Electric generator driven by a vehicle

Abstract

The invention relates to a generator-motor system for a vehicle, comprising an electric motor driven by a first rechargeable battery and, at another axle, a generator that charges a second rechargeable battery. A control electronics system switches rechargeable batteries to drive the vehicle or to charge, supplies the vehicle electrical system, boosts braking force etc. A DC generator is connected to one of the rechargeable batteries and / or the vehicle electrical system via slip rings. Optionally, the generator comprises three rotors that can also have differing pole numbers.

Description

[0001] Technical description

[0002] • Page 2 Table of Contents

[0003] • Page 3 Technical - Economic Benefits

[0004] • Page 9 Simple description of invention and novelty

[0005] • Page 12 Introduction to Mechanics

[0006] • Page 17 Description of the BEA energy schedule

[0007] • Page 19 Systematics of the start-up process and current quantities

[0008] • Page 27 Electrodynamics / magnetic resonance

[0009] • Page 28 Accumulation

[0010] • Page 33 The invention of the two accumulation principle

[0011] • Page 37 The invention of the motor current principle

[0012] • Page 40 Series and construction type specific

[0013] • Page 41 Weather Wetness, heat and cold

[0014] • Page 42 Intellectual Property / Copyright

[0015] • Page 43 Costs / Allocations / Tax Rates / Flat Tax Rate

[0016] • Page 47 Operating costs compared to other energy sources:

[0017] • Page 51 Maintenance work

[0018] • Page 53 The new slip ring contacts

[0019] • Page 56 The novelty of the multi-runner system

[0020] • Page 62 The new three-coil internal rotor DC direct current

[0021] • Page 67 Energy flow chart Adjustable resistance / speeds

[0022] • Page 71 Conclusion Technical - Economic Benefits

[0023] Not Efficient: With BEA Generator System

[0024] • With this technology, brake load and braking forces are increased.

[0025] • The brake wear on the mechanical pads therefore generates a higher thermal load and greater wear. This is because an additional rotating mass (rotor) requires more centripetal force.

[0026] Heat load . The accumulation of electrical current flow is the operating temperature below minus 20 0 Celsius and above 60 ° Celsius not efficient.

[0027] • The system is efficient from a starting speed

[0028] • Movements of the vehicle below this starting speed, for example traffic jams, journeys at 3 km / h, stop and go journeys are not efficient.

[0029] Efficient: With BEA Generator System

[0030] Vehicle construction:

[0031] • 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.

[0032] • No other energy source or technology has such high technical and economic efficiency. No other technology is comparable to this innovation.

[0033] • A vehicle with this technology is continuously operational. No downtime for people, goods, or freight transport. No downtime, no wasted time or money.

[0034] • An E-power grid-independent truck logistics in long-distance and local transport

[0035] • Less empty weight, vehicle mass because smaller batteries Reduced weight because smaller batteries

[0036] • Less lithium is used in electric vehicle production. The amount of raw materials used in this technology expands the product range fivefold.

[0037] With this technology, up to five vehicles of the same weight class can be manufactured. The manufacturing effort is reduced, which is beneficial in terms of setup times, because the design's dimensions are adapted to different vehicle types and classes. The design's dimensions are suitable for all vehicle types and engine voltage classes and can be used in many vehicles.

[0038] • The device size allows for new vehicle construction or vehicle conversions

[0039] • The construction is of high mechanical stability.

[0040] All types of construction of this technology are standard part planning included

[0041] • The device has a low wear part wear,

[0042] A long product life

[0043] • Easy handling, simple maintenance tasks, and minimal maintenance and repair work.

[0044] • This technology includes a high electrical efficiency and meets high electrostatic safety guidelines

[0045] • The design is easily and flexibly expandable, including non-solid-state batteries, such as liquid e-power energy sources.

[0046] • 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.

[0047] • In general, this technology relieves private individuals and businesses, real estate construction and renovation costs, and conserves building materials and fresh water

[0048] Resources. • This technology is truly beneficial because it is a neutral energy source, requires less manufacturing effort compared to grid-tied electricity, uses materials in a closed product cycle, and is cost-effective for both production and the vehicle user.

[0049] • This technical innovation is highly efficient and enables true mobility. Energy is used effectively when used energy is recovered near a consumer location.

[0050] • This innovation refutes the defined concept of mobility. Movement as a dynamic process, a state of mobility, requires freedom, network-independent movement.

[0051] • A technology that is always operational without losses.

[0052] Product circulation and processing

[0053] • 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.

[0054] • Suppliers are obvious and therefore energy efficient partners of this Just in

[0055] Time production. • The energy required for this design and planning is reduced in terms of inventory costs and delivery time.

[0056] • The product has an economic efficiency of 148 percent

[0057] • 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.

[0058] Energy suppliers and network operators planning:

[0059] • This technology does not incur any costs or levies from energy suppliers or grid operators. No expansion of lowland power lines, overhead lines, substations, rectifiers, distributors, or grid expansion.

[0060] • 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.

[0061] • This technology enables a sustainable electricity grid economy in terms of costs and material consumption. Conversion, expansion, costs.

[0062] • This innovation enables easily recorded, planned basic data on the capacity utilization of an urban development area, expansions, and development of new areas. See substations, distribution planning,

[0063] Network utilization. State budget planning:

[0064] • This innovation does not incur any construction costs, tax expenditures, or levies from federal, state, or district budgets.

[0065] • No road construction on country roads, federal roads, motorways or in urban areas

[0066] • No electric power lines

[0067] • No electric charging bays or stopping bays

[0068] • No expansion of electric power rest area charging stations in terms of range.

[0069] • This technology enables a sustainable construction economy with regard to costs and material consumption of roads and civil engineering.

[0070] • Less consumption of fresh water, stone products, gravel, sand, cement, concrete, asphalt, tar, materials, machinery, energy and labor.

[0071] • This technology enables a sustainable energy economy; there is no additional financial outlay on tax money or household budgets.

[0072] Achieving political goals:

[0073] • This technology enables the objectives of the agreements and

[0074] Anchoring according to G7 climate neutrality

[0075] • CO2 neutral after vehicle construction logistics, agriculture and construction,

[0076] Infrastructure expansion, network expansion. Sustainable and resource-efficient

[0077] • This innovation creates grid-independent electric mobility. This represents real 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 realizes this.

[0078] Simple description of invention and novelty

[0079] 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.

[0080] E-Power Grid-independent mobility.

[0081] 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.

[0082] As a mechanical engineer, I utilize the given rotational motion of passenger cars, but also, specifically, freight and truck vehicles. In my dimensioning and design of the efficient BEA generator, I found usable vehicle space on rear wheel axles or centrally on synchronous axles. I thus constructed a planned pole machine as an axial generator.

[0083] This switch is capable with multiple runners.

[0084] Now generators are planned in vehicle construction - nothing new, but the state of our technology in 2022 did not show anywhere near the current strength, generator power, or the idea of ​​generating a charging current using a generator. E-mobile vehicles were produced and traded in a grid-bound manner. These vehicles have a certain range, a distance traveled after which a voluminous accumulator has to be charged. Especially in trucks and transport logistics, this average range depends on the availability of e-current charging, grid utilization and definitely on the infrastructure and grid expansion that needs to be designed. And these charging processes are tied to the charging time. Designing local and long-distance transport, as well as e-mobile logistics, is associated with high costs. Costs that taxpayers, companies and private individuals finance through their taxes in the form of levies. Planning for the expansion of the infrastructure and grid expansion of the electrical supply.See the development of the kWh price.

[0085] 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.

[0086] Electric mobility should not be a fundamental component of grid and infrastructure expansion. And certainly not at the expense and levy of all e-power household customers. This is especially true because households, businesses, and logistics companies that do not drive e-vehicles, for example, have to bear the costs of infrastructure expansion, road construction, and e-grid expansion through their levies. This is especially true given that e-mobility vehicles are not charged off-grid, meaning they are driven without a BEA system.

