AU2008200543A1

AU2008200543A1 - Light-weight, Mass-producible, Combined Chassis, Battery Housing, Cooling System Structure for Solar Electric Vehicle

Info

Publication number: AU2008200543A1
Application number: AU2008200543A
Authority: AU
Inventors: Errol John Smith
Original assignee: ERROL SMITH
Current assignee: Smith Errol John Dr
Priority date: 2008-02-01
Filing date: 2008-02-01
Publication date: 2009-08-27
Anticipated expiration: 2028-02-01
Also published as: AU2008200543B2; AU2008200543B8

Description

Solar Electric Vehicle System Not Requiring Major Energy Distribution Infrastructure Change Title and Contents p.1 Introduction 2 Claims 4 1. Retractable Supports for Utilising Underfloor Space for Batteries 4 2. Batteries of about i to 2 kg each 4 3. Combined Battery Hatch and Battery Support 5 3.A. Hinged Supports 5 3.B. Sliding Supports 7 3.C. Rollers Incorporated into the Battery Supports 8 - Passive and Active rollers 3.D. Abutments at the Edge of Battery Hatches 9 3.E. Intersection of Vehicular (Hatch) and Extra-Vehicular Supports (Battery Trolley) 10 4. Facilitating Sliding Removal and Insertion of Batteries 10 5. Waterproofing 10 6. Electrical Insulation 11 7. Battery Design 12 7.A. Battery Terminal Protection 12 7.B. Battery Casing Geometry 12 7.C. Battery Handles 12 7.D. Battery Plate Geometries and Heat Exchange 12 7.E. Battery Plate Cleaning 13 8.A. Extra-Vehicular Battery Support 14 8.B. Combined Battery Re-Charging and Battery Trolley 15 8.C. Separate Battery Recharging and Battery Trolley 15 8.D. Movable Rows for Battery Trolley, and or, Battery Re-Charging Shelf 15 9.A. Combined Vehicle Chassis Floor and Battery Housing 16 9.1B. Upper and Lower Layers of Combined Structure 17 9.C. Middle Layer of Combined Structure 18 10. Safety and Security 19 11. System Monitoring and Electrical Circuit Routing 19 12.A. Battery Temperature Control: Air-Cooling 20 12.B. Battery Geometry and Air Cooling 21 12.C. Air Ducting 21 12.D. Ducting Flow Equalisation Adjustment 23 13. Battery Temperature Control: Battery Heating 25 14. Combined Ducting and Fire Safety System 26 15. Machine for Production of Ducting and Combined Vehicle Floor- 27 - Battery Housing Structure 16. Integrated Solar Panels, Recharging Modes - Off Vehicle and On Vehicle 28 17. Backup Systems for Low Solar Power Generation and Emergencies 29 18 Kits for Providing Extra Battery Space on Existing Electric Vehicles 29 Diagrams 31f p.

Introduction The major environmental problem with present "plug-in" electric motor vehicles is that charging the batteries from the main electric power grid usually involves significant production of green house gases since the large power generation stations often still bum coal to generate electricity. Although this may in future be partly mitigated by use of "clean-coal" technology and the gradual introduction over several decades of other more environmentally responsible electricity generation by the large power grids, there is a need for a rapid introduction of technology that can give genuinely environmentally responsible motoring to the ordinary citizen now. How can one bring about these urgent changes without building major new energy distribution infrastructure such as rapid battery recharging battery and exchange service stations that are coupled with environmentally responsible power generation on a large scale? There is little financial incentive for either government or industry to build such infrastructure until the vehicles needing the infrastructure are widespread - and there is no possibility of such vehicles becoming widespread before the infrastructure is widespread. What is the best way past the impasse of this classic "chicken and egg" problem? The best solution to the problem is using numerous small scale domestically located and generated solar or wind power to recharge an extra set of batteries for all-electric vehicles. There are two options: The first option uses large, heavy, immobile but inexpensive lead-acid batteries to store solar electric energy generated during the day and to recharge the lighter more expensive batteries on the vehicle when the car is garaged, typically at night. Connecting the vehicle may take about one minute, but rapid safe charging still takes a few hours. This may be combined with a second option that uses two sets of lightweight rechargeable but more expensive batteries - one set being recharged at home during the daylight while the other set is being used for daytime commuting. The batteries are fully exchanged manually in about 10 minutes - even by motorists with less than average physical strength, by using the numerous practical methods and designs outlined in the patent claims. As well as giving the two options of either a slow turnaround with little labour, or fast turnaround with more labour, there are numerous engineering advantages. Several novel advantages are claimed as well as most of the usual features of solar recharging being used afresh in a new integrated system or plant. The system is simple, flexible and not overly automated - as much of the prior art seems to be. Avoiding over-automation allows for greater flexibility with installation in different garaging settings, lowers the purchase price considerably, reduces down time and inevitable repair expenses associated with more complex mechanisms, and is more environmentally responsible by using less materials and less energy in manufacture and operation. Of particular importance are temperature control and safety aspects that facilitate the adoption of present Nickel metal halide, Lithium Cobalt ion, Lithium Manganese ion, or Lithium polymer battery technology. The varying strengths and weaknesses of these battery types are taken into account in the designs proposed. 2 One would expect the manufacturers of these vehicles to incorporate the whole package in new vehicles complete with replaceable batteries, solar panels etc, but opportunity also exists for making conversions kits for existing hybrid or all electric vehicles. Prior art includes the broad concept of using an extra set of easily removable batteries recharged using domestically located solar panels - claimed most explicitly on 23 Nov 1999 by Alexandros Dimou Magklaras et al - Greek patent application number (GR) 99100400. However a full-patent has not been granted presumably as the broad concept was not sufficiently original, despite it being most well expressed by Magklaras. Also their particular system of battery arrangement and rapid exchange was not sufficiently original, and in fact not very practical. They still envisioned large heavy lead acid batteries requiring a hefty lifting device with a winch and chain lowering batteries into the vehicle's rear luggage compartment from above. The Magklaras' claims do not focus on utilising the underfloor space, nor cover the multiple and comprehensive details of the integrated plant, nor take advantage of present battery technology, nor address methods of manufacture as outlined in the present claims. Unlike Magklaras, I am not claiming originality for the broad concept, (although I did conceive of it independently in late 2006), but I am developing the full potential of an idea which I believe has considerable potential to solve an important environmental problem A totally environmentally clean and relatively inexpensive automotive system that offers virtually free fuel after initial outlay and minor maintenance costs, and that avoids major and disruptive infrastructure change should be a very successful solution to a major global environmental problem. Rather than large infrastructure steps being required, the domestically generated power allows gradual and dispersed technology change that can begin immediately. Hopefully the change will begin gradually and rapidly increase. The motoring public certainly has a desire for such clean automotive technology as evidenced by the take-up of even current hybrid gasoline - electric vehicles despite their limited environmental credentials. With present battery technology the present proposal is best suited to daily commuter travel but with increasing battery capacity the range of all electric vehicles will also increase. 3

Claims

1. Retractable or Foldable Supports for Utilising Underfloor Space for Batteries Retractable or foldable supports may be constructed for easy removal and reinsertion of a number of independently rechargeable batteries in the lower portion of motor vehicles. This results in the centre of gravity being kept as low and central as possible. The ports for rapid exchange of small batteries may be aligned in a row, or rows, particularly under the side door(s), but also under the rear luggage or engine compartment - accessed from the rear, and or side. Additionally or alternatively, the ports may be aligned under the front bumper - similarly accessed from the front, and or side. These arrangements maintain easy access to the luggage and engine compartments and use a large potential space under the floor of the vehicle. The underfloor space in the centre of the car has the advantage of being protected from front and rear-end collisions. Such large shallow spaces have advantage is distributing rather than concentrating the weight and heat generated by large banks of batteries, and allow use of less concentrated structural support and thermal insulation. The replaceable batteries may be accessible via hatches below the rear boot access - possibly behind a swinging rear bumper, of via hatches under the side doors, or even via the front of the vehicle - allowing sufficient space for compaction in a front or rear end impact. Alternatively, or in combination, access may from inside the vehicle's boot, or from inside the driver and passenger compartment - although access from inside the passenger compartment may contravene safety regulations in some countries.

2. Batteries of about 1 to 2 kg each Using multiple small batteries of about 1 or 2 kg each allows virtually all motorists, including the less physically able, to slide, or even directly lift the batteries during the rapid exchange option. These smaller batteries would also be more suitable for commercial rental and exchange as well as the do-it yourself approach. Furthermore, multiple easily removed batteries would facilitate maintenance and identification of individual faulty cells. Rapid repair may be the simple replacement of a faulty battery with single reconditioned battery. These repair aspect compares very favourably with extracting a single large heavy battery from under a vehicle, then finding and removing a faulty cell from a closely packed array, and then reassembly by reversing the whole procedure - in 4 contrast to the loosely packed accessible array proposed. These advantages are developed further in subsequent claims.

