Apparatus and method for extending battery life

Abstract

A system for increasing motor output by extending the life of a battery powering a motor includes routing regenerated energy through a supplemental inverter prior to returning the regenerated energy to the battery, or also possibly routing the regenerated energy through a junction box and / or an auxiliary battery prior to returning the regenerated energy to the primary battery.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This patent application claims priority to U.S. Provisional Application No. 63 / 451,181, filed on March 9, 2023, and Application No. 18 / 431,851, filed on February 2, 2024. Technical Field

[0003] The present invention relates to a system for increasing the output of an electric motor by extending the life of a battery that powers the electric motor. More particularly, the invention disclosed herein relates to improvements in the utilization and storage of battery power. Background Art

[0004] The primary area of ​​application is electric vehicles, although the systems disclosed herein are applicable to any field involving electric motors and regenerative energy. Vehicles powered by electric motors operating on AC or DC power are known in the art; vehicles that generate electricity for use by the vehicle are also known in the art, for example, regenerative braking systems. Summary of the Invention

[0005] Disclosed herein is an energy management system comprising a cable and at least one inverter (which may be in addition to any inverter installed by the manufacturer on the vehicle). The system does not alter the mechanical functionality of the vehicle but complements (and works in conjunction with) the existing energy utilization infrastructure. The inverter may be a separate component or a subcomponent of another component (e.g., housed within a junction box or controller unit housing). The inverter may perform the standard function of converting DC power to AC power or may perform the rectification function of converting DC power to AC power.

[0006] Cable is always a conductive cable with sufficient thickness and protective insulation to safely carry (and deliver) the current "load" expected to flow through it and to perform the energy management functions of the system.

[0007] The additional power demands of the battery output and electric motor, as well as the performance requirements of the vehicle, may require an increase in the conversion capacity of the inverter and / or the thickness of all or some of the cabling.

[0008] The energy management system primarily handles electrical energy and ultimately delivers the electrical energy to the primary battery, often referred to as the "traction battery pack." In some cases, the energy management system routes the electrical energy through an auxiliary battery (often a plurality of batteries connected in a circuit having common input and output terminals) before returning the energy to the primary battery. This continuous handling constantly recharges the primary battery and extends the life of the primary battery. In an ideal situation, the vehicle has a system for generating regenerative energy ("regenerative energy"), for example, a regenerative braking system, in which case the energy management system receives this regenerative energy and processes this regenerative energy through an inverter to return to the primary battery. If the vehicle has any auxiliary batteries, in an ideal situation, the energy management system first processes the regenerative energy through the auxiliary battery before entering the auxiliary battery and then routes the regenerative energy to the primary battery. This handling also lightens the load on the electrical power system, eliminating or greatly reducing the likelihood of overheating.

[0009] Technical problem

[0010] One major problem is that batteries are still not adequate to meet the needs of electric vehicles. Despite the fact that existing electric vehicles have systems for regenerative power to be used on the vehicle or to charge the battery, there is always room for improvement.

[0011] Solution to the problem

[0012] The energy management system disclosed herein provides additional handling of regenerative energy, alone or in combination with battery power, that extends the life of the battery more than without this additional handling.

[0013] Advantages of the invention

[0014] In general, the invention disclosed herein includes (comprises or has) improvements to the handling of regenerative energy, including routing the regenerative energy through an inverter and improvements to the cables and cable arrangement of the battery storage system.

[0015] One major advantage of the disclosed invention is that it more effectively utilizes and better preserves the typical battery that powers the electric motor.

[0016] Another advantage of the disclosed invention is that the auxiliary battery is able to better store power and supply power to the primary battery for a longer life without running out.

[0017] These and other aspects and additional novel features of the disclosed subject matter will be apparent to those skilled in the art from the description provided herein. This summary is not intended to be an extensive overview of the subject matter, which is best captured in the claims. A more complete understanding of the subject matter can be attained by reviewing the detailed description in conjunction with the drawings and specific embodiments described herein. All such additional systems, methods, features and advantages are intended to be included within the scope of any claims now or later submitted. BRIEF DESCRIPTION OF DRAWINGS

[0018] The novel features of the disclosed subject matter will be set forth in the claims provided in any subsequent filing. However, the disclosed subject matter itself, both as to organization and method of operation, together with the preferred mode of use, further objects and advantages thereof, can best be understood by reference to the following detailed description of an illustrative embodiment when read in conjunction with the accompanying drawings.