[0087] As the inventor of the electric off-grid vehicle and a state-certified mechanical engineer, I am designing real mobility. Mobility that conserves resources, reduces production effort and manufacturing costs compared to the current state of the art, and avoids waste. I am designing mobility that represents a technical and economic innovation for our governments and for us as citizens and users. This will enable us to fulfill our legal obligation of climate neutrality and G7 integration. I am designing mobility based on a comprehensive catalog of objectives, political, human, technical, and economic goals, and include as many profit-sharing customers as possible.A mobility that also appeals to customers who, for example, lack land ownership, do not own a home, do not have a secure e-charging facility (high-voltage voltage safety guidelines, body contact, garage), or who lack access to a grid connection or a parking space equipped with e-vehicles (car parking space). I am designing a mobility that requires no tax expenditures for road construction, no surcharges for laybys, charging bays, charging stations, infrastructure expansion, or grid expansion.

[0088] I'm designing electric local and long-distance logistics with an extremely long range and no grid-dependent downtime for transported goods. This is a product with a harmonious supply chain management, just-in-time, and / or warehouse logistics. It's 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.

[0089] My invention and novelty is efficient and technologically highly innovative because it saves costs for every user and non-user.

[0090] Introduction and mechanics

[0091] The abbreviation BEA refers to the invention as vehicle internal power generation

[0092] B. stands for running.

[0093] E. stands for electric.

[0094] A. stands for axial generator.

[0095] The BEA Generator System is an axially driven electric generator that is mounted along one or more axles of a vehicle.

[0096] The respective construction types differ according to

[0097] • Rear wheel positioned axially

[0098] • Synchronous shafts placed axially

[0099] • Motor placed axially next to

[0100] • Size of the rotor cross-section

[0101] • Type of rotor system electrodynamic or electro-magnet dynamic

[0102] • Quantity of axial runner machines

[0103] • Composition of the machines as two-pole or

[0104] • Multi-pole and / or electrical combination

[0105] • Voltage and power class

[0106] The BEA system, based on the principle of an internal rotor motor, generates electrical voltages and currents to various circuits as a single or multiple armature system. This converts a vehicle's kinetic energy, mechanical rotational movement, into electrical work, thus generating electrical energy.

[0107] The systematic controlled energy flow ensures a technically uniform charging and discharging current. This ensures energy conservation for the moving vehicle. The generator system, firstly, maintains the voltage for the electric motor and its transmission unit, and secondly, charges a battery. A dual-accumulation technique was designed for this purpose. See the energy flow diagram.

[0108] 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 fulfills the technical function of further accelerating the moving vehicle.

[0109] To counteract external forces acting on the vehicle—changes such as increasing drag coefficients or mass point loading forces during uphill driving. To supply the BEA rotor system and thus maintain the vehicle's performance level at the required engine voltage. My innovation, combined with normal driving processes, delivers a consistent level of performance that corresponds to the normal performance of a non-BEA-powered vehicle. With this technology, only a small amount of electrical energy needs to be added. The moving vehicle's energy circuit is highly efficient because this technology charges a second 10 Ah battery while driving.

[0110] The vehicle's overall energy state is thus always at 100 percent, and the power supply is independent of the grid. The vehicle's transmission and battery are significantly smaller. The BEA system's design allows me to utilize the volume of the vehicle's space, the industrial or freestanding machines, and the device dimensions:

[0111] Minimum axial length 580 millimeters

[0112] Maximum axial length 880 millimeters

[0113] Cross section minimum 210 millimeters to 300 millimeters.

[0114] Special production motorsport or turbine minimum cross section 610 millimeters

[0115] Dimension according to license law expandable .

[0116] The engine voltage classes according to vehicle type up to 4260 volts rear wheel axle and or synchronous axle operated. This applies to car classes, truck classes, agricultural and construction machinery classes, and rail vehicles. The generator system is designed at a distance of the vehicle frame suspension as a vertical distance to the wheel pins and cardan shaft hub connection of the respective manufacturer's frame, to a minimum length of the spring strut path. This is along the axial track width or along the vehicle's wheelbase synchronous shaft. Along machine conveyor system freight conveyed material dimensions. This structural arrangement of the generator is fixed to a vehicle frame on a machine frame suspension or the freestanding generator device. The frame mounts can differ depending on the design of a vehicle manufacturer or a machine manufacturer.

[0117] The rotational movement of a given wheel journal, a deflection pulley, a deflection disk, and the movement of a transmission shaft are synchronized, and their angular momentum and rotational movement thus generate a uniform charging current - sinusoidal voltage, and parallel to this a uniform motor voltage. An advanced development is the BEA Turbine self-induction device. This, as well as a motorsport device, is structurally designed and is subject to the intellectual property of BEA Technik. BEA devices fulfil the purpose of a technical-physical principle: to provide and receive energy. The BEA Turbine device generates self-sufficient electric current. This device generates and induces electrical energy from its rotational movement. The device's structure and geometry of two tetraether magnets and their pole arrangement implement a self-running technology. With a short excitation of the rotor, this device generates electrical energy with an efficiency of up to 90 percent.Energy from the grid, battery, fossil fuel or external energy supply is self-sufficient and independent. This electricity is 90 percent efficient and can be used, for example, to power heating, vehicles or aircraft. The design of this BEA device includes turbines and motor sports and is based on the inventor's principle. The design and construction includes the new Bennat contact system and parallel coil rotor technology. Both of these BEA technologies are designed for lightweight construction, with the tetrahedral turbine structure and its triple induction coil current serving the purpose of speed regulation. See arrangement and winding.

[0118] This self-running technology is completely self-sufficient. Compared to previously named self-running technologies on the market, this BEA device can generate far more energy with a much smaller device size and weight. This is made possible by my invention of a rotor type in a triangle tetraether shape. This turbine technology is a duo (two) pole field placed against a prime (three) pole field. The arrangement and superposition of these magnets cause an axial rotational movement. This movement does not require any external energy supply. This BEA rotor movement rotation generates a lot of electrical energy and 10 percent of this is directed to the rotor's induction coils. This BEA device therefore fulfills a free motor principle as well as a generator principle. Direct current DC energy generation. A self-induction technology of high efficiency. No external energy supply.No crude oil, heating oil, or energy sources are needed. Fossil fuels, renewable fuels, wood afforestation, and forestry therefore have more recovery time. There is no urgent need for this.

[0119] BEA generator systems are generally designed as either direct current or alternating current technology, depending on the model. The vehicle's technology is tied to the vehicle's movements. This BEA system therefore generates a constant electrical voltage as a measurable peak value. This is constant starting at a driving speed of 5.4 km / h. See the Gaussian evaluation table.

[0120] 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.

[0121] 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.

[0122] At all these speeds, the system generates an electric current, both at a uniform sine wave voltage for the fast charge cycle accumulation and at a constant motor current voltage. Models:

[0123] Generator types are axial, axial motor, freestanding (self-contained), as direct current (DC) or alternating current (AC). An alternating current generator, for example, is the type with two pole machines. One machine supplies the motor circuit and the second machine supplies the charging circuit. This type is an AC alternating current generator and its armature current flow has a certain frequency depending on the driving speed and rpm. For this reason, the electrostatic frequency of the AC design is regulated to a Hertz frequency. In simpler terms, alternating current generators require a pacemaker. See component frequency converter.

[0124] 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.

