Patent Abstract:
A charging system and method for charging a battery of a vehicle is disclosed. The charging system includes a movable member, such as a wind-driven element. The charging system also includes means for exposing the wind-driven element during vehicle deceleration and for covering the wind-driven element during vehicle acceleration and coasting. The charging system further includes electrical power generating means operably associated with the wind-driven element and the battery such that the electrical power generating means provides electrical power for recharging the battery when the electrical power generating means receives mechanical power from the wind-driven element. Alternative embodiments can include a drop-wheel as a movable member.

Full Description:
BACKGROUND 
     1. Field of the Invention 
       [0001]    The present application relates to charging systems for vehicle batteries. In particular, the present application relates to charging systems that include a movable member, such as a wheel or a wind-powered element. 
       2. Description of Related Art 
       [0002]    Most self-propelled vehicles, including automobiles, include a battery and a number of electrical systems. Many vehicles, such as automobiles and motorcycles, also include a gas powered engine that provides power for propelling the vehicle. Such vehicles rely on electrical power from the battery for starting the gas engine. Such vehicles also typically include a number of electrical systems, such as lights and radio, which rely on electrical power from the battery. Other vehicles are purely electric vehicles, such as electric cars, golf carts, and the like, which rely on power from the battery for propelling the vehicle, as well as for other electrical systems such as lights and radio that may be provided. 
         [0003]    The vehicle battery is typically rechargeable. Vehicles equipped with a gasoline engine usually include an alternator that is driven by the gasoline engine and operable for generating electrical power to recharge the battery. While an alternator provides a useful means for recharging the battery, such vehicles do not typically include any additional or backup charging system in the event of an alternator failure. 
         [0004]    Other purely electric vehicles must be charged from an external electrical power source, such as a generator or an AC power outlet. This requires the electric vehicle to be stationary, so the electric vehicle is out of service until the battery is recharged. As a consequence, the range of a typical electric vehicle is limited to the distance the vehicle can be driven before the battery is discharged to the point where the battery can no longer provide sufficient electrical power for propelling the vehicle. 
         [0005]    Thus, there exists a need for improved charging systems for vehicle batteries. 
     
    
     
       DESCRIPTION OF THE DRAWINGS 
         [0006]    The novel features believed characteristic of the invention are set forth in the appended claims. However, the invention itself, as well as a preferred mode of use, and further objectives and advantages thereof, will best be understood by reference to the following detailed description when read in conjunction with the accompanying drawings, wherein: 
           [0007]      FIG. 1  shows a block diagram of a vehicle having a battery bank and a charging system; 
           [0008]      FIG. 2  shows a block diagram of an alternative embodiment that includes multiple battery banks; 
           [0009]      FIG. 3  shows a block diagram of an alternative embodiment that includes multiple battery banks and multiple drive motors; 
           [0010]      FIG. 4  shows a block diagram of an alternative embodiment that includes multiple battery banks, multiple drive motors, and multiple drive systems; 
           [0011]      FIG. 5  shows a block diagram of an alternative embodiment that includes a drop-down wheel for the charging system; 
           [0012]      FIG. 6  shows a block diagram of a heating system for a vehicle cabin; 
           [0013]      FIG. 7  shows a schematic block diagram of an embodiment that includes the use of the rotation of an axle and/or a drive shaft for driving one or more electric generators; 
           [0014]      FIG. 8  shows a schematic block diagram of an electric generator that is belt-driven by a rotating drive shaft or axle; and 
           [0015]      FIG. 9  shows a schematic block diagram of an electric generator that uses a rotating drive shaft or axle as a stator. 
       
    
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
       [0016]    Referring to  FIG. 1  in the drawings, a block diagram is shown of a vehicle  100 , which can be any type of vehicle. Examples of vehicle types include golf carts, motorcycles, all-terrain vehicles (ATVs), cars, trucks, vans, and sport utility vehicles. It will be appreciated that vehicle  100  can include numerous other conventional vehicle systems and components in addition to those shown in  FIG. 1 . 
         [0017]    The vehicle  100  has a charging system for charging a rechargeable battery bank  102 . The battery bank  102  can include one or more rechargeable batteries. In some embodiments, the vehicle is a battery electric vehicle (BEV) that uses chemical energy stored in the rechargeable battery bank for powering an electric motor, which is used instead of, or in combination with, an internal combustion engine for propelling the vehicle. In other embodiments, the vehicle can be a gas powered vehicle that uses an internal combustion engine for propelling the vehicle, but still has a rechargeable battery bank for providing electrical power for starting the engine and for various other systems, such as radios, lights, computers, and other systems requiring electricity to operate. Also, while various components are shown and/or described as part of a vehicle, it should be appreciated that such components can also be located outside of the vehicle, for example on a trailer that is configured to be attached to the vehicle. 
         [0018]    The vehicle  100  includes an air inlet  104 . The air inlet  104  is configured to direct incoming air  106  in the direction of a fan  108 . The incoming air  106  can cause the fan  108  to rotate. The fan  108  is connected, directly or indirectly, to a shaft  110  extending from the rotor of an electrical generator  112 , such as an alternator. In some embodiments, the fan  108  can be attached directly to the shaft  110 . In other embodiments, the fan  108  can be attached indirectly to the shaft  110 . For example, the fan  108  can be connected to the shaft  110  via one or more drive belts, gear boxes, and/or clutches according to methods known by those skilled in the art. In some embodiments, the fan  108  can include one or more fans attached in series or disposed in series on shaft  110 . The fan  108  can include any known type of fan, including fans having radially-extending blades and/or centrifugal fans (also referred to as squirrel-cage fans). In some embodiments, the fan  108  can be made of a material that includes one or more of a metal, plastic, or other material that is lightweight and durable. 
         [0019]    As the fan  108  rotates, the shaft  110  can cause the rotor of the generator  112  to rotate, resulting in generation of an electric current that can be used to charge the battery bank  102 . It will be appreciated by those skilled in the art that additional components can be included as part of the generator  112 , battery bank  102 , and/or therebetween, for example for power conditioning, timing, and power-surge protection, in order to allow for the battery bank  102  to be safely and properly charged by the generator  112  according to methods known in the art. 
