I Light-weight, Mass-producible, Combined Chassis, Battery 2 Housing, Cooling System Structure for Solar Electric Vehicle 3 Title and Contents p.1 4 Introduction 2 5 Prior Art 3 6 Detailed Description Including Improvements on Prior Art 10 7 1. Retractable Supports for Utilising Underfloor Space for Batteries 10 8 2. Batteries of about 1 to 2 kg each 10 9 3. Combined Battery Hatch and Battery Support 11 10 3.A. Hinged Supports 11 11 3.B. Sliding Supports 13 12 3.C. Rollers Incorporated into the Battery Supports 14 13 - Passive and Active rollers 14 3.D. Abutments at the Edge of Battery Hatches 15 15 3.E. Intersection of Vehicular (Hatch) and 16 Extra-Vehicular Supports (Battery Trolley) 16 17 4. Facilitating Sliding Removal and Insertion of Batteries 16 18 5. Waterproofing 17 19 6. Electrical Insulation 17 20 7. Battery Design 17 21 7.A. Battery Terminal Protection 17 22 7.B. Battery Casing Geometry 18 23 7.C. Battery Handles 18 24 7.D. Battery Plate Geometries and Heat Exchange 19 25 7.E. Battery Plate Cleaning 19 26 8.A. Extra-Vehicular Battery Support 20 27 8.B. Combined Battery Re-Charging and Battery Trolley 21 28 8.C. Separate Battery Recharging and Battery Trolley 21 29 8.D. Movable Rows for Battery Trolley, and or, Battery Re-Charging Shelf 22 30 9.A. Combined Vehicle Chassis Floor and Battery Housing 23 31 9.B. Upper and Lower Layers of Combined Structure 24 32 9.C. Middle Layer of Combined Structure 24 33 10. Safety and Security 25 34 11. System Monitoring and Electrical Circuit Routing 25 35 12.A. Battery Temperature Control: Air-Cooling 26 36 12.B. Battery Geometry and Air Cooling 27 37 12.C. Air Ducting 28 38 12.D. Ducting Flow Equalisation Adjustment 30 39 13. Battery Temperature Control: Battery Heating 31 40 14. Combined Ducting and Fire Safety System 32 41 15. Machine for Production of Ducting and Combined Vehicle Floor 42 - Battery Housing Structure 33 43 16. Integrated Solar Panels, Recharging Modes, Off Vehicle & On Vehicle 34 44 17. Backup Systems for Low Solar Power Generation and Emergencies 35 45 18. Kits for Providing Extra Battery Space on Existing Electric Vehicles 36 46 19. An Outstanding Problem & Integrated Solution Claimed as Novel & Inventive 47 48 Claims 37 49 Drawings 40-44 50 Abstract 2 1 Introduction 2 The major environmental problem with present "plug-in" electric motor 3 vehicles is that charging the batteries from the main electric power grid 4 usually involves significant production of green house gases since the large 5 electric power generation stations often still burn coal to generate electricity. 6 This may in future be partly mitigated by use of "clean-coal" technology and the 7 gradual introduction over several decades of other more environmentally 8 responsible electricity generation by the large power grids. However there is a 9 need for a rapid introduction of technology that can give genuinely 10 environmentally responsible, zero C02 emissions motoring to the ordinary II citizen now. Since my initial patent application in 2008, a concise explanation 12 and documentation of this problem, at least for the US, has been published by 13 Michael Moyer, "The Dirty Truth about Plug-in Hybrids - How green is that car? 14 Depends on where you plug it in", Scientific American, July 2010. 15 16 How can one bring about these urgent changes without building major new 17 energy distribution infrastructure such as rapid battery recharging and battery 18 exchange service stations that are coupled with environmentally responsible 19 power generation on a large scale? There is little financial incentive for either 20 governments or industry to build such infrastructure until the vehicles needing 21 the infrastructure are widespread - and there is no possibility of such vehicles 22 becoming widespread before the infrastructure is widespread. What is the 23 best way past the impasse of this classic "chicken and egg" problem? Many 24 previous attempts at entirely solar powered road transport have vehicles 25 covered with solar panels, impractically large surface areas, small payloads, 26 cramped conditions and short range in non-sunny weather 27 28 The best solution to the problem is using numerous small scale domestically 29 located and generated solar or wind power to recharge an extra set of 30 batteries for all-electric vehicles. There are two options: 31 32 The first option uses large, heavy, immobile but inexpensive lead-acid 33 batteries to store solar electric energy generated during the day and then use 34 this energy to recharge the lighter more expensive batteries on the vehicle 35 when the car is garaged, typically at night. Connecting the vehicle may take 36 about one minute, but rapid safe charging still takes a few hours. 37 38 This may be combined with a second option that uses two sets of lightweight 39 rechargeable but more expensive batteries - one set being recharged at home 40 during the daylight while the other set is being used for daytime commuting. 41 The batteries are fully exchanged manually in about 10 minutes - even by 42 motorists with less than average physical strength, by using the numerous 43 practical methods and designs outlined in the patent claims. As well as giving 44 the two options of either a slow turnaround with little labour, or fast turnaround 45 with more labour, there are numerous engineering advantages. 46 47 Several novel advantages are claimed as well as most of the usual features of 48 solar recharging being used afresh in a new integrated system or plant. The 49 system is simple, flexible and not overly automated - unlike much of the prior 50 art seems to be. Avoiding over-automation allows for greater flexibility with 3 1 installation in different garaging settings, lowers the purchase price 2 considerably, reduces down time and inevitable repair expenses associated 3 with more complex mechanisms, and is more environmentally responsible by 4 using less materials and less energy in manufacture and operation. 5 6 Of particular importance are temperature control and safety aspects that 7 facilitate the adoption of present Nickel metal halide, Lithium Cobalt, Lithium 8 Manganese, Lithium Iron phosphate etc, or Lithium polymer battery 9 technology. The varying strengths and weaknesses of these battery types are 10 taken into account in the designs proposed. 11 12 One would expect the manufacturers of these vehicles to incorporate the 13 whole package in new vehicles - complete with replaceable batteries, solar 14 panels etc, but opportunity also exists for making conversions kits for existing 15 hybrid or all electric vehicles. 16 17 Prior Art 18 The prior art includes the broad concept of using an extra set of easily 19 removable batteries recharged using domestically located solar panels 20 claimed most explicitly on 23 Nov 1999 by Alexandros Dimou Magklaras et al. 21 - Greek patent application number (GR) 99100400. However a full-patent was 22 not granted presumably as the broad concept was not sufficiently original, 23 despite it being most well expressed by Magklaras. Also their particular 24 system of battery arrangement and rapid exchange was not sufficiently 25 original, and in fact not very practical. They still envisioned large heavy lead 26 acid batteries requiring a hefty lifting device with a winch and chain lowering 27 batteries into the vehicle's rear luggage compartment from above. The 28 Magklaras' claims do not utilise the underfloor space, nor cover the multiple 29 and comprehensive details of the proposed integrated plant, nor take 30 advantage of present battery technology, nor address methods of 31 manufacture as outlined in the present claims. Unlike Magklaras, I am not 32 claiming originality for the broad concept of solar panel etc recharging of 33 rapidly replaceable batteries, (although I did conceive of it independently in 34 late 2006), but I am developing the potential of a broad idea which I believe 35 has considerable potential to solve an important environmental problem 36 37 The prior art of rapidly replaced rechargeable batteries for electric vehicles 38 begins in the 19t' century. In 1890 Frederick Corney (US 434,579) patented a 39 battery hatch on the sides not front and rear ends of an electric rail vehicle. 40 Side only access was necessary because the vehicle drove into and through 41 a long narrow shed housing the battery exchange mechanism (Corney, 42 diagrams 3,4). In contrast the present patent claims have the option of both 43 side, front and rear access due to the flexibility of largely manual replacement 44 of batteries. Comey's idea is similar to the present claims in having a battery 45 hatch with a horizontal hinge, however this hatch functions quite differently to 46 the present claims since his hatch attached to the vehicle does not bear any 47 weight during battery transfer, and furthermore hangs down loosely during 48 battery exchange. This contrasts with the present claims in which the 49 vehicular hatch does take the weight of the battery in transfer, and is firmly 50 supported in a horizontal position. Comey had the weight of the battery during 4 1 transfer being taken by an extra-vehicular hatch-bridge, supported from below 2 by a strut in compression, again contrasting with the present claims which 3 have supports for the weight bearing hatch being from above, with the 4 supporting member being in tension, thus allowing the use of more weight 5 efficient materials. Strictly speaking, Corney did not propose underfloor 6 battery housing, but under-seat and above-floor battery housing, (diag.1). In 7 contrast the present proposal has the battery housing integrated into the floor 8 in a very structurally efficient manner with economical use of materials. 9 Compared to the present patent claims, Corney's under-seat arrangement 10 had the disadvantage of a higher centre of gravity, and too little separation I I between the passenger compartment and battery compartment. This had the 12 possible problem of accumulation of explosive hydrogen gas during battery 13 operation. 14 15 In 1920 Jospeh Klingelsmith (US 1,335,243) proposed a horizontally hinged 16 battery hatch that folded downwards and was supported from above by rigid 17 folded supports. These drawbridge-like features were not novel in themselves 18 in Kinglelsmith's time, apart from the novel arrangement and application. 19 Likewise the drawbridge-like features of the present proposal are claimed as 20 novel due to their particular orientation in a specific application. Furthermore 21 in contrast, Kingelsmith had a hatch that did not extend beyond the perimeter 22 of the vehicle. This feature was useful for Klingelsmith's application to a road 23 vehicle which was driven in reverse up to an area where a battery trolley 24 could then move into position on immobile rails, thus requiring the impractical 25 lateral positioning of the vehicle with respect to the fixed rail mounted trolley 26 via by skilled steering in reverse! While reversing, the hatch not projecting 27 beyond the outer perimeter reduced the chance of an accidentally lowered 28 battery hatch fouling with the low platform at exactly the height of the 29 extended battery hatch (Klingelsmith diagram 1). Klingelsmith's downward 30 folding battery hatch under the rear of the vehicle provided support for the 31 battery during exchange, but required a mechanism to reach in a considerable 32 distance and drag the battery out, and visa versa. The large overhang of the 33 chassis severely impeded manual handling in contrast to the present 34 proposal. Klingelsmith did not use pre-existing structures such as below-door 35 sills, but introduced a new surface at the rear. The present proposal is more 36 efficient in incorporating the housing and hatch into existing chassis 37 structures. Klingelsmith had rails for his cart crossing the drawbridge, again 38 hardly a completely new concept, but novel in this application. Klinglesmith's 39 very heavy single battery unit necessitated rails distinct from the otherwise 40 sheet metal hatch, rails which he claimed as patentable. The weight of the 41 single battery unit would have necessitated solid metal rails. In contrast the 42 multiple and hence lightweight battery units of the proposed system allowing a 43 single piece of sheet metal or other suitable material to have a ridge folded in 44 it, forming a rail-like structure, if so desired - with both speed and cost of 45 manufacture, structural integrity and weight advantages. Overall it may be 46 more practical to have low friction slides rather than rails and wheels, as 47 explained later in this present patent application. The adoption of the very 48 basic concept of rails for the cart crossing the drawbridge to the present 49 engineering problem was thus claimed as novel by Kingelsmith. Another 50 problem with Klingelsmith's design is that there is only one proposed design 5 1 for the support for the hatch. Kingelsmith has a simple in-line straight hinged 2 strut supporting the extended hatch, having nothing physically preventing 3 them from folding the wrong way when being closed. The upwardly directed 4 force required to close the hatch may sometimes be applied with a component 5 that tends to make the hinge fold convex down, rather than convex up. This 6 problem is addressed in multiple ways in the present proposal, perhaps the 7 most efficient solution being a lightweight flexible multi-strand wire cord, or a 8 sprung loaded mechanism. These various impracticalities associated with 9 Kinglesmith's patent are eliminated with the present proposal. 10 11 In 1925 Edward Harding (US 1,566,089) patented various useful features of a 12 mobile, manually operated battery trolley for the rapid exchange of heavy 13 batteries situated in the underfloor region of electric vehicles. His relevant 14 claims included: 1, a series of parallel rollers placed on the top of the trolley. 15 This was the only friction reducing measure proposed for the trolley, and there 16 were no measures proposed for the vehicular housing. 2. The table of the 17 trolley had height adjustment using four independent helical screws situated 18 at the four corners of the battery trolley. However the movement of these 19 screws was not synchronised, nor were there any other means of height 20 adjustment proposed. 3. Securing the trolley to the vehicle during battery 21 exchange was accomplished by a movable hook extended from the base of 22 the trolley under the vehicle, a lever on the trolley moved the hook upwards, 23 and after a suitable ridge on the underneath of the vehicle was passed, a 24 second action on the lever then moved the hook up and pulled back against 25 the latch, thus holding it secure. Apart from this unnecessarily complicated 26 mechanism there are no other means, (such as a spring loaded clip etc), 27 proposed for securing the trolley during exchange. 4. Because the batteries of 28 1925 were so heavy the "handle" on the battery was not designed for unaided 29 manual use but for a hook and lever system. This contrasts with the multiple 30 different features and functions of the relatively light weight battery handle in 31 my present claims. Harding did not mention a hatch to cover the batteries. 32 33 In 1973 Paul Hafer (US 3,708,028) patented a few useful improvements for 34 using a fork lift to access the side of the vehicle to effect rapid battery 35 changing on electric vehicles. His relevant claims included: 1. Skids on the 36 base of the battery case to take the weight of the battery when it was being 37 transferred to the vehicle. However these skids were at right angles to the fork 38 lift prongs - in contrast to the parallel orientation of skids of my present claims. 39 Parallel skids cannot foul on the prongs as much as skids at right angles to 40 the movement of fork lift prongs. 