (for example, between 1.2 kW and 120 kW or more) to charge the battery  102  of the BEV  100  using the battery charger  403  at a rate that is greater than a discharge rate of the battery  102  driving the motor  104  and wheels  106  of the BEV  100  to keep the BEV  100  in motion. Thus, at fifth wheel  202  speeds of at least 700 RPM, the generators  302   a  and  302   b  generate sufficient electrical energy to replenish the battery  102  as the motors  104  and the wheels  106  move the BEV  100  and drain battery  102 . Thus, the fifth wheel  202  may be used to regenerate the battery  102  while the BEV  100  is in motion, therefore extending a range of the BEV  100 . In some embodiments, the OBCS  210  enables the harvesting of mechanical energy from the movement of the BEV  100  before the such energy is lost to heat or friction, and so forth. Thus, the OBCS  210 , as described herein, may convert kinetic energy that may otherwise be lost to electrical energy for consumption by the BEV  100 . In some embodiments, the generators  302   a  and/or  302   b  may each generate a voltage of up to 580 VAC when driven by the fifth wheel  202 , for example at the rotational speed of between about 700 and 10,000 RPM. 
     In some embodiments, the fifth wheel  202  or other small motor may be coupled to a flywheel (not shown in this figure) that is configured to generate the inertia used to store kinetic energy of the BEV  100 . In some embodiments, the flywheel may be selectively coupled to the fifth wheel  202  or other small motor to allow the flywheel to be selectively engaged with the fifth wheel  202 , for example when the BEV  100  is slowing down, when the BEV  100  is accelerating, and so forth. Additionally, the flywheel may be coupled to the fifth wheel  202  via a clutch or similar coupling to allow the flywheel to be driven by the fifth wheel  202  or small motor but not allow the flywheel to drive the fifth wheel  202  or small motor. When the flywheel is included, the flywheel may have a mass of between 15 and 75 kilograms (for example, one of 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, and 75 kilograms and so forth, or any value therebetween). 
     In some embodiments, the one or more other components or circuits (e.g., the capacitors, matching, filtering, rectifying, and so forth, circuits) clean, convert, and/or condition the electricity provided by the generators  302   a  and  302   b  before the electricity reaches the battery charger  403  and/or motor  104 . For example, cleaning and/or conditioning the electricity may comprise filtering the electricity or matching of values between a load and a source. Converting the electricity may comprise converting an AC signal to a DC signal, or vice versa (for example, converting an AC signal generated by the generators  302   a  and  302   b  to a DC signal for storage in the battery  102  or similar energy storage device. Cleaning, converting, and/or conditioning the electricity provided to the battery charger  403  may help maintain operation of the battery charger  403  and reduce fluctuations in the quality of electricity consumed by the battery charger  403  to charge the battery  102  or drive the motors  104  or the motors  104  to drive the BEV  100 . In some embodiments, the battery charger  403  may be selectively coupled directly to the motor  104  instead of having to feed electricity through the battery  102  to then feed the motor  104 . Cleaning the energy provided to the battery charger  403  or the motor  104  may also reduce risk of damage to the battery charger  403  and/or the motor  104  that may be caused by the electricity from the generators  302   a  and  302   b . In some embodiments, one or more of the circuits described above may reduce and/or control variance in the electricity generated by the generators  302   a  and  302   b . Similarly, changes in the generators  302   a  and  302   b  (for example, inclusion of different circuits in the generators  302   a  and  302   b  themselves) may cause the generators  302   a  and  302   b  to reduce and/or control variance of the magnetic fields generated in and the electricity generated by the generators  302   a  and  302   b . In some embodiments, the battery charger  403  may be synchronized with the generators  302   a  and  302   b  (or other similar generator units). 
     In some embodiments, the extending and retracting of the fifth wheel  202  may occur based on communications with the controller that monitors the state of charge of the battery  102  and/or demand from the motor  104 . For example, when the controller determines that the battery  102  requires a charge or the motor demands electricity (for example, the BEV  100  is accelerating), the controller issues a signal to a fifth wheel  202  control system that causes the fifth wheel  202  to be extended to be in contact with the ground or road surface while the BEV  100  is in motion. Once the fifth wheel  202  reaches an RPM of at least 700 RPM, the rate of rotation (for example, the RPMs) of the fifth wheel  202  may be controlled and/or monitored such that the battery  102  is charged such that the charge of the battery  102  is maintained or increased or such that the motor  104  is provided with sufficient energy to drive the BEV  100 . For example, if the controller determines that the battery  102  needs to be charged while the BEV  100  is in motion, the controller may issue the signal to charge the battery  102  to the fifth wheel  202  system. This signal may cause the fifth wheel  202  system to extend the fifth wheel  202  to contact the ground or road surface. When the fifth wheel  202  reaches 700 RPM while the BEV  100  is moving, the generators  302   a  and  302   b  generate sufficient electrical energy to charge the battery  102  at a rate greater than it is being discharged by the motor  104  to move the BEV  100  or to feed the motor  104  at a level sufficient to fully drive the BEV  100 . As the controller monitors the charge of the battery  102  or the demand from the motor  104 , when the charge level or the charge state of the battery  102  or the motor demand  104  reaches a second threshold, the controller may issue a second signal to stop charging the battery  102  or stop feeding the motor  104 . This second signal may cause the fifth wheel  202  to be retracted or otherwise disconnect the feed of electricity from the battery  102  or the motor  104 . 
     In some embodiments, retracting the fifth wheel  202  occurs in a controlled matter. In some embodiments, the fifth wheel  202  continues to rotate when it is initially retracted and no longer in contact with the ground or road surface. As such, the generators  302   a  and  302   b  coupled to the fifth wheel  202  continue to generate electrical energy while the fifth wheel  202  continues to rotate based on its inertia. The controller may issue the second signal before the battery  102  is fully charged so as to not waste any energy generated by the generators  302   a  and  302   b . In some embodiments, energy generated by the generators  302   a  and  302   b  may be offloaded from the BEV  100 , for example to a land-based grid or energy storage device (for example, a home battery, and so forth). 
     In some embodiments, the controlled deceleration of the rotation of the fifth wheel  202  when the fifth wheel  202  is retracted occurs due to a brake or similar component that causes the fifth wheel  202  to stop rotating in a controlled manner. In some embodiments, the brake may include a physical brake or other slowing techniques. In some embodiments, the braking of the fifth wheel  202  is regenerative to provide energy to the battery  102  or the motor  104  while the fifth wheel  202  is braking. 
     In some embodiments, as described above, the fifth wheel  202  extends in response to the first signal from the controller requesting that the battery  102  of the BEV  100  be charged. As noted above, the fifth wheel  202  may have a mass that allows the fifth wheel  202  to continue to rotate under inertia, etc., when the fifth wheel  202  is retracted and no longer in contact with the ground or road surface while the BEV is in motion. In some embodiments, the fifth wheel  202  is coupled to the flywheel or similar component that spins under the inertia, etc., after the fifth wheel  202  is retracted from the ground or road surface. Based on the inertia of the fifth wheel  202  or the flywheel or similar component, mechanical energy may be generated from the movement of the BEV  100  and stored for conversion to electricity (for example, by the generators  302   a  and  302   b , etc.). 
     Once the fifth wheel  202  is extended to contact the ground or road surface, the fifth wheel  202  begins rotating when the BEV  101  is moving. Due to the smaller size of the fifth wheel  202 , as described above, the fifth wheel  202  rotates with more RPMs than the wheels  106  of the BEV  100 . While the fifth wheel  202  rotates, the sprockets  208   a  and  208   b  described above also rotate, causing the generators  302   a  and  302   b  to generate electrical energy. The continued reduction in diameters of components between the wheels  106  and the pulleys  304  of the generators  302  ensures that the generators  302  rotate at a sufficiently fast rate (RPMs) that they generate power to supply to the OBCS  210 , as described herein. The electrical energy is fed to the OBCS  210 , which charges the BEV  100  via the charging port of the BEV  100 , or directly to the motor  104 . The fifth wheel  202  is retracted in response to the second signal from the controller, and may or may not continue to rotate and generate electricity under its inertia. 
     As described above, due to the mass and other properties of the fifth wheel  202  or the flywheel or similar components, the fifth wheel  202  or the fly wheel or similar components may continue to rotate or otherwise maintain some mechanical energy though the fifth wheel  202  is no longer in contact with the ground or road surface while the BEV  100  is moving. In some embodiments, the fifth wheel  202 , once it reaches the 700 RPMs described above, is able to maintain its rotation even though the fifth wheel  202  is no longer being “driven” by the ground or road surface when the BEV  100  is moving. As such, the generators  302   a  and  302   b  are able to continue to generate electrical energy for charging the battery  102  or feeding the motor  104  of the BEV  100  via the OBCS  210 . In some embodiments, the fifth wheel  202  or the flywheel or similar components may continue to generate mechanical energy that is converted to electrical energy by the generators  302   a  and  302   b  until the fifth wheel  202  or flywheel or similar components are stopped using the brake or similar components, as described above, or until the fifth wheel  202  or flywheel or similar components stop rotating due to friction. In some embodiments, the fifth wheel  202  or flywheel may be replaced with a geared motor or similar component that is smaller in diameter than the wheels  106 . 
     In some embodiments, the OBCS  210  includes a second controller that communicates with the controller of the BEV  100 . In some embodiments, the second controller is configured to monitor and/or control one or more of the fifth wheel  202 , the generators  302   a  and  302   b , and/or the OBCS  210  to control generating a charge for the battery  102  or the motor  104 . In some embodiments, the second controller may be configured to engage the brake or otherwise control the fifth wheel  202  to slow the fifth wheel  202  in a controlled manner, for example based on whether or not the OBCS  210  can accept electricity from the generators  302   a  and  302   b . In some embodiments, the second controller may prevent the battery  102  from being overcharged by the OBCS  210 . In some embodiments, the OBCS  210  may include controls, etc., to prevent overcharging of the battery  102 . In some embodiments, the second controller may be configured to disengage a safety or control that would prevent the BEV  100  from charging while moving or to control whether and when the OBCS  210  provides electricity directly to the motor  104  as opposed to to the battery  102 . 
     In some embodiments, the OBCS  210  includes a circuit breaker, fused connection, contactor, or similar electrically or mechanically switchable circuit element or component (not shown) designed to protect downstream components from the electrical output, for example, an excess current signal. In some embodiments, the circuit breaker is installed in series between the generators  302   a  and  302   b  and the battery charger  403  or in series between the battery charger  403  and the BEV charging port. In some embodiments, the circuit breaker is controlled by one or more of the controller of the BEV or the second controller of the OBCS  210  and disconnects downstream components from any upstream components. For example, if the battery  102  reaches a full state while being charged by the OBCS  210  or the motor  104  stops requesting energy, the BEV controller may send a signal to the circuit breaker to open the circuit/path between so that the battery  102  and/or the motor  104  is no longer receiving electricity from the OBCS  210 . In some embodiments, the circuit breaker receives the “open” command or signal from the second controller of the OBCS  210 , which receives a signal that the battery  102  is in the fully charged state or the motor  104  no longer demands energy from the BEV controller. In some embodiments, the similar “stop charging” command may be provided to the OBCS  210  (from one or both of the BEV controller and the second controller of the OBCS  210 ) and the OBCS  210  may stop providing a charge to the BEV based on receipt of such a command. 
     In some embodiments, the battery  102  may have an input path by which the battery  102  is charged and an output path by which the battery  102  is discharged. In some embodiments, the input path may be similar (for example, in routing) to the output path. In some embodiments, the input and output paths may be different (for example, in routing). In some embodiments, the input path includes a single input node by which a charge is received to charge the battery  102 . For example, the single input node is coupled to the charging port of the BEV  100  and/or the regenerative braking system described above. In some embodiments, the input path includes a plurality of input nodes individually coupled to different charge sources. For example, a first input node is coupled to the charging port of the BEV  100  while a second input node is coupled to the regenerative braking port. As other charge sources are introduced, for example a capacitor array, another battery, a range extending generator, or another charge storage device, as described in further detail below, additional input nodes may be added to the battery  102  or the other charge sources may be coupled to the single input node along with the charging port and the regenerative braking system. Similarly, the output path may include a single output node or a plurality of output nodes by which the battery  102  are discharged to one or more loads, such as the electric motors  104  that move the BEV  100 , an DC/AC converter, or the other battery, capacitor, or charge storage device. 
       FIG.  5    is a diagram of the exemplary BEV  500  of  FIG.  1    incorporating one or more capacitor modules  502  as a supplemental and/or intermediate energy storage device. In some embodiments, the capacitor modules  502  are disposed alongside the battery  102 . The capacitor modules  502  and the battery  102  are electrically coupled to at least one deep cycle battery  504 . The capacitor modules  502  and the deep cycle battery  504  may be coupled to a DC-to-DC converter  506  that the battery  102  provides energy to the capacitor modules  502  and/or to the deep cycle battery  504  and vice versa. 