         [0020]    In the illustrated embodiment, the vehicle  100  can use electric power from the battery bank  102  to power an electric drive motor  114  that uses the electric power from the battery bank  102  to produce mechanical energy. For example, the drive motor  114  can be a brushed direct current (DC) motor or a brushless DC motor. In some embodiments, the vehicle  100  can be a hybrid vehicle wherein the drive motor  114  is used in combination with an internal combustion engine for providing mechanical energy to a drive system  115  that is configured for propelling the vehicle  100 . In other embodiments, the vehicle  100  can be an electric vehicle wherein the drive motor  114  is for providing mechanical energy to the drive system  115  for propelling the vehicle  100  without another engine. As further described below in connection with  FIGS. 3 and 4 , the vehicle  100  can include multiple drive motors  114  for providing mechanical energy to one or more drive systems  115  for propelling the vehicle  100 . 
         [0021]    The drive system  115  can be any conventional drive system that is capable of transferring mechanical energy from the drive motor  114  to one or more drive wheels (not shown). For example, the drive system  115  can include a drive shaft that is rotated by the drive motor  114  through suitable gearing. The drive shaft can be coupled with a driven shaft via a clutch mechanism. The driven shaft can rotate one or more axles attached to one or more drive wheels via a conventional differential mechanism. 
         [0022]    The vehicle  100  can also use electric power from the battery bank  102  to power various other vehicle accessories, generally shown and referred to as vehicle accessories  116 . The vehicle accessories  116  can include any of a number of known vehicle accessories. Examples of vehicle accessories  116  can include radios, lights, computers, and other systems requiring electricity to operate. 
         [0023]    The air inlet  104  can be configured to selectively allow the incoming air  106  to pass therethrough in an open position and prevent the incoming air  106  from passing therethrough in a closed position. For example, the air inlet  104  can include one or more retractable scoops that protrude from the body of the vehicle  100  when the air inlet  104  is in the open position, and are at least substantially flush with the body of the vehicle  100  when the air inlet  104  is in the closed position. In some embodiments, the air inlet  104  can include one or more doors or panels that can be opened and closed in order to selectively allow air to pass through the air inlet  104 . For example, the air inlet  104  can include one or more doors or panels that can be controlled to rotate and/or translate between open and closed positions. In some embodiments, the air inlet  104  can include a housing or scoop that includes one or more of plastic, cloth, burlap cloth, fiberglass, hemp cloth, rubber, any light fiber, and metal, including steel or a steel alloy. 
         [0024]    The air inlet  104  can be positioned such that air is forced therethrough while the vehicle  100  is moving and the air inlet  104  is in the open position. For example, the air inlet  104  can be positioned such that it opens towards the front of the vehicle  100  so that air is forced into the air inlet  104  while the vehicle is moving forward and the air inlet  104  is in the open position. The exact location of the air inlet  104  can vary, and in some embodiments can depend on a number of factors associated with the vehicle  100 . Examples of such factors can include such things as vehicle aerodynamics, vehicle weight and balance, vehicle shape and styling, and locations of other components, such as the respective locations of the drive motor  114 , battery bank  102 , fan  108 , and generator  112 . Examples of locations for the air inlet  104  can include the front bumper, grill, fenders, hood, sides, roof, and under-side of the vehicle. In some embodiments, the air inlet  104  can include a protective grill or filter to prevent debris from passing through the air inlet  104 . 
         [0025]    Also, as mentioned above, in some embodiments, the air inlet  104  can be located separate from the vehicle  100 , for example on a trailer that can be connected to and towed by the vehicle  100 . In such embodiments, the fan  108  and generator  112  can also be located proximate to the air inlet  104 , for example on the same trailer. The generator  112  can then transfer electric power to the battery bank  102  on the vehicle  100  via a wiring harness that includes a connector that can be connected and disconnected between the trailer and the vehicle  100 . Alternatively, in such embodiments, the fan  108 , generator  112 , and battery bank  102  can be located proximate to the air inlet  104 , for example on the same trailer. The battery bank  102  can then transfer electric power to the vehicle accessories  116  and/or drive motor  114  on the vehicle  100  via a wiring harness that includes a connector that can be connected and disconnected between the trailer and the vehicle  100 ; the battery bank  102  can also, or alternatively, be used to provide electric power for trailer components such as lights, tools, machinery, heating systems, and/or cooling systems. 
         [0026]    In some embodiments, the air inlet  104  can be fixed such that it remains in the open position. This allows incoming air  106  to pass through the air inlet  104  whenever the vehicle  100  is moving. However, if the vehicle  100  is moving forward, and the incoming air  106  is passing through the air inlet  104  as a result of air being forced through the air inlet  104  by the forward motion of the vehicle  100 , an additional amount of drag is created since the incoming air  106  is forced to turn the fan  108  rather than being allowed to pass over the body of the vehicle  100 . 
         [0027]    In other embodiments, the vehicle  100  can include any one, or any combination, of a number of systems for controlling the air inlet  104  to move between the open position and the closed positions. Examples of such systems for controlling the position of the air inlet  104  include systems that control the air inlet  104  such that the air inlet  104  is moved to the open position whenever extra drag is desirable, and the air inlet  104  is moved to the closed position whenever extra drag is not desirable. More specific examples include systems shown in  FIG. 1 , including an accelerometer  118 , driver controls  120 , a braking system  122 , and a cruise-control system  126 , any one or combination of which can be used in combination with a processor  124 . 
