Patent Description:
Motor vehicles are increasingly incorporating electronic components in both the drivetrain components and the passenger compartment for passenger comfort. These include, for example, electric cooling fans and electric fluid pumps that are lighter weight and can be turned off to reduce fuel consumption but still result in a parasitic loss of fuel economy when in use. The use of these and other electrical components is driving the demand for more electrical energy and larger electrical storage. This applies to both passenger motor vehicles and motor homes, as well as the tractor-trailers used for long and short haul trucking. The need for electricity in large trucks is also growing as the demand from more electric components and battery based systems grows. It is estimated that the use these electric components (e.g., electric fuel pumps, power steering pumps, cooling fans, and the like) result in a <NUM>-<NUM>% (parasitic) loss of fuel economy by operating these subsystems on the main truck engine.

A motor vehicle comprising a power generator connected to a drive shaft is disclosed in <CIT> or <CIT>.

<CIT> discloses an assembly for converting an internal combustion (IC) vehicle to an IC-electric hybrid vehicle comprising a battery, a battery charger, a controller, an electric motor and a power transmission means involving a flexible rotational speed reduction to connect the motor to a drive shaft of the vehicle. The system can be made available in the form of a kit allowing those skilled in automobile mechanics to perform the conversion. Regenerative braking and provision of AC power from the vehicle can be made available as options. The <CIT> discloses a method of converting a conventional internal combustion powered vehicle into a hybrid vehicle and an apparatus for achieving that and modifying one of the serial elements of the drive train interconnecting the internal combustion to the driving wheels of the vehicle by providing an auxiliary power connection which allows the motor/generator to provide or remove mechanical power from the drive train during driving operation or regenerative braking. Generators are switchingly connected to a vehicle battery. An electronic controller intercedes the system relative to the operation of the vehicle and controls the motor/generator switching the vehicle engine to apply an electric drive power to the vehicle at appropriate points in the vehicle operation and to drive the generator during braking of the vehicle to recharge the power source. The electric drive power elements are supported on a crossmember added to the vehicle.

In some ways, the need for electrical energy is greater in motor vehicles that provide accommodations for drivers and/or passengers, such as large trucks and motor homes because these vehicles typically need to provide passenger comfort for extended periods of time, including overnight stays when turning off the main engine is either required or desirable. These vehicles primarily derive energy from an alternator connected to the main engine, thus making it necessary to keep the main engine running to heat and/or cool the accommodations, even when the vehicle is not moving. This wastes fuel and contributes to air pollution.

In addition, a raft of environmental legislation has made idling the main truck engine to operate the sleeper cab heat and air conditioning a prohibited practice. As a result battery based air conditioning and heat systems have emerged, however they lack the capacity to efficiently generate electricity sufficient to run these systems on batteries for extended periods of time. A need exists in the art for a new more efficient, dedicated power source for vehicles, in particular large class <NUM> trucks.

The present invention is directed to a motor vehicle according to appended claim <NUM>.

Prior art systems draw vehicle electric power from an alternator connected by a belt and pulley to the front end of the engine's crank shaft. It is generally assumed that generating power from either the front of an internal combustion engine or the back of the engine nets the same efficiency and power dynamics. While theoretically true, the power dynamics on the output side of the transmission are substantially different due to the gearing effect of the transmission. In accordance with some embodiments of the invention, an auxiliary power system (including an alternator or generator) is designed and constructed to take advantage of the transmission gearing to spin the output shafts at higher speeds and with greater torque during on road operation.

In accordance with the invention, the motor vehicle includes an engine connected to a transmission that drives a drive line or drive shaft that drives the drive wheels that propel the vehicle and a generator (or alternator) can be coupled to the transmission or the drive shaft. Power from the transmission or the drive shaft can be used to power the generator (or alternator) to produce electrical energy that can be stored in the energy storage elements (e.g. batteries) of the auxiliary power system as well as to power electrical components of the vehicle. The generator (or alternator) can be selectively controlled by a control system to provide efficient operation and for functions such as regenerative braking of the motor vehicle (e.g., by selectively engaging by a clutch or selectively activating the stator of the generator or alternator).

In accordance with some embodiments of the invention, the system is optimized for the dynamics of long highway trips like that of a long haul truck. At highway speeds the engine RPM lowers below the RPM of the driveshaft attached to the output shaft of the transmission. In accordance with some embodiments of the invention, an electricity generating component (e.g., an alternator or a generator) takes power from the rotation of the drive shaft providing higher RPM and more electricity at highway speeds. In addition, in accordance with some embodiments, the invention can be used in regenerative braking mode which creates electricity by slowing of the vehicle using the added resistance of the alternator or generator.