[0019] Figure 1 is a schematic diagram of another representative sample of the disclosed system, for example, for a Club Car Precedent four-seater golf cart or for a Polaris GEM e6 six-seater shuttle.

[0020] Figure 2 is a schematic diagram of another representative sample of the disclosed system, for example, for a Chevrolet Bolt electric passenger car or for a Mullens Automotive Mullen ONE Class 1 urban delivery truck.

[0021] Figure 3 is a schematic diagram of another representative sample of a portion of the disclosed device, in particular, the cable and connection configuration.

[0022] These drawings illustrate certain details of certain embodiments. However, the application disclosed herein is not limited to the embodiments explicitly illustrated by these drawings. The application disclosed herein can have equivalent or legally equivalent embodiments. DETAILED DESCRIPTION

[0023] The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and / or "comprising," or "includes" and / or "including," or "have" and / or "having," when used in this specification, specify the presence of stated features, regions, integers, steps, operations, elements, and / or components, but do not preclude the presence or addition of one or more other features, regions, integers, steps, operations, elements, components, and / or groups thereof.

[0024] For simplicity of exposition, and to give the claims of this patent application the broadest possible interpretation and understanding, the conjunction "and" can also include the disjunctive "or" where necessary, and vice versa, to give the claims of this patent application the broadest possible interpretation and understanding. Likewise, when a plural form is used, it is understood to include the singular, and vice versa.

[0025] It should be understood that, although the terms first, second, third, etc. can be used herein to describe various elements, these elements should not be limited by these terms. These terms are only used to distinguish one element from another. Likewise, the same element, term, or concept can be referred to using multiple synonyms throughout the specification, and these multiple synonyms are also not intended to limit the scope of the claims.

[0026] A "battery" can include a single entity or multiple batteries or battery units that include a portion of the circuitry and that typically share common input and / or output terminals to other components or resources.

[0027] Typically, a single "cable" includes at least two separately insulated and / or shielded sub-cables (e.g., typically connected to positive and negative terminals) and any necessary ground wires. As used herein, a "cable" can refer to only one of the sub-cables at a time. For example, if the identified cable connects an OEM controller to a battery, the context of the reference can indicate whether the connection is for transmitting current in one direction or the other.

[0028] The term "conversion" or its derivatives includes conversion of alternating current ("AC") power to direct current ("DC") power (sometimes referred to as rectification), and vice versa; such conversion can also include DC-to-DC conversion from high voltage to low voltage or from low voltage to high voltage.

[0029] The term "OEM controller" refers to a controller that is installed at the time of manufacture or subsequently replaced to perform the functions of the controller installed at the time of manufacture; can include related functional components or subcomponents, e.g., an inverter, a rectifier, or a DC-to-DC converter. An "auxiliary inverter" is installed to perform the auxiliary conversion functions of the energy management system disclosed herein; but an OEM controller also qualifies as an auxiliary inverter to the extent that it is modified or used differently or in a different direction to perform the auxiliary conversion functions.

[0030] The terms "input terminal" and "output terminal" refer to the points where electrical current flows at some point in time, but not necessarily at all times; these terms do not necessarily refer to separate and distinct physical paths or points of connection. In some cases or environments, a single physical cable connection point may be capable of both input and output functions. In other cases, multiple connection points may function as either input or output terminals, depending on the moment.

[0031] The disclosure herein is not limited by the materials of construction, so long as the materials meet the structural and / or functional requirements. For example, any material may be used, so long as the functional and structural requirements of the material are met. Similarly, the disclosed invention is not limited by any construction process or method.

[0032] A device or system configured in a certain way is configured in at least that way, but may be configured in other ways than those specifically described as long as the system is able to achieve the disclosed power generation, collection, processing, transmission, and storage functions.

[0033] The terms "comprise" (and any forms of this word, for example, "comprises" and "comprising"), "have" (and any forms of this word, for example, "has" and "having"), and "include" (and any forms of this word, for example, "includes" and "including") are open-ended linking verbs. As a result, a device that "comprises," "has," or "includes" one or more elements has the one or more elements, but is not limited to having only those elements. Similarly, a method that "comprises," "has," or "includes" one or more steps has the one or more steps, but is not limited to having only the one or more steps.

