BEA Generator System Bypass Electric Axial Generator

Abstract

Generating and transmitting energy takes time and results in losses. Energy carriers in solid, liquid, or gaseous form cannot be recovered. Fossil or renewable energy is costly. Planning, implementation, and expansion are expensive. Generation and transmission are burdensome. These are financial and structural wastes of raw materials. The B . E . A . Generator System is a technical innovation. An invention that realizes a closed energy cycle. Vehicles become efficient with this technology. Economically favorable and cost-effective. Energy is efficient when energy is generated close to a point of consumption. If the amount of energy produced is in the same proportion to the amount of energy gained, a system has no losses. Electrical energy is the only type of energy that allows for energy conservation. My work involves constructing a system that receives energy.

Description

Technical description • Page 2 Table of contents • Page 3 Technical - Economic Benefits • Page 9 Simple description of invention and novelty • Page 12 Introduction Mechanic • Page 17 Description of the BEA energy schedule • Page 19 Systematic start-up process and power quantities • Page 27 Electrodynamics / magnetic resonance • Page 28 accumulation • Page 33 The invention of the two accumulation principle • Page 37 The invention of the motor current principle • Page 40 Series and construction type specific • Page 41 Weather wetness, warmth and cold • Page 42 Intellectual Property / Copyright • Page 43 Costs / levies / tax rates / flat-rate tax • Page 47 Operating costs compared to other energy sources: • Page 51 Maintenance work • Page 53 The novelty of the slip ring contacts • Page 56 The novelty of the multi-runner system • Page 62 The novelty three-coil inner rotor DC direct current • Page 67 Energy flow plan Adjustable resistance / speeds • Page 71 Conclusion Technical - Economic Benefits

[0001] Not Efficient: With BEA Generator System • With this technology, brake load and braking forces are increased. • The brake wear on the mechanical pads therefore generates more heat and wear. This is because an additional rotating mass (rotor) requires more centripetal force. Heat load. Accumulating electrical current flow is inefficient at operating temperatures below minus 20° Celsius and above 60° Celsius. • The system is efficient from a starting speed • Movements of the vehicle below this starting speed, for example traffic jams, journeys at 3 km / h, stop and go journeys are not efficient. Efficient: With BEA Generator System

[0002] Vehicle construction: • This technology allows vehicles to be mobile off-grid, independent of the electric power grid. They therefore have a very long range because no charging time is required. No charging current costs. Users of this technology save money. • No other energy source or technology has such high technical and economic efficiency. No other technology is comparable to this innovation. • A vehicle with this technology is continuously operational. No downtime for people, goods, or freight transport. No downtime, no wasted time or money. • An E-power grid-independent truck logistics in long-distance and local transport • Less empty weight, vehicle mass because smaller batteries Reduced weight because smaller batteries • Less lithium is used in electric vehicle production. The amount of raw materials used in this technology expands the product range fivefold.

[0003] With this technology, five vehicles of the same weight class can be manufactured • Manufacturing costs are reduced, which is beneficial in terms of setup times, because the design's dimensions are suitable for different vehicle types and classes. The design's dimensions are vehicle-specific and can be used in all engine voltage classes and in many vehicles. • The device size allows for new vehicle construction or vehicle conversions • The construction is of high mechanical stability. All construction types of this technology are standardized, including part planning. • The device has a low wear and tear of the wear parts, a long service life of the product • The handling is easy, simple activities handling of the maintenance work, little maintenance and repair effort. • This technology includes a high electrical efficiency and meets high electrostatic safety guidelines • The design is easily and flexibly expandable, including non-solid-state batteries, such as liquid e-power energy sources. • This technology enables a broad target group, because this innovation also allows people without access to charging power, a parking space, a parking space or their own home to use an e-mobile vehicle. • In general, this technology relieves private individuals and businesses of real estate construction and renovation costs and conserves building materials and freshwater resources. • This technology is really beneficial because the energy source is neutral, the manufacturing costs are lower compared to electricity grid-bound technicians, the materials are in a closed product cycle, and the costs of production and the vehicle user are low. • This technical innovation is highly efficient and enables true mobility. Energy is used effectively when used energy is recovered near a consumer location. • This innovation refutes the defined concept of mobility. Movement as a dynamic process, a state of mobility, requires freedom, network-independent movement. • A technology that is always ready for operation without losses. Product circulation and processing • The materials used in this technology are 84.2 percent recyclable metals. This technology reduces vehicle production and wear and tear. Compare the wear part of the battery with its current size. The service life of this product and the recycling of used materials are highly efficient. • Suppliers are obvious and therefore energy efficient partners for this just-in-time production. • The energy expenditure of this construction and planning is favorable in terms of storage costs and delivery time. • The product has an economic efficiency of 148 percent • This technology is not greenwashing. No other technology is comparable in terms of production effort, benefits, and costs. There is no better technology for efficient energy management. Energy suppliers and network operators planning: • This technology does not incur any costs or levies from energy suppliers or grid operators. No expansion of low-voltage power lines, overhead lines, substations, rectifiers, distributors, or grid expansion is required. • This technology allows for better planning of electrical power supplies, meeting the economic benefits and energy supply targets of industrial and commercial planning in the construction and real estate sectors. • This technology enables a sustainable electricity grid economy in terms of costs and material consumption. Renovation, expansion, and costs. • This innovation enables easily recorded, planned basic data on the capacity utilization of an urban development area, expansions, and the development of new areas. See substations, distribution planning, and grid utilization. State budget planning: • This innovation does not incur any construction costs, tax expenditures, or levies from federal, state, or district budgets. • No road construction on country roads, federal roads, motorways or in urban areas • No electric power lines • No electric charging bays or stopping bays • No expansion of electric power rest area charging stations in terms of range. • This technology enables a sustainable construction economy with regard to costs and material consumption of roads and civil engineering. • Less consumption of fresh water, stone products, gravel, sand, cement, concrete, asphalt, tar, materials, machinery, energy and labor. • This technology enables a sustainable energy economy; there is no additional financial outlay on tax money or household budgets. Achieving political goals: • This technology enables the achievement of the objectives of the agreements and anchorings according to G7 climate neutrality • CO2 neutral after vehicle construction, logistics, agriculture, construction, infrastructure development, and network expansion. Sustainable and resource-saving.

[0004] This innovation creates grid-independent electric mobility. This represents true mobility. Energy is used efficiently when the amount of energy required is in the same ratio as the energy generated. Electric mobility enables a closed energy cycle. The BEA system makes this possible. Simple description of invention and novelty

[0005] Electric vehicles are established technologies in today's society. The fundamental idea behind my invention, and thus the innovation of electric-powered mobility, is the conservation of energy within a closed system. Mobility that requires no external supply of electrical energy. An energy cycle without electrical losses. Electric power, off-grid mobility.

[0006] The multiple axle system of motor vehicles allows for an axial generator arrangement. The placement of a generator whose power output is equal to the engine's power output.

[0007] As a mechanical engineering technician, I use a given rotation, rotary movement of the vehicles of the passenger car but also and specifically of the freight and truck vehicle construction.

[0008] In my dimensioning and design of the efficient BEA generator, I found a usable vehicle space on rear wheel axles or centrally on synchronous axles.

[0009] I therefore constructed a standard pole machine as an axial generator, capable of switching with multiple rotors.

[0010] Now, generators are nothing new in vehicle construction. But the state of our technology in 2022 didn't offer anything approaching the current or generator power required, nor did it offer the idea of ​​generating charging current via a generator. Electric vehicles were produced and sold with grid-connected connections.

[0011] These vehicles have a specific range, a distance traveled after which a voluminous battery must be recharged. Especially in trucks and transport logistics, this average range depends on the availability of electric charging, grid utilization, and ultimately on the infrastructure and network expansion that needs to be developed. And these charging processes are tied to charging times. Developing local and long-distance transport, as well as e-mobile logistics, is associated with high costs. These costs are financed by taxpayers, companies, and private individuals through their taxes as levies.

[0012] Plans for infrastructure expansion and grid expansion for electricity supply. See the development of the kWh price.

[0013] With my invention and innovation, such costs are irrelevant. I believe that current statistics and urban planning from energy suppliers and grid operators should be taken into account where they make technical and energy-related sense. In the construction industry, this applies to real estate and residential electricity supply.

[0014] Electric mobility should not be a fundamental component of grid and infrastructure expansion. And certainly not at the expense and levy of all e-electricity household customers. This is especially true because, for example, households, businesses, and logistics companies that do not drive e-vehicles must bear the costs of infrastructure expansion, road construction, and e-grid expansion through their levies.

[0015] Considering that electric vehicles are not charged independently of the grid, they are driven without a BEA system.

[0016] As the inventor of the electric vehicle, a state-certified mechanical engineer, I am creating real mobility.

[0017] A mobility that conserves resources, reduces production effort and manufacturing costs compared to the current state of the art, and avoids waste. I am designing a mobility that represents a technical and economic innovation for our governments and for us as citizens, as users. We are thus fulfilling our legal obligation of climate neutrality and G7

[0018] I design mobility that meets the needs of the individual. I design mobility that encompasses a broad range of objectives, political, human, technical, and economic goals, and includes as many profit-sharing customers as possible. A mobility that also appeals to customers who, for example, lack land ownership, do not own their own home, do not have a secure e-charging space (high-voltage voltage safety guidelines, body contact, garage), or who lack access to the grid or an e-charging station (car parking space). I design mobility that requires no tax expenditure on road construction, no levies on laybys, charging bays, charging stations, infrastructure expansion, or grid expansion.

[0019] I'm designing electric local and long-distance logistics with an extremely long range and no grid-dependent downtime for transported goods. With regard to harmonious supply chain management, just-in-time and / or warehouse logistics, I'm designing a lean-management, efficient product. I'm designing mobility that represents a significant improvement in agricultural machinery technology and the agricultural sector compared to current costs.

[0020] My invention and novelty is efficient and technologically highly innovative because it saves costs for every user and non-user. Introduction and mechanics

[0021] The abbreviation BEA refers to the invention as vehicle internal power generation B. stands for running. E. stands for electric. A. stands for axial generator.

[0022] The BEA Generator System is an axially driven electric generator that is mounted along one or more axles of a vehicle.

[0023] The respective construction types differ according to • Rear wheel positioned axially • Synchronous shafts placed axially • Motor placed axially next to • Size of the rotor cross-section • Type of rotor system electrodynamic or electro-magnet dynamic • Quantity of axial runner machines • Composition of the machines as two-pole or • Multi-pole and / or electrical combination • Voltage and power class

[0024] The BEA system generates electrical voltages and currents to different circuits as a single or multiple armature system based on the principle of an internal rotor machine.

[0025] Kinetic energy, mechanical rotational movement is converted into electrical work and thus electrical energy is obtained.

[0026] The systematic, regulated energy flow ensures a technically uniform charging and discharging current. This ensures energy conservation for the moving vehicle.

[0027] The generator system firstly maintains voltage for the electric motor and its transmission unit, and secondly charges a battery. A dual-accumulation technology was designed for this purpose. See the energy flow diagram.