In accordance with implementations of the invention, one or more of the following capabilities may be provided.

It is one of the objects of the invention to provide a motor vehicle that more efficiently draws energy from the motor of the motor vehicle.

It is one of the objects of the invention to provide a motor vehicle that efficiently draws energy from the drive train of the motor vehicle.

It is one of the objects of the invention to provide a motor vehicle that enables energy from the drive train to be used to power an auxiliary power system.

It is one of the objects of the invention to provide a motor vehicle that enables energy from the drive train to be used to power a generator or alternator to charge batteries of an auxiliary power system.

These and other capabilities of the invention, along with the invention itself, will be more fully understood after a review of the following figures, detailed description, and claims.

The accompanying drawings, which are incorporated into this specification, illustrate one or more exemplary embodiments of the inventions and, together with the detailed description, serve to explain the principles and applications of these inventions. The drawings and detailed description are illustrative, and are intended to facilitate an understanding of the inventions and their application without limiting the scope of the invention.

The present invention is directed to a motor vehicle comprising an auxiliary power generation system for supplying power, such as electrical energy, to auxiliary power systems, for use in powering electrical systems in motorized vehicles. In accordance with some embodiments of the invention, the motor vehicle includes an engine connected to a transmission that drives a drive shaft and powers the drive wheels that propel the vehicle and a generator (or alternator) can be coupled to the transmission or the drive shaft. Power from the transmission or the drive shaft can be used to power (e.g. turn) the generator (or alternator) to produce electrical energy that can be stored in an array of batteries of the auxiliary power system as well as to power electrical components of the vehicle. The generator (or alternator) can be controlled to provide regenerative braking of the motor vehicle.

<FIG> shows a diagrammatic view of a motorized vehicle <NUM> known in the prior art. The motorized vehicle <NUM> includes a chassis or frame <NUM> having one or more cross bars <NUM> that serve to support and align the other components, such as the engine <NUM> and drive train <NUM> (e.g., transmission <NUM>, drive shaft <NUM> and differential <NUM>). The frame <NUM> can be a separate structure or be integrated into a carriage or passenger compartment. The drive train <NUM> includes the transmission <NUM>, the drive shaft <NUM> and the differential <NUM>. The transmission <NUM> is coupled to the engine <NUM> and the drive shaft <NUM> connects the transmission <NUM> to the differential <NUM> and drive wheels <NUM>. In general, the engine <NUM> is securely coupled to the transmission <NUM> and the combined engine <NUM> and transmission <NUM> are movably coupled to the frame by motor mounts (not shown) that absorb vibration and enable the engine <NUM> and transmission <NUM> to move a small amount with respect to the frame <NUM> while transferring large amounts of torque to the drive shaft <NUM>, differential <NUM> and wheels <NUM>. The motorized vehicle can include a suspension system (not shown) that enables the drive wheels <NUM> to move relative to the frame <NUM> to absorb road shocks and enable the drive wheels <NUM> to maintain traction with an uneven road surfaces. In order to accommodate the motion of the drive wheels <NUM> relative to the frame <NUM>, universal joints 134A and 134B can be used to connect the front end of the drive shaft <NUM> to the transmission <NUM> and connect the rear end of the drive shaft <NUM> to the differential <NUM>. The universal joints 134A and 134B enable the transfer for rotational power of the transmission <NUM> to be transmitted to the drive shaft <NUM> and the differential <NUM> while the differential <NUM> and drive wheels <NUM> move relative to the frame <NUM> and the transmission <NUM>.