[0034] One or more features of one embodiment may be applicable to or present in other embodiments even if not described or illustrated, unless expressly prohibited by the disclosure or the nature of the embodiment or feature.

[0035] In its simplest form, the energy management system consists of transmitting regenerative energy from the electric motor to a supplemental inverter and through conductive cables of the supplemental inverter, which then routes the regenerative energy to replenish the battery. Figure 1 A typical example of such a system is shown, which is often found on small electric vehicles, such as golf carts. Figure 2Another representative example of such a system is shown, which is commonly found on electric vehicles, such as the Chevrolet Bolt. The inverter can be installed at the time of manufacture (“OEM”), if that OEM controller has conversion capabilities to perform the additional conversion functions set forth herein. Alternatively, the inverter can be an add-on inverter that is configured with conversion capabilities and performance characteristics that are optimized to perform the additional conversion functions set forth herein.

[0036] In a system that has both a first primary battery (to power the electric motor) and a second auxiliary battery (to power non-electric motor power aspects of the vehicle), the energy management system can include conductive cables that transport regenerative energy from the OEM controller to the inverter and through the inverter to the auxiliary battery, then routes the energy to the auxiliary battery to supplement the primary battery. The ability of the inverter to convert current from one type to another (AC to DC, and vice versa) can be optimized to meet the energy needs of the electric motor and / or the performance needs of the vehicle. For the same reason, the physical characteristics and performance characteristics of each cable can likewise be optimized. The system can also include junction boxes that enable the use of cables with different thicknesses (or connector thicknesses) and / or combinations of currents along the circuit, when needed. Typically, the junction box includes at least one set of electrically connected input and output terminals, and can be used for connections anywhere along the circuit where a transition from one thickness of cable to another thickness of cable is needed; the junction box can also include multiple electrically connected input terminals, where a combination of currents is needed.

[0037] In one general embodiment, the energy management system disclosed herein operates with existing energy utilization infrastructure, including (containing) a complete circuit that includes a primary battery (to power the electric motor), an inverter, and an auxiliary battery that primarily provides energy for non-electric motor power aspects of the vehicle. The primary battery can be of the type that typically powers an electric motor (AC motor or DC motor) connected thereto, typically having standard positive (+) and negative (-) terminals for power (electrical) input and output. The inverter can be of the type that typically converts alternating current (AC) to direct current (DC) or vice versa, depending on the type of regenerative energy and the needs of the battery that receives the regenerative energy. The auxiliary battery can be of the type that typically stores power for non-electric motor use, typically having standard positive (+) and negative (-) terminals. The battery can include multiple batteries or battery cells, typically sharing common input and / or output terminals.

[0038] The system can also include junction housings or junction boxes so that the electrical cables can transition from one thickness to another on their way between circuit components, or when multiple electrical connections are needed, for example, when a combination of currents is needed. For example, a junction box includes at least one input terminal for connection with the output cable of a primary battery; and an electrical connection output terminal within the junction box that can accept a connection with an output cable of the junction box that is of a different thickness than the input cable of the junction box. The junction box can have multiple pairs of such input terminals so that connections with other circuit components (e.g., an OEM controller) can be made. The junction box can also house an inverter; or, the inverter can house connection infrastructure so that the thickness of the electrical cables between the primary battery and other circuit components connected to the inverter can be adjusted. Typically, the electrical cables connecting a first primary battery to a second auxiliary battery need to be of a thicker gauge to safely meet the demand of the expected current flow from the primary battery, and vice versa.

[0039] The appropriate size (diameter) of the electrical cables depends primarily on the battery with the highest voltage output. For example, as shown in Figure 3 if the primary battery is a standard 12-volt battery typically used in electric golf carts, and there are six auxiliary 12-volt batteries, the diameter of the series electrical cables for the auxiliary batteries should ideally be about ½ inch. The same is true for the electrical cables between the inverter and the corresponding auxiliary batteries, and the electrical cables between the inverter and the primary battery. However, the diameter of the electrical cables between the primary battery and the corresponding auxiliary batteries should ideally be at least about 1.0 inch. The preferred diameter of the electrical cables increases with the power output of the battery with the highest output.

[0040] The system can operate independently of (or in conjunction with) the alternator, or can replace the alternator.

