Abstract:
An electrical system to provide a continuous source of energy AC/DC within a vehicle. This system charges the batteries thus exerting a natural braking effect on the motor at those times when it is desired to slow the forward motion of the vehicle such as when going down hill or needing to come to a stop. Due to the batteries being thus intermittently charged, somewhat smaller batteries may be used than are used in the prior art, and the recharging interval can be lengthened. The system is environmentally friendly, with zero emissions and is economical to operate. In addition, the vehicle is quiet and gives a smooth ride.

Description:
BACKGROUND OF THE INVENTION 
   1. Field of the Invention 
   The present invention relates generally to a self charging A.C./D.C. and driving system for electrical vehicles and, more specifically, to a system in which the self charging is done at times when the vehicle is either coasting down hill or is having its brakes applied in order (in each case) to slow its forward motion. 
   2. Description of the Prior Art 
   To date, electrically powered vehicles have required large batteries (liquid acid) which have needed to be plugged in for long periods of time to recharge them. 
   Therefore, it is felt that a need exists for a regenerative power system for electric vehicles 
   SUMMARY OF THE PRESENT INVENTION 
   The instant invention is an intermittently self charging A.C./D.C. and driving system for battery powered vehicles. This invention takes advantage of those times when it is desired to slow the forward motion of the vehicle such as when going down hill or braking to a stop. By converting the mechanical energy of the forward motion of the vehicle to electrical energy and using that electrical energy at those times to recharge the batteries (which exerts a natural braking action on forward motion), not only can smaller batteries be used to power the vehicle, and the interval at which the batteries must be recharged lengthened, but also wear and tear on the brakes is reduced. 
   When the brakes are applied or the potential meter is released, a belt attached to the front axle is engaged by the pulley of an AC generator and the rotational energy of the rotating front axle is converted by the AC generator to electrical energy which is then used to charge the batteries. This conversion of rotational energy to electrical energy effectively retards the rotation of the front axle thus causing a braking action which slows the vehicle. 
   A primary object of the present invention is to provide an intermittently self-charging electrical AC/DC system that will allow smaller batteries to be used, lengthen the time between battery rechargings, and reduce brake wear, thus overcoming some of the shortcomings of the prior art devices. 
   Another object is to provide a continuous flow of electrical energy (AC/DC) from a sealed battery (jelly or alkaline) through cables, main switch, diodes, capacitors, accumulators, and other components, etc. 
   Yet another object of the present invention is to provide a safe charging system from AC to DC through a regulator and other components (in a special locked panel box) which control power charge. 
   Still yet another object of the present invention is to provide cooling of the system load through grids which have blowers to disperse some of the heat generated by the operation of the motor. The remaining heat passes through a special filter to heat the interior of the vehicle. 
   Another object of the present invention is to provide a vehicle which has zero emissions and is economical in cost to manufacture. 
   Additional objects of the present invention will appear as the description proceeds. 
   The present invention overcomes the shortcomings of the prior art by providing a self charging A.C./D.C. and driving system for electrical vehicles and, more specifically, to a system in which the self charging is done at times when the vehicle is either coasting down hill or is having its brakes applied in order (in each case) to slow its forward motion. 
   The foregoing and other objects and advantages will appear from the description to follow. In the description reference is made to the accompanying drawings, which forms a part hereof, and in which is shown by way of illustration specific embodiments in which the invention may be practiced. These embodiments will be described in sufficient detail to enable those skilled in the art to practice the invention, and it is to be understood that other embodiments may be utilized and that structural changes may be made without departing from the scope of the invention. In the accompanying drawings, like reference characters designate the same or similar parts throughout the several views. 
   The following detailed description is, therefore, not to be taken in a limiting sense, and the scope of the present invention is best defined by the appended claims. 

   
     BRIEF DESCRIPTION OF THE DRAWING FIGURES 
     In order that the invention may be more fully understood, it will now be described, by way of example, with reference to the accompanying drawing in which: 
       FIG. 1  is a diagrammatic perspective view of a vehicle with parts broken away showing the location of the bank of eight batteries at the rear. 