<FIG> shows a diagrammatic view of a motorized vehicle <NUM> according to some embodiments of the invention. In accordance with some embodiments of the invention, the motorized vehicle <NUM> such as shown in <FIG> can be modified to accommodate a power generator <NUM> (e.g. a generator or an alternator) that can be coupled to and draw power from the drive shaft <NUM> to produce electricity that can be stored in APU batteries <NUM>. The engine <NUM> (e.g., a gasoline or diesel motor) can be mounted the frame <NUM>. The engine <NUM> can be coupled to the drive train <NUM> that transfers power from the engine <NUM> to the drive wheels <NUM>. The drive train <NUM> includes the transmission <NUM>, front universal joint 234A, drive shaft <NUM>, rear universal joint 234B and differential <NUM> which includes drive axles that are connected to the drive wheels <NUM>. The drive axles can include universal joints as part of independent drive suspension system. In accordance with some embodiments of the invention, the differential <NUM> can be moveably coupled to the frame such as by a suspension system (e.g., springs and shock absorbers, not shown) to enable the drive wheels <NUM> to move relative to the frame to absorb vibration and maintain contact with uneven road surfaces. The front universal joint 234A and the rear universal joint 234B enable differential <NUM> to move while the drive shaft <NUM> transfers torque (and power) from the transmission <NUM> to the drive wheels <NUM>. The drive shaft <NUM> is moveable with respect to the frame to accommodate movements of the differential <NUM> and drive wheels <NUM>. In order to couple power generator <NUM> to the drive shaft <NUM>, a drive pulley <NUM> can be mounted (e.g., using splines, a key and keyway, a pin, or by press fitting) to a portion of the drive shaft <NUM> and an APU belt <NUM> can couple the drive pulley <NUM> to the generator pulley <NUM>. In addition, support bearings <NUM> and <NUM> can be mounted to the frame <NUM> (e.g., on cross bars <NUM>) and support the drive shaft <NUM> to prevent the APU belt <NUM> from pulling the drive shaft <NUM> out of alignment and possibly damage the universal joints 234A and 234B.

<FIG> shows a diagram of a power take off system <NUM> that is installed into the driveline. In accordance with some embodiments, the power take off system <NUM> includes the drive pulley <NUM> surrounded by support bearings <NUM> and <NUM> that replaces the main center bearing on the drive shaft <NUM> of a conventional motor vehicle (e.g. truck) drive train. The power take off system <NUM> performs the functions of the center bearing and enables power to be taken from the drive shaft to drive a generator or alternator. The unit consists of a drive element <NUM> (e.g., a pulley, sprocket, or ring and pinion gearing) surrounded on either side by at least one bearing (e.g., support bearings <NUM> and <NUM>). The drive element <NUM> can be made of chrome molybdenum, vanadium steel, stainless steel or aluminum, as well as other high strength metal allows. The bearings can be either ball bearings, roller bearings, ball thrust bearings, roller thrust bearings or tapered roller thrust bearings (or combinations thereof) and can be configured according to a plurality of embodiments to accommodate the support and load requirements of the drive line configuration of the motor vehicle. In accordance with some embodiments of the invention, the support bearings <NUM>, <NUM> located on either side of the drive element <NUM> (e.g., pulley, sprocket, or ring and pinion gearing) can be mounted in or encased in a bushing (or bushing system) which can be compressed in a exoskeleton which is mechanically attached to the trucks frame <NUM>. The bushing can be made from a resilient compressible material such as, neoprene, rubber, silicone, urethane, polyurethane, or any number of combinations thereof. In some configurations, depending on the density of the bushing material and the desired application, the bushing material can include one or more relief cuts (e.g., radially extending voids) in the material which further allows the material to flex. The role of the bushing is to absorb vehicle vibration, to help align the two shafts and to allow the system to flex with vehicle movement. The tube shaft inserts the male end through the unit with a yoke on one end and the drive shaft on the other. The yoke can be attached via standard universal joint to another yoke and the other drive shaft.

In accordance with some embodiments, a belt <NUM> can be looped around the drive pulley <NUM> on one end and around a generator pulley <NUM> attached to the shaft of a generator/alternator <NUM>. In accordance with some embodiments, the drive pulley <NUM> can be replaced with a drive sprocket <NUM> and a chain <NUM> that drives a generator sprocket <NUM> attached to the shaft of a generator/alternator <NUM>. The belt or chain can be tensioned through the use of a spring loaded tensioner (not shown) calibrated to a range of horizontal force applied across the vertical axis of the spinning shaft.

Auxiliary Power Unit (APU) System includes the power generator (or alternator) <NUM> which can be connected by wires <NUM> to the APU battery pack <NUM>. The APU battery pack <NUM> can include an array of batteries and a charging control circuit that can control the charging parameters of the system to maximize charging efficiency and minimize harm (e.g., such as over-charging) to the batteries. In accordance with some embodiments, the charging control circuit can be a separate component from the battery pack <NUM>.