         [0028]    The accelerometer  118  can include one or more of any devices suitable for detecting and/or measuring acceleration and/or deceleration of the vehicle  100 . The presence and/or degree of acceleration and/or deceleration can then be used to determine a suitable position for the air inlet  104 . There are many well-known devices that are capable of measuring acceleration and/or deceleration and can be used for measuring acceleration and/or deceleration of the vehicle  100 . In some embodiments, such as the illustrated embodiment in  FIG. 1 , the accelerometer  118  can operate using electric power received from the battery bank  102 . In other embodiments, the accelerometer  118  can operate using a different power source in combination with, or instead of, the battery bank  102 . The accelerometer  118  can include processor  124 , or can communicate with a separate processor  124 . In some embodiments, such as the illustrated embodiment in  FIG. 1 , the processor  124  can operate using electric power received from the battery bank  102 . In other embodiments, the processor  124  can operate using a different power source in combination with, or instead of, the battery bank  102 . It should be appreciated that in this and other embodiments described herein, communication signals, such as between the processor  124  and the accelerometer  118  or between other components can include wired and/or wireless communications, and that wired communications can be implemented using a wide variety of known communication conduits, including conductive wiring and/or fiber optic wiring. In some embodiments, the accelerometer  118  can include, in place of or in combination with an actual acceleration and/or deceleration measuring and/or detecting device, means for measuring and/or detecting some other aspect or aspects of the vehicle  100  that can be used to derive information representative of a detection or measure of acceleration and/or deceleration of the vehicle  100 . 
         [0029]    For example, in some embodiments, the accelerometer  118  can be configured to detect and/or measure the speed of the vehicle  100  and use the speed information in place of, in combination with, or for determining acceleration information about the vehicle  100  using known techniques for determining acceleration based on changes in speed. Many vehicles include well-known systems for determining the speed of the vehicle and display the determined speed information to the driver via a speedometer. In some embodiments, such speed-determination systems can constitute at least a portion of accelerometer  118 . For example, the speed information can be provided from a speed-determination system to the accelerometer  118 , which can use the speed information to calculate and/or verify a separately-calculated acceleration of the vehicle  100  using known techniques for determining acceleration based on changes in speed. Alternatively, the speed information can be provided from a speed-determination system to processor  124 , which can use the speed information to determine whether the vehicle  100  is accelerating or decelerating using known techniques for determining acceleration based on changes in speed. 
         [0030]    As another example, the accelerometer  118  can detect and/or measure locations and/or changes in locations of the vehicle  100  and use the location information and/or location-change information in place of, in combination with, or for determining acceleration information about the vehicle  100  using known techniques for determining acceleration based on changes in position. There are many well known systems that are capable of detecting and/or measuring locations and/or changes in locations that can be used for detecting and/or measuring locations and/or changes in locations of the vehicle  100 . Examples of such systems include Global Positioning Satellite (GPS) systems, which receive and process signals from global positioning satellites to determine a location and/or changes in location over time. Other examples include cellular systems, which can determine location and/or changes in location by triangulating on nearby cell towers having known, fixed positions and/or GPS systems. In some embodiments, such systems can constitute at least a portion of accelerometer  118 . For example, the location information and/or location-change information can be provided to accelerometer  118 , which can use the location information and/or location-change information to calculate and/or verify a separately-calculated acceleration of the vehicle  100  using known techniques for determining acceleration based on changes in position. Alternatively, the location information and/or location-change information can be provided directly to processor  124 , which can use the location information and/or location-change information to determine whether the vehicle  100  is accelerating or decelerating using known techniques for determining acceleration based on changes in position. 
         [0031]    The driver controls  120  can include one or more of any devices suitable for allowing a driver and/or passenger in the vehicle  100  to set, adjust, or request a position of the air inlet  104 . The input from the driver controls  120  can then be used by the processor  124  to determine a suitable position for the air inlet  104 . There are many well-known devices that are capable of receiving an input from a driver and/or passenger and converting the input into information that can be interpreted by the processor  124 . For example, the driver controls  120  can include one or more buttons, knobs, pedals, levers, triggers, and/or microphones. The driver controls  120  can also include one or more sensors and/or processors for detecting and/or processing user inputs to the driver controls  120  and transferring information representative of the user inputs to the processor  124 . 
         [0032]    In some embodiments, such as the illustrated embodiment in  FIG. 1 , the driver controls  120  can operate using electric power received from the battery bank  102 . In other embodiments, the driver controls  120  can operate using a different power source in combination with, or instead of, the battery bank  102 . The driver controls  120  can include processor  124 , or can communicate with a separate processor  124 . In some embodiments, such as the illustrated embodiment in  FIG. 1 , the processor  124  can operate using electric power received from the battery bank  102 . In other embodiments, the processor  124  can operate using a different power source in combination with, or instead of, the battery bank  102 . 
         [0033]    In some embodiments, the driver controls  120  can include one or more devices for setting and/or adjusting a position of the air inlet  104  without the use of processor  124 . For example, the driver controls  120  can include mechanical and/or hydraulic systems that set and/or adjust the position of the air inlet  104  based on input received by the driver controls  120 . In some such embodiments, the driver controls  120  can operate without the need for electric power. For example, the driver controls  120  can include a handle or lever that is mechanically connected to the air inlet  104 , e.g., via a series of one or more mechanical links, so that the position of the air inlet  104  can be adjusted and/or set without the need for processor  124  and electric power. 
         [0034]    The braking system  122  can include a conventional air or hydraulic braking system for slowing and stopping a vehicle. Such conventional braking systems typically include a brake pedal, but in some cases include a brake lever, such as in the case of motorcycles. For convenience, this description will simply refer to brake pedals, but it should be understood that references to brake pedals are intended to include other types of brake controls including brake levers. Since additional drag can be desirable while braking, the braking system  122  can be used to control the position of the air inlet  104  to move to the open position while braking. For example, the air inlet  104  can be moved to the open position while the driver is pressing the brake pedal, and the air inlet  104  can be moved to the closed position while the driver is not pressing on the brake pedal. 
         [0035]    There are many ways in which the braking system  122  can be used to control the position of the air inlet  104 . 
         [0036]    In some embodiments, one or more brake sensors can be used to detect when the brake pedal is pressed. The brake sensors can notify the processor  124  that the brake pedal is pressed. In response, the processor  124  can move the air inlet  104  to the open position. The brake sensors can also notify the processor  124  once the brake pedal is no longer being pressed. In response, the processor  124  can move the air inlet  104  to the closed position. 
