WO2024031126A1

WO2024031126A1 - Electric vehicle mini power station generators, gearbox/gears and power boost system (military and civilian)

Info

Publication number: WO2024031126A1
Application number: PCT/AU2023/000005
Authority: WO
Inventors: Kelvin YEOH LIM
Original assignee: Yeoh Lim Kelvin
Priority date: 2022-08-12
Filing date: 2023-08-11
Publication date: 2024-02-15

Abstract

An electric vehicle mini power station comprising a flywheel and receiving solar/wind energy to power a DC motor. The flywheel receives mechanical power input from the DC motor and electric vehicle's drive motor. The flywheel drives one or more generators for charging electric vehicle's main battery and supplying power to other system.

Description

ELECTRIC VEHICLE MINI POWER STATION GENERATORS, GEARBOX/GEARS AND POWER BOOST SYSTEM

(MILITARY AND CIVILIAN)

DESCRIPTION (Para 1-14, 12 pages total)

[0001] Background of the New Invention: Electric vehicle (EV) (land, sea or air) main batteries are constantly being used up in their capacity and at a low enough point, electric power is reduced and EV is put out of service or military/civilian operations ceased until the main batteries are recharged, but with this design patent new technology there is now potential technology available to increase EV range by constantly charging the EV batteries, no matter whether there are frequent decelerations or braking such as in current EV land civilian vehicles where some manufacturers even use this braking and deceleration to try and extract any mains battery charging capabilities (which can still be used and is not part of this design patent), but this design patent will instead charge constantly even during braking and deceleration, ie. beneficially uninterrupted in charging, and air EV’s once in constant steady flight that do not suffer decelerations and braking effects will benefit from this (including sea EV’s once on voyage), therefore an increase in range is expected, the extent unknown from this new technology design patent, but any range extension is beneficial for this new zero/low emissions world that humanity is undertaking to reduce hydrocarbon pollution of the atmosphere and heating effects. Even if one were to fly slower but with an extended range, this would be beneficial and might even cross oceans. Therefore this design patent new technology will recharge the EV while driving, sailing or flying just like an internal combustion lead acid battery is charged while driving but without hydrocarbon energy consumption and pollution and preventing the EV battery capacity from being depleted to 80%, 50% to 20% in current EV technology, and then out of operations. Furthermore this new design patent technology provides the potential to increase electric power available (subject to further research and testing ie. R&D if there is any leftover electric power available from charging the EV’s main battery and the multiple generators or stop the battery charging temporary for extra electrical power boost or for other needs as some generators can be divided for other uses) which such an increase is unheard of as this is the opposite of the mains battery reducing in capacity as the mains battery drains, and this is due to the multiple generator packs and configuration driven by a single output shaft from this ‘Mini Power Station Generators, Gearbox/ Gears & Power Boost System’ design patent, which also has flywheel, clutch and input shaft driving this entire system and some other components.