[0125] A technical innovation is the design of the three-edge shaft rotor system. Here, a direct current DC is generated by two rotors, each with three coils. See description of the new three-edge shaft electric rotor. In this design, two rotors are controlled one after the other and placed on a drive shaft. Because this design can generate a DC voltage starting from two rotors, the overall length of the drive shaft is shorter than that of the pole machine rotor system. Each generator design is driven by a drive shaft with a cross-section of 20 millimeters and a maximum length of 858 millimeters, via the rotation frequency of the vehicle's rear wheels, wheel journals and cardan shafts, on the left and right sides as a positive shaft connection (DIN standard parts 6 millimeters) with a key. The construction was designed so that the designs can also be placed axially along the synchronizer shaft.A given rotation and angular momentum of the drive shaft is thus followed by a vehicle-internal current generation of the motor circuit, the charging circuit.

[0126] Description of the BEA energy schedule vehicle system

[0127] Appendix Figure

[0128] 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.

[0129] This principle includes electronic components based on two accumulators of the same design, structure, reaction, and storage capacity. Ampere meters (current measuring devices) are connected in front of their cell block control unit. This way, the individual currents of the discharging battery as well as the individual currents of the charging battery are recorded. If the energy state of a battery does not contain a powerful potential, then this discharging is controlled by alternating switching. This results in the charging current flow of the BEA generator charging cycle to battery No. 1. And conversely, a discharging process of battery No. 2. In order for these E-currents in their strength and

[0130] Quantity (flow velocity) are recorded, the accumulator connections measuring devices are integrated as ampere meters. The control and regulation unit therefore always has current actual values ​​of the charging current quantity and the motor current quantity. Flow rate E current. Based on these actual values, the control unit regulates an equally loaded charging and discharging cycle. Put more simply, the quantity and strength of the discharging battery current is recorded in its flow, 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. This is because the generator system produces a high motor current quantity. Therefore only low currents are supplied to the induction coils, transformer no.Two and a certain amount of current for additional acceleration to the motor transformer of the vehicle as required.

[0131] The implementation of a shutdown system is also important because if a defect or error leads to a spontaneous change in the limit value or 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. The system thus reports a mechanical fault to the driver. In this case, the battery continues to discharge as the motor current flows. The motor drive and regulation of the motor current transformer remain flowing through, but the generator is not flowing through. The protection circuit interrupts the generator's technical function. The vehicle can still use the energy from the battery and is still drivable. Overvoltages and overloads can be the result of an operating temperature that is too high, an outside temperature that is too high, or wear and tear after a long period of time.In this case, a mechatronics repair shop or a technical support service should be consulted for troubleshooting. Systematic start-up process and current quantities.

[0132] This vehicle's internal energy supply requires a minimum speed.

[0133] A starting speed. Angular velocity from which the system effectively generates a certain amount of current. Each construction was designed so that it generates the required DC voltage at speeds below 5 km / h. The most powerful construction, as a machine in agricultural machinery technology or logistics transport tractor truck technology, generates a constant, uniform DC voltage of 2800 volts at speeds below 5 km / h. This electrical energy is generated from an excitation current of 12.9 amperes with the given rotation of the vehicle's axles. This energy generated by the BEA motor power machine is fed to the motor unit of the transmission. The motor therefore has to feed less energy to the discharging battery. The vehicle accelerates more smoothly.

[0134] As the vehicle speed increases, the excitation current also decreases to tenths of an ampere. The vehicle's movement maintains the internal electrical voltage from the generator to the motor. And the vehicle's movement charges a second small accumulator. The vehicle's electrical energy state is thus a closed circuit.

[0135] See appendix tables for speeds and Gaussian evaluation tables. Example: Model No. II 2800 Volt DC direct current, see Technical Evaluation Data Sheet Table.

[0136] Runner: 190 mm

[0137] Track speed in km / h 5

[0138] Speed ​​in m / see 1.391

[0139] Speed ​​in sec -1 2.3314

[0140] Orbital period in parts of a second 0.42891

[0141] Frequency in sec-1 2, 33148

[0142] Omega angular velocity 14.6491

[0143] Induction current excitation coil rotor one in amperes 5.942

[0144] Permeability Runner One 5000

[0145] Armature: effective sinusoidal voltage Armature One in Volts 1410 Charging current voltage effective sinusoidal voltage Armature Two in Volts 1410 Motor current voltage

[0146] I will therefore demonstrate the control technology using a wasteful example: If you move a vehicle of this type below a speed of 5 km / h, and / or use electronic components and devices, lights, and the on-board power supply while stationary, you discharge the primary battery. These movements represent power consumption, a waste of stored energy. Another waste is reversing, which is moving the vehicle in the opposite direction of travel.

[0147] This discharge current is measured by the ammeters and transmitted via interfaces to a programmable logic controller. These actual values ​​are also part of the charging current program cycle.

[0148] 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.

[0149] In addition, energy-wasting movements (journeys below the starting speed; journeys in the opposite direction to reversing; and / or electronic consumption of the stationary vehicle) are temporarily stored as a consumption value. This consumption value is added to the actual value and used as the base value for the control system. The total energy expenditure to be achieved by the vehicle movements is controlled by the memory-programmed control unit as a total target value. A target value is then made up of the values ​​of the normal quick-charging cycle and the additional value of the wasted energy. As described, such waste must be avoided. Because of wasted energy, a vehicle using this technology must either be moved for longer or the charging current and voltage value must be increased.This system requires a quick charge cycle of the second battery, which is additionally wasted energy due to a slightly higher charging current voltage or a slightly longer driving time. The batteries have a high-density solid-state structure and are designed so that they can always guarantee an electrical load as a quick charge cycle of high voltage. The 10 Ah charging current capacity can, in principle, be fully charged within a maximum driving time of 15 minutes without any 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 can be generated by higher charging currents. But normally no vehicle user would want to drive backwards with a battery drained for an extended period of time.

[0150] Or, for a longer period of time, the vehicle's electronics may be discharged due to the vehicle's immobilization. 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 during these driving processes.

[0151] Generator.

[0152] A classic example of waste:

[0153] The vehicle of a weight class of 1400 kg and a motor voltage of 700 volts is equipped with accumulators of 10 Ah capacity each and is equipped with a 19C mm rotor system. The vehicle is set in motion from the rest position; for this purpose, the maximum voltage is applied from battery No. 1 to the motor drive and supplied by transformer M (gas pedal). With a

[0154] A current of 5,455 amperes drives the motor and transmission of this vehicle. The vehicle thus moves at an instantaneous speed of 0.10 km / h up to a maximum 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 not above this speed, mobility of up to 1.832911764 hours would be possible. This corresponds to a time of 109.9747 minutes.

[0155] 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.

[0156] 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.

[0157] 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.

[0158] The BEA system is designed to initiate a rapid charging cycle from the initial 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 amperes. 1224 watts of power. 10 Ah of battery corresponds to 128 Wh of capacity. This type of BEA

[0159] Generator system, accumulator No. 2 would be charged within 0.10457516 hours, equivalent to 6.27 minutes.

[0160] 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.

[0161] 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.

[0162] Generally speaking, after driving at a starting speed below 5 km / h, and 109 minutes of stop-and-go traffic, the vehicle of this design must be driven above 5 km / h for at least 6.27 minutes. Either one can avoid such traffic situations, or wait until the traffic situation allows a constant or higher minimum speed of 5 km / h. Systematic reversing and parking processes

[0163] 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). Consider the current direction and the resulting additional driving force of the generator. If the generator system were active during reversing, i.e., if electrical current flowed through it, the system would query the charging battery for potential voltage according to the direction of travel (rotational movement).

[0164] This would result in greater acceleration when reversing, higher speed, and a force due to the discharge current from the charging accumulator discharging the electrical potential. Therefore, when driving in the opposite direction (gearbox gear), the generator system is unlocked and switched OFF. The main circuit of the rotor and armature system is opened.

[0165] Systematics of the moving vehicle as an example of a normal journey.