[0028] The electric vehicle is powered by a lithium-ion battery No. 1. This internal energy storage unit with a capacity of 10 Ah serves as the starting device and therefore discharges only very small amounts of energy. This energy from the discharging battery serves the technical function of further accelerating the moving vehicle.

[0029] To counteract external forces acting on the vehicle—for example, increasing drag coefficients or mass point loading forces during uphill driving. To supply the BEA rotor system with the engine voltage and thus maintain the vehicle's performance level. My innovation delivers a consistent level of performance for these and normal driving processes, corresponding to the normal performance of a non-BEA-powered vehicle.

[0030] With this technology, only a small amount of electrical energy is required. The vehicle's energy circuit is highly efficient because this technology charges a second 10 Ah battery while the vehicle is moving.

[0031] The vehicle’s overall energy level is therefore always at 100 percent and the energy supply is independent of the grid.

[0032] As a designer, technician and inventor of the BEA system, I use a volume of the vehicle space to a device dimension: Minimum axial length 580 millimeters Maximum axial length 880 millimeters Cross section 270 millimeters.

[0033] The engine operates in voltage classes up to 4260 volts, depending on the vehicle type, either axially or synchronously. This applies to passenger car classes, truck classes, agricultural and construction machinery classes, and rail vehicles. The generator system is designed at a distance from the vehicle frame, suspension as a vertical distance to the wheel pins, cardan shafts, hub connection of the respective manufacturer, to a minimum length of the suspension strut.

[0034] This is along the axle track width or along the vehicle's wheelbase to the synchronous shaft. The generator's structural arrangement is fixed to the vehicle frame. Frame mounts may vary depending on the vehicle manufacturer's design.

[0035] The given wheel pin rotational movement, the movement of a transmission shaft synchronously, and its angular momentum and rotational movement thus generates a uniform charging current - sinusoidal voltage, and parallel to this a uniform motor voltage.

[0036] The BEA generator system is designed for direct current or alternating current, depending on the model. The system generates a constant electrical voltage as a measurable peak value. This is constant starting at a driving speed of 1.4 km / h. See the Gaussian evaluation table.

[0037] Because this invention features multiple induction coil rotors, it is technically possible to regulate the individual induction excitation currents to their contacts. This allows the generator's excitation field system to be dimensioned in different rotors to always match the current driving speed. The generator is controlled by the adjustable resistance of the vehicle's acceleration (the accelerator pedal). This expands or reduces the excitation fields.

[0038] As the vehicle speed increases, the electrical current from the discharged battery to the rotor system's coils is reduced to zero. The design was designed to allow purely magnetic generation, starting at a moderate vehicle speed.

[0039] At all these driving speeds, the system generates an electric current equal to a uniform sine wave voltage for the fast charge cycle accumulation, as well as a constant motor current voltage. Construction types:

[0040] The generator types are designed as direct current (DC) or alternating current (AC). An AC generator, for example, is the two-pole rotor type. One motor supplies the motor circuit, and the second motor supplies the charging circuit. This type of generator is an AC alternator, and its armature current flow is dependent on the driving speed and rpm. Therefore, the AC type's electrostatic frequency is regulated to a Hertz frequency. In simpler terms, AC generators require a pacemaker. See the frequency converter component.

[0041] DC designs do not require a frequency converter. However, a third rotor is integrated into the design. This allows for a field superposition in the axial direction. DC technology requires a third magnetic rotor and its radial offset. Simply put, pole machines have at least two poles. If a direct current is to be generated, a phase shift must be implemented. The simple technical solution of the BEA system includes three different magnetic internal rotors arranged at a 120° offset.

[0042] A technical innovation is the design of the three-edge wave rotor system. This system uses two rotors, each with three coils, to generate a direct current (DC).

[0043] See the description of the new electric rotor with a three-edge shaft. This design features two rotors, controlled one after the other, positioned on a drive shaft. Because this design can generate a DC voltage from two rotors, the total length of the drive shaft is shorter than that of a pole machine rotor system.

[0044] Each generator type is connected via a drive shaft with a cross-section of 20 millimeters and a maximum length of 858 millimeters, via the rotation frequency (rotation) of the vehicle rear wheels wheel journals and cardan shafts, on the left and right sides as a form-fitting

[0045] Shaft secondary connection (DIN standard parts 6 millimeters) driven by a key. The design was engineered so that the types can also be positioned axially along the synchronous shaft.

[0046] The given rotation and angular momentum of the drive shaft is thus followed by a vehicle-internal current generation of the motor circuit and the charging circuit. Description of the BEA energy schedule Appendix Figure No. 1 Appendix Figure No. 2

[0047] The BEA system generates a high amount of electrical power from two or more axial generators. This power and its individual currents are fed into two circuits. This results in a charging current flow to battery no. 2 and a motor current flow to the transmission unit and electric motor cage.

[0048] This principle involves electronic components based on two accumulators of the same design, structure, reaction, and storage capacity. Ampere meters (current measuring devices) are connected to their cell block control units. This records the individual currents of the discharging battery and the individual currents of the charging battery. If the energy state of a battery does not contain a powerful potential, i.e., this discharging is controlled by alternating switching. This results in the charging current flowing from the BEA generator charging cycle to battery No. 1. And conversely, a discharging process for battery No. 2 occurs.

[0049] In order to record the strength and quantity (flow rate) of these electric currents, measuring devices such as ampere meters are integrated into the battery connections. The control and regulation unit therefore always has instantaneous actual values ​​for the charging current and the motor current, flow rate (E current). Based on these actual values, the control unit regulates a charging and discharging cycle with equal capacity. Put more simply, the quantity and strength of the discharging battery current is recorded in its flow rate; the system therefore has digital values ​​according to which the quantity and strength of the charging current and motor current is generated. With this direct motor current supply, the energy consumption of the discharging battery is very low in its current query. Less electrical current is diverted from this to operate the driving process.

[0050] Because the generator system delivers a high amount of motor current, only small amounts of current are required for the induction coils, transformer number two, and a certain amount of current for additional acceleration to the vehicle's motor transformer.

[0051] The implementation of a shutdown system is also crucial, because if a defect or error leads to a spontaneous change in the limit value, an extreme value, the current flow from the generator to the motor as well as the current flow from the battery to the generator induction coil are interrupted. Overload protection circuit.

[0052] The system therefore reports a mechanical fault to the driver.

[0053] In this case, the battery continues to discharge along with the motor current. The motor drive and motor current control (the transformer) remain fully current-carrying, but the generator is not. The protective circuit interrupts the generator's technical function. The vehicle is still drivable using the battery's energy. Overvoltages and overloads can be the result of excessively high operating temperatures, excessively high outside temperatures, or excessive wear and tear after a long period of operation. In this case, a repair workshop or technical support service should be consulted to rectify the problem. Systematic start-up process and power quantities

[0054] This vehicle's internal power supply requires a minimum speed. A starting speed. An angular velocity at which the system effectively generates a power output. Each construction was designed so that it generates the required DC voltage even at a driving speed below 3 km / h. The most powerful construction as a machine in agricultural machinery technology or logistics transport tractor truck technology generates

[0055] Even at speeds below 5 km / h, a constant, uniform DC voltage of 2800 volts is generated. This electrical energy is generated from an excitation current of 5.9 amperes with the given rotation of the vehicle's axles. This energy generated by the BEA motor is transferred to the transmission's motor unit. This means less energy from the discharged battery is transferred to the motor. The vehicle accelerates more smoothly.

[0056] As the vehicle speed increases, the excitation current is reduced to tenths of an ampere. The vehicle's movement maintains the internal electrical voltage from the generator to the motor.

[0057] And the vehicle's movement charges a second battery. The vehicle's electrical energy state is thus a closed circuit.

[0058] See appendix tables speeds and evaluation tables according to Gauss. Example: Type No. II 2800 Volt DC Direct current see Technical Evaluation Data Sheet Table Runner: 190 mm Train speed in km / h 5 Speed ​​in m / sec 1,391 Speed ​​in sec -1 2,3314 Orbital time in parts of a second 0,42891 Frequency in sec-1 2, 33148 Omega angular velocity 14,6491 Induction current excitation coil rotor one in amperes 5,942 Permeability Runner One 5000 Anchor: effective sinusoidal voltage armature one in volts 1410 Charging current voltage effective sinusoidal voltage armature two in volts 1410 Motor current voltage

[0059] I will therefore demonstrate the control technique using a waste example: If a vehicle of this type is driven at speeds below 5 km / h, and / or if electronic components and devices, lights, and the vehicle's electrical system are used while stationary, the primary battery is discharged. These movements represent power consumption, a waste of stored energy. Another waste is reversing, which means moving the vehicle in the opposite direction of travel.

[0060] This amount of discharge current is recorded by the ampere meter measuring devices and transferred via interfaces to a programmable logic controller.

[0061] These actual values ​​are additional to the charging current program cycle.

[0062] The programmable logic controller regulates the generator system to its current output. The controller regulates the resistance of the rotor excitation circuits. Thus, normal driving behavior is always recorded as basic actual values, and these are controlled and regulated to target values. This means normal movements in the direction of travel.

[0063] In addition, energy-wasting movements (journeys below the starting speed; journeys in the opposite direction to reverse; and / or electronic consumption of the stationary vehicle) are temporarily stored as a consumption value. This consumption value is added to the actual value as the base value for the control system. The total energy required for the vehicle's movements is controlled by the programmable logic control unit as a total target value. This target value is then calculated from the values ​​of the normal fast-charging cycle plus the value of the wasted energy.

[0064] As described, such waste must be avoided. Because of the wasted energy, a vehicle with this technology either has to be driven for longer or the charging current and voltage value has to be increased. This is because this system requires a quick-charging cycle for the second battery, the additional wasted energy due to a slightly higher charging current and voltage or a slightly longer driving time. The batteries with a solid-state structure are designed to be highly compressed so that they can always guarantee an electrical load as a quick-charging cycle with high voltage. The 10 Ah charging current capacity can generally be fully charged within a maximum driving time of 15 minutes without waste during normal driving. These fixed requirements must be met in terms of driving behavior, vehicle construction and the impedance of the battery structure. Wasted energy must be generated by a higher charging current.But normally no vehicle user has the intention of driving a battery in reverse for a long time.

[0065] Or the vehicle's on-board electronics can be discharged over extended periods of stationary operation. Movements opposite to the direction of travel, such as reversing or parking, are processes that do not generate a charging current. The current direction would be reversed. Therefore, during these driving movements, the circuit to and from the generator is open. No electrical current flows to or from the BEA generator during these driving processes. A classic example of waste:

[0066] The vehicle with a mass of 1400 kg and a motor voltage of 700 volts is equipped with batteries with a capacity of 10 Ah each and is fitted with a 190 mm rotor system. The vehicle is set in motion from a resting position. For this to happen, the maximum voltage is applied to the motor drive from battery no. 1 and passed through by transformer M (gas pedal). The motor and transmission drive this vehicle with a current of 5.455 amperes. The vehicle therefore moves at an instantaneous speed of 0.10 km / h up to a instantaneous speed of 4.99 km / h. If the vehicle is moved with this motor power and current below the starting speed of 5 km / h, and therefore not above this speed, mobility of 1.832911764 hours would be possible. This corresponds to a time of 109.9747 minutes.