[0002] The physics of EV’s is such that they have a Conservation of Energy System where P(battery) = P(in) = Pout [ie. P(electric drive motor, inverter, etc)] and eventually the battery full capacity is depleted with all energy used up to propel the EV and its systems and any losses so that P(out) ~ 0. This design patent ‘Mini Power Station Generators, Gearbox/Gears & Power Boost System’ is designed to break the EV Laws of Physics energy conservation equation; it also does this by the use of any external energy source free/low/zero emissions (external to P(battery) energy) by a solar and wind energy input (optional but recommended) as part of this new system (to power a small DC motor) to mainly assist with the rotational energy stored in this new design system (which does not require much energy input once in rotational motion when the initial resisting rotational inertia is overcome), alternately it can directly charge the EV main batteries or it can have its wind/solar (auxiliary energy sources) use a separate much smaller battery system just to run the DC motor; the use of this separate small battery is for detail design but the DC motor has an essential purpose of assisting maintaining the flywheel rotational energy of this system. There is also mechanical energy input coming from the EV’s electric drive motor which does not have to lose much energy from P(battery) as this is needed to just keep the flywheel rotational energy ‘battery’ spinning, once the flywheel is at operational speeds, by imparting an angular force to the gear teeth driving this new design system to provide this ‘spin-push’ maintenance so that it does not have to overcome the entire standstill rotational inertia of the flywheel, clutch, gears of this system all over again that had set it in motion. Solar energy is limited depending on night/day and location/earth-curvature relative to the sun so solar panel area should also be maximized especially with larger sea or air EV’s, their larger size can make use of this area compared to small land EV’s. In a worst case scenario where there is no solar energy and its battery (separate battery is optional), the small DC motor for the wind/solar system sub-part of this new system, will drain some energy from the EV’s main batteries but this is only to maintain the rotational energy ‘battery’ already stored in the flywheel already in motion at operational speeds, thus requires lesser energy to maintain its rotation and prevent it from losing its stored ‘battery’ rotational energy. The rotational energy of this system is also maintained by the deceleration/brake clutch, mainly for land EV’s to isolate/maintain this rotational energy flywheel system, this rotational energy isolation/preservation ‘clutch’ might not be necessary for air EV’s if the rotational energy system is started up once in steady flight to course for maximum power during take-off or spin up the rotational system to operating speeds prior to taxi and takeoff and it might even provide extra power boost from the multiple generator packs for shorter take-off and better speed for earlier lift. The fact is that this new system provides the facility and potential technology to bring more generators on line just like a large electricity power station but instead this is now a mini electricity power station in a much smaller sized EV, therefore it is possible to fit an extremely large electricity power station plant on a large area of land (even a large ship power station) into a small EV, making this the world’s first mini electricity power station fitted by this design patent into a small EV (land, sea or air) to add to the EV batteries, instead of a large electricity plant on a large piece of land or on a large ship. Once the rotational energy system is at operating speed, the generators can be brought on line one at a time or pack by pack to recharge the EV’s main batteries and possibly even provide extra power which current EV’s do not have a formidable main batteries charging system while the EV is operational and in motion ie. while driving, flying or sailing. There is less force required on the gear teeths driving this new system once at rotational operating speed and therefore also less energy loss if energy from the electric drive motor continues to be used, even from standstill to start up the rotational energy system, so that not much wind/solar energy might be required even. With this new design system, the new energy equation is now composed of 2 separate energy equation below where the latter equation is an external energy (to P(battery) energy), energy injector equation:- P(battery) = P(in) = P(out) [ie. P(electric drive motor, electrical systems, inverter) + P(initial flywheel standstill overcome energy) + P(initial generators; optional to start this up at standstill) ]. There is now a second equation AP(in) = P(all types of external energy injector source to P(battery)) = P(solar/wind) + Ptyotational energy) + P(generators) that adds in external energy to the first equation and does not conserve that first energy equation but breaks it. As mentioned P(extemal) is such that any type of energy can be used to lightly maintain the rotational inertia of the flywheel by just giving it an angular force ‘push’ through the gear teeth or clutch (air EV’s might not have clutch) using the input shaft driving the flywheel (if using this external energy to charge the EV’s main batteries or to use the DC motor directly driving the flywheel) which either way is far less than that initially required to bring it into rotational motion operating speed; preferably free/zero/low emissions energy should be used for this such as solar energy or wind energy (which is very good from air EV’s and is a new method of use for air, ship and land EV’s in this design patent), rather than burning hydrocarbons (a small amount might be understandable for long range sea or air to power a small electricity generator where needed) but the aim is instead to remove all hydrocarbon dependency and maintain zero emissions. P(initial generators) in the first equation above can be excluded until the rotational energy system is at operating speed, then start the mini power station generators to produce P(generators) by spinning up the generators one at a time or pack by pack or determine how many is required and possible; it is not envisaged that only a single generator would be used as this design is mainly for multiple generators to make use of the output shaft available to drive the power station in such an EV. These generators are driven by the output shaft of the generator drive gears, flywheel and clutch (if clutch present), input shaft, and the initial driver (a differential gearbox if it’s the rear wheels as the input to drive this input shaft so no rear wheel drive electric motor) or if its rear wheel drive (land EV) use the electric motor, gears and differential gearbox component to drive this input shaft and make sure the RPM is acceptable to all components of this new ‘Mini Power Station Generators, Gearbox/Gears & Power Boost System’ installed into such an EV to create the ‘next gen’ EV and also replaces the old internal combustion engine single alternator and fan belt with an entire new system, that is an entire power station and all of its components to suit the new zero/low emissions world of EV’s and provide DC/ AC electrical power.

[0003] Due to the amount of generators present some could be used to charge the EV’s main batteries and create the technology for longer range EV’s (or use all of them) while one or more other generators could be used to provide an electrical power boost to the electric vehicle when needed eg. for air EV’s during taxi and take off or for race-car motorsport performance air/land/sea EV’s, or even to charge another set of auxiliary batteries or to run other systems such as winches, microwave oven, police radar or any other systems that can be run (since this is new technology running more and more other systems will required testing as to whether this new system can handle all the demands required of it). In replacing the old single generator alternator (DC) and fan belt system, new high powered and current technology generators should be investigated for advancement for DC or AC (one or more phases more suitable to EV’s), output use, perhaps even the use of smaller lightweight generators but more of them. The use of a mini power station generators to charge the main batteries of any EV land, sea or air, now provides technology to increase the range of electric vehicles, reduce infrastructure charging demands, reduce battery fires by extreme demand upon the EV’s main batteries technology and reduce demand for rare earth metals which will become hard to find with increased demand and thus introduce the concept of sustainability.

[0004] The ‘Electric Vehicle Mini Power Station Generators, Gearbox/Gears & Power Boost System’ is initially designed for land EV’s so there are components in it that are car components such as the gearbox which is a differential gearbox operating in reverse to drive the input shaft to provide energy to drive the clutch/flywheel component of this new system (when in cars the differential is used to drive the wheels and is powered by the flywheel in internal combustion engines and the mechanical energy flow is the other way around) and then finally drive the output shaft to the generator packs which are like electricity power station generators or generator packs where each generator/packs can be gradually brought on line once the rotational energy is at operating speeds. Some gear meshing might be required to spin up each rotor shaft of each generator using the final drive output shaft to the generators which this output shaft is a facilitator to mount the generator configuration packs or generators can be put anywhere on this output shaft but some configurations are shown here: one or more 2 pack generators longitudinally mounted along the output shaft, or one more 4 pack generators (each pack has 4 comer generators to mesh with the output shaft gear for them).