         [0037]    In some embodiments, one or more accelerator sensors can be used to detect when an accelerator pedal is pressed, and notify the processor  124  when the accelerator pedal is pressed. In such embodiments, signals from the brake sensors can be used by the processor  124  for detecting a deceleration condition, and in response the processor  124  can move the air inlet  104  to the open position, and signals from the accelerator sensors can be used by the processor  124  for detecting an acceleration condition, and in response the processor can move the air inlet  104  to the closed position. In some embodiments, for example, the processor  124  can move the air inlet  104  to the open position when the brake pedal is pressed (i.e., while the vehicle  100  is decelerating), maintain the air inlet  104  in the open position when the brake pedal is released until the accelerator pedal is pressed (i.e., While the vehicle  100  is coasting from decelerating), move the air inlet  104  to the closed position when the accelerator pedal is pressed (i.e., while the vehicle  100  is accelerating), and maintain the air inlet  104  in the closed position when the accelerator pedal is released (i.e., while the vehicle  100  is coasting from accelerating) until the brake pedal is pressed again. Note that references to an accelerator pedal are intended to include conventional engine acceleration and/or throttle controls, including pedals such as those typically found in cars and trucks, levers such as those typically found on all-terrain vehicles, and twist-grips such as those typically found on motorcycles. 
         [0038]    In some embodiments, the air or hydraulic system of the braking system  122  can be used to control the position of the air inlet  104 . 
         [0039]    In typical hydraulic braking systems, increased hydraulic pressure between a master cylinder and one or more brake calipers is indicative of braking by the driver. In some embodiments, one or more sensors can be used to detect this increased hydraulic pressure and notify the processor  124  of the braking condition. In some embodiments, the hydraulic system can be used to operate one or more pistons, actuators, cams, or the like that are configured for opening and closing the air inlet  104 . For example, when the driver presses the brake pedal, the increased hydraulic pressure can cause a piston or actuator to open the air inlet  104 ; when the driver releases the brake pedal, the decreased hydraulic pressure can cause the piston or actuator to close the air inlet  104 . 
         [0040]    In typical air braking systems, decreased air pressure in the air system is indicative of braking by the driver. In some embodiments, one or more sensors can be used to detect this decreased air pressure and notify the processor  124  of the braking condition. In some embodiments, the air system can be used to operate one or more pistons, actuators, cams, or the like that are configured for opening and closing the air inlet  104 . For example, when the driver presses the brake pedal, the decreased air pressure can cause a piston or actuator to open the air inlet  104 ; when the driver releases the brake pedal, the increased air pressure can cause the piston or actuator to close the air inlet  104 . 
         [0041]    In some embodiments, the processor  124  can be a dedicated processor for controlling the air inlet  104 . In other embodiments, the processor  124  can be a processor that is also used for other tasks. For example, many vehicles include an engine control unit (ECU) or the like, which monitors numerous sensors throughout the vehicle and controls numerous systems throughout the vehicle. In some embodiments, an ECU or the like can serve as the processor  124 . The processor  124  can be configured to control the position of the air inlet  104 . For example, the processor  124  can receive input signals from various sensors as described above, for example speed, acceleration, and/or position data; driver input data; and/or data from the braking system. 
         [0042]    The processor  124  can include instructions that provide rules for controlling the position of the air inlet  104  based on the various inputs. The rules can include rules based on the various embodiments described herein in connection with the accelerometer  118 , driver controls  120 , and braking system  122 . Examples of such rules can include:
       Move the air inlet  104  to the open position if the accelerometer  118  indicates deceleration of the vehicle  100     Move the air inlet  104  to the closed position if the accelerometer  118  indicates acceleration of the vehicle  100     Move the air inlet  104  to the open position if the driver controls  120  indicate an open command from the driver   Move the air inlet  104  to the closed position if the driver controls  120  indicate a closed command from the driver   Move the air inlet  104  to the open position if the braking system  122  indicates that the driver is applying the brakes   Move the air inlet  104  to the closed position if the braking system  122  indicates that the driver is not applying the brakes       
 
         [0049]    The rules can also include rules for prioritizing inputs from different systems. For example, the driver controls  120  can be a highest priority, the accelerometer  118  can be a second-highest priority, and the braking system  122  can be a lowest priority in terms of dictating the position of the air inlet  104 . So, for example, if a driver wants to leave the air inlet  104  open during acceleration, the open command from the driver controls  120  will override the acceleration indication from the accelerometer  118 , where the acceleration indication from the accelerometer  118  would otherwise cause the processor  124  to close the air inlet  104  according to the rules listed above. The rules can also include rules for handling combinations of otherwise conflicting inputs from different systems in the absence of, or notwithstanding, prioritization rules. Examples of such rules can include:
       Move the air inlet  104  to the open position if the braking system  122  indicates that the driver is not applying the brakes but the accelerometer  118  indicates that the vehicle  100  is decelerating (i.e., the vehicle  100  is coasting to a stop)   Move the air inlet  104  to the open position if the braking system  122  indicates that the driver is applying the brakes, but the accelerometer  118  indicates that the vehicle  100  is accelerating (i.e., accelerometer failure or brake system failure)       
 
         [0052]    More sophisticated rules can be provided, for example to prevent rapid opening and closing of the air inlet  104  and/or to account for driver inattention. Examples of such rules can include:
       Determine an amount of time since the position of the air inlet  104  was last changed and do not change the position of the air inlet  104  unless a predetermined amount of time has elapsed   Determine an amount of time since the driver provided an input to the driver controls  122  and disregard the driver controls  122  if a predetermined amount of time has elapsed       
 
         [0055]    The predetermined amount of time between position changes can be set to any desired amount of time; for example, an amount of time that allows the air inlet  104  to fully open or fully close before the position of the air inlet  104  is changed again. The predetermined amount of time since driver input can be set to any desired amount of time; for example, an amount of time that prevents excessive drag while driving with the air inlet  104  in the open position. Still further rules can include rules for moving the air inlet  104  to the open position when the vehicle  100  is parked or powered down in order to allow incident wind to enter the air inlet  104  so that the battery bank  102  can be charged while the vehicle  100  is parked or not in use. Still further rules can include rules for closing the air inlet  104  when the battery bank  102  is fully charged and keeping the air inlet  104  closed unless the battery bank  102  needs to be charged. 
