GB2518397A

GB2518397A - Electric vehicle battery system and method

Info

Publication number: GB2518397A
Application number: GB1316706.9A
Authority: GB
Inventors: Donald Leroy Samuel
Original assignee: Individual
Current assignee: Individual
Priority date: 2013-09-20
Filing date: 2013-09-20
Publication date: 2015-03-25
Anticipated expiration: 2033-09-20
Also published as: GB2518397B; GB201316706D0

Abstract

An electric vehicle has an electric power source 10 and an electric motor 12 that also turns a motive battery top-up alternator 18 that in part recharges the motive battery. The power source 10 may be a motive battery, in part charged by the alternator 18, in which case switches 40 may ensure that the alternator 18 only charges the battery 10 when the vehicle is slowing or braking (regenerative braking). The alternator 18 may also charge an ancillary battery. The electric power source 10 may be a fuel cell. The ancillary battery can provide power to the motor 12 either together with or independently from power from the battery or fuel cell. One or more ancillary service alternators 30 42 may charge one or more ancillary service batteries 32 44 that each drive one or more ancillary vehicle services or systems.

Description

Electric vehicle battery system and method

Field of the invention.

The present invention relates to electric vehicles. More particularly, the invention relates to electric vehicles for use on public and private roads, and on areas such as golf courses. In greatest particularity, the invention relates to a battery system for use in electric vehicles.

The prior art.

Electric vehicles comprise a battery which in turn drives a motor linked to a transmission to turn wheels to cause the vehicle to move. The electric vehicle also comprises a braking system and steering.

In order to be compliant with regulations permitting the vehicle to be used upon public roads, the vehicle must not only have seat belts and a compliant braking and steering system, it must also have lights and indicators prescribed by law. In addition, a vehicle can comprise fans and heaters, all electrically driven.

The power for lights, fans and heaters is derived from the main battery, which also is the source of motive power delivered to the vehicle motor. Lights, fans and heaters can cause a considerable and ongoing drain upon the energy available to move the vehicle.

The availability of motive energy is paramount in operational maintenance of an electric vehicle. It is necessary, at least, to get the vehicle to a charging point before it becomes incapable of movement. Although some lights and indicators are used during daylight hours, the majority are used during the hours of darkness. Fans and heaters can be switched off, to minimise vehicle battery drain. However, the effect of use of fans and heaters, and of all lights must convey an ongoing or loss of range for the vehicle.

The present invention seeks to provide means whereby ancillary equipment such as lights tans and heaters can be driven other than by the vehicle battery.

United Kingdom Patent Application GB2498376 (A) discloses battery management apparatus and method for use in an electrical vehicle where a plurality of individual batteries are provided within a battery pack. The battery pack is coupled to power vehicle traction and a plurality ot individually connectable vehicle appliances. A monitor keeps track of charge state by means of a battery monitor on each battery relaying instant current to a processor. In a first embodiment, a charge allocation profile for the whole battery pack is used where different appliances have different amounts of charge capacity allocated to them and are disconnected when discharge exceeds their allocation and are reconnected during charging when sufficient charge is available. In a second embodiment, individual batteries and appliances are connected within a network contiguration allowing any battery to be connected to any appliance. Battery segments can be created, each having one or more allocated individual batteries and each segment connected to selectable services within the electric vehicle. Segmentation patterns can be changed. A segment charge allocation protile can be used within each segment in much the same way that the charge allocation profile can be used and changed for the first embodiment. The present invention seeks to provide imrovement over this UK Patent Application's disagvantages, namely that the use ot battery packs reduces the total popssible power storage compared to use of an integral vehicle battery, and that ancillary equipment is still powered by the main vehicle battery.

Summary of the invention.

According to a first aspect, the present invention consists in an electric vehicle wherein an electric power source is operable power a motor to propel the vehicle, the vehicle comprising: a vehicle motor; a motive battery topup alternator mechanically coupled to rotate with the vehicle motor and electrically coupled to store charge for further propulsion of the electric vehicle.