[0067] A driving process up to 4.99 km / h. A traffic jam with a total current of 5,455 amps constant. As a result of this movement, battery 1 would be discharged. Battery 2 would not be charged. Avoid driving in traffic jams.

[0068] Example: This vehicle is driven in a stop-and-go traffic jam. It repeatedly accelerates to a speed of 4.99 km / h. The vehicle is not driven above this speed. The accumulator would therefore be depleted after 109 minutes of stop-and-go traffic jam time.

[0069] These situations should be avoided after traffic jam reports, traffic control, and vehicle movement. Drive with foresight or make a stop. In comparison, a single 100 Ah battery would have been in a traffic jam for 18 hours, or 1,080 minutes of stop-and-go traffic.

[0070] The BEA system is designed to initiate a rapid charging cycle from the start-up speed. A rapid charge of the second battery. A uniform charging current, for example, of a car type, 768 volts, with an average charging current of 1.6 amps. 1224 watts of power. A 10 Ah battery corresponds to a capacity of 128 Wh. With this type of BEA generator system, battery number 2 would be charged within 0.10457516 hours, corresponding to 6.27 minutes.

[0071] This voltage remains constant at all vehicle speeds, starting from the starting speed. When the battery reaches the target energy level, the charging process is complete.

[0072] Higher voltages up to high currents and medium-high voltages are available depending on the design or multi-pole system. See the attached product range documents.

[0073] To illustrate this in general terms, after driving at an initial speed of less than 5 km / h, and 109 minutes of stop-and-go traffic, the vehicle of this design must be driven above a speed of 5 km / h for at least 6.27 minutes. Either one can avoid such traffic situations, or one can wait until the traffic situation allows a constant or higher minimum speed of 5 km / h. Systematic reversing and parking processes

[0074] The electrical energy consumption during reversing is determined by the discharge current of battery number one. During this time, no voltage can and must be applied to the charging battery (no current flow is supplied). See the current direction and the resulting additional driving force of the generator.

[0075] If the generator system were active when reversing, i.e. if there was an electrical flow through it, the system would query the charging accumulator for potential voltage according to the direction of travel (rotational movement).

[0076] And this would be a greater acceleration of the reversing, a higher speed, a force in terms of the discharge current of the charging accumulator relieves electrical potential.

[0077] The generator system is therefore switched OFF when the engine is in the opposite direction of travel (gearbox gear). The main circuit of the rotor and armature system is opened. Systematics of the moving vehicle as an example of a normal journey.

[0078] A target value from the memory-programmed controller without wasted energy. As already described, the programming of the control unit essentially controls a target charging current. A charging current peak, which constantly regulates the current consumption and equalizes the actual value of the discharging battery. This actual value, which serves as a base value, is transmitted by the controller via interfaces of the measuring devices (ampere meters) and subsequently controlled by the controller to the target value.

[0079] The programmable logic controller regulates the resistance of the generator system's excitation current, always in line with the vehicle speed. This also always coincides with the acceleration process. Therefore, when the vehicle's adjustable resistance (accelerator pedal) is activated, the motor current supply is activated, thus increasing the motor unit's current flow, the generator system's control system regulates the resistance of the generator. The current flow to the generator rotor system is reduced, diminished, because the rotor system's rotational movement is increased.

[0080] The vehicle accelerates. The voltage between the generator armature and the motor unit is always maintained. Motor current machine. I designed a motor current principle.

[0081] The charging current system generates a multiple of the discharged energy during all rotational movements above the minimum speed. A rapid charge occurs. The level of the battery being charged can therefore never be less than the energy level of the discharged battery, because the amount of energy generated is greater than the energy required (normal driving). Before one battery has been discharged, a second battery is charged based on the vehicle's movement.

[0082] The control and regulation system of the charging current machine switches off when the battery is charged. This is normally achieved without waste with a driving time of 30 minutes at a speed of at least 5 km / h. However, higher driving speeds and rpm require less energy to be supplied to the rotor system. Good operating temperatures, uniform peak voltage values, medium driving speeds, and / or purely magnetic charging currents are energy-saving and good.

[0083] The generator system is always effective following the start-up process. Below this rotational frequency, the second accumulator is not charged. A charging cycle only occurs above this start-up speed. This is because the reversal of the ions in the accumulator must occur harmoniously. The separation level of the bound electrons in the solid-state structure must be harmonious, depending on the temperature and the excitation energy. The material of the separation layers of individual blocks, as well as the control unit connections, must be able to compensate for the electrical load of the generator current intensity. This starts from the relaxed, discharged state. Harmonically excite the zero level.

[0084] Depending on the model, a charging current of up to 135 kilowatts can be achieved. For example, in the case of an agricultural tractor or combine harvester, the frequency, impedance, compression, quality, and structure of the accumulator's reaction characteristics are fundamentally important. The size of the accumulator is significantly smaller compared to current technology, because the vehicle generates angular momentum based on its movement. Electrodynamics / magnetic resonance

[0085] In summary, the armature geometry and properties of the multi-pole machine were optimized accordingly, and the material properties were dimensioned according to interactions, both electrodynamically and electrostatically.

[0086] Considering the conducting properties and solid-state physics of excitation energy, energy bands, drift dynamics, as well as the influence of internal heat flow and external temperature or static influences, an optimized, fast, and efficient electrical response was achieved. The interaction of different rotational speeds and angular velocities between the excitation fields and armature fields of the BEA generator system is well implemented and safety-conscious.

[0087] The excitation coil current, flow rate, strength, and quantity, as well as its electrodynamic reduction with increasing speed and angular velocity (control of the induction coil transformers), are smoothly and precisely designed. See the planning of stepper motor technology as a control unit.

[0088] The coil bodies react quickly to the flow of current and do not overload. The material properties of the rotor system, coils, and the core magnets harmonize to create a harmoniously strong flux density. For low-cost, high-quality production, the rotor coils use commercially available standard conductors. These are subject to CE safety testing by the German Federal Agency for Electrical and Electronic Equipment (BAES). 16 amp protective conductor wires have a maximum cross-section of 1.8 mm in diameter. The advantage of this design is that it keeps costs and production low and high-quality. A supplier of these wire-conducting standard parts as coil wires does not need to produce new dimensions using this technology (wire drawing). The design can therefore be manufactured simply and efficiently with regard to these parts. The device therefore meets high safety requirements. accumulation

[0089] Optimal charging of a solid-state material is achieved when shock charges and intermediate charges are avoided. A uniform energy supply, uniform excitation energy, and a constant charging current voltage are used. Generally, the energy state of a mobile power source, such as a battery or accumulator, is always determined by the potential difference.

[0090] The separation level and the attraction force determine the electrical voltage of the power source. This is defined as a resting voltage without any connected electrical components of a

[0091] A circuit contains stored potential energy. If a conductor is connected to electrical components, the electrical current flow within the conductor and components attempts to equalize the separation level.

[0092] The electrical voltage of the potentials compensates in relation to the flowing current, the operating temperature, the conductor's internal resistance and the time of the closed circuit.

[0093] Regardless of the capacity (storage volume of electrical energy), the potentials of a power source describe a zero level, a relaxed energy state as discharged (Empty), or a tense energy state as charged (Charged).

[0094] The current state of electrical energy as atomic binding energy has so far been studied based on two potential interactions. This results in a positive or negative potential and its attractive force.

[0095] Future research in elementary microcosmic physics is also geared to areas of still undefined space and matter. The detection of dark matter or dark energy could provide new insights into a previously unknown third potential. The curvature of space, defined as mass, could revolutionize the concept of an electron's mass. Simply put, the drift and spin of an electron would be defined differently, and the velocity of the current could be influenced in new ways.

[0096] The aggregate state of an electrical energy source would thus have to be analyzed in a new way. For example, the pressure behavior in liquids is static in all surrounding directions. The interaction as potential equalization would be scientifically revolutionary at the molecular level in terms of a newly discovered third force. See atomic level quantum chromodynamics, color force, quantum electrodynamics. Based on these findings, our electronic energy sources of the technological future would possibly be much smaller and more highly compensated.

[0097] But fundamentally according to our current state of knowledge, a solid-state accumulator is then correctly in use and technical purpose fulfillment, if a uniform energy output quantity is requested or supplied to it

[0098] Constant, uniform electrical currents. Uniform voltage. Because constantly changing charging or discharging currents at different voltages and different power levels put a strain on the nature of the separating materials in their composition to the surrounding conductive structure. Depending on the compaction and compression of a structure, as well as the structure and dielectric, semiconductor, and superconductor layers of the battery structure, very high electrical currents can be conducted. For example, a charging current with a charging power of 135 kilowatts can be supplied to a battery from an off-grid energy source, depending on its structure. Boost current charges, rapid charge cycles, and strong current charges, starting from electrical voltage classes 360 volts to 1000 volts to 5000 volts and high voltages, do not damage a battery. Not if its structure and nature are dimensioned for the excitation energy.

[0099] Stronger currents do not necessarily result in higher voltages. Consider the influences of friction, resistance, heat load, operating temperature, and ambient temperature. In stronger currents, more electrons flow and / or drift at a higher speed. elementary charge. Mass of the electron. Electron spin. Excitation energy. Energy band. Binding energy. frequency Interaction. Direct current. alternating current. Impedance. Thermal conductivity. Heat coefficients are fundamental values, factors of technical solid-state physics and thus also of the reactivity of a solid-state battery. A charging time is relative to the size, capacity, composition, and structure of the solid-state materials. Their reactivity, binding energy, and potential separation. A battery can be charged consistently and uniformly with a very high charging current, a strong charging current flow, and this in a short period of time. My invention of the vehicle's internal power generation enables batteries to be charged in their

[0100] The design will be much smaller. These will be highly energy efficient, offer technical and economic benefits, and minimize wear and tear.

[0101] Their function as a mobile energy source during the charging or discharging process can be utilized normally. This innovation essentially requires no external charging time, no downtime for people or goods, and no expansion of infrastructure and grid technology. Furthermore, this invention of the BEA generator enables technical mobility for large vehicles: trucks, tractors, agricultural machinery, and vehicles with high electric motor power.

[0102] This was not possible until now, weight and volume and product share, production and cost of a single battery, as well as its charging time and range of a vehicle were not technically and economically

[0103] Useful. Trucks were designed to have a maximum range of 1,000 km with a single battery system. The ambient temperature tended to reduce the range. The limitations of technical design and construction, mass, volume, and weight did not allow for a longer range for electric vehicles.

[0104] The logistics with an external loading time and its costs, as well as state expansion of infrastructure investments, were not in an acceptable proportion.

[0105] Electric mobility would have to be planned and built depending on the vehicle's range, charging bays, charging stations, power lines, road construction, civil engineering and energy producers. The infrastructure network that would have to be designed would not be profitable. Even today, the energy generated by a wind turbine, building materials and raw material products, space and space requirements bear no relation to an amortising quotient. The transmission of electrical energy incurs losses. And the energy expended in its technological production is expensive. Designing an infrastructure of busy roads for mobility that is tied to the electric network is not profitable. It has no acceptable cost-relationship and is not technically feasible. Trucks, agricultural machinery and tractors would not be dimensioned in view of the requirement for high electric motor power and the associated large individual battery technology, mass, weight and volume.The required individual accumulation would be too bulky. The loading process, including transportation and machine downtime, would be expensive.