3. Combined Battery Hatch and Battery Support The retractable battery supports may be attached to the chassis of the vehicle and swing into position on hinges, or slide in and out. These approaches may be used in combination but will discussed now in isolation: 3.A. Hinged Supports The specific requirements of the hinges and hatch supports in this context use existing ideas of the "hinged hatch" in a new application. Firstly, the hinges may be positioned at each end of each downward folding hatches that cover the batteries, and possibly in the middle of each hatch as well. These multiple hinges are required for the forces and moments in supporting the weight of the rechargeable batteries to provide a stable platform, thus assisting the sliding in and out of the batteries. This design strength enables inexpensive steels, aluminium alloys, or other materials typically involved in vehicle hatches. To assist in water-proofing the battery ports, the hinged lower edge of the hatch may have a strip of flexible material such as rubber or polymer fixed and sealed securely along the lower edge of the hatch. Alternatively, or in addition, a one-piece water proof hinge may be formed between the lower edge of the hatch the adjacent lower portion of the vehicle chassis by securing between the two members a strip of flexible water proof material such as rubber or polymer. The flexibility of this strip allows the hatch to function without typical hinges, but this strip would not be strong enough by itself in the long term. Its main function is sealing from external water. Other means of waterproofing are discussed later. The edge of the hatch that is farthest from the hinge may be supported by a member of sufficient length to support the extended hatch in an approximately horizontal position. This prevents the hatch from folding too far downwards. A slightly longer length member allow a slight slope way from the vehicle allowing water to flow away from the vehicle. In order to allow the hatch to close, the supporting member must be retractable or shortened in some other manner. This shortening may be accomplished by using a flexible member such as a chain, cable, wire, or the like. The ends of a chain may be secured to the chassis and hatch either using a welded, riveted, bolted or screwed loop or link connected to the chain links. Alternatively the cable ends may be securely inserted into a small cylindrical retaining rotating housings at or near the edge of the outer edge of the hatch and the corresponding point of the chassis. The small housing can rotate along an axis parallel allowing the flexible member to go to a position that does not stress the flexible material when the hatch is closed. The small rotating housing may turn inside a pair of corresponding fixed cylindrical holes that form part of the chassis and or hatch. The holes may include low friction plastic bushes or use lubricant to reduce friction. A small grub screw entering the small retaining cylinder at right angles to its axis may compress the cable and prevent it from moving but 5 also allow length adjustment. Alternative adjustment techniques may also be used. Straight rigid members may be used for hatch supports and these may be retractable by having the end that attaches to the hatch being secured with a rotatable retaining housing that allows the rigid member to slide at right angles through a small cylindrical rotatable housing similar the method described above. The ends of sliding members may be enlarged to provide an abutment limiting the outward folding of the hatch. This enlargement is formed after the member has been passed through the hole formed in the rotating cylinder. This enlargement may be permanent or adjustable. Permanent forms may be produced by bending the member material at the appropriate length or by welding or otherwise attaching a solid abutment. More preferable is an adjustable means which may be accomplished by the abutment being formed by a nut and locknut, with the nut axes in line with the axis of the member, or a sliding abutment which is held in its adjusted position by grub screws at right angles to the axis of the straight supporting member. Another form of rigid support may be produced using a member in the shape of a sector of radius approximating the distance from the hatch hinge the external edge of the hatch. This sector may be secured at or near the outer edge of the hatch and its plane orientated at right angle to the axis of the hinge between the chassis and hatch. As the hatch closes the sector turns and approaches the chassis sliding into a close fitting hole in the chassis. To prevent the hatch opening beyond its correct position an abutment is formed on the end of the sector closest to the chassis after. As with the straight rigid member this may be permanent or adjustable. The adjustment may occur by placing movable members, lock nuts etc, either on the sector itself or the chassis. One particular advantage of the rigid sector support is that it could be formed with a gear cogs along either the sector's inner edge, outer edge, or even in the centre of the sector. These gears could engage with a small driving gear to provide automatic opening and closing of the hatch. The energy use and weight of a small electric motor is one drawback of using an electric motor to power the driving gear. Using the energy stored in a spring when the hatch was pushed closed may be an alternative approach. Another form of rigid straight hatch support may be a folding member. The fold would generally be in the centre of the member and consist of a fairly tight fitting hinge. Since the hinge would need to fold into the cavity enclosed by the hatch, the hinge would need to bend with its acute angle facing up before being limited by an abutment when the angle straightens. An appropriately placed abutment on the lower edge of the hinge in the middle of the support one may be used. Another form of rigid straight member may be formed using telescopic mechanism. The larger diameter sleeve may be either at the end closest or furthest from the chassis. The ends of the hatch support attaching to the outer edge of the hatch and the chassis would need to able to turn as the angle of the support changes with opening and closing of the hatch. The end of the support closest to the chassis would need to be inset into the chassis to allow 6 sufficient space for retraction. This inset distance may be reduced by have more than two nested telescopic members sliding within the other. Other forms of spring loading, locking and releasing the hatch similar to present technology for gasoline filling hatches and rear luggage or boot hatches may be used in this new application. 3.B Sliding Supports. The second main option for extended support of batteries may be sliding supports, in addition to, or alternative to the hinged hatch and its supports described above. This has the advantage of extending support for the battery beyond the chassis for a distance greater than the height of the folding hatch. For example, a hatch may typically be about 15 or 20 cm high and a battery may be about 50cm or more in length. When in combination with a hinged hatch the sliding support may move above the folded down hatch with an appropriately small clearance, and no battery weight be taken by the hinged hatch. Alternatively the sliding support may align with the extended hatch and have the capacity to slide out only as far as the extended hatch before being lifted out, or more slide more fully out if pulled beyond the external edge of the hatch giving greater ease of lifting if the motorist chooses to lift and carry the battery rather than slide it onto a trolley. Such a support may have a lip on the outer edge that matches with an indentation on the outer lower edge of the battery itself, and as the battery is drawn out by its own handle, it pulls out the sliding support as it moves. In addition there may be a horizontal handle on the outer edge of the sliding support. There may be a single rod support for each battery, the battery being kept horizontal by using a non-circular cross section of rod and matching rod housing, thus preventing rotation. However it would be preferable to have each battery supported by two rods on the same horizontal level, the rods being separated by a distance similar to the width of a battery. The stability of batteries on the extended sliding supports may be assisted by having a groove or grooves formed along the length of the base of the battery. The grooves match the length and cross-section of the supporting rods. The sliding support may engage with the hinged hatch such that as the hatch is opened, the support is also partly drawn out by projections on the sliding support handle engaging with projections on the inner surface of the hatch. With the hatch fully horizontal its projections have moved downwards and no longer push against the sliding support handle. From here the sliding support may be moved manually beyond that point if the motorist finds it convenient to do so. The ergonomic advantage is that the handle has come out to an extent that may be easily gripped. To allow the option of using or not using the sliding support, one may have a small abutment at the outer end of the sliding support's engagement with the battery, and or its own handle. This abutment may be turned horizontal so that it does not impinge on the lower edge of the battery casing and thus allow the battery to be slid out without using the formal battery sliding support. In this instance one may merely use the dexterity of the motorist to remove the 7 battery smoothly, or rely on the partial support, (typically about 15 - 20 cm in our example above), as provided by the hinge hatch as it functions as a battery support. Grooves in the hatch that allow the sliding support to extend over the hatch may be formed, allowing a comfortable clearance that would not jam the motorist's fingers. A sliding support may be used for each battery housing without a hinged hatch. In this instance some external covering may be included on the outer aspect of the sliding mechanism. This external cover may be separate to, or connected to each individual sliding mechanism. If separate, then this may involve multiple external covers. 3.C. Rollers Incorporated into the Battery Supports - Passive and Active Rollers Rollers may be incorporated into the various supports to assist in ease of movement of the battery. There may be a plurality or rollers in a plurality of rows. Generally two rows would be adequate for stable support. The rollers may be set within the hinged hatch support or within the sliding support. The rollers may have distinct axels at their end(s) with formal axle housings with bearings, or merely consist of cylinders sitting in low friction truncated cylindrical grooves, or incomplete bushes. In either case the rollers may project just above the flat lower surface of the battery housing or flat surface of the hatch support or sliding support. The weight of the battery may be fully taken by the multiple rollers which would be securely retained on secured axels or retaining grooves. Alternatively the rollers may be sprung loaded either at the axel or under the housing of their grooved support. The spring loading would be at a tension that allows some weight to be taken by the flat surfaces and some on the rollers. The rollers may be angulated and, or slightly tapered, and the corresponding surface on the battery housing likewise angulated so that gravity tends to align the travel of the battery as it slides in and out, and also keep the rollers tracking centrally. The rollers may be connected to a small engine via gears, chain and sprocket, pulleys, rollers or the like, that actively assist in sliding the battery out and in. The rotation could be manually switched on and off, and the direction of roller rotation changed with a combined switch (in-off-out), placed near the external handle of the battery. Most simply the switch(es) may be mounted on the chassis near the entrances of individual housing. Alternatively a switch may be incorporated into the handle itself. This switch could complete or break a circuit that consists in part of a circuit commencing with one (electrically isolated) sliding support near the edge of the lower surface of the housing, connecting up to the battery casing and across (through the handle switch) to the other (electrically isolated) sliding support near the other edge of the lower surface of the battery housing. When the circuit is complete the rollers are activated. In order to change direction or roller rotation using a button(s) switches located on the handle, one may have two switching circuit arrangements as described above, each connecting the electric motor to opposite polarities. The handle operated switches could consist of two switches (in-off) and (out-off) arranged so that ergonomically only one can be pressed at a time, or two switches (on-off) and (in-out). Button switches that 8 are active only as long as they are depressed may be employed with safety advantages. Alternatively button switches that rotate between functions, (off in-off-out-off-in...), may be used. More standard bistable switches may also be used. Another advantage of using the battery casing and housing slides as part of the circuit is that when the battery has slid out beyond a certain point of electrical contact, then the rollers stop moving. The converse is true as batteries are reinserted into their housing. The extent of the conductive portions of battery housing edges and housing slides may be limited that the rollers also stop rotating at an appropriate position of insertion. The above description assumes individual electric motors for each battery housing. A more efficient system may be constructed using a single motor for each row of battery housings. The single engine of each row may be activated by completing the circuit of any of the switches of that row as described above. The motor rotates a single long shaft extending underneath the length of lower surface of the row of battery housings. The shaft would lie parallel to the long axis of the vehicle for the row of side access battery housings, and so on, for other rows at the rear and or front of the vehicle. The shaft may be supported by bearing or bushes and have a number of small rollers or gears distributed along its length such that each of these rollers or gears aligns with the rollers that connect with the under-surface of the battery housing as slide it in and out as described previously. The rollers (or combined adjacent joined rollers and gears), that contact the housing may be supported by a housing that can swing around a separate axis so that when these rollers move in an arc upwards they also engage with the single long rotating shaft extending along the length of the row of housings. 3.D. Abutments at the Edge of Battery Hatches An abutment may be placed at the end of the support furthest from the vehicle so that the battery cannot slide too far and become unstable or fall off the end of the support. This abutment or small upward projection, or lip, is most applicable when a battery trolley does not mate directly with the vehicle support. The projection or lip may be formed permanently in either hinged hatch support and or sliding support. Alternatively one may maintain both options of manual lifting off the vehicle support, or sliding (without lifting) onto the battery trolley. A movable lip may be slid or otherwise inserted into a groove, possibly in a lock and key fashion, and semi-permanently secured with a locking device such as a wing-nut, grub screw, bolt, clip, etc. A more easily removable lip or projection may be formed with a rotatable member(s) that when turned moves a projection beyond the lip and locked in position with screws, clips etc. An eccentric may also perform the function suitably. 3.E. Intersection of Vehicular Supports (Hatch) and Extra-Vehicular Supports (Battery Trolley) The intersection of the vehicular support, and another extra-vehicular often mobile battery support needs to firm and stable, variable to account for differing terrain between the vehicle and its external support, but easily removable A sprung loaded, or compressible clip may be incorporated along the external edge of the hatch or the mating edge of the external support. Alignment between the individual battery compartments of the vehicle and 9 their destination of the external support may be assisted and stabilised by grooves at right angles to the long axis of the vehicle (for side access), which match corresponding portions on the external support. The battery itself may have raised portions along its side that match the external support helping to prevent the battery falling sideways when the support is extended.

