Dual Drive Electric Vehicle with Unlimited Range Drive capabilities

Abstract

A system describing Unlimited Range Drive capabilities of electric vehicles using machine learning techniques, assisted by intelligent battery modules and high voltage continuous variable power plant, the intelligent battery and power plant modules work in harmony and continuously provide feedback to each other, causing a battery to recharge while the other is in use to drive, this charging/recharging process and dynamically switching battery in use is continued until physical life of batteries is exhausted approximately 10 to 15 years, dynamic coordination of modules with dynamic switching of batteries, achieves unlimited range drive capabilities which may exceed 1 million mile drive on a single high voltage battery charge, this platform can be implemented in larger chassis, light duty trucks, vans, heavy duty cargo tractor trailer, race cars, two/three wheelers and commercial public transportation buses, the system provides clean environment and reduces power drain from residential power grids.

Claims

1. A Race Performance (RP) CVPP is a high performing, machine learning system comprising of an intelligent battery module-recharge (IBM-R), an intelligent battery module-discharge/recharge (IBM-D/R), a Race Performance continuously variable power plant (RP-CVPP), a Race Performance Drive Motor (RP-DDM), a race performance high voltage battery pack (BAT) a race performance high voltage battery pack one (BAT1), a race performance high voltage battery pack two (BAT2): One or more processor, one or more, memories, one or more sensors; The IBM-D/R interprets a request from a racecar driver and begins to deliver high voltage to the RP-DDM initial request made from a driver depressing the accelerator pedal which will cause the racecar wheels to propel forward or reverse; The RP-DDM energizes from high voltage current supply by IBM-D/R; The RP-DDM is consuming high voltage alternating current energy of BAT1 or BAT2 to drive the wheels depending on the racecar load configuration at that time, The RP-DDM will recover off throttle high voltage alternating current and will deliver it to the IBM-D/R where it is converted to high voltage direct current and supplied back to the BAT in use at that time; The IBM-D/R reads the BAT1 and BAT2 state of charge (SOC) dynamically, and determines which of the BAT1 or BAT2 has highest SOC for use; The IBM-D/R receives the SOC data from the BAT1 or BAT2, and makes a determination of which of the BAT1 or BAT2 needs recharging by its lowest SOC data while the racecar is moving; The IBM-D/R shares the SOC data from the BAT1 or BAT2 to the IBM-R to determine recharge requirements, and then the IBM-R sends commands to the RP-CVPP; The RP-CVPP rotates via left front wheel hub or right front wheel hub from the racecar propulsion, and varies dependent on individual wheel speed of the racecar to generate high voltage energy; The IBM-R and IBM-D/R feedback the racecar's operational parameters continuously to each other, and the IMB-R directs the RP-CVPP to change the high voltage output based on the operational parameters, the outputted high voltage current used to charge the BAT1 or BAT2 is controlled by IBM-R, while BAT2 or BAT1 is in discharging state, wherein the IBM-D/R dynamically determines which BAT has higher SOC, and seamless automatically perform BAT switching to supply high voltage alternating current to the RP-DDM, achieving continuous electric drive on a single initial BAT charge; The IBM-R receives the BAT1 and BAT2 status information dynamically and transmits the status information to the driver.

2. The RP-CVPP system of claim 1, wherein the dashboard displays the operational parameters comprising: The racecar speed, the BAT1 and BAT2 SOC, the BAT temperatures, BAT humidity and BAT nominal voltages; wherein the dashboard display remaining battery charge on BAT currently being used.

3. The RP-CVPP system of claim 1, wherein the RP-CVPP rotates via left front wheel hub or right front wheel hub from racecar propulsion and varies its output high voltage recharge rates according to the recharge requirements, adjusts the RP-CVPP output, generating variable three phase high voltage alternating current, wherein high voltage current is transmitted to the IBM-R using a heavy duty (HD) three phase high voltage harness.

4. The RP-CVPP system of claim 1 wherein the RP-CVPP reads request from the IBM-R and outputs high voltage current to the IBM-R.

5. The RP-CVPP system of claim 1, wherein the RP-DDM recovers off throttle high voltage alternating current to recharge the BAT that is supplying its drive energy, wherein high voltage energy is transmitted to the BAT1 or BAT2 using HD direct current high voltage harness to the IBM-D/R.

6. The RP-CVPP system of claim 1, wherein the high voltage BAT that is at a low SOC receives high voltage current from the IBM-R, wherein high voltage energy is transmitted to the BAT1 or BAT2 using an HD high voltage direct current harness.

7. The RP-CVPP system of claim 1, wherein the IBM-R is communicating commands to the RP-CVPP which will interpret and direct output recharge rates of the three phase high voltage alternating current.

8. The RP-CVPP system of claim 1, wherein the IBM-R receives high voltage alternating current energy from the RP-CVPP, wherein the high voltage alternating current is three phase current energy, wherein the IBM-R converts the high voltage alternating current energy to high voltage direct current energy and supplies it to the BAT1 or BAT2.

9. The RP-CVPP system of claim 1, wherein the IBM-D/R is commanding the RP-DDM for drive power, wherein the RP-DDM recovers off throttle energy, which is supplied back to the BAT1 or BAT2, wherein the IBM-D/R dynamically monitors the high voltage BAT1 or BAT2 SOC while receiving feedback from the IBM-R.

10. The RP-CVPP system of claim 1, wherein the low voltage conversion module (LVCM) is a low voltage control module responsible for suppling the 12 volts to the IBM-R and the IBM-D/R for initial key on power supply, and to a 12 volt cooling circuit and its associated 12 volt components.

11. The RP-CVPP system of claim 1, wherein the high voltage BAT1 or BAT2 is high voltage direct current assembly and is carbon fiber construction using lithium-ion state or solid-state battery technology and emerging battery technologies.

12. The RP-CVPP system of claim 1, wherein the wireless wheel speed sensors are located at the first and second axles wheels and communicates this wheel speed data to the IBM-R.