<FIG> shows a diagrammatic view of a motorized vehicle <NUM> according to some embodiments of the invention. The motorized vehicle <NUM> shown in <FIG> is essentially the same as <FIG>, however in this embodiment of the invention, the power generator <NUM> is coupled to drive shaft by an APU drive shaft <NUM> instead of an APU drive belt <NUM>. In this embodiment, the power generator <NUM> is coupled to the drive shaft <NUM> by a drive gear <NUM> can be mounted (e.g., using splines, a key and keyway, a pin, or by press fitting) to a portion of the drive shaft <NUM> and an APU drive shaft <NUM> can be used to couple the drive gear <NUM> to the generator gear <NUM>. In addition, support bearings <NUM> and <NUM> can be mounted to the frame <NUM> (e.g., on cross bars <NUM>) and support the drive shaft <NUM> to prevent the APU drive shaft <NUM> from forcing the drive shaft <NUM> out of alignment and possibly damage the universal joints 334A and 334B.

As shown in <FIG>, the drive gear <NUM> can include a spiral bevel gear with helical teeth. The spiral gear can be configured in a conical or hypoid design. Alternatively, the drive gear <NUM> can include a crown gear or a ring. The drive gear <NUM> can be connected to a drive shaft or pinion shaft <NUM> by a matching gear 358A at a <NUM> degree angle. The pinion shaft <NUM> can be connected to the power generator <NUM>. In accordance with some embodiments, the pinion shaft <NUM> can include a safety shaft to prevent a catastrophic failure of the pinion shaft <NUM> from damaging the drive shaft <NUM> or the drive train <NUM>. The safety shaft can include a solid output shaft is inserted into a hollow tube which is connected to the generator/alternator. A set of bearings (e.g., needle bearings) can be installed on the solid shaft and the hollow tube shaft can positioned over the solid shaft with the greased bearings. The hollow tube shaft covers at least a portion of the solid shaft and bearings. The two shafts can be connected by a series of shear pins that are inserted through both shafts and bolted into place. The shear pins are selected to shear when the torque applied exceeds acceptable levels.

<FIG> shows a diagrammatic view of a motorized vehicle <NUM> not falling within the subject-matter for which protection is sought. The motorized vehicle <NUM> shown in <FIG> is essentially the same as <FIG>, however in this motorized vehicle the power generator <NUM> is mounted directly on the drive shaft <NUM>. The magnetized rotor of the power generator <NUM> can be fastened to the drive shaft <NUM> and the stator of the power generator <NUM> can be coupled to the frame <NUM> through support bearings <NUM> and/or <NUM>. The magnetized rotor rotates with the drive shaft <NUM> within the stator producing electricity that can be stored in the APU batteries <NUM> or used to power connected electric components.

<FIG> shows a diagrammatic view of a motorized vehicle <NUM> not falling within the subject-matter for which protection is sought. The motorized vehicle <NUM> shown in <FIG> is similar to the motorized vehicle <NUM> shown in <FIG>, except that the transmission <NUM> has been modified to include a secondary output 532A that can be directly or indirectly coupled to the power generator <NUM>. The secondary output of the transmission <NUM> can include a drive gear or pulley 532A that engages a generator gear or pulley <NUM> that is coupled to the power generator <NUM>. The power generator <NUM> can be mounted to the frame <NUM> or directly the transmission <NUM> (e.g., the transmission housing). The transmission <NUM> can include a secondary output shaft 532A that can be coupled to the input shaft <NUM> of the power generator <NUM>, such as using a drive shaft. The power generator <NUM> generates electric energy that can be transferred by wire <NUM> to the APU battery pack <NUM>.