     The battery  102  (for example, battery energy storage devices) as described herein generally store energy electrochemically. As such, a chemical reaction causes the release of energy (for example, electricity) that can be utilized in an electric circuit (for example, any of the circuits or motors described herein). In some embodiments, the battery  102  that is predominantly used in BEVs  500  is a lithium ion battery. Lithium ion batteries use lithium ion chemical reactions to discharge and charge the batteries. Due to the corresponding chemical processes associated with the charging and discharging, the charging and discharging of the battery  102  may be relatively time consuming. Additionally, the charging and discharging of the battery  102  may degrade the chemical components (for example, the lithium) within the battery  102 . However, the battery  102  is capable of storing large amounts of energy and, thus, have high energy densities. 
     An alternative energy storage device is the capacitor (for example, supercapacitor and/or ultracapacitor) module  502  or energy storage device. The capacitor module  502  may store energy electrostatically instead of chemically. The capacitor module  502  may be charged and/or discharged more quickly than the battery  102 . The capacitor module  502  may be smaller in size than the corresponding battery  102  and, thus, may have a higher power density as compared to the corresponding battery  102 . However, while the capacitor module  502  may be charged and/or discharged more quickly than the corresponding battery  102 , the capacitor module  102  may have a lower energy density as compared to the battery  102 . As such, for the capacitor module  502  to have a corresponding energy density as compared to the corresponding battery  102 , the capacitor module  502  will have to be physically much larger than the corresponding battery  102 . 
     In some embodiments, the capacitor modules  502  may be used in combination with the battery  102 . For example, as shown in  FIG.  5   , the BEV  500  may include one or more the capacitor modules  502  installed alongside the battery  102 . In some embodiments, the BEV  500  includes a plurality of capacitor modules  502 . In some embodiments, one or more batteries  102  are replaced with one or more capacitor modules  502 . As shown, the capacitor modules  502  may be connected in series or in parallel with the battery  102 , dependent on the use case. For example, the capacitor modules  502  may be connected in series or parallel with the battery  102  when supplementing the voltage in the battery  102  or when charging the battery  102  and/or the capacitor modules  502 . Therefore, the battery  102  and the capacitor modules  502  may provide voltage support to each other. As such, the capacitor modules  502  may provide supplemental energy when the battery  102  are discharged or be used in place of the battery  102  altogether. 
     In some embodiments, the capacitor modules  502  provide a burst of energy on demand to the battery  102  or to the motor  104 . For example, the capacitor modules  502  are coupled to the vehicle (or another) controller that monitors a charge level of the battery  102  and/or an energy demand of the motors  104 . The controller may control coupling of the capacitor modules  502  to the battery  102  to charge the battery  102  with the burst of energy from the capacitor modules  502  when the charge level of the battery  102  falls below a threshold value or may couple the capacitor modules  502  ro the battery  102  to supplement an output energy of the battery  102 . 
     The deep cycle battery  504  may be disposed at any location in the BEV  500  such that the deep cycle battery  504  is electrically coupled to the capacitor modules  502 , the battery  102 , and the generators  302   a  and  302   b . The deep cycle battery  504  (or the battery  102  or the capacitor module  502 ) may provide a sink or destination for excess energy generated by the generator  302   a  and  302   b . For example, when the generators  302   a  and/or  302   b  generate energy and the capacitor modules  502  and the battery  102  are fully charged and/or otherwise unable to accept additional charge, the excess energy generated by the generators  302  and/or  302   b  may be stored in the deep cycle battery  504 . This excess energy may then be fed back into the generators  302   a  and  302   b  or back into the battery  102  and/or the capacitor modules  502 . In some embodiments, when excess energy overflows to the deep cycle battery  504 , the deep cycle battery  504  provides backup power to the BEV  500  and/or provide power to any components of the BEV  500 , for example providing starting assistance if needed. As such, the deep cycle battery  504  may be coupled to the battery  102  and the capacitor modules  502  in a reconfigurable manner such that the deep cycle battery  504  may be used for storage of the overflow energy but also be connected to provide power to the battery  102  and/or the capacitor modules  502 . In some embodiments, the deep cycle battery  504  provides load balancing to the battery  102  and/or the capacitor modules  502 . In some embodiments, the capacitor modules  502  and/or the deep cycle battery  504  feeds power back to the generators  302   a  and  302   b  and/or directly into one of the battery  102  and/or the capacitor modules  502 . In some embodiments, the deep cycle battery  504  couples directly to a load of the BEV  500 . Thus, in some embodiments, one or more components of the BEV  500  (for example, one or more motors  104 , the drivetrain, auxiliary systems, heat, ventilation, and air conditioning (HVAC) systems, and so forth) receives power from one or more of the battery  102 , the capacitor modules  502 , and the deep cycle battery  504 . In some embodiments, when the generators  302   a  and/or  302   b  generate energy and the battery  102  is fully charged and/or otherwise unable to accept additional charge and the motors  104  do not need any energy, the energy generated by the generators  302   a  and  302   b  may be excess energy. This excess energy may be stored in the capacitor module  502 . This excess energy may then be fed back into the generators  302   a  and  302   b  or back into the battery  102  and/or the motor  104 . In some embodiments, when excess energy overflows to the capacitor module  502 , the capacitor module  502  provides backup power to the BEV  500  and/or provides power to any components of the BEV  500 , for example providing starting assistance if needed. 
     The DC-to-DC converter  506  may provide energy conversion between the generators  302  and one or more of the capacitor modules  502  and the deep cycle battery  504 . In some embodiments, the DC-to-DC converter  506  is integrated with the OBCS  210 . For example, the DC-to-DC converter  506  is a component of the OBCS  210  that provides voltage conversion to charge the battery  102  and also charge the capacitor modules  502  and/or the deep cycle battery  504 . In some embodiments, the deep cycle battery  504  and the capacitor modules  502  are not coupled to the OBCS  210  and instead receive their energy directly from the generators  302 , for example via the DC-to-DC converter  506 . In some embodiments, the DC-to-DC converter  506  may comprise one or more components in the battery charger  403 . 
     As shown in  FIG.  5   , the various components of the BEV  500  are integrated such that power generated by the fifth wheel  202  or a similar energy generation, regeneration, or recovery system (for example, regenerative braking, solar panels, and so forth) is stored in any of the battery  102 , the capacitor modules  502 , and the deep cycle battery  504 . In some embodiments, the deep cycle battery  504  and/or the capacitor modules  502  provide load balancing for the battery  102 , and vice versa. As such, the deep cycle battery  504  and/or the capacitor modules  502  may be coupled (in a switchable manner) to both the output of the generators  302  (via the DC-to-DC converter  506  and/or the OBCS  210 ) and also the input of the generators  302 . Alternatively, the deep cycle battery  504  and/or the capacitor module  502  couples (in a switchable manner) to both the output of the battery  102  and also the input of the battery  102 . In some embodiments, the outputs of the deep cycle battery  504  and the capacitor modules  502  couple with the generators  302   a  and  302   b  to ensure that the battery  102  is charged with a sufficient voltage level. 
       FIG.  6    is a diagram of the coupling of the fifth wheel  202  and the two generators  302   a  and  302   b  of  FIG.  3    with the addition of a capacitor module  502  into the charging system of the BEV  100 / 500 . As shown, one or more of the capacitor modules  502  described above may be located and/or positioned as shown in  FIG.  6   . As described herein, the capacitor module  502  may be used to store energy for delivery to the battery  102  or the motor  104 . 
       FIG.  7    is an alternate fifth wheel system  700  illustrating the fifth wheel of  FIG.  2    mechanically coupled to a generation unit  710  that converts a mechanical rotation of the fifth wheel into an electrical energy output to the BEV  100 , for example the battery  102  or the capacitor module  502 . In some embodiments, the OBCS  210  described herein comprises the generation unit  710  (for example, instead of or in addition to the generators  302   a  and  302   b  described above). The generation unit  710  and the generators  302   a  and  302   b  may be used interchangeably herein. In some embodiments, the generation unit  710  may be directly coupled to the battery  102 , the capacitor module  502 , and/or the motor  104 . The system  700  includes the fifth wheel  202  as supported by the support structure  200  as shown in  FIG.  2   . In some embodiments, the support structure  200  includes an independent suspension system  702  that enables the fifth wheel  202  and the corresponding components coupled to the fifth wheel  202  to move vertically and/or horizontally relative to the ground or the road surface or the BEV  100  to react or respond to variations in the road or road surface. The independent suspension  702  may operate independently of the suspension of the BEV  100 , thus allowing the fifth wheel  202  and corresponding components to move differently from the BEV  100 , allowing the fifth wheel system  700  to “float freely” relative to the BEV  100 . The independent suspension  702  may help protect the components coupled to the fifth wheel  202  (for example, the components shown in  FIG.  7   ) by reducing the effects of the variations in the road or road surface to the components. In some embodiments, the independent suspension  702  includes one or more shocks, struts, linkages, springs, shock absorbers, or similar components that help enable, compensate for, and/or reduce the vertical and/or horizontal movement of the fifth wheel  202  and coupled components. In some embodiments, the independent suspension  702  also includes various components that improve stability of the components of the OBCS  210  described herein. For example, the independent suspension  702  may include a stabilization bracket  712  disposed between a flywheel  708  and a generation unit  710 , described in more detail below. The stabilization bracket  712  disposed between the flywheel  708  and the generation unit  710  may provide stabilizing supports between two components that move or have moving parts. The generation unit  710  may include the generator  302  described above or an alternator or any corresponding component(s) that generate electricity from mechanical energy. The generation unit  710  may harvest the mechanical/kinetic energy from the movement of the BEV  100  (or from the inertia caused by the movement of the BEV  100 ) prior to a build-up of friction or heat or other conditions that may otherwise cause energy to be lost by the BEV  100  (for example, to the heat or other conditions), thereby saving and storing energy that would otherwise be lost or wasted. 
     The alternate system  700  further may include the fifth wheel  202  configured to rotate or spin on the shaft  206 . As described above, the rotation of the fifth wheel  202  causes the shaft  206  to rotate and further causes the sprocket  208  and chain  204  to rotate. The chain  204  is coupled to a second shaft  704 , for example via a second pulley or sprocket  709  rotated by the chain  204 . In some embodiments, the shaft  206  is coupled to the second shaft  704  via another means, for example a direct coupling, a geared coupling, and so forth. In some embodiments, the sprockets  208  and  709  (or similar components) and so forth may be sized to allow for balancing of rotational speeds between the various components. For example, the sprockets  208  on the shaft  206  and corresponding sprockets or gearing on the second shaft  704  are sized to balance rotations between the fifth wheel  202  and the generation unit  710 . In some embodiments, the sizing for the sprockets  208  and  709  (and similar components) is selected to control the electricity generated by the generation unit  710 . 
     In some embodiments, the second shaft  704  includes a one-way bearing  706  (shown in  FIG.  8 A ) or similar component that allows a first portion of the second shaft  704  to rotate at least partially independently of a second portion of the second shaft  704 . The first portion of the second shaft  704  may be mechanically coupled to the shaft  206  (for example, via the chain  204 , the sprocket  709 , and the sprocket  208  or another mechanical coupling means). The second portion of the second shaft  704  may be mechanically coupled to the flywheel  708  or other mass and further coupled to the generation unit  710 . The flywheel  708 , as described above, may be configured to store kinetic energy generated by the rotation of the fifth wheel  202  and the second shaft  704 . The generation unit  710  may convert the mechanical kinetic energy of the flywheel  708  into electrical energy for storage in the battery  102 , capacitor module  502 , or other energy storage device or conveyance to the motor  104  of  FIG.  1   . 
     The one-way bearing  706  may enable the first portion of the second shaft  704  to cause the second portion rotate while preventing the second portion from causing the first portion to rotate. Thus, the fifth wheel  202  may cause the flywheel  708  to rotate but the rotation of the flywheel  708  may have no impact on the rotation or movement of the fifth wheel  202 , the shaft  206 , and the sprocket  208 , and the chain  204 . Furthermore, due to the one-way bearing  706 , the flywheel  708  continues to rotate even if the fifth-wheel  202  slows or stops rotating. In some embodiments, the flywheel  708  includes a mass of approximately 25 kilograms (kg). This mass may vary based on the specifics of the BEV  100  and the generation unit  710 . For example, the flywheel  708  can have a mass of as little as 15 kg or as much as 75 kg, as described above. The mass of the flywheel  708  may allow the inertia of the rotating flywheel  708  to continue rotating when the fifth-wheel  202  slows or stops. The inertia may cause the flywheel  708  to rotate with sufficient speed and/or duration to cause the generation unit  710  to generate more than an unsubstantially amount of electrical energy. For example, the flywheel  708  mass of approximately 25 kg allows the flywheel  708  to continue rotating for a number of minutes after the fifth wheel  202  stops rotating. For example, if the fifth wheel  202  slows to a stop from a speed of rotating at approximately 60 miles per hour (mph) in thirty seconds, the inertia of the flywheel  708  may allow the flywheel  708  to continue to rotate for an additional five to ten minutes (for example, enabling the flywheel  708  to slow to a stop from the speed of 60 mph in the five or ten minutes). Thus, the inertia of the rotating flywheel  708  may enable the generation unit  710  to continue to generate electrical energy at a greater rate for a longer period of time than if the generation unit  710  is directly coupled to the fifth wheel  202 . In some embodiments, the mass of the flywheel  708  may be selected based on a desired time for the flywheel  708  to continue to rotate after the fifth wheel  202  stops rotating. For example, if the flywheel  708  is to continue rotating for thirty minutes after the fifth wheel  202  stops rotating, then the flywheel  708  may be given a mass of 50 kg. In some embodiments, the one-way bearing  706 , the second shaft  704 , and the flywheel  708  are designed and assembled such that friction and/or other resistance to the rotation of these components is minimized or reduced to enable a maximum amount of kinetic energy from the rotation of the fifth wheel  202  to be converted into electrical energy by the generation unit  710 . 
