Patent Publication Number: US-11654781-B2

Title: Locomotive assist

Description:
PRIORITY 
     This is a continuation-in-part of U.S. patent application Ser. No. 17/803,327, filed on May 12, 2022, and entitled “Supplemental Battery for an Electric Vehicle”, which was a continuation-in-part of U.S. patent application Ser. No. 17/803,241, entitled “Range Enhancing Platform” filed on Mar. 29, 2022; which was a continuation of U.S. patent Ser. No. 17/300,768, filed on Oct. 29, 2021, and entitled “Range Enhancing Platform”; which was a continuation in part of U.S. patent application Ser. No. 17/300,357, entitled “Range Enhancing Mechanism” filed on May 24, 2021, now U.S. Pat. No. 11,220,186. 
    
    
     BACKGROUND OF THE INVENTION 
     This invention relates generally to train locomotives and more particularly to an electrical supply for such. 
     This invention relates generally to electrical vehicles and more particularly to a ready and fast mechanism to provide an on-the-go “recharge” to the vehicle. 
     Electric vehicles are touted as being environmentally friendly and as being more economical to operate. Estimates are that per-mile costs for fuel/energy, the electric vehicle is about half the cost of gasoline vehicles. With the cost of gasoline and diesel rising, the consumer is evaluating the electric vehicles in greater depth. 
     The biggest limiting factor for the potential consumer of an electric vehicle, is the limited range between recharging the battery. Often this range is only 300-400 miles which is more than suitable for suburban driving, but for interstate trips, the range limitation becomes problematic. 
     Further, if the battery becomes spent or exhausted, then the vehicle is left completely stranded. At the present time, the only solution is a tow to the next charging station. 
     It is clear there is a need to improve electric vehicles in order to make them acceptable to the general public. 
     SUMMARY OF THE INVENTION 
     The invention provides an assist apparatus for an electric vehicle which is powered by rechargeable batteries. To assist in the range of the electric vehicle, a platform is secured or towed by the vehicle. On the platform is a hydrocarbon motor that generates electricity. The hydrocarbon motor is activated, either manually via a handheld transmitter, via a switch connected to the hydrocarbon motor, or automatically by sensors in the electric vehicle to charge the rechargeable batteries within the electric vehicle. 
     In general terms, the invention involves an assist apparatus for an electric vehicle. The assist apparatus, when operating, provides a stream of electricity to the rechargeable battery on the electric vehicle. It is contemplated that the assist apparatus would not be used for traditional commutes but would be applicable for longer distances past the range of the electric vehicle&#39;s rechargeable battery, typically through a rental agency. 
     There are many versions of power systems used to recharge the battery. These include, but not limited to: U.S. Pat. No. 10,989,273, entitled “Power Unit” issued to Obrist et al. on Apr. 27, 2021; incorporated hereinto by reference. 
     The assist apparatus involves a platform which is securable to the vehicle (hanging on the bumper, attached to the towing slide, or via trailer) on which a traditional internal combustion engine is mounted. The internal combustion engine powers a generator and provides electricity to re-charge the rechargeable battery traditionally found in an electric vehicle via an electrical cable/connection. 
     The preferred embodiment has the engine mounted on a cantilever platform from the rear of the vehicle. 
     Those of ordinary skill in the art readily recognize a variety of electrical connections which may be employed in the context of charging the rechargeable battery, including, but not limited to: U.S. Pat. No. 0,967,750, entitled “System and Method for Charging Plug-in Hybrid Vehicle” issued to Lee et al. on Apr. 6, 2021; U.S. Pat. No. 10,989,087, entitled “Plug-In Hybrid Vehicle” issued to Yokoi on Apr. 27, 2021; all of which are incorporated hereinto by reference. 
     To operate the internal combustion engine, the preferred method is via a radio frequency handheld mechanism. The user, when they want to provide additional charge to the rechargeable battery, activates the internal combustion engine using the handheld transmitter; when done, the same radio frequency handheld transmitter is used to deactivate the internal combustion engine. In this way, the rechargeable battery is charged “on the go” without having to stop at a charging station. 