13. A Race Performance (RP) Unlimited Range Drive (URD) machine learning system comprising of an intelligent battery module-recharge (IBM-R), an intelligent battery module discharge/recharge (IBM-D/R), a RP-CVPP, an RP-DDM, high voltage battery assembly one (BAT1) and a high voltage battery assembly two (BAT2): One or more processor; and one or more memories; one or more sensors; The IBM-D/R interprets a request from the racecar driver and begins to deliver high voltage energy to the RP-DDM which causes the racecar wheels to propel the racecar forward or backward; The RP-DDM energizes from high voltage current supply by the IBM-D/R; The RP-DDM is consuming high voltage alternating current energy of the BAT 1 or BAT 2 to drive the wheels for racecar propulsion; The RP-DDM recovers off throttle alternating high voltage energy and delivers it back to the IBM-D/R which then converts it to high voltage direct current and supply back to the BAT in use; The RP-DDM will receive its high voltage current via the HD three phase high voltage harness supply by the IBM-D/R; The IBM-D/R receives the state of charge (SOC) data from the BAT1 and the BAT2, and makes a determination of which of the BAT1 or BAT2 needs recharging by its lowest SOC data while the racecar is in motion; The IBM-D/R shares this SOC data from the BAT1 and BAT2 to the IBM-R to determine recharge requirements then the IBM-R sends commands to the RP-CVPP; The RP-CVPP rotates via left front wheel hub or right front wheel hub from racecar propulsion and varies its output recharge rate; The RP-CVPP generates alternating high voltage current and supplies it to the IBM-R where it is converted to high voltage direct current for BAT1 or BAT2 that has been depleted under the command of the intelligent battery module-discharge/recharge (IBM-D/R), The IBM-R and IBM-D/R feedback the racecar operational parameters continuously to each other, and the IBM-R commands the RP-CVPP to change high voltage output based on the operational parameters, the outputted high voltage used to charge the BAT1 or BAT2 while BAT2 or BAT1 is in discharging state, wherein the IBM-R dynamically determines which BAT has higher state of charge (SOC), and seamless automatically perform BAT switching to supply higher voltage energy to the RP-DDM, which causes unlimited drive on a single initial BAT charge.

14. The RP-CVPP system of claim 13, wherein the RP-CVPP dynamically adjusts recharge rate to provide electrical output to produce high voltage current to supply to the IBM-R using a HD three phase harness, wherein IBM-R converts high voltage alternating current to high voltage direct current to charge the BAT1 or the BAT2 using HD direct high voltage harness.

15. The RP-CVPP system of claim 13, wherein the RP-DDM recover off throttle high voltage energy to recharge the BAT that is supplying its drive energy, wherein high voltage current is transmitted to the BAT 1 or BAT 2 using HD direct current high voltage harness, wherein the IBM-D/R is commanding the RP-DDM for drive power, wherein the IBM-D/R dynamically monitors the high voltage BAT 1 and BAT 2 state of charge (SOC) while receiving feedback from the IBM-R.

16. A Race Performance (RP) Unlimited Range Drive (URD) machine learning method comprising: The intelligent battery module-discharge/recharge (IBM-D/R) interprets the request from a racecar driver and begins to deliver high voltage energy to the RP-DDM which causes the wheels to propel the racecar forward or reverse; The RP-DDM energizes from high voltage current supply by the IBM-D/R; The RP-DDM is consuming high voltage alternating current energy of the BAT1 or BAT2 to the drive the wheels for racecar propulsion; The RP-DDM can recover off throttle high voltage alternating current and delivers it to the IBM-D/R where it is converted to high voltage direct current and supply back to the BAT in use; The intelligent battery module-discharge/recharge (IBM-D/R) reads the BAT1 or BAT2 has highest SOC for use; The intelligent battery module-discharge/recharge (IBM-D/R) receives the state of charge (SOC) data from the BAT1 and the BAT2 and decides of which of the BAT1 or BAT2 needs recharging by its lowest SOC data while the racecar is moving; The intelligent battery module-discharge/recharge (IBM-D/R) shares the SOC data from the BAT1 and BAT2 to the intelligent battery module-recharge (IBM-R) to determine recharge requirements, and the IBM-R sends commands to the RP-CVPP; The RP-CVPP rotates via axle shaft from the racecar propulsion, and varies its output gear ratio consequentially varying the 3 phase alternating current; The RP-CVPP generates high voltage alternating current and supplies to the (IBM-R) where it converted to high voltage direct current, then supplies it to the BAT1 or BAT2 that has been depleted under the command of the intelligent battery module-discharge/recharge (IBM-D/R); The IBM-R and the IBM-D/R feedback the racecar operational parameters continuously to each other, and the IBM-R commands the RP-CVPP that directs high voltage output based on the operational parameters, the outputted high voltage current used to charge the BAT1 or BAT2 is controlled by the IBM-R, while BAT2 or BAT1 is in discharging state, wherein the IBM-D/R dynamically determines which BAT has higher state of charge (SOC), and seamless automatically perform BAT switching to supply alternating high voltage current to the RP-CVPP, which causes unlimited drive on a single initial BAT charge; The IBM-R receives the BAT1 and BAT2 status information dynamically and transmits the status information to a dashboard display.

17. The RP-CVPP system of claim 16, wherein the RP-CVPP rotates via left front wheel hub or right front wheel hub from racecar propulsion and varies its output high voltage recharge rates according to the recharge requirements, adjusts the RP-CVPP output, generating variable three phase high voltage alternating current, wherein high voltage current is transmitted to the IBM-R using a heavy duty (HD) three phase high voltage harness.

18. The RP-CVPP system of claim 16, wherein the RP-DDM recovers off throttle high voltage alternating current to recharge the BAT that is supplying its drive energy, wherein high voltage energy is transmitted to the BAT1 or BAT2 using HD direct current high voltage harness to the IBM-D/R.

19. The RP-CVPP system of claim 16, wherein the IBM-D/R is commanding the RP-DDM for drive power, wherein the RP-DDM recovers off throttle energy, which is supplied back to the BAT1 or BAT2, wherein the IBM-D/R dynamically monitors the high voltage BAT1 or BAT2 SOC while receiving feedback from the IBM-R.

20. The RP-CVPP system of claim 16, wherein the low voltage conversion module (LVCM) is a low voltage control module responsible for suppling the 12 volts to the IBM-R and the IBM-D/R for initial key on power supply, and to a 12 volt cooling circuit and its associated 12 volt components.

Description

BRIEF DESCRIPTION OF FIGURES

[0014] FIG. 1. Shows overview of URD high voltage layout.

[0015] FIG. 2. Shows low voltage conversion layout including wireless communication for speed sensors.

[0016] FIG. 3. Details continuous variable transmission side of FIG. 9 continuous variable power plant (CVPP).