4. Facilitation of Sliding Removal and Insertion of Batteries The guides for the sliding of batteries may be made of low friction material such as the polymer polytetrafluoroethylene, PTFE, securely bonded to the underlying metal guide. Alternatively or in addition, the corresponding portion of the battery that slides along the guides may be coated with PTFE or the like. One advantage of only coating the contact surface on the battery housing would be ease of manufacture as rods forming an outer frame for the battery may be dipped in liquid PTFE more readily than securely bonding a strip of PTFE to the metal chassis. However a strip of material could be dipped in PTFE and the material bolted or screwed to the metal chassis. Another advantage of PTFE, or the like, being at least on the battery housing is that when the batteries are reconditioned the low friction runners on the housing may be relatively inexpensively replaced, an easier procedure than renewing the runners on the chassis, especially since they are relatively difficult to access in their long narrow cavity. The low friction supporting strips on the chassis and the inner surface of the hatch would be aligned with one another and also have the same spacing as similar low friction strips on any external support, trolley, rack or the like for transferring the batteries and recharging them. Static electricity may become a problem with sliding of the battery frame over the supports if low friction polymer coatings are used. This may be alleviated by using composite coatings which are slightly conductive, or by having some area of the contact which has metal to metal contact, for example at the edge of the strips - allowing localised earthing or at least redistribution of static electricity. These strips may form a dual function with the automatic switching of rotating roller supports as described above under "Rollers incorporated into the battery supports".

5. Waterproofing Waterproofing is addressed at several stages: The cavities in the lower portion of the chassis may have a sturdy waterproof door or hatch and base of vehicle chassis to enclose the battery, or batteries, and accessories. The battery hatch(s) may have waterproof seals at their edges to prevent water entering when the power portion of the vehicle goes through water. Techniques and materials similar to those used to seal the edge of vehicle doors may be used in this application. The whole line of battery sliding may be angulated slightly downwards as one moves away from the vehicle. This slope assists in drainage of water accidentally entering the battery compartment. This angulation needs to be 10 approximately the same as the line of the upper surface of external battery support and any final battery rack. Any projections assisting in the intersection of the various supports would need to be appropriately wedge shaped. In addition to a downward slope surfaces in line with the lower surface of the battery, one may have the lower surface of the vehicular battery cavity likewise sloping downwards and outwards. Waterproofing of materials with a series of non-corrosive coatings may be used to advantage in this application. These coatings may be combined with thermal insulation. The lower edge of the hatch may be waterproofed using he combined hinge sealing strip discussed above under "Hinged supports".

6. Electrical Insulation Drainage of water as discussed above is important for electrical insulation. Electrical insulation may be further assisted by having the insulated conducting connections to the individual batteries placed under convex-down orientated structural members of the main vehicle floor structure. These generally rectangular cross-sectioned channel like structural members, (discussed in detail elsewhere), are situated at the outer perimeter of the floor and along the along centre or spine of the vehicle, or at the periphery of the central axial air-cooling duct system. Likewise other electrical equipment, monitoring etc, and routing on the way to the central power relays etc and motor, may be under the convex down shielding of these structural members. There may be electrically insulating clips or restraints to contain the insulated conductors against the downward force of gravity, these clips being secured inside the channel-like member(s). These generally polymer clips may be placed inside the structural member either on the member's downwards facing surface, or on a sideways orientated surface that faces the direction of maximum ease of access for manufacture, maintenance and repair. These clips could be secured to the structural member with a lug which pushes into a small hole formed in the structural member, or by welding a small metal clip retainer inside the generally metal structural member. To assist in the waterproofing of these open channel structural member a close-fitting cover that seals the open aspect of the channel may be employed. This cover could cover either the length of member corresponding to row of batteries, or in multiple portions adjacent to each battery housing if a series of holes are formed in the otherwise solid metal member. The battery hatch(s) may be lockable with the latch being operated from either a site on the chassis near the hatch, and, or at the driver's console. In either case the battery hatch lock may be activated mechanically, electromechanically, and or via a separate function of the car's remote control locking device. 11