[0106] My invention, the BEA Axial Generator System, creates beneficial electric mobility for these vehicles. This innovation reduces batteries to five times their current size. A dual-accumulation principle. Smaller batteries. No need for infrastructure expansion for electric mobility. No unnecessary costs. No waste. Long-range local and long-distance logistics. The invention of the two accumulation principle

[0107] Batteries are fundamentally important components of electric mobility. A battery must generate the amount of current required to drive the motor, but also the electricity required when the vehicle is stationary. Moments of inertia must be overcome. A current flow from a large battery, whose strength and voltage drives an electric motor to move. A discharge current from the battery when the vehicle is in motion and ready to drive, for example, to the parking lights, hazard warning lights, but also to the on-board electronics, navigation, radio devices, radio and media playback, heating and auxiliary heating, ventilation and air conditioning must be guaranteed. A moving electric vehicle must be able to generate the amount of motor current and important components such as electromagnetic brake boosters. This concerned a capacity and the amount of current - energy that can be retrieved from the on-board battery. According to current vehicle planning, this amount of current cannot be generated without an on-board battery.Possible generators and stators inside the vehicle were static, not useful due to the heat load and necessary cooling, as well as their possible location within the vehicle, for example, inside the wheel rims. They had a rather negative mechanical impact and were electrically inefficient. Furthermore, a possible efficient charging current or even motor current was irrelevant in terms of a single accumulator technology, as well as its capacity and size. Only the amount of current required for the electronic devices of the moving vehicle could be generated, such as lighting, the on-board power system, etc.

[0108] My design as an invention is a novelty for electric vehicles. I invented the dual-accumulation principle, in which one accumulator discharges an amount of current to the electric motor, and a second accumulator is charged by the BEA generator with the same amount. This is a discharge and charge cycle of two accumulators of equal size and their respective capacities. Because this invention involves a charging cycle of the moving vehicle, which is similar to the discharging cycle, an electrically powered vehicle is a body, which in technical physics can be considered a closed system.

[0109] A body whose potential position contains energy in equal proportion to its kinetic energy of motion. A moving body is a moving mass dependent on its acceleration and thus speed. Because the mass of a solid body remains constant, its kinetic energy can be used technically. The electrical energy of a battery corresponds to potential energy, i.e., an electric potential. This is converted into kinetic energy by an electric motor. A dynamic is created. A movement.

[0110] As a technician, I seek and utilize the kinetic energy of a moving body. I utilize the given movement, dynamics, and kinetic energy to recover electrical energy as storable potential energy. With this energy, I apply electrical voltage to an accumulator. This excites its potentials. A stored voltage source is created. Accumulation. Because I designed this in equal proportion to the energy required for the discharge process, this invention conforms to the principle of energy conservation. BEA generator. A closed electrical energy cycle. See illustration, energy flow diagram, Figure 2.

[0111] What's new is that with this invention, the BEA generator, the accumulators are also much smaller. A large, bulky, heavy individual battery is no longer required. This is because the rotational movement of the rear wheel shafts and / or synchronous shafts during driving motion generates electrical energy, thus generating a constantly regulated (transformed) charging current voltage, charging current, and electrical current.

[0112] This invention, the dual-accumulation technology, thus eliminates the need for a standstill in passenger, truck, freight, and transport traffic. There are no external charging sources, charging times, or charging costs. No waste. The energy level of the electric vehicle, i.e., both batteries, is always at 100 percent. It can be electrically monitored. One of the two batteries is always charged. Its potential is given. This is technically monitored via a changeover circuit as motor current, during the discharge cycle. Thus, the other battery is charged.

[0113] The technical function simply described: Battery number one discharges to the electric motor. This converts electrical energy into mechanical energy, mechanical work, force along a path, the rotary motion of a drive shaft, a rotation. As a technician, I utilize this rotation, rotary motion; I find it in all trajectory speeds and angular momentum, rotary motions of the moving vehicle axles. For example, on synchronous axles and rear wheel axles. Now I design these axles as drive shafts. In other words, I convert the kinetic energy, rotation, rotary motion of mechanical work back into electrical energy. And this corresponds to the amount of energy applied. A novelty. True mobility, independent of the grid.

[0114] Compared to today's bulky and high-cost individual batteries, this invention of the BEA system makes the entire battery approximately five times smaller. Furthermore, components currently designed, such as the motor cage and the generator armature, can be used. This enables cost-effective and efficient production of electric vehicles. Reduced machine setup times. Less energy consumption in production. Lean manufacturing. Shorter production order times. Lower retail prices.

[0115] Vehicle planning generally does not require a 100 kWh (ampere-hour) battery capacity. This applies not to 450-volt or 800-volt vehicles, nor to 40-ton trucks or tractors with 1000-volt or 3600-volt engine voltage classes. This also applies to agricultural machinery. None of these electric vehicles require a large battery capacity.

[0116] With today's raw material quantities, such as lithium and freshwater, this BEA generator invention can produce up to five vehicles of the same voltage type. In production management, we describe this as expanding the product range. With the manufacturing effort and materials of a 100 Ah capacity battery, we produce ten smaller batteries, each with a 10 Ah capacity.

[0117] We plan this as 10 Ah of the battery discharge process and 10 Ah of the battery charge process, vehicle-specific.

[0118] Also, given that batteries are so-called wear parts, the amount of reprocessing and the quantity of battery product put into circulation per vehicle is significantly lower. This reduction, for truly efficient mobility in our future, also applies to other e-power storage devices and sources. This is made possible by the invention of the BEA system: an electrically closed energy cycle. The invention of the motor current principle

[0119] My invention, in addition to the two-accumulation principle, defines a direct motor power supply. This demonstrates the novelty that a generator can be controlled and switched in the same or different rotors. For the first time, different pole machines can be combined.

[0120] This technology can, for example, be combined along a drive shaft axis, a two-pole, a four-pole, and a six-pole, with their rotor coils controlled individually. According to the state of the art, this invention is the world's first switchable generator: an axial generator with multiple rotors.

[0121] Rotors in generators are known as electro-dynamic or electro-magnetic dynamic, but up to now no generator has been designed so that several rotors along an axis could be supplied with electric current. It was not possible to control several induction coils, several circuits, several rotors along an axis. The BEA generator is therefore the first controlled technology that can be switched in individual circuits. This invention enables a direct current DC voltage and the rotor excitation fields to be individually increased or decreased. An induction coil on a rotor fulfills the technical purpose of allowing an excitation current to be fed to it, which thus amplifies (expands) the excitation field. This means that, for example, good field anchoring and efficient voltage and current strength can be generated. The design of the armature field on the circumference of an internal rotor is related to this.However, in general it can be stated that an excitation field is expanded by an amount of electric current supplied to a rotor's induction coils.

[0122] In a pole machine, electrical induction coils are wound around a core of the magnet's internal rotor. In this design, these are standard 16-ampere conductors. Induction coils are of great importance for the varying rotary movements and angular velocities (omega) in vehicle construction.

[0123] In designing my invention, I needed to generate the same current output and voltage at low speeds (rotational speeds) as well as at higher speeds (orbital speeds). This meant a constant sinusoidal voltage at different angular velocities.

[0124] I'm using the principle of a pole machine, an electro-magnetic internal rotor, to which electric current can be fed to the excitation induction coils.

[0125] Until now, vehicle construction relied on electrical energy that could be fed into the motor and on-board electrical system. It was not technically possible for internal vehicle stators or generators to generate a specific motor current or voltage. Until now, only electrical devices and on-board electrical systems could be supplied with electrical power (the standard alternator). This also represents a niche in e-mobility.

[0126] My invention, the BEA generator, can be used as a pole machine to generate an amount of electrical current at both low and high speeds and angular velocities that corresponds to the voltage class of the motor's current. For example, 450 volts, 800 volts, or 1000 volts, etc. This invention is particularly innovative and specific to the high-voltage class of 1000 volts for trucks.

[0127] I'm not just reducing the size and volume of an accumulator.

[0128] I'm extending my mileage. Maximizing my range with the aim of making it mobile and off-grid. Long-distance logistics. With this invention, I also generate a motor current voltage from multiple rotors. This is because, starting at a certain speed (rotational speed, angular velocity), an electrical voltage can be generated in a second or multiple armatures that is equal to the normal motor voltage. This ranges from 0.1 km / h to 5 km / h, depending on the model and the vehicle's starting process.

[0129] From this starting speed, the system generates a voltage that is applied to the motor drive. The vehicle overcomes the inertia of its mass more easily. See the appendix for evaluation tables according to Gauss range.

[0130] For example, the B.E.A. system of one model generates an effective sinusoidal voltage starting at a driving speed of 0.5 km / h (which corresponds to 0.13888888889 m / s). This voltage can be fed directly to the motor unit. This innovation ensures high motor current performance. Motor current generation. Series and construction type specific

[0131] As a mechanical engineer in production management, I design traditionally and avoid waste. For this reason, I designed a BEA two-pole rotor with a 190 mm cross-section based on mean value analysis. This rotor fits into all 190 mm systems across all types. In simpler terms, basic production settings are not changed, which demonstrates highly efficient production effort, less setup time and lower costs, because this averaged pole machine fits into every other e-mobile vehicle class: 450 volts, 800 volts, 1000 volts, etc. As a result of this design, a general rotor type was also designed as a 120 mm system. For example, for synchronous axle vehicles. I am also attaching this type of construction as an overall drawing to this documentation. Weather wetness, warmth and cold

[0132] The entire device and frame suspension are surface coated. The surface coating is applied as a water-repellent plastic coating. Additionally, the mechanical and electrical internal components are sealed by rubber seals on the device housing and bearing seat. The electrical shielding of all connections, plugs, and cables is subject to the specified standard classes of the European, German, and American classifications according to electrostatic safety standards.

[0133] The system can be used in normal pressure and ambient temperature ranges between minus 20°C and plus 60°C. However, these extremes can be dangerous due to solid accumulation. The optimal operating temperature is plus 20°C. Intellectual Property / Copyright

[0134] Every generator that is not driven by a V-belt or toothed belt is firstly a stator or secondly an axial generator, i.e. a BEA generator. As already mentioned and described, stators have no real technical or economic benefit due to the need for a charging current voltage, the structurally impractical placement in the vehicle area and the high heat load as well as their cooler design. Every generator that is designed as a closed energy circuit is subject to my copyright and intellectual property. Every generator that is designed as a motor drive is subject to my copyright and intellectual property.

[0135] The BEA system ensures efficient electricity generation. Costs / levies / tax rates / flat-rate tax

[0136] Insight into the political target catalogue and E-power estimate without BEA generator.

[0137] Simple cost accounting: Initial situation: Electric vehicle Mass 1400 kg Accumulation capacity 110 Ah Range 300 km Charging time 5 h

[0138] Legal requirement: Building permit Garage with mains connection 230 Volt 50 Hz, 3300 Watt European standardized charging current peak.