         [0056]    In some embodiments, the driver controls  120  can include one or more communication devices for communicating information to the driver. Examples of communication devices can include a visual display, such as indicator lights, text, or other visual indicator, and/or an audible alert, such as a tone, computer-generated speech, and/or pre-recorded speech. The communication devices of the driver controls  120  can alert the driver to the current position of the air inlet  104  and/or provide confirmation feedback for inputs provided by the driver. The communication devices of the driver controls  120  can alert the driver when a predetermined amount of time has elapsed since the driver last provided input for opening and/or closing the air inlet  104 . The communication devices of the driver controls  120  can alert the driver to the charge level (e.g., fully charged, percent charged, almost or completely discharged) of the battery bank  102 . 
         [0057]    In some embodiments, the vehicle  100  can include a conventional cruise control system  126  such as one of the many cruise control systems known by those skilled in the art. In some such embodiments, the processor  124  can be configured to receive cruise-control information about the state of the cruise control system  126 , which can include driver inputs to the cruise control system  126 . In addition to, or instead of, other information and rules described herein, the processor  124  can be configured to control the position of the air inlet  104  based on the cruise-control information. For example, if the processor  124  detects that the cruise control system  126  is ON and SET, meaning that the driver has activated the cruise control system  126  to maintain the vehicle at a set speed, then the processor  124  can move the air inlet  104  to the closed position. Then, if the processor  124  detects that the cruise control system  126  received a COAST input from the driver, meaning that the driver desires the cruise control system  126  to allow the vehicle to decelerate, the processor  124  can move the air inlet  104  to the open position. Then, if the processor  124  detects that the cruise control system  126  received a SET or RESUME input from the driver, meaning that the driver has again instructed the cruise control system  126  to maintain the vehicle at a set speed, then the processor  124  can move the air inlet  104  to the closed position. These and/or other rules can be used by the processor  124  to control the position of the air inlet  104  based at least in part on cruise-control information. 
         [0058]    Turning next to  FIG. 2 , a partial block diagram of an alternative vehicle is shown and generally designated as vehicle  200 , which can be any type of vehicle. Examples of vehicle types include golf carts, motorcycles, all-terrain vehicles (ATVs), cars, trucks, vans, and sport utility vehicles. It will be appreciated that vehicle  200  can include numerous other conventional vehicle systems and components in addition to those shown in  FIG. 2 . The vehicle  200  can be substantially the same as vehicle  100 , but has at least a few significant differences. Embodiments of the vehicle  200  can include, in addition to the components shown in  FIG. 2 , one or more of the vehicle accessories  116 , accelerometer  118 , driver controls  120 , braking system  122 , processor  124 , and cruise control system  126  shown in  FIG. 1  and described above. 
         [0059]    As shown in  FIG. 2 , the vehicle  200  can include a plurality of battery banks  102 , including a first battery bank  102   a  and a second battery bank  102   b . In alternative embodiments, the vehicle  200  can include any number of battery banks  102  in addition to the first and second battery banks  102   a  and  102   b . The vehicle  200  allows for one or more battery banks  102  to be charged while one or more other battery banks  102  are used to provide electric power for one or more systems of the vehicle  200 . 
         [0060]    The vehicle  200  includes a charge switch  202  for controlling which of the battery banks  102  will be charged by the generator  112 . There are many suitable known switches, including relays, that can be used as the charge switch  202 . In some embodiments, the charge switch  202  can be configured to select one of the plurality of battery banks  102  to be charged. In some embodiments, the charge switch  202  can be configured to select one or more of the plurality of battery banks  102  to be simultaneously charged. 
         [0061]    The vehicle  200  also includes a power-source switch  204  for controlling which of the battery banks  102  will provide electric power to the drive motor  114 . The power-source switch  204  can also be used to control which of the battery banks  102  will provide electric power to other systems, including one or more of the vehicle accessories  116 , accelerometer  118 , driver controls  120 , braking system  122 , processor  124 , and cruise control system  126  in embodiments so equipped. There are many suitable known switches, including relays, that can be used as the power-source switch  204 . 
         [0062]    In some embodiments, the charge switch  202  and the power-source switch  204  can be directly controllable by the driver. For example, the vehicle  200  can include driver controls for allowing the driver or a passenger to operate the charge switch  202  and/or the power-source switch  204 . The vehicle  200  can also include a display of the charge levels of the battery banks  102  so that the driver can make an informed decision about which of the battery banks  102  to charge and which of the battery banks  102  to use as a power source. 
         [0063]    In some embodiments, the charge switch  202  and the power-source switch  204  can be automatically controlled by the processor  124 . For example, the processor  124  can be configured to monitor the charge levels of the battery banks  102 . This allows the processor  124  to set the charge switch  202  and the power-source switch  204  based on information about the battery banks  102 . For example, the processor  124  can be configured to set the charge switch  202  to charge the battery bank  102  having the lowest charge level, and the processor  124  can be configured to set the power-source switch  204  to set the power-source switch  204  to use the battery bank  102  having the highest charge level for providing electric power for one or more systems of the vehicle  200 . 
         [0064]    Turning next to  FIG. 3 , a partial block diagram of an alternative vehicle is shown and generally designated as vehicle  300 , which can be any type of vehicle. Examples of vehicle types include golf carts, motorcycles, all-terrain vehicles (ATVs), cars, trucks, vans, and sport utility vehicles. It will be appreciated that vehicle  300  can include numerous other conventional vehicle systems and components in addition to those shown in  FIG. 3 . The vehicle  300  can be substantially the same as vehicle  100 , but has at least a few significant differences. Embodiments of the vehicle  300  can include, in addition to the components shown in  FIG. 3 , one or more of the vehicle accessories  116 , accelerometer  118 , driver controls  120 , braking system  122 , processor  124 , and cruise control system  126  shown in  FIG. 1  and described above. 