7. Battery Design. 7.A. Battery Terminal Protection The electrical contacts themselves may have waterproof and electrically insulating retractable covers. These covers may be sprung loaded to seal off the terminals whenever the battery is not in its vehicular or recharging housing. The covers could be held open by a projection on the housings or battery that pushes the covering open when the battery has nearly fully slid into the housings. This arrangement for discharging the batteries from terminal on the inner, or medial end of the battery may be reproduced similarly at the outer, or lateral end of the battery so that when the battery is removed onto the battery trolley for recharging, (as described elsewhere), it can engage with the recharging terminals immediately and does not need further handling to turn it around. This may be an isolating switch or diode, activated by the movement of the retractable terminal covers at each end of the battery so that the contacts for charging and discharging cannot both be alive and exposed. This is a safety feature although the total charge on each relatively small battery would probably be in the order of non-lethal charges, about 20 V for example. Simple sprung loaded telescopic electrically insulating shields, if deep enough and narrow enough to prohibit entry of a finger, may be deemed adequate to protect the motorist from accidental exposure to non-lethal voltage 7.B. Battery Casing Geometry There may be a slight tapering of the battery casing extending a maximum of half way along the battery length - but probably a quarter of the length would be adequate. This tapering at both ends of the battery assists in aligning and sliding the battery along its car and external support, and assisting in accurate alignment of the terminals with their contacts charging and discharging. This tapering would be matched by battery trolley as described elsewhere. There may be unequal lengths of tapering at each end of the battery to assist avoiding confusion between the charging and discharging ends of the battery. 7.C. Battery Handles The battery may equipped with handles ergonomically orientated for ease of lifting placed on either or both ends, and or, with side handles, and or, with a single central balanced handle. The battery cross section and orientation of terminal contacts should be asymmetrical such that the battery cannot be inserted back to front - similarly the battery may have a slightly tapered outer dimensions to dissuade attempts to accidentally insert it in wrong orientation. 7.D. Battery Plate Geometries and Heat Exchange The battery may include a bank of battery cells with a number of flat vertical parallel plates, or an array of horizontally disposed columns forming a hexagonal or square array - with rows placed either horizontal or diagonal. Lithium polymer batteries allow flat plates quite readily and have the advantage of smooth convective, and or, forced airflow with even heat exchange. Columnar batteries arrays have less smooth airflow but still adequate heat exchange. The battery plates cannot be expected to impart 12 structural integrity of the individual battery units, this must be provided by battery casing. The battery casing may be formed of mechanically and thermally robust and electrically insulating material such as fibreglass or high density polymer or the like. The vertical sides of the generally long narrow casing may be solid material so that the motorist cannot touch the metal battery plates or columns etc, and that the vertical airflow is contained. The upper and lower horizontal surfaces at least the portion directly adjacent to the plates or columns etc, may have holes formed in the casing to allow free vertical passage of air through the battery. These holes may be continuous or interrupted slots placed directly in line with the spaces between the battery cell array spaces. Multiple circular, elliptical or other shaped holes may be similarly employed. There may be a clearance between the long hollow portion of battery rigid battery casing described above and the metal battery cell array so that impact to the side of the casing is not transferred directly to the metal cells. There may be small areas of indirect contact between the long sides of the rigid casing and the metal cells by small pieces of impact vibration absorbing sponge-like materials that are also good electrical and thermal insulators. These may be slotted into, keyed or glued into the rigid casing exerting a small amount of pressure on the metal cell surfaces to prevent vibration and flexing of the metal cells without putting the cells at risk during more major impact. Primary supports for the cells are provided by the two end portions of the battery casing. These end pieces maintain separation of the plates. These ends also mount the connections to the terminals charge monitor sensors, visual displays etc and may be separable from the long narrow rigid hollow central battery housing. The ends may be made from several materials, the structural components may be of the same material as the long central portion, or at least with compatible thermal expansion, and just as robust. The ends may have slots or keys 7.E. Battery Plate Cleaning An other advantage of batteries with multiple vertical plates is that they may be easily cleaned by using a device consisting a handle at one end connected to a central member about the same width as the width across the multiple plates. At the end opposite to the handle this base is connected to a number of long parallel prongs, the prongs being at least as long as the vertical height of the battery plates. The number of prongs is one more than the number of battery plates, corresponding to the number of spaces between the battery casing and the plates themselves. The prongs may be covered with a soft brush or felt or sponge like substance suitable for gentle cleaning of the battery plates. Beneath the cleaning surface are the rigid or semi rigid prongs, made of metal, polymer, rubber or the like. The prongs may be hollow and have an array of small holes in their surface, the cavities of each prong being connected at the central base and may be continuous with a hollow cavity in the handle. The handle may incorporate s flexible bulb, either in the centre of the handle or at the end farthest or closest to the prongs. Alternatively a vacuum pump and dirt filter, that is, a vacuum cleaner may be attachable to the hollow handle. This porous surface under the cleaning surface has two functions: firstly when used under vacuum the cleaning surface may lift any 13 dust or dirt and the vacuum remove the dust and dirt through the customary pipes to a collecting filter. Secondly when the air in the prongs is under pressure it can be used top blow clean the felt like etc cleaning surface. This operation is best done away from the batteries so that airborne dust cannot re-contaminate the battery plates. Similar custom made cleaning devices may be constructed to clean the long narrow battery housings - single prong arrangements may be adequate for this purpose. The air-cooling ducts have a more complex shape having a curvature in two approximately orthogonal planes. A much more flexible prong(s) would be necessary, perhaps made of a hollow sponge-like material instead a hollow semi-rigid material. There may be corrugations orientated at right angles formed in the wall of the flexible prong(s) to encourage folding or bending in the two orthogonal planes. As the duct would usually be a relatively long and narrow rectangle the cleaning prong may actually tended to twist as it changes orientation. A cord of crimped tough reinforcing imbedded in and along the edges may help prevent tearing of the otherwise softer material.

8.A. Extra-Vehicular Battery Support (Battery Trolley) The battery housing may have a space under the lower of the battery housing, that is the surface in direct contact with the base of the battery casing. This space may allow the passage of a number of long narrow prongs under the length of the battery. These prongs are attached not to the chassis, but to a sturdy external battery support that can be moved up to the vehicle and slid or rolled into position to take the weight of the battery to assist in its removal. The extra-vehicular battery support gives a lighter vehicle than a vehicular battery support. The external battery support, or battery trolley, differs from prior art firstly in that it specifically mates with the outer edge of the battery hatch, and secondly that it has the option of the batteries loading directly into their recharging terminal contacts, in addition to further features described elsewhere. The prongs may be either solidly attached the external battery support and rely on movement of the whole device to perform their function, or the prongs may be themselves movable, sliding into position via a mechanical or electromechanical means. The prongs may be made to clip on and off the chassis so that there is no relative movement between chassis and external support during removal and reinsertion of the battery. The prongs may be made to elevate a very small amount when fully inserted so as to take the weight of the battery before it is retracted, by sliding, and or via rollers. The external supports may come in several sizes to accommodate exchange of either, one or more battery units at the same time. Proper alignment of the height of the external support edge that mates to the outer edge of the vehicles battery hatch may be addressed by he following measures: These prongs of the external battery support align with grooves or ridges or holes on the lower surface of the battery to prevent the battery becoming 14 unstable or falling during removal. Further assisting in stability would be lockable rollers on the external support. As the external battery support prongs approach their full insertion position a switching device on the chassis is encountered activating the disengagement of the locking device that secured the battery in position during normal operation of the car. 8.B. Combined Battery Re-Charging and Battery Trolley The battery trolley may combine battery transport and re-charging apparatus or may be merely a simple transport device. The combined transport and recharging trolley involves reduced handling of the battery, in a single movement one slides the battery off its vehicular support and directly onto its final recharging support. It engages directly with its recharging terminals that therefore ought to be separate from the discharge terminals, at the opposite end of the battery. However the mobile trolley generally fitted with rollers and individual recharging monitors and controls is heavier and more fragile than a mere transportation trolley. A combined transport and recharging trolley would need to be plugged into the recharging power source when it returns to its usual site and be moved around the vehicle. 8.C. Separate Battery Recharging and Battery Trolley The other simple transport trolley does not need the recharging terminal to be located at the opposite end to the discharging, thus allowing a single terminal covering safety mechanism. It also reduces risk of damage to fragile components due to repeated trundling around the motorist's garage. The most simple and probably most practical system would be a simple trolley with one row only, with enough space for the number of batteries contained in %, 1/3, % etc of the batteries of each side or rear or front end of the vehicle. For example if a vehicle had 10 batteries on each side, (5 under each of 2 side doors), and 5 at the rear - then one may use a battery trolley capable for receiving 5 batteries, and a full battery change would require the trolley to be moved 5 times back and forth between the vehicle and the recharging array. The inconvenience of this may be minimised by having more than one recharging rack, situated on either side, and or the rear, and or end of the vehicle depending on the size of the garage, and whether the vehicle is parked into the garage with front or rear end facing inwards. 8.D. Movable Rows for Battery Trolley, and or, Battery Re-Charging Shelf Both the combined and simple trolley systems can be arranged to have more than one row of batteries loaded. Several systems exist, generally finding fresh application in the proposed system. The may be an external trolley frame with rollers, wheel locks, height adjustments, etc. This external frame may support an internal frame that directly receives the batteries, this internal frame sliding up and down inside the external frame. The internal frame may have rectilinear spaces to receive a row or whole fraction of a row of batteries from their vehicle housing. The inner structure is held up by spring so that when empty its lowest row is at the same height as the vehicle battery 15 housing. When the first, lowest, row of the internal frame has been filled with batteries the upward force of the springs has been balanced by the weight of the batteries such that the internal frame will be able to lower the amount required for the next row of batteries to be adjacent to the vehicles battery housing. Although the forces would not be exactly matched they could be close enough so that a ratchet between the inner and outer frame may be manually released and a handle may be on the inner frame may be used to lower the inner frame gently. An alternative to a spring loaded balancing of the battery weight may be a combination of levers acting singly and centrally, or distributed and synchronised around balanced points of the inner frame. The levers could have several set stable lockable positions corresponding to the height of rows being adjacent to the vehicle battery housing. One could have a screw thread turning a nut fixed to the inner frame, (or visa versa), which when turned either manually or with a machine, raises and lowers the inner frame to the appropriate set heights. These screws could be distributed centrally or symmetrically arranged in a balanced manner around the inner frame, and synchronously turned either by another mechanically linked rotation - or via individual but synchronised engines. Alternatively one could use a system of cable, wire, cord, or chain that could be wound up and down elevating and lower the inner frame. Likewise this could act singly and centrally, or distributed symmetrically and in a balanced manner around the inner frame. Care must be taken to ensure that clearances between inner and outer frames cannot allow fingers to become accidentally jammed. The front face of the apparatus should be left open apart from the bottom and sides so that neither limb nor incompletely inserted battery can be accidentally guillotined against a horizontal surface. With the simple trolley the recharging array there may be a compact rectilinear array of shelves. These may be out variable heights analogous to the inner and outer frame with counterbalanced springs or weights, or may rely on the motorist lifting the battery and sliding it into recharging housing. If one uses for example a manual system ten recharging racks could house the long narrow batteries vertically or at an angle, as well as horizontally. The ergonomic advantage of horizontal orientation is that the batteries remain horizontal during the whole process. Such an arrangement may be used with the combined recharging but would involve a length of loose cable from the outer frame to the inner frame allowing full range of movement of the inner framework.