     Radio Frequency mechanisms are well known in the art for activating engines. These include: U.S. Pat. No. 6,559,558, entitled “Smart Car Starter” issued to Quesnel et al. on May 6, 2003; U.S. Pat. No. 7,140,338, entitled “Snowmobile Remote Ignition System” Issued to Janisch on Nov. 28, 2006; U.S. Pat. No. 10,189,442, entitled “Remote Vehicle Starter and Appliance Activation System” issued to Ford et al. on Jan. 29, 2019; all of which are incorporated hereinto by reference. 
     Further, should the electric vehicle become stranded due to a depleted rechargeable battery, a service provider is able to bring the assist apparatus to the site and recharge the battery, allowing the previously stranded driver to continue. 
     Besides the handheld mechanism described above, in another embodiment, the electric vehicle is equipped with a sensor on the rechargeable battery which activates, when needed, the assist apparatus. 
     A variety of mechanisms are used to monitor the rechargeable battery including, but not limited to: U.S. Pat. No. 10,983,166, entitled “Estimation of Battery Parameters” issued to Hellgren et al. on Apr. 20, 2021; U.S. Pat. No. 10,994,719, entitled “Method and Device for Controlling Hybrid Vehicle” issued to Obata on May 4, 2021; U.S. Pat. No. 11,001,266, entitled “Hybrid Vehicle Drive System” issued to Kasahara on May 11, 2021; all of which are incorporated hereinto by reference. 
     An important aspect of the present invention is the ability to protect the assist apparatus from damage from impact with either another moving vehicle (being rear ended) or by backing into a solid object (e.g. a wall). To provide this protection, a secondary bumper (preferably either metal or hardened rubber) issued. The preferred bumper is U-shaped and arranged around three sides of the platform. 
     In one embodiment of the invention, the secondary bumper contacts the primary bumper on the electric vehicle allowing the electric vehicle&#39;s bumper to provide more endurance to the secondary bumper. 
     In another embodiment, springs extend from the “legs” of the U-shaped secondary bumper to engage (either on impact or all the time) with the vehicle&#39;s bumper. The use of springs diminishes the possibility of doing serious damage on what would be considered a “minor” impact. 
     In yet another embodiment of the secondary bumper, collapsible cylinders are use in lieu of the springs. These collapsible cylinders are crushable on impact and are readily replaced later. 
     As noted earlier, the platform and the assist apparatus are securable to the bumper (hung from the bumper), are supported by a slide hitch receptacle, or on a small trailer that is pulled by the electric vehicle. All of these embodiments make the present invention ideal for commercialization through a rental organization such as an establishment that rents/leases cars and other items for over the road travel. 
     Those of ordinary skill in the art readily recognize a variety of trailer mechanisms, including, but not limited to those described in: U.S. Pat. No. 8,562,011, entitled “Utility Trailer” issued to Smith on Oct. 22, 2013; U.S. Pat. No. 10,308,158, entitled “Utility Trailer with Movable Bed” issued to Quenzi et al. on Jun. 4, 2019; all of which are incorporated hereinto by reference. 
     Slide attachments for towing trailers are also well known in the art and include: U.S. Pat. No. 10,099,524, entitled “Adjustable Trailer Hitch” issued to Laundry on Oct. 16, 2018; and U.S. Pat. No. 10,696,112, entitled “Lightweight Hitch Structure” issued to Meingast et al. on Jun. 3, 2020; U.S. Pat. No. 10,836,225, entitled “Detachable Receiver” issued to Robinson et al. on Nov. 17, 2020; all of which are incorporated hereinto by reference. 
     Ideally, the internal combustion engine uses a variety of carbon based fuels such as gasoline, diesel, propane, and natural gas. 