[0017] FIG. 4. Details the three-phase high voltage generator side of FIG. 9 CVPP

[0018] FIG. 5. Shows overview of the intelligent battery module-recharge unit (IBM-R) controlling and commanding high voltage energy from FIG. 9 CVPP and high voltage batteries.

[0019] FIG. 6. Shows overview of the intelligent battery module-recharge/discharge unit (IBMR/D) receiving commands from IBMR in FIG. 5 and commands electric dual drive motor in FIG. 7.

[0020] FIG. 7. Details the electric dual drive motor responsible for receiving the three-phase high voltage energy from IBMR/D in FIG. 6 and converting it into rotational movement, driving the rear wheels.

[0021] FIG. 8. Shows high voltage (HV) battery one and HV battery two in either lithium ion or solid-state battery

[0022] FIG. 9. Details the assembly and design of the CVPP unit in which is internally comprised of the CVT from FIG. 3 and the HV generator from FIG. 4

[0023] FIG. 10. Shows overview of original schematic of Unlimited Range Drive prior to the development of FIG. 9, CVPP.

[0024] FIG. 11. Details basic component layout of the creative URD system under full rear wheel drive mode powered by a fully charged HV battery while the front axle is recharging the drained HV battery.

[0025] FIG. 12. Details the full heavy-duty layout of HD-URD with a high capacity front CVPP originally detailed in FIG. 9.

[0026] FIG. 13. Shows the design of the HD-CVPP unit utilized in FIG. 12 HD-URD.

[0027] FIG. 14. Shows drive axle one of the HD-URD overview from FIG. 12 fitted with (HD) dual drive electric motor.

[0028] FIG. 15. Details the super duty, single drive electric motor from FIG. 12 that delivers power to FIG. 16. E-differential

[0029] FIG. 16 shows E-differential which converts the three-phase electrical current output from super duty output shaft from FIG. 15 and delivers this power to drive axle two also stated in FIG. 12.

[0030] FIG. 17. Shows URD layout with CVPP functionality employed to light duty applications.

[0031] FIG. 18. Shows URD layout with CVPP functionality employed to race performance applications.

[0032] FIG. 19. Shows URD layout with RP-CVPP functionality employed to race performance.

[0033] FIG. 20. Shows URD various speeds/various state of charge calculation table.

[0034] FIG. 21. Shows internal construction of electronic power differentials gearing, inverter and induction drives.

[0035] FIG. 22. Shows power differential shell construction.

[0036] FIG. 23. Shows heavy duty URD layout with electric power differential.

[0037] FIG. 24. Shows light duty URD layout with electronic power differential.

[0038] FIG. 25. Shows digital Dashboard display with all vehicle inputs, battery status, battery SOC and remaining distance to charge.

[0039] FIG. 26. Shows description flow chart of URD operation from key on.

[0040] FIG. 27. Shows Energy Recovery Hub (ERH) layout specifically used in the race cars or race performance applications.

[0041] FIG. 28. Shows Race performance continuous variable power plant layout (RP-CVPP).

DETAILED DESCRIPTION OF URD SYSTEM

Embodiment 1

[0042] FIG. 1 describes overall URD system concept (embodiment 1). In FIG. 1 Dual Drive motor will achieve its standard capable range of 300 or more miles by consuming its fully charged battery assembly 103, the battery assembly 104 is being charged or maintained until battery 103 reaches its lowest state of charge. With around 10% battery charge remaining our URD system Intelligent Battery Module Recharge (IBM-R) 105 will automatically seamlessly engage battery 104 to continue driving the vehicle as charging process for the next 300 miles more or less, with about 3 hours of continuous charging at ranges of driving between 35 to 65 miles an hour. This battery charging and discharging process will repeat itself until the physical life of the batteries depletes, making our invention an unlimited range drive (URD) system.

[0043] At local speeds below 35 mph (1 to 35 mph) the front installed Continuous Variable Transmission (CVT) 107 will adjust recharge rate of the Generator 106 by adjusting its gear ratios and allowing higher charging rates at lower speeds. One such example being, when vehicle speed is at 10 mph the gear ratios will set to continue re-generating the energy at higher RPM through the generator, this way CVT 107 continuously adjust higher charging to lower vehicle speeds, at higher vehicle speeds the CVT 107 will adjust its gear ratio to provide lower RPM to the generator.

[0044] Depending on the batteries state of charge, the IBM-R 105 will determine the needed output of the generator 106 and control the ratio through the CVT assembly 107. The batteries charging and discharging information is transmitted to the dashboard 114 through Bluetooth communication module 121.

[0045] Further, individual components in FIG. 1 are described below with their functionality:

High Voltage Battery 1 (BAT 1)

[0046] High voltage battery 103 with operating capabilities of 240 to 680 volts, Comprising of, but not limited to, Lithium ion, nickel hydrate or solid-state DC batteries, constructed with high grade carbon fiber construction, for structural rigidity and weight saving. The high voltage battery is made up of 20 cell packs with 4 individual cells per pack. The specification will be at a nominal voltage of 3.2 volts per individual cell. Further internal components of the HV battery are comprised of temperature and humidity sensors and also voltage and current (amperage) sensors; coolant input and output delivery pipes and a main HV battery service disconnect plug for safe battery servicing. Battery cell pack configurations can vary based on manufacture designs and high voltage requirements.

[0047] Please note that battery, battery assembly or battery pack wording use interchange in figures and/or descriptions.

High Voltage Battery 2 (BAT 2)

[0048] High voltage battery 104 with operating capabilities of 240 to 680 volts, Comprising of, but not limited to, Lithium ion, nickel hydrate or solid state direct current batteries, constructed with high grade carbon fiber construction, for structural rigidity and weight saving. High voltage battery is made up of 20 cell pack with 4 individual cells per pack. With specification of a nominal voltage of 3.2 volts per individual cell. Further internal components of the HV battery are comprised of temperature and humidity sensors and also voltage and current sensors; coolant input and output delivery pipes and a main HV battery service disconnect plug for safe battery servicing. Batteries cell packs configuration can vary based on manufacture designs and highest voltage needed.