[0041] Figure 1 is a schematic diagram of a representative sample of the disclosed system, for example, for a Club Car Precedent four-seater golf cart or for a Polaris GEM e6 shuttle. The OEM components and their electrical cable connections are shown in dashed lines. The components added for the energy management system are shown in solid lines. The electric motors are powered by multiple batteries. The regenerative energy generated by the electric motors flows to the inverter, where it is converted before being returned to the batteries, supplementing the batteries to a greater extent than if the current were simply returned directly from the electric motors. If the vehicle is already equipped with an OEM controller, the regenerative energy can flow through the OEM controller before flowing to the inverter for conversion before being returned to the batteries.

[0042] A generic embodiment of an energy management system includes (comprises) devices (primarily cables and a supplemental inverter) that work in conjunction with the OEM energy utilization infrastructure of a vehicle for extending the life of the battery. This infrastructure can include a battery (1) that accepts electrical input and provides output to an OEM controller (20) that accepts input and provides output after converting the current to a current acceptable to the electric motor (20). The electric motor typically causes the motion of the electric vehicle and provides output after generating regenerative energy for routing to the battery via the OEM controller. The devices are essentially incorporated into (and extend) the circuitry of the battery, the OEM controller, and the electric motor, and can include:

[0043] (a) a supplemental inverter (40) that accepts electrical input and provides output acceptable to the battery;

[0044] (b) a regenerative transmission cable (25) that accepts output from the OEM controller and transmits the output for input into the supplemental inverter (40); and

[0045] (c) an inverter transmission cable (45) that accepts output from the supplemental inverter (40) and transmits the output for input into the battery.

[0046] Regenerative energy generated by the electric motor flows through the regenerative transmission cable (25) into the supplemental inverter and through the supplemental inverter (40) and then through the inverter transmission cable (45) into the battery (1).

[0047] In one embodiment, the OEM controller provides AC regenerative energy to the regenerative transmission cable and the supplemental inverter. The OEM controller can also provide additional power processing, such as converting high voltage DC regenerative energy to low voltage DC power.

[0048] In a more specific embodiment, for a DC electric motor powered by a primary battery, the primary battery can include a plurality of batteries interconnected as shown in Figure 1

[0049] (a) each of the battery connections includes a 2.0 cable;

[0050] (b) the regenerative transmission cable and the inverter transmission cable each include a 2.0 cable; and

[0051] (c) the supplemental inverter can include a 6 kW inverter that converts AC regenerative energy provided by the OEM controller to DC regenerative energy.

[0052] Figure 2 ​is a schematic of another representative sample of the disclosed system, for example, for a Chevrolet Bolt electric passenger car. The OEM power utilization components and their cable connections are indicated by dashed lines. The components added for the energy management system are indicated by solid lines. The Chevy Bolt has four main components relevant to the energy management system disclosed herein: (1) a single power inverter module (“SPIM”); (2) a high power distribution module (“HPDM”); (3) an onboard charger module (“OBCM”); and (4) a DC to DC converter. The OBCM converts AC energy from an external source to DC energy for charging the battery. The main function of the HPDM is to send energy to the SPIM, the air conditioner, and the heater. The main function of the SPIM is to convert the high voltage DC power obtained from the HPDM to AC power to run the electric motor; it also receives energy from the onboard charger, which is converted to high voltage DC to charge the high voltage battery. The DC to DC converter converts high voltage DC to low voltage DC and vice versa. (Other vehicles besides the Chevrolet Bolt have the same or similar components.) The SPIM, HPDM, and DC to DC converter are contained in the OEM controller described herein.

[0053] An existing cable from the traction battery connects to the OEM controller of the vehicle for providing converted energy to the electric motor. Regenerative energy generated by the electric motor is transmitted through the existing cable to the OEM controller, which is then routed through a regenerative transmission cable to the supplemental inverter; energy from the traction battery is also routed to the supplemental inverter. Alternatively, both the OEM controller and the traction battery can route energy to a junction box, which then routes the energy to the supplemental inverter. (Given the voltage output of the traction battery, if it is necessary or desirable to adjust the thickness of the cable, this can be easily done at the junction box.) The converted energy then flows from the supplemental inverter through an inverter transmission cable to the battery, either directly or through the OEM controller. This more substantially supplements the original battery than simply returning the regenerative energy to the battery without an energy management system.