2. Rubber bumpers on the interior of the 41 battery housing absorbed and excess force exerted while inserting the heavy 42 bumpers with a fork lift, and held the battery in position. My present claims 43 also use the common approach of rubber or similar materials to absorb 44 impacts as the details of the structures differ in other aspects the use of 45 rubber and the like in these situations is merely the use of an old concept in a 46 new setting and includes adjustable abutments. 3. Batteries were arranged in 47 a large battery container, one container for each side of the vehicle, but did 48 not allow access from the rear of the vehicle. 4. Hafer discusses various sheet 49 metal techniques for forming this battery container (col.2.36f.), but did not 50 discuss any similar measures for the vehicular housing structure. The 6 I vehicular housing is merely described as a "saddle across the [longitudinal] 2 frame rails" (col. 1,28). There is in fact no base to the centre of this vehicular 3 support or housing, allowing easy access of the fork lift prongs. In contrast, 4 see the extended discussion of integrating the vehicle chassis and housing 5 and techniques for sheet metal etc manufacture in my present claims. My 6 present claims also include moulded plastic and the like, instead of sheet 7 metal in the analogous situations. Hafer had exterior battery hatchs attached 8 to the battery while on the fork lift - an inconvenience with no useful part in the 9 battery exchange (figs. 6, 7) Passive air circulation around the batteries is 10 mentioned in passing (col. 2.46), but not developed at all. In contrast energy 11 and weight efficient cooling is well developed in the present patent claims. 12 13 In 1974 John Teti (US 3834563) patented a battery carrier for moving heavy 14 batteries in mining equipment. It was a compact complex system of 15 hydraulically activated levers to lift the battery in a confined space, and then to 16 raise the battery over a fixed lip at the edge of the vehicular battery housing. 17 18 In 1974 Howard Hansen (US 3989118) patented a "battery support with a roll 19 out frame" that exchanged a tray of separate heavy standard lead acid 20 batteries with a small pallet truck. The system included stops for limiting the 21 sliding movement of the battery within the vehicular battery housing, a pin and 22 socket locking device that secured the battery, rollers or wheels at the base of 23 the battery that moved within a track at the side of the vehicular battery 24 housing and thus assisted in sliding the battery in and out of the vehicular 25 battery housing. There was long travel on the electric leads which needed to 26 be connected and disconnected manually away from the vehicle. 27 28 In 1982 Julius Hammerslag (US 4334819) patented a highly automated 29 battery transfer system for a commercially operated battery change station, 30 not for domestic use. The charging and battery exchange station unloaded 31 large heavy batteries from the front of vehicles, lifting the battery from above. 32 After raising the hood, a hook engaged pins located on the side of the battery, 33 and lifted it to disconnect it from the engine. The generally single, large heavy 34 battery was raised from its electric terminals and a conveyor-belt like chain 35 with hooks lifted with hydraulic pistons and transferred the battery away from 36 the vehicle and onto a long conveyor belt. The batteries were linked to 37 automatic charging terminals to test for batteries of poor quality - these being 38 removed from the conveyor belt for maintenance. The remaining good quality 39 batteries were charged while moving along the long conveyor belt. An 40 exchange battery, generally not one belonging to the owner of the vehicle, 41 would be loaded from above into the vehicle using another separate but 42 similar reloading chain and hook system. Movement along the bench for 43 testing batteries was assisted by rollers set in the bench surface, not by rollers 44 in the base of the batteries. 45 46 In 1982 Dale Hane (US 4342533) patented an apparatus and method for 47 transferring heavy elongated batteries in and out of electric vehicles. The 48 vehicle had an elongated battery housing extending completely through the 49 vehicle. As an exchange battery was forced into the already full battery 50 housing, the new battery pushed the spent battery out the other end of the 7 I vehicle. It was envisioned that such exchange systems would be 2 commercially run and distributed around the country and city, or part of a 3 mobile vehicle assistance service - not part of a driver owned domestic 4 system. 5 6 In 1994 Lennart Swanson (US 5301765) patented a system involved a hook 7 and winch that lifted a single large heavy battery located under the front hood 8 of a vehicle and then transferred it laterally. This removal occurred after an 9 initial horizontal movement while in the vehicle involving the sliding of a 10 battery onto a stabilising housing and a sliding connection to electric terminals 11 when in position. The initial sliding movement was effected by a long screw 12 turned manually by a handle projecting forward, the long screw being under 13 the lengthy front hood of the vehicle. Mating of positive and negative terminals 14 was accomplished with a conical female-male alignment of battery and 15 housing of one polarity, and a male-female alignment for the other polarity. 16 17 In 1994 Dale Nixon(US 5542488) patented a battery exchange system with 18 two batteries situated in the lower portion of a vehicle. Only one battery was 19 used at any one time - the second battery being kept in reserve until the first 20 battery was discharged. Thus motorists would not be left stranded when the 21 first battery was drained and one could hopefully drive to a nearby battery 22 exchange station on the energy of this spare battery. The large elongated 23 batteries were orientated at right angles to the longitudinal axis of the vehicle 24 and would slide in and out of the battery housing. Batteries were secured with 25 a spring loaded catch that could be controlled to either retain or release the 26 battery housing. Battery voltage was monitored and an alert that a particular 27 battery needed changing was displayed on the driver's console and the 28 optimal order of exchange of batteries was automatically indicated. 29 30 In 1997 Paul Gaskins (US 5598083) patented a battery exchange system 31 especially for a "tractor-trailer" electric vehicle used in underground mining. 32 Very large heavy batteries were exchanged in the limited vertical height 33 available in underground mining with the additional advantage of the batteries 34 being withdrawn from either below or above the vehicle depending on the 35 restricted access available in a particular mining shaft. Sturdy hinges and 36 compact hydraulics attached to the vehicle varied the angle at which the 37 battery housing may be withdrawn. A heavy duty system of hooks, levers and 38 cross members of channel cross section, locked, unlocked and supported the 39 battery housing firmly onto the front or rear of the vehicle. The large robust 40 battery housing also formed the chassis at the front or rear of the vehicle 41 which was not otherwise enclosed at the front or rear ends. 42 43 In 1997 David Guimarin and Wayne Janik (US 5612606) patented a highly 44 automated commercial (not domestic) service station for the exchange of a 45 single large heavy battery for an electric vehicle. The vehicle was to be driven 46 over a pit in the service station and the battery unclipped from suitable 47 catches and then lowered from the vehicle into the pit A system of hydraulics 48 and levers assisted in removing the heavy battery and placing it on an 49 horizontal array of rollers which assisted in moving the battery casing 50 sidewards from the vehicle and up into an area for battery exchange, 8 1 maintenance, charging and storage. A recharged battery, rarely the vehicle 2 driver's own battery, was exchanged using the same rollers, hydraulics, levers 3 etc. Batteries were recharged on a multi-layer shelf and the large heavy 4 batteries were manipulated on and off these shelves with an overhead crane 5 and pulley. 6 7 In 1999 Julius Hammerslag (US 5951229) patented a battery charging system 8 for electric vehicles which differed from his previous patent largely in having a 9 more practical horizontal assembly-line arrangement for processing of the 10 batteries rather than a vertically arranged overhead system. The roller 11 assisted conveyor system, formed a large U shape with a turntable at the 12 corners of the U. Batteries removed from one side of the vehicle were 13 returned to the opposite side of the vehicle after safety and maintenance 14 checks and recharging. Alternatively the vehicle itself was moved through a 15 similar system. In both situations the commercial (not domestic) service 16 station replaced an exchange battery - not the vehicle driver's own battery. 17 18 In 2003 Jeremy Maus, Richard Mink, Nathan Schuler and Steven Weissner 19 (US 6547020 B2) patented a battery mounting assembly specially designed to 20 move and deform in order to safely absorb energy in a motor vehicle accident. 21 Multiple heavy batteries were to be supported on two battery trays, one above 22 the other. The plurality of heavy batteries on each tray would thus exert very 23 large forces concentrated on a battery tray and its supports in an automobile 24 accident. Sufficient space between batteries and housings allow deformation 25 of chassis to not easily impact the battery directly. A number of tabs 26 supported the battery housing with respect to the chassis and these tabs 27 could be broken and thus absorb energy in an impact. Another obvious safety 28 feature was that all steel components of the battery housing were coated with 29 an elastomer of high electrical resistance to reduce risk of short circuiting if 30 liquid was spilt from batteries, or electrical leads came in direct contact with 31 the housing in an automobile accident. However, integrating a low friction 32 insulating material was not considered. Disconnection of both positive and 33 negative terminals was automatically activated by a sensor detecting sudden 34 changes in inertia as typically experienced in an automobile accident. 35 Protective bumpers around the perimeter of the battery housing were claimed 36 (col.21, 22). Removal of the large battery trays from within the battery tray 37 housing was accomplished by a forklift accessing the vehicle from the side. 38 Due to their weight battenes were secured by clamping with bolts rather than 39 more easily released means, (fig.5,25,26,27). Cooling of batteries and 40 ventilation of hydrogen gas from batteries was provided by a positive pressure 41 fan at the front of the battery compartment (fig.8, col. 18,19, claims 15, 47). 42 Additionally a debris protection shield allowed intake of air only in an upward 43 direction thus reducing large debris being introduced (fig.8, col. 21, 22, claim 44 17, 19, 20). However there were no specific measures remove finer particles 45 from the air or to equalise cooling for all the individual batteries. There was no 46 extra cooling or aerodynamic ducting of air flow. There was no integration of 47 such functions with the design of the batteries themselves, nor efficient 48 integration within the general structure of the chassis, nor access to the 49 battery storage area as with the present claims. 50 9 1 In 2006 Jim Quade (US 7004710) patented a hydraulic battery changer for 2 pushing and pulling large heavy batteries into and out of an electric vehicle. 3 The batteries were slid onto a battery support with a compact scissor lever 4 system operated by hydraulics. The battery support had fixed supports which 5 had a small amount of height adjustment. The batteries slid onto a tray with 6 rollers on the flat surface of the tray. There were no rollers on the feet of the 7 battery trolley, not significant amounts of spring-loaded height adjustments or 8 other means of major or minor height adjust as detailed in the present claims. 9 10 In 2007 George Chaney (US 7201384 B2) patented an electric vehicle 11 chassis with removable battery module and a method for battery module 12 replacement. After lifting a hatch hinged at the top, unlike the present claims 13 in which the hatch is preferentially hinged at the lower edge, Chaney's 14 generally single, large heavy battery or battery tray, was slid sideways, 15 (without any vertical travel common in previous art), and secured under the 16 floor of the vehicle being situated in a large space between the chassis struts. 17 Extraordinarily, Chaney proposed that the removable large battery tray formed 18 the fourth side of this rectangular portion of the main chassis! This has several 19 major problems. 1. The removable battery tray would have to be of very 20 strong and quite heavy material, particularly since it would have to include 21 heavy duty securing devices rather than being a more weight efficient and 22 stronger single solid structure. 2. This extra weight would have to be carried 23 away from the vehicle to the recharging area. 3. The structural soundness of 24 the compromised box section in the middle of the vehicle would make 25 distortion of the whole chassis alignment inevitable with typical use and make 26 removal of such battery trays in and out of the vehicle prone to jamming etc. 27 28 In light of the limitations and problems of the prior art there is a need for a 29 new and potentially zero carbon dioxide emissions, environmentally 30 responsible and relatively inexpensive automotive system that offers virtually 31 free fuel after initial outlay and minor maintenance costs, and that avoids 32 major and disruptive infrastructure change should be a very successful 33 solution to a major global environmental problem. Rather than large 34 infrastructure steps being required, the domestically generated power allows 35 gradual and dispersed technology change that can begin immediately. 36 Hopefully the change will begin gradually and rapidly increase. The motoring 37 public certainly has a desire for such clean automotive technology as 38 evidenced by the take-up of even current hybrid gasoline - electric vehicles 39 despite their limited environmental credentials. With present battery 40 technology the present proposal is best suited to daily commuter travel but 41 with increasing battery capacity the range of all electric vehicles will also 42 increase. 43 44 45 46 47 48 49 10 1 Detailed Description Including Improvements on Prior Art 2 The proposed electric vehicle and automotive power plant has numerous 3 improvements within the existing field of hybrid electric, or completely electric 4 motor vehicles that use underfloor batteries recharged via intermittent energy 5 sources including solar, wind, and wave power that may be located 6 domestically or elsewhere, and that use the option of the initially generated 7 electrical energy being stored by a set of immobile batteries, or the initially 8 generated energy directly charging batteries that are easily exchanged by 9 sliding the batteries into and out of the underfloor space of the vehicle. 10 Methods for the manufacture of the certain aspects of the integrated battery 11 housing, vehicle chassis and battery cooling system are also included as part 12 of the overall power plant concept. 13 14 1. Retractable or Foldable Supports for Utilising Underfloor Space for 15 Batteries 16 Retractable or foldable supports may be constructed for easy removal and 17 reinsertion of a number of independently rechargeable batteries in the lower 18 portion of motor vehicles. This results in the centre of gravity being kept as 19 low and central as possible. 20 21 The ports for rapid exchange of small batteries may be aligned in a row, or 22 rows, particularly under the side door(s), but also under the rear luggage or 23 engine compartment - accessed from the rear, and or side. Additionally or 24 alternatively, the ports may be aligned under the front bumper - similarly 25 accessed from the front, and or side. These arrangements maintain easy 26 access to the luggage and engine compartments and use a large potential 27 space under the floor of the vehicle. The underfloor space in the centre of the 28 car has the advantage of being protected from front and rear-end collisions. 