9. A. Combined Vehicle Chassis Floor and Battery Housing The spaces for the prongs on an extra-vehicular battery support mentioned above necessitate some space between the battery and the lowest portion of the floor of the chassis. Such an enclosed space also helps serve the need of a continuous floor for water-proofing as alluded to elsewhere, and providing 16 cavities for batteries in the lower portion of the chassis mentioned above. The spaces between the batteries allowing sliding in and out without fouling and retaining walls between batteries can serve a dual structural purpose. Such space for the batteries may be constructed using a single sheet of pressed metal, fibreglass, carbon fibre composite, or other suitable material, formed into a corrugated sheet which is secured between two other sheet-like members - the upper and lower surface forming a sturdy three dimensional floor compartment or base of the vehicle. The three-dimensional hollow cell like structure of the vehicle floor would be very sturdy and relatively light. Structural integrity of the battery housing even in motor vehicle collisions is particularly important safety and regulatory compliance issue. This is especially true with Lithium ion batteries that present a major fire safety hazard if bent or buckled during an accident. If due to impact the cathode and anode plates and distorted and come into closer than usual proximity they may form a short circuit and rapidly discharge the Lithium battery's high energy capacity in a localised region. This may result in uncontrollable high temperature combustion of their flammable organic solvents, vented as flame. This particular safety risk may be reduced by the two levels of damage limitation, firstly the special designed chassis which has spaces between the chassis and battery plates, and secondly the removable battery housing being sturdy and also having spaces between nearby solid member and the plates. However removing the battery for recharging and replacing will introduce an opportunity for damage due to handling by the motorist. The other complexities of Lithium ion batteries to avoiding overcharge and limiting overly discharging them require special circuits for individual cells and although they may be feasible introduce more opportunity for failure in a large multi cell system such as a motor vehicle. Several possibilities for this combined chassis floor and battery housing structure exist: There are typically 3 layers in a sheet metal style fabrication. As the principles of the upper and lower layers are similar these will be discussed together before the middle layer. Other styles are then discussed. 9.B. Upper and Lower Layers of Combined Structure The upper and lower layer may be of pressed or otherwise formed sheet metal, typically steel or aluminium alloy etc, or polymer, fibreglass, carbon fibre composite, etc. This sheet may have its outer edge rolled or bent or otherwise formed into a channel shape. This channel may be open in part, allowing access to components passing through the channel, or it may be fully inclosed by further folding or bending being secured with electric welding or other equivalent, means. There may be ridges in the sheet parallel to the longitudinal axis of the vehicle, pressed or otherwise formed in this lower layer imparting directional rigidity. Rigidity at right angles to this direction is provided by the deep corrugations that form the middle layer. 17 9.C. Middle Layer of Combined Structure The middle layer may have deep corrugations pressed, folded or otherwise formed sheet metal, typically steel or aluminium alloy, polymer, fibreglass or carbon fibre composite etc. The ridges or corrugations run at right angles to the longitudinal axis of the car, allowing the long narrow batteries to slide in from the side of the vehicle into the spaces formed by the corrugations. The peaks of the corrugations are generally flat and relatively narrow, and the troughs of the corrugations are generally flat and relatively broad. The horizontal portions, that is, the generally flat peaks and troughs, are shaped to be easily secured to the corresponding upper and lower layers of the combined battery housing and vehicle chassis floor which is generally flat. The three layers may thus be secured using welding, electric seam or electric spot welding, friction welding, inductive welding, or via bolts screws, glues, resins, and the like depending on the materials used. The sloping portions of the corrugations may be either vertical, or have a steep slope, or be a combination of both. There may also be ridges formed by folding, pressing etc in these vertical or near vertical portions, such ridges may be used to support the lower edge of the battery as it slides in and out of its housing, and simultaneously allow a clearance between the battery and the upper and lower layers of the combined battery housing and chassis floor. The sheet of flat material used for the middle layer may have its outer edge which parallel to the longitudinal axis of the vehicle, flared by pressing, or folded, then welded or brazed etc, such that it closes off the narrow space between each of the individual battery housings, to assist in waterproofing and dust proofing and making air tight this space. The inner aspect of this narrow space between the batteries may be flared, pressed, bent etc in the opposite direction, in other words towards the relatively large corrugation, so that there is some material to conveniently attach to the central ducting channel if used, (see discussion elsewhere), or to mount the battery discharge terminals, connectors and other electrical components in this more central, less impact prone location. Alternatively there may be a combination of the direction of flaring covering both the narrow section between batteries and providing support for centrally located components adjacent to the batteries. The extra sheet material for this design may be allowed for by providing alternating shapes of the appropriate size, adjacent to the material destined for the near-vertical portions in the initial cutting out or stamping of the sheet material. Alternatively one may simply use an extra sheet of vertical material running parallel to the longitudinal axis of the vehicle and secured to the inner or outer edge of the corrugations. On the inner aspect this may form part of the central ducting for air-cooling etc as is discussed elsewhere. As an alternative to layered sheet construction one may use a framework of more robust materials such as tubular steel, aluminium alloy, titanium, etc. The structural members of this framework are distributed along, and or, around the edges of the overall shape of the combined battery housing and vehicle floor chassis. Between this structure lighter weight sheet materials 18 may be securely attached using techniques appropriate to the securing of the types of material chosen. The various layers may incorporate additional special materials for thermal and or, electrical insulation, vibration and impact protection. A machine for mass production of these floor structures will be outlined later after discussion of air cooling ducting systems which may incorporated with the above floor structure.

10. Safety and Security A locking device that secures the battery when engaged with its electrical contacts in the internal regions of the battery compartment may be constructed. This locking device may be either operated manually once or automatically the hatch is formally opened with a key - but not if forced open. This may be in additionally or alternative to the aforesaid locking device de activated by the full insertion of the prongs of the external battery support. A visual indicator of the various amounts of charge in each of the replaceable battery units in each of the numbered battery bays may be displayed at the drivers console, and, or at the battery bay - either external to the hatch and, or, behind the hatch. The motorist is thus able to judge which of his set of batteries most needs charging. Optimal discharge of batteries may be assisted by a visual display of the optimal sequence as determined by an algorithm with inputs of the state of charge of each battery. This is a fresh application in the proposed system of similar existing technology that automatically preferentially discharges fully one or a portion of a set of batteries before commencing another portion if the power loads allows.

