Method and apparatus for providing power to a vehicle

Abstract

The present application relates to a device for providing an electric charge to a vehicle. The device includes a driven mass, a generator, a charger, a hardware controller, and a communication circuit. The driven mass rotates in response to the kinetic energy of the vehicle and is coupled to a shaft so that the rotation of the driven mass causes the shaft to rotate. The driven mass is present in one of: (1) an extended position and (2) a retracted position. The generator generates an electrical output based on a mechanical input end coupled to the shaft so that the rotation of the shaft causes the mechanical input end to rotate. The charger is electrically coupled to the generator and: receives the electrical output, generates a charge output based on the electrical output, and transmits the charge output to the vehicle. The controller controls whether the driven mass is in the extended position or the retracted position in response to a signal received from the communication circuit.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application is a continuation-in-part of U.S. Patent Application No. 16 / 861,110, filed on April 28, 2020, entitled “Method and Apparatus for Providing Power to a Vehicle,” which is a continuation-in-part of U.S. Patent Application No. 16 / 847,538, filed on April 13, 2020, entitled “Method and Apparatus for Providing Power to a Vehicle,” which claims priority to and is related to U.S. Provisional Patent Application No. 62 / 858,902, filed on June 7, 2019, U.S. Provisional Patent Application No. 62 / 883,523, filed on August 6, 2019, and U.S. Provisional Patent Application No. 62 / 967,406, filed on January 29, 2020. The disclosure of each of these applications is incorporated herein in its entirety for all purposes. Technical Field

[0003] The present disclosure relates generally to providing energy to a vehicle powered at least in part by electrical energy, and more particularly to generating and delivering or storing electrical energy for consumption by an electric motor to power a vehicle or a portion thereof while the vehicle is in motion. Background Art

[0004] Electric vehicles obtain running power from electrical energy received from an energy storage device, usually within the electric vehicle. The energy storage device may be a battery, a battery array, or an energy storage and / or storage device. Hybrid electric vehicles include regenerative charging that obtains power from vehicle braking and a conventional motor that charges the energy storage device and provides power to the vehicle. It is generally recommended that a battery electric vehicle (BEV) have an energy storage / containment device (e.g., a battery or battery array or capacitor array) that is charged by some type of wired or wireless connection at one or more stationary locations (e.g., a home or commercial power source). A wired charging connection requires a cable or other similar connector that is physically connected to a stationary power source. A wireless charging connection requires an antenna or other similar structure that is wirelessly connected to a power source that generates a wireless field through its own antenna. However, such wired and wireless stationary charging systems may be inconvenient or cumbersome and have other disadvantages, such as degradation during energy transmission, inefficiency or loss, the need for a specific location for charging, etc. Therefore, there is a need for an alternative to stationary wired or wireless charging systems and methods that effectively and safely transmit power to charge electric vehicles. Summary of the invention

[0005] Various embodiments of systems, methods, and devices within the scope of the appended claims have several aspects, no single one of which is solely responsible for the desirable attributes described herein. Without limiting the scope of the appended claims, the following description describes some prominent features.

[0006] The details of one or more embodiments of the subject matter described in this specification are set forth in the accompanying drawings and the following description. Other features, aspects, and advantages will become apparent from the description, drawings, and claims. It should be noted that the relative sizes of the following drawings may not be drawn to scale.

[0007] In one aspect, a device for providing an electric charge to a vehicle is disclosed. The device includes a driven mass, a generator, a charger, a hardware controller, and a communication circuit. The driven mass is configured to rotate in response to kinetic energy of the vehicle, the driven mass is coupled to a shaft so that rotation of the driven mass causes rotation of the shaft, wherein the driven mass exists in (1) an extended position in which the kinetic energy of the vehicle causes rotation of the driven mass, and (2) a retracted position in which the kinetic energy of the vehicle does not cause rotation of the driven mass. The generator is configured to generate an electrical output based on a mechanical input, the generator having a pulley mechanically coupled to the shaft so that rotation of the shaft causes rotation of the pulley. The charger is electrically coupled to the generator and is configured to receive the electrical output from the generator, generate a charge output based on the electrical output, and transmit the charge output to the vehicle. The hardware controller is configured to control whether the driven mass is in an extended position or a retracted position in response to a signal received from the vehicle controller. The communication circuit is configured to receive a signal from the vehicle controller.

[0008] In some aspects, the driven mass includes a wheel, and the extended position includes the wheel being positioned to contact the ground on which the vehicle is traveling. In some aspects, the charger includes a charging cable coupled to a charging port of the vehicle, and the charge output is transmitted to the vehicle through the charging cable and the charging port. In some aspects, the device also includes a circuit element positioned in series with the generator and the charger, wherein the circuit element forms an open circuit between the generator and the charging port of the vehicle. In some aspects, the device also includes a filtering circuit configured to filter the electrical output from the generator before the electrical output from the generator is received by the charger, wherein filtering the electrical output includes filtering, cleaning, matching, converting and regulating the electrical output to reduce the risk of the electrical output damaging the charger. In some aspects, the driven mass includes a gear, and the extended position includes the gear engaging one or more of a drive shaft, a motor and a wheel of the vehicle. In some aspects, the pulley is mechanically coupled to the shaft by one or more of a chain, a belt, a gear transmission system and a pulley system. In some aspects, the apparatus further comprises an energy storage device configured to store any excess portion of the charge delivered to the vehicle when the vehicle battery or the vehicle motor is unable to receive all of the portion of the charge output delivered from the charger. In some aspects, the energy storage device is further configured to deliver the excess portion of the charge to the vehicle energy storage device or the vehicle motor as needed. In some aspects, the apparatus further comprises a battery storage device and a capacitor storage device, wherein the capacitor storage device is configured to receive at least a portion of the charge output, store at least a portion of the charge output, and deliver at least a portion of the charge output to the battery storage device in one or more bursts based on the charge level of the battery storage device dropping below a threshold.

[0009] In some aspects, the mechanical input further comprises a flywheel configured to drive a generator to produce an electrical output. In some aspects, the device further comprises a one-way bearing having a first side and a second side, wherein the one-way bearing is configured to allow the first side to rotate independently of the second side. In some aspects, the flywheel is mechanically coupled to the first side of the one-way bearing and the shaft is coupled to the second side, wherein the one-way bearing is configured to allow the flywheel to rotate independently of the shaft. In some aspects, the device further comprises an independent suspension that supports the driven mass and the generator independently of a suspension of the vehicle, wherein the independent suspension comprises one of a connecting rod, a spring, and a shock absorber. In some aspects, the generator is switchable such that the electrical output is pulsed in a first switching setting and constant in a second switching setting. In some aspects,

[0010] In another aspect, a method for providing an electric charge to a vehicle is disclosed. The method includes rotating a follower mass in response to kinetic energy of the vehicle, the follower mass being coupled to a shaft such that rotation of the follower mass causes rotation of the shaft, wherein the follower mass exists in (1) an extended position in which the kinetic energy of the vehicle causes rotation of the follower mass and (2) a retracted position in which the kinetic energy of the vehicle does not cause rotation of the follower mass. The method may also include generating an electrical output based on a mechanical input through a generator, the generator having a pulley mechanically coupled to the shaft such that rotation of the shaft causes rotation of the pulley. The method may also include, for example, generating an electric charge output based on the electrical output and transmitting the electric charge output to the vehicle. The method may further include: controlling whether the follower mass is in an extended position or a retracted position in response to a signal received from a vehicle controller; and receiving a signal from the vehicle controller.

[0011] In some aspects, the driven mass includes a wheel, and wherein the extended position includes the wheel being positioned in contact with the ground on which the vehicle is traveling. In some aspects, transmitting the charge output to the vehicle includes transmitting the charge output through a charging cable coupled to a charging port of the vehicle. In some aspects, the method also includes forming an open circuit between the generator and the charging port of the vehicle through a circuit element, or filtering the electrical output from the generator before the electrical output from the generator is received by the charger, wherein filtering the electrical output includes filtering, cleaning, matching, converting and regulating the electrical output to reduce the risk of the electrical output damaging the charger. In some aspects, the driven mass includes a gear, and wherein the extended position includes the gear engaging one or more of a drive shaft, a motor and a wheel of the vehicle. In some aspects, the mechanical input end is mechanically coupled to the shaft by one or more of a chain, a belt, a gear transmission system and a pulley system. In some aspects, the method also includes: when the vehicle battery or the vehicle motor cannot receive all of the charge output transmitted from the charger, storing any excess portion of the charge transmitted to the vehicle; or transmitting the excess portion of the charge from the energy storage device to the vehicle energy storage device or the vehicle as needed. In some aspects, the method also includes receiving at least a portion of the charge output at a capacitor storage device, storing at least a portion of the charge output in the capacitor storage device, and / or transmitting at least a portion of the charge output to the battery storage device in one or more bursts based on the charge level of the battery storage device dropping below a threshold.

[0012] In some aspects, the mechanical input includes a flywheel configured to drive a generator to produce an electrical output. In some aspects, the mechanical input also includes a one-way bearing having a first side and a second side, wherein the one-way bearing is configured to allow the first side to rotate in a first rotational direction independently of the second side and to rotate in a second rotational direction with the second side. In some aspects, the flywheel is mechanically coupled to the first side of the one-way bearing and the shaft is coupled to the second side, wherein the one-way bearing is configured to allow the flywheel to rotate in a first rotational direction independently of the shaft and to rotate in a second rotational direction with the shaft. In some aspects, the method also includes supporting the driven mass and the generator independently of a suspension of the vehicle via an independent suspension, wherein the independent suspension includes one of a connecting rod, a spring, and a shock absorber. In some aspects, the method also includes switching the generator between generating a pulsed electrical output or a constant electrical output, or performing a voltage dump from the generator output terminal via a capacitor, a switch assembly, and a backup energy storage.

[0013] In another aspect, a device for providing an electric charge to a vehicle is disclosed. The device includes: a driven mass configured to rotate in response to kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes rotation of the shaft; and a generator configured to generate an electrical output at a generator output terminal based on a mechanical input, the mechanical input mechanically coupled to the shaft such that rotation of the shaft causes rotation of the mechanical input. The device also includes a capacitor module selectively electrically coupled to the generator output terminal and configured to: receive a first portion of the electrical output generated by the generator, store the first portion of the electrical output as a first energy as an electric field of the capacitor module, and deliver the first energy to a load of the vehicle as needed. The device also includes a battery module selectively electrically coupled to the generator output terminal and configured to: receive a second portion of the electrical output generated by the generator, store the second portion of the electrical output in the form of chemical energy as a second energy, and deliver the second energy to a load of the vehicle as needed. The hardware controller is configured to control whether the capacitor module, the battery module, or a combination of the capacitor module and the battery module is coupled to the generator output terminal in response to the received signal.

[0014] In some aspects, the mechanical input includes a flywheel configured to store mechanical energy received from the driven mass, and the flywheel is mechanically coupled to a first side of a one-way bearing, wherein the shaft is coupled to a second side, and wherein the one-way bearing is configured to allow the flywheel to rotate in a first rotational direction independently of the shaft and to rotate in a second rotational direction with the shaft. In some aspects, the apparatus further includes an independent suspension that supports the driven mass and the generator independently of a suspension of the vehicle, wherein the independent suspension includes one of a connecting rod, a spring, and a shock absorber.

[0015] In another aspect, a method for providing electric charge to a vehicle is disclosed. The method includes: rotating a driven mass in response to kinetic energy of the vehicle, the driven mass being coupled to a shaft so that rotation of the driven mass causes rotation of the shaft; generating an electric output at a generator output terminal based on a mechanical input terminal through a generator, the mechanical input terminal being mechanically coupled to the shaft so that rotation of the shaft causes rotation of the mechanical input terminal; transmitting a first portion of the electric output generated by the generator to a capacitor module selectively electrically coupled to the generator output terminal; storing the first portion of the electric output as a first energy in an electric field of the capacitor module; transmitting the first energy to a load of the vehicle as needed; transmitting a second portion of the electric output to a battery module selectively electrically coupled to the generator output terminal; storing the second portion of the electric output as a second energy in the form of chemical energy; and controlling whether the capacitor module, the battery module, or a combination of the capacitor module and the battery module is coupled to the generator output terminal in response to a received signal.

[0016] In some aspects, the mechanical input includes a flywheel configured to store mechanical energy received from the driven mass, and the flywheel is mechanically coupled to a first side of a one-way bearing, wherein the shaft is coupled to a second side, and wherein the one-way bearing is configured to allow the flywheel to rotate in a first rotational direction independently of the shaft and to rotate with the shaft in a second rotational direction. In some aspects, the method further includes supporting the driven mass and the generator independently of a suspension of the vehicle via an independent suspension, wherein the independent suspension includes one of a connecting rod, a spring, and a shock absorber.

[0017] In another aspect, a device for providing an electric charge to a vehicle is disclosed. The device also includes: a driven mass configured to rotate in response to kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes rotation of the shaft; and a generator configured to generate an electrical output at a generator output terminal based on a mechanical input terminal, the mechanical input terminal mechanically coupled to the shaft such that rotation of the shaft causes rotation of the mechanical input terminal. The device also includes a hardware controller configured to: transmit at least a first portion of the electrical output to one of a capacitor module, a battery, and a motor of the vehicle, each of which is selectively coupled to the generator output terminal; disconnect the generator output terminal from the capacitor module, the battery, and the motor in response to a received interrupt signal; initiate a dump of the remaining electrical energy in the generator for a period of time; and after the period of time expires, connect the generator output terminal to one of the capacitor module, the battery, and the motor of the vehicle. The interrupt signal is generated by the controller in response to one or more conditions.

[0018] In some aspects, the interrupt signal is received at a periodic interval defined based on at least one of a time period after a previous interrupt signal, a distance traveled by the vehicle, a speed of the vehicle, and power generated by the generator. In some aspects, the hardware controller is further configured to dump the excess electrical energy including the hardware controller being configured to: electrically couple the generator output terminal to a dump load for a period of time, and disconnect the generator output terminal from the dump load after the period of time, wherein the dump load includes one or more of a backup battery or a capacitor.

[0019] In another aspect, a method for providing electric charge to a vehicle is disclosed. The method includes: rotating a driven mass in response to kinetic energy of the vehicle, the driven mass being coupled to a shaft so that rotation of the driven mass causes rotation of the shaft; generating an electric output at a generator output terminal based on a mechanical input terminal, the mechanical input terminal being mechanically coupled to the shaft so that rotation of the shaft causes rotation of the mechanical input terminal; selectively coupling at least a first portion of the electric output to one of a capacitor module, a battery, and a motor of the vehicle at the generator output terminal; disconnecting the generator output terminal from the capacitor module, the battery, and the motor in response to a received interrupt signal; dumping residual electric energy in the generator for a period of time; and connecting the generator output terminal to one of the capacitor module, the battery, and the motor of the vehicle after the period of time has elapsed, wherein the interrupt signal is generated by a controller in response to one or more conditions.

[0020] In some aspects, the interruption signal is received at periodic intervals defined based on at least one of a time period after a previous interruption signal, a distance traveled by the vehicle, a speed of the vehicle, and power generated by the generator. In some aspects, dumping the excess electrical energy includes: electrically coupling the generator output terminals to a dump load for a period of time; and disconnecting the generator output terminals from the dump load after the period of time, wherein the dump load includes one or more of a backup battery or a capacitor.

[0021] In another aspect, a device for providing an electric charge to a vehicle is disclosed. The device includes: a motor configured to move the vehicle; a driven mass configured to rotate in response to kinetic energy of the vehicle generated when the vehicle moves, the driven mass coupled to a shaft such that rotation of the driven mass causes rotation of the shaft; and a generator configured to generate an electrical output at a generator output terminal based on rotation of a mechanical input terminal, the mechanical input terminal mechanically coupled to the shaft such that rotation of the shaft causes rotation of the mechanical input terminal. The device also includes a capacitor module selectively electrically coupled to the generator output terminal and configured to: receive a portion of the electrical output generated by the generator; store a portion of the electrical output as an electric field of the capacitor module when the charge of the battery exceeds a threshold; and transmit a first energy to a load of the vehicle as needed. The device also includes a hardware controller configured to control the motor, the generator, and the coupling of the capacitor module to the generator module, wherein when the vehicle moves, the electrical output generated is greater than or equal to the consumption of the motor of the vehicle.

[0022] In another aspect, a method of providing an electric charge to a vehicle is disclosed. The method includes: rotating a driven mass in response to kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes rotation of the shaft; generating, by a generator, an electrical output at a generator output terminal based on rotation of a mechanical input terminal, the mechanical input terminal mechanically coupled to the shaft such that rotation of the shaft causes rotation of the mechanical input terminal; transmitting a portion of the electrical output to a capacitor module, the capacitor module selectively coupled to the generator output terminal along with a battery of the vehicle; and storing a portion of the electrical output in the capacitor module when the charge of the battery exceeds a threshold, wherein when the vehicle is moving, the electrical output generated by the generator is greater than or equal to consumption of a motor of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] Figure 1 is a schematic diagram of an exemplary battery electric vehicle (BEV).

[0024] Figure 2 is a schematic diagram of an exemplary "fifth" wheel configured to drive a Figure 1 The energy storage device of the BEV charges the on-board charging system (OBCS) or provides power to the OBCS.

[0025] Figure 3 is mechanically coupled to the two generators Figure 2 Schematic diagram of the fifth wheel, with two generators converting the mechanical rotation of the fifth wheel into electrical energy output.

[0026] Figure 4 yes Figure 3An alternative view of two generators and cables coupling the generators to a mobile battery charger coupled to a charging port of the BEV.

[0027] Figure 5 A device comprising one or more capacitor modules as a supplemental and / or intermediate energy storage device Figure 1 Schematic diagram of an exemplary BEV.

[0028] Figure 6 yes Figure 3 Schematic diagram of the coupling of the fifth wheel and two generators, where a capacitor module is added to the charging system of the BEV.

[0029] Figure 7 It is a graphic Figure 2 An alternative fifth wheel system in which the fifth wheel is mechanically coupled to a power generation unit that converts the mechanical rotation of the fifth wheel into electrical energy output.

[0030] Fig. 8A and 8B Provided Figure 7 Additional views of alternative fifth wheel systems.

[0031] Fig. 9 Picture shows Figure 7 Close-up view of the stabilizing bracket between the power generation unit and the flywheel.

[0032] Figures 10A-10P is a screenshot of an interface presenting various variables monitored during operation of an EV utilizing an exemplary embodiment of the OBCS described herein.

[0033] Figures 11A-11B Depicted are various views of an exemplary embodiment of components of a bearing support supporting a rotating element, the bearing support including a bearing housing and a bearing assembly.

[0034] Figures 12A-12C Depicted Figures 11A-11B Different views of a bearing assembly including multiple bearings, bearing spacers and shaft.

[0035] Fig.13 Shows Figures 11A-12C Top view of the bearing spacer of the bearing assembly.

[0036] Figures 14A-14C Shows Figures 12A-12C Different views of a partial structure of a bearing assembly including a first bearing, a bearing spacer and a shaft.

[0037] The various features illustrated in the accompanying drawings may not be drawn to scale. Therefore, for the sake of clarity, the size of the various features may be arbitrarily expanded or reduced. In addition, some drawings may not depict all components of a given system, method or device. Finally, throughout the specification and drawings, similar reference numerals may be used to represent similar features. DETAILED DESCRIPTION

[0038] The detailed description set forth below in conjunction with the accompanying drawings is intended as a description of exemplary embodiments and is not intended to represent the only embodiments in which the present invention may be practiced. The term "exemplary" used throughout this specification means "serving as an example, instance, or illustration" and is not necessarily to be construed as being more preferred or advantageous than other exemplary embodiments. The detailed description includes specific details to provide a thorough understanding of the exemplary embodiments. In some cases, some devices are shown in block diagram form.