[0166] A target value from the memory-programmed control without wasted energy. As already described, the programming of the control unit basically controls a charging current target value. A charging current peak that constantly regulates the current consumption and equals the actual value of the discharging accumulator. This actual value is recorded as a base value by the control via interfaces of the measuring devices (ampere meters) and then controlled by the control to the target value. The memory-programmed control regulates the resistances of the generator system excitation current, always in line with the driving speed.

[0167] Always with the acceleration process. So, when the vehicle's adjustable resistance (gas pedal) is activated, the motor current supply is increased, thus increasing the current flowing through the motor unit. The generator resistance is then controlled by the generator system's control system. The current flowing through the generator rotor system is reduced, diminished, because the rotor system's rotational movement is increased.

[0168] The vehicle accelerates, while the voltage between the generator armature and the motor unit remains constant.

[0169] Motor current machine. I designed a motor current principle.

[0170] 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 accumulator being charged can therefore never be less than the discharged accumulator's energy level, because the amount of energy generated is higher than the energy required (normal driving). Before one accumulator has been discharged, a second accumulator is charged based on the vehicle's movement.

[0171] The control and regulation system of the charging current machine switches off as a result of the charged battery energy level. OFF. Normally, this is achieved without waste with a travel time of 30 minutes at a speed of at least 5 km / h. However, at higher travel speeds and rpm less energy is required from the rotor system. Good operating temperatures, uniform voltage values ​​peak, medium travel speeds and / or purely magnetic charging currents are energy-saving and good. The generator system is always effective following the start-up process. Below this rotation frequency, the second battery is not charged. A charging cycle only takes place above this start-up speed. This is because the reversal of the ions in the battery must be harmonious. The separation level of the bound electrons in the solid-state structure must be harmonious depending on the temperature and excitation energy.The material of the separating layers of individual blocks, as well as the control unit connections, must be able to compensate for the electrical load of the generator's current intensity. This is achieved starting from the relaxed, discharged state. The zero level is stimulated harmoniously.

[0172] 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.

[0173] Electrodynamics / magnetic resonance

[0174] In summary, the armature geometry and properties of the multi-pole machine were optimized, along with the material properties. These were designed according to electrodynamic and electrostatic interactions. Conductive properties and solid-state physics—excitation energy, energy bands, drift dynamics, as well as the influence of internal heat flow and external temperature or static influences—resulted in an optimized, fast, and efficient electrical response. 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 is a top priority.

[0175] The excitation coil current, flow rate, strength and quantity, as well as its electrodynamic reduction with increasing speed angular velocity (the regulation of the induction coil transformer) is smooth and finely designed. See planning of the stepper motor technology as a control unit. The coil bodies flow quickly and do not overload. And the rotor system coils as well as the material properties of the core magnets harmonize to create a harmoniously strong flux density. For inexpensive, high-quality production, commercially available standard conductors are used for the rotor coils. These are subject to CE safety analysis by the Federal German Real Estate Power Lines. 16 Ampere protective conductor wires. Maximum cross-section 5.8 mm diameter. The advantage of this planning is that costs and production can be kept low and of high quality. A supplier of these wire conductors conducts standard parts as coil wires, and does not have to produce any new dimensions with this technology.(Wire drawing). The design, with regard to these parts, can thus be manufactured simply and efficiently. The device thus meets high safety requirements.

[0176] Accumulation battery technology

[0177] 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.

[0178] 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

[0179] An electrical circuit contains stored potential energy. When a conductor is connected to electrical components, this potential causes the flow of electrical current within the conductor and components to equalize the separation level. The electrical voltage of the potential compensates for the flowing current, the operating temperature, the internal resistance of the conductor, and the time of the closed circuit.

[0180] 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).

[0181] The current state of electrical energy, as atomic binding energy, has so far been studied in terms of two potential interactions. This results in a positive or negative potential and their attractive force. Future research into the elementary physics of the microcosm is also designed, in some areas, to address 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 of an electron as mass could revolutionize the spatial curvature. Simply described, the drift; the spin of an electron would be defined differently, and the speed of the current could be influenced in new ways.

[0182] The aggregate state of an electrical energy source would therefore 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 on a molecular level with regard to a newly recognized third force. See atomic level quantum chromodynamics, electrodynamics. Based on these findings, our electronic energy sources of the technical future would possibly be much smaller and more highly compensated. In vehicle construction, this innovation can now also be used to research liquid battery materials. The system generates a very high direct current voltage. This causes a mobile battery to energize waves based on the rotational movement of the vehicle. Both liquid and solid body structures and molecular substances can be excited. The result is a charged voltage source. Energy conservation.

[0183] Based on our current knowledge, a solid-state accumulator is only properly used and fulfills its technical purpose when it is supplied with or supplied with a consistent amount of energy. Constant, uniform electrical currents.

[0184] Constant voltage. Constantly changing charging or discharging currents at different voltages and power levels place strain on the composition of the separating materials and their composition relative to the surrounding conductive structure. Depending on the density and compression of a structure, as well as the structure and dielectric, semiconductor, and superconductor layers of the accumulator 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 a grid-independent energy source, depending on its specific structure. Boost current charges, rapid charging cycles, and high current charges, starting from electrical voltage classes of 360 volts to 1000 volts to 5000 volts and high voltages, do not damage a battery. Not if its design and structure are dimensioned according to the nature of the excitation energy.

[0185] Stronger currents generally 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.

[0186] elementary charge.

[0187] Mass of the electron.

[0188] Electron spin. Excitation energy. Energy band.

[0189] Binding energy.

[0190] Frequency interaction. Direct current.

[0191] alternating current.

[0192] Impedance.

[0193] Thermal conductivity.

[0194] Heat coefficients are fundamental values, factors in solid-state physics and therefore also in the reactivity of a solid-state battery. The 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 constantly and uniformly with a very high charging current, a strong charging current flow. And this in a short period of time. My invention of in-vehicle power generation makes it possible for batteries to be designed much smaller. These are highly energy-efficient, represent a technically and economically advantageous option and have low wear and tear. Their function as a mobile energy source can be used to normal capacity during the charging or discharging process. Basically, this innovation requires no external charging time, no downtime for people or goods in transit, and no expansion of infrastructure and network technology.Furthermore, this invention of the BEA generator enables technical mobility for vehicles with large masses: trucks, tractors, agricultural machinery, vehicles with high electric motor power.

[0195] This was not possible until now. The weight, volume, product share, production and cost of a single battery, as well as the charging time and range of a vehicle, were not technically or economically viable. Trucks were limited to a maximum range of 1,000 km with a single battery system. The ambient temperature tends to mean a shorter range. The limits of technical design and construction - mass, volume and weight - did not allow for a longer range for electric vehicles. The logistics with an external charging time and the associated costs, as well as government investment in infrastructure, were not proportionate. 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 to be designed would not be profitable.Even today, the energy required for a wind turbine, building materials and raw materials, and space and footprint are disproportionate to the payback ratio. The transmission of electrical energy incurs losses, and the energy required for its technological production is expensive. Designing an infrastructure of busy roads for mobility tied to the electrical grid is not profitable. It is not cost-effective and technically impractical.

[0196] Trucks, agricultural machinery, and tractors would be too large to accommodate the high engine power requirements and the associated large individual battery technology, mass, weight, and volume. The required individual battery packs would be too bulky. The charging process, including transport and machine downtime, would be expensive.

[0197] My invention of the BEA Axial Generator System creates beneficial electric mobility for these vehicles. With this innovation, batteries are reduced to five times their current size. A dual-accumulation principle. Smaller batteries. No electric mobility infrastructure expansion. No unnecessary costs. No waste. Long-range local and long-distance logistics. The invention of the dual-accumulation principle.

[0198] 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.

[0199] My design as an invention is a novelty of the e-mobile vehicle.