29 Such large shallow spaces have advantages in distributing rather than 30 concentrating the weight and heat generated by large banks of batteries, and 31 allow use of less concentrated structural support and thermal insulation. 32 33 The replaceable batteries may be accessible via hatches below the rear boot 34 access - possibly behind a swinging rear bumper, or via hatches under the 35 side doors, or even via the front of the vehicle - allowing sufficient space for 36 compaction in a front or rear end impact. Alternatively, or in combination, 37 access may from inside the vehicle's boot, or from inside the driver and 38 passenger compartment - although access from inside the passenger 39 compartment may contravene safety regulations in some countries. 40 41 2. Batteries of about I to 2 kg each 42 Using multiple small batteries of about 1 or 2 kg each allows virtually all 43 motorists, including the less physically able, to slide, or even directly lift the 44 batteries during the rapid exchange option. These smaller batteries would 45 also be more suitable for commercial rental and exchange as well as the do-it 46 yourself approach. 47 48 Furthermore, multiple easily removed batteries would facilitate maintenance 49 and identification of individual faulty cells. Rapid repair may be the simple 50 replacement of a faulty battery with single reconditioned battery. These repair 11 I aspect compare very favourably with extracting a single large heavy battery 2 from under a vehicle, then finding and removing a faulty cell from a closely 3 packed array, and then reassembly by reversing the whole procedure - in 4 contrast to the loosely packed accessible array proposed. These advantages 5 are developed further in subsequent claims. 6 7 3. Combined Battery Hatch and Battery Support 8 The retractable battery supports may be attached to the chassis of the vehicle 9 and swing into position on hinges, or slide in and out. These approaches may 10 be used in combination but will discussed now in isolation: 11 12 3.A. Hinged Supports 13 The specific requirements of the hinges and hatch supports in this context use 14 existing ideas of the "hinged hatch" in a new application. Firstly, the hinges 15 may be positioned at each end of each downward folding hatch that covers 16 the batteries, and possibly in the middle of each hatch as well. These multiple 17 hinges are required for the forces and moments in supporting the weight of 18 the rechargeable batteries to provide a stable platform, thus assisting the 19 sliding in and out of the batteries. This design strength enables inexpensive 20 steels, aluminium alloys, or other materials typically involved in vehicle 21 hatches. 22 23 To assist in water-proofing the battery ports, the hinged lower edge of the 24 hatch may have a strip of flexible material such as rubber or polymer fixed 25 and sealed securely along the lower edge of the hatch. Alternatively, or in 26 addition, a one-piece water proof hinge may be formed between the lower 27 edge of the hatch and the adjacent lower portion of the vehicle chassis by 28 securing between the two members a strip of flexible water proof material 29 such as rubber or polymer. The flexibility of this strip allows the hatch to 30 function without typical hinges, but this strip would not be strong enough by 31 itself in the long term. Its main function is sealing from external water. Other 32 means of waterproofing are discussed later. 33 34 The edge of the hatch that is farthest from the hinge may be supported by a 35 member of sufficient length to support the extended hatch in an approximately 36 horizontal position. This prevents the hatch from folding too far downwards. A 37 slightly longer length member allows a slight slope way from the vehicle 38 allowing water to flow away from the vehicle. In order to allow the hatch to 39 close, the supporting member must be retractable or shortened in some 40 manner. This shortening may be accomplished by using a flexible member 41 such as a chain, cable, wire, or the like. The ends of a chain may be secured 42 to the chassis and hatch either using a welded, riveted, bolted or screwed 43 loop or link connected to the chain links. Alternatively the cable ends may be 44 securely inserted into a small cylindrical retaining rotating housing at or near 45 the edge of the outer edge of the hatch and the corresponding point of the 46 chassis. The small housing can rotate along an axis parallel to the axis of the 47 hinge, allowing the flexible member to go to a position that does not stress the 48 flexible material when the hatch is closed. The small rotating housing may 49 turn inside a pair of corresponding fixed cylindrical holes that form part of the 50 chassis and or hatch. The holes may include low friction plastic bushes or use 12 1 lubricant to reduce friction. A small grub screw entering the small retaining 2 cylinder at right angles to its axis may compress the cable and prevent it from 3 moving but also allow length adjustment. Alternative adjustment techniques 4 may also be used. 5 6 Straight rigid members may be used for hatch supports and these may be 7 retractable by having the end that attaches to the hatch being secured with a 8 rotatable retaining housing that allows the rigid member to slide at right angles 9 through a small cylindrical rotatable housing similar to the method described 10 above. The ends of sliding members may be enlarged to provide an abutment 11 limiting the outward folding of the hatch. This enlargement is formed after the 12 member has been passed through the hole formed in the rotating cylinder. 13 This enlargement may be permanent or adjustable. Permanent forms may be 14 produced by bending the member material at the appropriate length or by 15 welding or otherwise attaching a solid abutment. More preferable is an 16 adjustable means which may be accomplished by the abutment being formed 17 by a nut and locknut, with the nut axes in line with the axis of the member, or 18 a sliding abutment which is held in its adjusted position by grub screws at right 19 angles to the axis of the straight supporting member. Another form of rigid 20 support may be produced using a member in the shape of a sector of radius 21 approximating the distance from the hatch hinge the external edge of the 22 hatch. This sector may be secured at or near the outer edge of the hatch and 23 its plane orientated at right angles to the axis of the hinge between the 24 chassis and hatch. As the hatch closes the sector turns and approaches the 25 chassis, sliding into a close fitting hole in the chassis. To prevent the hatch 26 opening beyond its correct position an abutment is formed on the end of the 27 sector closest to the chassis. As with the straight rigid member this may be 28 permanent or adjustable. The adjustment may occur by placing movable 29 members, lock nuts etc, either on the sector itself or the chassis. One 30 particular advantage of the rigid sector support is that it could be formed with 31 gear cogs along either the sector's inner edge, outer edge, or even in the 32 centre of the sector. These gears could engage with a small driving gear to 33 provide automatic opening and closing of the hatch. The energy use and 34 weight of a small electric motor is one drawback of using an electric motor to 35 power the driving gear. Using the energy stored in a spring when the hatch 36 was pushed closed may be an alternative approach. 37 38 Another form of rigid straight hatch support may be a folding member. The 39 fold would generally be in the centre of the member and consist of a fairly tight 40 fitting hinge. Since the hinge would need to fold into the cavity enclosed by 41 the hatch, the hinge would need to bend with its acute angle facing up before 42 being limited by an abutment when the angle straightens. An appropriately 43 placed abutment on the lower edge of the hinge in the middle of the support 44 may be used. 45 46 Another form of rigid straight member may be formed using a telescopic 47 mechanism. The larger diameter sleeve may be either at the end closest or 48 furthest from the chassis. The ends of the hatch support attaching to the outer 49 edge of the hatch and the chassis would need to able to turn as the angle of 50 the support changes with opening and closing of the hatch. The end of the 13 1 support closest to the chassis would need to be inset into the chassis to allow 2 sufficient space for retraction. This inset distance may be reduced by having 3 more than two nested telescopic members sliding within one another. 4 5 Other forms of spring loading, locking and releasing the hatch similar to 6 present technology for gasoline filling hatches and rear luggage or boot 7 hatches may be used in this new application. 8 9 3.1B Sliding Supports. 10 The second main option for extended support of batteries may be sliding 11 supports, in addition to, or alternative to the hinged hatch and its supports 12 described above. This has the advantage of extending support for the battery 13 beyond the chassis for a distance greater than the height of the folding hatch. 14 For example, a hatch may typically be about 15 or 20 cm high and a battery 15 may be about 50cm or more in length - the 30cm of extra support is useful. 16 17 When in combination with a hinged hatch the sliding support may move above 18 the folded down hatch with an appropriately small clearance, and no battery 19 weight be taken by the hinged hatch. Alternatively the sliding support may 20 align with the extended hatch and have the capacity to slide out only as far as 21 the extended hatch before being lifted out, or more slide more fully out if 22 pulled beyond the external edge of the hatch giving greater ease of lifting if 23 the motorist chooses to lift and carry the battery rather than slide it onto a 24 trolley. Such a support may have a lip on the outer edge that matches with an 25 indentation on the outer lower edge of the battery itself, and as the battery is 26 drawn out by its own handle, it pulls out the sliding support as it moves. In 27 addition there may be a horizontal handle on the outer edge of the sliding 28 support. There may be a single rod support for each battery, the battery being 29 kept horizontal by using a non-circular cross section of rod and matching rod 30 housing, thus preventing rotation. However it would be preferable to have 31 each battery supported by two rods on the same horizontal level, the rods 32 being separated by a distance similar to the width of a battery. The stability of 33 batteries on the extended sliding supports may be assisted by having a 34 groove or grooves formed along the length of the base of the battery. The 35 grooves match the length and cross-section of the supporting rods. 36 37 The sliding support may engage with the hinged hatch such that as the hatch 38 is opened, the support is also partly drawn out by projections on the sliding 39 support handle engaging with projections on the inner surface of the hatch. 40 With the hatch fully horizontal its projections have moved downwards and no 41 longer push against the sliding support handle. From here the sliding support 42 may be moved manually beyond that point if the motorist finds it convenient to 43 do so. The ergonomic advantage is that the handle has come out to an extent 44 that may be easily gripped. 45 46 To allow the option of using or not using the sliding support, one may have a 47 small abutment at the outer end of the sliding support's engagement with the 48 battery, and or its own handle. This abutment may be turned horizontal so that 49 it does not impinge on the lower edge of the battery casing and thus allow the 50 battery to be slid out without using the formal battery sliding support. In this 14 1 instance one may merely use the dexterity of the motorist to remove the 2 battery smoothly, or rely on the partial support, (typically about 15 - 20 cm in 3 our example above), as provided by the hinged hatch as it functions as a 4 battery support. Grooves in the hatch that allow the sliding support to extend 5 over the hatch may be formed, allowing a comfortable clearance that would 6 not jam the motorist's fingers. 7 8 A sliding support may be used for each battery housing without a hinged 9 hatch. In this instance some external covering may be included on the outer 10 aspect of the sliding mechanism. This external cover may be separate to, or II connected to each individual sliding mechanism. If separate, then this may 12 involve multiple external covers. 13 14 3.C. Rollers Incorporated into the Battery Supports 15 - Passive and Active Rollers 16 Rollers may be incorporated into the various supports to assist in ease of 17 movement of the battery. There may be a plurality of rollers in a plurality of 18 rows. Generally two rows would be adequate for stable support. The rollers 19 may be set within the hinged hatch support or within the sliding support. The 20 rollers may have distinct axels at their end(s) with formal axle housings with 21 bearings, or merely consist of cylinders sitting in low friction truncated 22 cylindrical grooves, or incomplete bushes. In either case the rollers may 23 project just above the flat lower surface of the battery housing or flat surface 24 of the hatch support or sliding support. 25 26 The weight of the battery may be fully taken by the multiple rollers which 27 would be securely retained on secured axels or retaining grooves. 28 Alternatively the rollers may be sprung loaded either at the axel or under the 29 housing of their grooved support. The spring-loading would be at a tension 30 that allows some weight to be taken by the flat surfaces and some on the 31 rollers. The rollers may be angulated and, or slightly tapered, and the 32 corresponding surface on the battery housing likewise angulated so that 33 gravity tends to align the travel of the battery as it slides in and out, and also 34 keep the rollers tracking centrally. 35 36 The rollers may be connected to a small engine via gears, chain and sprocket, 37 pulleys, rollers, springs, or the like, that actively assist in sliding the battery out 38 and in. The rotation could be manually switched on and off, and the direction 39 of roller rotation changed with a combined switch (in-off-out), placed near the 40 external handle of the battery. Most simply the switch(es) may be mounted on 41 the chassis near the entrances of individual housings. 42 43 Alternatively a switch may be incorporated into the handle itself. This switch 44 could complete or break a circuit that consists in part of a circuit commencing 45 with one (electrically isolated) sliding support near the edge of the lower 46 surface of the housing, connecting up to the battery casing and across 47 (through the handle switch) to the other (electrically isolated) sliding support 48 near the other edge of the lower surface of the battery housing. When the 49 circuit is complete the rollers are activated. In order to change direction of 50 roller rotation using a button(s) switches located on the handle. One may have 15 I two switching circuit arrangements as described above, each connecting the 2 electric motor to opposite polarities. The handle operated switches could 3 consist of two switches (in-off) and (out-off) arranged so that ergonomically 4 only one can be pressed at a time, or two switches (on-off) and (in-out). 5 Button switches that are active only as long as they are depressed may be 6 employed with safety advantages. 