11. System Monitoring and Electrical Circuit Routing A remote monitoring and, or, control device which allows transmission of the charge status of each of the batteries in process of being recharged and, or already in the vehicle. This would assist in the alerting the motorist to the occasional need to use the main power grid power for recharging batteries, while there is still time to charge batteries before daily commuting etc. This monitoring and control device may be either hand held or fixed, and data transmitted either by short range electromagnetic signal or via direct electrical connection. In the event of a motor vehicle collision in order to protect the fragile electronic components on the vehicle these components may be located towards the centre of the vehicle, near to its longitudinal axis or just adjacent to the central cooling air duct, or located at main central processing unit near the engine and its controls. The peripherally located battery monitors etc have connectors which may be routed towards the longitudinal axis of the vehicle along the channel sections at the outer edge of the upper or lower layers of the combined chassis floor and battery housing, and or, along the narrow spaces between the tall corrugations of the middle layer of the combined chassis floor and battery housing. Next the connectors may be routed more centrally along the channel formed along the edge of the central air cooling 19 duct, the channel being covered with a removable close fitting cover secured by a press fit, lugs, clips, screws and the like. Only the relatively inexpensive visual displays are necessarily located at the outer edge of the combined chassis floor and battery housing

12.Battery Temperature Control 12.A. Air-Cooling Numerous batteries supported by housings with spaces in between allow free circulation of air. This assists in maintaining optimal temperature of the batteries is assisted firstly by the large number of individual batteries, and secondly Several methods of battery cooling may be considered. Note that much of the prior art was before the advent of Lithium ion batteries that have such a current density that cooling must be specifically considered. There are several advantage of air-cooling over liquid cooling in our overall approach that are not true for other approaches. There is no need for connection and reconnection of fluid filled hoses when the battery is entirely removed from the vehicle for recharging. The heat generated when the battery is being slowly recharged with the direct solar power etc, is not hot enough to need more than the air circulating by unaided convection. One needs to be very cautious with the use of fluids with their inevitable spillage, possible corrosion, and possible short-circuiting or electrocution, especially if water or other conductive fluids are used. Air's ubiquity avoids the whole aspect of checking and topping up cooling fluid with dire consequences if maintenance is neglected for long. Cooling fluids always need active circulation, which is an energy drain, whereas often air-cooling does not drain energy. However fluid cooled batteries could still be constructed within the scope of the present system. Air cooled batteries ideally have air spaces incorporated into the battery design - in general a series of parallel vertical plates, (or matrix of columns etc), with spaces between them. Details of this are discussed elsewhere. Passive air spaces means that some battery volume is sacrificed, but the weight is not sacrificed at all. In the past space considerations have often worked against using plates with air spaces. However the greater availability of space in the present approach - using most of the lower portion of the vehicle avoids this problem. The critical issue is battery weight not battery volume, and battery weight is largely addressed by using Lithium ion batteries or the like. Distributing the Lithium batteries over a large area merely helps to address the problem of battery heating at high performance. As well as passive convection air cooled batteries may be actively cooled, with a fan giving increased airflow, and or, a cooling device lowering the temperature of the ambient air. In practice given the wide variety of ambient conditions for many vehicles, and given that there is usually some energy expenditure involved in both types of cooling methods, one would want a system which can uses either increased air flow, decrease air temperature or both. 20 The power to weight benefit of cooling devices is very important, especially with electric vehicles that tend to have limited power for auxiliaries. The most energy efficient solution would be simple evaporative cooling using capillary action since it uses no extra electrical energy at all. The weight of water required for typical daily commuting would probably be about 0.2 kg. Since the motorist is already gladly performing the daily routine of changing the batteries charged with free solar power, it would be a small additional imposition to top up the daily cooling water. It compares very favourably with the alternatives of a closed fluid system with radiator and fan, or refrigeration heat pump with its compressor, expansion valve, evaporator and refrigerant working fluid. Both these alternatives are major drains on energy, entail considerable weight, and have more likelihood of malfunction of a critical function. 12.B. Battery Geometry and Air Cooling Spaces between the batteries for air-cooling may be coupled with spaces between the plates of the individual batteries. If a battery is made from a stack of parallel plates orientated vertically then convection of the air will help cool the batteries very effectively from a weight efficiency perspective. Providing uniform air-cooling of such an array of batteries in this particular setting is a worthy problem to solve. This vertical draft of air due to convection may be assisted by a forced draft, either from a funnel like duct with intake being due to the movement of the vehicle through the air of the environment outside he vehicle, or and, with the help of a fan or other form of rotary air pump. The final exit may be aerodynamically contoured to take advantage of the venturi effect. An alternative to vertical air draft, which generally requires ducting to take two bends, as described below, one may have ducting which directs air laterally, still requiring battery as described above but requiring the medial end particularly, but also possibly the lateral end of the batteries to have numerous spaces allowing air to pass. The central portion of the battery ends would otherwise contain the battery terminals, handles, etc, which therefore would need to be located around the edges of the battery ends. 12.C. Air Ducting There are two main approaches to ducting systems in this setting: A single central duct with branching directed laterally, or two side ducts with branching directed medially, or a combination of both. With all these the amount of cooling air must be proportioned evenly to each battery housing, allowing for the gradual drop in pressure over the whole of the ducting system and the loss of energy in the air flow due to friction with the conduit walls and air viscosity. Aerodynamic contours are maximising structural and weight considerations and ease of manufacture also are to be considered. The best solution to the problem is disclosed with respect to a single central duct down the long axis of the vehicle with flow from front to rear utilising the flow through ventilation of the forward moving vehicle. The other main medially directed or combined options mentioned above may be generalised by one skilled in the art. 21 The lateral dimension of the central duct may be divided into the number of generally equal sized batteries that are available for use. Let N be the number of batteries on each side of the vehicle and M be number of batteries accessible under the rear bumper, (for simplicity ignoring the possibility of batteries accessible form under the front bumper). The total number of batteries is 2N+M, in practice from about 10 to 30 in all. The approximately rectangular duct has aerodynamically curved partitions that are straight in the vertical cross section and curved in horizontal cross section. If the central duct from the front of the battery array to the beginning of the rear battery is 1.5m long, 0.25m wide, and 0.2m high, (for example) then about every 1.5/N metres the central duct dimensions is symmetrically reduced by about 0.25/(2N+M). Each of the side access batteries has a section of curved partition that enters slightly from the side slightly ahead of the battery it is cooling and curves its respective slice of the air flow through right angles and also directs it aerodynamically towards the lower portion of the chassis floor, that is, under its respective battery. Each of the side access batteries has a curved partition directing air towards it, overlapping the one in front of it, giving good structural integrity and low weight. In the example above the duct entry to individual battery compartments example would be tall and narrow, 0.2m high and 0.01 m wide if there were 25 (2N+M). As the duct curves in a lateral direction this dimension would broaden out to a duct of 0.2m high and about 0.1 5m wide for a typical battery width. This duct would be curved downwards for its air to come under the battery. In our example the dimensions of individual duct when it first enters under the battery may have smoothly changed to 0.03m high and 0.1 5m wide. In order to distribute the air uniformly along the whole length of the battery, the air below the battery may be divided in a similar manner to the air division in the main central duct. In our example a division into three stages, for example, would result in a duct of 0.01m high and 0.15m wide opening smoothly into an area of 0.15m long x 0.2m wide if each battery was 0.15m wide and 0.6m long for example. [3 x 0.2m =0.6m]. After heat exchange with the battery the upward vertical airflow may be collected by a single exit duct for each battery housing or by a subdivided duct similar to those described above. This exiting air-flow may be directed either inwards, and or outwards before exiting the vehicle. The multiple exit ducts may join into one duct laterally, which may be formed by the large hollow section of sheet metal or hollow structural member as is customary with modem vehicle manufacture. Thus the final exit point may be towards the end most point of the main later hollow structural member. It exit this is aerodynamically placed at a low pressure region formed at the tail end of the moving vehicle one may take advantage of this pressure gradient in assisting overall airflow. The final exit may be as high as possible to prevent water entering the cooling system if the vehicle passes through deep water. The may also be a peak(s) in the ducting contour followed by a trough(s) to prevent accidental water entry from flowing into the critical housing area. The peak in the main lateral hollow member as it curves over the rear axel may form part of this arrangement. A lightly sprung and or gravity assisted light 22 valve-like flap may be inserted in the distal common ducting that only allows efflux not reflux of air. Finally there may be a grill with downwardly and or upwardly angled horizontal elements to help prevent rain or road splash entry. An alternative to an upward draft of air is a horizontal air draft. This direction of air flow would require more energy input from fan etc since there would be little assistance from convection due to the heating of the air as it traverses upwards in the vertical upward airflow. However with horizontal air flows the vertical space potentially gained not having ducting entering under the battery and ducting exiting above the housing may be considered an acceptable trade-off with a lower overall vehicle overall and increased aerodynamic efficiency. In a horizontal airflow arrangement the airflow is directed from the central duct into the relatively narrow space between the corrugations of the middle layer of the combined battery housing vehicle floor structure. These spaces may be somewhat broader than the vertical upward airflow to allow for both entry and exit of air from the battery housings. There are two general arrangements with horizontal flow: Firstly, the spaces may be divided into two by a partition orientated at right angles to the longitudinal axis of the vehicle. The entry duct would be slightly smaller in cross-section than the exit duct to assist in a negative pressure gradient to encourage airflow and allow for expansion of air as it underwent heat exchange with the battery plates. The air may enter all these entry ducts then be subdivided and redirected severally along the longitudinal axis of the vehicle, that is across the battery plates, so that equal portions of the long narrow battery receive equal amounts of air cooling. The battery plates may be orientated approximately horizontally to encourage effective heat exchange with a horizontal airflow. The airflow would exit the battery housing along similarly subdivided ducting either in an outward direction, and or inward direction similar to the paths described for air-cooling with upward vertical air flow. Secondly, the relatively narrow spaces between the corrugations may be alternately devoted to either air entry or air exit. Each entry duct may have its airflow subdivided severally in two directions - forward and aft. This does away with partition of each of the spaces as mentioned just above. The alternate spaces between corrugations are devoted to exiting airflow and thus may be slightly larger to accommodate for air expansion after heat exchange with the battery, and to assist in a negative gradient for airflow. Likewise these alternate air exit ducts may likewise be finally be directed inwards and or outwards as described above. 12. D. Ducting Flow Equalisation Adjustment In all the above discussion and examples the dimensions of ducting should be considered the average dimensions since the drop in pressure along the length of the duct, the viscosity of air, and friction with duct walls all result in the ducts furthest from the source needing larger orifices in order to have the same total air flow as the orifices closer to the source. The fine adjustment of these dimensions would best be determined empirically using a range of typical airflows, pressures and temperature. Furthermore it may be wise to have a small bendable lip at the entry of each ducting diversion which could be bent to change the cross section slightly to equalise or otherwise fine-tune 23 air flow, either at the end of manufacture, or during maintenance, or repair. This could be accomplished by having a small lip protruding beyond the sheet metal flange that is secured to the upper and lower surfaces of the vehicle floor structure, and or a small horizontal in the edge of the vertical duct entry wall, allowing ease of bending. An apparatus for assisting in adjustment of the leading edge or lip mentioned above may be constructed for use either in the initial manufacture or later maintenance or repair. This apparatus may consist of a set of equal size and shaped cross section conduits that can connect in an airtight manner to the outlet ports of the air leaving each individual battery housing. Within each portion of conduit is an air temperature sampling monitor(s), and or, air pressure air flow meter(s). These measuring devices are inset into the wall of the conduit as much as possible so as to mimic the natural air dynamics as much as possible. The monitoring devices may be a permanent fixture but probably only the temperature monitoring is worth incorporating into a permanent fixture. Conveniently, temperature is probably the most critical safety function and temperature transducers are the lightest, least obtrusive and robust of the three properties that may be practically monitored. Flow and pressure are not likely to vary once the structure geometry has been fine-tuned. The full non permanent monitoring would require removable tubes placed equally just after the individual battery and before the generally convergent ducting before exhausting. This means that the air dynamics of the full ducting system are including in the monitoring. An appropriate place for such an insert may be where individual ducts may leave the battery housing and pass along the upper edge of the central axial duct space. It would thus be accessible for a mechanic but away from merely curious motorists. Alternatively a more lateral position may be adopted if airflow is directed laterally after leaving individual battery housings. There may be allowed a small space of about at least a few cm of width between the upper outer edge of the battery housing before the final outer edge of the vehicle chassis. This small surface is part of the lower edge of the duct exiting from the battery and would generally be horizontal. This surface may have a removable section capable of an airtight seal and thus capable of having a same sized complex monitoring device pressed or otherwise inserted into the same removable section or hole. The permanent monitors, at least temperature may be just inside the edge of the hole, being accessible for maintenance and installation. The purpose of complex monitoring is to equalise the airflows and thus temperature exchange in all the individual battery housings. As changing the leading edge of one individual duct entry port generally affects the adjacent duct as well it may be necessary to derive an iterative algorithm that starts with the measured total airflow and the usual geometry that results in equal airflow. If an individual cell has unequal airflow the algorithm may be used to estimate the adjustments to up to all the leading duct edges in order to equalise flows. Having made this adjustment the process is repeated in an iterative manner. As well as adjusting the leading edges of ducts one may 24 adjust individual flows by applying constrictions to air flow at some point along the conduits, however this results in decreased airflow overall and this inefficient se of energy. It is best to optimise by equalising "up" rather than "down".