     Thus, the use of the one-way bearing  706  may enable the generation unit  710  to continue to generate electricity for the battery  102 , the capacitor module  502 , and/or the motor  104  when the BEV  100  slows or comes to a physical stop (for example, when the BEV slows its momentum or stops moving). The one-way bearing  706  may include a first side that rotates or spins independently of a second side. The first and second sides may be coaxial. The flywheel  708  may be connected on the first side of the one-way bearing  706  and the first portion of the second shaft  704  may be connected on the second side of the one-way bearing  706 . Thus, the generation unit  710  may continue to generate electrical energy at a high rate even as the BEV  100  slows or is stopped. In some embodiments, the second shaft  704  includes multiple one-way bearings  706  that allow the second shaft  704  to support multiple flywheels  708  that can independently drive one or more generation units  710 , thereby allowing the inertia of the flywheels  708  to generate larger amounts of electrical energy (not shown these figures). 
     In some embodiments, instead of or in addition to the second shaft  704  including the first portion and the second portion, the one-way bearing  706  couples directly to the flywheel  708  which is coupled directly to the generation unit  710 . Thus, the second shaft  704  may include a single portion where the one-way bearing  706  allows the directly coupled flywheel  708  to continue rotating even when the fifth wheel  202  slows or is not rotating. As the flywheel  708  is directly coupled to the generation unit  710 , the generation unit  710  is also able to continue generating the electrical energy based on the rotation of the flywheel  708  when the fifth wheel  202  slows or stops rotating. Further details of how the flywheel  708  and the generation unit  710  are coupled are provided below. 
     The generation unit  710  may be electrically coupled to a capacitor (for example, one of the capacitor modules  502 ), the battery  102 , the motor  104 , and/or a cut-off switch. The cut-off switch may disconnect the output of the generation unit  710  from the capacitor, the battery  102 , and/or the motor  104  such that electrical energy generated by the generation unit  710  may be transferred to the battery  102 , the capacitor module  502 , or to the motors  104  as needed. In some embodiments, the cut-off switch can be controlled by an operator or the controller of the BEV  100  or the second controller of the OBCS  210 . For example, the controller of the BEV  100  or the OBCS  210  may receive, identify, and/or determine an interrupt signal to initiate the dump. In response to the interrupt signal, the controller may disconnect the output of the generation unit  710  from the battery  102 , the capacitor module  502 , and/or the motor  104 . Disconnecting the output of the generation unit  710  from the capacitor, the battery  102 , and/or the motor  104  may ensure that any residual electrical energy in one or more components of the OBCS  210  (for example, the generation unit  710 ) is transferred or “dumped” to the battery  102  and/or the capacitor module  502  and therefore control a supply of back-up high voltage. In some embodiments, during the dump, the output of the generation unit  710  may be connected to a dump load or similar destination when disconnected from the capacitor module  502 , the battery  102 , and/or the motor  104  to prevent damage to any coupled electrical components. In some embodiments, the dump load may comprise a back-up battery, capacitor, or similar energy storage device. In some embodiments, the voltage dump may occur for a period of time and/or at periodic intervals defined by one or more of a time for example since a previous dump, a distance traveled by the vehicle for example since the previous dump, a speed of the vehicle for example since the previous dump, and a power generated and/or output by the generation unit  710 , for example since the previous dump. After the dump is complete (for example, the period of time expires), then the controller may disconnect the dump load from the generation unit output (for example, at a generation unit terminal) and reconnect the battery  102 , the capacitor module  502 , and the motor  104 . 
     In some embodiments, the voltage dump may comprise opening a contactor that is positioned downstream of the generation unit  710  or the generators  302 . Opening the contactor may disconnect the generation unit  710  or the generators  302  from the downstream components (for example, the load components for the generation unit  710  or the generators  302 ). In some embodiments, the controls for initiating and/or deactivating the dump are conveniently located for the vehicle operator to access or coupled to the controller for the BEV  100 . 
     In some embodiments, the generation unit  710  outputs the generated electrical energy in pulses or with a constant signal. For example, the operator or the controller of the BEV  100  or the second controller of the OBCS  210  In some embodiments, the generation unit  710  is switchable between outputting the electrical energy in pulses or in the constant signal. The operator may control whether the output is pulsed or constant or the OBCS  210  may automatically control whether the output is pulsed or constant without operator intervention based on current demands of the BEV  100  and so forth. In some embodiments, when the output is pulsed, the operator and/or the OBCS  210  can control aspects of the pulsed signal, including a frequency of the pulse, an amplitude of the pulse, a duration of each pulse, and so forth. Similarly, when the output is constant, the operator and/or the OBCS  210  may control aspects of the constant signal, including a duration of the signal and an amplitude of the signal. 
     In some embodiments, the operator of the BEV  100  can control the height of the fifth wheel  202 . For example, the operator determines when to lower the fifth wheel  202  so that it is in contact with the road or a road surface, thereby causing the fifth wheel  202  to rotate. The operator may have controls for whether the fifth wheel  202  is in a raised position, where it is not in contact with the road, or in a lowered position, where it is in contact with the road. Additionally, or alternatively, the operator may have options to control specifics of the raised or lowered position, for example how low to position the fifth wheel  202 . Such controls may allow the operator to control the amount of force that the fifth wheel  202  provides on the road or road surface, which may impact the electrical energy generated by the OBCS  210 . For example, when the fifth wheel  202  is pressing down on the road surface with a large amount of force, then this force may create more resistance against the fifth wheel  202  rotating when the BEV  100  is moving, thereby reducing the electrical energy generated by the OBCS  210 . On the other hand, when the force on the fifth wheel  202  is small amount of force, then the fifth wheel  202  may lose contact with the road or road surface depending on variations in the road surface, thereby also reducing the electrical energy generated by the OBCS  210 . Thus, the controls may provide the operator with the ability to tailor the downward force exerted by the fifth wheel  202  on the road based on road conditions and based on the need for power. In some embodiments, the OBCS  210  may automatically control the force of the fifth wheel  202  on the road to maximize electrical energy generation based on monitoring of the road surface and electrical energy being generated. 
     Additionally, the operator of the BEV  100  may choose to extend the fifth wheel  202  so that it contacts the road or retract the fifth wheel  202  so that it does not contact the road based on draft or drag conditions. For example, if the drag increases or is expected to increase based on various conditions, the operator may choose to retract the fifth wheel  202  or keep the fifth wheel  202  retracted. If the drag decreases or is expected to decrease based on conditions, then the operator may choose to extend the fifth wheel  202  or keep it extended. In some embodiments, the OBCS  210  may automatically extend and/or retract the fifth wheel  202  based on drag or potential drag conditions without the operator&#39;s involvement. 
       FIGS.  8 A and  8 B  provide additional views of the alternate fifth wheel system  700  of  FIG.  7   . The additional views show details regarding the stabilization bracket  712  disposed between the flywheel  708  and the generation unit  710 . In some embodiments, the stabilization bracket  712  bolts to the support structure  200  described herein. As the support structure  200  includes the independent suspension  702 , the stabilization bracket  712  may be protected from sudden movements of the fifth wheel  202 . The stabilization bracket  712  may provide support for one or both of the flywheel  708  and the generation unit  710 . For example, a drive shaft or similar component may pass from the flywheel  708  to the generation unit  710  through the stabilization bracket  712 . For example, the generation unit  710  includes an axle or input shaft that, when rotated, causes the generation unit  710  to generate an electrical energy output relative to the rotation of the input shaft. The input shaft of the generation unit  710  may pass into and through the stabilization bracket, as shown in further detail with respect to  FIG.  9   . The flywheel  708  may be directly disposed on the input shaft of the generation unit  710  or may otherwise couple to the input shaft of the generation unit  710  such that rotation of the flywheel  708  causes the input shaft to rotate. Due to the one-way bearing  706 , the flywheel  708  continues to rotate even if the fifth-wheel  202  slows or stops rotating. 
     For example, a weight of the flywheel  708  may produce a downward force on the second shaft  704  and the one-way bearing  706 . The stabilization bracket  712  may provide dual purposes of relieving some of the force on the one-way bearing  706  and the second shaft  704 , thereby extending the operating lives of one or both of the one-way bearing  706  and the second shaft  704  as well as reducing vibrations, etc., of the generation unit  710 , the flywheel  708 , the one-way bearing  706 , and the second shaft  704 . The stabilization bracket  712  may keep these components from shaking during rotation, thereby providing improve stability of the support structure  200  as a whole. In some embodiments, the stabilization bracket  712  includes a hole through which the input shaft of the generation unit  710  passes. The hole may include a bearing or similar component that supports the input shaft passing through the hole while also reducing or minimizing drag or friction on the input shaft. 
     In some embodiments, as shown in  FIG.  9   , which provides a close-up view of the stabilization bracket  712  between the generation unit  710  and the flywheel  708 , the generation unit  712  may be bolted to the stabilization bracket  712 . 
       FIGS.  10 A- 10 P  are screenshots of an interface that presents various data points that are monitored during operation of the EV with an example embodiment of the generators  302 , the generation unit  710 , and/or the OBCS  210  described herein. Each of the screenshots of  FIGS.  10 A- 10 P  include a torque field  1005  indicating a torque value generated by the fifth wheel or similar drive component (e.g., the small motor) for the OBCS  210 , measured in Newton-meters (Nm). Each of the screenshots of  FIGS.  10 A- 10 P  also include three phase currents for the three-phase AC power generated by the generators  302  or the generation unit  710 . For example, a first phase current field  1010  indicates a current value of a first phase of the three-phase AC power generated by the generators  302  or generation unit  710  (and fed to the battery  102 , capacitor module  502 , or motor  104  via the battery charger  403  or similar filtering, conversion, and conditioning circuits). A second phase current  1015  field indicates a current value of a second phase of the three-phase AC power generated by the generators  302  or generation unit  710 . A third phase current field  1020  indicates a current value of a third phase of the three-phase AC power generated by the generators  302  or generation unit  710 . Each current value of the first phase current field  1010 , the second phase current field  1015 , and the third phase current field  1020  is measured in amps (A). 
     Each of the screenshots of  FIGS.  10 A- 10 P  also include a speed field  1025  that indicates a rotational speed value of the rotor of the motor (or generator  302  or generation unit  710 ) of the OBCS  210 , measured in rotations per minute (RPM). Each of the screenshots of  FIGS.  10 A- 10 P  also include a current field  1030  that indicates a current value of a current being generated by the OBCS  210  while the motor of the OBCS  210  is rotating, the current measured in amps (A). Each of the screenshots of  FIGS.  10 A- 10 P  also include a temperature field  1035  that indicates a temperature of the OBCS  210 , in Celsius (C). Each of the screenshots of  FIGS.  10 A- 10 P  also include a voltage field  1040  that indicates a voltage value for a voltage generated by the OBCS  210  after passing through rectification, conversion, conditioning, and so forth, measured in direct current volts (V DC). In some embodiments, the voltage field indicates voltage measure of the battery  102  or other power store that feeds the motor  104  to drive the BEV  100 . 
     The screenshots  10 A- 10 P described in further detail below depict electrical generation conditions of the BEV  100  while the BEV  100  is traveling. For example, for the screenshots of  FIGS.  10 A- 10 P , the BEV  100  is traveling (a) at a speed of between 48 MPH and 53 MPH along a substantially flat road surface for a majority of distance traveled and (b) up an incline for approximately 13 miles. The screenshots  10 A- 10 P show how the phase currents ( 1010 - 1020 ) for the AC signal generated by the motor vary at different times but sum to substantially zero at any given moment of time (for example, indicating that the motor is feeding a balanced load). The motor speed  1025  shown in the screenshots may be indicative of the current  1030  except when the voltage dump is being completed. 
       FIG.  10 A  shows a screenshot  1001   a  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   a  of approximately −57.4 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   a  is −5.31 A, the second phase current value in  1015   a  is −143.06 A, and the third phase current value in  1020   a  is 148.94 A. The speed value in  1025   a  of the generator or motor of the OBCS  210  is 5008 RPM and the OBCS  210  is generating the current value in  1030   a  of 70 A at the temperature value in  1035   a  of 51.05 C. The voltage value in  1040   a  generated by the OBCS  210  at the speed of 5008 RPM is 377.2 V. 