7 8 Alternatively button switches that rotate between functions, (off-in-off-out-off 9 in...), may be used. More standard bistable switches may also be used. 10 Another advantage of using the battery casing and housing slides as part of 11 the circuit is that when the battery has slid out beyond a certain point of 12 electrical contact, then the rollers stop moving. The converse is true as 13 batteries are reinserted into their housing. The extent of the conductive 14 portions of battery housing edges and housing slides may be limited such that 15 the rollers also stop rotating at an appropriate position of insertion. 16 17 The above description assumes individual electric motors for each battery 18 housing. A more efficient system may be constructed using a single motor for 19 each row of battery housings. The single engine of each row may be activated 20 by completing the circuit of any of the switches of that row as described 21 above. The motor rotates a single long shaft extending underneath the length 22 of lower surface of the row of battery housings. The shaft would lie parallel to 23 the long axis of the vehicle for the row of side access battery housings, and so 24 on, for other rows at the rear and or front of the vehicle. The shaft may be 25 supported by bearings or bushes and have a number of small rollers or gears 26 distributed along its length such that each of these rollers or gears aligns with 27 the rollers that connect with the under-surface of the battery housing as it 28 slides in and out as described previously. The rollers (or combined adjacent 29 joined rollers and gears), that contact the housing may be supported by a 30 housing that can swing around a separate axis so that when these rollers 31 move in an arc upwards they also engage with the single long rotating shaft 32 extending along the length of the row of housings. 33 34 3.D. Abutments at the Edge of Battery Hatches 35 An abutment may be placed at the end of the support furthest from the vehicle 36 so that the battery cannot slide too far and become unstable or fall off the end 37 of the support. This abutment or small upward projection, or lip, is most 38 applicable when a battery trolley does not mate directly with the vehicle 39 support. The projection or lip may be formed permanently in either hinged 40 hatch support and or sliding support. Alternatively one may maintain both 41 options of manual lifting off the vehicle support, or sliding (without lifting) onto 42 the battery trolley. A movable lip may be slid or otherwise inserted into a 43 groove, possibly in a lock and key fashion, and semi-permanently secured 44 with a locking device such as a wing-nut, grub screw, bolt, clip, etc. A more 45 easily removable lip or projection may be formed with a rotatable member(s) 46 that when turned moves a projection beyond the lip and locks in position with 47 screws, clips etc. An eccentric may also perform the function suitably. 48 16 1 3.E. Intersection of Vehicular Supports (Hatch) and Extra-Vehicular 2 Supports (Battery Trolley) 3 The intersection of the vehicular support, and another extra-vehicular, often 4 mobile battery support needs to firm and stable, variable to account for 5 differing terrain between the vehicle and its external support, but easily 6 removable. 7 8 A sprung loaded, or compressible clip may be incorporated along the external 9 edge of the hatch or the mating edge of the external support. Alignment 10 between the individual battery compartments of the vehicle and their 11 destination on the external support may be assisted and stabilised by grooves 12 at right angles to the long axis of the vehicle (for side access), which match 13 corresponding portions on the external support. 14 15 The battery itself may have raised portions along its side that match the 16 external support helping to prevent the battery falling sideways when the 17 support is extended. 18 19 4. Facilitating Sliding Removal and Insertion of Batteries 20 The guides for the sliding of batteries may be made of low friction material 21 such as the polymer polytetrafluoroethylene, PTFE, securely bonded to the 22 underlying metal guide. 23 24 Alternatively or in addition, the corresponding portion of the battery that slides 25 along the guides may be coated with PTFE or the like. One advantage of only 26 coating the contact surface on the battery housing would be ease of 27 manufacture as rods forming an outer frame for the battery may be dipped in 28 liquid PTFE more readily than securely bonding a strip of PTFE to the metal 29 chassis. However a strip of material could be dipped in PTFE and the material 30 bolted or screwed to the metal chassis. Another advantage of PTFE, or the 31 like, being at least on the battery housing is that when the batteries are 32 reconditioned the low friction runners on the housing may be relatively 33 inexpensively replaced, an easier procedure than renewing the runners on the 34 chassis, especially since they are relatively difficult to access in their long 35 narrow cavity. 36 37 The low friction supporting strips on the chassis and the inner surface of the 38 hatch would be aligned with one another and also have the same spacing as 39 similar low friction strips on any external support, trolley, rack or the like for 40 transferring the batteries and recharging them. 41 42 Static electricity may become a problem with sliding of the battery frame over 43 the supports if low friction polymer coatings are used. This may be alleviated 44 by using composite coatings which are slightly conductive, or by having some 45 area of the contact which has metal to metal contact, for example at the edge 46 of the strips - allowing localised earthing or at least redistribution of static 47 electricity. These strips may form a dual function with the automatic switching 48 of rotating roller supports as described above under "Rollers incorporated into 49 the battery supports". 50 17 1 5. Waterproofing 2 Waterproofing is addressed at several stages: 3 The cavities in the lower portion of the chassis may have a sturdy waterproof 4 door or hatch and base of vehicle chassis - in order to enclose the battery, or 5 batteries, and accessories. 6 7 The battery hatch(s) may have waterproof seals at their edges to prevent 8 water entering when the lower portion of the vehicle goes through water. 9 Techniques, designs and materials similar to those used to seal the edge of 10 vehicle doors may be used in this application. Previous technology includes 11 hinges on the hatch's upper edge. 12 13 The whole line of battery sliding may be angulated slightly downwards as one 14 moves away from the vehicle. This slope assists in drainage of water 15 accidentally entering the battery compartment. This angulation needs to be 16 approximately the same as the line of the upper surface of external battery 17 support and any final battery rack. Any projections assisting in the intersection 18 of the various supports would need to be appropriately wedge shaped. 19 20 In addition to a downward slope surfaces in line with the lower surface of the 21 battery, one may have the lower surface of the vehicular battery cavity 22 likewise sloping downwards and outwards. 23 24 Waterproofing of materials with a series of non-corrosive coatings may be 25 used to advantage in this application. These coatings may be combined with 26 thermal insulation. 27 28 The lower edge of the hatch may be waterproofed using the combined hinge 29 sealing strip discussed above under "Hinged Supports". 30 31 6. Electrical Insulation 32 Drainage of water as discussed above is important for electrical insulation. 33 Electrical insulation may be further assisted by having the insulated 34 conducting connections to the individual batteries placed under convex-down 35 orientated structural members of the main vehicle floor structure. These 36 generally rectangular cross-sectioned channel like structural members, 37 (discussed in detail elsewhere), are situated at the outer perimeter of the floor 38 and along the centre or spine of the vehicle, or at the periphery of the central 39 axial air-cooling duct system. Likewise other electrical equipment, monitoring 40 etc, and routing on the way to the central power relays etc and motor, may be 41 under the convex-down shielding of these structural members. 42 43 There may be electrically insulating clips or restraints to contain the insulated 44 conductors against the downward force of gravity, these clips being secured 45 inside the channel-like member(s). These generally polymer clips may be 46 placed inside the structural member either on the member's downwards 47 facing surface, or on a sideways orientated surface that faces the direction of 48 maximum ease of access for manufacture, maintenance and repair. These 49 clips could be secured to the structural member with a lug which pushes into a 50 small hole formed in the structural member, or by welding or the like, a small 18 1 metal clip retainer inside the generally metal structural member. To assist in 2 the waterproofing of these open channel structural member a close-fitting 3 cover that seals the open aspect of the channel may be employed. This cover 4 could cover either the length of member corresponding to row of batteries, or 5 in multiple portions adjacent to each battery housing if a series of holes are 6 formed in the otherwise solid metal structural member. 7 8 7. Battery Design. 9 7.A. Battery Terminal Protection 10 The electrical contacts themselves may have waterproof and electrically 11 insulating retractable covers. These covers may be sprung loaded to seal off 12 the terminals whenever the battery is not in its vehicular or recharging 13 housing. The covers could be held open by a projection on the housings or 14 battery that pushes the covering open when the battery has nearly fully slid 15 into the housings. 16 17 This arrangement for discharging the batteries from the terminal on the inner, 18 or medial end of the battery may be reproduced similarly at the outer, or 19 lateral end of the battery so that when the battery is removed onto the battery 20 trolley for recharging, (as described elsewhere), it can engage with the 21 recharging terminals immediately and does not need further handling to turn it 22 around. There may be an isolating switch or diode, activated by the 23 movement of the retractable terminal covers at each end of the battery so that 24 the contacts for charging and discharging cannot both be alive and exposed. 25 This is a safety feature although the total charge on each relatively small 26 battery would probably be in the order of non-lethal charges, about 20 V for 27 example. Simple sprung loaded telescopic electrically insulating shields, if 28 deep enough and narrow enough to prohibit entry of a finger, may be deemed 29 adequate to protect the motorist from accidental exposure to non-lethal 30 voltage. 31 32 7.B. Battery Casing Geometry 33 There may be a slight tapering of the battery casing extending a maximum of 34 half way along the battery length - but probably a quarter of the length would 35 be adequate. This tapering at both ends of the battery assists in aligning and 36 sliding the battery along its car and external support, and assisting in accurate 37 alignment of the terminals with their contacts for charging and discharging. 38 This tapering would be matched on the battery trolley described in claim 8. 39 There may be unequal lengths of tapering at each end of the battery to assist 40 avoiding confusion between the charging and discharging ends of the battery. 41 42 7.C. Battery Handles 43 The battery may equipped with handles ergonomically orientated or inset for 44 ease of lifting placed on either or both ends, and or, with side handles, and or, 45 with a single central balanced handle. The battery cross section and 46 orientation of terminal contacts should be asymmetrical such that the battery 47 cannot be inserted back to front - similarly the battery may have slightly 48 tapered outer dimensions to dissuade attempts to accidentally insert it in the 49 wrong orientation. 50 19 1 7.D. Battery Plate Geometries and Heat Exchange 2 The battery may include a bank of battery cells with a number of flat vertical 3 parallel plates, or an array of horizontally disposed columns forming a 4 hexagonal or square array - with rows placed either horizontally or diagonally. 5 Lithium polymer batteries allow flat plates quite readily and have the 6 advantage of smooth convective, and or, forced airflow with uniform heat 7 exchange. Columnar battery arrays have less smooth airflow but still 8 adequate heat exchange. The battery plates cannot be expected to impart 9 structural integrity of the individual battery units, this must be provided by 10 battery casing. The battery casing may be formed of mechanically and 11 thermally robust and electrically insulating material such as fibreglass, other 12 suitable composites, high-density polymer or the like. 13 14 The vertical sides of the generally long narrow casing may be of solid material 15 so that the motorist cannot touch the metal battery plates or columns etc, and 16 that the vertical airflow is contained. The upper and lower horizontal surfaces 17 - at least the portion directly adjacent to the plates or columns etc, may have 18 holes formed in the casing to allow free vertical passage of air through the 19 battery. These holes may be continuous or interrupted slots placed directly in 20 line with the spaces between the battery cell array spaces. Multiple circular, 21 elliptical or other shaped holes may be similarly employed. There may be a 22 clearance between the long hollow portion of rigid battery casing described 23 above and the metal battery cell array so that any impact to the side of the 24 casing is not transferred directly to the metal cells. There may be small areas 25 of indirect contact between the long sides of the rigid casing and the metal 26 cells by small pieces of impact and vibration absorbing, sponge-like materials 27 that are also good electrical and thermal insulators. These may be slotted 28 into, keyed or glued into the rigid casing exerting a small amount of pressure 29 on the metal cell surfaces to prevent vibration and flexing of the metal cells 30 without putting the cells at risk during more major impact. 31 32 Primary supports for the cells are provided by the two end portions of the 33 battery casing. These end pieces maintain separation of the plates. These 34 ends also mount the connections to the terminal charge monitor sensors, 35 visual displays etc, and may be separable from the long narrow rigid hollow 36 central battery housing. The ends may be made from several materials, the 37 structural components may be of the same material as the long central 38 portion, or at least with compatible thermal expansion, and just as robust. The 39 ends may be keyed or slotted, then secured in position. 