[0005] Another component that is part of this new system design patent is the vital decelerator pedal or brake pedal sensor (electric/mechanical) used to disengage the clutch and separate the flywheel rotational energy system from any EV braking/deceleration (especially frequent in land EV’s) and maintain P(rotational energy) stored. Since this is a new science technology, R&D will be required to investigate how many generators can be used or like electricity power stations plants, how many generators driven by turbines can be brought on line (even like hydroelectricity), based on P(rotational energy) storage lasting in the flywheel (and any needed use of the solar/wind energy small DC motor providing a ‘push’ to the flywheel when its at operating speeds), but the technology is now present to recharge an electric vehicle significantly while driving. In a worse case scenario where there is no solar, a little bit of mains battery, P(battery) might be used by using the electric motor to provide a little bit of energy to maintain the rotational energy system but as mentioned maybe this is all that is required and is completely sufficient so that solar/wind energy is not even necessary but is handy so why not make use of it. The clutch will hardly be used for air and sea EV’s but can still be present for sea EV’s as they do not exhibit frequent deceleration and braking and might not even need the clutch. In an air EV with multiple electric engines on the wing, they will have to transfer their energy back to the input shaft driving the flywheel via shafts/gears to drive the output shaft driving the generator packs. It should not be forgotten that the P(generators) are still charging the EV’s main batteries to reduce it battery depletion and increase the EV’s range.

[0006] There is also the option to disconnect the electric drive motor from driving the flywheel rotation energy and just use wind/solar to perform this ie. any external energy source to P(battery) can be attached to the flywheel that can be sourced, in order to minimize EV’s main battery demand and energy consumption and increase the EV’s range,

[0007] Mini Power Station Generator Packs Configuration: The 2 pack generators type are meshed along the output shaft longitudinally and will lie flat on the base of the vehicle adjacent the driving output shaft that has a gear to drive the each generator’s rotor (one gear can drive 2 or 4 generators depending on the gear meshing requirements of detail engineering gear design since there is the option of bringing the generators on line one at a time or pack by pack, there would be a need to gear mesh "in/out" hen needing to bring them on line. Two 2-pack generators (4 generators total) is estimated to take up some battery floor space estimated at around 1 sq ft long by 6x6” high and wide if each generator is sized at about 6” diameter; smaller compact generators might also be an option that are lighter as opposed to larger ones and use more small generators, this depends on the electrical engineering experts for the detail design. Generators will involve the usual materials of steel and copper (unless better) and so use the latest technology eg. brushless, DC/AG, advance electrical components, etc. - this is for the engineering detail design part of this new system, R&D and manufacturing. The 4-pack generators (or 4 generators in each comer of a pack) take up vertical space and less floor space of the EV’s mains batteries which is usually located at the base of the EV and using the same sizing estimates as the 2-pack, the vertical space is estimated at 1x1 sq ft area x 6” long and shorter output shaft to drive the generators if only one 4-pack is used, if 2 packs then at least 1 ft long (since space is required between the two 4-packs). [0008] Liabilities: If the input shaft feeds directly off the electric drive motor as an energy input, this RPM must be tolerated by the rest of the components of this design patent in mechanical strength ie. Clute h/Fly wheel, Output/Input Shaft, and the generator RPM limits, including the clutch engage/di sengage device, the gears to bring the generators on line and the DC motor sustaining the flywheel rotational energy also as an energy input. This is normal that manufacturers using a design patent manufacture components within their mechanical limits and for fatigue design. There is the possibility of too much power output from the generators and this design patent is not liable for unsafe use of the mini power station generators eg. for motorsport purposes and the land EV rockets off a comer killing the driver/passengers due to loss of traction or other component failure such as land EV suspension or its wheels fall off due to excessive power during traction. The purpose of this design patent is to provide constant mains battery charging during driving, flying or sailing and thus increase EV range and to provide power boost if there is any more generators electrical power available. The use of multiple generators will also need for the electromagnetic radiation (EMR) to be checked or mitigated/shielded from humans.

[0009] The ‘Electric Vehicle Mini Power Station Generators, Gearbox/Gears & Power Boost System’ now provides technology for the potential to generate EV land speed records from more electrical power, shorten air EV take-off length, generate EV range records, alleviate the amount of battery consumption/destruction in EV’s (where it might even be possible to not even use the mains battery once the generators are running), reduce demand for rare earth metals and its search or their depletion and thus provide overall sustainability; this will also assist in alleviating current EV batteries recycling demand.

[0010] Two DC generator alternators from internal combustion engines of 12V each (not AC) placed like a battery in series ie, total 12 + 12 = 24V ie. double the voltage combined. Thus two AC generators can also be used (one or more phases is more appropriate for EV drive motors) and their electrical power is combined.

[0011] The weights/inertia of all the components of the ‘Electric Vehicle Mini Power Station Generators, Gearbox/Gears & Power Boost System’ and flywheel/clutch is seen as more necessary to recharge the EV’s main batteries than loss, and furthermore it requires less energy once the entire rotational energy system is running, including the option of wind/solar energy and P(generators) input might even be able to remove the need to drain the EV’s main batteries constantly. If a rear wheel drive differential gearbox is used ie. the rear wheels are the input shaft energy providers and the land EV is not rear wheel drive, 2 wheels are used as the input energy to the differential gearbox, not one wheel (with no diff) as the energy input as this is unbalanced loading of one wheel, neither should there be any gearing components for each of the 2 rear wheel shafts, just connect both rear wheels to the differential gearbox in reverse mechanical energy flow from the usual internal combustion engine car method to drive the clutch and flywheel.