     In one embodiment of the invention, the charging engine is mountable to the roof of the electric vehicle. In this embodiment, the driver of the vehicle does not have to change their driving/parking habits as the vehicle&#39;s outside dimensions remain the same. 
     One embodiment of the invention is an electric vehicle having an internal rechargeable battery. This rechargeable battery is recharged via a recharging connector. This embodiment of an electric vehicle has an external battery secured to an exterior of the electric vehicle. The external battery communicates electricity to the internal rechargeable battery via the recharging connector. Ideally the external battery is carried by a cantilevered platform from the electric vehicle, pulled by a trailer, or mounted to the roof of the electric vehicle. 
     As noted, the entire electric vehicle assembly of this embodiment employs the internal rechargeable battery and the recharging connector used to communicate electricity from an external source into the internal rechargeable battery. In this assembly, an external battery is employed and is secured to an exterior of the electric vehicle. Electricity from the external battery is communicated to the internal rechargeable battery via the recharging connector. 
     In the preferred embodiment of this embodiment, the external battery is a rechargeable battery allowing the external battery to be recharged periodically by the user. 
     The external battery is secured to the electric vehicle via a mounting mechanism which is either supported by the electric vehicle or is towed therefrom. 
     Ideally, the external battery is supported by a cantilevered platform which is mountable to a slide secured to the electric vehicle. Other embodiments mount the external battery onto the roof of the electric vehicle and still others place the external battery on a trailer to be towed by the electric vehicle. Ideally, the external battery is removable from the platform. 
     Securing the external battery to any of these platforms is done through a variety of mechanisms. In one mechanism, the external battery includes protruding teeth which engage with the mounting mechanism includes recesses to engage the protruding teeth. In another mechanism, the opposite arrangement is done in which protruding teeth from the mounting mechanism engage recesses within the external battery. In yet another mechanism used to secure the external battery to the platform, the external battery includes flanges which are grasped/compressed by the mounting mechanism. 
     In all of these mounting mechanisms, ideally the external battery is selectively releasable from the mounting mechanism allowing the external battery to be replaced readily. Typically, this release is done manually. 
     In one embodiment of the invention, an electric vehicle accessory is created which assists in the connecting and disconnecting of the external battery from the system. In this embodiment, the platform as outlined above, is used. The platform has a mounting surface upon which the external electrical battery is placed. The external battery is held in place using at least two engagement mechanisms which selectively engage the external battery to secure it to the mounting surface using any of the techniques as outlined above to the platform. 
     The platform further includes an electrical connector which engages with an electrical connector from the external battery and selectively communicates electricity from the external battery to the internal rechargeable battery. This connection is only accomplished when the engagement mechanism is engaged, which also connects the external battery as well. 
     Activation of the engagement mechanism and the relay switch connecting the external battery to the electric vehicle&#39;s electrical connector, is accomplished either manually (ideally using a lever) or via an electrical motor. an external battery placed on the mounting surface of the platform. The external battery has an electrical cable or cable securable to the electrical connector of the platform. By electrically isolating the external battery from the internal rechargeable battery, the external battery can be removed safely. 
     Trains, and more specifically, locomotives, are well known in the art along with their functioning and physical arrangements. Those of ordinary skill in the art recognize the following, but not limited to: U.S. Pat. No. 10,501,095, issued on Dec. 10, 2019, to Jalla and entitled, “Power System for a Locomotive”; U.S. Pat. No. 10,730,392, issued Aug. 4, 2020, to Montione and entitled “Vehicle Propulsion System”; U.S. Pat. No. 11,133,633, issued Sep. 28, 2021, to Castro and entitled “Brush Holder for Electric Traction Motors for Locomotives”; U.S. Pat. No. 5,397,486, issued Mar. 14, 1995, to Small and entitled “Lubricating Oil Compositions for Railroad Diesel Engines”; U.S. Pat. No. 6,123,029, issued Sep. 26, 2000, to Mobley and entitled “Intermodal Transport System”; and U.S. Pat. No. 10,279,686, issued May 7, 2019, to Yang et al. and entitled “Locomotive Regenerative Electric Energy Feedback System with Ice Melting Function and Control Method”; all of which are incorporated hereinto by reference. 