[0200] 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 in the same amount. This is a discharge and charge cycle of two accumulators of equal size and their respective capacities. Because this invention creates a charging cycle for 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.

[0201] A body whose potential position contains energy in equal proportion to its kinetic energy. A moving body is a moving mass dependent on its acceleration and thus

[0202] Speed. Because the mass of a solid body remains unchanged, its motion 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 via an electric motor. A dynamic is created. A movement.

[0203] 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.

[0204] A closed electrical energy circuit.

[0205] See illustration of the energy flow diagram. 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 electrical energy is generated via the rotational movement of the rear wheel shafts and / or synchronous shafts during driving, thus generating a constantly regulated (transformed) charging current voltage, charging current quantity, and electrical current quantity.

[0206] This invention, the dual-accumulation technology, thus eliminates the need for downtimes in passenger, truck, freight, and other transport traffic. External charging sources, charging times, and charging costs are irrelevant. 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.

[0207] And thus the other accumulator is charged.

[0208] The device's technical function is simply described:

[0209] 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 use this rotation, rotary motion; I find this in all orbital speeds and angular momentum, rotary movements of the moving vehicle axles. For example, on synchronous axles and rear wheel axles. Now I design these axles as drive shafts. 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. Compared to today's bulky and high production costs of individual batteries, with this invention of the BEA system the entire battery is about five times smaller.Furthermore, components currently being 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 lead times. More favorable retail prices.

[0210] In principle, vehicle planning does not require a 100 kWh (ampere hour) capacity battery. Not for 450 volt or 800 volt vehicles, and also not for 40-ton trucks and tractors with 1000 volt or 3600 volt engine voltage classes. And not for agricultural machinery. For all of these electric vehicles, a large battery is not required. With today's raw material quantities, for example lithium and fresh water, up to five vehicles of the same voltage type can be manufactured using this BEA generator invention. In terms of production management, we describe this as the ability to expand 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. We plan these as 10 Ah for the discharging battery and 10 Ah for the charging battery, specific to the vehicle.

[0211] Also, considering that batteries are so-called wear parts, the amount of reprocessing and the amount of battery product put into circulation per vehicle is much lower. This reduction is also important for a truly efficient mobility of our future in terms of other

[0212] Electric power storage and sources are available. This is what made the invention of the BEA system possible: an electrically closed energy cycle.

[0213] The invention of the motor current principle

[0214] My invention defines, besides the basis of the two-accumulation principle, a direct motor current supply. This declares the novelty that a

[0215] The generator can be controlled and switched in the same or different rotors. For the first time, different pole machines and their combinations are possible.

[0216] 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.

[0217] Rotors in generators are known as electro-dynamic or electro-magnetic dynamic, but up to now no generator has been designed so that electric current could be supplied to several rotors along an axis. 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 being able to supply an excitation current to it, which in turn increases (expands) an 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, it can generally be stated that an excitation field is expanded by an amount of electrical current applied to the rotor's induction coils. In a pole machine, electrical induction coils are wound around a core of the magnet's internal rotor. In this design, these are 16-ampere standard conductors. Induction coils are of great importance for the varying rotary movements and angular velocities (omega) in vehicle construction.

[0218] In designing my invention, I had to generate the same amount of current output / voltage at low driving speeds (rpm), as well as at higher driving speeds (track speeds). In other words, a constant sinusoidal voltage at different angular velocities. I am therefore using the principle of a pole machine, an electro-magnetic internal rotor, to which electric current can be fed to the excitation induction coils. This reduces the motor's normal voltage and the motor's energy consumption (relieves the load on the generator's energy generation). The BEA generator system keeps the motor at an electrical voltage. As a result, only a very small amount of energy needs to be supplied to the accumulator. For example, when accelerating the vehicle. And if the second accumulator is charged, then no amount of charging current needs to be generated.The BEA system's charging current machine can therefore fulfill a turbo function (making the vehicle's acceleration even more energy-efficient). Vehicle construction has so far relied on electrical energy that can be fed into a motor or on-board power system. It was not technically possible for vehicle internal stators or generators to generate a motor current or a motor voltage. Until now, only electrical devices and on-board power systems could be supplied with electrical power (the standard alternator). This also represents a niche in e-mobility.

[0219] My invention, the BE A. As a pole machine, the generator can generate an amount of electrical current at both low and high speeds and angular velocities that corresponds to the voltage class of the motor current. For example, 450 volts, 800 volts, or 1000 volts, etc. This invention is particularly innovative and specific to truck construction with high voltage classes (1000 volts).

[0220] I not only reduce the size and volume of an entire battery and gearbox. I increase mileage. I maximize range with a view to making it mobile and independent of the grid. Long-distance logistics. With this invention, I also generate a motor current voltage with several rotors. This is because, from a certain speed (rotational speed, angular velocity), an electric voltage can be generated in a second or more armatures which is the same as the normal motor voltage. This depends on the model and as a result of the vehicle's start-up process, from 3.1 km / h to 5 km / h. From this start-up speed, the system generates a voltage which is applied to a motor drive. The vehicle overcomes the inertia of its mass more easily. See the appendix for evaluation tables according to the Gauss range. The B . E . A . system of a model, for example, generates an effective sinusoidal voltage from a driving speed of 0.5 km / h, which corresponds to 0.13888888889 m / s.This can be fed directly to the motor unit. This innovation provides high motor current performance. Motor current generation.

[0221] Series and construction type specific

[0222] 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.

[0223] Weather wetness, warmth and cold

[0224] 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.

[0225] 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 accumulation as solids. The optimal operating temperature is plus 20 °C. 0 Celsius.

[0226] Intellectual Property / Copyright

[0227] 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 use 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 in an energy closed circuit is subject to my copyright and intellectual property. Every generator that is designed with a motor drive is subject to my copyright and intellectual property. The BEA system ensures efficient electrical power generation.

[0228] This includes the design of my work, the mechanical and technical structure as well as the principle of a machine's internal energy supply. With this technology, I reduce the energy consumption of electric motors. And I do this directly at the point where energy is needed. I place a generator on given axes within a machine, a vehicle, or industrial equipment (conveyor systems, roller conveyors). A generator that resembles the electrical voltage load of the motor. I thus set the machine motor to electrical voltage based on the rotational movement of the machine. This reduces energy costs and external energy consumption. Costs / levies / tax rates / flat-rate tax

[0229] Insight into the political target catalogue and E-power estimate without BEA generator.

[0230] Simple cost accounting:

[0231] Initial situation: Electric vehicle

[0232] Mass 1400 kg

[0233] Accumulation capacity 110 Ah

[0234] Range 300 km

[0235] Charging time 5 h

[0236] Legal requirement: Building permit Garage with mains connection 230 Volt 50 Hz, 3300 Watt European standardized charging current peak.

[0237] Electrical cable standard class 16 Ampere.

[0238] Shielding water / weather resistant.

[0239] Surge protection equipotential bonding bar, fuse contactors and distribution cabinet installation.

[0240] Or building permit extension to a 360 volt

[0241] 16 amps

[0242] 16 amps

[0243] 16 Amps. This private household must be located in a mixed-use area and the private individual must be operating a commercial business or be engaged in agriculture or forestry. See the intended use of high-voltage connections.

[0244] Private electricity tax or commercial electricity tax. Or building permit for conversion to a solar power system. The safety requirements for this are as a technical room, iron phosphorus storage, and cable installation for a distributor, or a distributor installed all around as a charging connection to an enclosed space (garage).

[0245] 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.

[0246] Cost accounting:

[0247] 365 days arrival.

[0248] 300 km one way, e.g. commute.

[0249] 0.31 Euro average kWh price of the electric charging power given.

[0250] 5 h charging time of the electrical charging current power given.