[0039] An electric vehicle (EV) is used herein to describe a vehicle that includes power obtained from an energy source (e.g., one or more energy generating devices and energy storage devices, such as rechargeable electrochemical cells, capacitors, supercapacitors, other types of batteries, and other energy storage devices) as at least a portion of its movement capabilities. In some embodiments, a capacitor (or supercapacitor module) may be an ideal replacement for battery 102, where there is no need to store the energy generated by generators 302a and 302b for a long time, but the ability to quickly store and release large amounts of energy is required. As a non-limiting example, some EVs may be hybrid electric vehicles (HEVs), which include one or more batteries in addition to an electric motor, and a conventional internal combustion engine for direct operation or charging the vehicle battery. Other EVs, such as battery electric vehicles (BEVs), may draw all of their operating capabilities from the power stored in the battery. EVs are not limited to automobiles and may include motorcycles, carts, scooters, buses, and the like. In addition, EVs are not limited to any particular energy source (e.g., an energy storage source or a power generation source) or when to receive electrical energy from an energy source (e.g., when the EV is stationary or moving).

[0040] Current EVs, whether HEVs or BEVs, can be charged using stationary charging stations. Such stationary charging stations can be installed at home or in public places, such as public parking lots, along roads, etc. These stationary charging stations can use a cable coupled to the EV to transmit charging power between the EV and the stationary charging station and / or use wireless transmission technology to wirelessly transmit charging power between the EV and the stationary charging station. The "stationary" aspect of the charging station may refer to the static nature of the charging station itself. For example, due to the need to provide power feeds required to power the charging station (e.g., connected to a home panel for home installation), such stationary charging stations themselves are usually permanently (or semi-permanently) installed in a fixed location, so power from the power grid is required, thereby increasing the burden on the power grid. In some embodiments, when the EV is stationary (e.g., parked in a parking space) or in motion (e.g., when the EV is in motion, passing or approaching one or more wireless charging components of the stationary charging station), the EV itself receives charge from the stationary charging station.

[0041] In some embodiments, an EV owner may utilize a generator to charge the EV. For example, the generator is a mobile generator that the EV owner can transport to different locations in order to charge the EV. In some embodiments, such a mobile generator provides charge to the EV when the EV does not have enough power to travel to a stationary charging station or to provide any charge at a location where a stationary charging station is not available. Additionally or alternatively, a mobile generator may provide charge to the EV while the EV is in motion. However, such a mobile generator typically generates electricity through chemical and / or mechanical reactions using gasoline or other fuels. Therefore, the use of a mobile generator may involve transporting fuel for the generator and / or waiting for the charge provided by the mobile generator and the generation of harmful byproducts that must be discharged from the vehicle. In addition, a mobile generator is typically unable to provide charge at a rate higher than the charge used to drive the EV. For example, the hourly charging rate that a mobile generator can only provide is comparable to providing electrical energy that allows the EV to travel between 4 and 25 miles, while a moving EV typically consumes more electrical energy than this in an hour of travel. Such a charging rate will not be sufficient to maintain the movement of the EV during use. Alternatively or additionally, when the EV cannot be driven to a stationary charging station, the EV owner may use a portable battery charger or other portable energy storage device capable of transferring energy to the EV. Such use of a portable battery charger may involve similar limitations as mobile generators, such as charge transfer time, etc. Users may also utilize regenerative braking or regenerative drive (e.g., generating electrical energy while the vehicle is in motion, not necessarily braking) to charge or power the EV. For example, a regenerative drive system may generate electrical energy based on the movement of one or more vehicle components that are moved or driven while the EV is in motion.

[0042] Thus, the disclosure described in more detail herein provides an on-board charging system (OBCS) that charges an energy storage device (e.g., a battery, a battery array, an energy storage device, etc.), or directly provides electrical energy to the motor of an EV when the EV is in motion (or generally traveling) at a charging rate sufficient to enable significant continuous use while the EV is charging. Some embodiments incorporate a battery charger, or other generator capable of providing charge to the energy storage device of the EV or the motor of the EV at a rate greater than the rate at which the EV can discharge the energy storage device. The OBCS may be movable in the sense that it moves with the EV while being fixedly attached to the EV. Alternatively or additionally, the OBCS may be removed from the EV and transplanted to other EVs, etc. In some embodiments, the OBCS provides stable and continuous power to the EV as needed, thereby extending the travel range of the EV. The EV (e.g., through a controller and / or communication with the OBCS) may request the OBCS to charge the EV by providing the required power at any given moment. This may be and is in fact a cyclic process when the EV depletes its energy storage device and requests additional charge from the OBCS. Alternatively, the EV can communicate with the OBCS to bypass the EV's energy storage device to directly provide power to the EV's motor. The OBCS can reduce the reliance on grid charging for EV charging and can significantly reduce the extraction of fossil fuels and the resulting carbon emissions.

[0043] Reference below Figure 1-14C and the corresponding description provide further details about OBCS and its integration with EV.

[0044] Figure 1 1 is a schematic diagram of an exemplary battery electric vehicle (BEV) 100 according to an exemplary embodiment. BEV 100 includes a battery 102, at least one electric motor 104, a plurality of wheels 106, and other components such as a frame or body 108. Battery 102 may include a plurality of individual battery cells or modules, and may store energy for driving at least one electric motor 104. In some embodiments, a plurality of individual battery cells may be coupled in series to provide battery 102 with a greater voltage than an individual battery cell. In some embodiments, battery 102 includes any other charge or energy storage or containment device. In some embodiments, battery 102 is coupled to a controller (not shown, such as an EV controller) that is configured to monitor the charge state or charge value of battery 102. The controller may provide control over how battery 102 is charged or discharged, and may provide various signals, interlocks, etc. regarding battery 102. For example, the controller may limit charging of battery 102 under certain weather conditions, vehicle conditions or states, or based on one or more interlocks (e.g., when a charging port door is left open, etc.).

[0045] In some embodiments, each battery cell (and the battery 102 as a whole) may exist in one of a plurality of charge states, including a fully charged state, a fully discharged state, a charged state, a fully charged state, a discharged state, and a desired state of charge, among others. Based on its monitoring of the charge states of the individual battery cells and the battery 102 and / or the voltage of the battery 102, the controller may allow the battery 102 to provide power to a load such as a motor 104, request charging of the battery 102, or prevent one or more of charging and / or discharging of the battery 102 based on the charge state. Thus, if the battery 102 is discharged below a charge threshold (e.g., if the battery 102 is in a desired state of charge), the controller may prevent further discharge of the battery 102 and / or request charging of the battery 102. Alternatively or additionally, if the battery 102 is receiving charge from a charger and the charge value of the battery 102 exceeds a full charge threshold (e.g., if the battery 102 is in a fully charged state), the controller may prevent further charging of the battery 102.

[0046] The battery 102 provides electrical energy to at least one motor 104. The at least one motor 104 converts the electrical energy into mechanical energy to rotate one or more of the plurality of wheels 106, thereby causing the BEV 100 to move. In some embodiments, the at least one motor 104 is coupled to two or more of the plurality of wheels 106. In some embodiments, the at least one motor 104 includes two motors 104, each motor 104 providing power to a single wheel 106 of the plurality of wheels 106. In some embodiments, the controller monitors the state of the at least one motor 104, for example, whether the at least one motor 104 is driving at least one of the plurality of wheels 106 to cause the BEV 100 to move based on energy from the battery 102, etc. In some embodiments, the controller may monitor the direction in which the at least one wheel 106 is rotating.

[0047] The BEV 100 may be configured to charge the battery 102 using the wheels 106, the motor 104, and the battery 102 using regenerative braking from a generator braking system (not shown). Regenerative braking enables the BEV 100 to capture energy from the rotation of the wheels 106 to be stored in the battery 102 when the BEV 100 is coasting (e.g., moving by using energy from the battery 102 to power the motor 104 to drive the wheels 106) and / or braking. Regenerative braking effectively charges the BEV 100 based on the kinetic energy of the BEV 100. Effectively, the motor 104 converts the kinetic energy from the moving BEV 100 into electrical energy to be stored in the battery 102, thereby slowing the BEV 100. In some embodiments, a controller may be used to efficiently and effectively control the operation of the motor 104 to enable regenerative braking when the motor 104 is not used to drive the wheels. For example, the controller may determine that the motor 104 is not being used to drive the corresponding wheel 106 and may switch the motor 104 to a regenerative braking mode or state to capture charge from the movement of the BEV 100. In some embodiments, if the controller determines that at least one wheel 106 is rotating at a faster speed than it is traveling (e.g., when the BEV is traveling down a steep hill), the controller controls the motor 104 to perform regenerative braking or otherwise regenerate charge from the motion of the BEV. In some embodiments, the controller generates one or more alerts for display to a driver or operator of the BEV 100 or for communication to internal or external systems (e.g., regarding charging needs, battery charge, regenerative braking, etc.).

[0048] Although in Figure 1 Although not explicitly shown in the drawings, the BEV 100 may include a charging port that allows the battery 102 to be connected to a power source for charging. Typically, the charging port allows connection to a plug outside the BEV 100, which is then connected to an external power source, such as a wall charger, etc. In some embodiments, internal wiring couples the charging port to the battery 102 to allow charging. Alternatively or additionally, the BEV 100 includes a wireless power antenna configured to wirelessly receive and / or transmit power. Thus, the internal wiring couples the wireless power antenna to the battery 102 to allow charging. In some embodiments, the internal wiring may couple the charging port and / or the wireless power antenna directly to the motor 104. The controller may detect when the battery 102 receives a charge through the charging port and / or the wireless power antenna.

[0049] Figure 2 is a schematic diagram of an exemplary "fifth" wheel 202 configured to drive or provide power to an on-board charging system (OBCS) 210, which is capable of Figure 1The battery 102 of the BEV 100 is charged. The fifth wheel 202 as shown is in an extended state, so that the fifth wheel 202 is in contact with the ground or road surface, thereby rotating when the BEV 100 moves. The controller can extend or retract the fifth wheel 202 so that the fifth wheel 202 is not always in contact with the ground or road surface. In some embodiments, the fifth wheel 202 is replaced or integrated with a small motor or gear transmission component driven by a drive shaft, a motor 104, a wheel 106, or other driven components of the BEV 100. In some embodiments, the small motor or gear transmission component may include a small fixed gear electric motor that rotates the shaft at a desired number of revolutions per minute (RPM). For the discussion herein, the fifth wheel 202 will be described as being driven when in contact with the ground, but any other driven manner (e.g., a small motor or gear transmission component driven by a drive shaft) can be envisioned. Therefore, the fifth wheel 202, whether in contact with the ground or integrated with another drive component within the BEV 100, rotates in response to the BEV 100 being driven to move or otherwise moving. In some embodiments, although the fifth wheel 202 is in contact with the ground, the fifth wheel 202 may not carry a majority of the weight of the BEV 100. Therefore, in some embodiments, the fifth wheel 202 may generate or cause a minimal or small amount of drag. The controller may be configured to control the amount of drag generated by the fifth wheel 202 (e.g., how much pressure the fifth wheel 202 applies downward on the road surface).

[0050] The fifth wheel 202 is coupled to a drive shaft (referred to herein as a "shaft") 206. As the fifth wheel 202 rotates, the shaft 206 also rotates at the same, similar, or corresponding rate as the fifth wheel 202. In some embodiments, the fifth wheel 202 and the shaft 206 may be coupled such that the shaft 206 rotates at a greater or reduced rate than the fifth wheel 202. In some embodiments, the shaft 206 is coupled to a support structure 200. The support structure 200 may be attached to the frame or body 108 of the BEV 100 and allow the fifth wheel 202 to be extended or retracted as needed while being supported by the BEV 100. Two sprockets or gears 208a and 208b are arranged on the shaft 206 such that when the shaft 206 rotates, the sprockets 208a and 208b also rotate. In some embodiments, the sprockets 208a and 208b may be coupled to the shaft 206 such that the sprockets 208a and 208b rotate at a greater or reduced rate than the shaft 206.

[0051] The sprockets 208a and 208b are engaged with chains, belts, gear transmissions, pulleys, or similar devices 204a and 204b, respectively. The chains 204a and 204b cause one or more devices (not shown in this figure) coupled through the chains 204a and 204b to rotate at a rate corresponding to the rotation rate of the sprockets 208a and 208b. In some embodiments, one or more devices coupled to the sprockets 208a and 208b through the chains, gear transmissions, pulleys, or similar devices 204a and 204b are components of the OBCS 210 or are coupled to components of the OBCS 210. For example, the sprockets 208a and 208b provide power (e.g., in the form of kinetic energy) to the devices coupled to them through the chains (etc.) 204a and 204b to enable the OBCS 210 to charge the BEV 100 while the BEV 100 is in motion. Thus, in some embodiments, the device to which the sprockets 208a and 208b are coupled via the chains 204a and 204b may include a generator, an alternator, or a similar mechanical-to-electrical energy conversion device, as described in further detail below. In some embodiments, if one of the chains 204a and 204b fails, the small motor described above may act as a failover motor to drive the shafts that drive the generators 302a and 302b.

[0052] In some embodiments, the OBCS 210 includes any existing off-the-shelf BEV charger or a custom-developed BEV charger, such as a level 1 electric vehicle charger, a level 2 electric vehicle charger, a level 3 electric vehicle charger, etc. The OBCS 210 may be coupled to a charging port of the BEV 100, thereby allowing the OBCS 210 to charge the battery 102 of the BEV 100. Alternatively, the OBCS 210 may wirelessly provide charge to a wireless power antenna of the BEV 100. In some embodiments, the OBCS 210 may be used in conjunction with power received through a charging port when the OBCS 210 provides power through a wireless power antenna, or in conjunction with power received through a wireless power antenna when the OBCS 210 provides power through a charging port. Thus, charging of an external system (e.g., a stationary charging system) may occur together with charging of the OBCS 210.

[0053] The first level charger generates a charge for the battery 102 of the BEV 100 based on a 120 volt (V) alternating current (AC) connection, which is generally referred to as a standard household wall outlet. The charging time of the first level charger is generally longer than that of other chargers. Typically, the first level charger can charge the battery 102 of the BEV 100 at a charging rate of 4-8 miles per hour (MPH). The second level charger generates a charge for the battery 102 of the BEV 100 based on a 240V AC connection. The charging time of the second level charger is generally much faster than that of the first level charger, but slower than that of the third level charger. The second level charger can generally charge the battery 102 of the BEV 100 at a charging rate of 15-30 miles per hour. The third level charger generates a charge for the battery 102 of the BEV 100 based on a 480V direct current (DC) connection. The charging time of the third level charger is generally much faster than that of the second level charger. The third level charger can generally charge the battery 102 of the BEV 100 at a rate of 45+ miles per half hour. More advanced chargers may provide higher levels of energy to the BEV 100 , allowing the battery 102 to be charged at even faster rates than a Level 3 charger.

[0054] In some embodiments, the BEV 100 includes a plurality of fifth wheels 202, sprockets 208, and / or chains 204 coupling the sprockets 208 to one or more devices. The one or more fifth wheels 202 and the corresponding one or more sprockets 208 may rotate with one or more corresponding shafts 206. In some embodiments, each fifth wheel 202 is mounted to its own support structure 200 via its respective shaft 206. In some embodiments, when additional fifth wheels 202 are present, each fifth wheel 202 is coupled to its own energy conversion device via one or more sprockets 208 and chains 204, which rotate with the corresponding shaft 206 of the additional fifth wheel 202. By including additional fifth wheels 202, more mechanical energy may be converted to electrical energy to be supplied by the OBCS 210 than when a single fifth wheel 202 is used.

[0055] Figure 3 is mechanically coupled to two generators 302a and 302b according to an exemplary embodiment. Figure 2Schematic diagram of the fifth wheel 202 of FIG. 2 , two generators 302a and 302b convert the mechanical rotation of the fifth wheel 202 into electrical energy output. In some embodiments, the generators 302a and 302b can be replaced by an AC generator or a similar power generation device. Each of the generators 302a and 302b has a rotor coupled to a drive pulley 304a and 304b, respectively. The drive pulley 304 of each generator 302 can rotate, causing the corresponding rotor to rotate and causing the generator 302 to generate electrical energy output through a cable (not shown in this figure). The drive pulleys 304a and 304b are coupled to the fifth wheel 202 through one of the sprockets 208a and 208b and one of the chains 204a and 204b, respectively. The cable can supply any generated electrical energy output to the OBCS 210 as input energy for the OBCS 210. In some embodiments, the two generators 302a and 302b can be replaced by any number of generators 302, from a single generator to multiple generators. In some embodiments, depending on the application, the generator 302 can generate AC power or DC power. When the generator 302 generates AC power, an AC-DC converter can be used to regulate and convert the generated power for storage. When the generator 302 generates DC power, a DC-DC converter can be used to regulate the generated power for storage.

[0056] As described above, the fifth wheel 202 is designed to rotate when the BEV 100 moves and the fifth wheel 202 extends and / or otherwise contacts the ground or road surface (or is otherwise driven when the BEV moves). When the fifth wheel 202 rotates, the rotation causes the shaft 206 to rotate, thereby causing the sprockets 208a and 208b to also rotate. Therefore, the chains 204a and 204b coupled to the sprockets 208a and 208b move or rotate around the sprockets 208a and 208b, respectively. The movement of the chains 204a and 204b when the BEV 100 moves and the fifth wheel 202 contacts the ground causes the pulleys 304a and 304b of the rotors of the generators 302a and 302b to rotate, respectively. As described above, the rotation of the pulley 304 of the generator 302 causes the rotor of the generator 302 to rotate, so that the generator 302 generates an electrical energy output through the cable, wherein the electrical energy output corresponds to the mechanical rotation of the pulley 304. Thus, the rotation of the fifth wheel 202 causes the generators 302a and 302b to generate an electrical energy output. In some embodiments, the generators 302a and 302b (combined and / or individually) may generate an electrical energy output greater than 400V AC (e.g., in a range between 120V AC and 480V AC), thereby delivering up to or more than 120kW of power to the OBCS 210. In some embodiments, the power output of the generators 302a and 302b (combined and / or individually) may be in a range between 1.2 kilowatts (kW) and 120kW, such as 1.2kW, 3.3kW, 6.6kW, 22kW, 26kW, 62.5kW, and 120kW, etc. In some embodiments, the generators 302a and 302b provide up to or more than 150kW of power. The power provided by the generators may be adjusted as desired by adjusting the particular generator used or by otherwise limiting the amount of power delivered from the OBCS 210 to the battery 102 (or similar charge storage device).

[0057] In some embodiments, the fifth wheel 202 may be designed to have a smaller diameter than the wheel 106 of the BEV 100. By making the diameter of the fifth wheel 202 smaller than the wheel 106 of the BEV 100, the fifth wheel 202 can rotate more revolutions per certain distance traveled compared to the wheel 106. Therefore, the fifth wheel 202 rotates at a faster RPM than the wheel 106. The shaft 206 coupled to the fifth wheel 202 has a smaller diameter than the fifth wheel 202. The sprockets 208a and 208b coupled to the shaft 206 have a larger diameter than the shaft 206 but smaller than the diameter of the fifth wheel 202. In some embodiments, the various components (e.g., the fifth wheel 202, the shaft 206 and / or the sprockets 208a and 208) may be changed to further increase the rotation rate (or rotation speed) of the corresponding components. In some embodiments, the diameter of the fifth wheel 202 may be further reduced compared to the wheel 106. In some embodiments, gearing between fifth wheel 202 and shaft 206 and / or between shaft 206 and sprockets 208a and 208b may further increase the rotational rate or speed difference of each component compared to wheel 106 .