[0139] Electrical cable standard class 16 Ampere.

[0140] Water / weather-resistant shielding. Surge protection, equipotential bonding rail, fuse contactors, and distribution cabinet installation.

[0141] Or building permit extension to a 360 volt 16 amps 16 amps 16 amps

[0142] The prerequisite for this private household is that it is located in a mixed-use area and that the private individual serves the purpose of a commercial business or agriculture or forestry. See the intended use of high-voltage connections. Private electricity tax or commercial electricity tax.

[0143] Or building permit for conversion to a solar system.

[0144] Its safety to be fulfilled as a technical room iron phosphorus storage and line installation distributor installed or

[0145] Distributor all around as a charging current connection to a closed room (garage).

[0146] Or the use of a parking space in public space equipped with a charging station close to the minimum range of the vehicle's battery capacity. Cost accounting: 365 days arrival. 300 km one way, e.g. commute. 0.31 Euro average kWh price of the electric charging power given. 5 h charging time of the electrical charging current power given. 5600 euros workplace costs. 5600 euros cost for private household. The kilowatt-hour price included is the average the private electricity tax rate and the commercial electricity tax rate.

[0147] In addition to these factors and values, the following must be taken into account: One-time cost for charging current amplifier. One-time building permit costs. One-off costs for charging station construction and installation of sub-power lines One-time costs for networking and backup installation One-off costs of a solar system and its structural installation Allocations and tax rate trend:

[0148] The estimated costs for renewable energy sources, wind, water, solar systems, grid operators, power lines, overhead lines, building permit costs, construction costs, maintenance work and repair of supply technology in public spaces are borne by the general public of taxpayers and electric power customers as surcharges.

[0149] With every high-voltage power and grid connection, the grid load is affected, along with the given distribution and load. Unreported high-voltage power connections and amplifier systems are installed in public areas and also in accessible roofs (carports) or outdoors on house facades and walls, posing a physical safety risk.

[0150] Furthermore, these voltage classes and power connections influence the grid operators' grid utilization, both locally and non-locally. Grid operators thus burden all their e-power customers, even those who don't use electric vehicles. This is because the electricity output increases, resulting in higher kilowatt-hour prices and associated surcharges. This means enormous fluctuations in grid utilization are evident. Grid operators cannot plan based on concrete, measurable values ​​in this regard. Substations, rectifiers, and distribution systems must therefore be expanded. This drives up the kilowatt-hour price.

[0151] Costs of infrastructural changes and new construction, for example road construction measures, electrical sub-lines to public and remote charging stations, charging bays, equipped stopping bays, power lines but also costs of construction measures for electrical systems are borne by taxpayers households, companies and private individuals.

[0152] These can be seen, for example, in statutes and levies of the federal, state, district, municipal and city-state budgets.

[0153] A shorter charging time does not mean that it is cheap.

[0154] Not in comparison to the price development of this and other energy sources. Prices develop depending on certain and unpredictable factors.

[0155] Charging current comes at a cost. Stronger currents, larger current quantities, and amplifier systems all have higher costs. The savings in charging time are reflected in the cost of the charging current.

[0156] The correct term would be "charging current time." However, this doesn't change the fact that these systems, based on electric charging current, incur surcharges and tax rates.

[0157] Electric mobility makes it possible to design vehicles that are beneficial, innovative, and efficient. Electric mobility can be grid-independent and technically and economically advantageous. Electric mobility is only mobile when it is designed with the BEA system. Operating costs compared to other energy sources:

[0158] Initial situation as described an E - Mobile vehicle without BEA system Weight class 1400 kg Electric charging capacity of the simple accumulator 110 Ah electric charging current capacity from 450 Volt voltage 49.5 kWh range 300 km Charging time 5h One-way route 300 km Charging current according to EU - Charging current peak 3300 Watt Average kilowatt hour price Comparison:

[0159] Energy source electrical grid supplier E-mobile without generator Average energy source price 0.41 euros 450 volt voltage class corresponds to 49.5 kWh per day for a 300 km single journey, which corresponds to private costs of 20.295 euros per day corresponds to the local costs of 20,295 euros per day corresponds to the total daily costs of 40.59 euros corresponds to the annual consumption costs 14815,- euros

[0160] Energy sources Liquid combustion Oils, diesel, gasoline Average consumption per 100 km 5.2 liters Average energy source price 2.10 euros corresponds to 31.2 liters per day for a 300 km one-way trip corresponds to the cost of 65.52 euros per day corresponds to the annual consumption costs 23,914 euros

[0161] Energy sources Liquid combustion Natural gas Substances Average consumption per 100 km 4.3 kg Average energy source price 1.25 euros corresponds to 25.8 kg per day for a 300 km one-way journey corresponds to the cost of 32.25 euros daily corresponds to the annual consumption costs 11,771 euros

[0162] Energy source electrical grid supplier E-mobile without generator Average energy source price 0.31 euros 450 volt voltage class corresponds to 49.5 kWh per day for a 300 km single journey, which corresponds to private costs of 15,345 euros per day corresponds to the local costs 15,345 euros daily corresponds to the total daily costs of 30.69 euros corresponds to the annual consumption costs 11202,- euros

[0163] All costs plus vehicle tax rate Additional vehicle insurance costs. Additional vehicle registration and licensing costs.

[0164] The innovation BEA invalidates all these expenses.

[0165] An electric-powered vehicle is relatively inexpensive in terms of energy consumption compared to other energy sources. Energy prices, however, vary depending on trends and expenditure. The maintenance and operating costs of an electric vehicle include insurance costs as well as vehicle tax costs. For example, the annual tax rate for a combustion engine in this weight class and engine size is €170.

[0166] District, state and federal budgets use this tax rate to calculate revenue, expenditures, levies and investments in infrastructure and road safety. For example, maintenance of road conditions, renovation of the road surface, repair of traffic bridges, renewal of road markings, renewal of traffic signs, installation of traffic control units, expansion and / or extension of the road network. But also the aforementioned costs of an infrastructure to be designed for the minimum range of e-mobility. Vehicle tax rates are generally a priority. This ensures that a moving vehicle is safe for public use and that the road surface is passable. A moving vehicle is a moving mass, a weight that also interacts with the road surface. Vehicles with a high weight, a large mass, place a greater strain on the road surface than vehicles with a low mass.

[0167] E-mobile vehicles with the BEA system are also moving forces in publicly used transport and its road infrastructure. The use of e-mobile vehicles with the BEA system must therefore also be taxed in federal, state, and district budgets. No solutions have yet been identified for a tax type for this type of vehicle technology. As an inventor, mechanical engineer, and production manager, I envision the prospect of an annual flat-rate vehicle tax. This is attributable to an e-mobile vehicle of my design. Vehicles with this technology can be taxed according to their engine power, vehicle volume, or weight class.

[0168] A one-time annual flat-rate tax would therefore be due.

[0169] For example, a vehicle in the aforementioned 1400 kg weight class would be taxed at €50 annually. A truck or logistics vehicle in the 40,000 kg weight class would be taxed at €480. The user, owner, keeper, and insurer have no expenses related to the energy source.

[0170] Electricity. Grid operators, energy suppliers, and government budgets have no need to invest in the design of grid mobility with this technical basis. No waste.

[0171] Compared to other vehicle energy sources and vehicle types, this technology is very cost-effective for owners as users, suppliers as operators, and countries as traffic managers. Electric vehicles with the BEA system are therefore highly economically efficient. Alternating current strength and frequency

[0172] A vehicle equipped with an AC generator produces a constant, even current flow. A current flow of varying frequencies, depending on the driving speed and engine speed. The voltage of the generating current and the current intensity are evenly regulated, creating a charging current peak. A charging current whose intensity and frequency are fed to the second battery. The AC technology incorporates a frequency converter into the system.

[0173] This results in energy conservation at a harmonic frequency. Alternating current motors are smaller in design. They have a shorter drive shaft and only two rotors as pole machines. The disadvantage is that the frequency must be rectified to DC. These frequency converters are bulky and heavy. Furthermore, the control system of the frequency converter must be programmed. Mechanically, a vehicle of this technology would be somewhat heavier than one with DC generators. See the attached document, Product Range, Model No. V. Maintenance work

[0174] This design allows for a shielded current flow through the body. Electrical circuits are live when the vehicle is moving. When the vehicle is stationary, no electrical current flows, but an internal voltage is still present.

[0175] When performing maintenance or repair work, such as connecting or replacing contacts, the internal voltage must first be relieved. The discharge battery's circuits are open, with no current flowing through them. They only close when the battery is moving (i.e., at speed or starting speed). The armature current circuits and the charging battery's circuits carry an internal electrical voltage. This is a high current (high voltage, depending on the model). Caution: Body contact danger!

[0176] It is a safety-conscious measure to open the circuit of the charging battery and, in the case of AC models, the upstream frequency converter. No internal electrical voltage may be present in this circuit. After the circuit is opened, an electrical voltage is present inside the charging battery. This voltage must be maintained at its potential. Caution is advised: the connections of the control unit, the voltage source, and the accumulator circuits must not pose a short circuit hazard. These must not be operated or touched!

[0177] For occupational safety and health, a relief connection was fitted to the residual voltage circuits. This connection allows the relief of the internal voltage from the generator armature circuits to the frequency converter connections. This relief connection is fitted following the frequency converter. This is mechanically and

[0178] Locked by the control system. Essentially inaccessible for personal protection. Unlocking is only possible with vehicle and device ID.

[0179] The qualified personnel of an automotive mechatronics workshop are qualified and have the expertise to relieve internal electrical voltage by connecting a high-voltage consumer, such as a light.

[0180] The generator housing, opened by a mechatronics technician at the automotive workshop, displays a clearly visible warning sign. This also applies to the internal connections of the induction coils and contacts. First, relieve the voltage! The novelty of the slip ring contacts

[0181] The contactor design here is a technical innovation. According to the current state of the art, generator or coil rotors were previously equipped with internal rotors equipped with carbon pins, brush contacts, or slip rings. See, for example, spring-loaded carbon pins on a drill, lathe, woodturning machine, power generator, or stationary generator.

[0182] However, because I was designing a multiple internal rotor system and wanted to supply current to the individual induction coils, I invented a rotor system with multiple circuits. I was looking for a mechanical way to supply electrical current to these rotating rotors. The fundamental requirements for this design task were material requirements, conductivity, reactivity, service life, abrasion and wear, as well as ease of maintenance and repair work.

[0183] Given these requirements, I dimensioned and designed a stainless steel eccentric component as a contact. A production-engineered turned part. And a matching molded bracket as a contact holder. Individual part drawing Figure No. 8; Individual part drawing Figure No. 9

[0184] I dimensioned the number of contacts for each axial connection side to four. A total of eight contacts. Technically, one of the four contacts per connection side is applied to the slip ring contacts of the 60 mm cross-section of the slip ring contacts in the circumference of the drive shaft under a spring-loaded force. Thus, during rotational movement, two contacts are subject to abrasion. Their quartz contact or copper contact layer is worn out with a mileage of up to 98,106 km. I designed this technology and invention of the eccentric rotor contact in such a way that after abrasion whose contact layer the rotating part slides past the circumference of the slip ring. The circumference of the rotor contact as a slip ring cannot touch. In the following maintenance work, the entire generator housing does not have to be removed and disassembled in order to replace one (two) contacts of this type. It is sufficient for a skilled vehicle mechatronics personnel to open the vehicle compartment and rear cover. Consequently, the generator and the system must be electrically de-energized as described. The locked vehicle compartment must be opened using the identification. The plug contacts of the

[0185] Circuit transformer resistance plugged into the contactor to be repaired and these contacts are to be spring preloaded on the left and right sides.