     The present invention creates an improved locomotive assembly. In one embodiment, the engine is a typical structure in which the engine carriage is supported by wheels and is provided with a propulsion/engine which drives at least one wheel. The propulsion/engine is driven by an electrical motor, in this invention, the electrical energy is supplied by a rechargeable battery which is pulled on another carriage physically coupled to the engine carriage. The battery carriage has at least one rechargeable battery communicating electricity to the electric propulsion unit on the engine carriage. 
     If an additional electrical battery is required for the trip, a second, third or more battery carriages are used. 
     When the train has made its trip, the battery carriages are switched out for fully charged battery carriages and the spent or depleted carriages are recharged for use again with another locomotive. 
     While the preferred embodiment places the battery carriage at the rear of the locomotive, another embodiment places the battery carriage ahead of the locomotive. 
     In some embodiments, a hydrocarbon generator is employed as either a backup for the rechargeable batteries or as an energy source when the battery is not attached to the locomotive (such as in the railroad yard). In this context, the hydrocarbon generator is mounted either on the battery carriage or on the locomotive carriage. 
     In this embodiment, the use of a battery carriage, modification of existing locomotives is minimized since only the connection is required between the battery carriage and the propulsion/engine is required. 
     In yet another embodiment of the locomotive, a removable rechargeable battery is used either on the battery carriage or on the locomotive itself. Since the rechargeable battery is removable, once the train reaches its destination, the removable rechargeable battery is removed and a fresh battery is placed in the battery carriage or the locomotive. 
     In this context, a holding mechanism for the rechargeable battery is employed which assists in the removable and the replacement of the rechargeable battery. The ideal holding mechanism utilizes at least two sloped walls which mate with the exterior of the rechargeable battery allowing the rechargeable battery to be easily replaced or withdrawn without the requirement of extreme accuracy. 
     The embodiment wherein the rechargeable battery is located on the locomotive allows the creation of a totally electric locomotive which includes a removable rechargeable electric battery providing electrical energy to the electric motor. 
     Those of ordinary skill in the art readily recognize that there are different physical structures associated with the locomotive, including but not limited to: U.S. Pat. No. 4,184,434, issued Jan. 22, 1980, to Chapin and entitled “Locomotive with Large Crew Cab”, incorporated hereinto by reference. 
     Those of ordinary skill in the art recognize the use of only battery power within the locomotive, such as but not limited to: U.S. Pat. No. 10,962,605, issued Mar. 30, 2021, to Zu et al. and entitled “Method for Detecting Insulation Damage Location in Reflux Rail of Subway/Coal Mine and Transition Resistance thereof”, incorporated hereinto by reference. 
     The invention, together with various embodiments thereof, will be explained in detail by the accompanying drawings and the following descriptions thereof. 
    
    
     
       DRAWINGS IN BRIEF 
         FIGS.  1 A and  1 B  are side and top views of the preferred embodiment of the invention wherein the assist system is secured to the vehicle via a towing slide mount. 
         FIG.  2    is side view in which the assist system is being towed as a trailer. 
         FIG.  3    illustrates the internal combustion engine of the present invention. 
         FIG.  4    illustrates the preferred secondary bumper protection of the assist system in which the secondary bumper contacts the bumper on the vehicle. 
         FIGS.  5 A and  5 B  illustrate two embodiments which are meant to reduce damage due to impact of the secondary bumper. 
         FIG.  6    illustrates an embodiment of the invention in which the charging engine is mounted on the roof of the vehicle. 
         FIG.  7    illustrates the preferred mounting of the auxiliary battery to the electric vehicle. 
         FIGS.  8 A,  8 B, and  8 C  illustrate different mounting mechanisms for the auxiliary battery. 
         FIGS.  9 A and  9 B  illustrate alternative mounting/towing mechanisms for the auxiliary battery. 