[0058] like Figure 3 As shown, the pulley 304 (and rotor) of the generator 302 has a smaller diameter than the sprocket 208. Therefore, the pulley 304 can rotate at a faster or greater RPM than the sprocket 208 and the fifth wheel 202. Therefore, the rotor of the generator 302 coupled to the pulley 304 can rotate at a faster RPM (compared to the fifth wheel 202) and generate electrical energy, which is output to the OBCS 210 via the above-mentioned cable. In some embodiments, the diameters of the various components described herein are adjusted to rotate the pulleys 304a and 304b at different RPMs, and the generators 302a and 302b can be caused to generate different amounts of power to be sent to the OBCS 210 (for example, faster rotation can cause the generators 302a and 302b to generate more power than slower rotation). By changing the size of the various components, the rotors of the generators 302a and 302b can be rotated at a greater or lesser rotation rate. The greater the rotation rate, the greater the power generated by the generators 302a and 302b. Therefore, to maximize the power generated by generators 302a and 302b, the dimensions of the various components (eg, fifth wheel 202, shaft 206, sprocket 208, pulley 304, etc.) may be sized to maximize the rotation rate and power generated by generators 302.

[0059] In some embodiments, the diameter of the wheels 106 of the BEV 100 may be between 15" and 22", inclusive. Specifically, the diameter of the wheels 106 of the BEV 100 may be 15", 16", 17", 18", 19", 20", 21", or 22". The corresponding fifth wheel 202 may be between 7" and 13", inclusive. Specifically, the diameter of the fifth wheel 202 can be 7", 8", 9", 10", 11", 12", or 13". In some embodiments, the diameter of the fifth wheel 202 is selected so that the ratio of the diameter of the wheel 106 to the diameter of the fifth wheel 202 meets a certain threshold (e.g., 1.5:1, 1.6:1, 1.7:1, 1.8:1, 1.9:1, 2:1, 3:1, 15:1, etc.). This means that the fifth wheel 202 can rotate at a speed that makes the ratio of the rotation speed of the fifth wheel 202 to the rotation speed of the wheel 106 the same as the ratio between the diameter of the fifth wheel 202 and the diameter of the wheel 106.

[0060] In some embodiments, the diameter of the sprockets 208a and 208b can be approximately half the diameter of the fifth wheel 202. For example, the ratio of the diameter of the fifth wheel 202 to the sprockets 208a and 208b can be approximately 2:1, so that the sprockets 208a and 208b rotate at approximately twice the rotation speed or RPM of the fifth wheel 202. More specifically, the diameter of the sprockets 208a and 208b may be between 3" and 5", wherein the diameter is one of 3", 4", and 5". Similarly, the sprockets 208a and 208b may have a larger diameter than the pulleys 304a and 304b; for example, the pulleys 304a and 304b may have a diameter less than 5" (more specifically, one or more of 1", 2", 3", 4", and 5", inclusive). The resulting rotation of the pulleys 304a and 304b occurs at a sufficiently high sustained speed or RPM that the level of electricity generated by the respective generators 302a and 302b is sufficient to provide energy to the OBCS 210 to charge the battery 102 of the BEV 100 while the BEV 100 is in motion.

[0061] As the rotors of the generators 302a and 302b rotate, they induce magnetic fields in the windings in the stator coils of the generators 302a and 302b. The magnetic field generated in the coils can be controlled (e.g., increased or decreased) by changing the size of the generators 302a and 302b by changing the number of coils in each of the generators 302a and 302b. The energy generated by the generators 302a and 302b can be changed (e.g., increased or decreased) by introducing and / or changing a plurality of capacitors or other components used in conjunction with the generators 302a and 302b (e.g., within the generators 302a and 302b or in series downstream of the generators 302a and 302b) and / or by using permanent magnet coils in the generator 302. The magnetic field generated in the coils can be directly related to the energy (e.g., current) generated by the generators 302a and 302b. In some embodiments, the magnetic field is related to the torque on the generator, so that as the torque on the generator increases, the magnetic field increases. Therefore, in order to reduce wear on components in the BEV 100 and optimize voltage generation, the magnetic field is managed as described herein. In some embodiments, when the fifth wheel 202 includes a small motor as described above, the small motor is an AC or DC motor and acts as a failover device that is directly coupled to the rotor of the generator 302, so that if the pulley 204, the fifth wheel 202, or other device coupling the fifth wheel 202 to the generator 302 fails, the small motor is able to drive the generator.

[0062] Figure 4 According to an exemplary embodiment Figure 3 1 and 1 , and an alternative view of two generators 302a and 302b and cables 402a and 402b coupling the generators 302a and 302b to a battery charger 403, which is coupled to a charging port of the BEV 100. The generators 302a and 302b and cables 402a and 402b coupling the generators 302a and 302b to the battery charger 403, respectively, are shown. The OBCS 210 may include the battery charger 403 described herein. The battery charger 403 may include one or more other components or circuits for rectifying or otherwise regulating the electrical energy generated by the generators 302a and 302b. For example, the one or more other components or circuits may include one or more of a matching circuit, an inverter circuit, a regulating circuit, a rectifying circuit, a conversion circuit, and the like. The matching circuit may match the condition of the load to the source (e.g., impedance matching, etc.). The conversion circuit may include a circuit that converts an alternating current (AC) signal to a direct current (DC) signal, a DC / DC conversion circuit, a DC / AC conversion circuit, and the like. The conditioning circuit may condition the signal input into the conditioning circuit, and the rectifying circuit may rectify the signal. In some embodiments, the support structure 200 may be mounted to the BEV 100 via a shock absorbing system or springs 404 to help reduce impacts of the road or the like on the BEV 100 and / or the OBCS 210 .

[0063] In some embodiments, a rotation rate of seven hundred (700) revolutions per minute or rotations (RPM) of the fifth wheel 202 determines a minimum threshold RPM for the fifth wheel 202 at which the generators 302a and 302b will provide sufficient power to charge the battery 102 of the BEV 100 via the OBCS 210. In some embodiments, the fifth wheel 202 may rotate at 3,600 or 10,000 RPM, or the generators 302a and 302b (and / or the generator unit 710 described below) may rotate at 3,600 or 10,000 RPM. Furthermore, when the fifth wheel 202 is at or above 700 RPM, the fifth wheel 202 (and / or any coupled flywheel) may be able to maintain its rotation rate (e.g., 700 RPM) even if the fifth wheel 202 does not maintain contact with the ground or road surface while the BEV 100 is in motion. For example, the fifth wheel 202 may have a driven mass (referred to herein as a “mass”) between 15 and 75 kilograms (e.g., one of 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, and 75 kilograms, etc., or any value therebetween), and the mass may enable the fifth wheel 202 to continue rotating when not driven by contact with the ground due to the inertia of the fifth wheel 202. For example, once the fifth wheel 202 reaches at least 700 RPMs, the fifth wheel 202 may be retracted from contact with the ground or road surface and continue to rotate at least 700 RPMs based on the inertia of the fifth wheel 202 (and / or any coupled flywheel), so that the generators 302a and 302b can continue to generate power to charge the battery 102 of the BEV 100 when the fifth wheel 202 is retracted. Furthermore, when the RPMs of the fifth wheel 202 are greater than or equal to 700 RPM, the corresponding diameters of the components between the fifth wheel 202 and the generators 302a and 302b (e.g., sprockets 208a and 208b, pulleys 304a and 304b, etc.) enable the generators 302a and 302b to generate sufficient power (e.g., between 1.2 kW and 120 kW or more) to charge the battery 102 of the BEV 100 using the battery charger 403 at a rate greater than the discharge rate of the battery 102, thereby driving the motor 104 and wheels 106 of the BEV 100 to keep the BEV 100 moving. Thus, when the speed of the fifth wheel 202 is at least 700 RPM, the generators 302a and 302b generate sufficient electrical energy to replenish the battery 102 when the motor 104 and wheels 106 move the BEV 100 and deplete the battery 102. Thus, fifth wheel 202 may be used to regenerate battery 102 while BEV 100 is in motion, thereby extending the range of BEV 100. In some embodiments, OBCS 210 is capable of harvesting mechanical energy from the motion of BEV 100 before such energy is lost to heat, friction, or the like.Thus, as described herein, OBCS 210 can convert kinetic energy that would otherwise be lost into electrical energy for consumption by BEV 100. In some embodiments, generators 302a and / or 302b can each generate up to 580V AC when driven by fifth wheel 202, for example at rotational speeds between about 700 and 10,000 RPM.

[0064] In some embodiments, the fifth wheel 202 or other small motor may be coupled to a flywheel (not shown in this figure) that is configured to generate inertia for storing kinetic energy of the BEV 100. In some embodiments, for example, when the BEV 100 is decelerating, when the BEV 100 is accelerating, the flywheel may be selectively coupled to the fifth wheel 202 or other small motor to allow the flywheel to selectively engage with the fifth wheel 202. In addition, the flywheel may be coupled to the fifth wheel 202 by a clutch or similar coupling to allow the flywheel to be driven by the fifth wheel 202 or small motor but not allow the flywheel to drive the fifth wheel 202 or small motor. When a flywheel is included, the mass of the flywheel may be between 15 and 75 kilograms (e.g., one of 15, 20, 25, 30, 35, 40, 45, 50, 55, 60, 65, 70, and 75 kilograms, etc., or any value therebetween).

[0065] In some embodiments, one or more other components or circuits (e.g., capacitors, matching, filtering, rectification, etc. circuits) clean, convert, and / or condition the electrical energy provided by the generators 302a and 302b before the electrical energy reaches the battery charger 403 and / or the motor 104. For example, cleaning and / or conditioning the electrical energy may include filtering the electrical energy or matching the value between the load and the source. Converting the electrical energy may include converting an AC signal to a DC signal, or vice versa (e.g., converting an AC signal generated by the generators 302a and 302b to a DC signal for storage in the battery 102 or a similar energy storage device). Cleaning, converting, and / or conditioning the electrical energy provided to the battery charger 403 may help maintain the operation of the battery charger 403 and reduce the battery charger 403's need to charge the battery 102 or drive the motor 104 or drive the motor 104 to drive the BEV. 100. In some embodiments, the battery charger 403 may be selectively coupled directly to the motor 104, rather than having to feed power through the battery 102 to subsequently feed the motor 104. Cleaning the energy provided to the battery charger 403 or the motor 104 may also reduce the risk of damage to the battery charger 403 and / or the motor 104 that may be caused by power from the generators 302a and 302b. In some embodiments, one or more of the above circuits may reduce and / or control variations in the power generated by the generators 302a and 302b. Similarly, variations in the generators 302a and 302b (e.g., including different circuits in the generators 302a and 302b themselves) may enable the generators 302a and 302b to reduce and / or control variations in the magnetic field generated therein and the power generated by the generators 302a and 302b. In some embodiments, the battery charger 403 may be synchronized with the generators 302a and 302b (or other similar generator units).

[0066] In some embodiments, the extension and retraction of the fifth wheel 202 may occur based on communication with a controller that monitors the charge state of the battery 102 and / or the demand from the motor 104. For example, when the controller determines that the battery 102 needs a charge or the motor needs electrical energy (e.g., the BEV 100 is accelerating), the controller sends a signal to the fifth wheel 202 control system so that the fifth wheel 202 is extended to contact the ground or road surface when the BEV 100 is moving. Once the RPM of the fifth wheel 202 reaches at least 700 RPM, the rotation rate (e.g., RPMs) of the fifth wheel 202 may be controlled and / or monitored so that the battery 102 is charged to maintain or increase the charge of the battery 102, or so that the motor 104 is provided with sufficient energy to drive the BEV 100. For example, if the controller determines that the battery 102 needs to be charged while the BEV 100 is moving, the controller may send a signal to cause the battery 102 to charge the fifth wheel 202 system. The signal causes the fifth wheel 202 system to extend the fifth wheel 202 to contact the ground or road surface. When the fifth wheel 202 reaches 700 RPM while the BEV 100 is in motion, the generators 302a and 302b generate sufficient electrical energy to charge the battery 102 at a rate greater than the rate at which the battery 102 is discharged by the motor 104 to move the BEV 100, or to feed the motor 104 at a level sufficient to fully drive the BEV 100. When the controller monitors the charge of the battery 102 or the demand from the motor 104, when the charge level or charge state of the battery 102 or the demand from the motor 104 reaches a second threshold, the controller may issue a second signal to stop charging the battery 102 or stop feeding power to the motor 104. The second signal may cause the fifth wheel 202 to retract or disconnect the power feed from the battery 102 or the motor 104.

[0067] In some embodiments, retracting the fifth wheel 202 occurs under controlled circumstances. In some embodiments, when the fifth wheel 202 is initially retracted and no longer in contact with the ground or road surface, the fifth wheel 202 continues to rotate. Therefore, the generators 302a and 302b coupled to the fifth wheel 202 continue to generate electrical energy, while the fifth wheel 202 continues to rotate based on its inertia. The controller may send a second signal before the battery 102 is fully charged to avoid wasting any energy generated by the generators 302a and 302b. In some embodiments, the energy generated by the generators 302a and 302b can be unloaded from the BEV 100 to, for example, a land-based power grid or an energy storage device (e.g., a home battery, etc.).

[0068] In some embodiments, the controlled deceleration of the rotation of the fifth wheel 202 when the fifth wheel 202 is retracted occurs due to a brake or similar component that stops the fifth wheel 202 from rotating in a controlled manner. In some embodiments, the brake may include a physical brake or other deceleration technology. In some embodiments, the braking of the fifth wheel 202 is regenerative to provide energy to the battery 102 or the motor 104 when the fifth wheel 202 is braked.

[0069] In some embodiments, as described above, the fifth wheel 202 is extended in response to a first signal from the controller requesting charging of the battery 102 of the BEV 100. As described above, the fifth wheel 202 may have a mass that allows the fifth wheel 202 to continue to rotate under the action of inertia, etc. when the fifth wheel 202 is retracted and no longer in contact with the ground or road surface when the BEV is in motion. In some embodiments, after the fifth wheel 202 is retracted from the ground or road surface, the fifth wheel 202 is coupled to a flywheel or a similar component that spins under the action of inertia, etc. Based on the inertia of the fifth wheel 202 or the flywheel or the like, mechanical energy can be generated from the movement of the BEV 100 and stored for conversion into electrical energy (e.g., by generators 302a and 302b, etc.).

[0070] Once the fifth wheel 202 is extended to contact the ground or road surface, the fifth wheel 202 begins to rotate when the BEV 101 moves. Due to the smaller size of the fifth wheel 202, as described above, the fifth wheel 202 rotates at a greater RPM than the wheel 106 of the BEV 100. When the fifth wheel 202 rotates, the sprockets 208a and 208b described above also rotate, causing the generators 302a and 302b to generate electrical energy. The continued reduction in the diameter of the components between the wheel 106 and the pulley 304 of the generator 302 ensures that the generator 302 rotates at a sufficiently fast rate (RPMs) to generate power to supply to the OBCS 210, as described herein. The electrical energy is fed to the OBCS 210, which charges the BEV 100 through the charging port of the BEV 100, or directly to the motor 104. The fifth wheel 202 retracts in response to a second signal from the controller, and may or may not continue to rotate and generate electrical energy under its inertia.

[0071] As described above, due to the mass and other characteristics of the fifth wheel 202 or flywheel or similar component, although the fifth wheel 202 is no longer in contact with the ground or road surface when the BEV 100 is moving, the fifth wheel 202 or flywheel or similar component may continue to rotate or otherwise maintain some mechanical energy. In some embodiments, once the fifth wheel 202 reaches the above-mentioned 700 RPMs, the fifth wheel 202 can maintain its rotation even if the fifth wheel 202 is no longer "driven" by the ground or road surface when the BEV 100 is moving. Therefore, the generators 302a and 302b can continue to generate electrical energy to charge the battery 102 through the OBCS 210 or feed the motor 104 of the BEV 100. In some embodiments, the fifth wheel 202 or flywheel or similar component can continue to generate mechanical energy, which is converted into electrical energy by the generators 302a and 302b until the fifth wheel 202 or flywheel or similar component is stopped using a brake or similar component, as described above, or until the fifth wheel 202 or flywheel or similar component stops rotating due to friction. In some embodiments, fifth wheel 202 or flywheel may be replaced with a geared motor or similar component having a smaller diameter than wheel 106 .

[0072] In some embodiments, the OBCS 210 includes a second controller that communicates with a controller of the BEV 100. In some embodiments, the second controller is configured to monitor and / or control one or more of the fifth wheel 202, the generators 302a and 302b, and / or the OBCS 210 to control the generation of charge for the battery 102 or the motor 104. In some embodiments, the second controller may be configured to engage the brakes or otherwise control the fifth wheel 202 so that the fifth wheel is decelerated in a controlled manner, for example, based on whether the OBCS 210 is able to accept electrical energy from the generators 302a and 302b. In some embodiments, the second controller may prevent the battery 102 from being overcharged by the OBCS 210. In some embodiments, the OBCS 210 may include controls, etc., to prevent overcharging of the battery 102. In some embodiments, the second controller may be configured to disengage safety devices or controls that would prevent the BEV 100 from charging while in motion, or to control whether and when the OBCS 210 directly supplies power to the motor 104 instead of the battery 102.

[0073] In some embodiments, the OBCS 210 includes a circuit breaker, a fusible link, a contactor, or a similar electrically or mechanically switchable circuit element or component (not shown) designed to protect downstream components from electrical outputs (e.g., overcurrent signals). In some embodiments, the circuit breaker is installed in series between the generators 302a and 302b and the battery charger 403, or in series between the battery charger 403 and the BEV charging port. In some embodiments, the circuit breaker is controlled by one or more of the controller of the BEV or the second controller of the OBCS 210 and disconnects the downstream component from any upstream component. For example, if the battery 102 reaches a full state while being charged by the OBCS 210 or the motor 104 stops requesting energy, the BEV controller may send a signal to the circuit breaker to open the circuit / path therebetween so that the battery 102 and / or the motor 104 no longer receive electrical energy from the OBCS 210. In some embodiments, the second controller of the OBCS 210 receives a signal that the battery 102 is in a fully charged state or that the motor 104 no longer requires energy from the BEV controller, and the circuit breaker receives an “open” command or signal from the second controller of the OBCS 210. In some embodiments, a similar “stop charging” command may be provided to the OBCS 210 (from one or both of the BEV controller and the second controller of the OBCS 210) and the OBCS 210 may stop providing charge to the BEV based on receiving such a command.

[0074] In some embodiments, the battery 102 may have an input path and an output path, the battery 102 is charged through the input path, and the battery 102 is discharged through the output path. In some embodiments, the input path may be similar to (e.g., in routing) the output path. In some embodiments, the input path and the output path may be different (e.g., in routing). In some embodiments, the input path includes a single input node through which charge is received to charge the battery 102. For example, the single input node is coupled to the charging port of the BEV 100 and / or the above-mentioned regenerative braking system. In some embodiments, the input path includes a plurality of input nodes coupled to different charge sources, respectively. For example, a first input node is coupled to the charging port of the BEV 100, and a second input node is coupled to the regenerative braking port. When other charge sources such as a capacitor array, another battery, a range extender generator, or another charge storage device are introduced, as described in further detail below, additional input nodes may be added to the battery 102, or other charge sources may be coupled to a single input node together with the charging port and the regenerative braking system. Similarly, the output path may include a single output node or multiple output nodes through which the battery 102 discharges to one or more loads, such as the electric motor 104 that propels the BEV 100 , a DC / AC converter, or other battery, capacitor, or charge storage device.

[0075] Figure 5 yes Figure 1 Schematic diagram of an exemplary BEV 500 including one or more capacitor modules 502 as supplemental and / or intermediate energy storage devices. In some embodiments, the capacitor modules 502 are arranged in parallel with the battery 102. The capacitor modules 502 and the battery 102 are electrically coupled to at least one deep cycle battery 504. The capacitor modules 502 and the deep cycle battery 504 can be coupled to a DC-DC converter 506 so that the battery 102 provides energy to the capacitor modules 502 and / or the deep cycle battery 504, or vice versa.

[0076] As described herein, the battery 102 (e.g., a battery energy storage device) typically stores energy electrochemically. Thus, a chemical reaction causes the release of energy (e.g., electrical energy) that can be used in a circuit (e.g., any circuit or motor described herein). In some embodiments, the battery 102 used for the BEV500 is primarily a lithium-ion battery. Lithium-ion batteries utilize lithium ion chemical reactions to discharge and charge the battery. Due to the corresponding chemical processes associated with charging and discharging, charging and discharging the battery 102 may be relatively time-consuming. In addition, charging and discharging the battery 102 may degrade the chemical components (e.g., lithium) within the battery 102. However, the battery 102 is able to store large amounts of energy and therefore has a high energy density.