Bluetooth Wheel Speed Sensor (A-D)

[0049] Bluetooth wheel speed sensor 109a, 109b, 109c, 109d monitors the rotational speed of the assigned wheel, providing crucial information to the Bluetooth Receiver 121, then communicating this information to the intelligent battery module recharge (IBM-R) 105 to adjust the ratio output of the CVT assembly 107, that will affect the generating output of the high voltage generator 106. Wheel speed information is transmitted via Bluetooth communication 121 to the dashboard 114.

Various Speeds/Various State of Charge Output

[0050] For speeds of 55 mph and above up to legal speed and batteries at 90% state of charge, generator 106 needed output will be at its lowest capabilities of about 5-25 amps, as the generator stator shaft speed will be between 500-900 RPM of the stator inside generator (GEN) 106, mated to the output shaft of the CVT 107. CVT drive 107 needed output will be at its lowest gear ratio changing generator idling between 500-900 RPM of the stator inside generator 106, mated to the output shaft of the CVT 107.

[0051] For speeds of 15 mph and batteries at 10% state of charge, generator 106 needed output will be at its highest capabilities of about 75-125 amps as the generator stator shaft speed will be between 5000-9000 RPM of the stator inside generator 106, mated to the output shaft of the CVT 107. CVT drive 107 needed output will be at its highest gear ratio changing generator idling between 5000-9000 RPM of the stator inside generator 106, mated to the output shaft of the CVT 107.

[0052] IBM-R 105 will monitor charging rate of batteries 103 and 104 at all times, under all speeds and automatically determines to charge or not to charge batteries. FIG. 20 shows relations and calculations of vehicle speeds, state of charge and rpm output of the CVT and HV GEN assembly.

Intelligent Battery Module Recharge (IBM-R)

[0053] Intelligent battery module recharge 105 is responsible for monitoring the output of the generator 106, and responsible for commanding and controlling the CVT 107 output ratio to determine the appropriate needed charge rate from the generator 106. Communicating with Intelligent battery module discharge/recharge 102. It also monitors the usage of wireless charging port 108 supplied with vehicle to use at home for magnetized charging application to charge the batteries. It also monitors and controls the physical connection of wired plugin adaptor 110 charge port use to charge batteries at travelling charging stations and monitors the state of charge of the batteries 103 and 104. In addition, intelligent battery module recharge 105 receives wheel speed data from Bluetooth wheel speed sensors 109a, 109b, 109c and 109d. Also, IBM-R 105 transmit battery status and speed information to the dashboard 114 via Bluetooth.

DC Three Cable Wiring

[0054] Three cable wiring 112/113 is the physical connection between high voltage batteries 103 and 104 to the intelligent battery module recharge (IBM-R) 105. This delivers the needed high voltage current from intelligent battery module (IBM-R) 105 being supplied from generator 106. Furthermore when 105 determines that battery 103 is fully charge then it supplies charging to battery 104 and vice versa.

Dashboard

[0055] Dashboard 114 is a wireless mobile component that feeds infotainment information through a large detachable touch screen, some examples are vehicle speed, parameters and battery state of charge, batteries temperature, batteries humidity and nominal voltage obtained from IBM-R 105, also obtaining information from other sensors such as climate control, temperature, interior lightings, settings, radio sources, controls menus for options, Bluetooth compatibilities with the use of mobile phones and devices such as tablets. Also being able to mirror from current mobile devices. Detailed description of digital dashboard is shown in FIG. 25.

Intelligent Battery Module Discharge/Recharge (IBM-D/R)

[0056] The IBM-D/R 102 is also responsible for monitoring the State of Charge (SOC) of both batteries 103 and 104. Is also responsible for communications to IBM-R 105 to provide batteries (SOC). Automatically selects which battery 103 or 104 is best suited for use with dual drive motor 101, depending on the batteries state of charge. Commands and monitors the output of the dual drive motor 101 and controls its off-throttle energy recovery capabilities of the dual electric motor 101. Also monitors the wireless wheel speed data from the Bluetooth wheel speed sensor 109c and wireless Bluetooth wheel speed sensor 109d, to determine which rear wheel needs more electric input left or right based on traction and depending on weather conditions, surrounding environment and road conditions.

A/C and D/C Three Cable Wiring

[0057] Three cable wiring 115/116 are HV DC, and 117 A/C three phase HV cable is the physical connection between high voltage batteries 103 and 104 to the intelligent battery module discharge/recharge (IBM-D/R) 102. This delivers the needed high voltage output distributed from module 102 being supplied to dual drive motor 101. Furthermore, when 102 determines which battery is driving dual drive motor 101 it then supplies charging to 103 or 104 respectively.

Dual Drive Motor (DDM)

[0058] Dual drive motor 101 is responsible for the drive torque of the rear wheels, also for energy recovery harvesting under off-throttle applications (e.g., Removing foot off pedal). For example: when releasing throttle, alternating current is recovered, depending on the rate of deceleration (slowing down) of vehicle.

[0059] Receives precision commands from the IBM-D/R 102, to drive vehicle.

Intelligent Battery Module Recharge (IBM-R)

[0060] Intelligent battery module recharge 105 in FIG. 2 is responsible for dynamically monitoring the output of the generator 106, and also responsible for dynamically commanding and controlling the CVT 107 output ratio through communications on harness 111, to determine the appropriate needed charge rate from the generator 106, communicating with Intelligent battery module discharge/recharge 102 to verify batteries (SOC). Module 105 receives wireless speed data from all four Bluetooth wheel speed sensor (109a, 109b, 109c, 109d) from Bluetooth (BT) receiver 121. Also integrated a low voltage conversion module 123 that is possible to convert high voltage AC current to 12v DC conversion. Module 123 provides 12v supply to dashboard 114, vehicle accessories and to vehicle main body harness and/or Body control module. Low voltage conversion module 123 can convert voltage to 12v or 24v.

Detailed Description of Heavy Duty Application (HD-URD)

Embodiment 2

[0061] FIG. 12 describes heavy duty application (embodiment 2) with the 24-volt URD logic applied to long distance, high gross vehicle weight (GVW) transportation rigs, the combination of the original URD design and the newly designed front CVPP 1201 can be implemented to these heavy-duty chassis.

[0062] As stated in original URD designs the dual electric drive motors, mated to the two rear drive axles. Drive axle one will be directly powered by one heavy duty dual drive electric motor 1206. Drive axle two will have power distributed to the rear axle wheels via conventional ring and pinion super duty electric differential 1208 which receives its power from the second super duty drive motor 1207.