13. Battery Temperature Control: Battery Heating If one uses Lithium-polymer batteries the ducting system described above may be adapted to become a battery heating system. Lithium polymer battery are less prone to the rare but real flame hazard of Lithium ion organic solvent batteries, and have more versatile shapes including large flat surfaces which would be advantageous in the present system. However current Lithium polymer batteries have improved battery discharge if the battery is at about 60 degrees Celsius because the gelled or solid polymer electrolyte is more conductive at this temperature. In a battery heating system using air as the heat transfer fluid medium the geometry of the air flow and ducts is similar to the cooling system air described above - except that the warm air enter the battery housing from above - utilising the principle that hotter air is less dense than cooler air. Cooler air may leave the bottom of the battery housing via a duct typically at the battery housing's outer edge if discharging into the environment, or at an inner edge if the still slightly warm air is for recycling and thus conserving heat. Careful thermal insulation around the batteries and air ducts would minimise the amount of heat required to maintain the batteries at optimal operating temperature as determined by thermostatic sensors in the batteries and control of the heat source and air flow. Good insulation including light-weight reflective coating and films, fibreglass wool, aero-gels etc, also assist in maintain comfortable temperatures for the passengers seated directly above in a typical arrangement. The air may be heated by a combination of weight efficient methods: Firstly one may reclaim some heat generated by the vehicle's main electric motor filtered fresh air may be ducted through the hot components of the motor and passed directly to additional heating if required, or directly to the batteries depending on the thermostat. Alternatively one may use a closed system of recycled clean air or other suitable non-oxidising gas in contact with the motor, and use a heat exchanger to transfer this heat to fresh, or recycled air that is in contact with the batteries. Alternatively one may have a closed liquid cooled engine that transfers the heat via a heat exchanger to freshly filtered or clean recycled air. Using a heat exchanger between the engine and warming air allows one fully cool the engine as a priority and vary the airflow through the exchanger as a secondary function. Varying airflow rates on the air warming side can adjust the air temperature through a considerable range as determined by thermostatic requirements. On first starting the main electric engine, and possibly at some other occasions, the engine would not generate sufficient heat for adequate Lithium polymer battery functioning and an additional weight and power efficient, intermittent heating source may be utilised. This may consist of combinations of either the vehicles main battery energy, (although this is a very weight inefficient way to generate heat), and or, burning a small amount of environmentally friendly fuel such as ethanol, butanol, methane, hydrogen etc. 25 These combustion based energy source would require a small amount of electrical energy to light the flame with a spark or hot filament, and additional fuel gauges, pumps and controls which since they would be quite small in scale would not be prohibitive in cost or an energy drain on the limited main battery power. The flame would heat a heat exchanger in the airflow at a point between the engine and before branching of the common duct to individual battery housings. In all these arrangements the air would need to be filtered usually prior to heating in order to keep any heat exchangers involved as clean as possible to maintain their longevity and efficiency.

14. Combined Ducting and Fire Safety System The ducting system as described above may perform further safety functions. In the event of a battery fire, as may rarely happen especially if Lithium ion batteries are used, such a fire may be rapidly quenched using a canister of air bourn or gaseous fire-retardant rapidly released into the forced air-cooling ducting at a point proximal to the sub-division into individual battery housings. The fire retardant may not necessarily contain chemicals that damage the battery plates. A non-toxic, non- combustible gas such as nitrogen, or a noble gas may be used in a pressurised canister placed just after the fan. If the battery overheating were due to fan failure the released gas would still flow through the relevant ducting without a fan. Rapidly expanding gas also conveniently lowers its temperature potentially assisting cooling the battery housings. The canister release could be activated not only during a battery overheating malfunction, but also be triggered movement sensor activated by a change in inertia typical of the impact in a motor vehicle accident. Such collisions would put batteries at risk of bending or buckling and starting fires. If deemed wise the release of the canister may be linked to either selective or total isolation of batteries from the main circuit, a feature which could also be actively over-ridden if the motorist needs to attempt top move the vehicle in an emergency after an accident despite the battery risk involved. Further responses to individual battery temperature rises as detected either by temperature sensors in the battery plates or via air exiting the housing may include selective removal of the overly hot battery unit from the circuit. If the faulty battery is no longer discharging it will probably begin to cool down and not significantly damage itself. However such an event should not be ignored and the motorist should receive a general battery fault notification on the driver console, with the particular battery number also being indicated. It may be wise to have that battery remain inoperable despite cooling down to a safe level, until checked by a qualified technician. A further response to battery overheating alert would be the automatic full activation of the air-cooling mechanisms as described above. One may construct a mechanism to selectively increase air flow to an individual housing not by altering the geometry of the leading edge but by removing a partial constriction most likely a electrically activated sprung-loaded or electromagnetically operated flap(s) placed somewhere in the individually subdivided ducts. This would add to the air-resistance during normal functioning, and hence is energy inefficient, but would provide rapid and direct addressing of a potentially serious safety issue. 26