[0012] When P(extemal) energy includes P(wind) energy, this is used to spin a fan in the front intake/grille of the land EV instead of the radiator fan, in order to generate DC power to provide an energy source for the DC motor assisting in maintaining the drive of the flywheel rotational energy; an air EV might use a propeller, similarly a small sea EV.

[0013] The ‘Electric Vehicle Mini Power Station Generators, Gearbox/Gears & Power Boost System’ components for the drawings attached in a separate document as part of this design patent are items (3) to (14) and the numbers almost follow the direction of the mechanical energy input to the input shaft (except for the items DC motor and clutch controller) and are as follows: (1) Electric Vehicle (EV) mains battery (floor level low CG) (2) Electric Drive Motor (AC), Inverter, Gears and Differential Gearbox to Rear Drive Wheels (3) Flywheel or Clutch Input Shaft driven by (2) (this is not a component but to show the input shaft drive energy input) (4) Flywheel/Clutch Input Shaft (5) Clutch (6) Flywheel (Rotational Energy ‘Battery’ Storage) (7) Clutch Engage/Disengage Controller (Disengage on Brake or Decelerator pedal input; mainly for land EV’s) (8) Output shaft from Flywheel (extending pass the generator packs that are mounted against it via gears (12) to drive the generator rotors depending on which generators are brought on line; the output shaft serves to drive the multiple generator packs) (9) Output shaft end mount (10) First 2-pack generators set; used in this drawing purpose only to show where it can be situated (11) Second 4-pack generators set; like the 2-pack can be situated in this position (position along the output shaft is arbitrary including the total number of generators to be mounted and which ones are to be used) (13) DC motor for P(extemal) energy source to P(mains battery) to maintain the rotational energy system; it may or may not be needed if P(generators) is sufficient to charge the mains battery but is recommended to be used or might be necessary if the mains batteries cannot be charged sufficiently by P(generators) or if desiring to completely isolate Pfmains battery) from running the EV once P(generators) and the rotational energy system is at operating speeds and found to be completely sufficient to not necessitate the use of Pfmains battery) or occasionally charge it when it is used for other electrical systems (14) Small Wind Turbines (2 wind turbines shown on the drawings are not car radiator fans) providing free wind energy input to the wind turbine to generate electricity (DC/AC) to run the small DC motor (or AC motor depends on the electrical engineering experts) to assist in driving the flywheel to sustain the rotational energy system (15) DC motor energy input from the free solar panels energy source (optional but recommended just as the free wind energy input); these panels can be placed anywhere on the surface of the EV (land, sea or air) - any type of external energy source can be put to use onto this small DC motor (or AC) sustaining the flywheel rotational energy system by driving the flywheel (giving it an angular force push since it is already in motion). These components (3) to (15) are this design patent for the ‘next gen’ EV (land, sea or air) ie. the ‘Electric Vehicle Mini Power Station Generators, Gearbox/Gears & Power Boost System’ design patent, the world’s first entire electricity power station plant to run factories and houses in multiphase AC is now possible to be fitted into a small EV, and does not include the rest of the EV construction components and certainly also requires (1) and (2), suitable for the use of land, sea or air EV, the application is shown in the drawings for land EV but as described can also be used in air or sea EV’s with changes in how energy is supplied to the input shaft of this design patent and whether or not to use the clutch with the flywheel, and is not a difficult system to build. (Note that all dimensions in the drawing are not to scale but is a component representation on the drawing where the components are known components in the automotive industry unless an estimated dimension is placed on the drawing. The solar panel component is not shown and can be placed anywhere suitable on the EV land, sea or air - but are not used for military usage due to potential battle damage.)