[0251] 5600 euros workplace costs.

[0252] 5600 euros cost for private household.

[0253] The kilowatt-hour price includes the average of the residential electricity tax rate and the commercial electricity tax rate. These factors and values ​​must be added to:

[0254] One-time cost for charging current amplifier.

[0255] One-off building permit costs.

[0256] One-off costs for charging station construction and installation of sub-power lines One-off costs for networking and security installation

[0257] One-off costs of a solar system and its structural installation

[0258] Allocations and tax rate trend:

[0259] 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 taxpayers and electricity customers as surcharges. With every power and grid connection, the grid utilization is influenced in addition to the given distributor and utilization. Unreported power connections and amplifier systems are installed in public places and also in accessible roofs (carports) or outdoors on house facades and walls. A short circuit and safety risk. With my invention, I reduce the risk of accidents. Furthermore, the grid operator's grid utilization is influenced by these voltage classes and power connections, both location-based and location-independent. Grid operators therefore burden all of their electricity customers, even if they do not use an electric vehicle.This is because the electricity output increases, resulting in higher kilowatt-hour prices and associated surcharges. This results in enormous fluctuations in grid utilization. Grid operators cannot plan for this based on concrete, measurable values. Substations, rectifiers, and distribution systems must therefore be expanded. This drives up the kilowatt-hour price. The costs of infrastructure changes and new construction, such as road construction measures, electrical sub-grid lines to public and remote charging stations, charging bays, equipped laybys, power lines, and the construction of electrical systems, are borne by taxpayers, households, businesses, and private individuals.

[0260] These are evident, for example, in the statutes and levies of federal, county, municipal, and city-state budgets. A shorter charging current duration does not mean it is cheaper. This is not the case when compared to the price development of this and other energy sources. Prices develop depending on certain and unpredictable factors. Charging current output is associated with costs. Stronger currents, larger power outputs, and amplifier systems have higher costs. The savings in charging time are reflected in the cost of the charging current output.

[0261] The correct term would be charging current time.

[0262] But that doesn't change the fact that these electric charging systems incur levies and tax rates.

[0263] Electric mobility enables vehicles to be designed to be beneficial, innovative, and efficient. Electric mobility can be grid-independent. It is technically and economically advantageous. Electric mobility is only mobile when it is designed with a BEA system. Operating costs compared to other energy sources:

[0264] Initial situation as described an E - Mobile vehicle without BEA system

[0265] Weight class 1400 kg

[0266] Electric charging capacity of the simple accumulator 110 Ah electric charging current capacity from 450 Volt voltage 49.5 kWh range 300 km

[0267] Charging time 5h

[0268] Easy access distance 300 km

[0269] Charging current according to EU - Charging current peak 3300 Watt Average kilowatt hour price

[0270] Comparison of the year 2004 to the year 2024:

[0271] Energy source electrical grid supplier E-mobile without generator

[0272] Average energy source price 0.41 euros

[0273] 450 Volt voltage class corresponds to 49.5 kWh for a 300 km single journey daily corresponds to the private costs of 20.295 euros daily corresponds to the local costs of 20.295 euros daily corresponds to the daily total costs of 40.59 euros corresponds to the annual consumption costs of 14815 euros

[0274] Energy sources Liquid combustion Oils, diesel, gasoline

[0275] Average consumption per 100 km 5.2 liters

[0276] Average energy price 2.10 Euro corresponds to 31.2 liters per day for a 300 km single journey, corresponds to the costs 65.52 Euro per day, corresponds to the annual consumption costs 23914,- Euro

[0277] Energy sources Liquid combustion Natural gas Substances

[0278] Average consumption per 100 km 4.3 kg

[0279] Average energy price 1.25 Euro corresponds to 25.8 kg per day for a 300 km single journey, corresponds to the costs 32.25 Euro per day, corresponds to the annual consumption costs 11771,- Euro

[0280] Energy source electrical grid supplier E-mobile without generator

[0281] Average energy source price 0.31 euros

[0282] 450 Volt voltage class corresponds to 49.5 kWh for a 300 km single journey daily corresponds to the private costs of 15.345 euros daily corresponds to the local costs of 15.345 euros daily corresponds to the daily total costs of 30.69 euros corresponds to the annual consumption costs of 11202 euros

[0283] All costs, in addition to vehicle tax, in addition to vehicle insurance costs, in addition to vehicle registration and licensing costs. The BEA innovation eliminates all of these expenses.

[0284] An electric-powered vehicle is relatively inexpensive in terms of energy consumption compared to other energy sources. Energy prices, however, develop according to 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 capacity is €170.

[0285] 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.

[0286] E-mobile vehicles with the BEA system are also moving forces in public 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 possibility of an annual flat-rate vehicle tax. This is attributable to an e-mobile vehicle of my type. Vehicles with this technology can be taxed according to their engine power, vehicle volume, or weight class.

[0287] A one-time annual flat-rate tax would therefore be due.

[0288] 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.

[0289] 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.

[0290] 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.

[0291] Alternating current strength AC and frequencies:

[0292] A vehicle equipped with an AC generator produces a non-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, resulting in a charging current peak. A charging current whose intensity and frequency are fed to the second battery is used. A frequency converter is integrated into the AC technology of the system. This ensures energy conservation at a harmonic frequency. AC generators are smaller in design. They have a shorter drive shaft and only contain 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 using this technology would be somewhat heavier than a vehicle with DC generators.

[0293] See appendix document assortment type no. V

[0294] Maintenance work

[0295] This design enables a body-to-body current flow to be shielded. 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. If maintenance or repair work is carried out, for example if the contacts are put on or changed, the internal voltage must first be relieved. In this case, the circuits of the discharging battery are open and do not carry any current; they only close when the vehicle is moving (driving speed or start-up speed). There is an internal electrical voltage in the circuits of the armature currents and the charging battery. This is a heavy current (high voltage depending on the type).

[0296] Caution: Body contact danger!

[0297] 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!

[0298] For occupational health and safety, a relief connection was fitted to the residual voltage circuits. This connection allows the internal voltage to be relieved from the generator armature circuits to the frequency converter connections. This relief connection is fitted after the frequency converter. It is mechanically and control-locked, making it fundamentally inaccessible for personal protection. It can only be unlocked with the vehicle and device ID. A qualified person from an automotive mechatronics company is qualified and has the expertise to relieve the internal electrical voltage via the connection to a high-voltage consumer, such as a light.

[0299] 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!

[0300] The novelty of the slip ring contacts

[0301] A technical innovation is the contact type designed here.

[0302] 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.

[0303] However, because I designed 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.

[0304] Given these requirements, I dimensioned and designed a stainless steel eccentric component as a contact. A production-engineered turned part. And a matching molded holder as a contact holder. Individual parts drawing figures.

[0305] I dimensioned it for four contacts on each 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 60 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. In the maintenance work that now follows, the entire generator housing does not have to be removed and disassembled in order to replace one (two) contacts of this type.A simple operation 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 code. Plug the plug contacts of the transformer resistor circuit into the contactor to be serviced, and apply spring preload to these contacts on the left and right sides.

[0306] 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.

[0307] Two additional quartz layer contacts per connection side (four pieces) are not installed. These are embedded for subsequent maintenance work. If, during the technical inspection, maintenance and repair of these wearing parts (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.

[0308] As a result, worn contacts can now be replaced individually 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 future mileage. The novelty of the multi-runner system

[0309] 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

[0310] 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.

[0311] 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.

[0312] This creates a DC current flow inside one or three armature cages. 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 allows a DC voltage to be generated along a drive shaft. As already mentioned, pole machines for generating electrical current are known, but to date they have only represented a simple rotor system, have not been used in vehicle construction, and do not generate a charging current or motor current.