     The screenshot  1001   a  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 70 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   a  of 377.2 V. The 70 A current  1030   a  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 377.2 V. 
       FIG.  10 B  shows a screenshot  1001   b  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   b  of approximately −57.4 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   b  is −137.19 A, the second phase current value in  1015   b  is 152.25 A, and the third phase current value in  1020   b  is −14.94 A. The speed value in  1025   b  of the generator or motor of the OBCS  210  is 5025 RPM and the OBCS  210  is generating the current value in  1030   b  of −70 A at the temperature value in  1035   b  of 51.14 C. The voltage value in  1040   b  generated by the OBCS  210  at the speed of 5025 RPM is 379.17 V. 
     The screenshot  1001   b  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 70 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   b  of 379.17 V. The 70 A current  1030   b  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 379.17 V. 
       FIG.  10 C  shows a screenshot  1001   c  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   c  of approximately −57.4 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   b  is 80.5 A, the second phase current value in  1015   c  is −160.06 A, and the third phase current value in  1020   c  is 80.12 A. The speed value in  1025   c  of the generator or motor of the OBCS  210  is 5011 RPM and the OBCS  210  is generating the current value in  1030   c  of −69.6 A at the temperature  1035   c  of 51.22 C. The voltage value in  1040   c  generated by the OBCS  210  at the speed of 5011 RPM is 380.17 V. 
     The screenshot  1001   c  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 69.6 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   c  of 380.17 V. The 69.6 A current  1030   c  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 380.17 V. 
       FIG.  10 D  shows a screenshot  1001   d  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   d  of approximately −57.6 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   d  is 170.69 A, the second phase current value in  1015   d  is −131.94 A, and the third phase current value in  1020   d  is −38.19 A. The speed value in  1025   d  of the generator or motor of the OBCS  210  is 4969 RPM and the OBCS  210  is generating the current value in  1030   d  of −69 A at the temperature value in  1035   d  of 51.31 C. The voltage value in  1040   d  generated by the OBCS  210  at the speed of 4969 RPM is 380.92 V. 
     The screenshot  1001   d  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 69 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   d  of 380.92 V. The 69 A current  1030   d  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 380.92 V. 
       FIG.  10 E  shows a screenshot  1001   e  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   e  of approximately −56.8 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   e  is −133.31 A, the second phase current value in  1015   e  is −40.75 A, and the third phase current value in  1020   e  is 174.19 A. The speed value in  1025   e  of the generator or motor of the OBCS  210  is 5121 RPM and the OBCS  210  is generating the current value in  1030   e  of −69.6 A at the temperature value in  1035   e  of 52.77 C. The voltage value in  1040   e  generated by the OBCS  210  at the speed of 4969 RPM is 382.67 V. 
     The screenshot  1001   e  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 69.6 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   e  of 382.67 V. The 69.6 A current  1030   e  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 382.67 V. 
       FIG.  10 F  shows a screenshot  1001   f  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   f  of approximately −57 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   f  is 8.75 A, the second phase current value in  1015   f  is 145.44 A, and the third phase current value in  1020   f  is −153.62 A. The speed value in  1025   f  of the generator or motor of the OBCS  210  is 5062 RPM and the OBCS  210  is generating the current value in  1030   f  of −69.4 A at the temperature value in  1035   f  of 52.86 C. The voltage value in  1040   f  generated by the OBCS  210  at the speed of 5062 RPM is 383.21 V. 
     The screenshot  1001   f  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 69.4 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   f  of 383.21 V. The 69.4 A current  1030   f  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 383.21 V. 
       FIG.  10 G  shows a screenshot  1001   g  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   g  of approximately −57.6 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   g  is −161.94 A, the second phase current value in  1015   g  is 29.56 A, and the third phase current value in  1020   g  is 132 A. The speed value in  1025   g  of the generator or motor of the OBCS  210  is 4937 RPM and the OBCS  210  is generating the current value in  1030   g  of −68.8 A at the temperature value in  1035   g  of 53.03 C. The voltage value in  1040   g  generated by the OBCS  210  at the speed of 4937 RPM is 381.92 V. 
     The screenshot  1001   g  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 68.8 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   g  of 381.92 V. The 68.8 A current  1030   g  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 681.91 V. 
       FIG.  10 H  shows a screenshot  1001   h  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   h  of approximately −57.6 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   h  is −89.69 A, the second phase current value in  1015   h  is 161.44 A, and the third phase current value in  1020   h  is −70.69 A. The speed value in  1025   h  of the generator or motor of the OBCS  210  is 4890 RPM and the OBCS  210  is generating the current value in  1030   h  of −69.2 A at the temperature value in  1035   h  of 53.55 C. The voltage value in  1040   h  generated by the OBCS  210  at the speed of 4890 RPM is 377.42 V. 
     The screenshot  1001   h  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 69.2 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   h  of 377.42 V. The 69.2 A current  1030   h  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 377.42 V. 
       FIG.  10 I  shows a screenshot  1001   i  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   i  of approximately −57.6 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   i  is 90.69 A, the second phase current value in  1015   i  is 80 A, and the third phase current value in  1020   i  is −169.12 A. The speed  1025   i  of the generator or motor of the OBCS  210  is 4971 RPM and the OBCS  210  is generating the current value in  1030   i  of −69.8 A at the temperature value in  1035   i  of 53.8 C. The voltage value in  1040   i  generated by the OBCS  210  at the speed of 4971 RPM is 378.2 V. 
     The screenshot  1001   i  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 69.8 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   b  of 378.2 V. The 69.8 A current  1030   i  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 378.2 V. 
       FIG.  10 J  shows a screenshot  1001   j  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   j  of approximately −57.6 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   j  is 149.38 A, the second phase current value in  1015   j  is −145.5 A, and the third phase current value in  1020   j  is −1.88 A. The speed value in  1025   j  of the generator or motor of the OBCS  210  is 4987 RPM and the OBCS  210  is generating the current value in  1030   h  of −70 A at the temperature value in  1035   j  of 53.89 C. The voltage value in  1040   j  generated by the OBCS  210  at the speed of 4987 RPM is 377.1 V. 
     The screenshot  1001   j  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 70 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   b  of 377.1 V. The 70 A current  1030   i  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 377.1 V. 
       FIG.  10 K  shows a screenshot  1001   k  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   k  of approximately −567.6 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   k  is −174.06 A, the second phase current value in  1015   k  is 111 A, and the third phase current value in  1020   k  is 63.12 A. The speed value in  1025   k  of the generator or motor of the OBCS  210  is 4996 RPM and the OBCS  210  is generating the current value in  1030   k  of −69.6 A at the temperature value in  1035   k  of 54.06 C. The voltage value in  1040   k  generated by the OBCS  210  at the speed of 4996 RPM is 378.51 V. 
     The screenshot  1001   k  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 69.6 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   b  of 378.51 V. The 69.6 A current  1030   k  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 378.51 V. 
       FIG.  10 L  shows a screenshot  1001   l  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   l  of approximately −57.6 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   l  is 62.12 A, the second phase current value in  1015   l  is −169.25 A, and the third phase current value in  1020   l  is 108.25 A. The speed value in  1025   l  of the generator or motor of the OBCS  210  is 4954 RPM and the OBCS  210  is generating the current value in  1030   l  of −69.6 A at the temperature value in  1035   l  of 54.41 C. The voltage value in  1040   l  generated by the OBCS  210  at the speed of 4954 RPM is 378.86 V. 
     The screenshot  1001   l  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 69.6 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   b  of 378.86 V. The 69.6 A current  1030   l  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 378.86 V. 
       FIG.  10 M  shows a screenshot  1001   m  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   m  of approximately −9.2 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   m  is 113.06 A, the second phase current value in  1015   m  is −147 A, and the third phase current value in  1020   m  is 34.5 A. The speed value in  1025   m  of the generator or motor of the OBCS  210  is 5587 RPM and the OBCS  210  is generating the current value in  1030   m  of −0.2 A at the temperature value in  1035   m  of 55.27 C. The voltage value in  1040   m  generated by the OBCS  210  at the speed of 5587 RPM is 377.32 V. 
     The screenshot  1001   m  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 0.2 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   m  of 377.32 V. The 0.2 A current  1030   m  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 377.32 V. 
       FIG.  10 N  shows a screenshot  1001   n  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   n  of approximately −9.2 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   n  is 84.94 A, the second phase current value in  1015   n  is −74.75 A, and the third phase current value in  1020   n  is −9.62 A. The speed value in  1025   n  of the generator or motor of the OBCS  210  is 5600 RPM and the OBCS  210  is generating the current value in  1030   n  of −28.4 A at the temperature value in  1035   n  of 55.69 C. The voltage value in  1040   n  generated by the OBCS  210  at the speed of 5600 RPM is 378.07 V. 
     The screenshot  1001   n  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 28.4 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   n  of 378.07 V. The 28.4 A current  1030   n  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 378.07 V. 
       FIG.  10 O  shows a screenshot  10010  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   o  of approximately −56.6 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   o  is −74.19 A, the second phase current value in  1015   o  is −88.31 A, and the third phase current value in  1020   o  is 163 A. The speed value in  1025   o  of the generator or motor of the OBCS  210  is 5153 RPM and the OBCS  210  is generating the current value in  1030   o  of −70.8 A at the temperature value in  1035   o  of 56.5 C. The voltage value in  1040   o  generated by the OBCS  210  at the speed of 5153 RPM is 376.88 V. 
     The screenshot  10010  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 70.8 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   o  of 376.88 V. The 70.8 A current  1030   o  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 376.88 V. 
       FIG.  10 P  shows a screenshot  1001   p  for when the fifth wheel  202  is in contact with the road and providing a torque value in  1005   p  of approximately −56.6 Nm (the negative value representing a torque opposing the direction of the motion of the EV). The screenshot also shows that the first phase current value in  1010   p  is 37.38 A, the second phase current value in  1015   p  is −164.44 A, and the third phase current value in  1020   o  is 128.12 A. The speed value in  1025   p  of the generator or motor of the OBCS  210  is 5137 RPM and the OBCS  210  is generating the current value in  1030   p  of −70.8 A at the temperature value in  1035   p  of 56.59 C. The voltage value in  1040   p  generated by the OBCS  210  at the speed of 5137 RPM is 378.29 V. 
     The screenshot  1001   p  may show an instance when the OBCS  210  is generating electricity and providing the electricity to the battery  102 , capacitor module  502 , and/or the motors  104  of the EV. In some embodiments, the electricity may be provided to the motors  104  through the battery modules  102  and/or the capacitor modules  502  or via a separate connection that bypasses the battery modules  102  and/or the capacitor modules  502 . The OBCS  210  may generate the 70.8 A of current used to maintain the voltage of the EV&#39;s battery  102  and/or capacitor module  502  at or around the voltage  1040   b  of 378.29 V. The 70.8 A current  1030   p  is provided to the motor  104 , the battery module  102 , and/or the capacitor module  502  to maintain the voltage at approximately 378.29 V. 
     In some embodiments, voltages flow between the generator, the battery  102 , the capacitor module  502 , and/or the motor  104 . For example, the electricity generated by the generators  302   a  and  302  or the generation unit  710  may be output from the generator  302  or generation unit  710  and fed into components for converting conditioning, rectifying, matching, filtering, and/or otherwise modifying the generated electricity. Once the electricity is modified as described herein, the electricity may be conveyed to an energy storage device, such as the battery  102  and/or the capacitor module  502 . The energy stored in the battery  102  or the capacitor module  502  may be used to feed one or more DC loads, for example low voltage DC loads, such as the 12V DC battery and internal features and components of the BEV  100 . Alternatively, the energy stored in the battery  102  or the capacitor module  502  may be used to feed the motors  104  or other high voltage demand components. In some embodiments, the motors  104  may be AC or DC motors; when AC motors, the high voltage output from the battery  102  or the capacitor module  502  may be converted from DC to AC before feeding into the motors  104 . When the motors  104  are DC motors, further conditioning may not be required before the voltage is fed to the motors  104 . Alternatively, the high voltage output from the battery  102  and/or the capacitor module  502  may be used to feed into the generation unit  710  or generators  302  to jump start the generation unit  710  or generators  302  when they are being used to convert mechanical energy to electricity for storage or use in driving the motor  104 . In some embodiments, when the battery  102  and the capacitor module  502  both exist in the BEV  100  as separate components, the battery  102  may feed energy to the capacitor module  502  and/or vice versa. 
     In some embodiments, the generators  302  and/or generation unit  710  described herein couple directly to one or more of the battery  102 , the capacitor module  502 , and the motor  104 . Alternatively, or additionally, the generators  302  and/or generation unit are coupled to the battery charger  403 , which is coupled to the battery  102 , the capacitor module  502 , and/or the motor  104 . In some embodiments, when the generators  302  and/or generation unit  710  are not coupled to the battery charger  403 , the generators  302  and/or generation unit  710  may instead be coupled to one or more circuits to rectify and/or otherwise match, convert, and/or condition the electricity generated by the generators  302  and/or generation unit before feeding the battery  102 , the capacitor module  502 , and/or the motor  104 . 