<FIG> and <FIG> show diagrammatic views of a support bearing <NUM> according to some embodiments of the invention. In <FIG>, the support housing <NUM> has be sectioned to show the support bushing <NUM> inside. As shown in <FIG>, <FIG> and optionally in <FIG>, the drive shaft <NUM>, <NUM>, <NUM>, can be supported by support bearings <NUM>, <NUM>, <NUM>, <NUM>, <NUM>, <NUM> that support the drive shaft <NUM>, <NUM>, <NUM> against the load of the power takeoffs, such as the drive pulley <NUM> or drive gear <NUM>. In accordance with some embodiments of the invention, the support bearing <NUM> includes a support frame or housing <NUM> that includes a support bushing <NUM> and a bearing <NUM> (e.g., a ball bearing). The bearing <NUM> includes an inner race <NUM> that is mounted (e.g., using splines, a key and keyway, a pin, or by press fitting) on the drive shaft <NUM> and an outer race <NUM> that is supported by the support bushing <NUM>. In accordance with some embodiments, the inner race <NUM> of the bearing <NUM> can include a spline that mates with a spline on the drive shaft <NUM>. The spline on the drive shaft <NUM> can be spline that is used to connect the yoke of the universal joint 634C to the drive tube of the drive shaft <NUM>. The support bushing <NUM> can be constructed of an elastomeric material (e.g., rubber, neoprene, or an elastic polymer). The support bushing <NUM> enables the bearing <NUM> to float or be movable within a range to accommodate lateral motion of the drive shaft <NUM> during normal use and at the same time support the drive shaft <NUM> against lateral loads imposed by the drive system that transfers power to the power generator <NUM>, <NUM>, <NUM>. In operation, the support frame <NUM> of one or more support bearings <NUM> can be integrated into or fastened (e.g., by bolts or welding) to the frame <NUM>, <NUM>, <NUM> of the motorized vehicle <NUM>, <NUM>, <NUM> and the inner race <NUM> is mounted to the drive shaft <NUM>. The drive pulley <NUM> or drive gear <NUM> is secured, such as by welding or other attachment methods to the inner race <NUM> of the bearing <NUM> forming a monolithic unit that is coupled to the drive shaft <NUM> to supply power to power generator <NUM>, <NUM>, <NUM>. During normal use, as the drive shaft <NUM> moves laterally to accommodate movement of the drive wheels <NUM>, <NUM>, <NUM> relative to the frame <NUM>, <NUM>, <NUM>, and the support bushing <NUM> can be compressed to accommodate movement of the bearing <NUM> as it supports the drive shaft <NUM>.

In operation, the APU battery system can be used to power many of the electrical components of the motor vehicle during operation, either instead of or as a backup to the standard alternator connected to the engine that charges the ignition battery and some of the engine electronics. The APU battery system can also be used as backup system if the ignition battery fails. Further, the standard alternator can be selectively connected to APU battery system for charging during times when the vehicle can not be moved.

The power generator <NUM>, <NUM>, <NUM> drive system can include a drive belt <NUM>, and one or more tensioning pulleys which can be spring loaded and the spring force can be adjustable using a bolt to compress or release the spring to bias the tension pulley against the drive belt <NUM>. A chain and sprocket drive system can be used instead of the belt and pulley system. The drive pulley <NUM> and/or the generator pulley <NUM> can be adjustable as part of a continuously variable power transmission system to enable the power drawn from the drive shaft (or secondary output 532A) to be adjustable. An adjustable transmission mechanism can be positioned between the drive shaft <NUM>, <NUM>, <NUM>, or secondary output 532A and the power generator <NUM>, <NUM>, <NUM>, <NUM>. The adjustable transmission can include a chain sprocket drive mechanism, a gearing mechanism or combine of both. The adjustable transmission can enable the power take-off from the drive shaft <NUM>, <NUM>, <NUM> or the secondary output 532A to be adjusted according the needs of the system by adjusting transmission.

While <FIG>, <FIG>, <FIG> show the power generator <NUM>, <NUM>, <NUM> coupled to the drive shaft <NUM>, <NUM>, <NUM>, in accordance with other examples not falling within the subject-matter for which protection is sought, the drive pulley <NUM>, or drive gear <NUM> can be coupled directly to the output shaft of the transmission <NUM>, <NUM>, <NUM> or the input shaft of the differential <NUM>, <NUM>, <NUM> without the need for additional support bearings. The power generator <NUM>, <NUM>, <NUM> can be mounted directly to transmission housing or the differential housing without using support bearings.

In accordance with some examples not falling within the subject-matter for which protection is sought, the electric generator/alternator can be integrated into the yokes and universal joints of the driveshaft whereby the magnetic components of the electric generator/alternator can be mounted to the rotating yokes which are surrounded by a stator (e.g., one or more copper coils). As the magnetized yokes spin inside the stator they produce an electric charge which can be used to charge a battery. In addition, varying the electric load on stator can used to impede the rotation of the magnetized yokes to provide braking.

<FIG> shows a diagrammatic view of an APU control system <NUM> according to some embodiments of the invention. The APU control system <NUM> can include a controller <NUM> that can be connected to a network <NUM>, the engine control unit (ECU) <NUM>, a user interface (UI) <NUM>, the power generator <NUM>, the APU battery pack <NUM> and external sensors <NUM>. The controller <NUM> can include one or more computers, which include a central processing unit (CPU) <NUM> and associated memory components <NUM> (e.g., volatile and nonvolatile memory devices), one or communication facilities <NUM> (e.g., wired and/or wireless communication ports, such as radio communications, Cellular data, WiFi, Blue Tooth, Zigbee, Ethernet, I2C, Serial I/O, SPI - Serial Peripheral Interface) that enable the controller <NUM> to communicate with external devices and systems. The controller can also include data storage <NUM> for storing data used by the controller <NUM> during its operations as well as for logging performance data for later analysis.