40 41 7.E. Battery Plate Cleaning 42 Another advantage of batteries with multiple vertical plates is that they may be 43 easily cleaned by using a device consisting of a handle at one end connected 44 to a central member about the same width as the width across the multiple 45 plates. At the end opposite to the handle this base is connected to a number 46 of long parallel prongs, the prongs being at least as long as the vertical height 47 of the battery plates. The number of prongs is one more than the number of 48 battery plates, corresponding to the number of spaces between the battery 49 casing and the plates themselves. The prongs may be covered with a soft 50 brush or felt or sponge like substance suitable for gentle cleaning of the 20 1 battery plates. Beneath the cleaning surface are the rigid or semi rigid prongs, 2 made of electrically insulted metal, polymer, rubber or the like. The prongs 3 may be hollow and have an array of small holes in their surface, the cavities 4 of each prong being connected at the central base, and may be continuous 5 with a hollow cavity in the handle. The handle may incorporate a flexible bulb 6 and valve, either in the centre of the handle or at the end farthest or closest to 7 the prongs. Alternatively a vacuum pump and dirt filter, that is, a vacuum 8 cleaner, may be attachable to the hollow handle. This porous surface under 9 the cleaning surface has two functions: firstly when used under vacuum the 10 cleaning surface may lift any dust or dirt and the vacuum remove the dust and 11 dirt through the customary pipes to a collecting filter. Secondly when the air in 12 the prongs is under pressure it can be used to blow clean the felt like etc 13 cleaning surface. This operation is best done away from the batteries so that 14 airborne dust cannot re-contaminate the battery plates. Similar custom made 15 cleaning devices may be constructed to clean the long narrow battery 16 housings - single prong arrangements may be adequate for this purpose. The 17 air-cooling ducts have a more complex shape having a curvature in two 18 approximately orthogonal planes. A much more flexible prong(s) would be 19 necessary, perhaps made of a hollow sponge-like material instead a hollow 20 semi-rigid material. There may be corrugations orientated at right angles 21 formed in the wall of the flexible prong(s) to encourage folding or bending in 22 the two orthogonal planes. As the duct would usually be a relatively long and 23 narrow rectangle the cleaning prong may actually tend to twist as it changes 24 orientation. A cord or band of crimped tough reinforcing imbedded in and 25 along the edges may help prevent tearing of the otherwise softer material. 26 27 8.A. Extra-Vehicular Battery Support (Battery Trolley) 28 The battery housing may have a space under the lower surface of the battery 29 housing that is in direct communication with the base of the battery casing. 30 This space or groove may allow the passage of a number of long narrow 31 prongs under the length of the battery. These prongs are attached not to the 32 chassis, but to a sturdy external battery support that can be moved up to the 33 vehicle and slid or rolled into position to take the weight of the battery to assist 34 in its removal. The extra-vehicular battery support gives a lighter vehicle than 35 a vehicular battery support. 36 37 The external battery support, or battery trolley, differs from prior art, firstly in 38 that it specifically mates with the outer edge of the battery hatch, and 39 secondly that it has the option of the batteries loading directly into their 40 recharging terminal contacts, in addition to further features described 41 elsewhere. 42 43 The prongs may be either solidly attached to the external battery support and 44 rely on movement of the whole device to perform their function, or the prongs 45 may be themselves movable, sliding into position via a mechanical (rack and 46 pinion or the like), or electromechanical means. The prongs may be made to 47 clip on and off the chassis so that there is no relative movement between 48 chassis and external support during removal and reinsertion of the battery. 49 The prongs may be made to elevate a very small amount when fully inserted 50 so as to take the weight of the battery before it is retracted, by sliding, and or 21 1 via rollers. The extemal supports may come in several sizes to accommodate 2 exchange of either one, or more battery units at the same time. 3 4 Proper alignment of the height of the external support edge that mates to the 5 outer edge of the vehicles battery hatch may be addressed by the following 6 measures: 7 8 The prongs of the external battery support align with grooves or ridges or 9 holes on the lower surface of the battery to prevent the battery becoming 10 unstable or falling during removal. Further assistance in stability would be 11 lockable rollers on the external support. 12 13 As the external battery support prongs approach their full insertion position a 14 switching device on the chassis is encountered, activating the disengagement 15 of the locking device that secured the battery in position during normal 16 operation of the car. 17 18 19 8.B. Combined Battery Re-Charging and Battery Trolley 20 The battery trolley may combine the battery transport and the re-charging 21 apparatus or may be merely a simple transport device. 22 23 The combined transport and recharging trolley involves reduced handling of 24 the battery - in a single movement one slides the battery off its vehicular 25 support and directly onto its final recharging support. The battery engages 26 directly with its recharging terminals - these therefore ought to be separate 27 from the discharge terminals, at the opposite end of the battery. However, the 28 mobile trolley generally fitted with rollers and individual recharging monitors 29 and controls, is heavier and more fragile than a mere transportation trolley. A 30 combined transport and recharging trolley would need to be plugged into the 31 recharging power source when it returns to its usual site (eg garage wall), 32 when not being moved around the vehicle. 33 34 8.C. Separate Battery Recharging and Battery Trolley 35 The other more simple type of transport trolley does not need the recharging 36 terminal to be located at the opposite end to the discharging terminal, thus 37 allowing a single terminal covering safety mechanism. It also reduces risk of 38 damage to fragile components due to repeated trundling around the motorist's 39 garage. The most simple and probably most practical system would be a 40 simple trolley with one row only, having enough space for the number of 41 batteries contained in %, 1/3, % etc of the batteries of each side or rear or 42 front end of the vehicle. For example if a vehicle had 10 batteries on each 43 side, (5 under each of 2 side doors), and 5 at the rear - then one may use a 44 battery trolley capable for receiving 5 batteries, and a full battery change 45 would require the trolley to be moved 5 times back and forth between the 46 vehicle and the recharging array. The inconvenience of this may be minimised 47 by having more than one recharging rack, situated on either side, and or the 48 rear, and or end of the vehicle depending on the size of the garage, and 49 whether the vehicle is parked into the garage with front or rear end facing 50 inwards.
22 1 8.D. Movable Rows for Battery Trolley, and or, Battery Re-Charging Shelf 2 Both the combined and simple trolley systems can be arranged to have more 3 than one row of batteries loaded. Several systems exist already, generally 4 finding fresh application in the proposed system. The may be an external 5 trolley frame with rollers, wheel locks, height adjustments, etc. This external 6 frame may support an internal frame that directly receives the batteries, this 7 internal frame sliding up and down inside the external frame. The internal 8 frame may have rectilinear spaces to receive a row or whole fraction of a row 9 of batteries from their vehicle housing. The inner structure is held up by 10 spring(s) so that when empty its lowest row is at the same height as the 11 vehicle battery housing. When the first, lowest row of the internal frame has 12 been filled with batteries the upward force of the springs has been balanced 13 by the weight of the batteries such that the internal frame will be able to lower 14 the amount required for the next row of batteries to be adjacent to the vehicles 15 battery housing. Although the forces would not be exactly matched they could 16 be close enough so that a ratchet between the inner and outer frame may be 17 manually released and a handle on the inner frame may be used to lower the 18 inner frame gently. 19 20 An alternative to a spring loaded balancing of the battery weight may be a 21 combination of levers acting singly and centrally, or distributed and 22 synchronised around balanced points of the inner frame. The levers could 23 have several set stable lockable positions corresponding to the height of rows 24 being adjacent to the vehicle battery housing. One could have a screw thread 25 turning a nut fixed to the inner frame, (or visa versa), which when turned 26 either manually or with a machine, raises and lowers the inner frame to the 27 appropriate set heights. These screws could be distributed centrally, or 28 symmetrically arranged in a balanced manner around the inner frame, and 29 synchronously turned either by another mechanically linked rotation - or via 30 individual but synchronised engines. 31 32 Alternatively one could use a system of cable(s), wire(s), cord(s), or chain(s) 33 or the like, that could be wound up and down elevating and lower the inner 34 frame. Likewise this could act singly and centrally, or be distributed 35 symmetrically and in a balanced manner around the inner frame. 36 37 Care must be taken to ensure that clearances between inner and outer 38 frames cannot allow fingers to become accidentally jammed. The front face of 39 the apparatus should be left open apart from the bottom and sides so that 40 neither limb nor incompletely inserted battery can be accidentally guillotined 41 against a horizontal surface. 42 43 With the simple trolley recharging array there may be a compact rectilinear 44 array of shelves. These may be of variable heights analogous to the inner and 45 outer frame with counterbalanced springs or weights, or may rely on the 46 motorist lifting the battery and sliding it into recharging housing. If one uses a 47 manual system, the recharging racks could house the long narrow batteries 48 vertically or at an angle, as well as horizontally. The ergonomic advantage of 49 horizontal orientation is that the batteries remain horizontal during the whole 50 process.
23 I Such arrangements may be used with the combined recharging systems but 2 would involve a length of loose cable from the outer frame to the inner frame 3 allowing full range of movement of the inner framework. 4 5 6 9. A. Combined Vehicle Chassis Floor and Battery Housing 7 The spaces for the prongs on an extra-vehicular battery support mentioned 8 above necessitate some space between the battery and the lowest portion of 9 the floor of the chassis. Such an enclosed space also helps serve the need of 10 a continuous floor for water-proofing as alluded to elsewhere, and providing 11 cavities for batteries in the lower portion of the chassis mentioned above. The 12 spaces between the batteries allowing sliding in and out without impinging, 13 and retaining walls between batteries can serve a dual structural purpose. 14 15 Such space for the batteries may be constructed using a single sheet of 16 pressed metal, fibreglass, carbon fibre composite, or other suitable material, 17 formed into a corrugated sheet which is secured between two other sheet-like 18 members - the upper and lower surface forming a sturdy three dimensional 19 floor compartment or base of the vehicle. The three-dimensional hollow cell 20 like structure of the vehicle floor would be very sturdy and relatively light. 21 22 Structural integrity of the battery housing even in motor vehicle collisions is a 23 particularly important safety and regulatory compliance issue. This is 24 especially true with Lithium ion batteries that present a major fire safety 25 hazard if bent or buckled during an accident. If due to impact the cathode and 26 anode plates are distorted and come into closer than usual proximity they may 27 form a short circuit and rapidly discharge the Lithium battery's high energy 28 capacity in a localised region. This may result in uncontrollable high 29 temperature combustion of their flammable organic solvents, vented as flame. 30 31 This particular safety risk may be reduced by the two levels of damage 32 limitation, firstly the special designed chassis which has spaces between the 33 chassis and battery plates, and secondly the removable battery housing being 34 sturdy and also having spaces between nearby solid members and the plates. 35 However removing the battery for recharging and replacing will introduce an 36 opportunity for damage due to handling by the motorist. 37 38 The other complexities of Lithium ion batteries such as avoiding overcharging 39 and limiting overly discharging them require special circuits for individual cells 40 and although they may be feasible, introduce more opportunity for failure in a 41 large multi cell system such as a motor vehicle. 42 43 Several possibilities for this combined chassis floor and battery housing 44 structure exist: There are typically 3 layers in a sheet metal style fabrication. 45 As the principles of the upper and lower layers are similar, these will be 46 discussed together before the middle layer. Other styles are then discussed. 47 48 24 1 9.B. Upper and Lower Layers of Combined Structure 2 The upper and lower layer may be of pressed or otherwise formed sheet 3 metal, typically steel or aluminium alloy etc, or polymer, fibreglass, carbon 4 fibre composite, etc. This sheet may have its outer edge rolled or bent or 5 otherwise formed into a channel shape. This channel may be open in part, 6 allowing access to components passing through the channel, or it may be fully 7 enclosed by further folding or bending being secured with electric welding or 8 other equivalent means. There may be ridges in the sheet parallel to the 9 longitudinal axis of the vehicle, pressed or otherwise formed in this lower 10 layer, imparting directional rigidity. Rigidity at right angles to this direction is 11 provided by the deep corrugations that form the middle layer. 12 13 9.C. Middle Layer of Combined Structure 14 The middle layer may have deep corrugations of pressed, folded or otherwise 15 formed sheet metal, typically steel or aluminium alloy, polymer, fibreglass or 16 carbon fibre composite etc. The ridges or corrugations run at right angles to 17 the longitudinal axis of the car, allowing the long narrow batteries to slide in 18 from the side of the vehicle into the spaces formed by the corrugations. The 19 peaks of the corrugations are generally flat and relatively narrow, and the 20 troughs of the corrugations are generally flat and relatively broad. The 21 horizontal portions, that is, the generally flat peaks and troughs, are shaped to 22 be easily secured to the corresponding upper and lower layers of the 23 combined battery housing and vehicle chassis floor which is generally flat. 24 The three layers may thus be secured using welding, electric seam or electric 25 spot welding, friction welding, inductive welding, or via bolts screws, glues, 26 resins, and the like, depending on the materials used. 27 28 The sloping portions of the corrugations may be either vertical, or have a 29 steep slope, or be a combination of both. There may also be ridges formed by 30 folding, pressing etc in these vertical or near vertical portions. Such ridges 31 may be used to support the lower edge of the battery as it slides in and out of 32 its housing, and simultaneously allow a clearance between the battery and the 33 upper and lower layers of the combined battery housing and chassis floor. 34 The sheet of flat material used for the middle layer may have its outer edge 35 which parallel to the longitudinal axis of the vehicle, flared by pressing, or 36 folded, then welded or brazed etc, such that it closes off the narrow space 37 between each of the individual battery housings, to assist in waterproofing 38 and dust proofing and making air tight this space. The inner aspect of this 39 narrow space between the batteries may be flared, pressed, bent etc in the 40 opposite direction, in other words towards the relatively large corrugation, so 41 that there is some material to conveniently attach to the central ducting 42 channel if used, (see discussion elsewhere), or to mount the battery discharge 43 terminals, connectors and other electrical components in this more central, 44 less impact prone location. 