       FIGS.  11 A- 11 B  depict different views of an example embodiment of components of a bearing support  1100 . The bearing support  1100  can be configured to support, facilitate, or enable a rotating element, such as a rotating shaft. Further, and as will be described in more detail below, the bearing support  1100  can be advantageously configured to dissipate heat generated by rotation of the rotating element. Heat may be generated, for example, by friction between components as the rotating element rotates. If such generated heat is not sufficiently dissipated, the components may deteriorate or otherwise become damaged. For example, in some cases, if heat is not sufficiently dissipated, components may melt, degrading the function thereof. 
     In some embodiments, the bearing support  1100  may be used anywhere that any rotating element is physically supported or coupled to another component (e.g., another rotating or stationary component). For example, the bearing support  1100  can be used to support end, center, and/or other portions of the shaft  206  of  FIG.  2    or the second shaft  704  of  FIG.  7   . The bearing support  1100  can support the portions of the shafts and other rotating components on the BEV  100  or the support structure  200  or couple the portions to other rotating or stationary components in the BEV  100  or the OBCS  210 . In some embodiments, the one-way bearing  706  discussed above comprises the bearing support  1100 . In some embodiments, the bearing support  1100  may provide support for rotating axles and components, reduction of diameters of rotating components, and so forth. The bearing support  1100  may be used in various contexts in any embodiment of the OBCS  201  described herein, with reference to  FIGS.  2 - 9   . In some embodiments, the bearing support  1100  may be used in various other applications, from automotive, industrial, consumer, appliance, and home use applications. 
       FIG.  11 A  is a top down view of the bearing support  1100 , illustrated in a partially disassembled state.  FIG.  11 B  is another perspective view of the bearing support in a partially disassembled state. In the illustrated embodiment, the bearing support  1100  comprises a bearing housing or enclosure  1105  and a bearing assembly  1110 . While  FIGS.  11 A and  11 B , illustrate the bearing support  1100  in a partially disassembled state, when assembled, at least a portion of the bearing assembly  1110  can be positioned within the bearing enclosure  1105 . 
     As shown in  FIG.  11 A , the bearing assembly  1110  comprises a shaft  1215  and one or more bearings  1205  (e.g., first and second bearing  1205   a ,  1205   b ) configured to facilitate rotation of the shaft  1215 . The one or more bearings  1205  can be mounted on the shaft  1215  as shown. The one or more bearings  1205  can comprise mechanical devices configured to enable rotational movement of the shaft  1215 . The one or more bearings  1205  can comprise rotary bearings that convey or transfer one or more of axial and radial motions and forces between components or devices. In some embodiments, the one or more bearings  1205  may comprise one or more of a ring bearing, a rolling-element bearing, a jewel bearing, a fluid bearing, a magnetic bearing, and a flexure bearing, among other suitable bearing types. 
     As used herein, the one or more bearings  1205  may be enable rotational rotation. In some embodiments, additional bearings  1205  or only one of the bearings  1205   a  and  1205   b  may be used in any application. As best shown in  FIG.  11 B , the one or more bearings  1205  may comprise an inner ring  1223  and an outer ring  1225 . The one or more bearings  1205  can also include one or more rolling elements (not visible) positioned between the inner ring  1223  and the outer ring  1225 . The one or more rolling elements can facilitate rotation of the inner ring  1223  relative the outer ring  1225 . The one or more rolling elements can be positioned within a cage  1227 . The inner ring  1223  may be fitted on the shaft  1215 . For example, the inner ring  1223  can have an inner diameter through which a shaft or other mechanical component passes (for example, the shaft  1215 ). The outer ring  1225  may have an outer diameter over which an enclosure or other mechanical component passes (for example, the bearing enclosure  1105 ). The rolling elements and the cage  1227  may be disposed between the inner ring and the outer ring (moving within one or raceways formed in the inner ring and/or the outer ring) to enable rotation movement of the inner ring relative to the outer ring, or vice versa. In some embodiments, different particularities for the bearing support  1100  may depend on the application in which the bearing support  1100  is used. The gaps between the bearing spacer  1110  and each of the bearings  1105   a  and  1105   b  is not clearly shown in the perspective view of  FIG.  11 B . 
     Often, as the shaft  1215  rotates, friction between the rolling elements and the inner and outer rings  1223 ,  1227  (or other components of the device) generates heat. As noted above, if such heat is not dissipated, it can cause damage to the components, which may reduce or destroy their ability to facilitate rotation of the shaft  1215 . Accordingly, the bearing support  1100  can be configured to facilitate heat dissipation as will be described in more detail below. 
     As shown in  FIGS.  11 A and  11 B , the bearing enclosure  1105  of the bearing support  1100  can comprise a housing or enclosure that is configured to receive at least a portion of the bearing assembly  1110 . In the illustrated embodiment, the bearing enclosure  1105  comprises an exterior surface  1106  having a substantially cylindrical shape and an interior surface  1107  having a cylindrical shape. Other shapes of the exterior and interior surfaces  1106 ,  1007  are also possible. In some embodiments, the shape of the exterior surface  1106  of the bearing enclosure  1105  is dependent on an application and/or installation location of the bearing enclosure  1105 . For example, the exterior surface  1106  of the bearing enclosure  1105  can be configured to facilitate connection of the bearing support  1100  to other components. 
     An interior portion  1108  of the bearing enclosure  1105  may be hollow and at least partially defined by the interior surface  1107 . As noted above, in the illustrated embodiment, the interior surface  1107  comprises a cylindrical shape such that the hollow interior portion  1108  is substantially cylindrical. Such a shape can be configured to correspond with the generally circular or cylindrical shape of the one or more bearings  1205  of the bearing assembly  1105  such that the bearing assembly  1105  can be received within the interior portion  1108 . 
     In some embodiments, the shape of the interior surface  1107  of the bearing enclosure  1105  is dependent on a shape of a bearing or similar device (for example, bearing  1205 , described herein) that is inserted into the interior portion  1108  of the bearing enclosure  1105 . The interior portion  1108  of the bearing enclosure  1105  may receive the bearing assembly  1110  such that the bearing assembly  1110  fits, at least in part, within the interior portion  1108  of the bearing enclosure  1105 . For example, the bearing assembly  1110  may be inserted, at least in part, into the interior portion  1108  of the bearing enclosure  1105  in a horizontal direction (e.g., a direction parallel to an axis of the shaft  1215  or parallel to the axis of rotation of the bearings  1205 ), such that only a portion of the bearing assembly  1110  extends out of the bearing enclosure  1105 . For example, the shaft  1215  can extend out from the bearing enclosure  1105 . When the interior surface  1107  is cylindrical to accept the round or cylindrical bearing  1205  (for example, the pair of bearings  1205   a  and  1205   b  included in the bearing assembly  1110 ), the cylindrical interior portion  1108  may have a diameter substantially the same as (but slightly larger than) an outer diameter of the bearing  1205 . Thus, the interior surface  1107  of the bearing enclosure  1105  is configured to hold the bearing  1205  or any bearing assembly  1110  pressed into the interior portion  108  in place using friction and compressive forces once the bearing  1205  or bearing assembly  1110  is pressed into the bearing enclosure  1105 . 
     In the assembled state, the inner rings  1223  of the bearings  1205  can spin or rotate within the outer rings  1225  of the bearing  1205  while the outer rings  1225  remain stationary within the bearing enclosure  1105 , such that the shaft  1215  that is coupled to the inner rings  1223  of the bearings  1205  can rotate or move relative to the bearing enclosure  1105 . As noted previously, such rotation and movement can create heat within the bearings  1205 , a build-up of which can cause the bearing  1205  to fail prematurely or otherwise damage one or more of the bearings  1205 , the bearing enclosure  1105 , and the shaft  1215  within the bearings  1205 . 
     Accordingly, the bearing support  1100  can be configured to facilitate improved airflow within the bearing enclosure  1105  which may reduce the heat build-up within the bearing enclosure  1105  around the bearings  1205 . Introducing ports or paths for airflow into the bearing enclosure  1105  can the improve airflow therethrough. For example, the bearing enclosure  1105  may include one or more slots, holes, perforations, or other openings that extend from the exterior surface  1106  to the interior surface  1107  through a side of the bearing enclosure  1105 . The one or more slots, holes, perforations, or other openings allow air to better flow from outside the bearing enclosure  1105  to the interior portion  1108  of the bearing enclosure  1105 . 
     Additionally, the interior surface  1107  may comprise one or more indentations, dimples, fingers, channels, or tabs (each hereinafter referred to as indentations) at a location to which the bearings  1205  are coupled. The one or more indentations may create individual points or portions at which the interior surface  1107  contacts the bearing  1205  such that the interior surface  1107  is not in contact with an entire exterior surface of the bearing  1205 . The one or more indentations may allow air to flow around the bearings  1205  (for example, from a first side of the bearing  1205  to a second side of the bearing  1205 ) within the bearing enclosure  1105 . Such air flow may further reduce heat build-up around the bearing  1205  when the bearing  1205  is enabling rotation or movement in the bearing enclosure  1105 . In some embodiments, the one or more indentations may be of varying depths, shapes, lengths, and heights. For example, the one or more indentations in the interior surface  1107  of the bearing enclosure  1105  may have a depth in the thousandths of an inch (for example, approximately 0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009″, 0.01″, 0.02″, 0.1″ and so forth, or any value therebetween). In some embodiments, the one or more indentations may have any shape or height (for example, approximately 0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009″, 0.01″, 0.02″, 0.1″ and so forth, or any value therebetween). The one or more indentations may also have a width sufficient to ensure that air flows from the first side to the second side of the bearing  1205  (for example a width that is slightly larger than a width or thickness of the bearing  1205 ). In some embodiments, the width of the one or more indentations is slightly larger than the width of the bearing  1205 . For example, the width of the one or more indentations may be long enough such that the indentation extends on either side of the bearing  1205  by a distance of one of approximately or at least 0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009″, 0.01″, 0.02″, 0.1″ and so forth, or any value therebetween. While described primarily as indentations, protrusions, which extend outwardly from the interior surface  1107  of the bearing enclosure  1105  may also be used. For example, the protrusions can extend to and contact the bearings  1205 , while also allowing air to flow around the protrusions to facilitate cooling of the bearings  1205 . In cases where protrusions are utilized, the protrusions may have a height equal to the various depths of the indentations described above. 
     The one or more indentations (or protrusions) may reduce an amount of surface contact between the bearing  1205  (for example, the outer ring  1225 ) and the interior surface  1107  of the bearing enclosure  1105 . In order to prevent the bearing  1205  from moving laterally within the bearing enclosure  1105 , a tab, wedge, key, or similar device (hereinafter referred to as tab) may be inserted into one of the one or more indentations or otherwise pressed against the bearing  1205  and the interior surface  1107  of the bearing enclosure  1105  to ensure that the bearing  1205  does not move laterally within the bearing enclosure  1105 . Thus, the introduction of any of the indentations or holes described herein may improve air flow within the bearing enclosure  1105 , reducing bearing failures and improving bearing functionality and life, without increasing risk of movement of the bearing  1205 . 
     As shown in  FIG.  11 A , for example, the bearing assembly  1110  may comprise one or more bearings (e.g. the first and second bearings  1205   a  and  1205   b ) mounted on the shaft  1215  and, additionally, a bearing spacer  1210  and a clamp  1220 . These components of the bearing assembly  1110  may be arranged such that the bearings  1205   a  and  1205   b  are separated from each other by the bearing spacer  1210 . The arrangement of the bearing  1205   a , the bearing spacer  1210 , and the bearing  1205   b  may be positioned at an end of the shaft  1215  and the clamp  1220  may hold the arrangement on or at the end of the shaft  1215 . In some embodiments, the bearing spacer  1210  is separated from each of the bearings  1205   a  and  1205   b  on one or more sides of the bearing spacer  1210  by a predetermined length gap. The predetermined length gap may be one of 1 millimeter (mm), 2 mm, 3 mm, 4 mm, 5 mm,  6 , mm, 7 mm, 8 mm, 9 mm, or 10 mm in length, and so forth, or any value therebetween. In some embodiments, the predetermined length gap is determined during manufacturing of the bearing assembly  1110  and the bearing support  1100 . In some embodiments, the predetermined length gap may be selected or determined based on one or more of an expected load on the bearing assembly (for example, the expected rotational speed, expected working temperatures, expected duration of use, and so forth). The gaps created by the bearing spacer  1210  may further facilitate cooling and heat dissipation be creating spaces for air to flow around the one or more bearings  1205 . 
     The clamp  1220  may be separated from the arrangement of the bearing  1205   a , the bearing spacer  1210 , and the bearing  1205   b  or may be positioned flush with the arrangement (for example, flush with the bearing  1205   b ). The clamp  1220  may include a mechanical device (for example, a locking screw or similar component) to mechanically prevent the clamp  1220  from moving one or more of rotationally around the shaft  1215  or laterally along the shaft  1215 . Thus, the clamp  1220  may prevent other components from moving along or around the shaft  1215  or limit movement of the other components along or around the shaft  1215 . The clamp  1220  may have an outer diameter that is large enough to prevent the bearings  1205  and/or the bearing spacer  1210  from moving over the clamp  1220  but smaller than the diameter of the interior portion  1108  of the bearing enclosure  1105 . 