[0077] An alternative energy storage device is a capacitor (e.g., supercapacitor and / or ultracapacitor) module 502 or energy storage device. The capacitor module 502 can store energy electrostatically rather than chemically. The capacitor module 502 can charge and / or discharge faster than the battery 102. The capacitor module 502 can be smaller in size than the corresponding battery 102 and therefore can have a higher power density than the corresponding battery 102. However, although the capacitor module 502 can charge and / or discharge faster than the corresponding battery 102, the capacitor module 102 can have a lower energy density than the battery 102. Therefore, in order for the capacitor module 502 to have a corresponding energy density compared to the corresponding battery 102, the capacitor module 502 must be physically much larger than the corresponding battery 102.

[0078] In some embodiments, capacitor module 502 may be used in conjunction with battery 102. For example, Figure 5As shown, the BEV 500 may include one or more capacitor modules 502 installed side by side with the battery 102. In some embodiments, the BEV 500 includes a plurality of capacitor modules 502. In some embodiments, one or more batteries 102 are replaced with one or more capacitor modules 502. As shown, the capacitor module 502 may be connected in series or in parallel with the battery 102, depending on the usage. For example, when supplementing the voltage in the battery 102 or charging the battery 102 and / or the capacitor module 502, the capacitor module 502 may be connected in series or in parallel with the battery 102. Therefore, the battery 102 and the capacitor module 502 may provide voltage support to each other. Therefore, the capacitor module 502 may provide supplemental energy when the battery 102 is discharged, or completely replace the battery 102.

[0079] In some embodiments, capacitor module 502 provides bursts of energy to battery 102 or motor 104 as needed. For example, capacitor module 502 is coupled to a vehicle (or another) controller that monitors the charge level of battery 102 and / or the energy demand of motor 104. The controller may control the coupling of capacitor module 502 to battery 102 to charge battery 102 with a burst of energy from capacitor module 502 when the charge level of battery 102 drops below a threshold, or may couple capacitor module 502 to battery 102 to supplement the output energy of battery 102.

[0080] The deep cycle battery 504 may be disposed at any location in the BEV 500 such that the deep cycle battery 504 is electrically coupled to the capacitor module 502, the battery 102, and the generators 302a and 302b. The deep cycle battery 504 (or the battery 102 or the capacitor module 502) may provide a sink or destination for excess energy generated by the generators 302a and 302b. For example, when the generators 302a and / or 302b are generating energy and the capacitor module 502 and the battery 102 are fully charged and / or unable to receive additional charge, the excess energy generated by the generators 302 and / or 302b may be stored in the deep cycle battery 504. This excess energy may then be fed back into the generators 302a and 302b or fed back into the battery 102 and / or the capacitor module 502. In some embodiments, when excess energy overflows into the deep cycle battery 504, the deep cycle battery 504 provides backup power to the BEV 500 and / or provides power to any component of the BEV 500, such as providing starting assistance when needed. Thus, the deep cycle battery 504 can be coupled to the battery 102 and the capacitor module 502 in a reconfigurable manner so that the deep cycle battery 504 can be used to store overflow energy but can also be connected to provide power to the battery 102 and / or the capacitor module 502. In some embodiments, the deep cycle battery 504 provides load balancing to the battery 102 and / or the capacitor module 502. In some embodiments, the capacitor module 502 and / or the deep cycle battery 504 feeds power back to the generators 302a and 302b and / or directly to one of the batteries 102 and / or the capacitor module 502. In some embodiments, the deep cycle battery 504 is directly coupled to the load of the BEV 500. Thus, in some embodiments, one or more components of the BEV 500 (e.g., one or more of the motor 104, the powertrain, the auxiliary system, the heating, ventilation and air conditioning (HVAC) system, etc.) receive power from one or more of the battery 102, the capacitor module 502, and the deep cycle battery 504. In some embodiments, when the generators 302a and / or 302b generate energy and the battery 102 is fully charged and / or unable to receive additional charge and the motor 104 does not require any energy, the energy generated by the generators 302a and 302b may be excess energy. This excess energy may be stored in the capacitor module 502. This excess energy may then be fed back into the generators 302a and 302b or fed back into the battery 102 and / or the motor 104. In some embodiments, when the excess energy overflows into the capacitor module 502, the capacitor module 502 provides backup power to the BEV 500 and / or provides power to any component of the BEV 500, such as providing starting assistance when needed.

[0081] The DC-DC converter 506 may provide energy conversion between the generator 302 and one or more capacitor modules 502 and deep cycle batteries 504. In some embodiments, the DC-DC converter 506 is integrated with the OBCS 210. For example, the DC-DC converter 506 is a component of the OBCS 210 that provides voltage conversion to charge the battery 102 and also to charge the capacitor modules 502 and / or deep cycle batteries 504. In some embodiments, as shown, the deep cycle batteries 504 and capacitor modules 502 are not coupled to the OBCS 210 but receive their energy directly from the generator 302, for example, through the DC-DC converter 506. In some embodiments, the DC-DC converter 506 may include one or more components in the battery charger 403.

[0082] like Figure 5 As shown, the various components of the BEV 500 are integrated so that the power generated by the fifth wheel 202 or similar energy generation, regeneration or recovery system (e.g., regenerative braking, solar panels, etc.) is stored in any one of the battery 102, the capacitor module 502, and the deep cycle battery 504. In some embodiments, the deep cycle battery 504 and / or the capacitor module 502 provide load balancing for the battery 102, or vice versa. Therefore, the deep cycle battery 504 and / or the capacitor module 502 can be coupled (in a switchable manner) to the output of the generator 302 (through the DC-DC converter 506 and / or the OBCS 210) and the input of the generator 302. Alternatively, the deep cycle battery 504 and / or the capacitor module 502 are coupled (in a switchable manner) to the output of the battery 102 and the input of the battery 102. In some embodiments, the outputs of the deep cycle battery 504 and the capacitor module 502 are coupled to the generators 302a and 302b to ensure that the battery 102 is charged at a sufficient voltage level.

[0083] Figure 6 yes Figure 3 Schematic diagram of the coupling of the fifth wheel 202 with two generators 302a and 302b, wherein a capacitor module 502 is added to the charging system of the BEV 100 / 500. As shown in the figure, one or more of the capacitor modules 502 can be as follows Figure 6 As described herein, capacitor module 502 can be used to store energy for delivery to battery 102 or motor 104 .

[0084] Figure 7 It is a graphic Figure 2An alternative fifth wheel system 700 is provided in which the fifth wheel is mechanically coupled to a power generation unit 710, which converts the mechanical rotation of the fifth wheel into electrical energy output that is output to the BEV 100 (e.g., the battery 102 or the capacitor module 502). In some embodiments, the OBCS 210 described herein includes the power generation unit 710 (e.g., as an alternative or in addition to the generators 302a and 302b described above or the generators 302a and 302b described above). The power generation unit 710 and the generators 302a and 302b may be used interchangeably herein. In some embodiments, the power generation unit 710 may be directly coupled to the battery 102, the capacitor module 502, and / or the motor 104. The system 700 includes a fifth wheel 202 supported by a support structure 200, such as Figure 2 As shown. In some embodiments, the support structure 200 includes an independent suspension system 702 that enables the fifth wheel 202 and corresponding components coupled to the fifth wheel 202 to move vertically and / or horizontally relative to the ground or road surface or the BEV 100 to react or respond to changes in the road or road surface. The independent suspension 702 can operate independently of the suspension of the BEV 100, thereby allowing the fifth wheel 202 and corresponding components to move in a different manner than the BEV 100 to allow the fifth wheel system 700 to "free float" relative to the BEV 100. The independent suspension 702 can help protect the components coupled to the fifth wheel 202 (e.g., Figure 7 Components shown). In some embodiments, the independent suspension 702 includes one or more shock absorbers, struts, links, springs, shock absorbers, or similar components that help achieve, compensate for, and / or reduce vertical and / or horizontal movement of the fifth wheel 202 and coupled components. In some embodiments, the independent suspension 702 also includes various components that improve the stability of the components of the OBCS 210 described herein. For example, the independent suspension 702 may include a stabilizing bracket 712 disposed between the flywheel 708 and the power generation unit 710, as described in more detail below. The stabilizing bracket 712 disposed between the flywheel 708 and the power generation unit 710 can provide stable support between two components that move or have moving components. The power generation unit 710 may include the above-mentioned generator 302 or an AC generator or any corresponding component that generates electrical energy from mechanical energy. The power generation unit 710 can collect mechanical / kinetic energy from the movement of the BEV 100 (or from inertia caused by the movement of the BEV 100) before friction or heat or other conditions accumulate that may otherwise cause energy loss from the BEV 100 (e.g., due to heat or other conditions), thereby saving and storing energy that would otherwise be lost or wasted.

[0085] The alternative system 700 may also include a fifth wheel 202 configured to rotate or spin on the shaft 206. As described above, the rotation of the fifth wheel 202 causes the shaft 206 to rotate and further causes the sprocket 208 and the chain 204 to rotate. The chain 204 is coupled to the second shaft 704, for example, by a second pulley or sprocket 709 rotated by the chain 204. In some embodiments, the shaft 206 is coupled to the second shaft 704 by another device such as a direct coupling, a gear drive coupling, etc. In some embodiments, the sprockets 208 and 709 (or similar components) and the like may be sized to allow for balancing the rotational speeds between the various components. For example, the sprocket 208 on the shaft 206 and the corresponding sprocket or gear transmission on the second shaft 704 are sized to balance the rotation between the fifth wheel 202 and the power generation unit 710. In some embodiments, the sprockets 208 and 709 (and similar components) are selected to control the electrical energy generated by the power generation unit 710.

[0086] In some embodiments, the second shaft 704 includes a one-way bearing 706 ( Fig. 8A 202 and the second shaft 704. The first portion of the second shaft 704 may be mechanically coupled to the shaft 206 (e.g., by the chain 204, the sprocket 709 and the sprocket 208, or another mechanical coupling device). The second portion of the second shaft 704 may be mechanically coupled to the flywheel 708 or other block and further coupled to the power generation unit 710. The flywheel 708, as described above, may be configured to store kinetic energy generated by the rotation of the fifth wheel 202 and the second shaft 704. The power generation unit 710 may convert the mechanical kinetic energy of the flywheel 708 into electrical energy for storage in the battery 102, the capacitor module 502, or other energy storage device or for transmission to the power generation unit 710. Figure 1 Motor 104.

[0087] The one-way bearing 706 can enable the first portion of the second shaft 704 to cause the second portion to rotate while preventing the second portion from causing the first portion to rotate. Therefore, the fifth wheel 202 can cause the flywheel 708 to rotate, but the rotation of the flywheel 708 can have no effect on the rotation or movement of the fifth wheel 202, the shaft 206 and the sprocket 208 and the chain 204. In addition, due to the one-way bearing 706, the flywheel 708 continues to rotate even if the fifth wheel 202 slows down or stops rotating. In some embodiments, the flywheel 708 includes a mass of about 25 kilograms (kg). This mass can vary based on the details of the BEV 100 and the power generation unit 710. For example, the flywheel 708 can have a mass as small as 15kg or as large as 75kg, as described above. The mass of the flywheel 708 can allow the inertia of the rotating flywheel 708 to continue to rotate when the fifth wheel 202 slows down or stops. Inertia can cause the flywheel 708 to rotate at a sufficient speed and / or duration so that the power generation unit 710 generates sufficient electrical energy. For example, the mass of the flywheel 708 of approximately 25 kg allows the flywheel 708 to continue to rotate for several minutes after the fifth wheel 202 stops rotating. For example, if the fifth wheel 202 decelerates from a rotation speed of approximately 60 miles per hour (mph) to a stop in thirty seconds, the inertia of the flywheel 708 may allow the flywheel 708 to continue to rotate for another five to ten minutes (e.g., causing the flywheel 708 to decelerate from a speed of 60 mph to a stop in five or ten minutes). Therefore, the inertia of the rotating flywheel 708 may enable the power generation unit 710 to continue to generate electrical energy at a greater rate for a longer period of time than when the power generation unit 710 is directly coupled to the fifth wheel 202. In some embodiments, the mass of the flywheel 708 may be selected based on the expected time that the flywheel 708 continues to rotate after the fifth wheel 202 stops rotating. For example, if the flywheel 708 is to continue to rotate for thirty minutes after the fifth wheel 202 stops rotating, the flywheel 708 may be given a mass of 50 kg. In some embodiments, the one-way bearing 706, the second shaft 704, and the flywheel 708 are designed and assembled so that friction and / or other resistance to the rotation of these components is minimized or reduced, thereby enabling the maximum amount of kinetic energy from the rotation of the fifth wheel 202 to be converted into electrical energy by the power generation unit 710.

[0088] Thus, the use of the one-way bearing 706 enables the power generation unit 710 to continue to generate electrical energy for the battery 102, the capacitor module 502, and / or the motor 104 when the BEV 100 decelerates or reaches a physical stop (e.g., when the BEV slows down its momentum or stops moving). The one-way bearing 706 may include a first side that rotates or spins independently of the second side. The first side and the second side may be coaxial. The flywheel 708 may be connected to the first side of the one-way bearing 706, and the first portion of the second shaft 704 may be connected to the second side of the one-way bearing 706. Thus, even if the BEV 100 decelerates or stops, the power generation unit 710 may continue to generate electrical energy at a high rate. In some embodiments, the second shaft 704 includes a plurality of one-way bearings 706, which allow the second shaft 704 to support a plurality of flywheels 708 that can independently drive one or more power generation units 710, thereby allowing the inertia of the flywheel 708 to generate a greater amount of electrical energy (not shown in these figures).

[0089] In some embodiments, as an alternative or in addition to the second shaft 704 including the first portion and the second portion, the one-way bearing 706 is directly coupled to the flywheel 708, and the flywheel 708 is directly coupled to the power generation unit 710. Therefore, the second shaft 704 may include a single portion at which the one-way bearing 706 allows the directly coupled flywheel 708 to continue to rotate even when the fifth wheel 202 slows down or stops rotating. Since the flywheel 708 is directly coupled to the power generation unit 710, when the fifth wheel 202 slows down or stops rotating, the power generation unit 710 can also continue to generate electrical energy based on the rotation of the flywheel 708. Further details of how the flywheel 708 and the power generation unit 710 are coupled are provided below.

[0090] The power generation unit 710 may be electrically coupled to a capacitor (e.g., one of the capacitor modules 502), a battery 102, a motor 104, and / or a disconnect switch. The disconnect switch may disconnect the output of the power generation unit 710 from the capacitor, the battery 102, and / or the motor 104, so that the electrical energy generated by the power generation unit 710 may be transmitted to the battery 102, the capacitor module 502, or the motor 104 as needed. In some embodiments, the disconnect switch may be controlled by an operator or controller of the BEV 100 or a second controller of the OBCS 210. For example, a controller of the BEV 100 or the OBCS 210 may receive, identify, and / or determine an interrupt signal to initiate a dump. In response to the interrupt signal, the controller may disconnect the output of the power generation unit 710 from the battery 102, the capacitor module 502, and / or the motor 104. Disconnecting the output of the power generation unit 710 from the capacitor, battery 102, and / or motor 104 can ensure that any remaining electrical energy in one or more components of the OBCS 210 (e.g., the power generation unit 710) is transferred or "dumped" to the battery 102 and / or capacitor module 502, and thus control the supply of backup high voltage. In some embodiments, during the dump, when the connection with the capacitor module 502, battery 102, and / or motor 104 is disconnected, the output of the power generation unit 710 can be connected to a dump load or similar destination to prevent damage to any coupled electrical components. In some embodiments, the dump load may include a backup battery, capacitor, or similar energy storage device. In some embodiments, the voltage dump may occur over a period of time and / or at periodic intervals defined by one or more of the following: for example, the time since the last dump, for example, the distance traveled by the vehicle since the last dump, for example, the speed of the vehicle since the last dump, and for example, the power generated and / or output by the power generation unit 710 since the last dump. After the dump is complete (eg, the time period expires), the controller may then disconnect the dump load from the genset output (eg, at the genset terminals) and reconnect the battery 102 , capacitor module 502 , and motor 104 .

[0091] In some embodiments, the voltage dump may include opening a contactor located downstream of the power generation unit 710 or the generator 302. Opening the contactor may disconnect the power generation unit 710 or the generator 302 from downstream components (e.g., load components for the power generation unit 710 or the generator 302). In some embodiments, controls for activating and / or deactivating the dump are conveniently located for access by the vehicle operator, or coupled to a controller for the BEV 100.

[0092] In some embodiments, the power generation unit 710 outputs the generated electrical energy in pulses or in a constant signal. For example, an operator or controller of the BEV 100 or a second controller of the OBCS 210. In some embodiments, the power generation unit 710 may switch between outputting electrical energy in pulses or outputting electrical energy in a constant signal. The operator may control whether the output is pulsed or constant, or the OBCS 210 may automatically control whether the output is pulsed or constant without operator intervention based on the current needs of the BEV 100, etc. In some embodiments, when the output is pulsed, the operator and / or the OBCS 210 may control multiple aspects of the pulse signal, including the frequency of the pulses, the amplitude of the pulses, the duration of each pulse, etc. Similarly, when the output is constant, the operator and / or the OBCS 210 may control multiple aspects of the constant signal, including the duration of the signal and the amplitude of the signal.

[0093] In some embodiments, the operator of the BEV 100 may control the height of the fifth wheel 202. For example, the operator determines when to lower the fifth wheel 202 so that it contacts the road or pavement, thereby causing the fifth wheel 202 to rotate. The operator may control whether the fifth wheel 202 is in a raised position (not in contact with the road) or in a lowered position (in contact with the road). Additionally or alternatively, the operator may have the option of controlling the details of the raised or lowered position, such as how low the fifth wheel 202 is positioned. Such control may allow the operator to control the amount of force provided by the fifth wheel 202 on the road or pavement, which may affect the electrical energy generated by the OBCS 210. For example, when the fifth wheel 202 presses down on the pavement with a greater amount of force, then that force may create a greater resistance to the rotation of the fifth wheel 202 when the BEV 100 is in motion, thereby reducing the electrical energy generated by the OBCS 210. On the other hand, when the force on the fifth wheel 202 is a smaller amount of force, the fifth wheel 202 may lose contact with the road or road surface based on changes in the road surface, thereby also reducing the power generated by the OBCS 210. Therefore, these controls can provide the operator with the ability to customize the downward force applied by the fifth wheel 202 on the road based on road conditions and based on the demand for power. In some embodiments, the OBCS 210 can automatically control the force of the fifth wheel 202 on the road to maximize power generation based on monitoring the road surface and the power generated.

[0094] In addition, the operator of the BEV 100 may choose to extend the fifth wheel 202 so that it contacts the road, or retract the fifth wheel 202 so that it does not contact the road, based on the drag or towing conditions. For example, if the drag increases or is expected to increase based on various conditions, the operator may choose to retract the fifth wheel 202 or keep the fifth wheel 202 retracted. If the drag decreases or is expected to decrease based on the conditions, the operator may choose to extend the fifth wheel 202 or keep it extended. In some embodiments, the OBCS 210 may automatically extend and / or retract the fifth wheel 202 based on the towing or potential towing conditions without operator intervention.