[0313] The technical implementation was difficult. If I had designed only one generator rotor and its excitation induction coil, firstly, the amount of induction current on the excitation coil would be too high. Secondly, the permeability (magnetic strength) would be disproportionate to the load of all the components connected to the circuit. Thirdly, the generator charging cycle (charging current flow to battery number two) and the motor current (motor current flow to the electric motor's cage) would be in series, meaning the electrostatics and internal resistance would be oversized, and the load and heat (impedance) on all the electronic devices in this circuit would be disproportionate. A complex oil cooler system would be required, and this would be very bulky and heavy.

[0314] The simple rotor system of a pole machine would therefore be wasteful and technically of little use. I was looking for a technical solution with harmonic electrostatics and possible dimensioning according to the design zone. A fixed requirement, acceptable weighting, mechanical stress compensation, space-appropriate geometry and dimensions, and simple manufacturing effort. I remembered a part of my training as a mechanical engineer: the machining of a form-fitting connection, shaft-hub connection, broaching, and milling of a shaft keyway. Thus, I found a logical and perfectly mechanical solution for arranging multiple rotors along one axis in different circuits.

[0315] 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.

[0316] Pre-dimensioned for the static loads, I designed a 20 mm drive shaft with five axial cutouts for possible five-pole 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.

[0317] 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.

[0318] See also voltage classes according to abbreviation / standardization. H07V - U

[0319] H01N2 - D NYC NYCWY NAKBA DIN EN 60332-1-2 Hart-

[0320] Ferritemagnet not DIN IEC 60404-1-1

[0321] For this general type design, the mechanical and electrical aspects had to be continually aligned. I therefore dimensioned according to conductivity and standard safety guidelines. From mechanical statics to electrostatic loads and vice versa. Standard classes and safety classes were fundamental to my technical design work. With this innovation of a control-switchable rotor system, it was possible to control up to five rotors with a 20 mm drive shaft. This design opened up a horizon of subsequent construction types and voltage classes. In larger axle systems, for example in logistics, agricultural machinery, construction machinery, rail transport, shipbuilding, with a 48 mm cross section, more than five pole machines can be placed on this type of 190 mm rotor system. The manufacturing effort was therefore kept very low.This means that the cross-sectional dimensions of the rotor and armature systems can also be incorporated into 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 track area cross-section.

[0322] For example, a 28 mm diameter drive shaft can have six axial rotors (electric magnetic rotors) installed. Three rotors each offset by 120°. These can be used to generate two armatures, for example.

[0323] See track width, length of a drive shaft or length of a synchronizer shaft.

[0324] 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 shows type IV.

[0325] 120 mm rotors have also been designed, which require less space, for example, along an all-wheel synchronous axis. Different speeds and angular velocity limits are fundamental to this design and calculations. This is because the rotational frequency of the smaller rotor is different from that of a larger rotor.

[0326] See rotor cross-section and speed tables for the models. The DC 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 speeds, low driving speeds, and high electrical energy consumption of the motor unit in relation to the vehicle mass. For example, in agricultural machinery and tractors for e-mobility. A DC output is generated even at driving speeds below 5 km / h.

[0327] This means that electric mobility is also possible for agricultural and construction machinery because there is no need for oversized batteries.

[0328] 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.

[0329] The BEA generator system, as 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 accumulator and a current output from the second armature circuit as motor current to the motor cage. This is possible at many different vehicle speeds. This is the highest design requirement for electrically grid-independent mobility. The technical invention enables a very low electrical application of electrical current to the first accumulator, and provides a fast charging cycle and motor current flow as output. Given the driving speed.

[0330] 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.

[0331] With a current output of DC voltage of minimum

[0332] 2000 Volt voltage per armature, can be used by an Achisal generator of this type 2000 Volt to the charging current voltage and

[0333] 2000 volts are generated to drive the motor.

[0334] Given six axles of a rail vehicle, this corresponds to 6 x 2000 volts charging current and 6 x 2000 volts motor current.

[0335] Given starting speed 5 km / h.

[0336] Furthermore, BEA types are available as high-voltage classes with a cooling system. The new three-coil internal rotor DC direct current

[0337] Another innovation is the design of an electric rotor as a three-coil triangular steel coil. The inner rotor has a three-coil arrangement in a 60-degree configuration. D: Direct current, see Figure 11. Until now, field-anchored voltages of a three-coil generator rotor were designed as magnets with alternating current direction (current flow and frequency). The poles of the rotors are always paired (potential) with two magnets. The inner rotors were designed as two or more coils.

[0338] Until now, there has been no double arrangement on a drive shaft. Designs as internal rotor. Currents generated by internal rotors have always been two or multiple two-potential and thus alternating current type. Along a round, square, hexagonal, or octagonal

[0339] Two or four coils could be mounted on the drive shaft. For stability and electrostatics, coils have a geometric shape, an axial and radial width depending on their winding and the coil core attached to the drive shaft. Geometrically, this set the limits 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.

[0340] 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 inefficient, as well as in terms of the energy efficiency of alternating current generation.

[0341] In my design and engineering work, I created a new innovation: a three-coil internal rotor. The geometric basis is a three-surface drive shaft. This allowed me to find 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.

[0342] See illustration

[0343] 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.

[0344] An internal vehicle energy supply. The generation of the driving movement occurs at and above a current driving speed of 5 km / h. For example, in agricultural machinery, 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 DZ direct current voltage. Similar output is achieved by types of magnetic rotor systems as multi-pole machines. A power output which, depending on the dimensioning of the rotor statics, 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 axial machines. This output is available from a driving speed of the moving vehicle of 3 km / m. This corresponds to a total output of the generator system of 817,920 watts.And electrical energy conservation for the purpose of two-way accumulation principle. Charging circuit, motor circuit.

[0345] See energy flow diagram

[0346] The key to 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.

[0347] Defined design 1420 volts. 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, considering the required engine power, were discharged very quickly, and the vehicle's mass was significant.

[0348] There was no realization of any benefit from the electric mobility of these vehicle types.

[0349] The innovation and invention of the power-generating system, with its high efficiency and well-designed construction, the BEA Axial Generator System makes this type of vehicle electrically mobile. A dual-accumulation principle with small accumulators.

[0350] A motor current principle of generated and supplied energy.

[0351] Multi-regulated axial rotor systems, or even large-scale designs, are possible with this design basis. I show an illustration of the rotor system in the appendix. This one uses direct current technology (three coils per rotor or magnet rotors offset by 120°). Figure: Type III; Type VIII

[0352] This type of construction generates DC voltage as a three-rotor system. Three BEA motors are arranged axially on a drive shaft, each equipped with three coil formers.

[0353] • First machine charging current amount of energy of the start-up process.

[0354] • Second machine motor current amount power amplifier from 3 km / h.

[0355] • Third machine motor current quantity power amplifier and brake booster from 3 km / h .

[0356] Electrical power according to DC type up to 204,480 watts per circuit.

[0357] Production data

[0358] 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.

[0359] • Product labeling

[0360] • User manual

[0361] • Operating instructions

[0362] • Scope of delivery

[0363] • Guarantee Efficient Test certificates CE certification

[0364] • Tested safety GS

[0365] Specific to the vehicle construction, internal development, then the engineer's approval and, after the test runs, the technical inspection and acceptance of the Technical Inspection Association follow. And consequently, series production, energy flow plan, adjustable resistance / speeds.

[0366] The energy conservation of the moving vehicle: the amount of power output of the continuous driving processes. The discharge process supplies an accumulation of energy to various electronic components. See figure Energy Flow Chart.

[0367] The accumulator No.l is located on

[0368] - Ammeter

[0369] - Parking light

[0370] - Light

[0371] - High beam and headlights

[0372] - Warning system

[0373] - On-board power supply electronics

[0374] - Navigation

[0375] - Radios

[0376] - radio receiver

[0377] - Media devices etc.