     In some embodiments, the shaft  1215  comprises a plurality of sections, including an end section  1216  and a middle section  1217 . The end section  1216  comprises the section of the shaft  1215  where the bearing assembly  1110  is installed and can include a larger diameter than middle section  1217 , although this need not be the case in all embodiments. For example, the shaft  1215  can, in some embodiments, comprise a shape having a constant diameter along its length. As shown in  FIG.  11 A , the end section  1216  may comprise a keyway  1218  into which a key  1219  is seated to prevent rotation of the arrangement of the bearing  1205   a , the bearing spacer  1210 , and the bearing  1205   b  about the end section  1216 . The keyway  1218  may be formed having one or more shapes, lengths, widths, and so forth. The keyway  1218  may provide a volume into which the key  1219  is inserted to prevent the rotation. In some embodiments, the key  1219  may be one of a sunk saddle, parallel sunk, gib-head, feather, and Woodruff type key. In general, the keyway  1218  and key  1219  are configured to couple the inner rings  1215  of the one or more bearings  1205  to the shaft  1215  such that the shaft  1215  and the inner rings  1223  of the one or more bearings  1205  rotate together. In the illustrated embodiment, the end section  1216  includes an end cap  1221  that prevents the bearings  1205   a  and  1205   b  and the spacer from sliding off the end section  1216  of the shaft  1215 . 
     In the illustrated embodiment of  FIG.  11 B , bearing  1205   a  includes a keyway  1206   a  on the inner ring  1223  of the bearing  1205   a  and a keyway  1207   a  on the outer ring  1225  of the bearing  1205   a . The keyway  1206   a  may be configured to prevent the inner ring  1223  of the bearing  1205   a  from spinning or rotating about the end section  1216  while the keyway  1207   a  may prevent the outer ring  1227  of the bearing  1205   a  from spinning or rotating inside the interior portion  1108  of the bearing enclosure  1105 . Though not shown in  FIG.  11 B , the bearing  1205   b  may also include a keyway  1206   b  on an interior ring of the bearing  1205   b  and a keyway  1207   b  on an exterior ring of the bearing  1205   b . The keyway  1206   b  may prevent the inner ring of the bearing  1205   b  from spinning or rotating about the end section  1216  while the keyway  1207   b  may prevent the outer ring of the bearing  1205   b  from spinning or rotating inside the interior portion  1108 . Though not shown in  FIG.  11 B , the bearing spacer  1210  may include a keyway  1211  on an interior opening of the bearing spacer  1210  and a keyway  1214  on an outer circumference of the bearing spacer  1210 . The keyway  1211  may prevent the bearing spacer  1210  from spinning or rotating about the end section  1216  while the keyway  1214  may prevent the bearing spacer  1210  from spinning or rotating inside the interior portion  1108 . 
     The larger diameter of the end section  1216  may generally match the inner diameter of the bearings  1205   a  and  1205   b  and an inner diameter of the bearing spacer  1210 , as described in further detail below. The inner diameter of the bearings  1205   a  and  1205   b  may be substantially the same as (but slightly larger than) the diameter of the end section  1216 . Thus, the end section  1216  can be configured to hold the bearings  1205  or any bearing assembly  1110  pressed onto the end section  1216  in place using, for example, friction and compressive forces once the bearing  1205  or bearing assembly  1110  is pressed onto the end section  1216 . 
     In some embodiments, a surface of the end section  1216  on which the bearings  1205  and the bearing assembly  1110  are attached (e.g., pressed or otherwise coupled) may comprise one or more indentations, dimples, fingers, channels, or tabs (each hereinafter referred to as indentations) at a location to which the bearing is pressed. The one or more indentations may create individual points or portions at which the surface of the end section  1216  contacts the bearings  1205  of the bearing assembly  1110  such that the end portion  1216  is not in contact with an entire interior surface of the bearings  1205 . The one or more indentations may allow air to flow around the bearings  1205  (for example, from a first side of the bearing  1205  to a second side of the bearing  1205 ) when pressed onto the end section  1216  and into the bearing enclosure  1105 . Such air flow may further reduce heat build-up around the bearings  1205  when the bearings  1205  are enabling rotation or movement in the bearing enclosure  1105 . In some embodiments, the one or more indentations may be of varying depths, shapes, lengths, and heights. For example, the one or more indentations in the surface of the end section  1216  of the shaft  1215  may have a depth in the thousandths of an inch (for example, approximately 0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009″, 0.01″, 0.02″, 0.1″ and so forth, or any value therebetween). In some embodiments, the one or more indentations may have any shape or height (for example, approximately 0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009″, 0.01″, 0.02″, 0.1″ and so forth, or any value therebetween). The one or more indentations may also have a width sufficient to ensure that air flows from the first side to the second side of the bearing  1205  (for example a width that is slightly larger than a width or thickness of the bearing  1205 ). In some embodiments, the width of the one or more indentations is slightly larger than the width of the bearing  1205 . For example, the width of the one or more indentations may be long enough such that the indentation extends on either side of the bearing  1205  by a distance of one of approximately or at least 0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009″, 0.01″, 0.02″, 0.1″ and so forth, or any value therebetween. While described primarily as indentations, protrusions, which extend outwardly from the surface of the end section  1216  on which the bearings  1205  and the bearing assembly  1110  are attached may also be used. In cases where protrusions are utilized, the protrusions may have a height equal to the various depths of the indentations described above. 
     The bearing spacer  1210  is described in further detail below with reference to  FIG.  13   . 
       FIG.  12 A  shows a top down view of the bearing assembly  1110 .  FIG.  12 A  shows the the end section  1216  of the shaft  1215 , some of the middle section  1217 , a portion of the keyway  1218  in the end section  1216  that prevents rotation of the bearings  1205   a  and  1205   b  and the bearing spacer  1210  around the end section  1216 .  FIG.  12 A  also shows the gap between each of the bearings  1205   a  and  1205   b  and the bearing spacer  1210  on either side of the bearing spacer  1210 . Additionally, the bearing  1205   a  also includes the keyway  1207   a  that is shown in  FIG.  12 A , while the keyway  1207   b  for the bearing  1205   b  is not shown and the keyway  1214  for the bearing spacer  1210  is not shown. Further details regarding the bearing spacer  1210  are provided below with reference to  FIG.  13   . 
       FIG.  12 B  shows a perspective view of the bearing assembly  1110 . The bearing assembly  1110  shown includes the end cap  1221  of the shaft  1215 , a portion of the middle section  1217  and the bearings  1205   a  and  1205   b  and the bearing spacer  1210  around the end section  1216 .  FIG.  12 B  also shows the gap between each of the bearings  1205   a  and  1205   b  and the bearing spacer  1210  on either side of the bearing spacer  1210 . Additionally,  FIG.  12 B  shows the keyways of the bearing  1205   a , the bearing spacer  1210 , and the bearing  1205   b  (for example, the keyway  1207   a , the keyway  1214 , and the keyway  120   b ) aligned such that the key can pass through and lock the rotation of the outer ring of the bearing  1205   a , the bearing spacer  1210 , and the outer ring of the bearing  1205   b  within the bearing enclosure  1105 . 
       FIG.  12 C  shows an alternate perspective view of the bearing assembly  1110 . The bearing assembly  1110  shown includes the end section  1216  of the shaft  1215 , a portion of the middle section  1217 , and the bearings  1205   a  and  1205   b  and the bearing spacer  1210  around the end section  1216 .  FIG.  12 C  also shows the gap between each of the bearings  1205   a  and  1205   b  and the bearing spacer  1210  on either side of the bearing spacer  1210 . Additionally,  FIG.  12 C  shows that the keyways  1207   a ,  1214 , and  1207   b  are aligned such that the key can pass through them and lock the rotation of the bearing  1205 , the bearing spacer  1210 , and the bearing  1205   b  within the bearing enclosure  1105 . 
       FIG.  13    shows a top-down view of the bearing spacer  1210  of the bearing assembly  1110  of  FIGS.  11 A- 12 C . The bearing spacer  1210  shown includes a number of holes  1212  that extend from a first side of the bearing spacer  1210  to a second side of the bearing spacer  1210  and through the bearing spacer  1210 . The holes  1212  may be replaced by one or more slots, perforations, or other openings that connect the first and second sides of the bearing spacer  1210  through the bearing spacer  1210 . The holes  1212  can further facilitate airflow through the bearing support  1100  and/or around the bearings  1205  in order to further dissipate heat and provide cooling. The bearing spacer  1210  also includes the keyway  1211  introduced above that can lock rotation of the bearing spacer  1210  around the end section  1216  and the keyway  1214  that can lock rotation of the bearing spacer  1210  inside the interior portion  1108 . 
     In the illustrated embodiment of  FIG.  13   , on either side of the bearing spacer  1210 , a lip  1213   a  and/or  1213   b  is affixed or otherwise extends (in a direction parallel to the axis of the shaft  1215 , for example) from a main body of the bearing spacer  1210 . The lips  1213   a  and  1213   b  may extend from the first and second sides of the bearing spacer  1210  and create the gaps between the bearing  1205   a  and the bearing spacer  1210  and the bearing spacer  1210  and the bearing  1205   b  discussed above. In some embodiments, the lips  1213   a  and  1213   b  have a height that defines the predetermined length gap. For example, the lips  1213   a  and  1213   b  have a height of 1 mm, 2 mm, 3 mm, 4 mm, 5 mm, 6, mm, 7 mm, 8 mm, 9 mm, or 10 mm in length and so forth, or any value therebetween. The height of the lips  1213  can be measured along a direction parallel to the axis of the shaft  1214  (when assembled). For example, the lips  1213  have a width (for example extending along the sides of the bearing spacer  1210 ) of 1 mm, 2 mm, 3 mm, 4 mm, 5 mm, 6, mm, 7 mm, 8 mm, 9 mm, or 10 mm in length and so forth, or any value therebetween. The width of the lips  1213  may be short enough to not impede air flow between the inner and outer rings of the bearing  1205   a  and  1205   b . The width of the lips  1213  can be measured in a radial direction (e.g., a direction perpendicular to the axis of the shaft  1215  (when assembled)). 
     In some embodiments, the lips  1213  comprise one or more indentations, dimples, fingers, channels, or tabs (each hereinafter referred to as indentations) at a location where the bearings  1205  contact the lips  1213 . The one or more indentations may allow air to flow around the bearing  1205  within the bearing enclosure  1105 . Such air flow may further reduce heat build-up around the bearing  1205  when the bearing  1205  is enabling rotation or movement in the bearing enclosure  1105 . In some embodiments, the one or more indentations may be of varying depths, shapes, lengths, and heights. For example, the one or more indentations in the lips  1213  may have a depth in the thousandths of an inch (for example, approximately 0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009, 0.01″, 0.02″, 0.1″ and so forth, or any value therebetween). In some embodiments, the one or more indentations may have any shape or height or width (for example, approximately 0.001″, 0.002″, 0.003″, 0.004″, 0.005″, 0.006″, 0.007″, 0.008″, 0.009, 0.01″, 0.02″, 0.1″ and so forth, or any value therebetween). Protrusions may also be used in place of the indentations. 
       FIGS.  14 A- 14 C  show different views of a partial construction of the bearing assembly  1100  of  FIGS.  11 A- 12 C , the partial construction including the first bearing  1205   a , the bearing spacer  1210 , and the shaft  1215 . 
       FIG.  14 A  shows a top down view of the partial construction of the bearing assembly  1110 . The partial construction of the bearing assembly  1110  shown also includes the end section  1216  of the shaft  1215  and some of the middle section  1217 .  FIG.  14 A  also shows the gap between the bearing  1205   a  and the bearing spacer  1210 . Further details regarding the bearing spacer  1210  are provided below with reference to  FIG.  13   . 
       FIG.  14 B  shows a slight perspective view of the partial construction of the bearing assembly  1110 . The bearing assembly  1110  shown includes the end section  1216  of the shaft  1215 , some of the middle section  1217 , a portion of the keyway  1218  in the end section  1216  that prevents rotation of the bearings  1205   a  and  1205   b  and the bearing spacer  1210  around the end section  1216 , and a portion of the key  1219  that slides into the keyway  1218  in the end section and into the keyways  1206   a  and  1206   b  of the bearings  1205   a  and  1205   b  and keyway  1211  of the bearing spacer  1210 .  FIG.  14 B  also shows the gap between the bearing  1205   a  and the bearing spacer  1210 . Additionally, the bearing  1205   a  also includes the keyway  1207   a  that is shown in  FIG.  12 A , while the keyway  1211  for the bearing spacer  1210  is not shown. As shown, the key  1219  may prevent the first bearing  1205   a  and the bearing spacer  1210  from spinning or rotating on the end section  1216 . 