         [0065]    The vehicle  300  allows for one or more battery banks  102  and respective drive motors  114  to be used for propelling the vehicle  300 , while the generator  112  charges one or more other battery banks  102  corresponding to one or more other respective drive motors  114 . As shown in  FIG. 3 , the vehicle  300  can include a plurality of battery banks  102 , including a first battery bank  102   a  and a second battery bank  102   b . In alternative embodiments, the vehicle  300  can include any number of battery banks  102  in addition to the first and second battery banks  102   a  and  102   b . The vehicle  300  also includes a plurality of drive motors  114 , including a first drive motor  114   a  and a second drive motor  114   b . In alternative embodiments, the vehicle  300  can include any number of drive motors  114  in addition to the first and second drive motors  114   a  and  114   b . The vehicle  300  includes a battery bank  102  for each drive motor  114 . In alternative embodiments, the vehicle  300  can include multiple battery banks  102  for each drive motor  114  in a manner substantially the same as described above in connection with  FIG. 2 . 
         [0066]    The vehicle  300  includes a charge switch  202  for controlling which of the battery banks  102  will be charged by the generator  112 . The charge switch  202  can be substantially identical to the charge switch  202  of the vehicle  200 , and therefore the same reference numeral is shown in  FIG. 3 . Also, the description of the charge switch  202  provided above in connection with vehicle  200  applies equally to the charge switch  202  of vehicle  300 . 
         [0067]    The vehicle  300  also includes a differential  302  or other mechanical energy distribution device for controlling which of the drive motors  114  will provide mechanical energy to the drive system  115 . 
         [0068]    The vehicle  300  can also include a power-source switch  204  for controlling which of the battery banks  102  will provide electric power to other systems, including one or more of the vehicle accessories  116 , accelerometer  118 , driver controls  120 , braking system  122 , processor  124 , and cruise control system  126  in embodiments so equipped. The power-source switch  204  can be substantially identical to the power-source switch  204  of the vehicle  200 , and therefore the same reference numeral is shown in  FIG. 3 . Also, the description of the power-source switch  204  provided above in connection with vehicle  200  applies equally to the power-source switch  204  of vehicle  300 . 
         [0069]    Turning next to  FIG. 4 , a partial block diagram of an alternative vehicle is shown and generally designated as vehicle  400 , which can be any type of vehicle. Examples of vehicle types include golf carts, motorcycles, all-terrain vehicles (ATVs), cars, trucks, vans, and sport utility vehicles. It will be appreciated that vehicle  400  can include numerous other conventional vehicle systems and components in addition to those shown in  FIG. 4 . The vehicle  400  can be substantially the same as vehicle  100 , but has at least a few significant differences. Embodiments of the vehicle  400  can include, in addition to the components shown in  FIG. 4 , one or more of the vehicle accessories  116 , accelerometer  118 , driver controls  120 , braking system  122 , processor  124 , and cruise control system  126  shown in  FIG. 1  and described above. 
         [0070]    The vehicle  400  allows for one or more battery banks  102 , respective drive motors  114 , and respective drive systems  115  to be used for propelling the vehicle  300 , while the generator  112  charges one or more other battery banks  102  corresponding to one or more other respective drive motors  114  and drive systems  115 . As shown in  FIG. 4 , the vehicle  400  can include a plurality of battery banks  102 , including a first battery bank  102   a  and a second battery bank  102   b . In alternative embodiments, the vehicle  400  can include any number of battery banks  102  in addition to the first and second battery banks  102   a  and  102   b . The vehicle  400  also includes a plurality of drive motors  114 , including a first drive motor  114   a  and a second drive motor  114   b . In alternative embodiments, the vehicle  400  can include any number of drive motors  114  in addition to the first and second drive motors  114   a  and  114   b . The vehicle  400  further includes a plurality of drive systems  115 , including a first drive system  115   a  and a second drive system  115   b . In alternative embodiments, the vehicle  400  can include any number of drive systems  115  in addition to the first and second drive systems  115   a  and  115   b . The vehicle  400  includes a drive system  115  for each battery bank  102  and respective drive motor  114 . In alternative embodiments, the vehicle  400  can include multiple battery banks  102  for each drive motor  114  and respective drive system  115  in a manner substantially the same as described above in connection with  FIG. 2 . 
         [0071]    The vehicle  400  includes a charge switch  202  for controlling which of the battery banks  102  will be charged by the generator  112 . The charge switch  202  can be substantially identical to the charge switch  202  of the vehicle  200 , and therefore the same reference numeral is shown in  FIG. 4 . Also, the description of the charge switch  202  provided above in connection with vehicle  200  applies equally to the charge switch  202  of vehicle  400 . 
         [0072]    The vehicle  400  can also include a plurality of power switches  402 , including a respective power switch  402  for each battery bank  102 /drive motor  114 /drive system  115  group. For example, as shown in  FIG. 4 , the vehicle  400  can include a first power switch  402   a  for controlling power from the battery bank  102   a  to drive motor  114   a , and a second power switch  402   b  for controlling power from the battery bank  102   b  to drive motor  114   b . The power switches  402  can be controlled by the processor  124  so that power to a drive motor  114  and drive system  115  can be disconnected while the respective battery bank  102  is charging and/or according to input from the driver of the vehicle  400 . 
         [0073]    The vehicle  400  can also include a power-source switch  204  for controlling which of the battery banks  102  will provide electric power to other systems, including one or more of the vehicle accessories  116 , accelerometer  118 , driver controls  120 , braking system  122 , processor  124 , and cruise control system  126  in embodiments so equipped. The power-source switch  204  can be substantially identical to the power-source switch  204  of the vehicle  200 , and therefore the same reference numeral is shown in  FIG. 4 . Also, the description of the power-source switch  204  provided above in connection with vehicle  200  applies equally to the power-source switch  204  of vehicle  400 . 