       FIG. 2  is a cross sectional view of the vehicle showing the batteries in the battery bank connected by cable to the special panel. 
       FIGS. 3A and 3B  is an illustrative view of the present invention. 
       FIG. 4  is an illustrative view of the present invention. 
       FIG. 5  is a cross sectional view of the special panel which contains the power regulator and other components. 
       FIG. 6  is a diagrammatic perspective view of the grids filter with parts broken away illustrating the grids filter and the pipe through which warm air is conducted to the interior of the vehicle. 
       FIG. 7  is a diagrammatic perspective view of the vehicle with parts broken away. 
   

   DESCRIPTION OF THE REFERENCED NUMERALS 
   Turning now descriptively to the drawings, in which similar reference characters denote similar elements throughout the several views, the Figures illustrate the self charging A.C./D.C. and driving system for electrical vehicles of the present invention. With regard to the reference numerals used, the following numbering is used throughout the various drawing Figures.
       10  self-charging AC/DC driving system for electric vehicles     12  battery bank     14  cables connecting the battery bank to special panel box for supplying power to the motors or for recharging the batteries     18  special panel box     20  belt attached to front axle     22  motors (AC/DC) reversible     24  AC generator pulley     26  generator (AC) reversible     28  front axle     34  cable from special panel box to brushless motors     36  cable from generator to special panel box     38  positraction (not shown—controlled by computer)     40  cooling conduit     42  blower     44  grids     46  special panel     48  power regulator     50  grids filter     52  pipe     54  filter access cover     58  front wheels     60  rear wheels     62  headlights     64  panel electronics     66  AC &amp; DC diode switches     68  breakers     70  capacitors and other components     72  contacts     74  battery charger/accumulator     76  cooling conduit supports     78  access panels     80  rear axle box breathers     82  front axle air breathers     84  rear axle     86  mechanical parking brake   

   DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT 
   The following discussion describes in detail one embodiment of the invention (and several variations of that embodiment). This discussion should not be construed, however, as limiting the invention to those particular embodiments, practitioners skilled in the art will recognize numerous other embodiments as well. For definition of the complete scope of the invention, the reader is directed to appended claims. 
   Referring to  FIG. 1 , behind the rear seat of the vehicle can be seen the bank of eight batteries  12 , which are all either 96 volt or 124 volt batteries. Also shown is the filter access door  54  which may be opened when it is desired to change the grids filter  50 . 
   Referring to  FIG. 2 , the battery bank  12  is shown at the rear of the vehicle. Power is carried through the cables  14  to the special panel box  18 . From there it passes to the motors  22  and the positraction  38 . Rotation of the rear axle  84  causes the wheels  60  to rotate and the vehicle to move. The headlights  62  are 12 Volt. 
   Referring to  FIGS. 3A ,  3 B when the ignition (contact) key is turned on at the main switch, the bank of eight batteries  12  supplies, via cables  14  attached to the positive and negative terminals of the head battery of the battery bank, power to the special panel box  18  which houses the special panel  46  (shown in  FIG. 5 ). Within the special panel  46 , which has a positive and negative terminal for receiving power from (or, during a recharge phase, sending power to) the battery bank, the DC power from the battery bank  12  is converted to a suitable form for and supplied, via cable  34 , to two brushless motors  22 ,  22  (which are reversible) (AC/DC). When a lever is moved to the “forward” position from “neutral”, these motors  22 , “see FIGS.  3 A and  3 B” cause the positraction  38  to rotate the rear axle  84  and thus the rear wheels  60 . Acceleration takes place by utilizing 6 contacts for “Forward”. For “Reverse”, only one contact is used. When the driver releases his foot from the acceleration pedal such as when the vehicle is coasting down hill, or when the driver presses the foot brake, the pulley  24  of the AC generator  26  (which is also reversible) engages belt  20  which is fixedly attached to the front axle  28 , and the AC generator thus converts the rotational energy of the front axle  28  to AC electrical energy. This AC electrical energy in turn is conducted via cable  36  to the special panel  46  inside the special panel box  18 . The special panel  46  converts this electric current from AC to DC. Cables  14  attached to the positive and negative terminals of the special panel  46  then conduct this current to the battery bank  12  where the DC current partially recharges these batteries. Thus we see that the mechanical energy of the rotating front axle is converted to electrical energy by the AC generator at those times when it is desired to slow the forward motion of the vehicle. By utilizing this electrical energy to recharge the battery bank, a large mechanical drag is placed on the forward rotation of the front axle thus slowing the vehicle. This leads to two useful results: First, the battery bank is somewhat recharged leading to an increased travel range for the vehicle. Second, there is somewhat reduced wear and tear on the brakes. 