       FIG.  14 C  shows a perspective view of the partial construction of the bearing assembly  1110 . The bearing assembly  1110  shown also includes the end section  1216  of the shaft  1215  and some of the middle section  1217 .  FIG.  14 C  also shows the keyway  1214  of the bearing spacer  1210  and the lip  1213  that would separate the bearing spacer  1210  from the bearing  1205   b  with the gap between the bearing  1205   b  and the bearing spacer  1210  as described above. Additionally, the bearing spacer  1210  includes the number of holes  1212  that enable air flow between the first and second sides of the bearing spacer  1210 . 
     EXEMPLARY EMBODIMENTS 
     The below items recite example use cases and are not meant to be limiting to the disclosure herein. 
     Item #:
         1. A apparatus for providing electrical charge to a vehicle, comprising: (a) a driven mass configured to rotate in response to a kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate, wherein the driven mass exists in one of (1) an extended position in which the kinetic energy of the vehicle causes the driven mass to rotate and (2) a retracted position in which the kinetic energy of the vehicle does not cause the driven mass to rotate; (b) a generator configured to generate an electrical output based on a mechanical input, the mechanical input mechanically coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate; (c) a charger electrically coupled to the generator and configured to: (c1) receive the electrical output from the generator, (c2) generate a charge output based on the electrical output, and (c3) convey the charge output to the vehicle; (d) a hardware controller configured to control whether the driven mass is in the extended position or the retracted position in response to a signal received from a communication circuit; and (e) the communication circuit configured to receive the signal from a vehicle controller.   2. The apparatus of item 1, wherein the driven mass comprises a wheel, and wherein the extended position comprises the wheel positioned in contact with a ground surface on which the vehicle travels.   3. The apparatus of any of items 1-2, wherein the charger comprises a charging cable coupled to a charging port of the vehicle and wherein the charge output is conveyed to the vehicle via the charging cable and the charging port.   4. The apparatus of item 3 further comprising a circuit element positioned in series with the generator and the charger, wherein the circuit element creates an open circuit between the generator and the charging port of the vehicle.   5. The apparatus of any of items 1-4 further comprising a filtering circuit configured to filter the electrical output from the generator before the electrical output from the generator is received by the charger, wherein filtering the electrical output includes one or more of filtering, cleaning, matching, converting, and conditioning the electrical output to reduce risk of damage to the charger by the electrical output.   6. The apparatus of any of items 1-5, wherein the driven mass comprises a gear, and wherein the extended position comprises the gear engaged with one or more of a drive shaft, a motor, and a wheel of the vehicle.   7. The apparatus of any of items 1-6, wherein the mechanical input is mechanically coupled to the shaft by one or more of a chain, a belt, a gearing system, and a pulley system.   8. The apparatus of any of items 1-7 further comprising an energy storage device configured to store any excess portion of the charge conveyed to the vehicle when a vehicle battery or a vehicle motor is unable to accept all portions of the charge output conveyed from the charger.   9. The apparatus of item 8, wherein the energy storage device is further configured to convey the excess portion of the charge to the vehicle energy storage device or to the vehicle motor on demand.   10. The apparatus of items 1-9, further comprising a battery storage device and a capacitor storage device, wherein the capacitor storage device is configured to: (a) receive at least a portion of the charge output, (b) store at least the portion of the charge output, and (c) convey at least the portion of the charge output to the battery storage device in one or more bursts based on a charge level of the battery storage device dropping below a threshold value.   11. A method of providing electrical charge to a vehicle, comprising: (a) rotating a driven mass in response to a kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate, wherein the driven mass exists in (1) an extended position in which the kinetic energy of the vehicle causes the driven mass to rotate and (2) a retracted position in which the kinetic energy of the vehicle does not cause the driven mass to rotate; (b) generating, via a generator, an electrical output based on a mechanical input via a generator, the generator having a mechanical input mechanically coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate; (c) generating a charge output based on the electrical output; (d) conveying the charge output to the vehicle; (e) controlling whether the driven mass is in the extended position or the retracted position in response to a signal received from a vehicle controller; and (f) receiving the signal from the vehicle controller.   12. The method of item 11, wherein the driven mass comprises a wheel, and wherein the extended position comprises the wheel positioned in contact with a ground surface on which the vehicle travels.   13. The method of any of items 11-12, wherein conveying the charge output to the vehicle comprises conveying the charge output via a charging cable coupled to a charging port of the vehicle.   14. The method of item 13, further comprising creating an open circuit between the generator and the charging port of the vehicle via a circuit element.   15. The method of any of items 11-14 further comprising filtering the electrical output from the generator before the electrical output from the generator is received by the charger, wherein filtering the electrical output includes one or more of filtering, cleaning, matching, converting, and conditioning the electrical output to reduce risk of damage to the charger by the electrical output.   16. The method of any of items 11-15, wherein the driven mass comprises a gear, and wherein the extended position comprises the gear engaged with one or more of a drive shaft, a motor, and a wheel of the vehicle.   17. The method of any of items 11-16, wherein the mechanical input is mechanically coupled to the shaft by one or more of a chain, a belt, a gearing system, and a pulley system.   18. The method of any of items 11-17 further comprising storing any excess portion of the charge conveyed to the vehicle when a vehicle battery or a vehicle motor is unable to accept all portions of the charge output conveyed from the charger.   19. The method of item 18 further comprising conveying the excess portion of the charge from the energy storage device to the vehicle energy storage device or to the vehicle on demand.   20. The method of any of items 11-19 further comprising: (a) receiving at least a portion of the charge output at a capacitor storage device; (b) storing at least the portion of the charge output in the capacitor storage device; and (c) conveying at least the portion of the charge output to a battery storage device in one or more bursts based on a charge level of the battery storage device dropping below a threshold value.   21. The apparatus of any of items 1-10, wherein the mechanical input further comprises a flywheel configured to drive the generator to generate the electrical output.   22. The apparatus of item 21, further comprising a one-way bearing having a first side and a second side, wherein the one-way bearing is configured to allow the first side rotate independently of the second side.   23. The apparatus of item 22, wherein the flywheel is mechanically coupled to the first side of the one-way bearing, the shaft is coupled to the second side, wherein the one-way bearing is configured to allow the flywheel rotate independently of the shaft.   24. The apparatus of any of items 1-10 and 21-23 further comprising an independent suspension that supports the driven mass and the generator independently from a suspension of the vehicle, wherein the independent suspension comprises one of a linkage, a spring, and a shock absorber.   25. The apparatus of any of items 1-10 and 21-24, wherein the generator is switchable such that the electrical output is pulsed in a first switched setting and is constant in a second switched setting.   26. The apparatus of any of items 1-10 and 21-25 further comprising a capacitor and switch assembly configured to provide a backup energy storage for high voltage transfer the electrical output generated by the generator.   27. The method of any of items 11-20, wherein the mechanical input comprises a flywheel configured to drive the generator to generate the electrical output.   28. The method of item 27, wherein the mechanical input further comprises a one-way bearing having a first side and a second side, wherein the one-way bearing is configured to allow the first side rotate independently of the second side in a first direction of rotation and with the second side in a second direction of rotation.   29. The method of item 28, wherein the flywheel is mechanically coupled to the first side of the one-way bearing, the shaft is coupled to the second side, wherein the one-way bearing is configured to allow the flywheel rotate independently of the shaft in the first direction of rotation and with the shaft in the second direction of rotation.   30. The method of any of items 11-20 and 27-29, further comprising supporting, via an independent suspension, the driven mass and the generator independently from a suspension of the vehicle, wherein the independent suspension comprises one of a linkage, a spring, and a shock absorber.   31. The method of any of items 11-20 and 27-30, further comprising switching the generator such that the electrical output is pulsed in a first switched setting and is constant in a second switched setting.   32. The method of any of items 11-20 and 27-31, further comprising performing a voltage dump from the generator output terminal via a capacitor, a switch assembly, and a backup energy storage.   33. An apparatus for providing electrical charge to a vehicle, comprising: (a) a driven mass configured to rotate in response to a kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate; (b) a generator configured to generate an electrical output at a generator output terminal based on a mechanical input, the mechanical input mechanically coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate; (c) a capacitor module selectively and electrically coupled to the generator output terminal and configured to: (c1) receive a first portion of the electrical output generated by the generator, (c2) store the first portion of the electrical output as a first energy as an electric field of the capacitor module, and (c3) convey the first energy to a load of the vehicle on demand; (d) a battery module selectively and electrically coupled to the generator output terminal and configured to: (d1) receive a second portion of the electrical output generated by the generator, (d2) store the second portion of the electrical output as a second energy in a chemical energy form, and (d3) convey the second energy to the load of the vehicle on demand; and (e) a hardware controller configured to control whether the capacitor module, the battery module, or a combination of the capacitor module and the battery module is coupled to the generator output terminal in response to a received signal.   34. The apparatus of item 33, wherein the mechanical input comprises a flywheel configured to store mechanical energy received from the driven mass.   35. The apparatus of item 34, further comprising a one-way bearing having a first side and a second side, wherein the one-way bearing is configured to allow the first side rotate independently of the second side in a first direction of rotation and together with the second side in a second direction of rotation.   36. The apparatus of item 35, wherein the flywheel is mechanically coupled to the first side of the one-way bearing, wherein the shaft is coupled to the second side, and wherein the one-way bearing is configured to allow the flywheel rotate independently of the shaft in the first direction of rotation and together with the shaft in the second direction of rotation.   37. The apparatus of any of items 1-10, 21-26, and 33-36, further comprising an independent suspension that supports the driven mass and the generator independently from a suspension of the vehicle, wherein the independent suspension comprises one of a linkage, a spring, and a shock absorber.   38. A method of providing electrical charge to a vehicle, comprising: (a) rotating a driven mass in response to a kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate; (b) generating, via generator, an electrical output at a generator output terminal of the generator based on a mechanical input, the mechanical input mechanically coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate; (c) conveying a first portion of the electrical output generated by the generator to a capacitor module selectively and electrically coupled to the generator output terminal; (d) storing the first portion of the electrical output as a first energy in an electric field of the capacitor module; (e) conveying the first energy to a load of the vehicle on demand; (f) conveying a second portion of the electrical output to a battery module selectively and electrically coupled to the generator output terminal; (g) storing the second portion of the electrical output as a second energy in a chemical energy form; and (h) controlling whether the capacitor module, the battery module, or a combination of the capacitor module and the battery module is coupled to the generator output terminal in response to a received signal.   39. The method of item 38, wherein the mechanical input comprises a flywheel configured to store mechanical energy received from the driven mass.   40. The method of item 39, wherein the mechanical input further comprises a one-way bearing having a first side and a second side, wherein the one-way bearing is configured to allow the first side rotate independently of the second side in a first direction of rotation and together with the second side in a second direction of rotation.   41. The method of item 40, wherein the flywheel is mechanically coupled to the first side of the one-way bearing, wherein the shaft is coupled to the second side, and wherein the one-way bearing is configured to allow the flywheel rotate independently of the shaft in the first direction of rotation and together with the shaft in the second direction of rotation.   42. The method of any of items 11-20, 27-32, and 38-41, further comprising supporting, via an independent suspension, the driven mass and the generator independently from a suspension of the vehicle, wherein the independent suspension comprises one of a linkage, a spring, and a shock absorber.   43. The apparatus for providing electrical charge to a vehicle, comprising: (a) a driven mass configured to rotate in response to a kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate; (b) a generator configured to generate an electrical output at a generator output terminal based on a mechanical input, the mechanical input mechanically coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate; (c) a hardware controller configured to: (c1) convey at least a first portion of the electrical output to one of a capacitor module, a battery, and a motor of the vehicle, each of the capacitor module, the battery, and the motor selectively coupled to the generator output terminal, (c2) disconnect the generator output terminal from the capacitor module, the battery, and the motor in response to an interrupt signal received, (c3) initiate a dump of a residual electrical energy in the generator for a period of time, and (c4) connect the generator output terminal to one of the capacitor module, the battery, and the motor of the vehicle after the period of time expires, wherein the interrupt signal is generated by a controller in response to one or more conditions.   44. The apparatus of item 43, wherein the interrupt signal is received at periodic intervals defined based on at least one of a period of time following a previous interrupt signal, a distance traveled by the vehicle, a speed of the vehicle, and a power generated by the generator.   45. The apparatus of item 44, wherein the hardware controller configured to dump the residual electrical energy comprises the hardware controller being configured to: (a) electrically couple the generator output terminal to a dump load for the period of time, and (b) disconnect the generator output terminal from the dump load after the period of time passes, wherein the dump load comprises one or more of a back-up battery or capacitor.   46. A method of providing electrical charge to a vehicle, comprising: (a) rotating a driven mass in response to a kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate; (b) generating an electrical output at a generator output terminal based on a mechanical input, the mechanical input mechanically coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate; (c) conveying at least a first portion of the electrical output to one of a capacitor module, a battery, and a motor of the vehicle selectively coupled to the generator output terminal; (d) disconnecting the generator output terminal from the capacitor module, the battery, and the motor in response to an interrupt signal received; (e) dumping a residual electrical energy in the generator for a period of time; and (f) connecting the generator output terminal to one of the capacitor module, the battery, and the motor of the vehicle after the period of time expires, wherein the interrupt signal is generated by a controller in response to one or more conditions.   47. The method of item 46, wherein the interrupt signal is received at periodic intervals defined based on at least one of a period of time following a previous interrupt signal, a distance traveled by the vehicle, a speed of the vehicle, and a power generated by the generator.   48. The method of item 47, wherein dumping the residual electrical energy comprises: (a) electrically coupling the generator output terminal to a dump load for the period of time; and (b) disconnecting the generator output terminal from the dump load after the period of time passes, wherein the dump load comprises one or more of a back-up battery or capacitor.   49. An apparatus for providing electrical charge to a vehicle, comprising: (a) a motor configured to place the vehicle in motion; (b) a driven mass configured to rotate in response to a kinetic energy of the vehicle generated when the vehicle is in motion, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate; (c) a generator configured to generate an electrical output at a generator output terminal based on rotation of a mechanical input, the mechanical input mechanically coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate; (d) a capacitor module selectively and electrically coupled to the generator output terminal and configured to: (d1) receive a portion of the electrical output generated by the generator, (d2) store the portion of the electrical output as an electric field of the capacitor module when the battery has a charge that exceeds a threshold value, and (d3) convey the first energy to a load of the vehicle on demand, (e) a hardware controller configured to control the motor, the generator, and coupling of the capacitor module to the generator module, wherein the electrical output generated is greater than or equal to a consumption of the motor of the vehicle when the vehicle is in motion.   50. A method of providing electrical charge to a vehicle, comprising: (a) rotating a driven mass in response to a kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate; (b) generating, by a generator, an electrical output at a generator output terminal based on rotation of a mechanical input, the mechanical input mechanically coupled to the shaft such that rotation of the shaft causes the mechanical input to rotate; (c) conveying a portion of the electrical output to a capacitor module selectively coupled to the generator output terminal with a battery of the vehicle; and (d) storing the portion of the electrical output in the capacitor module when the battery has a charge that exceeds a threshold value, wherein the electrical output generated by the generator is greater than or equal to a consumption of a motor of the vehicle when the vehicle in motion.       