[0014] The Use of Free Energy to Sustain the Rotational Energy System: Solar only powered cars charging up batteries are an example of early electric vehicles (EV’s) but their speed is not useful and power is too low for effective land vehicle operations (military/civilian), and how long can it last if there is no solar and how long is the wait time for solar to appear and charge up the EV ? In this design patent, when the rotational energy system is at operating speed, the multiple generators (one at a time or a pack at a time) can be gear meshed with the output shaft from the flywheel rotational energy system to generate electricity, but it needs energy input to sustain the rotational inertia and run the generators (as many as possible). This design patent uses free energy inputs to run the electricity generators (3 in total in this design patent but any other free energy sources to the flywheel would also be beneficial): (1) ‘free’ mechanical energy from the electric drive motor of a land EV which has an output shaft that drives the EV’s drive wheels; any machine with a shaft that rotates at a useful RPM can be made use of to assist in driving this flywheel that is already in motion and this mechanical energy is ‘free’ in the sense that the flywheel is already in motion and the rotating shaft is going to be required anyway to drive the land EV’s drive wheels so why not use some of it after all, the rotational energy system at operating speeds is not starting from stand still, so the mechanical energy that is being taken from this electric motor shaft is much less than the stand still start up energy and just taking some of this mechanical energy that is already required to drive the EV’s drive wheels, to take just a little of it to sustain the rotational energy system using the input shaft to the clutch and flywheel (air EV’s might not need the clutch or a clutch/gear system is used to startup the flywheel only when the air EV’s electric drive motor’s engine is running to reduce startup load), its only ‘free’ energy in the sense that the electric motor shaft is already doing work to drive the land EV’s drive wheels and not a lot of this energy is being asked to sustain the flywheel rotational energy system (2) definitely free energy wind turbine; if a land EV is driving at 60 to 100km/h and more, why not make use of this land, sea or air vehicle thrust and its headwind to drive wind turbines and generators to create electricity (when there are times that wind farms propeller blades are not spinning fast as there is no wind, but here there is EV thrust wind, so for the first time, it is being made use of in land, sea or air EV’s) to drive the small DC/AC motor driving the flywheel (3) solar energy is also free energy that can also be used to drive this rotational energy system via the DC/AC small motor driving the flywheel. So there are 2 energy inputs to this rotational energy system ie. the input shaft driving the flywheel (only from the electric drive motor) or the small DC/AC motor driving the flywheel (wind/solar or any other free energy source or a very low emission energy source using just a little hydrocarbon burning to sustain the rotational energy system that is already spinning, which might be tolerable for air travel using EV’s), so both of these 2 inputs are driving/sustaining the flywheel rotational energy system (the electric drive motor provides the stand still startup energy to the rotational energy system). (4) The electricity generators of the mini power station driven by this rotational energy system is also providing some amount of ‘free’ energy as opposed to not having any electricity generators in current EV other than the braking/decelerating charging system using the electric drive motor as a generator but this is constantly interrupted as it only charges on braking/decelerating compared to this mini power station that performs uninterrupted charging and also very likely high powered charging of the EV’s main batteries. The question is what is the maximum number of generators that this new electrical system can bring on line using the rotational energy system and provide uninterrupted charging of the EV’s main batteries. Current land EV’s can drive at a speed of 100km/h which is a much better speed than any free energy pure ‘solar’ or only solar energy powered cars, but in this new system design patent, what if the multiple generators do not just provide some charging of the EV’s main batteries and extend EV range but instead have excess electrical power generated leftover, the land EV with a powerful electric motor can all of a sudden have an injection of electrical power, a power boost, and it can instead drive at 200km/h (depending on the electric motor and the EV’s traction design), which might be the potential of this spinning multiple generators electricity power station and is already an improvement over current land EV’s as it offers uninterrupted EV main battery charging or if not for performance, this injection of power can run other systems. The use of this spinning mini electricity power station and free energy inputs can be applied to many other sectors, those that have a usable rotating shaft at sufficient power RPM and sufficient wind/solar inputs. For example military trucks could become EV’s using this mini electricity power station running the generators on the floor like this design patent’s drawings document of this system and if they drive at good usable wind speeds, the wind turbines will also be effective, solar panels might assist the rotational energy system as well on top of the roof since there won’t be a lot of bullets up there unless its urban warfare and it is shot at onto the solar panels on the roof from high buildings (just avoid this scenario) - military truck logistics vehicle as EV’s save on fuel and the cost savings can be used for personnel and weapons, also provides zero emissions. Fuel savings can also be applied to ship EV’s using this mini electricity power station and multiple electric drive motor propellers partially combined with smaller diesel engines running propellers partially resulting in lower emissions compared to full diesel only engine and ship generators, and if military logistics ships would also have fuel savings costs that can use the money elsewhere; further advancements might even lead to 100% electric driven propellers in ships instead of partial, although navies might not like it if the electric motors do not produce enough power to drive heavy ships, however the application in light EV’s is much better. A light air EV electric motor propellers of 100 passengers instead of 2 passengers might even be possible using as many little electricity generators as possible to keep recharging the EV’s main batteries, and it might even traverse oceans in range (but at prop speed not jet speed so the trip is longer but there is zero emissions and at least there is the possibility of crossing oceans and at least the EV’s main batteries are not being depleted gradually but uninterrupted charging is taking place). Large military drone air EV’s with electric drive motors (thrust propellers output) and wind turbine (wind/thrust propeller turbines input free energy) using this mini power station multiple generators and rotational energy system will have extended range on the EV’s main batteries and might be in the air for a very long time until return to base. Infantry fighting vehicles might also be able to become EV using this design patent and thus present fuel cost savings and zero emissions across the fleet so that this fuel expenditure can be transferred to more personnel or weapons acquisition, however heavy armored main battle tanks are not anticipated to be able to use electric motors to achieve their weight movement and speeds. By converting as many vehicles and vehicle types to the new technology of EV’s, a country’s military air force, army and navy could save hundreds of millions of dollars in not having to use hydrocarbon internal combustion engines but instead electricity and zero emissions using this spinning mini electricity power station generators and rotational energy system for extended range and electrical power performance, and then direct this fuel cost savings to personnel and weapons. Therefore this new design patent technology, the world’s first of squeezing an entire electricity power station plant (like one that supplies power to houses and factories) into a small EV has the potential for useful applications (subject to R&D), maybe it is not just 2-pack generators that can be run but several or more electricity generators in this spinning mini electricity power station can be brought on line using this rotational energy system and the power output from these generators are combined, like a battery in series as mentioned in para [0010] provides more power.