[0063] In heavy duty applications, URD design will be comprised of; CVPP 1201 mounted at front axle working in conjunction with IBM-R 1202 and heavy-duty drive motor 1206. Two, LI or SSB high voltage DC battery packs 1203 and 1204 with 24-volt integration. And a conventional ring and pinion super duty electronic differential 1208 with power being provided by super duty drive motor 1207.

[0064] In FIG. 12 Drive motor will achieve its standard capable range of 300 or more miles by consuming its fully charged battery assembly 1203, the battery assembly 1204 is being charged or maintained until battery 1203 reaches its lowest state of charge. With around 10% battery charge remaining our URD system Intelligent Battery Module Recharge (IBM-R) 1202 will automatically engage seamlessly battery 1204 to continue driving the heavy-duty vehicle as charging process for the next 300 miles more or less, with about 3 hours of continuous charging at ranges of driving between 35 to 65 miles an hour. This process will repeat itself until the physical life of the batteries is achieved, this makes our invention as an unlimited range drive (URD) system.

[0065] At local speeds below 35 mph (1 to 35 mph) front installed continuous variable continuous variable power plant (CVPP) 1201 will adjust recharge rate of internal power source by adjusting its gear ratios and allowing higher charging rates at lower speeds. One such example being, when vehicle speed is at 10 mph the gear ratios will set to continue re-generating the energy at higher RPM through its electrical source, this way CVPP 1201 continuously adjust higher charging to lower vehicle speeds, at higher vehicle speeds the CVPP 1201 will adjust its gear ratio to provide lower RPM to its power source.

[0066] Depending on the batteries state of charge, the IBM-R 1202 will determine the needed output of the CVPP 1201 and control the ratio of the CVPP gearing assembly. The batteries charging and discharging information is transmitted to the dashboard 1211 through Bluetooth communication module which integrated with 1202. Vehicle speed is also transmitted to the dashboard 1211 via Bluetooth from wireless speed sensors 1209a, 1209b, 1209c and 1209d to the IBM-R 1202 that feeds to the dashboard 1211.

[0067] Furthermore, the third drive axle setup which includes super duty drive motor 1207 and super duty E-differential 1208 allows total disconnection of drive axle three when tractor unit is in use by itself with no semi-trailer (cargo load). This is achieved by way of high voltage electrical disconnection commanded by IBM-D/R 1205. The tractor unit would be solely driven by drive axle two and its heavy-duty dual drive motor 1206 with recharge capabilities from the front mounted HD-CVPP.

[0068] The advantage of disconnecting axle three logic is to reduce coefficient of drag in the driveline and to reduce energy consumption. In comparison to the combined assemblies which define the HD-CVPP, the SD-DDM of FIG. 15 will be combined with the E-Differential of FIG. 16 to create the new component, identified as the Electronic Power Differential (EPD) of FIG. 21 through FIG. 24.

[0069] Individual components in FIG. 12 are described below with their functionality:

Description for CVPP

[0070] FIG. 9 describes continuous variable power plant (CVPP). CVPP dynamically adjusts gearing to provide necessary rotational output to the built-in generator assembly to produce electricity to charge system batteries. Linked to the drive axles, the CVPP drive shaft input 904 is rotated to gear mechanism inside the CVPP shell 901. The continuous variable power plant gearing 902 are rotated to change gear ratio of the assembly, to create a movement to the generator stator and finally produce electricity. Part of our URD system, cooling down of the system is performed by feeding cooled water through the watery delivery pipe 130. RPM conversion mechanism 905 is composed of different size gears to provide different ratios of rotational movement of the generator shaft. Communication line 111 to IBM 105 provide and receives commands to adjust the rotational speed requirements of the stator inside the generator. Electrical circuit board 907 is responsible for providing communication of the CVPP to intelligent battery module 105. Stator shaft 906 when in rotation produces an inductive electrical field to produce three phase high voltage electricity. Three phase high voltage electricity is carried by the three phase high voltage cables 125. 903 represent the electrical source area of the CVPP assembly harvested by 908 assembly hardware. Newly created CVPP design eliminates the necessity to stop to recharge your HV vehicle battery or batteries.

[0071] With the addition CVPP to all vehicle chassis from light economy vehicle to light duty trucks, semi-truck trailers, autonomous vehicles, dual and triple wheels vehicles and finally electric vehicle (EV) race cars. The robust HV recharge capabilities of the CVPP are highly adaptable. The CVPP can be built to suit the demand for recharge requirements under high load capacities and high energy consumption units; to EV race systems that demand high recharge rates for shorter periods of time. The CVPP intention can be coupled to other electric vehicle chassis and drive line designs, for example usage for rear wheel drive and/or front wheel drive.

Heavy Duty High Voltage Battery 1 (HD-HVB1)

[0072] High voltage battery 1203 with operating capabilities of 640 volts, comprising of, but not limited to, Lithium ion, nickel hydrate or solid state direct current batteries. Constructed with high grade carbon fiber construction, for structural rigidity and weight saving. High voltage battery is made up of 25 cell pack with 8 individual cells per pack. With specification of a nominal voltage of 3.2 volts per individual cell. Further internal components of the HV battery are comprised of temperature and humidity sensors and also voltage and current sensors; coolant input and output delivery pipes and a main HV battery service disconnect plug for safe battery servicing. Batteries cells packs configuration can vary based on manufactures design and highest voltage needed.

High Voltage Battery 2 (HD-HVB2)

[0073] High voltage battery 1204 with operating capabilities of 640 volts, comprising of, but not limited to, Lithium ion, nickel hydrate or solid state direct current batteries. Constructed with high grade carbon fiber construction, for structural rigidity and weight saving. High voltage battery is made up of 25 cell pack with 8 individual cells per pack. With specification of a nominal voltage of 3.2 volts per individual cell. Further internal components of the HV battery are comprised of temperature and humidity sensors and also voltage and current sensors; coolant input and output delivery pipes and a main HV battery service disconnect plug for safe battery servicing. Batteries cells packs configuration can vary based on manufactures design and highest voltage needed.

Bluetooth Wheel Speed Sensor (A-D)

[0074] Bluetooth wheel speed sensor 1209a, 1209b, 1209c, 1209d monitors the rotation speed of the all four wheels, providing crucial information to the Bluetooth Receiver 1221, then communicating this information to the intelligent battery module 1202 to adjust the ratio output of the CVPP assembly 1201, that affect the generating output of the high voltage generator side of CVPP 1201. The dashboard 1211 feeds off this data and provide a visual information of vehicle speed.