   During operation, a separately mounted motor provides power for power steering, power brakes, air conditioning and the blower  42 . The blower  42  blows air to both motors/generators  22 ,  22  and the generator  26  for cooling purposes. The grids  44  prevents overloading of the electrical system when the vehicle is in operation, and also prevent power overload due to overheating during operation. A small fan directs some heat into the interior of the vehicle through a pipe  52  and the grids filter  50 , which pipe and grids filter are illustrated in  FIG. 6 . 
   Referring to  FIG. 4 , shown is the Drive Power System and Regenerative Charging System, M 1  and M 2  represent two chassis mounted wheel drive motors configured to receive electric power from the Variable Frequency Drive (VFD) multi-phase AC power system via the Power Mode selector unit, responding to the Variable Acceleration Set Point parameter instantaneously determined by the computer. DC potential energy stored in battery banks is translated into AC voltage power by the electronic chopper/converter unit, outputting drive power to wheels in efficient multi-phase, variable frequency AC format via the VFD unit. Wheel speed is instantaneously targeted as a multiple of VFD frequency, and set via computer from the variable accelerator set point parameter. Wheel speed and VFD frequency are computer and VFD compared to produce a speed-target difference signal, used by software error reducing algorithm to optimize achievement of objective speed set point. Under constant vehicle velocity objective conditions, light power is applied to balance frictional or gravity losses, with zero application of the regenerative energy reclaim system. For low rate deceleration objectives, drive power is reduced to balance frictional and gravity gains to the point where, drive power is removed and regenerative energy reclaim applied. Wheel speed and VFD frequency target are computer compared to proportionally set the Variable Accumulator unit, with difference signal again used by software to optimize response time in achieving speed set point. Under rapid deceleration objective conditions, the immediately proceeding process is maximized, resistive dissipation added as necessary, and mechanical braking applied at over threshold conditions. 
   G 1  and G 2  represent two wheel-driven physically linked generators, or the generator component of combination motor-generator units, configured to return regenerative power to the system via the Power Mode selector, in proportional response to the variable Deceleration set point parameter. The multi-rate accumulator is specially designed to receive regenerated energy at variable rate and distribute it appropriately to high and low rate energy storage or emergency dissipation devices. A fundamental system component is the variable/multi-rate [energy] Accumulator/Redirector. This compound fast and low rate energy absorber is to relay short term stored energy to the appropriate storage device, including over-threshold energy to the dissipation grid, as well as the converter directly. Mixed characteristic battery banks are utilized, featuring individual high rate and deep charge characteristics. The high rate characteristic essential to maximizing system energy reclaim, while deep charge being important to initial charge storage density. System control involves the dashboard status and key lockup panel reporting electric drive performance, regenerative or charge power processed (stored and/or dissipated), power reclaim efficiency, Battery bank charge state, Charger performance, vehicle speed and miscellaneous electrical systems Trouble/Alarm/Normal status. A lockable gear selector switch provides Forward, Reverse or Neutral command to system electronic control. A variable set point parameter device, functionally similar to a conventional vehicle accelerator, is intended to cause, via computer, drive power to be applied to one or both wheels (depending on ‘Posi-traction’ Mode Control switch setting). Regenerative charge output is system inhibited under all acceleration conditions, and proportionally enabled as set point is lowered below measured vehicle speed. A variable set point parameter device, functionally similar to a conventional vehicle brake pedal, is intended via computer to provide proportional generator output to Accumulator, and Grids as necessary, utilizing vehicle and wheel speed sensor input. Regenerative output is ideally balanced per wheel contingent on four wheel speeds independently sensed. Wheel drive is disabled and optionally dynamically ‘plugged’ (reverse powered) under certain deceleration conditions. Overall control of power applied/recharge received is a computerized function designed to maximize conservation and reclaim of stored energy, and minimize escape energy due primarily to incidental and applied friction. Recognizing that the power output/battery recharge cycle is an inherent net loss process, regenerative power is only claimed when drive power is not required, or when kinetic energy is desired to be recaptured as potential energy, without resort to mechanical and electrical heat energy production. 