[0186] After closing the housing and passing the technical inspection, the vehicle is ready for operation again. This means it has a mileage of up to 98,106 km.

[0187] Two additional quartz layer contacts per connection side (four pieces) are not installed. These are embedded for subsequent maintenance work. If, after technical inspection, maintenance and repair of these wearing parts of the quartz layer contacts is no longer possible, and all eight are worn out, these components must be replaced. For this to happen, the generator and the system must be de-energized as described above. The entire assembly, as a BEA generator unit, is then removed from the frame bracket using the unlocked vehicle compartment. The now dismantled generator is removed from the housing on the left and right sides of the bearing seat. Removable connection using metric screws.

[0188] As a result, individual worn contacts can now be replaced with new ones. Following the subsequent steps of reinstallation, locking the plug-in contact connection and closing the vehicle compartment, closing the relief connection, and completing the technical inspection, such a vehicle is ready for operation again for the upcoming mileage. The novelty of the multi-runner system

[0189] With my invention, which allows several electric induction coils and several rotors to be placed and controlled along a drive shaft, it is possible to use three pole machine rotors as direct current generators starting from a drive shaft. The basic design is arranged offset by 120°. The current state of a vehicle's internal power supply does not allow this. A direct current generation would require three two-pole generators. These generate an amplitude value of voltage in time difference. Three phases. Phase shift. This generator technology was the

[0190] This is not possible within the vehicle's internal construction. Such a vehicle would require the placement of three V-belt drive shafts for the engine and three generators with three phases of a circuit. It is technically impossible to fit the vehicle's internal space. And charging technology was not considered.

[0191] The innovative feature of the BEA generator—that multiple rotors can be positioned and controlled along a drive shaft—enables very high-voltage direct current generation. This direct current technology is generated by three magnetic, dynamic, electric internal rotors on a rotating frequency drive shaft. Their arrangement is mechanically designed with a 120° offset, creating a technical phase shift. A generated direct current flow (DC) thus occurs within one or three armature cages.

[0192] Furthermore, according to my invention, different pole rotors were combined. See types 2-4-6 pole combination. This design results in an axial field arrangement. See field superposition. This also technically allows a direct current DC voltage to be created along a drive shaft.

[0193] As already mentioned, pole machines for generating electric current are known, although so far they only represent a simple rotor system, they have not been used in vehicle construction and they do not generate any charging current voltage or motor current voltage.

[0194] The technical implementation was difficult. If I had designed just one generator rotor and its long excitation induction coil, firstly, the amount of induction current on the excitation coil would have been too high. Secondly, the permeability (magnetic strength) would have been disproportionate to the load of all the components connected to the circuit. Thirdly, the generator charging cycle, the charging current flow to battery number two and the motor current voltage (motor current flow to the electric motor's cage) would have been in series, meaning the electrostatics and internal resistance would have been oversized, and the load and heat (impedance) on all the electronic devices in this circuit would have been disproportionate. A complex oil cooler system would have been required, and this would be very bulky and heavy.

[0195] The simple rotor system of a pole machine would therefore be wasteful and technically of little use. I was looking for a technical solution using harmonic electrostatics and possible dimensioning according to the design zone.

[0196] Fixed requirements, acceptable weighting, mechanical stress compensation, space-appropriate geometry and dimensions, simple manufacturing effort. I remembered a part of my apprenticeship as a mechanical engineer: the machining of a form-fitting connection. Shaft-hub connection. Broaching, broaches, and milling a shaft keyway. Thus, I found a logical and perfectly mechanical solution for arranging multiple rotors along one axis in different circuits.

[0197] After conducting a static normal case analysis, it became clear to me that electrical conductors could be installed in various grooves on a drive shaft, within the bearing gaps, i.e., on excitation induction coils. See the complete drawing.

[0198] Pre-dimensioned for the static loads, I designed a 20 mm drive shaft with five axial cutouts for possible five-pole machine rotor coils. After analyzing the electronic statics, these shielded conductors with a maximum cross-section of 4.2 mm and a minimum cross-section of 1.2 mm are possible. Tested standard parts for 16 amp cables.

[0199] These are therefore appropriately effective depending on the number of turns and conductivity of the electrical induction coils (rotor coils). Higher classes are possible in subsequent designs, for example, in shipbuilding.

[0200] See also voltage classes according to abbreviations / standards. H07V - U H01N2 - D NYY NYCWY NAKBA DIN EN 60332-1-2 Hard ferrite magnets according to DIN IEC 60404-1-1

[0201] For this general-type design, the mechanical and electrical design levels had to be continually aligned. I therefore dimensioned according to conductivity and standard safety guidelines. The mechanical static loads were compared to electrostatic loads, and vice versa. Standard classes and safety classes were fundamental to my technical design work. With this innovative control-switchable rotor system, it was possible to control up to five rotors with a 20 mm drive shaft.

[0202] This design opened up a horizon of subsequent construction types and voltage classes. For larger axle systems, for example in logistics, agricultural machinery, construction machinery, rail transport, and shipbuilding, this type of 190mm rotor system with a 48 mm cross-section can accommodate more than five pole machines. This kept manufacturing costs very low. The dimensions of the rotor and armature systems in the cross-section can also be planned for other vehicles, boats, and ships. This saves costs and reduces production times. This basic design only needs to be expanded in the drive shaft and the track space cross-section.

[0203] For example, a 28 mm diameter drive shaft can be equipped with six axial rotors (electric magnetic rotors). Three rotors each offset by 120°. These can be combined to form two armatures, for example. See track width, length of a drive shaft, or length of a synchronous shaft.

[0204] This BEA generator design creates a high-current voltage from two DC power sources. These provide a high-current motor current and a high-current charging power. Given a moving vehicle drive shaft with a length of 1124 mm, the rotor system has a cross-section diameter of 190 mm and the device has an external cross-section of 300 mm. Illustration of model no. IV

[0205] 120 mm rotors were also designed, which take up less space. For example, along an all-wheel synchronous axis. Different speeds and angular velocity limits are fundamental to this design and calculations. The rotational frequency of the smaller rotor is different than that of a larger rotor. See rotor cross-section and speed tables for the construction types.

[0206] Traditionally, the direct current technology of a BEA System 6 magnet rotor with a 190mm cross-section represents a highly innovative technology for truck transport and agricultural machinery. This is due to the harmonic field anchoring at low engine speeds, low driving speeds, and high electrical energy consumption of the motor unit relative to the vehicle mass. For example, in agricultural machinery and tractors for e-mobility, a direct current output is generated even at driving speeds below 3 km / h.

[0207] This means that electric mobility is also possible for agricultural and construction machinery because there is no need for oversized batteries.

[0208] Well, this invention of generating an efficient amount of sinusoidal voltage from the vehicle's internal electrical current is possible in many different combinations. This is because I designed a system in which several identical but also different rotors can be positioned and controlled axially. This also makes it possible to combine two-pole with four-pole and / or six-pole, etc. Considering the frequency and radial arrangement of rotors with different poles, this invention also enables vehicles with very low to very high speeds according to BEA design and motor voltage classes.

[0209] The BEA Generator System, an invention that allows multiple pole machines to be driven and switched along an axis, thus enables efficient current output from the first armature circuit as charging current to the battery and a current output from the second armature circuit as motor current to the motor cage. This is possible at many different vehicle speeds.

[0210] This is the highest design requirement for electric grid-independent mobility.

[0211] The technical invention enables a very low electrical current application rate to the number one battery, and provides a rapid charging cycle and motor current flow as the output rate. This is determined by the driving speed.

[0212] A higher amount of electrical current from the discharged battery number one can therefore only be dissipated using further acceleration processes. This overcomes external influences such as resistance, CW wind surfaces, road surface conditions, uphill driving, heat and cold influencing factors. This technology corresponds to a very low amount of electricity that needs to be tied up compared to the high amount of electricity discharged from vehicles which are operated without a BEA system. I am enclosing a production type as a two-rotor system for passenger and freight vehicles and a production type as a four-rotor system for transport trucks and logistics with this documentation. This design of the direct current DC generator 190 mm type as a three-rotor system is also definitely popular in grid-independent rail transport.

[0213] With a current output of DC voltage of minimum 2000 Volt voltage per armature, can be generated by an Achisal generator of this type 2000 volts to the charging current voltage and 2000 volts are generated to drive the motor.

[0214] Given six axles of a rail vehicle, this corresponds to 6 x 2000 Volt charging current and 6 x 2000 volt motor current. Given starting speed 5 km / h.

[0215] Furthermore, BEA types are technically possible as high-voltage classes with cooling systems. The novelty three-coil inner rotor DC direct current

[0216] Another innovation is the design of an electric rotor as a three-coil triangular steel rotor. The inner rotor has a 60-degree DC coil arrangement, see Figure 11. Until now, field-anchored voltages of a three-coil generator rotor were designed as magnets. The field-anchored voltages of a three-coil generator rotor were always present in a pair (potential). Two poles were always present. The inner rotors were designed as two or more coils.

[0217] Until now there was no double arrangement on a drive shaft. Designs with internal rotor. Currents generated by internal rotors have always been two or multiples of two potentials and thus of an alternating current nature. Two or four coils could be arranged around the circumference of a round, square, hexagonal or octagonal drive shaft. Because coils have a geometric shape, stability and electrostatics, an axial and radial width depending on their winding and the coil core to be attached to the drive shaft. Geometrically, this was the limit of the design and consequently the type of alternating current generation. Three flat drive shafts as a double arrangement were not considered in a rotor design.

[0218] An overlooked niche of technology. Electro- or electromagnetic dynamics and generation were of little use at low speeds and angular velocities. A gearbox had to be added for this purpose. And this made no sense in terms of its dimensions, cooling, weight, and manufacturing costs. Planning a second gearbox in a slow-moving vehicle, drive shafts, and generators was technically and economically unprofitable, as well as in terms of the energy efficiency of alternating current generation. It was not efficient.

[0219] As a designer and technician, I designed an innovation: a three-coil internal rotor. The geometric basis was a three-surface drive shaft. I thus discovered the technical possibility of arranging not two coil formers, but three. The result was a three-coil internal rotor, and in a double arrangement offset by 180°, a DC / DC machine. See illustration

[0220] This technical innovation is highly innovative in terms of electrodynamic power generation. This design allows electrical currents to be generated from low speeds to high current intensities. A direct current can be generated from two different armatures, thanks to the innovative three-coil internal rotor. This new, innovative technology is extremely efficient, as vehicles such as agricultural machinery and tractors, which have very low speeds and drive shaft speeds and whose engine power and energy consumption require a great deal of energy, can be supplied with high motor current and charging current using this invention.