HD-CVPP Various Speeds/Various State of Charge Output

[0075] For speeds of 55 mph and above up to legal speeds and batteries at 90% state of charge, power source of CVPP 1201 needed output will be at its lowest capabilities of about 5-25 amps as the power source's stator shaft speed will be between 500-900 RPM, which is mated to the conversion mechanism 1305 of the CVPP 1301. For speeds of 15 mph and batteries at 10% state of charge, power source of CVPP 1201 needed output will be at its highest capabilities of about 75-125 amps as the power source's stator shaft speed will be between 5000-9000 RPM, which is mated to the conversion mechanism 1305 of the CVPP 1301. IBM-R 1202 will monitor charging rate of batteries 1203 and 1204 at all times, under all speeds and automatically determines to charge or not to charge batteries.

[0076] For speeds of 55 mph and above up to legal speed and batteries at 90% state of charge, CVPP 1201 drive needed output will be at its lowest gear ratio adjusting the power source's idle between 500-900 RPM of the stator in the power source side of HD-CVPP 1301, mated to the conversion mechanism 1305 of the CVPP 1301. For speeds of 15 mph and above up to legal speed and batteries at 10% state of charge, CVPP 1201 drive needed output will be at its highest gear ratio adjusting the power source's idle between 5000-9000 RPM of the stator in the power source side of HD-CVPP 1301, mated to the conversion mechanism 1305 of the CVPP 1301. IBMR 1202 will monitor charging rate of batteries 1203 and 1204 at all times, under all speeds and automatically determines to charge or not to charge batteries. FIG. 20 shows relations and calculations of vehicle speeds, state of charge and rpm output of the HD-CVPP.

Intelligent Battery Module Recharge (IBM-R)

[0077] Intelligent Battery Module 1202 is responsible for monitoring the output of the power source's side of CVPP 1201, and responsible for commanding and controlling the CVPP 1201 output ratio to determine the appropriate needed charge rate from the power source's side of CVPP 1201. Communicating with Intelligent battery module discharge/recharge 1205. It also monitors the usage of wired charging port 1210 at home or supplied with vehicle. It also monitors and controls the physical connection of wired plugin adaptor 1210 charge port. In addition, module 1202 receives speed data from Bluetooth wheel speed sensors 1209a, 1209b, and 1209c and 1209d.

DC Three Cable Wiring

[0078] The three-cable wiring 1212/1213 is the physical connection between high voltage batteries 1203 and 1204 to the intelligent battery module 1202. This delivers the needed high voltage current from module 1202 being supplied from power source side of CVPP 1201. Furthermore when 1202 determines that battery 1203 is fully charge then it supplies charging to 1204 and vice versa.

Intelligent Battery Module Discharge/Recharge (IBM-D/R)

[0079] Intelligent battery module 1205 is responsible for monitoring the State of Charge (SOC) of both batteries 1203 and 1204. It is responsible for communications to IBMR 1202 to provide batteries (SOC). Automatically selects which battery 1203 or 1204 is best suited for use with super duty drive motor 1207, depending on the batteries state of charge. Commands and Monitors the output of the super duty drive motor 1207 and controls its off-throttle energy recovery capabilities of the super duty drive motor 1207. When there is no cargo load (semi-trailer), IMBD-R will command high voltage electrical disconnection to super duty drive motor 1207. Also monitors the wireless wheel speed data from the Bluetooth wheel speed sensor 1209C and wireless Bluetooth wheel speed sensor 1209D, to determine which rear wheel needs more traction left or right, depending on weather conditions, surrounding environment and road conditions.

Three Cable Wiring

[0080] This is the physical connection of the three-phase wiring 1215/1216 which are DC HV connection between high voltage batteries 1203 and 1204 to the intelligent battery module 1205. 1217A/1217B are NC HV connections that delivers the needed A/C high voltage output distributed from module 1205 being supplied to super duty drive motor 1207 and delivering its energy to super duty E—differential 1208. Furthermore, when 1205 determines which battery is driving super duty drive motor 1207 it then supplies charging to 1203 or 1204 respectively.

HD Dual Drive Motor (HD-DDM)

[0081] The HD Dual Drive Motor is responsible for the drive torque of rear wheels, depending on the vehicle configuration. Also, for energy recovery systems under off-throttle applications (e.g., Removing foot off pedal). For example: when releasing throttle, alternating current is recovered, depending on the rate of deceleration (slowing down) of vehicle.

[0082] Receives precision commands from the IBMR/D 1205, to drive vehicle forward or backwards.

Light Duty Truck URD Design

[0083] FIG. 17 describes continued expansion of our URD logic extends into the 12 volt or 24 volt, commercial and light duty trucks commonly referred to as Box Trucks (embodiment three). The combination of the original URD design and newly designed front CVPP can be implemented to these light duty chassis. As stated in original design a single electric drive motor (induction drive and inverter side) will drive an axle. In the case of the light duty trucks, this super duty drive motor 1707 will send electric drive rotation to the rear electronic differential 1708 via drive axle.

High Voltage Battery 1

[0084] High voltage battery 1703 with operating capabilities of 640 volts, comprising of, but not limited to, Lithium ion, nickel hydrate or solid state direct current batteries. Constructed with high grade carbon fiber construction, for structural rigidity and weight saving. High voltage battery is made up of 25 cell pack with 8 individual cells per pack. With specification of a nominal voltage of 3.2 volts per individual cell. Further internal components of the HV battery is comprised of temperature and humidity sensors and also voltage and current sensors; coolant input and output delivery pipes and a main HV battery service disconnect plug for safe battery servicing.

High Voltage Battery 2

[0085] High voltage battery 1704 with operating capabilities of 640 volts, comprising of, but not limited to, Lithium ion, nickel hydrate or solid state direct current batteries. Constructed with high grade carbon fiber construction, for structural rigidity and weight saving. High voltage battery is made up of 25 cell pack with 8 individual cells per pack. With specification of a nominal voltage of 3.2 volts per individual cell. Further internal components of the HV battery is comprised of temperature and humidity sensors and also voltage and current sensors; coolant input and output delivery pipes and a main HV battery service disconnect plug for safe battery servicing.