         [0074]    According to some embodiments, the vehicle  400  can be a four-wheel vehicle, such as an ATV, golf cart, car, or truck. The first battery bank  102 a, drive motor  114   a , and drive system  115   a  can be configured for rotating the left rear wheel. The second battery bank  102   b , drive motor  114   b , and drive system  115   b  can be configured for rotating the right rear wheel. The driver can choose to drive the vehicle  400  using the left rear wheel, but not the right rear wheel, by issuing an appropriate input to the processor  124 . In response, the processor  124  can be configured to close the power switch  402   a  and open the power switch  402   b  so that electric power is provided to the drive motor  114   a  from the battery bank  102 a, but electric power is not provided to the drive motor  114   b  from the battery bank  102   b . The processor  124  can also control the charge switch  202  to allow the battery bank  102   b  to be charged by the generator  112 . The driver can similarly choose to drive the vehicle  400  using only the right rear wheel. The driver can also choose to drive the vehicle  400  using both rear wheels by issuing an appropriate input to the processor  124 . In response, the processor  124  can be configured to close both the power switch  402   a  and the power switch  402   b  so that electric power is provided to the drive motor  114   a  from the battery bank  102   a  and electric power is provided to the drive motor  114   b  from the battery bank  102   b.    
         [0075]    Alternative embodiments of the vehicle  400  can involve other wheels, for example front wheels rather than rear wheels. Alternative embodiments can also involve vehicles having any number wheels. For example, the vehicle  400  can have four, six, or more wheels, where one or more of the wheels can be independently driven by a respective a battery bank  102 /drive motor  114 /drive system  115  group. Alternatively, one or more of the battery bank  102 /drive motor  114 /drive system  115  groups can be used to drive two or more wheels. For example, the battery bank  102   a , drive motor  114   a , and drive system  115   a  can be used to drive the front two wheels, while the battery bank  102   b , drive motor  114   b , and drive system  115   b  can be used to drive the rear two wheels. 
         [0076]    Turning next to  FIG. 5 , a block diagram of an alternative vehicle is shown and generally designated as vehicle  500 , which can be any type of vehicle. Examples of vehicle types include golf carts, motorcycles, all-terrain vehicles (ATVs), cars, trucks, vans, and sport utility vehicles. It will be appreciated that vehicle  500  can include numerous other conventional vehicle systems and components in addition to those shown in  FIG. 5 . The vehicle  500  can be substantially the same as vehicle  100 , but has at least a few significant differences. Embodiments of the vehicle  500  can include a battery bank  102  and a generator  112  as described above, as well as one or more of the vehicle accessories  116 , accelerometer  118 , driver controls  120 , braking system  122 , processor  124 , and cruise control system  126  shown in  FIG. 1  and described above. 
         [0077]    The vehicle  500  also includes a drop-wheel assembly  502  and a drop-wheel controller  504 . The drop-wheel assembly  502  includes a wheel  506  and a wheel support  508 . The drop-wheel controller  504  is operably associated with the wheel support  508  such that the drop-wheel controller  504  can control the position of the wheel  506  between a retracted position and an extended position. In the extended position, the wheel  506  is in contact with the ground; in the retracted position, the wheel  506  is lifted away from the ground. 
         [0078]    When the wheel  506  is in the extended position, the wheel  506  will turn while the vehicle  500  is moving. The wheel  506  is operably associated with the generator  112  such that rotation of the wheel  506  causes rotation of the rotor  110  of the generator  112 . In some embodiments, the generator  112  can be supported by the wheel support  508 . This allows the rotor  110  of the generator  112  to be in closer proximity to the wheel  506 , allowing for a simpler transfer of rotational energy from the wheel  506  to the rotor  110  of the generator  112 . 
         [0079]    In some embodiments, the wheel  506  can be fixed in the extended position rather than being retractable. However, the wheel  506  causes additional drag that can reduce the performance and efficiency of the vehicle  100 . Thus, in other embodiments, the vehicle  500  can include any one, or any combination, of a number of systems for instructing the drop-wheel controller  504  to move the wheel  506  between the extended position and the retracted positions. Examples of such systems for instructing the drop-wheel controller  504  to extend or retract the wheel  506  include systems that instruct the drop-wheel controller  504  such that the wheel  506  is moved to the extended position whenever extra drag is desirable, and the wheel  506  is moved to the retracted position whenever extra drag is not desirable. More specific examples include systems shown and described above, including an accelerometer  118 , driver controls  120 , a braking system  122 , and a cruise control system  126 , any one or combination of which can be used in combination with a processor  124  as described above for determining whether to reposition the wheel  506  (as opposed to the inlet  104 ), for example by determining whether excess drag is desirable and/or undesirable according to any of the embodiments described above. 
         [0080]    Alternative embodiments of the vehicle  500  can include multiple battery banks  102  as described above in connection with  FIG. 2 ; can include multiple battery banks  102  for providing electric power to respective drive motors  114  as described above in connection with  FIG. 3 ; and/or can include multiple battery banks  102  for providing electric power to respective drive motors  114  for powering respective drive systems  115  as described above in connection with  FIG. 4 . 
         [0081]    Still further embodiments of any of the vehicles described herein can include combinations of one or more fixed and/or repositionable air inlets  104  and/or drop-wheel assemblies  502 . Still further embodiments of any of the vehicles described herein can also include additional electric charging systems for charging one or more battery banks  102 , for example one or more solar panels, manual (e.g., hand-crank) generators, generators driven by an internal combustion engine, or other known system for generating electricity. Still further embodiments of any of the vehicles described herein can also include a drive system  115  that has a drive shaft connected, directly or indirectly, to the rotor of a generator or alternator for charging one or more battery banks  102 . Still further embodiments of any of the vehicles described herein can also include a drive system  115  that has an axle connected, directly or indirectly, to the rotor of a generator or alternator for charging one or more battery banks  102 . Still further embodiments of any of the vehicles described herein can include a kill switch for turning off all electric power in the event of an accident. Still further embodiments of any of the vehicles described herein can include venting for providing ventilation for the one or more battery banks  102 . Still further embodiments of any of the vehicles described herein can include a compartment for the one or more battery banks  102  located underneath one or more passenger or driver seats. 