         FIG.  10 A  is a perspective view of the upper side of an embodiment of the invention. 
         FIG.  10 B  is a perspective view of the underside of the an embodiment of the invention relative to  FIG.  10 A . 
         FIG.  11    illustrates a mounting platform. 
         FIGS.  12 A,  12 B,  12 C, and  12 D  illustrate the locomotive embodiments. 
     
    
    
     DRAWINGS IN DETAIL 
       FIGS.  1 A and  1 B  are side and top views of the preferred embodiment of the invention wherein the assist system is secured to the vehicle via a towing slide mount. 
     Referring to  FIG.  1 A , vehicle  10 A has a slide mount  14 A secured thereto. Platform  11 A is secured into slide mount and presents a foundation for the mounting of motor/generator  12 A. Electrical energy from motor/generator  12 A is fed through electrical cable  15 A which is connected to receptacle  16 A of the electric vehicle  10 A. 
     Receptacle  16 A is the traditional connector used to recharge the rechargeable battery (not shown) within vehicle  10 A. Unlike the illustration, in the preferred embodiment, receptacle  16 A is positioned at the rear of vehicle  10 A permitting easier connection with electrical cable  15 A. 
     Activation and deactivation of motor/generator  12 A is preferably done via radio transmitter  17 A which is illustrated exterior to vehicle  10 A, but, in the ideal embodiment, the operator of vehicle  10 A activates from within vehicle  10 A, to activate motor/generator  12 A when the operator deems that the rechargeable battery needs to be boosted. 
     Alternatively, sensor  17 B monitors the charge within the rechargeable battery and activates/deactivates motor/generator  12 A when needed. 
     The embodiment, with the electrical connection within vehicle  10 A, is illustrated in  FIG.  1 B . Again, platform  11 B is secured to vehicle  10 B on which is mounted motor/generator  12 A. In this embodiment, electrical cable  15 B is passed into trunk  17  to connect with receptacle  16 B. Receptacle  16 B is optionally created during manufacture of the electric vehicle  10 B or is installed as an after-market item. 
     The embodiment of  FIG.  1 B  provides more protection for the connection between electrical cable  15 B and receptacle  16 B. 
     Mounting, and dismounting the assist apparatus to the vehicle is ideally done as a two-step process. In mounting, first the platform is secured to the vehicle and then the motor/generator is secured to the platform. Dismounting is done in the reverse. This two-step process is easier due the component&#39;s weight. 
       FIG.  2    is side view in which the assist system is being towed as a trailer. 
     In this embodiment of the invention, vehicle  20  is equipped with a tow bracket  25  which is secured to trailer  24 . Motor/generator  23  is carried by trailer  24 . Power from the motor/generator  23  is communicated to vehicle  20  and its electrical receptacle  21  via electrical cable  22 . 
       FIG.  3    illustrates the internal combustion engine of the present invention. 
     In the preferred embodiment, motor  30  is a typical internal combustion engine with its exhaust being muffled for noise concerns. Drive shaft  31  from motor  30  drives generator  32  and the electricity therefrom is communicated to the vehicle (not shown) via electrical cable  37 . 
     Motor  30  is powered by hydrocarbon s such as gasoline and diesel in liquid form. Canister  35  is used to contain hydrocarbons in the gaseous state such as propane and natural gas. Canister  35  is securable to inlet  38  as indicated by arrows  36 . 
       FIG.  4    illustrates the preferred embodiment of the U-shaped secondary bumper protection of the assist system in which the secondary bumper contacts the bumper on the vehicle. 
     Bumper  40  is generally U shaped with end of the legs  42  proximate to the vehicle&#39;s bumper  43 . In this embodiment, legs  42  do not contact bumper  43  except during impact. In other embodiments, legs  42  are held firmly against bumper  43 . 
       FIGS.  5 A and  5 B  illustrate two embodiments which are meant to reduce damage due to impact of the secondary bumper. 