Intelligent Battery Module Recharge (IBM-R)

[0086] Intelligent battery module 1702 is responsible for monitoring the output of the generator 106, and responsible for commanding and controlling the CVPP 1701 output ratio to determine the appropriate needed charge rate from the generator side of CVPP 1701. Communicating with Intelligent battery module discharge/recharge 1705. It also monitors the usage of wired charging port 1710 at home or supplied with vehicle. It also monitors and controls the physical connection of wired plugin adaptor 110 charge port, in addition, it will monitor 1703 and 1704. Module 105 receives speed data from front Bluetooth wheel speed sensor 1709a, 1709b, 1709c and 1709d.

A/C and D/C Three Cable Wiring Harness

[0087] Harness 1712 and 1713 are the physical connection between high voltage batteries 1703 and 1704 to the intelligent battery module 1702. 1725 delivers the needed A/C high voltage current from module 1702 being supplied from generator side of CVPP 1701. Furthermore, when 1702 determines that battery 1703 is fully charge then it supplies charging to 1704 and vice versa.

Intelligent Battery Module Discharge/Recharge (IBM-D/R)

[0088] Intelligent battery module 1705 is responsible for monitoring the State of Charge (SOC) of both batteries 1703 and 1704. It is Responsible for communications to IBM 1702 to provide batteries (SOC). And automatically selects which battery 1703 or 1704 is best suited for use with rear electric differential 1707, depending on the batteries state of charge. It commands and Monitors the output of the super duty drive motor 1707 and controls its off-throttle energy recovery capabilities of the electric differential 1707. It also monitors the wireless wheel speed data from the Bluetooth wheel speed sensor 1709c and wireless Bluetooth wheel speed sensor 1709d, to determine which rear wheel needs more traction left or right, depending on weather conditions, surrounding environment and road conditions.

A/C And D/C Three Cable Wiring

[0089] Three cable harness 1715/1716 are the physical DC HV connection between high voltage batteries 1703 and 1704 to the intelligent battery module 1702. 1717 AC HV cable connection delivers he needed high voltage output distributed from module 1705 being supplied to super duty drive motor 1707. Furthermore, when 1705 determines which battery is driving super duty drive motor 1707 it then supplies charging to 1703 or 1704 respectively.

Super Duty Drive Motor

[0090] Super duty drive motor 1707 is responsible for the drive torque of the rear wheels, as well for energy recovery systems under off-throttle applications (e.g., removing foot off pedal). For example: when releasing throttle, alternating current is recovered, depending on the rate of deceleration (slowing down) of vehicle.

[0091] Receives precision commands from the IBMR-D 1705, to drive vehicle forward or backwards.

Detailed Description of Light Duty Application

Embodiment 3

[0092] FIG. 17 describes light duty application (embodiment 3) with the 24-volt URD logic applied to long distance, gross vehicle weight up to 15,000 lbs (GVW), the combination of the original URD design and the newly designed front CVPP 1701 can be implemented to these light-duty chassis.

[0093] As stated in original URD designs the dual electric drive motors, differential mated to the two rear drive axles. Drive axle two will have power distributed to the rear axle wheels via conventional rings and pinions super duty electric differential 1708 which receives its power from the super duty drive motor 1707.

[0094] In light duty applications, URD design will be comprised of; CVPP 1701 mounted at front axle working in conjunction with IBM-D/R 1705 and light duty drive motor 1707. Two, LI or SSB high voltage DC battery packs 1703 and 1704 with 24-volt integration. And a conventional ring and pinion super duty electronic differential 1708 with power being provided by super duty drive motor 1707.

[0095] In FIG. 17 Drive motor will achieve its standard capable range of 300 or more miles by consuming its fully charged battery assembly 1703, the battery assembly 1704 is being charged or maintained until battery 1703 reaches its lowest state of charge. With around 10% battery charge remaining our URD system Intelligent Battery Module Recharge (IBM-R) 1702 will automatically engage seamlessly battery 1704 to continue driving the heavy-duty vehicle as charging process for the next 300 miles more or less, with about 3 hours of continuous charging at ranges of driving between 35 to 65 miles an hour. This process will repeat itself until the physical life of the batteries, this makes our invention as an unlimited range drive (URD) system.

[0096] At local speeds below 35 mph (1 to 35 mph) front installed continuous variable continuous variable power plant (CVPP) 1701 will adjust recharge rate of internal power source by adjusting its gear ratios and allowing higher charging rates at lower speeds. One such example being, when vehicle speed is at 10 mph the gear ratios will set to continue re-generating the energy at higher RPM through its electrical source, this way CVPP 1701 continuously adjust higher charging to lower vehicle speeds, at higher vehicle speeds the CVPP 1701 will adjust its gear ratio to provide lower RPM to its power source.

[0097] Depending on the batteries state of charge, the IBM-R 1702 will determine the needed output of the CVPP 1701 and control the ratio of the CVPP gearing assembly. The batteries charging and discharging information is transmitted to the dashboard 1711 through Bluetooth communication module 1702. Vehicle speed is also transmitted to the dashboard 1211 via Bluetooth from wireless speed sensors 1709a, 1709b, 1709c and 1709d to the IBM-R 1702.

[0098] Further, individual components in FIG. 17 are described below with their functionality

Intelligent Battery Module Recharge (IBM-R)

[0099] IBM-R 1702 module is responsible for dynamically monitoring the output of the generator side of CVPP 1701, and also responsible for dynamically commanding and controlling the CVPP 1701 output ratio through communications on harness 1711, to determine the appropriate needed charge rate from the generator side of CVPP 1701, communicating with Intelligent battery module discharge/recharge 1705 to verify batteries (SOC). Module 1702 receives wireless speed data from all four Bluetooth wheel speed sensor (1709a, 1709b, 1709c, 1709d) from BT receiver 1721. Also integrated a low voltage conversion module 1723 that is possible to convert high voltage AC current to 24 volts DC conversion. Module 1723 supplies 24 volts to vehicle accessories and to vehicle main body harness and/or Body control module.

Low Voltage Conversion Module (LVCM)

[0100] Low Voltage Conversion Module 1723 is responsible for collecting high voltage AC current from module 105 and converting it to a 24 volts DC supply. A remote positive and negative post located in either front or rear of vehicle for emergency module waking for under voltage conditions and diagnostic purposes.