In accordance with some embodiments, the controller <NUM> can be connected to a network <NUM>, such as a WiFi network, a cellular mobile data network, a wide area network, a satellite communication network, and/or a mesh communication network, that can optionally connect the controller <NUM> to the internet. This connection can be used to transfer logged performance data or real time data to a remote system for analysis (e.g., real time analysis or later analysis).

In accordance with some embodiments of the invention, the controller <NUM> can access enhanced map data (e.g., roads and route information, road gradient information, traffic information and weather information) that can be stored in local memory <NUM> as well as accessed remotely (e.g. from public and private Internet sources) through the communication facilities <NUM>. In accordance with some embodiments, the controller <NUM> can include a software based algorithm that optimizes the energy taken from the drive line by selecting the times during the route when power is coupled to the generator/alternator <NUM> and the system is freewheeling (e.g., deriving no power and no load on the drive shaft). The algorithm can use intelligent maps and gradient information in combination with route information, traffic information, and weather information to determine optimal periods for engagement/ disengagement of the system, including the freewheel, adding and subtracting engine braking to optimize energy capture, and driver safety. In accordance with some embodiments, selectively applying a charge or potential to the alternator (e.g., stator) selectively creates mechanical resistance (e.g., for braking) and electricity output to charge the batteries. In accordance with some embodiments, the computer controller can be used to selectively engage the power unit based on system sensors (e.g., one or more accelerometers and/or gyros) to selectively control resistance to drive line and an electronic or e-Jake braking system.

In accordance with some embodiments, the controller <NUM> can be programmed to recognize (e.g., based on accelerometer, gyroscope, GPS, and/or topographical data) the movement of the motor vehicle on a hill and/or mountain gradient in accent or decent. In accordance with some embodiments, the controller <NUM> can use accelerometer and/or gyroscope data to determine the trucks angel of decent/ascent and to control the level of resistance the system adds to the driveline to achieve performance goals (e.g., increase fuel economy and/or increase electricity generation). For example, the controller <NUM> can monitor the accelerometer (and/or gyro) data and determine an inclination angle (e.g. an angle of descent or ascent) and if angle of descent is above a predefined threshold, (e.g., a <NUM>% grade) the controller can selectively engage the generator or alternator to increase the resistance to the drive shaft rotation thereby adding a braking effect to the vehicle and optimizing the energy recapture from the kinetic energy of the moving vehicle as it descends a hill thereby increasing the amount of electrically stored in the battery array while promoting the safe operation of the motor vehicle (e.g., reduces the wear and overheating of vehicle braking systems). This also optimizes fuel economy as the controller can selectively engage the generator or alternator only when the vehicle is moving down hill and optionally, not using engine power, either allowing the engine to idle or disengage the engine in free wheel mode.

In addition, in accordance with some embodiments, the controller <NUM> can use the network connections <NUM> to update its firmware and software, execute the software including remote system diagnostics, and monitor system status including system output, location, temperature, battery status, vehicle speed, weight, etc. In accordance with some embodiments, the controller <NUM> can download all the necessary map, route, topographical (e.g., incline), traffic, weather and other data needed for a predefined trip to enable the control system <NUM> to operate during the trip (without having to retrieve data from a remote source while on the road). In addition, data associated with alternate routes and detours can also be stored to anticipate possible route changes due to traffic and/or weather conditions. In the event that the driver needs to change the route and additional data is needed, the control system <NUM> can be connected using a wired or wireless data source (e.g., Ethernet, cellular data, WiFi, , Blue Tooth, Zigbee, etc.) to obtain addition date. In accordance with some embodiments, the control system can also obtain data by tethering off of a mobile telephone of the operator (or a passenger) or a fleet radio communication system.