[0054] As Figure 2 shown, if the existing energy utilization infrastructure includes an auxiliary battery (30) or multiple auxiliary batteries for powering non-motor electric power demands (for example), another embodiment of the apparatus can include:

[0055] (a) a supplemental inverter (40) that accepts an electrical input and provides a DC output that is acceptable to the auxiliary battery;

[0056] (b) a regenerative transmission cable (25) that accepts an output from the OEM controller (20) and transmits the output for input into the supplemental inverter (40); and

[0057] (c) an inverter transmission cable (45) that accepts output from the supplemental inverter (40) and transmits the output for input into the auxiliary battery (30).

[0058] Regenerative energy flows from the OEM controller (20) through the regenerative transmission cable (25) into the supplemental inverter and through the supplemental inverter (40), then through the inverter transmission cable (45) into the auxiliary battery (30), then through the auxiliary battery transmission cable (35) into the OEM controller (20), and then into the battery (1). Some vehicles have OEM power utilization infrastructure, including a DC-to-DC converter for converting high voltage power to low voltage power on the way to the auxiliary battery; for example, after the OEM controller. For the disclosed energy management system, the DC-DC converter can be a converter positioned along the circuit between the primary battery and the auxiliary battery if conversion from low voltage to high voltage is needed or necessary before the processed regenerative energy is delivered from the auxiliary battery to the primary battery. This OEM DC-to-DC converter can be bidirectional, converting high voltage DC output from the primary battery to low voltage power for input into the auxiliary battery as well.

[0059] The apparatus can include a primary battery transmission cable (5) that accepts output from the battery (1) and transmits the output for input into the supplemental inverter (40).

[0060] The apparatus can also include a junction box (50) that accepts electrical input and provides output, wherein the regenerative transmission cable (25) alternatively transmits the output of the OEM controller (25) for input into the junction box (50), and can also include a junction box transmission cable (55) that accepts output from the junction box (50) and transmits the output for input into the supplemental inverter (40). The battery transmission cable (5) can alternatively transmit the battery output for input into the junction box (50).

[0061] In a more particular embodiment, for an AC electric motor powered by a primary battery having about 400 volts:

[0062] (a) the regenerative transmission cable, the battery transmission cable, and the inverter transmission cable each comprise a 6.0 gauge cable; and

[0063] (b) the supplemental inverter can comprise a 10 kW inverter that converts AC power to DC power.

[0064] In another embodiment, for an AC electric motor powered by a primary battery having less than 400 volts, the supplemental inverter can comprise a 6 kW inverter.

[0065] As Figure 3As shown, in one embodiment, each auxiliary battery is connected in an improved "series" fashion, where the positive terminal of each auxiliary battery is connected by a conductive cable to the negative terminal of another auxiliary battery, and the negative terminal of each auxiliary battery is connected by a conductive cable to the positive terminal of a different auxiliary battery. The positive terminal of the primary battery is connected by a conductive cable to the positive terminal of one of the auxiliary batteries, and by a separate conductive cable to the positive terminal of the inverter. The negative terminal of the primary battery is connected by a conductive cable to the negative terminal of the same auxiliary battery, and by a separate conductive cable to the negative terminal of the inverter. The positive terminal of the inverter is also connected by a conductive cable to the positive terminal of a different auxiliary battery, and the negative terminal of the inverter is also connected by a conductive cable to the negative terminal of the same auxiliary battery.

[0066] A method for extending the life of a battery using the devices disclosed herein is also claimed. The method essentially comprises routing regenerative energy through a supplemental inverter, with or without the junction boxes and / or dedicated cables (and any connection configurations) disclosed above, prior to routing the regenerative energy to the battery. Further, the method can include other regenerative energy handling steps described above, including (but not limited to) the addition of primary battery power and power from the OEM controller in the supplemental inverter; and the conversion of regenerative energy by the OEM controller.