[0095] Fig. 8A and 8B Provided Figure 7 Additional views of an alternative fifth wheel system 700 are shown. These additional views show details regarding a stabilizing bracket 712 disposed between a flywheel 708 and a power generation unit 710. In some embodiments, the stabilizing bracket 712 is bolted to the support structure 200 described herein. Because the support structure 200 includes an independent suspension 702, the stabilizing bracket 712 can be protected from sudden movements of the fifth wheel 202. The stabilizing bracket 712 can provide support for one or both of the flywheel 708 and the power generation unit 710. For example, a drive shaft or similar component can be transmitted from the flywheel 708 to the power generation unit 710 through the stabilizing bracket 712. For example, the power generation unit 710 includes a shaft or input shaft that, when rotated, causes the power generation unit 710 to produce an electrical energy output relative to the rotation of the input shaft. The input shaft of the power generation unit 710 can be transmitted into and through the stabilizing bracket, as described with respect to Fig. 9 The flywheel 708 may be directly disposed on the input shaft of the power generation unit 710, or may be coupled to the input shaft of the power generation unit 710 in other ways so that the rotation of the flywheel 708 causes the input shaft to rotate. Due to the one-way bearing 706, the flywheel 708 continues to rotate even if the fifth wheel 202 slows down or stops rotating.

[0096] For example, the weight of the flywheel 708 may generate a downward force on the second shaft 704 and the one-way bearing 706. The stabilizing bracket 712 may serve the dual purpose of relieving some of the forces on the one-way bearing 706 and the second shaft 704, thereby extending the working life of one or both of the one-way bearing 706 and the second shaft 704; and reducing vibrations of the power generation unit 710, the flywheel 708, the one-way bearing 706 and the second shaft 704, etc. The stabilizing bracket 712 may prevent these components from shaking during rotation, thereby improving the overall stability of the support structure 200. In some embodiments, the stabilizing bracket 712 includes a hole through which the input shaft of the power generation unit 710 passes. The hole may include a bearing or similar component that supports the input shaft passing through the hole while also reducing or minimizing drag or friction on the input shaft.

[0097] In some embodiments, Fig. 9 As shown, it provides a close-up view of a stabilizing bracket 712 between a power generation unit 710 and a flywheel 708, to which the power generation unit 712 may be bolted.

[0098] Figures 10A-10P is a screen shot presenting an interface of various data points monitored during operation of an EV utilizing an exemplary embodiment of a generator 302 , a power generation unit 710 , and / or an OBCS 210 described herein. Figures 10A-10P Each of the screenshots of FIG. 1004 includes a torque field 1005 that indicates a torque value measured in Newton-meters (Nm) produced by a fifth wheel or similar drive component (eg, a small motor) for the OBCS 210 . Figures 10A-10P Each of the screenshots also includes the three-phase currents for the three-phase AC power generated by the generator 302 or the power generation unit 710. For example, the first phase current field 1010 indicates the current value of the first phase of the three-phase AC power generated by the generator 302 or the power generation unit 710 (and fed to the battery 102, the capacitor module 502, or the motor 104 through the battery charger 403 or similar filtering, conversion, and regulation circuits). The second phase current field 1015 indicates the current value of the second phase of the three-phase AC power generated by the generator 302 or the power generation unit 710. The third phase current field 1020 indicates the current value of the third phase of the three-phase AC power generated by the generator 302 or the power generation unit 710. Each current value of the first phase current field 1010, the second phase current field 1015, and the third phase current field 1020 is measured in amperes (A).

[0099] Figures 10A-10P Each of the screenshots also includes a speed field 1025 that indicates a rotational speed value of the rotor of the motor of the OBCS 210 (or generator 302 or power generation unit 710) measured in revolutions per minute (RPM). Figures 10A-10P Each of the screenshots also includes a current field 1030 that indicates a current value of the current generated by the OBCS 210 when the motor of the OBCS 210 rotates, the current being measured in amperes (A). Figures 10A-10P Each of the screen shots also includes a temperature field 1035 indicating the temperature of the OBCS 210 in degrees Celsius (C). Figures 10A-10PEach of the screenshots of also includes a voltage field 1040 that indicates a voltage value of a voltage measured in direct current volts (V DC) produced by the OBCS 210 after rectification, conversion, regulation, etc. In some embodiments, the voltage field indicates a voltage measurement of a battery 102 or other power storage that feeds a motor 104 to drive the BEV 100.

[0100] Screenshots described in more detail below Figures 10A-10P The power generation conditions of the BEV 100 when the BEV 100 is traveling are depicted. For example, for Figures 10A-10P Screen shot of the BEV 100, which is traveling (a) along a substantially flat road surface at speeds between 48 MPH and 53 MPH for most of the distance and (b) on a slope for approximately 13 miles. Screen shot Figures 10A-10P It shows how the phase currents (1010-1020) of the AC signal produced by the motor vary at different times, but sum to essentially zero at any given moment (e.g., indicating that the motor is feeding a balanced load). The motor speed 1025 shown in the screenshot may indicate the current 1030 unless a voltage dump is being done.

[0101] Fig. 10A Screen shot 1001a shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -57.4 Nm in 1005a (a negative value indicates a torque opposite to the direction of motion of the EV). The screenshot also shows that the first phase current value in 1010a is -5.31A, the second phase current value in 1015a is -143.06A, and the third phase current value in 1020a is 148.94A. The speed value of the generator or motor of the OBCS 210 in 1025a is 5008RPM, and the OBCS 210 generates a current value of 70A in 1030a at a temperature value of 51.05C in 1035a. The voltage value in 1040a generated by the OBCS 210 at a speed of 5008RPM is 377.2V.

[0102] Screenshot 1001a may illustrate an example when the OBCS 210 is generating electrical energy and providing electrical energy to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, electrical energy may be provided to the motor 104 through the battery module 102 and / or capacitor module 502 or through a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 70A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040a of 377.2V. The 70A current 1030a is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 377.2V.

[0103] Fig. 10B Screen shot 1001b shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -57.4 Nm in 1005b (a negative value indicates a torque in the opposite direction of the EV's motion). The screenshot also shows that the first phase current value in 1010b is -137.19A, the second phase current value in 1015b is 152.25A, and the third phase current value in 1020b is -14.94A. The speed value of the generator or motor of the OBCS 210 in 1025b is 5025RPM, and the OBCS 210 generates a current value of -70A in 1030b at a temperature value of 51.14C in 1035b. The voltage value in 1040b generated by the OBCS 210 at a speed of 5025RPM is 379.17V.

[0104] Screen shot 1001b may illustrate an example when the OBCS 210 is generating electrical energy and providing electrical energy to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, electrical energy may be provided to the motor 104 through the battery module 102 and / or capacitor module 502 or through a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 70A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040b of 379.17V. The 70A current 1030b is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 379.17V.

[0105] Fig. 10C Screen shot 1001c shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -57.4 Nm in 1005c (a negative value indicates a torque in the opposite direction of the EV's motion). The screenshot also shows that the first phase current value in 1010b is 80.5A, the second phase current value in 1015c is -160.06A, and the third phase current value in 1020c is 80.12A. The speed value of the motor of the generator or OBCS 210 in 1025c is 5011RPM, and the OBCS 210 generates a current value of -69.6A in 1030c at a temperature of 51.22C in 1035c. The voltage value in 1040c generated by the OBCS 210 at a speed of 5011RPM is 380.17V.

[0106] Screen shot 1001c may illustrate an example of when the OBCS 210 is generating electrical energy and providing electrical energy to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, electrical energy may be provided to the motor 104 by: the battery module 102 and / or capacitor module 502 or by a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 69.6A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040c of 380.17V. The 69.6A current 1030c is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 380.17V.

[0107] Fig. 10D Screen shot 1001d shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -57.6 Nm in 1005d (a negative value indicates a torque opposite to the direction of motion of the EV). The screenshot also shows that the first phase current value in 1010d is 170.69A, the second phase current value in 1015d is -131.94A, and the third phase current value in 1020d is -38.19A. The speed value of the generator or motor of the OBCS 210 in 1025d is 4969RPM, and the OBCS 210 generates a current value of -69A in 1030d at a temperature value of 51.31C in 1035d. The voltage value in 1040d generated by the OBCS 210 at a speed of 4969RPM is 380.92V.

[0108] Screen shot 1001d may illustrate an example of when the OBCS 210 is generating electrical energy and providing electrical energy to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, electrical energy may be provided to the motor 104 through the battery module 102 and / or capacitor module 502 or through a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 69A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040d of 380.92V. The 69A current 1030d is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 380.92V.

[0109] Fig.10EScreen shot 1001e shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -56.8 Nm in 1005e (a negative value indicates a torque opposite to the direction of motion of the EV). The screenshot also shows that the first phase current value in 1010e is -133.31A, the second phase current value in 1015e is -40.75A, and the third phase current value in 1020e is 174.19A. The speed value of the motor of the generator or OBCS 210 in 1025e is 5121RPM, and the OBCS 210 generates a current value of -69.6A in 1030e at a temperature value of 52.77C in 1035e. The voltage value in 1040e generated by the OBCS 210 at a speed of 4969RPM is 382.67V.

[0110] Screenshot 1001e may illustrate an example of when the OBCS 210 is generating electrical energy and providing electrical energy to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, electrical energy may be provided to the motor 104 through the battery module 102 and / or capacitor module 502 or through a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 69.6A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040e of 382.67V. The 69.6A current 1030e is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 382.67V.

[0111] Fig.10F Screen shot 1001f shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -57Nm in 1005f (a negative value indicates a torque opposite to the direction of motion of the EV). The screenshot also shows that the first phase current value in 1010f is 8.75A, the second phase current value in 1015f is 145.44A, and the third phase current value in 1020f is -153.62A. The speed value of the motor of the generator or OBCS 210 in 1025f is 5062RPM, and the OBCS 210 generates a current value of -69.4A in 1030f at a temperature value of 52.86C in 1035f. The voltage value in 1040f generated by the OBCS 210 at a speed of 5062RPM is 383.21V.

[0112] Screen shot 1001f may illustrate an example of when the OBCS 210 is generating electrical energy and providing electrical energy to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, electrical energy may be provided to the motor 104 through the battery module 102 and / or capacitor module 502 or through a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 69.4A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040f of 383.21V. The 69.4A current 1030f is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 383.21V.

[0113] Figure 10G Screen shot 1001g shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -57.6 Nm in 1005g (a negative value indicates a torque opposite to the direction of motion of the EV). The screenshot also shows that the first phase current value in 1010g is -161.94A, the second phase current value in 1015g is 29.56A, and the third phase current value in 1020g is 132A. The speed value of the motor of the generator or OBCS 210 in 1025g is 4937RPM, and the OBCS 210 generates a current value of -68.8A in 1030g at a temperature value of 53.03C in 1035g. The voltage value in 1040g generated by the OBCS 210 at a speed of 4937RPM is 381.92V.

[0114] Screenshot 1001g may illustrate an example of when the OBCS 210 is generating electrical energy and providing electrical energy to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, electrical energy may be provided to the motor 104 through the battery module 102 and / or capacitor module 502 or through a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 68.8A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040g of 381.92V. The 68.8A current 1030g is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 681.91V.

[0115] Fig. 10HScreen shot 1001h shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -57.6 Nm in 1005h (a negative value indicates a torque opposite to the direction of motion of the EV). The screenshot also shows that the first phase current value in 1010h is -89.69A, the second phase current value in 1015h is 161.44A, and the third phase current value in 1020h is -70.69A. The speed value of the generator or motor of the OBCS 210 in 1025h is 4890RPM, and the OBCS 210 generates a current value of -69.2A in 1030h at a temperature value of 53.55C in 1035h. The voltage value in 1040h generated by the OBCS 210 at a speed of 4890RPM is 377.42V.

[0116] Screen shot 1001h may illustrate an example of when the OBCS 210 is generating electrical energy and providing electrical energy to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, electrical energy may be provided to the motor 104 through the battery module 102 and / or capacitor module 502 or through a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 69.2A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040h of 377.42V. The 69.2A current 1030h is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 377.42V.

[0117] Fig.10I Screen shot 1001i shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -57.6 Nm in 1005i (a negative value indicates a torque opposite to the direction of motion of the EV). The screenshot also shows that the first phase current value in 1010i is 90.69A, the second phase current value in 1015i is 80A, and the third phase current value in 1020i is -169.12A. The speed 1025i of the motor of the generator or OBCS 210 is 4971 RPM, and the OBCS 210 generates a current value of -69.8A in 1030i at a temperature value of 53.8C in 1035i. The voltage value in 1040i generated by the OBCS 210 at a speed of 4971 RPM is 378.2V.

[0118] Screenshot 1001i may illustrate an example of when the OBCS 210 is generating power and providing power to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, power may be provided to the motor 104 through the battery module 102 and / or capacitor module 502 or through a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 69.8A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040b of 378.2V. The 69.8A current 1030i is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 378.2V.

[0119] Fig.10J Screen shot 1001j shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -57.6 Nm in 1005j (a negative value indicates a torque opposite to the direction of motion of the EV). The screenshot also shows that the first phase current value in 1010j is 149.38A, the second phase current value in 1015j is -145.5A, and the third phase current value in 1020j is -1.88A. The speed value of the motor of the generator or OBCS 210 in 1025j is 4987RPM, and the OBCS 210 generates a current value of -70A in 1030h at a temperature value of 53.89C in 1035j. The voltage value in 1040j generated by the OBCS 210 at a speed of 4987RPM is 377.1V.

[0120] Screenshot 1001j may illustrate an example of when the OBCS 210 is generating electrical energy and providing electrical energy to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, electrical energy may be provided to the motor 104 through the battery module 102 and / or capacitor module 502 or through a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 70A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040b of 377.1V. The 70A current 1030i is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 377.1V.

[0121] Figure 10KScreen shot 1001k shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -567.6 Nm in 1005k (a negative value indicates a torque opposite to the direction of motion of the EV). The screenshot also shows that the first phase current value in 1010k is -174.06A, the second phase current value in 1015k is 111A, and the third phase current value in 1020k is 63.12A. The speed value of the motor of the generator or OBCS 210 in 1025k is 4996RPM, and the OBCS 210 generates a current value of -69.6A in 1030k at a temperature value of 54.06C in 1035k. The voltage value in 1040k generated by the OBCS 210 at a speed of 4996RPM is 378.51V.

[0122] Screenshot 1001k may illustrate an example of when the OBCS 210 is generating electrical energy and providing electrical energy to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, electrical energy may be provided to the motor 104 through the battery module 102 and / or capacitor module 502 or through a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 69.6A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040b of 378.51V. The 69.6A current 1030k is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 378.51V.

[0123] Fig.10L Screen shot 10011 shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -57.6 Nm in 10051 (a negative value indicates a torque opposite to the direction of motion of the EV). The screenshot also shows that the first phase current value in 10101 is 62.12 A, the second phase current value in 10151 is -169.25 A, and the third phase current value in 10201 is 108.25 A. The speed value of the generator or motor of the OBCS 210 in 10251 is 4954 RPM, and the OBCS 210 generates a current value of -69.6 A in 10301 at a temperature value of 54.41 C in 10351. The voltage value in 10401 generated by the OBCS 210 at a speed of 4954 RPM is 378.86 V.

[0124] Screen shot 10011 may illustrate an example when the OBCS 210 is generating electrical energy and providing electrical energy to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, electrical energy may be provided to the motor 104 through the battery module 102 and / or capacitor module 502 or through a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 69.6A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040b of 378.86V. The 69.6A current 10301 is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 378.86V.

[0125] Figure 10M Screen shot 1001m shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -9.2Nm in 1005m (a negative value indicates a torque opposite to the direction of motion of the EV). The screenshot also shows that the first phase current value in 1010m is 113.06A, the second phase current value in 1015m is -147A, and the third phase current value in 1020m is 34.5A. The speed value of the generator or motor of the OBCS 210 in 1025m is 5587RPM, and the OBCS 210 generates a current value of -0.2A in 1030m at a temperature value of 55.27C in 1035m. The voltage value in 1040m generated by the OBCS 210 at a speed of 5587RPM is 377.32V.

[0126] Screenshot 1001m may illustrate an example of when the OBCS 210 is generating electrical energy and providing electrical energy to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, electrical energy may be provided to the motor 104 through the battery module 102 and / or capacitor module 502 or through a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 0.2A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040m of 377.32V. The 0.2A current 1030m is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 377.32V.

[0127] Fig.10NScreen shot 1001n shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -9.2 Nm in 1005n (a negative value indicates a torque opposite to the direction of motion of the EV). The screenshot also shows that the first phase current value in 1010n is 84.94A, the second phase current value in 1015n is -74.75A, and the third phase current value in 1020n is -9.62A. The speed value of the motor of the generator or OBCS 210 in 1025n is 5600RPM, and the OBCS 210 generates a current value of -28.4A in 1030n at a temperature value of 55.69C in 1035n. The voltage value in 1040n generated by the OBCS 210 at a speed of 5600RPM is 378.07V.

[0128] Screenshot 1001n may illustrate an example of when the OBCS 210 is generating electrical energy and providing electrical energy to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, electrical energy may be provided to the motor 104 through the battery module 102 and / or capacitor module 502 or through a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 28.4A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040n of 378.07V. The 28.4A current 1030n is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 378.07V.

[0129] Fig.10O The screenshot 1001o shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -56.6 Nm in 1005o (a negative value indicates a torque opposite to the direction of motion of the EV). The screenshot also shows that the first phase current value in 1010o is -74.19A, the second phase current value in 1015o is -88.31A, and the third phase current value in 1020o is 163A. The speed value of the generator or motor of the OBCS 210 in 1025o is 5153RPM, and the OBCS 210 generates a current value of -70.8A in 1030o at a temperature value of 56.5C in 1035o. The voltage value in 1040o generated by the OBCS 210 at a speed of 5153RPM is 376.88V.

[0130] Screen shot 1001o may illustrate an example of when the OBCS 210 is generating electrical energy and providing electrical energy to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, electrical energy may be provided to the motor 104 through the battery module 102 and / or capacitor module 502 or through a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 70.8A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040o of 376.88V. The 70.8A current 1030o is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 376.88V.

[0131] Figure 10P Screen shot 1001p shows when the fifth wheel 202 is in contact with the road and provides a torque value of approximately -56.6 Nm in 1005p (a negative value indicates a torque opposite to the direction of motion of the EV). The screenshot also shows that the first phase current value in 1010p is 37.38A, the second phase current value in 1015p is -164.44A, and the third phase current value in 1020o is 128.12A. The speed value of the generator or motor of the OBCS 210 in 1025p is 5137RPM, and the OBCS 210 generates a current value of -70.8A in 1030p at a temperature value of 56.59C in 1035p. The voltage value in 1040p generated by the OBCS 210 at a speed of 5137RPM is 378.29V.

[0132] Screenshot 1001p may illustrate an example of when the OBCS 210 is generating power and providing power to the battery 102, capacitor module 502, and / or motor 104 of the EV. In some embodiments, power may be provided to the motor 104 through the battery module 102 and / or capacitor module 502 or through a separate connection that bypasses the battery module 102 and / or capacitor module 502. The OBCS 210 may generate a current of 70.8A to maintain the voltage of the battery 102 and / or capacitor module 502 of the EV at or near a voltage 1040b of 378.29V. The 70.8A current 1030p is provided to the motor 104, battery module 102, and / or capacitor module 502 to maintain the voltage at approximately 378.29V.

[0133] In some embodiments, voltage flows between the generator, the battery 102, the capacitor module 502, and / or the motor 104. For example, the electrical energy generated by the generator 302a and 302 or the power generation unit 710 can be output from the generator 302 or the power generation unit 710 and fed to a component for converting, regulating, rectifying, matching, filtering, and / or otherwise modifying the generated electrical energy. Once the electrical energy is modified as described herein, the electrical energy can be transferred to an energy storage device, such as a battery 102 and / or a capacitor module 502. The energy stored in the battery 102 or the capacitor module 502 can be used to feed one or more DC loads, such as low-voltage DC loads, such as a 12V DC battery, and internal features and components of the BEV 100. Alternatively, the energy stored in the battery 102 or the capacitor module 502 can be used to feed the motor 104 or other high-voltage demand components. In some embodiments, the motor 104 can be an AC or DC motor; when an AC motor is used, the high voltage output from the battery 102 or the capacitor module 502 can be converted from DC to AC before being fed into the motor 104. When the motor 104 is a DC motor, no further conditioning may be required before the voltage is fed to the motor 104. Alternatively, the high voltage output from the battery 102 and / or the capacitor module 502 may be used to feed into the power generation unit 710 or the generator 302 to jump-start the power generation unit 710 or the generator 302 when they are used to convert mechanical energy into electrical energy for storage or for driving the motor 104. In some embodiments, when both the battery 102 and the capacitor module 502 are present in the BEV 100 as separate components, the battery 102 may feed energy to the capacitor module 502 and / or vice versa.