In accordance with some embodiments, the controller <NUM> can be connected to the engine control unit (ECU) <NUM> to monitor the performance of the motor vehicle engine <NUM>, <NUM>, <NUM>, <NUM> can control. The controller <NUM> can be connected to the power generator <NUM> to control when the power generator <NUM> is drawing power from the drive shaft or the transmission. In accordance with some embodiments of the invention, the generator gear or pulley <NUM>, <NUM> can include a clutch that can be selectively engaged or disengaged by the controller <NUM>. In accordance with some embodiments of the invention, the power generator <NUM>, <NUM> can be electrically connected or disconnected from the charging load by the controller <NUM>. In operation, for example, the controller <NUM> can optimize the APU battery charging function to increase fuel economy of the engine by selectively disengaging the charging function and power load on the drive train when the engine is running in a low efficiency mode, such as accelerating (e.g. the vehicle accelerator pedal is pressed or the measured fuel economy is low) or moving up an incline (e.g., accelerometer data indicates upward motion) and selectively engaging the charging function and power load on the drive train when the engine is running in a high efficiency mode, such as decelerating (e.g. the vehicle accelerator pedal is depressed, the brake is pressed or the measured fuel economy is high) or moving down an incline (e.g., accelerometer data indicates downward motion), and for regenerative braking. In accordance with some embodiments of the invention, the controller can use map and/or terrain data (e.g., such as stored in data storage <NUM> to anticipate performance modes and engage or disengage the charging load depending upon whether the motor vehicle will be moving up or down an incline and the degree of incline. In accordance with some embodiments of the invention, the controller can periodically (e.g., according to a predefined duty cycle) engage and then disengage the generator or alternator to modulate the load on the drive train and more finely control the resistance applied to the drive train. Alternatively, the controller can control the voltage applied to the stator of the generator or alternator to control the load on the drive train.

In accordance with some embodiments of the invention, the controller <NUM> can be connected to a user interface (UI) <NUM>, such as a control panel in the dashboard of the motor vehicle that enables the operator to control the operation of the APU charging system. The control panel UI <NUM> can include one or more buttons or switches that place the APU charging system into predefined operating modes (e.g., on, off, maximum charge, maximum fuel economy). The control panel UI <NUM> can include a touch screen user interface that provides user interface elements for controlling predefined operating modes of the system (e.g., on, off, maximum charge, maximum fuel economy) as well as allows the operator to adjust the parameters of the operating modes. The UI <NUM> can also include indicators (e.g., light and/or sound generating components) that provide operator with status information (e.g., APU charging or not charging status, battery charge level) as well as warning information (e.g., error conditions such as not charging, over-charged or no battery, or system failures such as generator not working or battery failure). In accordance with some embodiments, the UI <NUM> can be provided using a smart phone or a cockpit mounted GPS unit.

In accordance with some embodiments, the controller <NUM> can be connected to the power generator <NUM> and the APU battery pack <NUM> to monitor the status and performance of the power generator and the APU battery pack <NUM>. In accordance with some embodiments of the invention, the controller <NUM> can control the charging function (e.g., when the batteries are being charged, the rate of charge, and maintaining charge, such as by trickle charging) during a trip. In accordance with some embodiments, the controller <NUM> can include a map function that enables the operator to input a destination and optionally devise a route of travel and the controller can determine a charging profile that includes the segments of the trip when power is taken from the drive train to charge the APU batteries to optimize fuel efficiency as well to achieve a maximum battery charge level or an operator defined battery charge level.

In accordance with some embodiments of the invention, the operator can specify the duration of APU battery power needed for an anticipated stop and the system can determine the APU battery charge level needed to operate for the specified duration. For example, an operator can specify a destination and a stop duration (e.g., <NUM> hours) and comfort parameters (e.g., heating or cooling) and the controller can determine a minimum APU battery charge level to meet the comfort requirements for the specified duration and the determine a charging plan or profile to be executed during the travel to the destination (and, for example, stop charging the batteries when a specified charge level has been achieved prior to reaching the destination). The controller <NUM> can also provide an indication or notification to the operator (e.g. during travel or at the destination) as to whether the APU system has sufficient charge to meet the specified charge needs. In accordance with some embodiments, at least some of the comfort parameters can be determined from remote data sources, such as weather data sources, weather forecasts, location information and the time of year.

In accordance with some embodiments of the invention, the controller <NUM> can be connected external sensors (or systems that provide access to sensor data, such as a smart phone or mobile GPS device) such as accelerometers, gyroscopes, temperature sensors, tire pressure sensors, fuel level sensors, inclination sensors and GPS devices that provide sensor information to the controller <NUM> to enable the controller <NUM> to further optimize the operation of the motor vehicle system and the APU charging system. Thus, for example, fuel level information, can be used in combination with weather (or temperature) and map (or geolocation) data to ensure that the engine is operated at a high enough efficiency level to enable the motor vehicle to travel to the next refueling station without running out of fuel, such as by disengaging any charging loads (including the engine alternator) on the engine that might reduce the fuel consumption such that the motor vehicle runs out of fuel before reaching the next refueling station. In accordance with some embodiments, the map or geolocation and traffic data or inclination or accelerometer data can be used to put the power generator <NUM> in a braking mode that increases the load on the drive train to provide additional braking power on inclines or in traffic congestion to better control the motor vehicle.