[0067] Example 1

[0068] One embodiment of the system was tested in an electric commercial Class 1 cargo van manufactured by Mullen Automotive, Inc., which was not energy-efficiently retrofitted. These vehicles are standard models. In initial testing by an EPA-certified dynamometer run by an unaffiliated and reputable third party, the energy (battery) consumption of the vehicle was charted, with the wheels moving at a speed of 44 to 46 miles per hour, with continuous headlamps, continuous brake lights, continuous heater flow, and continuous windshield wiper operation. After 5 hours and 37 minutes of such operation, the battery was completely discharged. The same vehicle was then retrofitted and installed with the energy-efficient system described herein and tested under nearly identical conditions. After 5 hours and 37 minutes of travel in the same speed range as the initial test, the battery of the vehicle had 44.0% of its charge remaining.

[0069] Example 2

[0070] Two similar embodiments of the system were tested by another independent, reputable testing company using a dynamometer, each at a different time on the same vehicle. A 2020 Chevrolet Bolt all-electric vehicle had one version of the system installed and tested once, then the same vehicle had a similar version of the system installed and tested once under nearly identical conditions. Each time, the vehicle's battery was fully charged, while all practical power sources (e.g., radio, headlamps, brake lights, heater flow, and windshield wipers, etc.) were turned off; the vehicle was then turned on, placed in high drive mode using cruise control set to 40 mph, and then all practical power sources were turned on. The results of these tests were compared to the published EPA estimate of 259 miles of electric range, which was obtained from a webpage found at www.cheyrolet.com / electric / bolt-ev, after which the battery was completely depleted; the note accompanying the electric range estimate states, "Full charge. Actual range may vary due to factors such as environmental temperature, terrain, age and condition of the battery, load, and how you use and maintain your vehicle." In contrast, for the first run of the vehicle with one embodiment of the disclosed device, the Chevy Bolt had 37.6% of the battery life remaining after traveling 269 miles. Similarly, for the second run of the vehicle with a slightly different embodiment of the disclosed device, 38.8% of the battery charge remained after traveling 269 miles. Neither test resulted in any overheating or heat-related shutdowns. The following table summarizes the complete results of the two vehicle tests.

[0071]

[0072] Example 3

[0073] Another embodiment of the system was similarly tested in an electric Club Car Precedent golf cart. The standard model has a range of 150 miles per charge and a maximum speed of 19 mph. If driven 150 miles at 10 mph, the battery can run for 15 hours before being completely depleted; if driven 150 miles at 19 mph, the battery can run for 7.89 hours. In contrast, for a battery life test involving the energy management system, the vehicle was prepared for testing by raising the front to allow the drive wheels to spin freely (not touching the ground). With the vehicle's battery fully charged, the vehicle was driven in "FWD" drive mode with the accelerator pedal fully depressed to the floor. The vehicle was driven for 1,357 minutes (22.62 hours) before the battery was completely discharged. No apparent heat damage was found on the vehicle.

[0074] Although the present disclosure and its advantages have been described in detail, it should be understood that various changes, substitutions and alterations can be made herein without departing from the spirit and scope of the design as defined by the appended claims. It is intended that the scope of the present application be defined by the claims appended hereto rather than by the description of the process, machine, manufacture, composition of matter, means, methods or steps described in the specification or by the process, machine, manufacture, composition of matter, means, methods or steps described in the specification. As will be realized, the process, machine, manufacture, composition of matter, means, methods or steps of the within embodiments are capable of conclusion in other process, machine, manufacture, composition of matter, means, methods or steps without departing from the scope of the present application. Accordingly, the attached claims are intended to cover any and all such variations, substitutions and alterations as falling within the true spirit and scope of the present application. The scope of the present application is not intended to be limited to the particular embodiments described in the specification.

[0075] While the preferred embodiments of the application have been described, it will be understood that various changes, modifications and substitutions can be made by those skilled in the art without departing from the spirit of the application. Changes can be made in detail, especially in matters of shape, size, material and arrangement of parts without departing from the scope of the application.

[0076] While the forms of apparatus herein described constitute preferred embodiments of the application, it is to be understood that the application is not limited to such precise forms of apparatus, and changes can be made therein without departing from the scope of the application as defined in the appended claims.

[0077] One skilled in the art will recognize improvements and modifications to the preferred embodiments of the present disclosure. All such improvements and modifications are considered within the scope of the concepts disclosed herein and the claims that follow.