     ADDITIONAL EMBODIMENTS 
     As described herein, the generators  302   a  and  302   b  may be configured to generate a voltage of any amount, type, and so forth, for example, as specified by an operating voltage of the battery  102  and/or a bus voltage of the BEV  100 / 500 . As such, any of the deep cycle battery  504  and the capacitor modules  502  may also have operating voltages corresponding to that of the battery  102 . In some embodiments, the deep cycle battery  504  and/or the capacitor modules  502  have different operating voltages and are coupled to the battery  102  via one or more converter devices, for example the DC-to-DC converter  506 . As such, the OBCS  210  and corresponding components described herein may operate at various voltages for the BEV  100 / 500 . 
     As used herein, “system,” “instrument,” “apparatus,” and “device” generally encompass both the hardware (for example, mechanical and electronic) and, in some implementations, associated software (for example, specialized computer programs for graphics control) components. 
     Further, the data processing and interactive and dynamic user interfaces described herein are enabled by innovations in efficient data processing and interactions between the user interfaces and underlying systems and components. 
     It is to be understood that not necessarily all objects or advantages may be achieved in accordance with any particular embodiment described herein. Thus, for example, those skilled in the art will recognize that certain embodiments may be configured to operate in a manner that achieves or optimizes one advantage or group of advantages as taught herein without necessarily achieving other objects or advantages as may be taught or suggested herein. 
     Each of the processes, methods, and algorithms described in the preceding sections may be embodied in, and fully or partially automated by, code modules executed by one or more computer systems or computer processors including computer hardware. The code modules may be stored on any type of non-transitory computer-readable medium or computer storage device, such as hard drives, solid state memory, optical disc, and/or the like. The systems and modules may also be transmitted as generated data signals (for example, as part of a carrier wave or other analog or digital propagated signal) on a variety of computer-readable transmission mediums, including wireless-based and wired/cable-based mediums, and may take a variety of forms (for example, as part of a single or multiplexed analog signal, or as multiple discrete digital packets or frames). The processes and algorithms may be implemented partially or wholly in application-specific circuitry. The results of the disclosed processes and process steps may be stored, persistently or otherwise, in any type of non-transitory computer storage such as, for example, volatile or non-volatile storage. 
     Many other variations than those described herein will be apparent from this disclosure. For example, depending on the embodiment, certain acts, events, or functions of any of the algorithms described herein can be performed in a different sequence, can be added, merged, or left out altogether (for example, not all described acts or events are necessary for the practice of the algorithms). Moreover, in certain embodiments, acts or events can be performed concurrently, for example, through multi-threaded processing, interrupt processing, or multiple processors or processor cores or on other parallel architectures, rather than sequentially. In addition, different tasks or processes can be performed by different machines and/or computing systems that can function together. 
     The various illustrative logical blocks, modules, and algorithm elements described in connection with the embodiments disclosed herein can be implemented as electronic hardware, computer software, or combinations of both. To clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules, and elements have been described herein generally in terms of their functionality. Whether such functionality is implemented as hardware or software depends upon the particular application and design constraints imposed on the overall system. The described functionality can be implemented in varying ways for each particular application, but such implementation decisions should not be interpreted as causing a departure from the scope of the disclosure. 
     The various features and processes described herein may be used independently of one another, or may be combined in various ways. All possible combinations and sub-combinations are intended to fall within the scope of this disclosure. In addition, certain method or process blocks may be omitted in some implementations. The methods and processes described herein are also not limited to any particular sequence, and the blocks or states relating thereto can be performed in other sequences that are appropriate. For example, described blocks or states may be performed in an order other than that specifically disclosed, or multiple blocks or states may be combined in a single block or state. The example blocks or states may be performed in serial, in parallel, or in some other manner. Blocks or states may be added to or removed from the disclosed example embodiments. The example systems and components described herein may be configured differently than described. For example, elements may be added to, removed from, or rearranged compared to the disclosed example embodiments. 
     The various illustrative logical blocks and modules described in connection with the embodiments disclosed herein can be implemented or performed by a machine, such as a general purpose processor, a digital signal processor (“DSP”), an application specific integrated circuit (“ASIC”), a field programmable gate array (“FPGA”) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. A general purpose processor can be a microprocessor, but in the alternative, the processor can be a controller, microcontroller, or state machine, combinations of the same, or the like. A processor can include electrical circuitry configured to process computer-executable instructions. In another embodiment, a processor includes an FPGA or other programmable devices that performs logic operations without processing computer-executable instructions. A processor can also be implemented as a combination of computing devices, for example, a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in conjunction with a DSP core, or any other such configuration. Although described herein primarily with respect to digital technology, a processor may also include primarily analog components. For example, some, or all, of the signal processing algorithms described herein may be implemented in analog circuitry or mixed analog and digital circuitry. A computing environment can include any type of computer system, including, but not limited to, a computer system based on a microprocessor, a mainframe computer, a digital signal processor, a portable computing device, a device controller, or a computational engine within an appliance, to name a few. 
     The elements of a method, process, or algorithm described in connection with the embodiments disclosed herein can be embodied directly in hardware, in a software module stored in one or more memory devices and executed by one or more processors, or in a combination of the two. A software module can reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of non-transitory computer-readable storage medium, media, or physical computer storage known in the art. An example storage medium can be coupled to the processor such that the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium can be integral to the processor. The storage medium can be volatile or nonvolatile. The processor and the storage medium can reside in an ASIC. The ASIC can reside in a user terminal. In the alternative, the processor and the storage medium can reside as discrete components in a user terminal. 
     Conditional language, such as, among others, “can,” “could,” “might,” or “may,” unless specifically stated otherwise, or otherwise understood within the context as used, is generally intended to convey that certain embodiments include, while other embodiments do not include, certain features, elements and/or steps. Thus, such conditional language is not generally intended to imply that features, elements and/or steps are in any way required for one or more embodiments or that one or more embodiments necessarily include logic for deciding, with or without user input or prompting, whether these features, elements and/or steps are included or are to be performed in any particular embodiment. 
     As used herein a “data storage system” may be embodied in computing system that utilizes hard disk drives, solid state memories and/or any other type of non-transitory computer-readable storage medium accessible to or by a device such as an access device, server, or other computing device described. A data storage system may also or alternatively be distributed or partitioned across multiple local and/or remote storage devices as is known in the art without departing from the scope of the present disclosure. In yet other embodiments, a data storage system may include or be embodied in a data storage web service. 
     As used herein, the terms “determine” or “determining” encompass a wide variety of actions. For example, “determining” may include calculating, computing, processing, deriving, looking up (for example, looking up in a table, a database or another data structure), ascertaining and the like. Also, “determining” may include receiving (for example, receiving information), accessing (for example, accessing data in a memory) and the like. Also, “determining” may include resolving, selecting, choosing, establishing, and the like. 
     As used herein, the term “selectively” or “selective” may encompass a wide variety of actions. For example, a “selective” process may include determining one option from multiple options. A “selective” process may include one or more of: dynamically determined inputs, preconfigured inputs, or user-initiated inputs for making the determination. In some implementations, an n-input switch may be included to provide selective functionality where n is the number of inputs used to make the selection. 
     As used herein, the terms “provide” or “providing” encompass a wide variety of actions. For example, “providing” may include storing a value in a location for subsequent retrieval, transmitting a value directly to the recipient, transmitting or storing a reference to a value, and the like. “Providing” may also include encoding, decoding, encrypting, decrypting, validating, verifying, and the like. 
     As used herein, the term “message” encompasses a wide variety of formats for communicating (for example, transmitting or receiving) information. A message may include a machine readable aggregation of information such as an XML document, fixed field message, comma separated message, or the like. A message may, in some implementations, include a signal utilized to transmit one or more representations of the information. While recited in the singular, it will be understood that a message may be composed, transmitted, stored, received, etc. in multiple parts. 
     As used herein a “user interface” (also referred to as an interactive user interface, a graphical user interface or a UI) may refer to a network based interface including data fields and/or other controls for receiving input signals or providing electronic information and/or for providing information to the user in response to any received input signals. A UI may be implemented in whole or in part using technologies such as hyper-text mark-up language (HTML), ADOBE® FLASH®, JAVA®, MICROSOFT® .NET®, web services, and rich site summary (RSS). In some implementations, a UI may be included in a stand-alone client (for example, thick client, fat client) configured to communicate (for example, send or receive data) in accordance with one or more of the aspects described. 
     Disjunctive language such as the phrase “at least one of X, Y, or Z,” unless specifically stated otherwise, is otherwise understood with the context as used in general to present that an item, term, and so forth, may be either X, Y, or Z, or any combination thereof (for example, X, Y, and/or Z). Thus, such disjunctive language is not generally intended to, and should not, imply that certain embodiments require at least one of X, at least one of Y, or at least one of Z to each be present. 
     Any process descriptions, elements, or blocks in the flow diagrams described herein and/or depicted in the attached figures should be understood as potentially representing modules, segments, or portions of code which include one or more executable instructions for implementing specific logical functions or steps in the process. Alternate implementations are included within the scope of the embodiments described herein in which elements or functions may be deleted, executed out of order from that shown or discussed, including substantially concurrently or in reverse order, depending on the functionality involved, as would be understood by those skilled in the art. 
     Unless otherwise explicitly stated, articles such as “a” or “an” should generally be interpreted to include one or more described items. Accordingly, phrases such as “a device configured to” are intended to include one or more recited devices. Such one or more recited devices can also be collectively configured to carry out the stated recitations. For example, “a processor configured to carry out recitations A, B and C” can include a first processor configured to carry out recitation A working in conjunction with a second processor configured to carry out recitations B and C. 
     All of the methods and processes described herein may be embodied in, and partially or fully automated via, software code modules executed by one or more general purpose computers. For example, the methods described herein may be performed by the computing system and/or any other suitable computing device. The methods may be executed on the computing devices in response to execution of software instructions or other executable code read from a tangible computer readable medium. A tangible computer readable medium is a data storage device that can store data that is readable by a computer system. Examples of computer readable mediums include read-only memory, random-access memory, other volatile or non-volatile memory devices, CD-ROMs, magnetic tape, flash drives, and optical data storage devices. 
     It should be emphasized that many variations and modifications may be made to the herein-described embodiments, the elements of which are to be understood as being among other acceptable examples. All such modifications and variations are intended to be included herein within the scope of this disclosure. The foregoing description details certain embodiments. It will be appreciated, however, that no matter how detailed the foregoing appears in text, the systems and methods can be practiced in many ways. As is also stated herein, it should be noted that the use of particular terminology when describing certain features or aspects of the systems and methods should not be taken to imply that the terminology is being re-defined herein to be restricted to including any specific characteristics of the features or aspects of the systems and methods with which that terminology is associated. 
     Those of skill in the art would understand that information, messages, and signals may be represented using any of a variety of different technologies and techniques. For example, data, instructions, commands, information, signals, bits, symbols, and chips that may be referenced throughout the above description may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.