[0221] An internal vehicle energy supply. The generation of travel movement occurs at and above a current travel speed of 3 km / h. For example, in agricultural machinery such as combine harvesters or plowing work in the agricultural sector. Low track speeds and rpm produce an extremely high electrical output with this technical innovation. They generate three fields of an internal rotor and therefore six to a DC voltage. Similar output is achieved by types of magnetic rotor systems such as multi-pole machines. Depending on the dimensioning of the rotor statics, this output enables currents of 16 amperes, a uniformly generated voltage of 4260 volts and a motor current of 48 amperes. Normally this corresponds to an output of 204,480 watts, one of a possible four-axle machines. This output is available from a travel speed of 3 km in the moving vehicle. This corresponds to a total output of the generator system of 817,920 watts.And an electrical energy conservation for the purpose of two accumulation principle. Charging circuit, motor circuit. See energy flow diagram. Figure 1

[0222] The core of a 4000-volt machine is the electrical load on bridge components, such as the armature conductors. To keep this load low, each rotor's excitation field strength can be generated in three individual armatures. The load of an armature bridge thus holds one-third of 4260 volts. The design is defined as 1420 volts.

[0223] Trucks, tractors, tractors, aircraft, mowers, and construction machinery, with high engine power and low instantaneous speeds, thus enable electrotechnical mobility. This would not have been technically possible without this innovation. A large, high-capacity accumulator (single battery) had to be carried. Its energy demand and weight, given the required engine power, were discharged very quickly, and the vehicle's mass was significant.

[0224] The benefits of electric mobility for these types of vehicles were not realized. The innovation and invention of the power-generating system, with its high efficiency and well-designed construction, a BEA axial generator system, makes these types of vehicles electric. A dual-accumulation principle with small accumulators.

[0225] A motor current principle of extracted and supplied energy.

[0226] Multi-regulated axial rotor systems, or even large-scale designs, are possible with this design basis. I'm showing an illustration of the rotor system in the appendix. This design uses direct current technology (three coils per rotor or magnetic rotor offset by 120°). Figure No. 022. This design generates direct current voltage as a three-rotor system. Three BEA motors are arranged axially on a drive shaft, each equipped with three coil formers. • First machine charging current amount of energy of the start-up process. • Second machine motor current amount power amplifier from 3 km / h. • Third machine motor current quantity power amplifier and brake booster from 3 km / h.

[0227] Electrical power according to DC type up to 204,480 watts per circuit. Production data

[0228] After production and time recording of an R König prototype, the individual BEA generators are thoroughly tested externally and internally in the vehicle. The determination of the quality standard, the R König, and the time and cost expenditure generally precede series production. Based on this data, production costs and manufacturing expenditure are estimated, and the market launch is planned accordingly. This allows for statements about initial production costs. A detailed cost estimate and the associated financing, production, and marketing are shown in the enclosed patent usage agreement document. Additional technical documents can be provided provisionally upon request. • Product labeling • User manual • Operating instructions • Scope of delivery • Guarantee Efficient • Test certificates CE certification • tested safety GS

[0229] Specifically, the vehicle construction process involves internal development, followed by engineering approval, and, following the test runs, technical inspection and acceptance by the Technical Inspection Association. This leads to series production. Energy flow plan Adjustable resistance / speeds

[0230] The energy conservation of the moving vehicle is the amount of power output of the continuous driving processes. The discharge process, an accumulation, supplies various electronic components. See figure Energy flow diagram.

[0231] The accumulator No.1 is connected to - Ammeter - Parking light - Light - High beam and headlights - Warning system - On-board power supply electronics - Navigation - Radios - radio receiver - Media devices etc. - Ammeter - Adjustable resistance transformer M (accelerator pedal) gearbox / engine - Electric transmission - Motor drive - Electric magnetic brake booster

[0232] As a result of the start-up process from a speed of 2.32628 per second of the BEA rotor system, 190 mm type, this system generates efficient currents and supplies them to the motor current as well as the electronic components (consumers).

[0233] With this technique, I reduce the current drawn from battery No. 1. Thus, when the motor is in motion, there is always an electrical voltage from the brake amplifier, as well as a current supplied to the motor drive. From this starting speed, the motor cage is subjected to electrical voltage from the generated BEA armature field of armature No. 2.

[0234] The vehicle is thus maintained at full engine load, as this motor voltage is supplied via the BEA system's power supply. If you now want to increase speed, i.e., accelerate the vehicle, a small amount of electrical current is supplied from battery No. 1 to compensate for this effort. These currents for increasing speeds, referred to as acceleration processes, are therefore very efficient in terms of energy consumption.

[0235] The entire electrical system of the moving vehicle is now powered by electrical voltage. This also provides a braking force boost from the electrical energy in motion, starting at a starting speed. If this were dependent on a single accumulator, as is the case today, a moving mass such as a vehicle could not be braked electrically or magnetically, not even if the accumulator voltage were discharged. Therefore, this invention also represents a better safety-based technology for electromagnetic braking force boosting.

[0236] No vehicle needs to be braked if it isn't moving. Except for the parking brake. An axle generator of this invention generates electrical energy that can also be used as braking force.

[0237] The acceleration processes as increasing driving speed: Starting at a defined starting speed, the system generates a motor current voltage. The energy of the generator core coil No. 2 and the armature current No. 2 is used. The amount and strength of the current required for acceleration, and thus the current required for acceleration, is very low.

[0238] This reduces the energy consumption of the discharging battery. The motor current regulator component, transformer M (accelerator pedal), receives very little current. Its circuit is supplied with a small amount of internal voltage. This regulator, as an acceleration regulator, controls the current supplied to the generator rotor. This always changes with the driving speed. For accelerations or counteracting increasing external forces, this adjustable resistor directs a small amount of acceleration current to the gearbox and motor. This is because the motor unit is energized by the generator. If the motor power drops abruptly due to a defect or error, the control system detects these extreme values ​​in the current-flow ampere meter as a lower range limit or upper range limit. In this case, the generator circuits shut off the motor current. OFF

[0239] The motor-gearbox unit is then switched to supplying energy to the discharged battery. The energy for the electromagnetic braking force amplification is available until a defect occurs, the electrical induction is switched off, or the pure magnetic flow of the armature of generator No. 2 is not present. This system and its electro-magnetic statics are calculated with very high precision.

[0240] The energy consumption of the discharging battery is very low with a BEA generator system. Because with higher rotational frequencies, the induction current, the flow in the excitation coils, is reduced. The generated voltage remains the same.

[0241] In this type of construction, designed as a two-rotor system, the electrical currents are controlled by a control system and flow through core coil No. One and core coil No. Two in a reduced manner.

[0242] This current quantity and strength reduces from the starting speed of 5 km / h 2.7278967 amperes up to 140 km / h 0.1052660 amperes The system provides with little energy consumption of the discharge battery, efficiently used energy of the charging current battery, the motor power supply, and the brake booster. As well as a supply of the on-board power supply and electrical appliances. There is no comparable energy source and no comparable technology, that such a technical Economic efficiency. ConclusionVehicle internal energy.

[0243] This technical innovation is highly efficient and enables true mobility. Energy is used effectively when used energy is recovered near a consumer location.

[0244] Then there are few losses.

[0245] An electrically powered vehicle, viewed as a closed system, can convert stored electrical energy into motion and recover the same amount of this energy from the motion. A two-way accumulation principle with minimal energy expenditure.

[0246] This innovation refutes the defined concept of mobility. Movement as a dynamic process, a state of mobility, requires freedom, network-independent movement. Range and energy conservation No waste. No time wasted. No charging downtime.

[0247] Technology that is always ready for use. Character list 1 cover sheet brand design 2 Overall representation of building type I 3 Technical data sheet type I 4 Energy Running Plan 5 Current schedule 6 Switch basic position 7 Display Multi Pole Combination 8 Type No. I 9 Type No. II 10 Type No. III 11 Building Type No. IV 12 Type No. V 13 Type No. VI 14 Type No. VII 15 Type No. VIII 16 Type No. iX 17 Type No. X 18 Charging current machine 19 Wirebody Model Overall View 20 contacts novelty 21 Contacts New Illustrated 22 contact holder 23 wire body model contacts 24 contact screw / tension spring 25 contact slip ring connector system 26 Wire Body Model Contactor Slip Rings 27 Representation groove milling induction current flow 28 Representation Three Phases Parallel 29 Representation conductor hole three runners 30 rotor arrangement three phase induction 31 rotor arrangement change current 32 New Electric Runner Triangular 33 Triangular shaft two-runner system 34 Triangular two-runner side view 35 triangular two-runner arrangement offset 36 Illustration of triangular wave 37 New Elypse Contactors 38 Contact structure representation 39 How this new parallel runner system works 40 Type III 41 Type VIII 42 Type VIII triangular side view 43 Type I 44 Type II 45 Type IV 46 Type V 47 Type VI 48 Type VI 49 Type IX 50 Type X 51 Assortment by construction type