[0378] - Ammeter

[0379] - Adjustable resistance transformer M (accelerator pedal) gearbox / engine

[0380] - Electric transmission

[0381] - Motor drive

[0382] - Electric magnetic brake booster

[0383] As a result of the starting process from a speed of 2.32628 per second of the BEA rotor system, 190 mm in size, this system generates efficient currents and supplies them to the motor current and, if possible, to the electronic components (consumers). This technology reduces the current drawn from battery No. 1. Thus, in the moving state, there is always an electrical voltage from the brake amplifier, as well as a current that is always 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.

[0384] 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.

[0385] The entire electrical system of the moving vehicle is now powered by an electrical voltage. This also provides a braking force boost from the electrical energy in motion, starting at the 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.

[0386] No vehicle should be braked if it is not moving. Except for the parking brake. An axle generator of this invention generates electrical energy that can also be used as braking force. The acceleration processes as increasing driving speed

[0387] From 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. The amount and strength of the current for acceleration, thus the current required for acceleration, is very low.

[0388] This reduces the consumption of the discharging battery energy.

[0389] The motor current regulator transformer M (accelerator pedal) component 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 varies 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 the lower range limit or upper range limit. In this case, the generator circuits switch off the motor current. OFF

[0390] The motor-gearbox unit is then switched to supply power to the discharged battery. The energy for the electro-magnetic 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.

[0391] The energy consumption of the discharging accumulator is measured with a BEA

[0392] The energy consumption of the generator system is very low. Because with higher rotational frequencies, the induction current and the flow in the excitation coils are reduced. The generated voltage remains the same.

[0393] 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.

[0394] This current quantity and strength reduces from a starting speed of 5 km / h (12.7278967 amps) to 140 km / h (0.1052660 amps). The system provides, with little energy consumption from the discharging battery, efficiently utilizes the energy from the charging current of the battery, the motor power supply, and the brake booster. As well as a supply of the on-board network and electrical devices. There is no comparable energy source and no comparable technology that can achieve such technical

[0395] Economic efficiency.

[0396] Conclusion

[0397] Vehicle internal energy.

[0398] This technical innovation is highly efficient and enables true mobility. Energy is used effectively when used energy is recovered near a consumer location.

[0399] Then there are few losses.

[0400] An electrically powered vehicle, viewed as a closed system, can convert stored electrical energy into movement and recover the same amount of this energy from the movement.

[0401] A two-accumulation principle with minimal energy expenditure.

[0402] This innovation refutes the defined concept of mobility.

[0403] Movement as a dynamic process, being mobile, requires freedom, network-independent movement.

[0404] Range and energy conservation

[0405] No waste.

[0406] No time wasted.

[0407] No charging downtime.

[0408] Technology that is always ready for operation. Speed, angular velocity

[0409]

[0410]

[0411]

[0412]

[0413]

[0414] 

[0415]

[0416]

[0417]

[0418] Figurenliste

[0419] Figur N r .

[0420] De ckb l att M a rke n Desig n 1

[0421] G es a mt Da rste l l u n g B a u t y p I 2

[0422] Te c h n i sch es Date n b l att B a u t y p I 3

[0423] E n e rg i e L a u f p I a n 4

[0424] Stro m L a u f p I a n 5

[0425] S ch a lter G r u n d ste l l u ng 6

[0426] Da rste l l u ng M e h r P o I Ko m bi n ati o n 7

[0427] B a u t y p N r . I 8

[0428] B a u t y p N r . I I 9

[0429] B a u t y p N r . I I I 10

[0430] B a u t y p N r . I V 11

[0431] B a u t y p N r . V 12

[0432] B autyp N r . VI 13

[0433] B autyp N r . VII 14

[0434] B autyp N r . VI II 15

[0435] B autyp N r . and X 16

[0436] B autyp N r . X 17

[0437] The right m Male

[0438] Drawing on the Model of the Church mt Darste llung

[0439] Contact us r N euhe it 2 0

[0440] Contact N euhe it Veran students ch 21

[0441] C o n t e r H a p t e r 2 2

[0442] Draw the Contactor Model 2 3

[0443] Contact S chra u be / Spa n n feder er 2 4

[0444] Contactors S ch leif ring Ste cksyste m 2 5

[0445] Drawing for Contactor Model Schleifring 26

[0446] Induction Story Flux 27

[0447] Illustration of three phases in parallel 2 8

[0448] Depiction of the conductor bore Three runners 2 9

[0449] Runner Arrangement Three Phases I nduction 30

[0450] Runner Arrangement Changing Streams 31 List of Figures

[0451] Figu N r.

[0452] New Electric Runner Triangular 3 2

[0453] Triangular shaft two-runner system 3 3

[0454] Triangular two-runner side view 3 4

[0455] Triangular two-runner arrangement offset 3 5

[0456] Illustration of triangular wave 3 6

[0457] New Elypse contactor 37 contactor structure illustration 3 8

[0458] How this innovation works 3 9

[0459] Parallel runner systems

[0460] B autyp III 4 0

[0461] Type VIII 41

[0462] Type VIII triangular side view 4 2

[0463] B autyp I 4 3

[0464] B autyp II 4 4

[0465] B autyp IV 4 5

[0466] B autyp V 4 6

[0467] B autyp VI 47

[0468] B autyp VI 4 8

[0469] B autyp IX 49

[0470] B autyp X 50

[0471] Assortment by construction type

Claims

AMENDED CLAIMS received by the International Bureau on 12 September 2025 (12.09.2025) (Claim 1) Axles of a vehicle on which ONE generator drive shaft is placed. (Claim 2) The generator's drive shaft rotates in conjunction with its multiple rotors (rotor coils). The generator rotor assembly also includes a multitude of parallel rotor excitation fields. (Claim 3) Generator rotor according to construction type 1. See application figure no.

30. Two pole rotors in phase combination whose magnetic field arrangement rotates at a 120-degree offset. The rotors are enclosed in a parallel circuit of induction coils. (Claim 4) The generator rotor / runner combination, which can include a variety of magnetic field arrangements and phase configurations, as well as a rotor enclosed in parallel circuit induction coils. See application figure no.

7. (Claim 5) The generator rotor runners are of the triangular shaft type. See application figure no.

40. This can include a multitude of combinations of rotors and their field arrangements and phase positions. See application figure no.

41. (Claim 6) Parallel circuit contact. The contactor component, screw, is guided through these conductors (see application figure no. 24). The contactor clamping screw presses this contact slip ring into place. The contactor component and its leverage action, which leads to this electrical contact on the drive shaft slip ring (see application figure no. 25). Consequently, the rotor's electrical conductors are guided along the drive shaft via milled grooves to the rotor's induction coil, see application figure no.

27. Application figure no.

29. As well as the parallel contact holder component, see application figure no.

23. (Claim 7) Procedure for applying the generator's electronic circuit diagram. See application figure no. 4, energy circuit diagram. Its battery cell block connections are queried via a changeover switch. Its charge-discharge cycle is governed by a changeover switch according to the electronic circuit diagram. See application figure no. 5 and application figure no.

6.

1. Motor circuit.

2. Charging circuit. (Claim 8) The generator's electrical current generation process maintains the voltage level of a vehicle's transmission and electric motor under load. See illustration, Figure 5, Motor Circuit. The process of induced motor voltage resulting from the generator's instantaneous driving speed and angular velocity is . (Claim 9) The generator process involves generating electrical current to excite a vehicle's battery to a certain voltage level. This charges the battery through the vehicle's movement. For a basic overview, see Figure 5 of the charging circuit diagram. The process of this circuit results in an induced charging voltage based on the instantaneous vehicle speed and the generator's angular velocity. 104 AMENDED SHEET (ARTICLE 19)

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