45 46 Alternatively there may be a combination of the direction of flaring - covering 47 both the narrow section between batteries and providing support for centrally 48 located components adjacent to the batteries. The extra sheet material for this 49 design may be allowed for by providing alternating shapes of the appropriate 25 I size - adjacent to the material destined for the near-vertical portions in the 2 initial cutting out or stamping of the sheet material. 3 4 Alternatively one may simply use an extra sheet of vertical material running 5 parallel to the longitudinal axis of the vehicle and secured to the inner or outer 6 edge of the corrugations. On the inner aspect this may form part of the central 7 ducting for air-cooling etc as is discussed elsewhere. 8 9 As an alternative to layered sheet construction one may use a framework of 10 more robust materials such as tubular steel, aluminium alloy, titanium, etc. 11 The structural members of this framework are distributed along, and or, 12 around the edges of the overall shape of the combined battery housing and 13 vehicle floor chassis. Between this structure, lighter weight sheet materials 14 may be securely attached using techniques appropriate to the material. 15 16 In all the above the various layers may incorporate additional special 17 materials for thermal and or, electrical insulation, vibration and impact 18 protection. 19 20 A machine for mass production of these floor structures will be outlined later 21 after discussion of air cooling ducting systems which may be incorporated into 22 the floor structure. 23 24 10. Safety and Security 25 A locking device that secures the battery when engaged with its electrical 26 contacts in the internal regions of the battery compartment may be 27 constructed. This locking device may be either operated manually or 28 automatically if the hatch is formally opened with a key - but not if forced 29 open. This may be in addition or alternative to the aforesaid locking device de 30 activated by the full insertion of the prongs of the external battery support. 31 32 A visual indicator of the various amounts of charge in each of the replaceable 33 battery units in each of the numbered battery bays may be displayed at the 34 driver's console, and, or at the battery bay - either external to the hatch and, 35 or, behind the hatch. The motorist is thus able to judge which of his set of 36 batteries most needs charging. Optimal discharge of batteries may be 37 assisted by a visual display of the optimal sequence as determined by an 38 algorithm with inputs from the state of charge of each battery. This is a fresh 39 application in the proposed system of similar existing technology that 40 automatically preferentially discharges fully one, or a portion of a set of 41 batteries, before commencing another portion if the power loads allows. 42 43 11. System Monitoring and Electrical Circuit Routing 44 One may construct a remote monitoring and, or, control device which allows 45 transmission of the charge status of each of the batteries in process of being 46 recharged and, or already in the vehicle. This would assist in the alerting the 47 motorist of the occasional need to use the main power grid for recharging 48 batteries, while there is still time to charge batteries before daily commuting 49 etc. This monitoring and control device may be either hand held or fixed, and 26 I data transmitted either by short range electromagnetic signal or via direct 2 electrical, photonic, fibre optic, mechanical, hydraulic etc, connection. 3 4 The battery hatch(s) may be lockable with the latch being operated from either 5 a site on the chassis near the hatch, and, or at the driver's console. In either 6 case the battery hatch lock may be activated mechanically, electro 7 mechanically, and or via a separate function of the car's remote control 8 locking device. 9 10 In the event of a motor vehicle collision, in order to protect the fragile 11 electronic components on the vehicle, these components may be located 12 towards the centre of the vehicle, near to its longitudinal axis, or just adjacent 13 to the central cooling air duct, or located at main central processing unit near 14 the engine and its controls. The peripherally located battery monitors etc have 15 connectors which may be routed towards the longitudinal axis of the vehicle 16 along the channel sections at the outer edge of the upper or lower layers of 17 the combined chassis floor and battery housing, and or, along the narrow 18 spaces between the tall corrugations of the middle layer of the combined 19 chassis floor and battery housing. Next the connectors may be routed more 20 centrally, along the channel formed at the edge of the central air cooling duct, 21 the channel being covered with a removable close fitting cover secured by a 22 press fit, lugs, clips, screws or the like. Only the relatively inexpensive visual 23 displays are necessarily located at the outer edge of the combined chassis 24 floor and battery housing 25 26 12.Battery Temperature Control 27 12.A. Air-Cooling 28 Numerous batteries supported by housings with spaces in between them, 29 allow free circulation of air. This assists in maintaining optimal temperature of 30 the batteries, firstly by the large number of individual batteries, and secondly 31 by their distribution to give large surface area in contact with a large volume of 32 cooling medium. 33 34 Several additional methods of battery cooling may be considered. Note that 35 much of the prior art was before the advent of Lithium ion batteries. These 36 have such a current density that cooling must be specifically considered. 37 38 There are several advantages of air-cooling over liquid cooling. There is no 39 need for connection and reconnection of fluid filled hoses when the battery is 40 entirely removed from the vehicle for recharging. The heat generated when 41 the battery is being slowly recharged with the direct solar power etc, is not hot 42 enough to need more than the air circulating by unaided convection. One 43 needs to be very cautious with the use of fluids with their inevitable spillage, 44 possible corrosion, and possible short-circuiting or electrocution, especially if 45 water or other conductive fluids are used. Air's ubiquity avoids the whole 46 aspect of checking and topping up cooling fluid with dire consequences if 47 maintenance is neglected for too long. Cooling fluids always need active 48 circulation, which is an energy drain, whereas often air-cooling does not drain 49 energy. However liquid, or liquid and air cooled batteries could still be 50 constructed within the scope of the present system.
27 1 Air cooled batteries ideally have air spaces incorporated into the battery 2 design - in general a series of parallel vertical plates, (or matrix of columns 3 etc), with spaces between them. Details of this are discussed elsewhere. 4 Passive air spaces mean that some battery volume is sacrificed, but the 5 weight is not sacrificed at all. In the past, volume considerations have often 6 worked against using plates with air spaces. However the greater availability 7 of volume in the present approach - using most of the lower portion of the 8 vehicle, avoids this problem. The critical issue is battery weight not battery 9 volume, and battery weight is largely addressed by using Lithium ion batteries 10 or the like. Distributing the Lithium batteries over a large area merely helps to 11 address the problem of battery heating at high performance. 12 13 As well as passive convection, air cooled batteries may be actively cooled, 14 with a fan giving increased airflow, and or, a cooling device lowering the 15 temperature of the air. In practice given the wide variety of conditions for 16 many vehicles, and given that there is usually some energy expenditure 17 involved in both types of cooling methods, one would want a system which 18 can uses either increased air flow, decreased air temperature, or both. 19 20 The power to weight ratio of cooling devices is very important, especially with 21 electric vehicles that tend to have limited power for auxiliaries. The most 22 energy efficient solution would be simple evaporative cooling using capillary 23 action since this uses no extra electrical energy at all. The weight of water 24 required for typical daily commuting would probably be about 0.2 kg. Since 25 the motorist is already gladly performing the daily routine of changing the 26 batteries charged with free solar power, it would be a small additional 27 imposition to top up the daily cooling water. This compares very favourably 28 with the alternatives: a closed fluid system with radiator and fan, or 29 refrigeration heat pump with its compressor, expansion valve, evaporator and 30 refrigerant working fluid. Both these later alternatives are major drains on 31 energy, entail considerable weight, and are more likely to fail a critical 32 function. 33 34 12.B. Battery Geometry and Air Cooling 35 Spaces between the batteries for air-cooling may be coupled with the spaces 36 between the plates of the individual batteries. If a battery is made from a stack 37 of parallel plates orientated vertically then convection of the air will help cool 38 the batteries very effectively from a weight efficiency perspective. Providing 39 uniform air-cooling of such an array of batteries in this particular setting is a 40 worthy problem to solve. This vertical draft of air due to convection may be 41 assisted by a forced draft, either from a funnel like duct with intake being due 42 to the movement of the vehicle through the air of the environment outside the 43 vehicle, or and, with the help of a fan or other form of rotary air pump. The 44 final exit may be aerodynamically contoured to use the venturi effect. 45 46 As an alternative to vertical air draft, which generally requires ducting to take 47 two bends, as described below (12.C.), one may have ducting which only 48 directs air laterally - still requiring batteries as described above but also 49 requiring the medial end particularly, and also possibly the lateral end of the 50 batteries, to have numerous vents or spaces allowing air to pass. The central 28 1 portion of the battery ends contain the battery terminals, handles, etc, which 2 therefore would need to be located around the edges of the battery ends. 3 4 12.C. Air Ducting 5 There are two main approaches to ducting systems in this setting: A single 6 central duct with branching directed laterally, or two side ducts with branching 7 directed medially, or a combination of both. With all these, the amount of 8 cooling air must be proportioned evenly to each battery housing - allowing for 9 the gradual drop in pressure over the whole of the ducting system and the 10 loss of energy in the air flow due to friction with the conduit walls and air 11 viscosity. Aerodynamic contours for maximising structural and weight 12 considerations and ease of manufacture also are to be considered. The best 13 solution to the problem is disclosed with respect to a single central duct down 14 the long axis of the vehicle with flow from front to rear utilising the flow 15 through ventilation of the forward moving vehicle. The other main medially 16 directed or combined options mentioned above may be generalised by one 17 skilled in the art. 18 19 The lateral dimension of the central duct may be divided into the number of 20 generally equal sized batteries that are available for use. Let N be the number 21 of batteries on each side of the vehicle and M be number of batteries 22 accessible under the rear bumper, (for simplicity ignoring the possibility of 23 batteries accessible form under the front bumper). The total number of 24 batteries is 2N+M, in practice is probably about 10 to 30 in all. The 25 approximately rectangular cross sectioned central duct has aerodynamically 26 curved partitions that are straight in the vertical cross section and curved in 27 horizontal cross section. 28 29 If the central duct from the front of the battery array to the beginning of the 30 rear battery is 1.5m long, 0.25m wide, and 0.2m high, (for example) then 31 about every 1.5/N metres the central duct dimensions are symmetrically 32 reduced by about 0.25/(2N+M). Each of the vehicle's side access batteries 33 has a section of curved partition that enters from the vehicle's side, slightly 34 ahead of the battery it is cooling, and curves its respective slice of the air flow 35 through right angles, and also directs it aerodynamically towards the lower 36 portion of the chassis floor, that is, under its respective battery. Each of the 37 side access batteries has a curved partition directing air towards it, 38 overlapping the one in front of it, giving good structural integrity and low 39 weight. In the example above, the duct entry to individual battery 40 compartments would be tall and narrow, 0.2m high and 0.01 m wide if there 41 were 25 ducts in all, (2N+M). As the duct curves in a lateral direction, this 42 dimension would broaden out to a duct of 0.2m high and about 0.15m wide for 43 a typical battery width. This duct would be curved downwards for its air to 44 come under the battery. In our example, the dimensions of individual duct 45 when it first enters under the battery may have smoothly changed to 0.03m 46 high and 0.15m wide. In order to distribute the air uniformly along the whole 47 length of the battery, the air below the battery may be divided in a similar 48 manner to the air division in the main central duct. In our example, a division 49 into three stages, for example, would result in a duct of 0.01m high and 0.15m 29 I wide opening smoothly into an area of 0.15m long x 0.2m wide if each battery 2 was 0.15m wide and 0.6m long. [3 x 0.2m = 0.6m]. 3 4 After heat exchange with the battery, the upward vertical airflow may be 5 collected by a single exit duct for each battery housing, or by a subdivided 6 duct similar to those described above. This exiting air-flow may be directed 7 either inwards, and or outwards before exiting the vehicle. The multiple exit 8 ducts may join into one duct laterally, which may be formed by the large 9 hollow section of sheet metal or hollow structural member as is customary 10 with modem vehicle manufacture. Thus the final exit point may be towards the 11 end-most point of the main lateral hollow structural member. If this exit is 12 aerodynamically placed at a low pressure region formed at the tail end of the 13 moving vehicle one may take advantage of this pressure gradient in assisting 14 overall airflow. The final exit may be as high as possible to prevent water 15 entering the cooling system if the vehicle passes through deep water. There 16 may also be a peak(s) in the ducting contour followed by a trough(s) to 17 prevent accidental water entry from flowing into the critical battery housing 18 area. The peak in the main lateral hollow member as it curves over the rear 19 axel may form part of this arrangement. A lightly sprung, and or gravity 20 assisted light valve-like flap, may be inserted in the distal common ducting so 21 that it only allows efflux not reflux of air. Finally, there may be a grill with 22 downwardly and or upwardly angled horizontal elements to help prevent rain 23 or road splash entry. 