Claims

CLAIMS (Para 1-7 and 8 pages total) - “The claims defining the invention is as follows:”

1. Background of the New Invention: Electric vehicle (EV) (land, sea or air) main batteries are constantly being used up in their capacity and at a low enough point, electric power is reduced and EV is put out of service or military/civilian operations ceased until the main batteries are recharged, but with this design patent new technology there is now potential technology available to increase EV range by constantly charging the EV batteries, no matter whether there are frequent decelerations or braking such as in current EV land civilian vehicles where some manufacturers even use this braking and deceleration to try and extract any mains battery charging capabilities (which can still be used and is not part of this design patent), but this design patent will instead charge constantly even during braking and deceleration, ie. beneficially uninterrupted in charging, and air EV’s once in constant steady flight that do not suffer decelerations and braking effects will benefit from this (including sea EV’s once on voyage), therefore an increase in range is expected, the extent unknown from this new technology design patent, but any range extension is beneficial for this new zero/low emissions world that humanity is undertaking to reduce hydrocarbon pollution of the atmosphere and heating effects. Even if one were to fly slower but with an extended range, this would be beneficial and might even cross oceans. Therefore this design patent new technology will recharge the EV while driving, sailing or flying just like an internal combustion lead acid battery is charged while driving but without hydrocarbon energy consumption and pollution and preventing the EV battery capacity from being depleted to 80%, 50% to 20% in current EV technology, and then out of operations. Furthermore this new design patent technology provides the potential to increase electric power available (subject to further research and testing ie. R&D if there is any leftover electric power available from charging the EV’s main battery and the multiple generators or stop the battery charging temporary for extra electrical power boost or for other needs as some generators can be divided for other uses) which such an increase is unheard of as this is the opposite of the mains battery reducing in capacity as the mains battery drains, and this is due to the multiple generator packs and configuration driven by a single output shaft from this ‘Mini Power Station Generators, Gearbox/Gears & Power Boost System’ design patent, which also has flywheel, clutch and input shaft driving this entire system and some other components.

2. The physics of EV’s is such that they have a Conservation of Energy System where P(battery) = P(in) = Pout [ie. P(electric drive motor, inverter, etc)] and eventually the battery full capacity is depleted with all energy used up to propel the EV and its systems and any losses so that P(out) ~ 0. This design patent ‘Mini Power Station Generators, Gearbox/Gears & Power Boost System’ is designed to break the EV Laws of Physics energy conservation equation; it also does this by the use of any external energy source free/low/zero emissions (external to P(battery) energy) by a solar and wind energy input (optional but recommended) as part of this new system (to power a small DC motor) to mainly assist with the rotational energy stored in this new design system (which does not require much energy input once in rotational motion when the initial resisting rotational inertia is overcome), alternately it can directly charge the EV main batteries or it can have its wind/solar (auxiliary energy sources) use a separate much smaller battery system just to run the DC motor; the use of this separate small battery is for detail design but the DC motor has an essential purpose of assisting maintaining the flywheel rotational energy of this system. There is also mechanical energy input coming from the EV’s electric drive motor which does not have to lose much energy from P(battery) as this is needed to just keep the flywheel rotational energy ‘battery’ spinning, once the flywheel is at operational speeds, by imparting an angular force to the gear teeth driving this new design system to provide this ‘spin-push’ maintenance so that it does not have to overcome the entire standstill rotational inertia of the flywheel, clutch, gears of this system all over again that had set it in motion.

3. The ‘Electric Vehicle Mini Power Station Generators, Gearbox/Gears & Power Boost System’ makes use of a rotational energy system, rotational inertia storage that once the flywheel has spun up to operating speed, it only requires a much less angular force on the gear teeth driving the flywheel (rotational energy battery storage device) to maintain this spin, so it uses a little of the EV drive motor energy once it has overcome the resisting flywheel standstill rotational inertia and then the flywheel is used to drive an output shaft which in turn drives the gears, that once engaged will bring the specific one or more generators on line, depending on electrical charging needs and how many generators are possible (including with the assistance of P(extemal) energy source, separate from the EV mains battery energy source such as solar/wind energy driving the DC motor component of this system which is then used to also sustain the flywheel rotational energy system, the more of these external energy sources the better). This will replace the old single alternator (DC) and fan belt system of an internal combustion engine to charge a 12 V lead acid battery with a new system of multiple generators (DC/AC), flywheel and DC motor, clutch and clutch controller, gearbox/gears for mechanical energy transfer and input/output shaft which is a mini electricity power station plant (like a hydroelectricity plant supplying energy to houses and bringing on their generators one at a time) and where the AC generated can even be multiple phases where electric drive motors use multiple phases. The more generators that can be run, the more electrical power is available for EV main batteries charging, for power boost and for other consumption system uses such as police radar, radios, microwave oven, electric cookers, winches, etc.