Claims

[1] The placement and fixed arrangement in the vehicle. The BEA generator, with maximum dimensions of 880 mm in length and 270 mm in cross-section, requires a vehicle's internal space between the rear wheel suspension, rear wheel journal, and or as a synchronous shaft. In racing and boat / ship engine technology, a BEA generator can be mounted directly next to the engine's axle. In two-wheel technology, a BEA generator can be mounted next to the rear wheel hub. The drive shaft is mounted as a positive connection to the cardan shafts on the left and right sides. It can be mounted at the wheelbase, synchronous axle distance, or directly next to the engine. The generator's drive shaft height covers at least half of the rear wheel travel. This depends on the vehicle frame and vehicle manufacturer. The BEA generator is a sealed, water-resistant component with the technical purpose of generating internal electrical power within the vehicle. The generator's induction coils are designed to be (Individual parts drawing contact holder, contactor) is accessible in the car version via the tailgate and frame cover. This facilitates possible maintenance or repair work, creating the wear contact points, contact to slip ring. [2] The entire mechanics of the generator exclusively from planned standard parts. I claim a patent on all individual parts of the generator exclusively from standard parts of classified manufacturers. -Cylindrical roller bearings DIN EN 5412-1 -Tapered roller bearings DIN EN 5418 -Feather keys DIN 6885 -Pins, screws, retaining rings for patenting Partially claimed. Specifically, for the patenting of the generator's mechanical drive, the wheel journals are used as a typical vehicle manufacturer connecting element and a suitable cardan shaft mount - up to the cardan shaft mount for the generator component cardan shaft damping. Standardized components from certified manufacturers. Partially claimed. I claim a patent for all generator components included in the rotor and armature system I designed. See overall drawing and set of drawings. I comprehensively claim a patent for the technical-physical principle that electrical charging current is transmitted from the rear wheels and / or a synchronous shaft or axially next to the motor. Angular momentum and force moment are transmitted axially and motor drive current is generated in parallel. See energy flow diagram Figure No. 2 The parallel designed control and regulation structure Technically, I statically calculated and designed the parallel electro-magnetic rotor system. In this way, for the first time, induction currents are conducted from a contact to a slip ring in a bore and shaped cutout along the generator drive shaft using three differently designed rotors and coils. The low induction current required up to medium travel speed and rotational speed thus excites circuits in parallel coils to form parallel pole configurations. This now enables, for the first time, combinations of an axial six-, four-, or two-pole machine with magnets or rotor types of different strengths, as well as their different armature designs. This offers, for example, a technical advantage: less load on upstream or downstream components. Electrical currents can thus be regulated more directly and smoothly, with less heat load and better response time. Principle of totality claimed. [3] 1. Control and regulation system / electrical components: The control technology of the BEA generator system includes various electrical components and their contactors. The system is connected according to its type (listed here is the truck-mounted DC type). Component No. 1 adjustable transformer Component No. 2 Ampere Meter Quantity 4 pieces Control unit / control components Component No.3 Switch Induction Current / Slip Ring 1 / Coil 1 Component No.4 Switch Induction Current / Slip Ring 2 / Coil 2 Component No. 5 Switch Induction Current / Slip Ring 3 / Coil 3 Component No.6 Switch Induction Current / Slip Ring 4 / Coil 4 Component No.7 Induction current slip ring 1 Component No. 8 Induction current slip ring 2 Component No. 9 Induction current slip ring 3 Component No. 10 Induction current slip ring 4 Component No. 11 Induction current slip ring 5 Component No. 12 Induction current slip ring 6 Component No. 13 Induction current slip ring 7 Component No. 14 Induction current slip ring 8 Component No. 15 current anchor of field 1 Component No. 16 current anchor of field 2 Component No. 17 Current anchor of field 3 Component No. 18 Current anchor of field 4 Component No.19 Switch Armature Current 1 Overload Component No. 20 Switch Armature Current 2 Overload Component No. 21 Switch Excitation Current 3 Overload Component No. 22 Switch Excitation Current 4 Overload Component No. 23 Adjustable Resistor 1 Component No. 24 Adjustable Resistor 2 Component No. 25 Adjustable Resistor 3 Component No. 26 Adjustable Resistor 4 Motor current connection contactors brake booster connection changeover circuit connection accumulator cell block 1 contactors changeover circuit connection accumulator cell block 2 contactors on-board network electronics connection distributor contactor maintenance work discharge connection I am claiming the electrostatic patent exclusively for the components of the generator itself. It includes the patenting of the connections to the coil circuit contacts as well as the connections to the current armature contacts. See drawing set. All electronic conductors and coils to and within the generator housing are subject to general stress. Electronic components and conductors, which are internal to the system but not internal to the generator, are partially stressed. All external components of the generator are internal to the system but not internal to the generator. See battery cell block, see switches, contactors, frequency converters for AC, transformers. These circuit components are partially standardized and patented electrical products. I therefore have no right to their patenting or marketable developments. Therefore, these are partially claimed. [4] Control engineering programming As explained in the patent description, the patent includes a control and switching system. Thus, according to a control and regulation program sequence, the actual state of the parallel switching is controlled ON / OFF. The actual value of the current flowing through the conductor, which is recorded and digitized by measuring device interfaces, and the voltage is regulated to the target value based on the drive shaft speed. For example, see the reduction of the current (reducing the current) via the electrical component of the adjustable transformer resistance. As a state-certified mechanical engineer, I can and am allowed to patent the programming of processes based on digitally recorded values ​​transmitted via interfaces, as well as software algorithms. Programming is possible, for example, using Siemens Logo Software or Siemens PLCs, or even ABB Stoz or Bosch controllers. However, these are tools of technical action. They contain hardware and digitally recorded and transmitted values ​​(values ​​of the internal BEA control system). Recorded values ​​from the ampere meter and software interfaces are transmitted as digitized values. I therefore have no full right to already patented electrical control devices as hardware. Nor do I have a full right to internal electrical measuring devices within the system. That is why the hardware of this, partially patent-claimed. The patent for the control technology is thus claimed for the program sequence based on transmitted and digitized measurement results, and this based on their actual values. This means the programmed algorithms for the control and regulation of parallel-designed circuits and components: excitation circuits, armature circuits. The control technology patent begins and ends with the recorded interface values ​​of the digital transmission sensors. Ampere meter interface. [5] The technical functioning of the physical principle of motor current supply. My invention, the BEA generator, can be used as a pole machine to generate an amount of electrical current at both low and high speeds and angular velocities that corresponds to the voltage class of the motor's current. For example, 450 volts, 800 volts, or 1000 volts, etc. This invention is particularly innovative and specific to the high-voltage class of 1000 volts for trucks. I'm not just reducing the size and volume of a battery. I'm also increasing mileage. I'm maximizing range, making it mobile and off-grid. Long-distance logistics. With this invention, I'm also generating a motor current voltage from multiple rotors. This is because, starting at a certain speed (rotational speed, angular velocity), an electric voltage can be generated in a second or multiple armatures that is equal to the normal motor voltage. Depending on the model and the vehicle's starting process, this can range from 0.1 km / h to 5 km / h. From this starting speed, the system generates a voltage that is applied to the motor drive. The vehicle overcomes the inertia of its mass more easily. See the appendix for evaluation tables according to Gauss range. For example, the B.E.A. system of one model generates an effective sinusoidal voltage starting at a driving speed of 0.5 km / h (which corresponds to 0.13888888889 m / s). This voltage can be fed directly to the motor unit. This innovation ensures high motor current performance. Motor current generation. [6] The physical principle of the two accumulation charge-discharge cycle The dual-accumulation principle. In this principle, the amount of current discharged from one accumulator to the electric motor is equal to the amount of current charged by the BEA generator. A discharge and charge cycle of two accumulators of equal size and their respective capacities. As a technician, I seek out and utilize the kinetic energy of a moving body. I utilize the given movement, dynamics, and kinetic energy to recover electrical energy as storable potential energy. I use this energy to apply electrical voltage to an accumulator. This excites its potentials. A stored voltage source is created. Accumulation. Because I designed this in equal proportion to the energy required for the discharge process, this invention conforms to the principle of energy conservation. BEA Generator. A closed electrical energy circuit. See figure Energy Flowchart Figure No. 1 What's new is that with this invention, the BEA generator, the accumulators are also much smaller. A single, bulky, heavy battery is no longer required. This is because the rotational movement of the rear wheel shafts and / or synchronous shafts generates electrical energy during driving, thus generating a constantly regulated (transformed) charging current voltage, charging current, and electrical current. This dual-accumulation technology thus eliminates the need for passenger, truck, freight, and other transport traffic to come to a standstill. External charging sources, charging times, and charging costs are irrelevant. No waste. The energy status of the electric vehicle, i.e., both batteries, is always at 100 percent. Electrically queried. One of the two batteries is always charged. Its potential is given. This is technically queried via a changeover circuit as motor current, during the discharge cycle. And thus the other accumulator is charged. The technical function simply described: Battery number one discharges to the electric motor. This converts electrical energy into mechanical energy, mechanical work, force along a path, the rotary motion of a drive shaft, a rotation. As a technician, I utilize this rotation, rotary motion; I find it in all trajectory speeds and angular momentum, rotary motions of the moving vehicle axles. For example, on synchronous axles and rear wheel axles. Now I design these axles as drive shafts. In other words, I convert the kinetic energy, rotation, rotary motion of mechanical work back into electrical energy. And this corresponds to the amount of energy applied. A novelty. True mobility, independent of the grid. [7] The novelty of the multiple rotor system axially. My invention, in addition to the two-accumulation principle, defines a direct motor power supply. This demonstrates the novelty that a generator can be controlled and switched in the same or different rotors. For the first time, different pole machines can be combined. This technology can, for example, be combined along a drive shaft axis, a two-pole, a four-pole, and a six-pole, with their rotor coils controlled individually. According to the state of the art, this invention is the world's first switchable generator: an axial generator with multiple rotors. My invention, which allows multiple electric induction coils and multiple rotors to be placed and controlled along a drive shaft, makes it possible to use three pole machine rotors for direct current generation starting from a single drive shaft. The basic design is offset by 120°. The innovative feature of the BEA generator, which allows multiple rotors to be positioned and controlled along a drive shaft, enables very high-voltage direct current generation. This direct current technology is generated by three magnetic, dynamic, internal rotors on a rotary frequency drive shaft. Their arrangement is mechanically designed with a 120° offset, creating a technical phase shift. This creates a DC current flow within one or three armature cages. Furthermore, according to my invention, different pole rotors were combined. See 2-, 4-, and 6-pole combinations. Figure 65. This design results in an axial field arrangement. See field superposition. This also technically creates a DC voltage along a drive shaft. The BEA Generator System, an invention that allows multiple pole machines to be driven and switched along an axis, thus enables efficient current output from the first armature circuit as charging current to the battery and a current output from the second armature circuit as motor current to the motor cage. This is possible at many different vehicle speeds. [8] The novelty of the designed rotor triangular drive shaft. Another innovation is the design of an electric rotor with three coils made of triangular steel. The inner rotor has three coils arranged at a 60-degree angle. Direct current (DC), see Figure 69. The poles of the rotors are always magnets, and the potential is always given by two pairs. As a designer and technician, I designed something new: a three-coil internal rotor. The geometric basis is a three-sided drive shaft. I thus discovered the technical possibility of arranging not two coil formers, but three. The result is a three-coil internal rotor, and in a double arrangement offset by 180°, a DC / DC machine. See illustration of the three-sided shaft. An axial field superposition. The first armature generates electrical current at a 180° offset from the second armature. The two rotors generate electrical current in one or, depending on the load calculation, in two different armatures. Technically, this allows for high secondary DC generation. A similar field superposition would be achieved with a six-pole machine. This design is advantageous for low-speed vehicles. [9] The novelty of the designed contact component According to the current state of technology, generator or coil rotors were previously equipped with internal rotors equipped with carbon pins, brush contacts, or slip rings. See, for example, spring-loaded carbon pins in a drill, lathe, woodturning machine, power generator, or stationary generator. Given these requirements, I dimensioned and designed a stainless steel eccentric component as a contact. A production-engineered turned part. And a matching molded bracket as a contact holder. Individual part drawing Figure No. 49; Individual part drawing Figure No. 58 I dimensioned four contacts each on the axial connection side. Total quantity eight pieces. Technically speaking, one of four contacts on each connection side is connected under a spring-loaded force to the slip ring contacts of the 54 mm cross-section of the slip ring contacts on the circumference of the drive shaft. This means that two contacts are subject to abrasion during rotation. Their quartz contact or copper contact layer is worn out with a mileage of up to 98,106 km. I designed this technology and invention of the eccentric rotor contact in such a way that after the contact layer wears out, the rotating part slides past the slip ring circumference and cannot touch the circumference of the rotor contact as a slip ring. During the subsequent maintenance work, the entire generator housing does not have to be removed and disassembled in order to replace one (two) contacts of this type.A simple procedure by a qualified automotive mechatronics technician is sufficient to open the vehicle compartment and rear cover. Then, de-energize the generator and the system as described. Open the locked vehicle compartment using the identification system. Plug the plug contacts of the transformer resistor circuit into the contactor to be repaired and apply spring tension to these contacts on the left and right sides.

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