15. Machine for Production of Ducting and Combined Vehicle Floor Battery Housing Structure A machine may be made for the construction of the combined vehicle chassis floor and battery housing out of sheet metal. The machine may be part of the customary assembly line with robotically controlled movement of materials. As customary the sheet metal components may be formed by pressing of sheet metal into the desired shape of each of the three component layers. The claim addresses the problem of the design of an apparatus to perform in one setting, all the welding of the unusual geometry of the three-layered chassis floor and the multiple ducting as discussed in previous claims. The claimed apparatus has robotic arms with special welding heads on the ends of the arm that have an arc-like insert that moves in a corresponding arc like groove or curved hole at the end of the arm. The arm allows the curved insert to retract fully into the arm and even retract beyond the portion of the arm closest to its mounting, projecting into the space of the narrow battery housing, but not impinging on the wall of the housing. When inserting the arm into the narrow battery housing from the outside of the vehicle, the curved insert would have equal amounts of the curved portion projecting beyond one side of the arm. This allows maximal length of the curved insert, and maximum length of its curved travel, and furthermore when the curved portion has been fully extended leave room in the battery housing to allow the arm to traverse a short distance along the longitudinal axis of the vehicle. This would longitudinal weld continuous with the curved weld and continuous with the long weld at right angle as well give greater structural strength and air tightness to the whole structure. As implied above the same welding tip begins its movement from the outside of the long narrow battery housing in a direction at right angles to the long axis of the vehicle until the straight portion is complete, the arm then remains stationary as the curved tip is moved in its groove by a small gear meshing with an arc of corresponding gear teeth which are formed in the curved insert. When the curve weld is complete the curved insert remains still within the arm and the arm moves laterally, in a direction generally in line with the long axis of the vehicle, generally towards the front. On completion the arm and insert are retracted along the same path, either passively with welding ceased or actively giving a second run of welding, either to reinforce the two layers just joined (eg lower and middle), or to complete the weld of the other two layers (eg middle and upper). In the later circumstances there may be two welding tips, one at the distal top surface of the curved insert, and the other at the lower surface. The tips designed with switches such that only one tip is active at a time. Alternatively a single tip may be used which is rotated into the two different positions as appropriate. The symmetry of the ducting system requires either two robotic arms approaching from both sides of the vehicle or turning the vehicle over after one side is complete - the former arrangement is probably preferable. Likewise if one employs longitudinally orientated rear and or front vehicle access for battery housings the one may employ a robotic separate arm approaching from these directions. A row of separate robotic arms may be utilised but this arrangement may be overly cramped compared to a single 27 arm at each side of the vehicle, the arm moving along a track performing the weld of each housing in turn. The generally three layered structure may have its preformed, generally pressed sheets delivered to the assembly machine beginning with the lower layer fitting neatly into a receiving support, then middle, then upper layers. Supports and guides for the middle layer may approach from the side, having grooves corresponding to the deep corrugations etc. Finally the upper layer may be lowered, guided and clamped from above at points away from the specific welding sites. When held in position welding may proceed.

16. Integrated Solar Panels, Recharging Modes - Off Vehicle and On Vehicle The above claims may be integrated into an electrically and mechanically compatible system of solar panels, multiple battery charging housings, battery extraction devices, allowing easy manoeuvring of replaceable rechargeable batteries of a low enough weight for all motorists to change. Other sources of electricity generation may be similarly substituted for the solar panels. These include the usually intermittent sources such as wave or wind power that are also ideally suited for the rapid battery exchange system. These are existing technologies used in an overall new plant system. The large solar panels may have a may have a different appearance depending on the orientation or type of their subunits, or may have a frame or setting that can be altered in its visual appearance. Thus the solar panels themselves may serve a double purpose of advertising the manufacturer of the integrated solar recharging system, advertising some other entity, or displaying some other visual function, or be decorative or aesthetic in its own right. Hail damage and high speed wind driven debris may be expected to increase with the greater amount of energy in weather systems due to global warming. Measures to protect photovoltaic panels may be incorporated into the domestically located solar electric vehicle system described above. These measures are generally existing concepts but finding fresh application the proposed system. Impact sensors set to detect impacts characteristic of hail may be installed in or on the framework of the panels or solar panel surface themselves. However this approach may be too late to avoid hail damage. Earlier warnings of hail danger may be indicated by thermal sensors detecting a sudden relative decrease, or fall below an absolute temperatures indicative of hail. Moisture or frank water sensors may be used to trigger protective measures. High wind velocities may also be used to trigger protective measures. In addition to automatic sensors activation remote control electromagnetic or direct electric connection, for example telephone etc, may be used to initiate and terminate protective measures. These remote approaches may be operated either by the individual owners or operators of the panels, or some other weather alerting or forecasting government or commercial entities. 28 There are a variety of protective measures for solar panels again generally existing concepts freshly applied in the presently proposed system. For fixed panels there may be a fixed protective layer of heat and light transparent robust material applied over or on the fragile solar voltaic panel. A non permanent a protective layer, not necessarily transparent, may be rolled or made as a concertina, and quickly unrolled or drawn over the panels. For sun tracking mobile panels one may rotate the solar panel, or parts thereof, to face downwards leaving a more robust back surface exposed to the elements.

17. Backup Systems for Low Solar Power Generation and Emergencies For days when the solar generated power is inadequate due to very cloudy weather, and for occasions when the range of the vehicle needs to be extended, or when some of the battery malfunction and the motorist is stranded, then a variety of backup power sources may be included within the overall system. These are generally existing concepts but finding fresh application within the new system or plant being proposed. They can be divided between mobile and stationary sources. Among the mobile sources are lightweight thin film photovoltaic panels fixed to upper surfaces of the chassis or deployable when the vehicle is stationary, a small light bio-fuel burning internal or external combustion engine driven generator to recharge the onboard batteries, or a hand operated generator to recharge batteries - as a last resort. These onboard mechanical rechargers may use the regenerative braking system connected to via a simple dog clutch or in the case of the manual crank handle by a gear swung into position on a stationary engine without any clutch. The stationary sources include the main electric power grid despite its all too often green house gas generation, intermittent environmentally responsible sources such as wave or wind power, or bio-fuel internal or external combustion engine or bio-mass external combustion engines driving electric an generator. Anticipated longer range battery power may be allowed for by taking on board extra charged batteries that may be stored in a weight efficient convenient manner at the side of the rear luggage or engine compartment, not under the luggage. These spare batteries do not require the extra weight of monitoring and connecting of actively used batteries. If a particular design of rechargeable battery becomes widespread then commercial service stations with certified charged exchange batteries may be available around major and between major cities. Likewise if a particular technology becomes widespread rapid high current recharges done with professional expertise and heavy duty safe equipment may be done at commercial service stations while the motorist waits - without exchanging the motorist's own battery. These existing concepts find fresh application in the proposed system due to the convenience of battery handling by the average motorist.

18. Kits for Providing Extra Battery Space on Existing Electric Vehicles Kits for modifying existing electric vehicles may be constructed using several approaches. Firstly with particularly high road clearance one may have a combined chassis floor battery housing fitted securely below the existing chassis floor or rear luggage area. Secondly one may convert the sides of the luggage access into battery housings, either horizontal, angled or vertical 29 depending on the vehicle design. By using the full height of both sides of the luggage compartment there is balancing of battery weight while preserving some central immediately accessible luggage space. Thirdly and less practically, with vehicles having very high headroom in the driver or passenger cabin one may have kits which use the space underfoot and under the seats. This involves refitting with modified seats. Batteries may be housed only under-seat and not underfoot. Using rear foot-room but not front passenger foot-room may be an acceptable compromise. There would still be need for a battery hatch albeit less robust than discussed above since the vehicle doors perform that function. Including air cooling and ducting would be require vents in and out of the passenger compartment. Kits for modifying existing hybrid vehicle makes and models incorporating the claims listed above may be constructed. The kits may be considered as part of the general method and machines of manufacture of the major components and will be discussed after specialised mass production automated assembly line methods that would be used for both standard vehicle and modification Errol Smith, Provisional application, 2 Feb 2007. Revised application, 1 Feb 2008 30