24 25 An alternative to an upward draft of air is a horizontal air draft. This direction 26 of air flow would require more energy input from fan etc since there would be 27 little assistance from convection due to the heating of the air as it traverses 28 upwards in the vertical upward airflow. However with horizontal air flows, the 29 vertical space potentially gained by not having ducting entering under the 30 battery, and ducting exiting above the housing, may be considered an 31 acceptable trade-off with a lower overall vehicle size and increased 32 aerodynamic efficiency. In a horizontal airflow arrangement the airflow is 33 directed from the central duct into the relatively narrow space between the 34 corrugations of the middle layer of the combined battery housing vehicle floor 35 structure. These spaces may be somewhat broader than the vertical upward 36 airflow to allow for both entry and exit of air from the battery housings. There 37 are two general arrangements with horizontal flow: Firstly, the spaces may be 38 divided into two by a partition orientated at right angles to the longitudinal axis 39 of the vehicle. The entry duct would be slightly smaller in cross-section than 40 the exit duct to assist in a negative pressure gradient to encourage airflow and 41 allow for expansion of air as it underwent heat exchange with the battery 42 plates. The air may enter all these entry ducts then be subdivided and 43 redirected severally along the longitudinal axis of the vehicle, that is across 44 the battery plates. This means that equal portions of the long narrow battery 45 receive equal amounts of air cooling. The battery plates may be orientated 46 approximately horizontally to encourage effective heat exchange with a 47 horizontal airflow. The airflow would exit the battery housing along similarly 48 subdivided ducting either in an outward direction, and or inward direction 49 similar to the paths described for air-cooling with upward vertical air flow. 50 30 1 Secondly, the relatively narrow spaces between the corrugations may be 2 alternately devoted to either air entry or air exit. Each entry duct may have its 3 airflow subdivided severally in two directions - forward and aft. This does 4 away with partition of each of the spaces as mentioned just above. The 5 alternate spaces between corrugations are devoted to exiting airflow and thus 6 may be slightly larger to accommodate for air expansion after heat exchange 7 with the battery, and to assist in a negative gradient for airflow. Likewise these 8 alternate air exit ducts may likewise finally be directed inwards and or 9 outwards as described above. 10 11 12. D. Ducting Flow Equalisation Adjustment 12 In all the above discussion and examples, the dimensions of ducting should 13 be considered the average dimensions since the drop in pressure along the 14 length of the duct, the viscosity of air, and friction with duct walls all result in 15 the ducts furthest from the source needing larger orifices in order to have the 16 same total air flow as the orifices closer to the source. The fine adjustment of 17 these dimensions would best be determined empirically using a range of 18 typical airflows, pressures and temperatures. Furthermore it may be wise to 19 have a small bendable lip at the entry of each ducting diversion which could 20 be bent to change the cross section slightly to equalise or otherwise fine-tune 21 air flow, performed either at the end of manufacture, or during maintenance, 22 or repair. This could be accomplished by having a small lip protruding beyond 23 the sheet metal flange that is secured to the upper and lower surfaces of the 24 vehicle floor structure, and or a small horizontal slot in the edge of the vertical 25 duct entry wall, allowing ease of bending. 26 27 An apparatus for assisting in adjustment of the leading edge or lip mentioned 28 above may be constructed for use either in the initial manufacture or later 29 maintenance or repair. This apparatus may consist of a set of equal size and 30 shaped cross section conduits that can connect in an airtight manner to the 31 outlet ports of the air leaving each individual battery housing. Within each 32 portion of conduit is an air temperature sampling monitor(s), and or, air 33 pressure and or, air flow meter(s). These measuring devices are inset into the 34 wall of the conduit as much as possible so as to mimic the natural 35 aerodynamics as much as possible. All these monitoring devices may be 36 permanent fixtures, but probably only the temperature monitoring is practically 37 worth incorporating into a permanent fixture. 38 39 Conveniently, temperature is probably the most critical safety function and 40 temperature transducers are the lightest, least obtrusive and robust of the 41 three properties that may be practically monitored. Flow and pressure are not 42 likely to vary once the structure geometry has been fine-tuned. The full non 43 permanent monitoring would require removable tubes placed equally just after 44 the individual battery and before the generally convergent ducting before 45 exhausting. This means that the aerodynamics of the full ducting system are 46 including in the monitoring. An appropriate place for such an insert may be 47 where individual ducts leave the battery housing and pass along the upper 48 edge of the central axial duct space. It would thus be accessible for a 49 mechanic but away from merely curious motorists. 50 31 I Alternatively, a more lateral position may be adopted if airflow is directed 2 laterally after leaving individual battery housings. There may be allowed a 3 small space of about at least a few cm of width between the upper outer edge 4 of the battery housing before the final outer edge of the vehicle chassis. This 5 small surface is part of the lower edge of the duct exiting from the battery and 6 would generally be horizontal. This surface may have a removable section 7 capable of an airtight seal and thus capable of having a same sized complex 8 monitoring device pressed or otherwise inserted into the same removable 9 section or hole. The permanent monitors, at least of temperature may be just 10 inside the edge of the hole, being accessible for maintenance and installation. 11 12 The purpose of complex monitoring is to equalise the airflows and thus 13 temperature exchange in all the individual battery housings. As changing the 14 leading edge of one individual duct entry port generally affects the adjacent 15 duct as well it may be necessary to derive an iterative algorithm that starts 16 with the measured total airflow and the usual geometry that results in equal 17 airflow. If an individual cell has unequal airflow the algorithm may be used to 18 estimate the adjustments to up to all the leading duct edges in order to 19 equalise flows. Having made this adjustment the process is repeated in an 20 iterative manner. As well as adjusting the leading edges of ducts, one may 21 adjust individual flows by applying constrictions to air flow at some point along 22 the conduits, however this results in decreased airflow overall and this results 23 in inefficient use of energy. It is best to optimise by equalising "up" rather than 24 "down". 25 26 13. Battery Temperature Control: Battery Heating 27 If one uses Lithium-polymer batteries, the ducting system described above 28 may be adapted to become a battery heating system. Lithium polymer battery 29 are less prone to the rare but real flame hazard of Lithium ion organic solvent 30 batteries, and have more versatile shapes - including large flat surfaces 31 which would be advantageous in the present system. However current 32 Lithium-polymer batteries have improved battery discharge only if the battery 33 is at about 60 degrees Celsius because the gelled or solid polymer electrolyte 34 is more conductive at this temperature. In a battery heating system using air 35 as the heat transfer fluid medium, the geometry of the air flow and ducts is 36 similar to the cooling system air described above - except that the warm air 37 enter the battery housing from above - utilising the principle that hotter air is 38 less dense than cooler air. Cooler air may leave the bottom of the battery 39 housing via a duct, typically at the battery housing's outer edge if discharging 40 into the environment, or at an inner edge if the still slightly warm air is for 41 recycling and thus conserving heat. Careful thermal insulation around the 42 batteries and air ducts would minimise the amount of heat required to 43 maintain the batteries at optimal operating temperature as determined by 44 thermostatic sensors in the batteries and control of the heat source and air 45 flow. Good insulation including light-weight reflective coating and films, 46 fibreglass wool, aero-gels etc, also assist in maintain comfortable 47 temperatures for the passengers seated directly above in a typical 48 arrangement. 49 32 1 The air may be heated by a combination of weight efficient methods: Firstly 2 one may reclaim some heat generated by the vehicle's main electric motor 3 filtered fresh air may be ducted through the hot components of the motor and 4 passed directly to additional heating if required, or directly to the batteries 5 depending on the thermostat. Alternatively one may use a closed system of 6 recycled clean air or other suitable non-oxidising gas in contact with the 7 motor, and use a heat exchanger to transfer this heat to fresh, or recycled air 8 that is in contact with the batteries. Alternatively one may have a closed liquid 9 cooled engine that transfers the heat via a heat exchanger to freshly filtered or 10 clean recycled air. Using a heat exchanger between the engine and warming 11 air allows one fully cool the engine as a priority and vary the airflow through 12 the exchanger as a secondary function. Varying airflow rates on the air 13 warming side can adjust the air temperature through a considerable range as 14 determined by thermostatic requirements. 15 16 On first starting the main electric engine, and possibly at some other 17 occasions, the engine would not generate sufficient heat for adequate Lithium 18 polymer battery functioning and an additional weight and power efficient, 19 intermittent heating source may be utilised. This may consist of combinations 20 of either the vehicles main battery energy, (although this is a very weight 21 inefficient way to generate heat), and or, burning a small amount of 22 environmentally friendly bio-fuel such as ethanol, butanol, methane, hydrogen 23 etc. These combustion based energy sources would require a small amount 24 of electrical energy to light the flame with a spark or hot filament, and 25 additional fuel gauges, pumps and controls - which since they would be quite 26 small in scale, would not be prohibitive in cost or an energy drain on the 27 limited main battery power. The flame would heat a heat exchanger in the 28 airflow at a point between the engine and before branching of the common 29 duct to individual battery housings. 30 31 In all these arrangements, the air would need to be filtered - usually prior to 32 heating in order to keep any heat exchangers involved as clean as possible to 33 maintain their longevity and efficiency. 34 35 14. Combined Ducting and Fire Safety System 36 The ducting system as described above may perform further safety functions. 37 In the event of a battery fire, as may rarely happen especially if Lithium ion 38 batteries are used, such a fire may be rapidly quenched using a canister of air 39 bourn particular or gaseous fire-retardant rapidly released into the forced air 40 cooling ducting at a point proximal to the sub-division into individual battery 41 housings. The fire retardant may not necessarily contain chemicals that 42 damage the battery plates. A non-toxic, non-combustible gas such as 43 nitrogen, or a noble gas may be used in a pressurised canister placed just 44 after the fan. If the battery overheating were due to fan failure the released 45 gas would still flow through the relevant ducting without a fan. Rapidly 46 expanding gas also conveniently lowers its temperature potentially assisting 47 cooling the battery housings. The canister release could be activated not only 48 during a battery overheating malfunction, but also be triggered by a 49 movement sensor activated by a change in inertia typical of the impact in a 50 motor vehicle accident. Such collisions would put batteries at risk of bending 33 1 or buckling and starting fires. If deemed wise, the release of the canister may 2 be linked to either selective or total isolation of batteries from the main circuit, 3 a feature which could also be actively over-ridden if the motorist needs to 4 attempt to move the vehicle in an emergency after an accident, despite the 5 battery risk involved. 6 7 Further responses to individual battery temperature rises as detected either 8 by temperature sensors in the battery plates, or via air exiting the housing, 9 may include selective removal of the overly hot battery unit from the electric 10 circuit. If the faulty battery is no longer discharging it will probably begin to 11 cool down and not significantly damage itself. However such an event should 12 not be ignored and the motorist should receive a general battery fault 13 notification on the driver console, with the particular battery number also being 14 indicated. It may be wise to have that battery remain inoperable despite 15 cooling down to a safe level, until checked by a qualified technician. A further 16 response to a battery overheating alert would be the automatic full activation 17 of the air-cooling mechanisms as described above. One may construct a 18 mechanism to selectively increase air flow to an individual housing not by 19 altering the geometry of the leading edge but by removing a partial 20 constriction - most likely an electrically activated sprung-loaded or 21 electromagnetically operated flap(s) placed somewhere in the individually 22 subdivided ducts. This would add to the air-resistance during normal 23 functioning, and hence is energy inefficient, but would provide rapid and direct 24 addressing of a potentially serious safety issue. 25 26 15. Machine for Production of Ducting and Combined Vehicle Floor 27 Battery Housing Structure 28 A machine may be made for the construction of the combined vehicle chassis 29 floor and battery housing out of sheet metal. The machine may be part of the 30 customary assembly line with robotically controlled movement of materials. As 31 customary, the sheet metal components may be formed by pressing of sheet 32 metal into the desired shape of each of the three component layers. This 33 claim addresses the problem of the design of an apparatus to perform in one 34 setting, all the welding of the unusual geometry of the three-layered chassis 35 floor and the multiple ducting as discussed in previous claims. 36 37 The claimed apparatus has robotic arms with special welding heads on the 38 ends of the arm. These heads are attached to an arc-like insert that moves in 39 a corresponding arc-like groove or curved hole at the end of the arm. The arm 40 allows the curved insert to retract fully into the arm and even retract beyond 41 the portion of the arm closest to its mounting, projecting into the space of the 42 narrow battery housing, but not impinging on the wall of the housing. When 43 inserting the arm into the narrow battery housing from the outside of the 44 vehicle, the curved insert would have equal amounts of the curved portion 45 projecting beyond one side of the arm. This allows maximal length of the 46 curved insert, and maximum length of its curved travel, and furthermore when 47 the curved portion has been fully extended leave room in the battery housing 48 it allows the arm to traverse a short distance along the longitudinal axis of the 49 vehicle. This would make a longitudinal straight weld continuous with the 50 curved weld and continuous with the long weld at right angles, giving greater 34 I structural strength and air tightness to the whole structure. As implied above, 2 the same welding tip begins its movement from the outside of the long narrow 3 battery housing, in a direction at right angles to the long axis of the vehicle, 4 until the straight portion is complete. The arm then remains stationary as the 5 curved tip is moved in its groove by a small gear meshing with an arc of 6 corresponding gear teeth which are formed in the curved insert. When the 7 curve weld is complete, the curved insert remains still within the arm and the 8 arm moves laterally, in a direction generally in line with the long axis of the 9 vehicle, generally towards the front. On completion the arm and insert are 10 retracted along the same path, either passively with welding ceased or 11 actively giving a second run of welding, either to reinforce the two layers just 12 joined (eg lower and middle), or to complete the weld of the other two layers 13 (eg middle and upper). In the later circumstances there may be two welding 14 tips, one at the distal top surface of the curved insert, and the other at the 15 lower surface. The tips may be designed with switches such that only one tip 16 is active at a time. Alternatively a single tip may be used which is rotated 17 around two orthogonal axes into the two different positions as appropriate. 