   Referring to  FIG. 5 , shown is a cross section view of the special panel  46  which contains the power regulator  48 , contacts, AC/DC diodes, capacitors, breaker accumulator and many additional small components. This panel receives electrical energy from the batteries and converts it prior to supplying it to the motors. This panel also contains a converter to convert power to 12 volts for headlights  62  (shown in  FIG. 2 ) and other instruments, and a converter to convert power for the purpose of intermittently charging the bank of batteries  12  at those times when the accelerator pedal has been released and/or the brakes have been applied. 
   Referring to  FIG. 6 , shown is a diagrammatic perspective view of the grids filter  44  with parts broken away illustrating the grids filter  50  and the pipe  52  through which warm air is conducted to the interior of the vehicle. 
   Referring to  FIG. 7  when the ignition (contact) key is turned on at the main switch, the bank of eight batteries  12  supplies, via cables  14  attached to the positive and negative terminals of the head battery of the battery bank, power to the special panel box  14  which houses the special panel  46  (shown in  FIG. 5 ). Within the special panel  46 , which has a positive and negative terminal for receiving power from (or, during a recharge phase, sending power to) the battery bank, the DC power from the battery bank  12  is converted to a suitable form for and supplied, via cable  34 , to two brushless motors  22 ,  22  (which are reversible) (AC/DC). When a lever is moved to the “forward” position from “neutral”, these motors  22 , “see FIGS.  3 A and  3 B” cause the positraction  38  to rotate the rear axle  84  and thus the rear wheels  60 . Acceleration takes place by utilizing 6 contacts for “Forward”. For “Reverse”, only one contact is used. When the driver releases his foot from the acceleration pedal such as when the vehicle is coasting down hill, or when the driver presses the foot brake, the pulley  24  of the AC generator  26  (which is also reversible) engages belt  20  which is fixedly attached to the front axle  28 , and the AC generator thus converts the rotational energy of the front axle  28  to AC electrical energy. This AC electrical energy in turn is conducted via cable  36  to the special panel  46  inside the special panel box  18 . The special panel  46  converts this electric current from AC to DC. Cables  14  attached to the positive and negative terminals of the special panel  46  then conduct this current to the battery bank  12  where the DC current partially recharges these batteries. Thus we see that the mechanical energy of the rotating front axle is converted to electrical energy by the AC generator at those times when it is desired to slow the forward motion of the vehicle. By utilizing this electrical energy to recharge the battery bank, a large mechanical drag is placed on the forward rotation of the front axle thus slowing the vehicle. This leads to two useful results: First, the battery bank is somewhat recharged leading to an increased travel range for the vehicle. Second, there is somewhat reduced wear and tear on the brakes. 
   While certain novel features of this invention have been shown and described and are pointed out in the annexed claims, the invention is not intended to be limited to the details above, since it will be understood that various omissions, modifications, substitutions and changes in the forms and details of the device illustrated and its operation can be made by those skilled in the art without departing in any way from the spirit of the present invention. 
   Without further analysis, the foregoing will so fully reveal the gist of the present invention that others can, by applying current knowledge, readily adapt it for various applications without omitting features that fairly constitute essential characteristics of the generic or specific aspects of this invention.