     Referring to  FIG.  5 A , a top view and side view of the preferred bumper used to protect the motor/generator, leg  51 A (only one shown in this illustration) are hollow and contain a spring  52  which extends from leg  51 A so that on impact with the bumper, leg  51 A is forced (arrow  54 A) toward the electric vehicle&#39;s bumper  50 A, allowing spring  52  to absorb the impacts force to minimize damage to bumper protecting the motor generator. 
     In  FIG.  5 B , a collapsible canister  53 A is secured to leg  51 A. When the leg  51 A and canister  53 A, are pressed against the vehicle&#39;s bumper  50 B, collapsible canister “crumbles”  53 B as shown by arrow  54 B. This crumbling absorbs the impact force to minimize damage. 
       FIG.  6    illustrates an embodiment of the invention in which the charging engine is mounted on the roof of the vehicle. 
     In this embodiment, platform and charging engine  61  are mounted on the roof of vehicle  60 . Power from charging engine  61  is communicated to the battery (not shown) within the vehicle  60  via electrical cable  62 . 
       FIG.  7    illustrates the preferred mounting of the auxiliary battery to the electric vehicle. 
     Electric vehicle  70  has an internal rechargeable battery (not shown) as discussed above. A recharging connector  75  is used to charge the internal rechargeable battery as discussed above. Electricity from an external source (not shown) is communicated to the internal rechargeable battery via the recharging connector  75 . 
     External battery  73  (ideally rechargeable) is secured to an exterior of the electric vehicle  70  via a cantilevered platform or mounting mechanism  71  which is secured to the vehicle via a slide connector  72 . A similar such platform is discussed in  FIG.  4    herein. 
     An electrical connection  74  electrically connects, via the recharging connector  75 , the external battery to the internal rechargeable battery, thereby extending the life of internal rechargeable battery. 
       FIGS.  8 A,  8 B, and  8 C  illustrate different mounting mechanisms for the auxiliary battery. 
     Referring to  FIG.  8 A , external battery  80 A includes flanges  79  which are selectively grasped by the mounting mechanisms  82 A and  82 B as indicated by arrows  83 . This compression by flanges  79 , secures the external battery to the platform or mounting mechanism (not shown). Flanges  79  are slidably secured to the mounting mechanism (not shown). 
       FIG.  8 B  is another method of securing the external battery to the mounting platform. In this embodiment, external battery  80 B has a base member  81 B which includes openings  85 A and  85 B which receive teeth  86 A therein when tooth mechanism  84 A and  84 B are pressed as indicated by arrows  78 . Movement of tooth mechanisms  84 A and  84 B, is ideally accomplished by an electric motor. 
     In yet another method,  FIG.  8 C  secures the external battery to the mounting platform. In this embodiment, external battery  80 C has a base member  81 C which include teeth which are engaged by recesses within movable blocks  85 B. Movement of blocks  85 B, as indicated by arrows  77 , is accomplished by manually through levers  87  which are moved as indicated by arrows  88 . 
     In all of the mounts of  FIGS.  8 A,  8 B, and  8 C , the external battery is easily installed and released so that it can be replaced at will. 
       FIGS.  9 A and  9 B  illustrate alternative mounting/towing mechanisms for the auxiliary battery. 
       FIG.  9 A  illustrates a top mount for the external battery in a similar fashion to that described relative to  FIG.  6   . In  FIG.  9 A  though, external battery  90  is secured to mounting mechanism  92  located on the roof of electric vehicle  93 A. Electricity from external battery  90 A is communicated using conduit/electrical wire  95 A via connector  91 . 
       FIG.  9 B  is similar to the arrangement discussed in  FIG.  2   . For the external battery embodiment, trailer  94  has a mounting mechanism as discussed above to mount the external battery  90 B thereto. In this illustration, the connector for the electrical connection is located within the trunk of electric vehicle  93 B and is accessed using electrical conduit wire  95 B. 
       FIG.  10 A  is a perspective view of the upper side of an embodiment of the invention. 