Claims

1. An apparatus for extending the life of an (unclaimed) battery that accepts electrical input and provides output to an OEM controller that accepts input and provides output after converting the current to a current acceptable to an (unclaimed) electric motor to cause motion of an (unclaimed) electric vehicle and provides output after generating (unclaimed) regenerative energy for routing to the battery via the OEM controller, the apparatus being incorporated into and extending the circuitry of the battery, the OEM controller and the electric motor and comprising: (a) a supplemental inverter that accepts electrical input and provides output acceptable to the battery; (b) a regenerative transmission cable that accepts output from the OEM controller and transmits the output for input into the supplemental inverter; and (c) an inverter transmission cable that accepts output from the supplemental inverter and transmits the output for input into the battery; wherein regenerative energy generated by the electric motor flows through the regenerative transmission cable into and through the supplemental inverter and then through the inverter transmission cable into the battery.

2. The apparatus of claim 1, the OEM controller providing AC regenerative energy to the regenerative transmission cable and the supplemental inverter.

3. The apparatus of claim 1, the electric motor being a DC electric motor, the battery comprising a plurality of batteries interconnected as shown in Figure 1, wherein: (a) each of the batteries connected comprises a 2.0 cable; (b) the regenerative transmission cable and the inverter transmission cable each comprise a 2.0 cable; and (c) the supplemental inverter comprises a 6 kW inverter that converts AC regenerative energy provided by the OEM controller to DC regenerative energy.

4. An apparatus for extending the life of an (unclaimed) battery that accepts electrical input and provides output to an OEM controller that accepts electrical input and provides output after converting the current to a current acceptable to an (unclaimed) electric motor to cause motion of an (unclaimed) electric vehicle and provides output after generating (unclaimed) regenerative energy, the vehicle further having an auxiliary battery that accepts electrical input and provides output to an auxiliary battery transmission cable connected to the OEM controller and routes the output to the battery, the apparatus being incorporated into and extending the circuitry of the battery, the OEM controller, the electric motor and the auxiliary battery and comprising: (a) a supplemental inverter that accepts electrical input and provides DC output acceptable to the auxiliary battery; (b) a regenerative transmission cable that accepts output from the OEM controller and transmits the output for input into the supplemental inverter; and (c) an inverter transmission cable that accepts output from the supplemental inverter and transmits the output for input into the auxiliary battery. ​ ​ wherein regenerative energy flows from the OEM controller through the regenerative transmission cable into the supplemental inverter and through the supplemental inverter and then through the inverter transmission cable into the auxiliary battery and then through the auxiliary battery transmission cable into the OEM controller and then into the battery.

5. The apparatus of claim 4, further comprising a primary battery transmission cable that accepts output from the battery and transmits the output for input into the supplemental inverter.

6. The apparatus of claim 5, further comprising a junction box that accepts electrical inputs and provides outputs, wherein, the regenerative transmission cable alternatively transmits the output of the OEM controller for input into the junction box, and further comprising a junction box transmission cable that accepts the output of the junction box and transmits the output for input into the supplemental inverter.

7. The apparatus of claim 6, wherein, the battery transmission cable alternatively transmits the battery output for input into the junction box.

8. The apparatus of claim 4, the OEM controller providing AC regenerative energy to the regenerative transmission cable.

9. The apparatus of claim 4, the electric motor being an AC electric motor, wherein: (a) the regenerative transmission cable, the battery transmission cable, and the inverter transmission cable each comprise a 6.0 gauge cable; and (b) the supplemental inverter comprises a 10 kW inverter that converts AC power to DC power.

10. The apparatus of claim 4, the electric motor being an AC electric motor, wherein: (a) the regenerative transmission cable, the battery transmission cable, and the inverter transmission cable each comprise a 6.0 gauge cable; and (b) the supplemental inverter comprises a 6 kW inverter that converts AC power to DC power.

11. A method for extending the life of an (unclaimed) battery that accepts electrical input and provides output to an OEM controller that accepts electrical input and provides output after converting the electrical current to a current acceptable to an (unclaimed) electric motor, thereby causing motion of an (unclaimed) electric vehicle and providing output after generating (unclaimed) regenerative energy, the vehicle further having an auxiliary battery that accepts electrical input and provides output to an auxiliary battery transmission cable connected to the OEM controller and routes the output to the battery, the method comprising routing regenerative energy through a supplemental inverter prior to routing the regenerative energy to the battery.

12. The method of claim 11, comprising the regenerative energy handling steps according to claim 4 above.

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