Detailed Description of Motorsport Application

Embodiment 4

[0101] FIG. 18 describes motorsport application (Embodiment 4). Modern day motor sport cars are quickly evolving into all electric platforms with many new enterprises and ideas becoming a welcomed approach to the direction of electric vehicle racing. Including, present day, sanctioned race series that are facing a dilemma of their electric race cars depleting all HV battery capacity prior to the conclusion of the race.

[0102] With Race Performance energy recovery Hub (ERH) logic of direct ratios-to-recharge rates depends on race car wheel speed. All electric race car and Race Performance applications Energy Recovery Hub (ERH, RP-ERH) is the solution and an inevitable necessity for EV race cars to succeed in EV endurance racing. Further development options will consist of increased adaptability of our RPERH design. For instance, in rear-wheel-drive race car platforms, the front axle will house a dual ERH design. Whereas the left front wheel will drive one RP-ERH unit and the right front wheel will drive another RP-ERH unit. With this modified design, as compared to the CVPP, the RP-ERH is much more light weight in design which results in no requirement for a variable gear ratio transmission (CVPP), adjusting high voltage output to recharge the high voltage batteries. The direct ratio of wheel speed being transmitted to the RP-ERH under race car acceleration and deceleration, the direct ratio will deliver immediate energy recovery to high voltage BAT 1 or high voltage BAT 2. Under racing acceleration and race car applications for maximum speeds, the physical size of the RP-ERH assembly unit will be drastically reduced. Each RP-ERH assembly unit will be responsible for recharging an independent HV battery. The RP-ERH consist of a higher electrical charging rate for racing purposes compared to the original URD design for racing purposes. FIG. 18 components (e.g., 1801) are equivalent to FIG. 13 (e.g., 1301) components but at race performance specifications.

Electrical Auxillary Port Capabilities

[0103] Our URD system, optionally provides two AC outlets, one providing 110v and one providing 220v. The 110v can be used to plug house appliances and the 220v can be used with commercial power equipment. Also the NC ports can be used for emergency situations, for example run a more powerful tire inflator on the 110v, and for the 220v application can be used for flood lightings during road repairs.

Other Applications

[0104] Our system is not limited to personal automobile vehicles. Application for commercial transportation will also apply, for example—Train, Bus, Autonomous vehicles, RV's and commercial vehicles, Grand Touring (GT) endurance race application with other features that can prolong the state of charge of the battery. Larger battery unit's application with possible triple system involved, for example, Commercial trucks, Trains, Recreational Vehicles (RV), three wheeled chassis and two wheeled chassis i.e., three-wheel bikes and two wheeled bikes.

Computer Products

[0105] In view of this disclosure it is stated that the various system methods and devices described herein can be implemented in hardware, software and firmware. Further, the various system methods and output parameters are included by way of example only and not in any limiting sense. In view of this disclosure, the ordinary skill in the art can apply the present teachings, while remaining within the scope of the invention. The functionality of one or more of the processors described herein may be incorporated into a fewer number or a single processing unit (e.g., a CPU) and may be implemented using application specific integrated circuits (ASICs) or general-purpose processing circuits which are programmed responsive to executable instruction to perform the functions described herein.

[0106] The computer program product may include a computer readable storage medium (or media) having computer readable program instructions thereon for causing a computer processor to carry out aspects of the present invention. The computer readable storage medium can be a tangible or non-transitory device that can keep, retain and store computer program instructions for use by a program instruction execution device. A computer readable storage medium is not to be construed as being transitory signals per se, such as radio waves or other freely propagating electromagnetic waves, electromagnetic waves propagating through a waveguide or other transmission media. The computer readable storage medium (or media) may be a non-transitory media that does not include a carrier wave or other propagated or modulated data signal.

[0107] The computer readable storage medium is for example, but is not limited to, a magnetic storage device, an optical storage device, an electromagnetic storage device, an electronic storage device, a semiconductor storage device, or any suitable combination of the foregoing. Specific examples of the computer readable storage medium include: a hard disk, a random-access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or Flash memory), a static random-access memory (SRAM), a memory stick, and any suitable combination of the foregoing.

[0108] Computer readable program instructions described herein can be downloaded to respective computing/processing devices from a computer readable storage medium or to an external computer or external storage device via a network, for example, the Internet, a local area network, a wide area network and/or a wireless network.

[0109] Although the present system may have been described with particular reference to an automotive vehicle it is also envisioned that the present system can be extended to other automotive applications such as light duty vehicles (e.g., cargo vans), heavy duty vehicles (e.g., Box Trucks), and high-performance vehicles (e.g., race cars). Further, the present system may also include one or more programs which may be used with standard automotive electric systems so that they may provide features and advantages of the present system.

[0110] Certain additional advantages and features of this disclosure may be apparent to those skilled in the art upon studying the disclosure or may be experienced by persons implementing the novel system and method of the present disclosure. Another advantage of the present systems and method may be that conventional automotive systems can be easily upgraded to incorporate the features and advantages of the present systems, devices, and methods.

[0111] It is to be appreciated that any one of the embodiments, examples or processes described herein may be combined and/or grouped with one or more other examples, embodiments and/or processes or be separated and/or performed amongst separate devices or device portions in accordance with the present devices, systems and methods.

[0112] The above discussion is intended to be merely illustrative of the present systems, method and devices. It should not be construed as limiting the appended claims to any particular embodiment or group of embodiments. Thus, while the present system has been described in particular detail with reference to exemplary embodiments, it should also be appreciated that numerous modifications and alternative embodiments may be devised by those having ordinary skill in the art without departing from the broader and intended use and scope of the present system as set forth in the claims that follow. The specification and drawings are to be regarded in an illustrative manner and are not intended to limit the scope of the claims.

CONCLUSION

[0113] Based on the attached data in this document for patent, it can be clearly stated that this URD invention will help facilitate a growth in the automotive electric vehicle industry. It will reduce fossil fuel dependency, provides lower emissions and cleaner environment. This invention can reduce the need of gas station uses.

[0114] Further, the URD invention achieve Unlimited Range Drive (URD) capabilities which may exceed more than 1 million miles drive on a single high voltage battery charge, the invention provides cost effective solution for more than 1 million miles drive. Further, Our URD system provides clean environment and reduces power drain from the residential power grids as less frequent or very rarely residential power is used to recharge electrical vehicles batteries. Hence reduces costly upgrading or replacement of existing power feeding pad mounted transformers for higher load in the residential area.