18 19 The symmetry of the ducting system requires either two robotic arms 20 approaching from both sides of the vehicle, or turning the vehicle over after 21 one side is complete - the former arrangement is probably preferable. 22 Likewise if one employs longitudinally orientated rear and or front vehicle 23 access for battery housings then one may employ a separate robotic arm 24 approaching from these directions. A row of separate robotic arms may be 25 utilised but this arrangement may be overly cramped compared to a single 26 arm at each side of the vehicle, the arm moving along a track performing the 27 weld of each housing in turn. The generally three layered structure may have 28 its pre-formed, (typically pressed), sheets delivered to the assembly machine 29 beginning with the lower layer fitting neatly into a receiving support, then 30 middle, then upper layers. Supports and guides for the middle layer may 31 approach from the side, having grooves corresponding to the deep 32 corrugations etc. Finally the upper layer may be lowered, guided and clamped 33 from above at points away from the specific welding sites. When held in 34 position welding may proceed. 35 36 16. Integrated Solar Panels, Recharging Modes - Off Vehicle and On 37 Vehicle 38 The above claims may be integrated into an electrically and mechanically 39 compatible system of solar panels, multiple battery charging housings, battery 40 extraction devices - allowing easy manoeuvring of replaceable rechargeable 41 batteries of a low enough weight for all motorists to change. Other sources of 42 electricity generation may be similarly substituted for the solar panels. These 43 include the usually intermittent sources such as wave or wind power that are 44 also ideally suited for the rapid battery exchange system. These are existing 45 technologies used in an overall new plant system. 46 47 The large solar panels may have a may have a different appearance 48 depending on the orientation or type of their subunits, or may have a frame or 49 setting that can be altered in its visual appearance. Thus the solar panels 50 themselves may serve a double purpose of advertising the manufacturer of 35 I the integrated solar recharging system, advertising some other entity, or 2 displaying some other visual function, or be decorative or aesthetic in its own 3 right. 4 5 Hail damage and high speed wind driven debris may be expected to increase 6 with the greater amount of energy in weather systems due to global warming. 7 Measures to protect photovoltaic panels may be incorporated into the 8 domestically located solar electric vehicle system described above. These 9 measures are generally existing concepts but finding fresh application the 10 proposed system. Impact sensors set to detect impacts characteristic of hail 11 may be installed in or on the framework of the panels or solar panel surface 12 themselves. However this approach may be too late to avoid hail damage. 13 Earlier warnings of hail danger may be indicated by thermal sensors detecting 14 a sudden relative temperature decrease, or fall below an absolute 15 temperatures indicative of hail. Moisture or frank water sensors may be used 16 to trigger protective measures. High wind velocities may also be used to 17 trigger protective measures - see below. 18 19 In addition to automatic sensors activation remote control electromagnetic 20 wave, or direct electric connection, for example telephone, fibre-optic 21 connection, etc, may be used to initiate and terminate protective measures. 22 These remote approaches may be operated either by the individual owners or 23 operators of the panels, or by some other weather alerting or forecasting 24 government or commercial entities. 25 26 There are a variety of protective measures for solar panels - generally 27 existing concepts freshly applied in the presently proposed system. For fixed 28 panels there may be a fixed protective layer of heat and light transparent 29 robust material applied over or on the fragile solar photovoltaic panel. A non 30 permanent protective layer, not necessarily transparent, may be rolled or 31 made as a concertina, and quickly unrolled or drawn over the panels. For sun 32 tracking mobile panels, one may rotate the solar panel, or parts thereof, to 33 face downwards leaving a more robust back surface exposed to the elements. 34 35 17. Backup Systems for Low Solar Power Generation and Emergencies 36 For days when the solar generated power is inadequate due to very cloudy 37 weather, and for occasions when the range of the vehicle needs to be 38 extended, or when some of the batteries malfunction and the motorist is 39 stranded, then a variety of backup power sources may be included within the 40 overall system. These are generally existing concepts but finding fresh 41 application within the new system or plant being proposed. They can be 42 divided between mobile and stationary power sources. Among the mobile 43 sources are lightweight thin film photovoltaic panels fixed to upper surfaces of 44 the chassis or deployable when the vehicle is stationary, a small light bio-fuel 45 burning internal or external combustion engine driven generator to recharge 46 the onboard batteries, or a hand operated generator to recharge batteries - as 47 a last resort. These onboard mechanical rechargers may use the regenerative 48 braking system connected to via a simple clutch, or in the case of the manual 49 crank handle by a gear swung into position on a stationary engine-generator, 36 I without any clutch. The stationary sources require an on-car extension cord to 2 connect to a nearby main electric power grid. 3 4 Anticipated longer range battery capacity may be allowed for by taking on 5 board extra charged batteries that may be stored in a weight efficient 6 convenient manner at the side of the rear luggage or engine compartment, not 7 under the luggage. These spare batteries do not require the extra weight of 8 monitoring and connecting of actively used batteries. 9 10 If a particular design of rechargeable battery becomes widespread then 11 commercial service stations with certified charged exchange batteries may be 12 available around major and between major cities. Likewise if a particular 13 technology becomes widespread rapid high current recharges done with 14 professional expertise and heavy duty safe equipment may be done at 15 commercial service stations while the motorist waits - without exchanging the 16 motorist's own battery. These existing concepts find fresh application in the 17 proposed system due to the convenience of battery handling by the average 18 motorist or service-person. 19 20 18. Kits for Providing Extra Battery Space on Existing Electric Vehicles 21 Kits for modifying existing electric vehicles may be constructed using several 22 approaches. Firstly, with particularly high road clearance one may have a 23 combined chassis floor battery housing fitted securely below the existing 24 chassis floor or rear luggage area. 25 26 Secondly one may convert the sides of the luggage access into battery 27 housings, either horizontal, angled or vertical depending on the vehicle 28 design. By using the full height of both sides of the luggage compartment 29 there is balancing of battery weight while preserving some central immediately 30 accessible luggage space. 31 32 Thirdly and less practically, with vehicles having very high headroom in the 33 driver or passenger cabin one may have kits which use the space underfoot 34 and under the seats. This involves refitting with modified seats. Batteries may 35 be housed only under-seat and not underfoot. Using rear foot-room but not 36 front passenger foot-room may be an acceptable compromise. There would 37 still be need for a battery hatch, albeit less robust than discussed above since 38 the vehicle doors perform that function. Including air cooling and ducting 39 would be require vents in and out of the passenger compartment. 40 41 Kits for modifying existing hybrid vehicle makes and models incorporating the 42 claims listed above may be constructed by one skilled in the art. The kits may 43 be considered as part of the general method and machines of manufacture of 44 the major components as discussed above - under specialised mass 45 production automated assembly line methods that would be used for both 46 standard vehicle and modification kits. 47 48 49 50 37 1 An Outstanding Problem and an Integrated Solution Claimed as Novel 2 and Inventive 3 There is a significant broad problem to be solved in the anthropogenic climate 4 change brought about mainly via increased atmospheric carbon dioxide from the use 5 of fossil fuels in engines, both transport and electricity generation engines. All-electric 6 vehicles are not carbon dioxide emissions neutral, are hence not part of the solution 7 to the broader climate change problem, unless they use electric power generated 8 from carbon neutral sources. As the development of significantly carbon neutral 9 electricity grids are not likely to be widespread for several decades the problem of a 10 practical genuinely "green" electric vehicles remains an outstanding problem. II Part of a timely solution to this subset of the broader climate change problem must 12 be to bypass the usual electricity grid in recharging an electric vehicle. 13 14 The most practical means for bypassing the usual electricity grid is for individual 15 drivers to generate their own "green" electricity for their own electric vehicles. For 16 most people solar voltaic panels situated at their own homes are the most practical 17 means of generating such green electric power. (Wind and water generated electric 18 power may be possible for a minority of drivers and these intermittent energy sources 19 are also well suited to the following system.) Since solar power is only available 20 intermittently, during the day, when people usually need to be driving their cars, and 21 given that covering a vehicle with solar panels will never generate enough energy for 22 typical commuting, one is obliged to use at least 2 sets of batteries. One set is for 23 recharging at home while the other set is for daytime travel. To avoid the delay, 24 degrading of batteries, and possible dangers associated with very rapid recharging of 25 batteries from storage batteries, keeping on the move requires rapid battery 26 exchange. 27 28 Thus the outstanding problem of genuinely green practical all-electric vehicles can be 29 largely reduced to several residual design aspects of a solar vehicle battery and 30 battery exchange system. These several aspects to the problem can to be addressed 31 simultaneously. An integrated solution of several simultaneous problems is more 32 difficult than solving only one problem and genuinely requires a greater creativity and 33 ingenuity, and hence a involves a more justifiably "inventive step". By analogy, 34 solving multiple simultaneous equations with multiple variables in mathematics is 35 more difficulty than solving simpler problems. A complex multifaceted problem may 36 require several facets to its integrated solution. The facets (plural) the problem 37 (singular) of a practical, mass prducible, genuinely green, light-weight, all electric 38 vehicle are: 39 40 1. The ability to quickly and easily exchange batteries that were being re-charged at 41 home during the day while a second set of batteries were being used for daytime 42 commuting etc. 43 44 2. A strong light integrated chassis cum battery housing, battery management, 45 cooling system - all essential given the structural strength to weight demands of a 46 practical all electric vehicle. 47 48 3. The use of the presently most suitable lightweight high energy storage batteries for 49 a practical range of the all electric vehicle - namely lithium polymer battery plates, 50 with their ensuing particular problems of temperature control requiring an effective 51 lightweight cooling system. 52 53 4. Suitability for commercial mass production, important for a practical, affordable 54 vehicle.
38 1 The focus (singular) of this multifaceted problem and its integrated solution, at least 2 in terms of patentability, is probably best presented as the combined chassis, 3 battery housing, and cooling system. These three functions are all fulfilled by the 4 same single physical structure as can be seen from diagrams 2/5 and 3/5. The 5 curvature of the central and lateral ducting system sandwiched between the upper 6 and lower portions of the chassis floor form a strong lightweight structure braced in 7 two different directions. The folded sections of corrugated sheet material are 8 supporting and in immediate contact with the batteries themselves and form strong 9 triangular shapes of high rigidity and strength. The continuity of the battery housing 10 materials with the portions of the chassis floor which support the wheels and engine 11 etc again show an integrated design solution to a complex problem. 12 13 The combined chassis floor, battery housing, and air cooling system is also a useful 14 central focus of the invention since its geometry determines other adjacent 15 structures, namely: the vertical orientation of the battery plates in individual battery 16 units, and the practicality of sliding elongated batteries out of the housing and the 17 necessity therefore of a support below the batteries being slid out, and the suitability 18 of a combined battery hatch cum battery support directly in contact with the lower 19 edge of the chassis cum housing. (The vertical height of this approach to battery 20 exchange necessitates a battery trolley, which since the prior art has equivalently 21 functioning trolleys in similar settings is not explicitly claimed, and is only mentioned 22 in the description of ideal embodiment.) The aspects of the adjacent structures which 23 are determined by the central focus of the invention are claimed, with peripheral 24 aspects of the adjacent structures left only as descriptions in an ideal embodiment. 25 Furthermore the practicality and affordability of a not overly automated system of 26 battery exchange implies that batteries be of a weight easy enough for all motorists 27 to handle. This implies that individual batteries within this structure have an 28 elongated shape so that they can slide in and out of the corrugations that are part of 29 the chassis floor reinforcements etc. These constraints in battery shape, and the 30 practical safety consideration of keeping electrical circuits away from the boundary 31 (and damage in an accident) as much as possible, have implications on the battery 32 connections and handle design. 33 34 The practical importance of designing a mass producible combined chassis, battery 35 housing and cooling system was an important consideration in selecting the final 36 design and consequently the means for the specialised manufacture of the central 37 focus of the claimed invention, because of the intimate connection between the two, 38 is claimed as part of the central focus of the claimed invention. 39 40 Another advantage of considering the combined battery housing, chassis and cooling 41 system of an electric vehicle as the central focus of the invention is that the prior art 42 surveyed earlier in the application would intersect with the central focus of the claim. 43 44 45 46 47 48 49 50 51 52 53 54 55