[0134] In some embodiments, the generator 302 and / or power generation unit 710 described herein are directly coupled to one or more of the battery 102, the capacitor module 502, and the motor 104. Alternatively or additionally, the generator 302 and / or power generation unit is coupled to the battery charger 403, which is coupled to the battery 102, the capacitor module 502, and / or the motor 104. In some embodiments, when the generator 302 and / or power generation unit 710 is not coupled to the battery charger 403, the generator 302 and / or power generation unit 710 may alternatively be coupled to one or more circuits to rectify and / or otherwise match, convert, and / or condition the electrical energy generated by the generator 302 and / or power generation unit before feeding the battery 102, the capacitor module 502, and / or the motor 104.

[0135] Figures 11A-11BDifferent views of an exemplary embodiment of components of a bearing support 1100 are depicted. The bearing support 1100 can be configured to support, facilitate, or enable a rotating element, such as a rotating shaft. In addition, as will be described in more detail below, the bearing support 1100 can advantageously be configured to dissipate heat generated by the rotation of the rotating element. For example, when the rotating element rotates, friction between the components may generate heat. If the heat generated in this way is not adequately dissipated, the components may degrade or otherwise be damaged. For example, in some cases, if the heat is not adequately dissipated, the components may melt, thereby reducing their functionality.

[0136] In some embodiments, the bearing support 1100 may be used in any position where a rotating element is physically supported or coupled to another component (e.g., another rotating or stationary component). For example, the bearing support 1100 may be used to support Figure 2 Axis 206 or Figure 7 The bearing support 1100 may support portions of shafts and other rotating components on the BEV 100 or support structure 200, or couple such portions to other rotating or stationary components in the BEV 100 or OBCS 210. In some embodiments, the one-way bearing 706 discussed above includes the bearing support 1100. In some embodiments, the bearing support 1100 may provide support for rotating shafts and components, reduction in diameter of rotating components, etc. The bearing support 1100 may be referred to herein. Figure 2-9 Any of the embodiments of the OBCS 201 described above may be used in various situations. In some embodiments, the bearing support 1100 may be used in various other applications in automotive, industrial, consumer, appliance, and household applications.

[0137] Fig.11A is a top view of the bearing support 1100 shown in a partially disassembled state. Fig. 11B 1 is another perspective view of a bearing support in a partially disassembled state. In the illustrated embodiment, the bearing support 1100 includes a bearing housing or shell 1105 and a bearing assembly 1110. Although Fig.11A and 11B The bearing support 1100 is shown in a partially disassembled state and, when assembled, at least a portion of the bearing assembly 1110 may be positioned within the bearing housing 1105 .

[0138] like Fig.11AAs shown, the bearing assembly 1110 includes a shaft 1215 and one or more bearings 1205 (e.g., a first bearing 1205a and a second bearing 1205b), and the bearing 1205 is configured to facilitate the rotation of the shaft 1215. One or more bearings 1205 can be mounted on the shaft 1215, as shown. One or more bearings 1205 may include a mechanical device configured to enable the shaft 1215 to rotate. One or more bearings 1205 may include a rotary bearing that transmits or transmits one or more of axial and radial motions and forces between components or devices. In some embodiments, one or more bearings 1205 may include one or more of annular bearings, rolling element bearings, jewel bearings, fluid bearings, magnetic bearings, and flexible bearings, as well as other suitable bearing types.

[0139] As used herein, one or more bearings 1205 may enable rotational movement. In some embodiments, additional bearings 1205 or only one of bearings 1205a and 1205b may be used in any application. Fig. 11B As best shown, one or more bearings 1205 may include an inner race 1223 and an outer race 1225. One or more bearings 1205 may also include one or more rolling elements (not visible) positioned between the inner race 1223 and the outer race 1225. The one or more rolling elements may facilitate rotation of the inner race 1223 relative to the outer race 1225. The one or more rolling elements may be positioned within a cage 1227. The inner race 1223 may be mounted on the shaft 1215. For example, the inner race 1223 may have an inner diameter through which a shaft or other machine component passes (e.g., shaft 1215). The outer race 1225 may have an outer diameter that can pass through a housing or other machine component (e.g., bearing housing 1105). The rolling elements and cage 1227 may be disposed between the inner race and the outer race (moving within one or more raceways formed in the inner race and / or the outer race) to enable rotational movement of the inner race relative to the outer race, or vice versa. In some embodiments, different characteristics of the bearing support 1100 may depend on the application in which the bearing support 1100 is used. The clearance between the bearing spacer 1110 and each of the bearings 1105a and 1105b is Fig. 11B is not clearly shown in the perspective view.

[0140] Typically, friction between the rolling elements and the inner race 1223 and the outer race 1227 (or other components of the device) generates heat as the shaft 1215 rotates. As described above, if such heat is not dissipated, it can cause damage to the components, which may reduce or destroy their ability to facilitate the rotation of the shaft 1215. Therefore, the bearing support 1100 can be configured to facilitate heat dissipation, as will be described in more detail below.

[0141] like Fig.11A and 11BAs shown, the bearing housing 1105 of the bearing support 1100 may include a housing or shell configured to receive at least a portion of the bearing assembly 1110. In the illustrated embodiment, the bearing housing 1105 includes an outer surface 1106 having a substantially cylindrical shape and an inner surface 1107 having a cylindrical shape. Other shapes of the outer surface 1106 and the inner surface 1007 are also possible. In some embodiments, the shape of the outer surface 1106 of the bearing housing 1105 depends on the application and / or installation location of the bearing housing 1105. For example, the outer surface 1106 of the bearing housing 1105 can be configured to facilitate the connection of the bearing support 1100 to other components.

[0142] The inner portion 1108 of the bearing housing 1105 can be hollow and at least partially defined by the inner surface 1107. As described above, in the illustrated embodiment, the inner surface 1107 includes a cylindrical shape, so that the hollow inner portion 1108 is substantially cylindrical. Such a shape can be configured to correspond to the generally circular or cylindrical shape of one or more bearings 1205 of the bearing assembly 1105, so that the bearing assembly 1105 can be received within the inner portion 1108.

[0143] In some embodiments, the shape of the inner surface 1107 of the bearing housing 1105 depends on the shape of a bearing or similar device (e.g., the bearing 1205 described herein) inserted into the inner portion 1108 of the bearing housing 1105. The inner portion 1108 of the bearing housing 1105 can receive the bearing assembly 1110 such that the bearing assembly 1110 is at least partially fitted within the inner portion 1108 of the bearing housing 1105. For example, the bearing assembly 1110 can be at least partially inserted into the inner portion 1108 of the bearing housing 1105 in a horizontal direction (e.g., a direction parallel to the axis of the shaft 1215 or parallel to the axis of rotation of the bearing 1205) such that only a portion of the bearing assembly 1110 extends from the bearing housing 1105. For example, the shaft 1215 can extend from the bearing housing 1105. When the inner surface 1107 is cylindrical to receive a round or cylindrical bearing 1205 (e.g., a pair of bearings 1205a and 1205b included in the bearing assembly 1110), the cylindrical inner portion 1108 may have a diameter substantially the same as (but slightly larger than) the outer diameter of the bearing 1205. Thus, the inner surface 1107 of the bearing housing 1105 is configured to hold the bearing 1205 or any bearing assembly 1110 pressed into the inner portion 108 in place using friction and compression forces once the bearing 1205 or bearing assembly 1110 is pressed into the bearing housing 1105.

[0144] In the assembled state, the inner race 1223 of the bearing 1205 may spin or rotate within the outer race 1225 of the bearing 1205, while the outer race 1225 remains stationary within the bearing housing 1105, so that the shaft 1215 coupled to the inner race 1223 of the bearing 1205 may rotate or move relative to the bearing housing 1105. As previously described, such rotation and movement may generate heat within the bearing 1205, and the accumulation of heat may cause the bearing 1205 to fail prematurely or otherwise damage one or more of the bearing 1205, the bearing housing 1105, and the shaft 1215 within the bearing 1205.

[0145] Thus, the bearing support 1100 can be configured to promote improved airflow within the bearing housing 1105, which can reduce heat buildup within the bearing housing 1105 surrounding the bearing 1205. Introducing ports or pathways for airflow into the bearing housing 1105 can improve airflow through the bearing housing 1105. For example, the bearing housing 1105 can include one or more slots, holes, perforations, or other openings extending from the outer surface 1106 through a side of the bearing housing 1105 to the inner surface 1107. The one or more slots, holes, perforations, or other openings allow air to better flow from the exterior of the bearing housing 1105 to the interior portion 1108 of the bearing housing 1105.

[0146] In addition, the inner surface 1107 may include one or more notches, dimples, fingers, channels, or tabs (each hereinafter referred to as a notch) at locations where the bearing 1205 is coupled. The one or more notches may form various points or portions where the inner surface 1107 contacts the bearing 1205, such that the inner surface 1107 does not contact the entire outer surface of the bearing 1205. The one or more notches may allow air to flow around the bearing 1205 within the bearing housing 1105 (e.g., from a first side of the bearing 1205 to a second side of the bearing 1205). Such air flow may further reduce heat accumulation around the bearing 1205 when the bearing 1205 is able to rotate or move in the bearing housing 1105. In some embodiments, the one or more notches may have different depths, shapes, lengths, and heights. For example, one or more notches in the inner surface 1107 of the bearing housing 1105 may have a depth of one thousandth of an inch (e.g., approximately 0.001", 0.002", 0.003", 0.004", 0.005", 0.006", 0.007", 0.008", 0.009", 0.01", 0.02", 0.1", etc., or any value therebetween). In some embodiments, the one or more notches may have any shape or height (e.g., approximately 0.001", 0.002", 0.003", 0.004", 0.005", 0.006", 0.007", 0.008", 0.009", 0.01", 0.02", 0.1", etc., or any value therebetween). The one or more recesses may also have a width sufficient to ensure that air flows from a first side of the bearing 1205 to a second side (e.g., a width slightly greater than the width or thickness of the bearing 1205). In some embodiments, the width of the one or more recesses is slightly greater than the width of the bearing 1205. For example, the width of the one or more recesses may be long enough so that the recesses extend on either side of the bearing 1205 by a distance of approximately or at least 0.001", 0.002", 0.003", 0.004", 0.005", 0.006", 0.007", 0.008", 0.009", 0.01", 0.02", 0.1", etc., or any value therebetween. Although primarily described as recesses, protrusions extending outwardly from the inner surface 1107 of the bearing housing 1105 may also be used. For example, the protrusions may extend to the bearing 1205 and contact the bearing 1205 while also allowing air to flow around the protrusions to facilitate cooling of the bearing 1205. Where protrusions are used, the height of the protrusions may be equal to the various depths of the recesses described above.

[0147] The one or more recesses (or protrusions) can reduce the amount of surface contact between the bearing 1205 (e.g., outer race 1225) and the inner surface 1107 of the bearing housing 1105. To prevent the bearing 1205 from moving laterally within the bearing housing 1105, a tab, wedge, key, or similar device (hereinafter referred to as a tab) can be inserted into one of the one or more recesses or pressed against the bearing 1205 and the inner surface 1107 of the bearing housing 1105 to ensure that the bearing 1205 does not move laterally within the bearing housing 1105. Therefore, the introduction of any recesses or holes described herein can improve air flow within the bearing housing 1105, reduce bearing failures, and improve bearing function and life without increasing the risk of movement of the bearing 1205.

[0148] like Fig.11A As shown, for example, the bearing assembly 1110 may include one or more bearings (e.g., a first bearing 1205a and a second bearing 1205b) mounted on a shaft 1215, and additional bearing spacers 1210 and a fixture 1220. These components of the bearing assembly 1110 may be arranged so that the bearings 1205a and 1205b are separated from each other by the bearing spacers 1210. The arrangement of the bearing 1205a, the bearing spacers 1210, and the bearing 1205b may be located at one end of the shaft 1215, and the fixture 1220 may hold the arrangement on or at the end of the shaft 1215. In some embodiments, the bearing spacer 1210 is separated from each of the bearings 1205a and 1205b by a predetermined length gap on one or more sides of the bearing spacer 1210. The length of the predetermined length gap may be one of 1 millimeter (mm), 2 mm, 3 mm, 4 mm, 5 mm, 6 mm, 7 mm, 8 mm, 9 mm, or 10 mm, etc., or any value therebetween. In some embodiments, the predetermined length gap is determined during the manufacture of the bearing assembly 1110 and the bearing support 1100. In some embodiments, the predetermined length gap can be selected or determined based on one or more expected loads on the bearing assembly (e.g., expected rotational speed, expected operating temperature, expected time of use, etc.). The gap created by the bearing spacer 1210 can further facilitate cooling and heat dissipation by creating space for air to flow around one or more bearings 1205.

[0149] The clamp 1220 may be separate from the arrangement of the bearing 1205a, the bearing spacer 1210, and the bearing 1205b, or may be positioned flush with the arrangement (e.g., flush with the bearing 1205b). The clamp 1220 may include a mechanical device (e.g., a locking screw or the like) to mechanically prevent one or more of the clamp 1220 from rotating about the axis 1215 or moving laterally along the axis 1215. Thus, the clamp 1220 may prevent other components from being blocked or from being restricted from moving along or around the axis 1215. The outer diameter of the clamp 1220 may be large enough to prevent the bearing 1205 and / or the bearing spacer 1210 from moving on the clamp 1220, but smaller than the diameter of the inner portion 1108 of the bearing housing 1105.

[0150] In some embodiments, shaft 1215 includes multiple sections, including end section 1216 and middle section 1217. End section 1216 includes the portion of shaft 1215 where bearing assembly 1110 is mounted and may include a larger diameter than middle section 1217, but this need not be the case in all embodiments. For example, in some embodiments, shaft 1215 may include a shape having a constant diameter along its length. Fig.11A As shown, the end portion 1216 may include a keyway 1218 in which a key 1219 is disposed to prevent the arrangement of the bearing 1205a, the bearing spacer 1210, and the bearing 1205b from rotating about the end portion 1216. The keyway 1218 may be formed to have one or more shapes, lengths, widths, etc. The keyway 1218 may provide a volume in which the key 1219 is inserted to prevent rotation. In some embodiments, the key 1219 may be one of a sinking saddle type key, a parallel sinking type key, a hook type key, a feather type key, and a woodruff type key. Generally, the keyway 1218 and the key 1219 are configured to couple the inner race 1215 of the one or more bearings 1205 to the shaft 1215 so that the shaft 1215 and the inner race 1223 of the one or more bearings 1205 rotate together. In the illustrated embodiment, the end portion 1216 includes an end cap 1221 for preventing the bearings 1205a and 1205b and the spacer from sliding off the end portion 1216 of the shaft 1215.

[0151] exist Fig. 11B In the illustrated embodiment, the bearing 1205a includes a keyway 1206a on the inner race 1223 of the bearing 1205a and a keyway 1207a on the outer race 1225 of the bearing 1205a. The keyway 1206a can be configured to prevent the inner race 1223 of the bearing 1205a from spinning or rotating about the end portion 1216, while the keyway 1207a can prevent the outer race 1227 of the bearing 1205a from spinning or rotating within the inner portion 1108 of the bearing housing 1105. Although Fig. 11B Although not shown, bearing 1205b may also include keyway 1206b on the inner race of bearing 1205b and keyway 1207b on the outer race of bearing 1205b. Keyway 1206b may prevent the inner race of bearing 1205b from spinning or rotating about end portion 1216, while keyway 1207b may prevent the outer race of bearing 1205b from spinning or rotating within inner portion 1108. Fig. 11B Not shown, but the bearing spacer 1210 may include a keyway 1211 on the inner opening of the bearing spacer 1210 and a keyway 1214 on the outer circumference of the bearing spacer 1210. The keyway 1211 may prevent the bearing spacer 1210 from spinning or rotating about the end portion 1216, while the keyway 1214 may prevent the bearing spacer 1210 from spinning or rotating within the inner portion 1108.

[0152] The larger diameter of the end portion 1216 can generally match the inner diameter of the bearings 1205a and 1205b and the inner diameter of the bearing spacer 1210, as described in further detail below. The inner diameter of the bearings 1205a and 1205b can be substantially the same as (but slightly larger than) the diameter of the end portion 1216. Thus, the end portion 1216 can be configured to hold the bearing 1205 or any bearing assembly 1110 pressed onto the end portion 1216 in place using, for example, friction and compression forces.

[0153] In some embodiments, the surface of the end portion 1216 to which the bearing 1205 and the bearing assembly 1110 are attached (e.g., pressed or otherwise coupled) may include one or more notches, dimples, fingers, channels, or tabs (each hereinafter referred to as a notch) at the location where the bearing is pressed. The one or more notches may form various points or portions where the surface of the end portion 1216 contacts the bearing 1205 of the bearing assembly 1110, such that the end portion 1216 does not contact the entire inner surface of the bearing 1205. When the bearing 1205 is pressed onto the end portion 1216 and into the bearing housing 1105, the one or more notches may allow air to flow around the bearing 1205 (e.g., from a first side of the bearing 1205 to a second side of the bearing 1205). Such air flow may further reduce heat buildup around the bearing 1205 when the bearing 1205 is able to rotate or move in the bearing housing 1105. In some embodiments, the one or more notches may have different depths, shapes, lengths, and heights. For example, the one or more notches in the surface of the end portion 1216 of the shaft 1215 may have a depth of one thousandth of an inch (e.g., approximately 0.001", 0.002", 0.003", 0.004", 0.005", 0.006", 0.007", 0.008", 0.009", 0.01", 0.02", 0.1", etc., or any value therebetween). In some embodiments, the one or more notches may have any shape or height (e.g., approximately 0.001", 0.002", 0.003", 0.004", 0.005", 0.006", 0.007", 0.008", 0.009", 0.01", 0.02", 0.1", etc., or any value therebetween). One or more recesses may also have a width sufficient to ensure that air flows from a first side of the bearing 1205 to a second side (e.g., a width slightly greater than the width or thickness of the bearing 1205). In some embodiments, the width of the one or more recesses is slightly greater than the width of the bearing 1205. For example, the width of the one or more recesses may be long enough so that the recesses extend approximately or at least the following distances on either side of the bearing 1205: one of 0.001", 0.002", 0.003", 0.004", 0.005", 0.006", 0.007", 0.008", 0.009", 0.01", 0.02", 0.1", etc., or any value therebetween. Although primarily described as recesses, protrusions extending outwardly from the surface of the end portion 1216 to which the bearing 1205 and the bearing assembly 1110 are attached may also be used. Where a protrusion is used, the height of the protrusion may be equal to the various depths of the recesses described above.

[0154] Reference below Fig.13 Bearing spacer 1210 is described in more detail.

[0155] Fig. 12A A top view of bearing assembly 1110 is shown. Fig. 12A The end portion 1216 of the shaft 1215, some portions of the intermediate portion 1217, and a portion of the keyway 1218 in the end portion 1216 that prevents the bearings 1205a and 1205b and the bearing spacer 1210 from rotating about the end portion 1216 are shown. Fig. 12A Also shown is the gap between each of the bearings 1205a and 1205b and the bearing spacer 1210 on either side of the bearing spacer 1210. In addition, the bearing 1205a also includes Fig. 12A The keyway 1207a of the bearing 1205b is shown, while the keyway 1207b of the bearing 1205b is not shown and the keyway 1214 of the bearing spacer 1210 is not shown. Fig.13 Further details are provided regarding bearing spacer 1210.