4. The stored rotational inertia energy system, apart from using a little of the electric drive motor energy once spun up, can also be run by external energy sources other than the EV’s main batteries, by using these external energy sources such as solar/wind or others to run a DC motor that drives the flywheel to sustain the flywheel rotational energy (these external energy sources can have their own batteries to store up energy to drive this DC motor or just charge up the mains battery to drive this DC motor. Where there is no solar energy there is the option of using a very small hydrocarbon electricity generator engine to keep the DC motor running or that is the flywheel rotational sustained, which occurs in night flying air EV’s on long flight but these external energy sources might not even be necessary if P(generators) energy can completely run the entire EV or if not at least provide extended range. The rotational energy system is always to be maintained by mechanical energy from the electric drive motor or mains battery usage providing P(generators) and uses much less energy when at rotational operating speed or the rotational energy system is also to be maintained by external energy sources via the DC motor driving the flywheel to sustain the flywheel which requires much less energy at operating speeds compared to starting it up at standstill to overcome the inertia of this whole new patent components (if the generators are not started up initially and connected to the output shaft), but P(generators) might even be sufficient to provide for all energy needs including EV’s main battery charging, however why waste the solar and wind external energy source to the DC motor available as part of this design patent ‘Electric Vehicle Mini Power Station Generators, Gearbox/Gears & Power Boost System’ as shown in the drawings document attached as part of this design patent. If the EV’s main batteries do not need to be used due to P(generators) energy, this is even better to preserve the EV range of the mains battery, as well as being environmentally sustainable by using less EV batteries, energy to recycle them and to use up and look for rare earth metals for batteries. Therefore the new equation for the EV Conservation of Energy is not P(battery) = P(in) = P(out) [ie. P(electric drive motor, electrical systems, inverter) + P(initial flywheel standstill overcome energy) + P(initial generators; optional to start this up at standstill) ]. There is now a second equation AP(in) = P(all types of external energy injector source to P(battery)) = P(solar/wind) + P(rotational energy) + P(generators) that adds in external energy to the first equation and does not conserve that first energy equation but breaks it.

5. The stored rotational energy system is also maintained by removing the effects of frequent deceleration/braking particularly on land EV’s by utilizing a clutch on the flywheel to disengage these effects from slowing down the rotational energy system, thus preserving the running of the output shaft driving the multiple generators that are charging the EV’s mains batteries and possibly even providing extra electrical power and some of the other generators might be used for other purposes. The disengaging flywheel clutch might not even be required for air vehicles as once the rotational energy system is at operating speed on the ground, the generators can be brought on line, one or more at a time until sufficient, to provide extra electrical energy for a shorter runway take-off, and once in flight there is no need to use the clutch for frequent deceleration/braking like land EV’s and air EV’s want to minimize weights such as the clutch (for sea EV’s once at sail on course frequent deceleration/braking does not occur until docking or anchoring or slow speeds eg. trawling/fi shing or sightseeing, so sea EV’s would still utilize this clutch to prevent loss of the flywheel rotational energy running the output shaft and generators).

6. The ‘Mini Power Station Generators, Gearbox/Gears & Power Boost System’ is not difficult to build and the weight of the system or energy losses is offset by the presence of P(generators) energy to constantly charge up the EV’s main batteries and the requirement to sustain the rotational energy system (assisted by the DC motor option true external energy sources compared to P(generators) which might use some of the EV’s main batteries while the rotational system is at operating speed) but where the energy used to sustain the rotational energy system is lesser than that required at flywheel and system standstill and thus provide the EV extended range through use of the multiple generators and rotational energy system as well as the DC motor external energy sources sustaining the rotational energy system; how far this extended range is unknown but if the EV’s main batteries do not need much charging, P(generators) all by itself might be able to sustain the EV, and in the best case scenario might not even need the DC motor external energy source (solar panels and wind fans) but it is part of this design patent components so it should not be wasted (and could even be essential as part of EV range extension and multiple generators operation). If there is a lot of extra electrical power leftover from P(generators), power boost vehicle performance is achievable (perhaps even a faster electric car and longer range electric car for the character ‘Bond 007’), shorter air EV take-off on the runway and power for other electrical systems; but performance can always be demanded, just have to deplete the mains battery more and lose EV range or P(generators) can completely provide for this if there is a lot of extra electrical power available.