In accordance with some embodiments of the invention, the performance of the motor vehicle including fuel efficiency and the ability to charge the APU power system can be logged on a route by route basis or on a segment by segment basis for each trip made by the motor vehicle. This performance information can be uploaded through a network <NUM> to a central control system that aggregates the performance data for more than one motor vehicle. This performance data can be analyzed to identify routes and/or segments of the route that provide better fuel efficiency and/or better opportunities for charging the APU battery systems and associate a performance, priority and/or ranking value for each. The performance, priority and/or ranking value information can be downloaded to the controller <NUM> and used by the controller <NUM> to select routes and route segments for travel.

In accordance with some embodiments of the invention, the power generator can be used to provide braking assistance. When the operator removes their foot from the accelerator (e.g., the gas pedal) the engine acts as a brake and begins to slow the vehicle. Some long haul trucks are equipped with engine brakes (e.g., a Jake brake) that increase the resistance the engine has on the forward motion of the vehicle by reducing the compression in the engine cylinders. Given the weight characteristics of class <NUM> trucks this is often a desirable outcome. In accordance with some embodiments of the invention, a braking effect can be provide by controller <NUM> and the braking effect of the system can be amplified as desired to create an electric "Jake" brake, for example, by adding an additional charge or load to the power generator, increasing the resistance in the generator and subsequently creating more electricity.

However, the engine's resistance to forward movement during periods when the operator has removed their foot from the gas pedal can also restricts the amount of energy that can be recaptured for the creation of electricity. To overcome this loss of energy and fuel economy, motor vehicle transmission can include a free wheel or an overrunning clutch that disengages the driveshaft, which decouples the engine from the transmission, eliminating the engine brake effect. The truck at this point is moving with a force determined by the mass and velocity of the vehicle slowed only by the resistance of rolling factors like the negligible resistance of the tires on the pavement. In accordance with some embodiments of the invention, simultaneous with the overrunning clutches disengagement of the transmission from the engine, the electronic braking through the power generator can be engaged which benefits from the increase in force available to spin the power generator and increase the amount of electricity generated. In this embodiment, the braking effect of the power generator replaces the braking effect of the engine.

In accordance with some embodiments of the invention, the addition of a freewheel "auto clutch" system to the transmission of the motor vehicle allows the operator to select the mode of operation (either through an electronic switch or a mechanical lever which engages and disengages the use of the freewheel) allowing for the operator to increase the regenerative capacity of the systems through the use of the freewheel system.

Claim 1:
A motor vehicle comprising:
an engine (<NUM>) connected to a transmission (<NUM>) and a drive shaft (<NUM>) having a universal joint (234A, 234B) at each end connecting the transmission (<NUM>) to a differential (<NUM>) whereby rotational power of the engine (<NUM>) is transmitted to rotate one or more drive wheels (<NUM>);
an auxiliary power system comprising a power generator (<NUM>) and one or more batteries (<NUM>);
a frame (<NUM>) supporting the engine (<NUM>);
a drive element (<NUM>) surrounded on either side by at least one support bearing (<NUM>, <NUM>, <NUM>) where the drive element (<NUM> is disposed between the transmission (<NUM>) and the differential (<NUM>) and coupled to the power generator (<NUM>) to transfer rotational power from the drive shaft (<NUM>) to the power generator (<NUM>), the power generator (<NUM>) being electrically connected to the one or more batteries (<NUM>) and producing electrical energy to charge the one or more batteries (<NUM>);
wherein the drive element (<NUM>) includes a drive pulley and a drive belt or a drive gear and a pinion drive shaft;
wherein the support bearing (<NUM>, <NUM>, <NUM>) includes a support housing (<NUM>) that includes a support bushing (<NUM>) and a bearing (<NUM>) that includes an inner race (<NUM>) mounted to the drive shaft (<NUM>) and the drive element (<NUM>) is attached to the inner race (<NUM>) of the bearing (<NUM>) to transfer rotation power from the drive shaft (<NUM>) to the power generator (<NUM>), and
wherein the support housing (<NUM>) is coupled to the frame (<NUM>) and an outer race (<NUM>) of the bearing (<NUM>) is supported by the support bushing (<NUM>) within the support housing (<NUM>).