[0156] Fig. 12B A perspective view of a bearing assembly 1110 is shown. The bearing assembly 1110 shown includes an end cap 1221 of a shaft 1215, a portion of a middle portion 1217, and bearings 1205a and 1205b and a bearing spacer 1210 surrounding an end portion 1216. Fig. 12B Also shown is the gap between each of the bearings 1205a and 1205b and the bearing spacer 1210 on either side of the bearing spacer 1210. In addition, Fig. 12B The keyways (e.g., keyway 1207a, keyway 1214, and keyway 120b) of bearing 1205a, bearing spacer 1210, and bearing 1205b are shown aligned so that the key can pass through and lock the outer ring of bearing 1205a, bearing spacer 1210, and bearing 1205b from rotating within the bearing housing 1105.

[0157] Fig. 12C An alternative perspective view of a bearing assembly 1110 is shown. The bearing assembly 1110 shown includes an end portion 1216 of a shaft 1215, a portion of an intermediate portion 1217, and bearings 1205a and 1205b and a bearing spacer 1210 surrounding the end portion 1216. Fig. 12C Also shown is the gap between each of the bearings 1205a and 1205b and the bearing spacer 1210 on either side of the bearing spacer 1210. In addition, Fig. 12C Keyways 1207a , 1214 , and 1207b are shown aligned so that a key can pass through them and lock the bearing 1205 , bearing spacer 1210 , and bearing 1205b from rotation within the bearing housing 1105 .

[0158] Fig.13 Shows Figures 11A-12C12 is a top view of a bearing spacer 1210 of a bearing assembly 1110. The bearing spacer 1210 shown includes a plurality of holes 1212 extending from a first side of the bearing spacer 1210 to a second side of the bearing spacer 1210 and through the bearing spacer 1210. The holes 1212 may be replaced by one or more slots, perforations, or other openings through the bearing spacer 1210 connecting the first side and the second side of the bearing spacer 1210. The holes 1212 may further facilitate airflow through the bearing support 1100 and / or around the bearing 1205 to further dissipate heat and provide cooling. The bearing spacer 1210 also includes the keyway 1211 described above that can lock the rotation of the bearing spacer 1210 about the end portion 1216, and the keyway 1214 that can lock the rotation of the bearing spacer 1210 within the inner portion 1108.

[0159] exist Fig.13 In the illustrated embodiment, lips 1213a and / or 1213b are attached to or extend from the body of bearing spacer 1210 (e.g., in a direction parallel to the axis of shaft 1215) on either side of bearing spacer 1210. Lips 1213a and 1213b may extend from a first side and a second side of bearing spacer 1210 and form the above-mentioned gap between bearing 1205a and bearing spacer 1210, and between bearing spacer 1210 and bearing 1205b. In some embodiments, lips 1213a and 1213b have a height that defines a gap of a predetermined length. For example, the height of lips 1213a and 1213b is 1 mm, 2 mm, 3 mm, 4 mm, 5 mm, 6 mm, 7 mm, 8 mm, 9 mm, or 10 mm, etc., or any value therebetween. The height of lips 1213 may be measured along a direction parallel to the axis of shaft 1214 (when assembled). For example, the width of the lip 1213 (e.g., extending along the side of the bearing spacer 1210) is 1 mm, 2 mm, 3 mm, 4 mm, 5 mm, 6 mm, 7 mm, 8 mm, 9 mm, or 10 mm, etc., or any value therebetween. The width of the lip 1213 can be short enough so as not to impede air flow between the inner and outer races of the bearings 1205a and 1205b. The width of the lip 1213 can be measured in a radial direction (e.g., a direction perpendicular to the axis of the shaft 1215 (when assembled)).

[0160] In some embodiments, the lip 1213 includes one or more notches, dimples, fingers, channels, or tabs (each hereinafter referred to as a notch) at the location where the bearing 1205 contacts the lip 1213. The one or more notches may allow air to flow around the bearing 1205 within the bearing housing 1105. Such air flow may further reduce heat accumulation around the bearing 1205 when the bearing 1205 is able to rotate or move in the bearing housing 1105. In some embodiments, the one or more notches may have different depths, shapes, lengths, and heights. For example, the one or more notches in the lip 1213 may have a depth of one thousandth of an inch (e.g., approximately 0.001", 0.002", 0.003", 0.004", 0.005", 0.006", 0.007", 0.008", 0.009", 0.01", 0.02", 0.1", etc., or any value therebetween). In some embodiments, one or more notches may have any shape or height or width (e.g., approximately 0.001", 0.002", 0.003", 0.004", 0.005", 0.006", 0.007", 0.008", 0.009", 0.01", 0.02", 0.1", etc., or any value therebetween). Protrusions may also be used instead of notches.

[0161] Figures 14A-14C Shows Figures 12A-12C Different views of a partial structure of the bearing assembly 1100, which includes a first bearing 1205a, a bearing spacer 1210 and a shaft 1215.

[0162] Fig.14A A top view of a partial configuration of the bearing assembly 1110 is shown. The partial configuration of the bearing assembly 1110 shown also includes the end portion 1216 of the shaft 1215 and some portions of the intermediate portion 1217 . Fig.14A Also shown is the gap between the bearing 1205a and the bearing spacer 1210. Fig.13 Further details are provided regarding bearing spacer 1210.

[0163] Fig. 14B A micro-stereoscopic view of a partial configuration of a bearing assembly 1110 is shown. The bearing assembly 1110 shown includes an end portion 1216 of a shaft 1215, portions of a middle portion 1217, a portion of a keyway 1218 in the end portion 1216 that prevents the bearings 1205a and 1205b and the bearing spacer 1210 from rotating about the end portion 1216, and a portion of a key 1219 that slides into the keyway 1218 of the end portion 1216 and into the keyways 1206a and 1206b of the bearings 1205a and 1205b and the keyway 1211 of the bearing spacer 1210. Fig. 14BAlso shown is the gap between the bearing 1205a and the bearing spacer 1210. In addition, the bearing 1205a also includes Fig. 12A The keyway 1207a is shown, while the keyway 1211 of the bearing spacer 1210 is not shown. As shown, the key 1219 can prevent the first bearing 1205a and the bearing spacer 1210 from spinning or rotating on the end portion 1216.

[0164] Fig. 14C A perspective view of a partial structure of a bearing assembly 1110 is shown. The bearing assembly 1110 shown also includes an end portion 1216 of a shaft 1215 and some parts of a middle portion 1217. Fig. 14C Also shown are a keyway 1214 and a lip 1213 of the bearing spacer 1210, which separates the bearing spacer 1210 from the bearing 1205b, with a gap as described above between the bearing 1205b and the bearing spacer 1210. In addition, the bearing spacer 1210 includes a plurality of holes 1212 that allow air to flow between the first side and the second side of the bearing spacer 1210.

[0165] External Management

[0166] In some embodiments, a hardware controller of the OBCS 210 or a controller of the BEV 100 may control the activation or operation of the OBCS 210. For example, the OBCS 210 may include an activation component that is coupled to the hardware controller and / or the controller of the BEV 100 and disables the ability of the OBCS 210 to generate electrical energy. The activation may be one or more of an electromechanical component (e.g., a relay, a switch, or the like) or a software component, and / or a combination thereof. For example, the software component may exclude that when the activation component receives a signal to enable or activate the OBCS 210, the OBCS 210 may be used to charge the energy storage device of the BEV 100 or directly power the electric motor 104 of the BEV 100.

[0167] In response to the enable signal, the activation component may allow the OBCS 210 to generate electrical energy to charge the energy storage device (e.g., the battery module 102 and / or the capacitor module 502) or to power the electric motor 104 of the BEV 100. The enable signal may be received from an external control system (e.g., a control system of a vehicle manufacturer) and allow the external control system to restrict the use of the OBCS 210 to charge or power the BEV 100. The vehicle manufacturer may use this functionality to implement a subscription model, through which the user of the BEV 100 must subscribe or pay for the option of using the OBCS 210 to recharge the battery module 102 and / or the capacity module 502 of the BEV 100. When the user does pay for the option or subscription, the vehicle manufacturer (or similar entity) may remotely enable the charging of the OBCS 210, enabling the user to remotely and / or wirelessly enable the functionality. Thus, the BEV 100 may include a communication component that enables the BEV 100 to communicate with a remote computing system (e.g., a manufacturer's computing system).

[0168] In some embodiments, the subscription model or option may be based on mileage or time traveled. For example, the subscription may be renewed daily, weekly, monthly, or annually. Alternatively or additionally, the subscription may be renewed based on increments of 100, 500, 1000, etc. miles.

[0169] Exemplary Embodiments

[0170] The following items list exemplary use cases and are not meant to limit the disclosure herein.

[0171] item#

[0172] 1. An apparatus for providing an electric charge to a vehicle, comprising: (a) a driven mass configured to rotate in response to kinetic energy of the vehicle, the driven mass being coupled to a shaft such that rotation of the driven mass causes rotation of the shaft, wherein the driven mass is in one of: (1) an extended position in which the kinetic energy of the vehicle causes rotation of the driven mass, and (2) a retracted position in which the kinetic energy of the vehicle does not cause rotation of the driven mass; (b) a generator configured to generate an electrical output based on a mechanical input terminal, the mechanical input terminal being mechanically coupled to the driven mass. a shaft such that rotation of the shaft causes rotation of the mechanical input; (c) a charger electrically coupled to the generator and configured to: (c1) receive an electrical output from the generator, (c2) generate a charge output based on the electrical output, and (c3) transmit the charge output to the vehicle; (d) a hardware controller configured to control whether the follower mass is in the extended position or the retracted position in response to a signal received from a communication circuit; and (e) the communication circuit is configured to receive the signal from a vehicle controller.

[0173] 2. Apparatus according to claim 1, wherein the follower mass comprises a wheel, and wherein the extended position comprises the wheel being positioned in contact with a ground surface on which the vehicle travels.

[0174] 3. An apparatus according to any one of items 1-2, wherein the charger includes a charging cable coupled to a charging port of the vehicle, and wherein the charge output is transmitted to the vehicle via the charging cable and the charging port.

[0175] 4. The apparatus of claim 3 further comprising a circuit element positioned in series with the generator and the charger, wherein the circuit element forms an open circuit between the generator and a charging port of the vehicle.

[0176] 5. The device according to any one of items 1-4 further includes a filtering circuit configured to filter the electrical output from the generator before the electrical output from the generator is received by the charger, wherein filtering the electrical output includes one or more of filtering, cleaning, matching, converting and regulating the electrical output to reduce the risk of the electrical output damaging the charger.

[0177] 6. An apparatus according to any one of clauses 1 to 5, wherein the driven mass comprises a gear, and wherein the extended position comprises engagement of the gear with one or more of a drive shaft, a motor and a wheel of the vehicle.

[0178] 7. Apparatus according to any one of clauses 1 to 6, wherein the mechanical input is mechanically coupled to the shaft by one or more of a chain, a belt, a gear drive system and a pulley system.

[0179] 8. The apparatus of any one of items 1-7 further comprising an energy storage device configured to store any excess portion of the charge delivered to the vehicle when the vehicle battery or vehicle motor is unable to receive all of the charge output delivered from the charger.

[0180] 9. An apparatus according to item 8, wherein the energy storage device is further configured to transfer excess portion of the charge to a vehicle energy storage device or the vehicle motor as required.

[0181] 10. The apparatus of items 1-9 further comprising a battery storage device and a capacitor storage device, wherein the capacitor storage device is configured to: (a) receive at least a portion of the charge output, (b) store at least a portion of the charge output, and (c) transfer at least a portion of the charge output to the battery storage device in one or more bursts based on a charge level of the battery storage device dropping below a threshold.

[0182] 11. A method for providing an electric charge to a vehicle, comprising: (a) rotating a follower mass in response to kinetic energy of the vehicle, the follower mass being coupled to a shaft such that rotation of the follower mass causes rotation of the shaft, wherein the follower mass exists in (1) an extended position in which the kinetic energy of the vehicle causes rotation of the follower mass and (2) a retracted position in which the kinetic energy of the vehicle does not cause rotation of the follower mass; (b) generating an electrical output based on a mechanical input through a generator through a generator, the generator having a mechanical input mechanically coupled to the shaft such that rotation of the shaft causes rotation of the mechanical input; (c) generating an electric charge output based on the electrical output; (d) transmitting the electric charge output to the vehicle; (e) controlling whether the follower mass is in the extended position or the retracted position in response to a signal received from a vehicle controller; and (f) receiving the signal from the vehicle controller.

[0183] 12. A method according to clause 11, wherein the follower mass comprises a wheel, and wherein the extended position comprises the wheel being positioned in contact with a ground surface on which the vehicle travels.

[0184] 13. The method of any one of clauses 11-12, wherein transmitting the charge output to the vehicle comprises transmitting the charge output via a charging cable coupled to a charging port of the vehicle.

[0185] 14. The method of claim 13, further comprising forming an open circuit between the generator and a charging port of the vehicle via a circuit element.

[0186] 15. The method according to any one of items 11-14 further includes filtering the electrical output from the generator before the electrical output from the generator is received by the charger, wherein filtering the electrical output includes one or more of filtering, cleaning, matching, converting and regulating the electrical output to reduce the risk of the electrical output damaging the charger.

[0187] 16. A method according to any one of clauses 11 to 15, wherein the driven mass comprises a gear, and wherein the extended position comprises engagement of the gear with one or more of a drive shaft, a motor and a wheel of the vehicle.

[0188] 17. A method according to any one of items 11-16, wherein the mechanical input end is mechanically coupled to the shaft by one or more of a chain, a belt, a gear transmission system and a pulley system.

[0189] 18. A method according to any one of clauses 11 to 17, further comprising storing any excess portion of the charge delivered to the vehicle when the vehicle battery or vehicle motor is unable to receive all of the charge output delivered from the charger.

[0190] 19. The method of claim 18, further comprising transferring an excess portion of the charge from the energy storage device to a vehicle energy storage device or the vehicle as required.

[0191] 20. The method of any one of items 11-19 further includes: (a) receiving at least a portion of the charge output at a capacitor storage device; (b) storing at least a portion of the charge output in the capacitor storage device; and (c) transmitting at least a portion of the charge output to the battery storage device in one or more bursts based on the charge level of the battery storage device dropping below a threshold.

[0192] 21. An apparatus according to any one of items 1-10, wherein the mechanical input end further comprises a flywheel, which is configured to drive the generator to produce the electrical output.

[0193] 22. The apparatus of claim 21, further comprising a one-way bearing having a first side and a second side, wherein the one-way bearing is configured to allow the first side to rotate independently of the second side.

[0194] 23. An apparatus according to item 22, wherein the flywheel is mechanically coupled to a first side of the one-way bearing and the shaft is coupled to the second side, wherein the one-way bearing is configured to allow the flywheel to rotate independently of the shaft.

[0195] 24. The apparatus of any one of items 1-10 and 21-23, further comprising an independent suspension that supports the driven mass and the generator independently of a suspension of the vehicle, wherein the independent suspension comprises one of a connecting rod, a spring and a shock absorber.

[0196] 25. Apparatus according to any one of items 1 -10 and 21 -24, wherein the generator is switchable such that the electrical output is pulsed in a first switching setting and is constant in a second switching setting.

[0197] 26. The apparatus of any one of items 1-10 and 21-25, further comprising a capacitor and switch assembly configured to provide a backup energy storage for high voltage transmission of the electrical output generated by the generator.

[0198] 27. A method according to any one of items 11-20, wherein the mechanical input end includes a flywheel, which is configured to drive the generator to produce the electrical output.

[0199] 28. A method according to item 27, wherein the mechanical input end further includes a one-way bearing having a first side and a second side, wherein the one-way bearing is configured to allow the first side to rotate in a first rotational direction independently of the second side and to rotate in a second rotational direction together with the second side.

[0200] 29. A method according to claim 28, wherein the flywheel is mechanically coupled to a first side of the one-way bearing and the shaft is coupled to the second side, wherein the one-way bearing is configured to allow the flywheel to rotate in the first rotational direction independently of the shaft and to rotate in the second rotational direction together with the shaft.

[0201] 30. The method according to any one of items 11-20 and 27-29 further includes supporting the driven mass and the generator independently of a suspension of the vehicle by an independent suspension, wherein the independent suspension includes one of a connecting rod, a spring and a shock absorber.

[0202] 31. The method according to any one of items 11-20 and 27-30, further comprising switching the generator so that the electrical output is pulsed in a first switching setting and is constant in a second switching setting.

[0203] 32. The method according to any one of items 11-20 and 27-31, further comprising performing a voltage dump from the generator output terminals through the capacitor, the switch assembly and the backup energy storage.

[0204] 33. An apparatus for providing an electric charge to a vehicle, comprising: (a) a driven mass configured to rotate in response to kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes rotation of the shaft; (b) a generator configured to generate an electrical output at a generator output terminal based on a mechanical input terminal, the mechanical input terminal mechanically coupled to the shaft such that rotation of the shaft causes rotation of the mechanical input terminal; (c) a capacitor module selectively electrically coupled to the generator output terminal and configured to: (c1) receive a first portion of the electrical output generated by the generator, (c2) store the first portion of the electrical output as a first energy (d) a battery module selectively electrically coupled to the generator output terminal and configured to: (d1) receive a second portion of the electrical output generated by the generator, (d2) store the second portion of the electrical output in the form of chemical energy as a second energy, and (d3) deliver the second energy to the load of the vehicle as needed; and (e) a hardware controller configured to control whether the capacitor module, the battery module, or a combination of the capacitor module and the battery module is coupled to the generator output terminal in response to a received signal.

[0205] 34. Apparatus according to clause 33, wherein the mechanical input comprises a flywheel configured to store mechanical energy received from the driven mass.

[0206] 35. The apparatus of claim 34, further comprising a one-way bearing having a first side and a second side, wherein the one-way bearing is configured to allow the first side to rotate in a first rotational direction independently of the second side and to rotate in a second rotational direction together with the second side.

[0207] 36. An apparatus according to claim 35, wherein the flywheel is mechanically coupled to a first side of the one-way bearing, wherein the shaft is coupled to the second side, and wherein the one-way bearing is configured to allow the flywheel to rotate in the first rotational direction independently of the shaft and to rotate in the second rotational direction together with the shaft.

[0208] 37. The apparatus of any one of items 1-10, 21-26 and 33-36, further comprising an independent suspension that supports the driven mass and the generator independently of a suspension of the vehicle, wherein the independent suspension comprises one of a connecting rod, a spring and a shock absorber.

[0209] 38. A method for providing an electric charge to a vehicle, comprising: (a) rotating a driven mass in response to kinetic energy of the vehicle, the driven mass being coupled to a shaft such that rotation of the driven mass causes rotation of the shaft; (b) generating an electrical output at a generator output terminal based on a mechanical input terminal through a generator, the mechanical input terminal being mechanically coupled to the shaft such that rotation of the shaft causes rotation of the mechanical input terminal; (c) transmitting a first portion of the electrical output generated by the generator to a capacitor module selectively electrically coupled to the generator output terminal; (d) storing the first portion of the electrical output as a first energy in an electric field of the capacitor module; (e) transmitting the first energy to a load of the vehicle as needed; (f) transmitting a second portion of the electrical output to a battery module selectively electrically coupled to the generator output terminal; (g) storing the second portion of the electrical output as a second energy in the form of chemical energy; and (h) controlling whether the capacitor module, the battery module, or a combination of the capacitor module and the battery module is coupled to the generator output terminal in response to a received signal.

[0210] 39. A method according to clause 38, wherein the mechanical input comprises a flywheel configured to store mechanical energy received from the driven mass.

[0211] 40. A method according to item 39, wherein the mechanical input end further includes a one-way bearing having a first side and a second side, wherein the one-way bearing is configured to allow the first side to rotate in a first rotational direction independently of the second side and to rotate in a second rotational direction together with the second side.