7. The Use of Free Energy to Sustain the Rotational Energy System: Solar only powered cars charging up batteries are an example of early electric vehicles (EV’s) but their speed is not useful and power is too low for effective land vehicle operations (militaiy/civilian), and how long can it last if there is no solar and how long is the wait time for solar to appear and charge up the EV ? In this design patent, when the rotational energy system is at operating speed, the multiple generators (one at a time or a pack at a time) can be gear meshed with the output shaft from the flywheel rotational energy system to generate electricity, but it needs energy input to sustain the rotational inertia and run the generators (as many as possible). This design patent uses free energy inputs to run the electricity generators (3 in total in this design patent but any other free energy sources to the flywheel would also be beneficial): (1) ‘free’ mechanical energy from the electric drive motor of a land EV which has an output shaft that drives the EV’s drive wheels; any machine with a shaft that rotates at a useful RPM can be made use of to assist in driving this flywheel that is already in motion and this mechanical energy is ‘free’ in the sense that the flywheel is already in motion and the rotating shaft is going to be required anyway to drive the land EV’s drive wheels so why not use some of it after all, the rotational energy system at operating speeds is not starting from stand still, so the mechanical energy that is being taken from this electric motor shaft is much less than the stand still start up energy and just taking some of this mechanical energy that is already required to drive the EV’s drive wheels, to take just a little of it to sustain the rotational energy system using the input shaft to the clutch and flywheel (air EV’s might not need the clutch or a clutch/gear system is used to startup the flywheel only when the air EV’s electric drive motor’s engine is running to reduce startup load), its only ‘free’ energy in the sense that the electric motor shaft is already doing work to drive the land EV’s drive wheels and not a lot of this energy is being asked to sustain the flywheel rotational energy system (2) definitely free energy wind turbine; if a land EV is driving at 60 to 100km/h and more, why not make use of this land, sea or air vehicle thrust and its headwind to drive wind turbines and generators to create electricity (when there are times that wind farms propeller blades are not spinning fast as there is no wind, but here there is EV thrust wind, so for the first time, it is being made use of in land, sea or air EV’s) to drive the small DC/AC motor driving the flywheel (3) solar energy is also free energy that can also be used to drive this rotational energy system via the DC/AC small motor driving the flywheel. So there are 2 energy inputs to this rotational energy system ie. the input shaft driving the flywheel (only from the electric drive motor) or the small DC/AC motor driving the flywheel (wind/solar or any other free energy source or a very low emission energy source using just a little hydrocarbon burning to sustain the rotational energy system that is already spinning, which might be tolerable for air travel using EV’s), so both of these 2 inputs are driving/sustaining the flywheel rotational energy system (the electric drive motor provides the stand still startup energy to the rotational energy system). (4) The electricity generators of the mini power station driven by this rotational energy system is also providing some amount of ‘free’ energy as opposed to not having any electricity generators in current EV other than the braking/decelerating charging system using the electric drive motor as a generator but this is constantly interrupted as it only charges on braking/decelerating compared to this mini power station that performs uninterrupted charging and also very likely high powered charging of the EV’s main batteries. The question is what is the maximum number of generators that this new electrical system can bring on line using the rotational energy system and provide uninterrupted charging of the EV’s main batteries. Current land EV’s can drive at a speed of 100km/h which is a much better speed than any free energy pure ‘solar’ or only solar energy powered cars, but in this new system design patent, what if the multiple generators do not just provide some charging of the EV’s main batteries and extend EV range but instead have excess electrical power generated leftover, the land EV with a powerful electric motor can all of a sudden have an injection of electrical power, a power boost, and it can instead drive at 200km/h (depending on the electric motor and the EV’s traction design), which might be the potential of this spinning multiple generators electricity power station and is already an improvement over current land EV’s as it offers uninterrupted EV main battery charging or if not for performance, this injection of power can run other systems. The use of this spinning mini electricity power station and free energy inputs can be applied to many other sectors, those that have a usable rotating shaft at sufficient power RPM and sufficient wind/solar inputs. For example military trucks could become EV’s using this mini electricity power station running the generators on the floor like this design patent’s drawings document of this system and if they drive at good usable wind speeds, the wind turbines will also be effective, solar panels might assist the rotational energy system as well on top of the roof since there won’t be a lot of bullets up there unless its urban warfare and it is shot at onto the solar panels on the roof from high buildings (just avoid this scenario) - military truck logistics vehicle as EV’s save on fuel and the cost savings can be used for personnel and weapons, also provides zero emissions. Fuel savings can also be applied to ship EV’s using this mini electricity power station and multiple electric drive motor propellers partially combined with smaller diesel engines running propellers partially resulting in lower emissions compared to full diesel only engine and ship generators, and if military logistics ships would also have fuel savings costs that can use the money elsewhere; further advancements might even lead to 100% electric driven propellers in ships instead of partial, although navies might not like it if the electric motors do not produce enough power to drive heavy ships, however the application in light EV’s is much better. A light air EV electric motor propellers of 100 passengers instead of 2 passengers might even be possible using as many little electricity generators as possible to keep recharging the EV’s main batteries, and it might even traverse oceans in range (but at prop speed not jet speed so the trip is longer but there is zero emissions and at least there is the possibility of crossing oceans and at least the EV’s main batteries are not being depleted gradually but uninterrupted charging is taking place). Large military drone air EV’s with electric drive motors (thrust propellers output) and wind turbine (wind/thrust propeller turbines input free energy) using this mini power station multiple generators and rotational energy system will have extended range on the EV’s main batteries and might be in the air for a very long time until return to base. Infantry fighting vehicles might also be able to become EV using this design patent and thus present fuel cost savings and zero emissions across the fleet so that this fuel expenditure can be transferred to more personnel or weapons acquisition, however heavy armored main battle tanks are not anticipated to be able to use electric motors to achieve their weight movement and speeds. By converting as many vehicles and vehicle types to the new technology of EV’s, a country’s military air force, army and navy could save hundreds of millions of dollars in not having to use hydrocarbon internal combustion engines but instead electricity and zero emissions using this spinning mini electricity power station generators and rotational energy system for extended range and electrical power performance, and then direct this fuel cost savings to personnel and weapons. Therefore this new design patent technology, the world’s first of squeezing an entire electricity power station plant (like one that supplies power to houses and factories) into a small EV has the potential for useful applications (subject to R&D), maybe it is not just 2-pack generators that can be run but several or more electricity generators in this spinning mini electricity power station can be brought on line using this rotational energy system and the power output from these generators get combined, like a battery in series provides more power.