       FIG.  10 B  is a perspective view of the underside of the an embodiment of the invention relative to  FIG.  10 A   
     Referring to both figures, the electric vehicle accessory of this embodiment interacts with the internal rechargeable battery within the electric vehicle. In this embodiment, platform  100 A (its underside  100 B) is secured to the electric vehicle by insert  101  as described above. This embodiment is also applicable for the roof mounted application and the trailer application. 
     Platform  100 A has a mounting surface  113  which includes, in this illustration, four engagement mechanisms  103 , each having a prong/finger  104 . These prongs/fingers  104 , when the engagement mechanism  103  is pressed against battery  102 , and engage recesses  105  to secure the electric battery  102  to the surface  113  of platform  100 A. 
     This engagement is ideally accomplished manually using lever  109  which is rotated as indicated by arrow  108 . Movement of lever  109 , causes internal rod  112  to rotate which moves connecting rods  104   
     to move the engagement mechanisms  104  to selectively engage or disengage with the battery  102 . Alternatively, electric motor  110  is used in lieu of the manually operated lever  108 . 
     Movement of lever  109  also causes relay switch  103  to selectively close or open. Relay switch  103  controls the operation of electrical connector  106  which receives electricity from battery  102  via electrical line  114  and selectively passes the electricity from battery  102  to the rechargeable battery (not shown) via electrical line  103 . In this manner, movement of lever allows the operator selectively electrically connect or isolate battery  102  from the rechargeable battery (not shown) within the electric vehicle. This provides additional safety for the operator. 
       FIG.  11    illustrates a mounting platform. 
     Battery  123  is placed onto platform  120 . To secure the battery  123  to the platform  120 , engagement mechanisms  121 A and  121 B to move and engage battery  123  as outlined above. 
       FIGS.  12 A,  12 B,  12 C, and  12 D  illustrate the locomotive embodiments of the invention. 
     Referring to  FIG.  12 A , locomotive  130 A is supported by wheels  137 A which are mounted onto a track (not shown) Electrical engine  135 A provides propulsion driving at least one of the wheels  137 A to pull carriages attached thereto. In a typical locomotive, diesel generator  136 A provides the electricity to drive electrical engine  135 A. In this embodiment, rechargeable battery carriage  131 A is physically attached  139  to locomotive  130 A. Rechargeable battery carriage  131 A contains rechargeable batteries  138  and may optionally contain a diesel generator  136 B. 
     Electricity from the rechargeable battery carriage  131 A is communicated  139  to electrical engine  135 A, thereby eliminating the need to operate diesel generator  136 A. 
     Optional battery carriages  131 B are used when additional range or pulling capacity is required for locomotive  130 A. 
       FIG.  12 B  illustrates the embodiment where the battery carriage  131 C is positioned ahead of locomotive  130 B. This embodiment operates in a manner similar to that described above. 
     The embodiments of  FIGS.  12 A and  12 B  illustrate the use of this invention with traditional locomotives requiring only slight wiring changes to feed the electricity from the rechargeable battery carriage to the propulsion/engine. 
       FIG.  12 C  illustrates an embodiment of locomotive which receives a rechargeable battery into the locomotive itself. 
     Locomotive  130 C has a container  132 A therein. Rechargeable battery  133 A is lowered into container  132 A as illustrated by arrow  134 A. Replacement of rechargeable battery  133  simply requires the electrical disconnection ( 140 A and  140 B) and removal as indicated by arrow  134 A. 
     By sloping the sides of container  132 A, positioning of the rechargeable battery  133 A is not as critical allowing for easier installation/removal of the rechargeable battery. 
       FIG.  12 D  illustrates a similar concept only the replaceable rechargeable battery  133 B is lowered into/raised from the battery carriage  131 D as illustrated by arrow  134 B 
     It is clear that the present invention provides for an improvement for electric vehicles in order to make these vehicles more acceptable to the general public and to reduce operating costs.