[0212] 41. A method according to claim 40, wherein the flywheel is mechanically coupled to a first side of the one-way bearing, wherein the shaft is coupled to the second side, and wherein the one-way bearing is configured to allow the flywheel to rotate in the first rotational direction independently of the shaft and to rotate in the second rotational direction together with the shaft.

[0213] 42. The method according to any one of items 11-20, 27-32 and 38-41, further comprising supporting the driven mass and the generator independently of a suspension of the vehicle via an independent suspension, wherein the independent suspension comprises one of a connecting rod, a spring and a shock absorber.

[0214] 43. An apparatus for providing an electric charge to a vehicle, comprising: (a) a driven mass configured to rotate in response to kinetic energy of the vehicle, the driven mass coupled to a shaft such that rotation of the driven mass causes rotation of the shaft; (b) a generator configured to generate an electrical output at a generator output terminal based on a mechanical input terminal, the mechanical input terminal mechanically coupled to the shaft such that rotation of the shaft causes rotation of the mechanical input terminal; (c) a hardware controller configured to: (c1) transmit at least a first portion of the electrical output to one of a capacitor module, a battery, and a motor of the vehicle, each of which is selectively coupled to the generator output terminal, (c2) disconnect the generator output terminal from the capacitor module, the battery, and the motor in response to a received interrupt signal, (c3) initiate a dump of excess electrical energy in the generator for a period of time, and (c4) connect the generator output terminal to one of the capacitor module, the battery, and the motor of the vehicle after expiration of the period of time, wherein the interrupt signal is generated by the controller in response to one or more conditions.

[0215] 44. An apparatus according to claim 43, wherein the interrupt signal is received at periodic intervals, and the periodic intervals are defined based on at least one of a time period after a previous interrupt signal, a distance traveled by the vehicle, a speed of the vehicle and a power generated by the generator.

[0216] 45. An apparatus according to item 44, wherein the hardware controller is configured to dump excess electrical energy including the hardware controller being configured to: (a) electrically couple the generator output terminals to a dump load during the period of time, and (b) disconnect the generator output terminals from the dump load after the period of time, wherein the dump load includes one or more backup batteries or capacitors.

[0217] 46. ​​A method for providing an electric charge to a vehicle, comprising: (a) rotating a driven mass in response to kinetic energy of the vehicle, the driven mass being coupled to a shaft such that rotation of the driven mass causes rotation of the shaft; (b) generating an electrical output at a generator output terminal based on a mechanical input terminal, the mechanical input terminal being mechanically coupled to the shaft such that rotation of the shaft causes rotation of the mechanical input terminal; (c) transmitting at least a first portion of the electrical output to one of a capacitor module, a battery, and a motor of the vehicle selectively coupled to the generator output terminal; (d) disconnecting the generator output terminal from the capacitor module, the battery, and the motor in response to a received interrupt signal; (e) dumping residual electrical energy in the generator for a period of time; and (f) connecting the generator output terminal to one of the capacitor module, the battery, and the motor of the vehicle after the period of time has elapsed, wherein the interrupt signal is generated by a controller in response to one or more conditions.

[0218] 47. A method according to item 46, wherein the interrupt signal is received at periodic intervals, and the periodic intervals are defined based on at least one of a time period after a previous interrupt signal, a distance traveled by the vehicle, a speed of the vehicle and a power generated by the generator.

[0219] 48. A method according to item 47, wherein dumping surplus electrical energy comprises: (a) electrically coupling the generator output terminal to a dump load during the period of time, and (b) disconnecting the generator output terminal from the dump load after the period of time, wherein the dump load comprises one or more backup batteries or capacitors.

[0220] 49. An apparatus for providing an electric charge to a vehicle, comprising: (a) a motor configured to move the vehicle; (b) a driven mass configured to rotate in response to kinetic energy of the vehicle generated when the vehicle moves, the driven mass coupled to a shaft such that rotation of the driven mass causes the shaft to rotate; (c) a generator configured to generate an electrical output at a generator output terminal based on rotation of a mechanical input terminal, the mechanical input terminal mechanically coupled to the shaft such that rotation of the shaft causes the mechanical input terminal to rotate; (d) a capacitor module selectively electrically coupled to the generator output terminal and configured to: (d1) receive a portion of the electrical output generated by the generator, (d2) store a portion of the electrical output as an electric field of the capacitor module when the charge of the battery exceeds a threshold, and (d3) transfer a first energy to a load of the vehicle as needed; (e) a hardware controller configured to control the motor, the generator, and the coupling of the capacitor module to the generator module, wherein when the vehicle moves, the electrical output generated is greater than or equal to the consumption of the motor of the vehicle.

[0221] 50. A method for providing an electric charge to a vehicle, comprising: (a) rotating a driven mass in response to kinetic energy of the vehicle, the driven mass being coupled to a shaft such that rotation of the driven mass causes rotation of the shaft; (b) generating an electrical output at a generator output terminal based on rotation of a mechanical input terminal through a generator, the mechanical input terminal being mechanically coupled to the shaft such that rotation of the shaft causes rotation of the mechanical input terminal; (c) transmitting a portion of the electrical output to a capacitor module, the capacitor module being selectively coupled to the generator output terminal together with a battery of the vehicle; and (d) storing a portion of the electrical output in the capacitor module when the charge of the battery exceeds a threshold, wherein the electrical output generated by the generator is greater than or equal to consumption of a motor of the vehicle when the vehicle is moving.

[0222] Additional Embodiments

[0223] As described herein, the generators 302a and 302b may be configured to generate any amount, type, etc. of voltage, for example, as dictated by the operating voltage of the battery 102 and / or the bus voltage of the BEV 100 / 500. Thus, any of the deep cycle battery 504 and the capacitor module 502 may also have an operating voltage corresponding to the operating voltage of the battery 102. In some embodiments, the deep cycle battery 504 and / or the capacitor module 502 have different operating voltages and are coupled to the battery 102 through one or more converter devices, such as a DC-DC converter 506. Thus, the OBCS 210 and corresponding components described herein may operate at various voltages of the BEV 100 / 500.

[0224] As used herein, "system," "apparatus," "device," and "apparatus" generally encompass hardware (eg, mechanical and electronic) and, in some embodiments, associated software (eg, a dedicated computer graphics control program) components.

[0225] Furthermore, the dynamic user interface for data processing and interaction described herein is achieved through innovations in efficient data processing and interaction between the user interface and underlying systems and components.

[0226] It should be understood that not all objects or advantages may be achieved in accordance with any particular embodiment described herein. Thus, for example, one skilled in the art will recognize that certain embodiments may be configured to operate in a manner that achieves or optimizes one advantage or group of advantages as taught herein without necessarily achieving other objects or advantages as taught or suggested herein.

[0227] Each of the processes, methods and algorithms described in the foregoing sections may be implemented in a code module executed by one or more computer systems or computer processors including computer hardware, and may be fully or partially automated by the code module. The code module may be stored on any type of non-transitory computer-readable medium or computer storage device such as a hard drive, solid-state memory, optical disk, etc. The system and module may also be transmitted on various computer-readable transmission media (including wireless and wired / cable-based media) as a generated data signal (e.g., as part of a carrier wave or other analog or digital propagation signal), and may take a variety of forms (e.g., as part of a single or multiplexed analog signal, or as multiple discrete digital packets or frames). The process and algorithm may be implemented in part or in whole in a dedicated circuit. For example, the results of the disclosed process and process steps may be stored in any type of non-transitory computer memory such as volatile or non-volatile memory, either permanently or otherwise.

[0228] Many other variations other than those described herein will be apparent from this disclosure. For example, according to an embodiment, certain actions, events, or functions of any algorithm described herein can be performed in different orders, can be added, merged, or omitted together (e.g., not all described actions or events are necessary for algorithm practice). Moreover, in certain embodiments, actions or events can be performed concurrently, for example, by multithreading, interrupt handling, or multiple processors or processor cores or on other parallel architectures, rather than sequentially. In addition, different tasks or processes can be performed by different machines and / or computing systems that can work together.

[0229] Various illustrative logic blocks, modules and algorithm elements described in conjunction with the embodiments disclosed herein may be implemented as electronic hardware, computer software or a combination of the two. In order to clearly illustrate this interchangeability of hardware and software, various illustrative components, blocks, modules and elements have been generally described herein according to their functions. Whether these functions are implemented as hardware or software depends on specific applications and the design constraints imposed on the entire system. The described functions may be implemented in different ways for each specific application, but these implementation decisions should not be interpreted as causing deviations from the scope of the present disclosure.

[0230] The various features and processes described herein may be used independently of one another, or may be combined in various ways. All possible combinations and sub-combinations are intended to fall within the scope of the present disclosure. In addition, certain method or process blocks may be omitted in some embodiments. The methods and processes described herein are also not limited to any particular order, and the blocks or states associated therewith may be performed in other suitable orders. For example, the described blocks or states may be performed in an order different from the order specifically disclosed, or multiple blocks or states may be combined in a single block or state. Exemplary blocks or states may be performed in series, in parallel, or in some other manner. Blocks or states may be added to or removed from the disclosed exemplary embodiments. The exemplary systems and components described herein may be configured differently from the description. For example, elements may be added, removed, or rearranged compared to the disclosed exemplary embodiments.

[0231] The various illustrative logic blocks and modules described in conjunction with the embodiments disclosed herein may be implemented or executed by a machine designed to perform the functions described herein, such as a general purpose processor, a digital signal processor ("DSP"), an application specific integrated circuit ("ASIC"), a field programmable gate array ("FPGA") or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof. A general purpose processor may be a microprocessor, but in an alternative, the processor may be a controller, a microcontroller or a state machine, a combination thereof, or the like. The processor may include a circuit configured to process computer executable instructions. In another embodiment, the processor includes an FPGA or other programmable device that performs logical operations without processing computer executable instructions. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, a plurality of microprocessors, one or more microprocessors in combination with a DSP core, or any other such configuration. Although described herein primarily with respect to digital technology, the processor may also include primarily analog components. For example, some or all of the signal processing algorithms described herein may be implemented in analog circuits or mixed analog and digital circuits. The computing environment may include any type of computer system including, but not limited to, a microprocessor-based computer system, a mainframe computer, a digital signal processor, a portable computing device, a device controller, or a computing engine within an appliance, to name a few.

[0232] The elements of the methods, processes or algorithms described in conjunction with the embodiments disclosed herein may be directly embodied in hardware, in software modules stored in one or more memory devices and executed by one or more processors, or in a combination of the two. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, removable disk, CD-ROM or any other form of non-temporary computer-readable storage medium, medium or physical computer memory known in the art. An exemplary storage medium may be coupled to a processor so that the processor can read information from the storage medium and write information to the storage medium. In an alternative, the storage medium may be integrated with the processor. The storage medium may be volatile or non-volatile. The processor and the storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In an alternative, the processor and the storage medium may reside in a user terminal as discrete components.

[0233] Conditional language, such as "can," "can," "may," or "may," etc., unless expressly stated otherwise or otherwise understood in the context of use, is generally intended to convey that certain embodiments include and other embodiments do not include certain features, elements, and / or steps. Thus, such conditional language is generally not intended to imply that features, elements, and / or steps are in any way required for one or more embodiments, or that one or more embodiments necessarily include logic for deciding, with or without user input or prompting, whether such features, elements, and / or steps are included or will be performed in any particular embodiment.

[0234] As used herein, a "data storage system" may be embodied in a computing system utilizing a hard disk drive, solid-state memory, and / or any other type of non-transitory computer-readable storage medium accessible to or by a device, such as the described access device, server, or other computing device. The data storage system may also or alternatively be distributed or partitioned across multiple local and / or remote storage devices, as is known in the art, without departing from the scope of the present disclosure. In other embodiments, the data storage system may include or be embodied in a data storage network service.

[0235] As used herein, the term "determine" or "determined" encompasses a variety of actions. For example, "determining" may include calculating, figuring out, processing, deriving, searching (e.g., searching in a table, database, or other data structure), ascertaining, etc. In addition, "determining" may include receiving (e.g., receiving information), accessing (e.g., accessing data in a memory), etc. In addition, "determining" may include parsing, selecting, choosing, establishing, etc.

[0236] As used herein, the term "selectively" or "selective" may encompass a variety of actions. For example, a "selective" process may include determining an option from a plurality of options. A "selective" process may include one or more of dynamically determined inputs, preconfigured inputs, or user-initiated inputs to make the determination. In some embodiments, an n-input switch may be included to provide a selective function, where n is the number of inputs used to make the selection.

[0237] As used herein, the term "providing" or "providing" encompasses a variety of actions. For example, "providing" may include storing a value at a location for subsequent retrieval, sending a value directly to a recipient, sending or storing a reference to a value, etc. "Providing" may also include encoding, decoding, encrypting, decrypting, verifying, authenticating, etc.

[0238] As used herein, the term "message" encompasses a variety of formats for transmitting (e.g., sending or receiving) information. A message may include a machine-readable collection of information, such as an XML document, a fixed field message, a comma-delimited message, etc. In some embodiments, a message may include a signal for transmitting one or more representations of information. Although described in singular form, it should be understood that a message may be composed, sent, stored, received, etc., in multiple parts.

[0239] As used herein, a "user interface" (also referred to as an interactive user interface, graphical user interface, or UI) may refer to a web-based interface that includes data fields and / or other controls for receiving input signals or providing electronic information and / or for providing information to a user in response to any input signals received. A UI may be written in whole or in part using a web application such as Hypertext Markup Language (HTML), In some implementations, the UI may be included in a standalone client (eg, thick client, fat client) configured to communicate (eg, send or receive data) according to one or more aspects described.

[0240] Unless expressly stated otherwise, disjunctive language, such as the phrase "at least one of X, Y, or Z," should be understood in context and is generally used to indicate that an item, term, etc. may be X, Y, or Z, or any combination thereof (e.g., X, Y, and / or Z). Thus, such disjunctive language is generally not intended to, and should not, imply that certain embodiments require that at least one of X, at least one of Y, or at least one of Z be present.

[0241] Any process description, element or block in the flowcharts described herein and / or depicted in the accompanying drawings should be understood to potentially represent a module, segment, or portion of code that includes one or more executable instructions for implementing specific logical functions or steps in the process. Alternative implementations are included within the scope of the embodiments described herein, where, as will be appreciated by those skilled in the art, elements or functions may be deleted, performed out of order, including substantially concurrently or in reverse order, depending on the functionality involved, from the order shown or discussed.

[0242] Unless expressly stated otherwise, articles such as "a" or "an" should generally be interpreted as including one or more of the described items. Thus, phrases such as "a device configured to..." are intended to include one or more of the listed devices. Such one or more listed devices may also be configured together to perform the described content. For example, "a processor configured to perform content A, B, and C" may include a first processor configured to perform content A working in conjunction with a second processor configured to perform content B and C.

[0243] All methods and processes described herein may be embodied in a software code module executed by one or more general-purpose computers and partially or completely automated by the software code module. For example, the methods described herein may be performed by a computing system and / or any other suitable computing device. These methods may be performed on a computing device in response to the execution of software instructions or other executable code read from a tangible computer-readable medium. A tangible computer-readable medium is a data storage device that can store data readable by a computer system. Examples of computer-readable media include read-only memory, random access memory, other volatile or non-volatile storage devices, CD-ROMs, magnetic tapes, flash drives, and optical data storage devices.

[0244] It should be emphasized that various changes and modifications may be made to the embodiments described herein, and elements thereof should be understood to be included in other acceptable examples. All such modifications and changes are intended to be included within the scope of the present disclosure. The foregoing description details certain embodiments. However, it will be understood that no matter how detailed the foregoing description appears in the text, the systems and methods can be implemented in a variety of ways. As also described herein, it should be noted that the use of a particular term in describing certain features or aspects of the systems and methods should not be taken as implying that the term is redefined herein to be limited to include any particular characteristics of the features or aspects of the systems and methods associated with the term.

[0245] Those skilled in the art will appreciate that any of a variety of different processes and techniques may be used to represent information, messages, and signals. For example, data, instructions, commands, information, signals, bits, symbols, and chips that may be referenced in the above description may be represented by voltages, currents, electromagnetic waves, magnetic fields or particles, optical fields or particles, or any combination thereof.

Claims

1. A device for providing electric charge to a vehicle, comprising: a driven mass configured to rotate in response to kinetic energy of the vehicle, the driven mass being coupled to a shaft such that rotation of the driven mass causes the shaft to rotate, Wherein, the driven block exists in one of the following: (1) the extended position of the driven mass caused by the kinetic energy of the vehicle, and (2) a retracted position in which the kinetic energy of the vehicle does not cause the driven block to rotate; a generator configured to generate an electrical output based on a mechanical input mechanically coupled to the shaft such that rotation of the shaft causes rotation of the mechanical input; a charger electrically coupled to the generator and configured to: receiving an electrical output from the generator, generating a charge output based on the electrical output, and transmitting the charge output to a capacitor module of the vehicle, the capacitor module being configured to provide a burst of energy to a battery of the vehicle when a charge level of the battery drops below a threshold to provide voltage support to the battery so as to charge the battery and replenish the voltage of the battery as the battery discharges, the capacitor module having a higher power density than the battery to allow the capacitor module to charge and discharge faster than the battery; a hardware controller configured to control whether the follower mass is in the extended position or the retracted position in response to a signal received from the communication circuit; and A communication circuit is configured to receive the signal from a vehicle controller.

2. The device according to claim 1, wherein: The follower mass includes a wheel, and wherein the extended position includes the wheel being positioned in contact with a ground surface on which the vehicle travels.

3. The device according to claim 1 or 2, wherein: The charger includes a charging cable coupled to a charging port of the vehicle, and wherein the charge output is transmitted to the vehicle via the charging cable and the charging port.

4. The apparatus of claim 3 further comprising a circuit element positioned in series with said generator and said charger, wherein: The circuit element forms an open circuit between the generator and a charging port of the vehicle.

5. The apparatus of claim 1 or 2, further comprising a filtering circuit configured to filter the electrical output from the generator before the electrical output from the generator is received by the charger, wherein Filtering the electrical output includes one or more of filtering, cleaning, matching, converting, and regulating the electrical output to reduce the risk of the electrical output damaging the charger.

6. A method of providing electric charge to a vehicle, comprising: rotating a driven mass in response to kinetic energy of the vehicle, the driven mass being coupled to a shaft such that rotation of the driven mass causes the shaft to rotate, wherein the follower mass exists in (1) an extended position in which the kinetic energy of the vehicle causes the follower mass to rotate and (2) a retracted position in which the kinetic energy of the vehicle does not cause the follower mass to rotate; generating, by a generator, an electrical output based on a mechanical input by the generator, the generator having a mechanical input mechanically coupled to the shaft such that rotation of the shaft causes rotation of the mechanical input; generating a charge output based on the electrical output; transmitting the charge output to a capacitor module of the vehicle; transferring a burst of energy from the capacitor module to the battery to provide voltage support to the battery when the charge level of the battery of the vehicle drops below a threshold value so as to charge the battery and replenish the voltage of the battery as the battery discharges, the capacitor module having a higher power density than the battery to allow the capacitor module to charge and discharge faster than the battery; controlling whether the follower mass is in the extended position or the retracted position in response to a signal received from a vehicle controller; and The signal is received from the vehicle controller.

7. The method according to claim 6, wherein: The follower mass includes a wheel, and wherein the extended position includes the wheel being positioned in contact with a ground surface on which the vehicle travels.

8. The method according to claim 6 or 7, wherein: The driven mass includes a gear, and wherein the extended position includes the gear engaging one or more of a wheel, a drive shaft, and a motor of the vehicle.

9. The method according to claim 6 or 7, wherein: The mechanical input is mechanically coupled to the shaft by one or more of a chain, a belt, a gear drive system, and a pulley system.

10. The method of claim 6 or 7, further comprising transferring the charge output to the capacitor module as excess energy when the battery or vehicle motor is unable to receive the charge output.

11. The method of claim 10, further comprising delivering the charge output to the capacitor module as needed.

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