         [0082]    Turning next to  FIG. 6 , a block diagram of a heating system  600  is shown that can be used with any of the vehicles described herein, or elsewhere. It is also desirable to utilize systems that require as little electricity as possible in the vehicles described herein, so as to maximize the effective use of the battery banks  102 . This is especially true for embodiments that are purely electric vehicles. In vehicles having an internal combustion engine, the heat of the engine is typically used for providing the heat used for the cabin heater of the vehicle. Thus, such conventional systems cannot be used on electric vehicles that lack an internal combustion engine. One alternative would be to use electricity to heat a coil, but such systems would require a large amount of electricity, significantly increasing the discharge time for the battery banks  102 . 
         [0083]    The heating system  600  provides a solution for this problem. Many batteries that can be used as battery bank  102  produce radiant heat (represented generally as broken lines  602 ) while in use, i.e., discharging. The heating system  600  includes a heating coil  604  disposed in close proximity to the battery bank  102 . In some embodiments, the battery bank  102  can be representative of any number of batteries or battery banks  102 , and one or more heating coils  604  can be disposed in close proximity thereto. Other components of the heating system  600  can be similar to conventional heating systems. For example, a blower fan  606 , which in some embodiments can be powered by the battery bank  102 , can be used to blow air across the coils  604  and into a duct system to the vehicle cabin. The blower fan  606  can be controlled in a manner similar to conventional heating systems to allow the driver to turn the blower fan  606  on, off, and to one of multiple speeds. 
         [0084]    As mentioned above, still further embodiments of any of the vehicles described herein can also include a drive system  115  that has a drive shaft connected, directly or indirectly, to the rotor of one or more electrical generators  112  for charging one or more battery banks  102  and/or providing electrical power directly to the drive system  115 ; and still further embodiments of any of the vehicles described herein can also include a drive system  115  that has an axle connected, directly or indirectly, to the rotor of one or more electrical generators  112  for charging one or more battery banks  102  and/or providing electrical power directly to the drive system  115 . 
         [0085]      FIG. 7  shows a drive system  115  for driving an axle  702  and/or a drive shaft  704 , which in turn drives an axle  706 . Each of the axle  702 , drive shaft  704 , and axle  706  includes one or more respective shafts that rotate as they are driving by the drive system  115 . However, in some embodiments the drive shaft  704  and/or one or both of the axles  702  and  706  can include a free-wheeling shaft that rotates with the rotation of one or more wheels rather than being driven directly by the drive system  115 . The rotation of the shafts can be used to drive one or more electric generators  112  that have a rotating element driven by the shaft and a stationary element supported by the vehicle chassis  708 . As shown in  FIG. 7 , one or more of the axle  702 , drive shaft  704 , and axle  706  can be operably associated with respective electric generators  112 . In some embodiments, for example as shown in  FIG. 8 , one or more electric generators  112  can be belt, strap, or chain driven by the axle  702 , drive shaft  704 , and/or axle  706  for generating electricity. In alternative embodiments, for example as shown in  FIG. 9 , the electric generators  112  can use the axle  702 , drive shaft  704 , and/or axle  706  as a component thereof for generating electricity. 
         [0086]    The system shown in  FIG. 7  can also include one or more static collection wires  710 . The static collection wires  710  can include exposed electrically-conductive material for collecting static electricity from the atmosphere due to friction between the wires  710  and the surrounding air while the vehicle is moving. 
         [0087]    In some embodiments, the electric generators  112  and/or static collection wires  710  can provide electrical power for charging one or more battery banks  102  part of the time, and the electric generators  112  can provide electrical power directly to the drive system  115  part of the time. For example, the electric generators  112  can provide electrical power for charging one or more battery banks  102  at relatively lower vehicle speeds, such as under  50 mph, and the electric generators  112  can transition to providing electrical power directly to the drive system  115  at relatively higher speeds, for example above  50 mph or at highway speeds. The transition from providing electrical power for charging one or more battery banks  102  to providing electrical power directly to the drive system  115  or vice-versa can be automatic based on predefined rules, such as ranges of vehicle speeds, or can be manually-controlled, for example by the driver operating driver controls. 
         [0088]      FIG. 8  shows an embodiment of an operable association between an electric generator  112  and any one of the axle  702 , driveshaft  704 , and axle  706 .  FIG. 8  shows a cross-sectional view of a shaft  710 , which can be a shaft of any of the axle  702 , driveshaft  704 , and axle  706 . In the illustrated embodiment, the shaft  710  is operably associated with an electric generator  112  by a drive belt  712 . The drive belt  712  extends around the shaft  710  and a flywheel  714  of the electric generator  112 . As the shaft  710  rotates, the belt  712  is sufficiently tensioned around the shaft  710  and flywheel  714  that the rotation of the shaft  710  causes rotation of the flywheel  714  by the drive belt  712 . The flywheel  714  is connected to a stator of the electric generator  112  so that rotation of the flywheel  714  can result in electricity being generated by the electric generator  112 . 
         [0089]      FIG. 9  shows an embodiment of an operable association between an electric generator  112  and any one of the axle  702 , driveshaft  704 , and axle  706 .  FIG. 9  shows a cross-sectional view of a shaft  710 , which can be a shaft of any of the axle  702 , driveshaft  704 , and axle  706 . In the illustrated embodiment, the shaft  710  is operably associated with an electric generator  112  by serving as a stator for the electric generator  112 . The shaft  710  includes one or more brushes  718  of the type commonly known for electric generators. The electric generator  112  includes a housing  720  that is supported by the vehicle chassis  708  (shown in  FIG. 7 ) and is fixed in place relative to the shaft  710 . The housing  720  extends concentrically about the shaft  710 . As the shaft  710  rotates, the shaft  710  with the one or more brushes  718  serves as a stator for the electric generator  112 , the housing  720  of which remains fixed rather than rotating. Thus, rotation of the shaft  710  with the brushes  718  fixed thereto can result in electricity being generated by the electric generator  112 . 
         [0090]    It will be apparent to those skilled in the art that an invention with significant advantages has been described and illustrated. Although the present application is shown in a limited number of forms, it is not limited to just these forms, but is amenable to various changes and modifications without departing from the spirit thereof.

Technology Classification (CPC): 1