According to a second aspect, the present invention consists in a method of operating an electric vehicle wherein an electric power source powers a motor to propel the vehicle, the method comprising the steps of: a step of providing a vehicle motor; a step of providing a motive battery topup alternator, a step of mechanically coupling the motive battery topup alternator to rotate with the vehicle motor; and a step of electrically coupling the motive battery topup alternator to store charge for further propulsion of the electric vehicle.

The invention further provides that the electric power source can be a motive battery and the motive battery topup alternator can be operable to provide input charge to the motive battery.

The invention further provides that the electric power source can be a fuel cell: that the electric vehicle can comprise an ancillary motive battery; and that the ancillary motive battery can be operable to provide power to the electric motor either in the absence or power from the fuel cell or in combination with power from the fuel cell.

The invention further provides that the electric power source can be a motive battery: that the electric vehicle can comprise an ancillary motive battery; and that the ancillary motive battery can be operable to provide power to the electric motor either in the absence or power from the motive battery or in combination with power from the motive battery.

The invention further can provide switch means that can be operable to limit charging by the motive battery topup generator to those periods when the electric vehicle is slowing or braking.

The invention further provides an electric vehicle that can further comprise: one or more ancillary service batteries: and one or more an ancillary service alternators that can be mechanically coupled to rotate with the vehicle motor and can be electrically coupled to charge a respective ancillary service battery; where each of the one or more ancillary service batteries can be electrically coupled to power one or more ancillary vehicle services.

Brief description of the drawings.

The invention is further explained, by way of examples, by the following description to be read in conjunction with the appended drawings, in which: Figure 1 is a schematic diagram if the illustrating an exemplary electrical layout for an electrically powered vehicle.

Figure 2 is an exemplary schematic diagram illustrating a second embodiment of the invention. and

Figure 3 is an exemplary schematic diagram illustrating a third embodiment of the invention.

Detailed description

Attention is first drawn to figure 1, a schematic diagram if the illustrating an exemplary electrical layout for an electrically powered vehicle.

A motive battery 10 provides power to a vehicle motor 12 through a switch device 14 that can be anything from a straightforward on/off switch either apply power to the vehicle motor 12 or not, to a mark/space ratio modulated switching device 14 that can deliver proportional power to the vehicle motor 12.

The vehicle motor drives a vehicle transmission 16 that delivers mechanical drive to the electrical vehicle.

The vehicle motor 12 also provides rotational drive to a motive battery 10 top up alternator 18 that adds charge to the motive battery 10 in response to rotation imparted by the vehicle motor 12.

In this example, the motive battery 10 top up alternator 18 is shown driven by a belt and pulley 22 arrangement, in the same way that an alternator is driven by a conventional automobile engine employing diesel or petrol. It is to be appreciated that the belt 20 and pulley 22 arrangement can be replaced by any form of mechanical coupling apt for the purpose, including, but not limited to, geared trains; and chain drive.

The motive battery 10 top up alternator 18 contains all of the equipment to measure and control charging parameters that are also to be found in a like alternator as used in a conventional automobile engine that employs diesel or petrol.

An optional main battery solar cells 24 can be employed to add charge to the main battery 10 and all times that the main battery solar cell 24 is expose to solar radiation.

A main battery charging socket 26 can be connected to an extravehicular charging cord 28 in order to recharge the motive battery 10 in the usual way.

The vehicle motor 12 also drives an ancillary service alternator 30 that charges an ancillary service battery 32 that provides energising power for ancillary electrical devices in the electric vehicle, including but not limited to: lights 34; horn 36; and indicators 38.

The ancillary service alternator 30 is shown in this example is being driven by a belt and pulley 22 arrangement. It is to be appreciated that the ancillary service alternator 30 can be driven by the vehicle motor 12 in any apt manner, including but not limited to: mechanical geared trains; and chain drive.

The ancillary service alternator 30 also contains all of the current and voltage sensing apparatus present in a typical alternator attached to a conventional petrol or diesel vehicle.

The arrangement here shown provides for automatic charge controlled provision without the need for a separate processor for regulation and controller thereof.

Further, the alternators 1830 are a conventional off-the-shelf component, such as would be found in any production automobile, thereby simplifying component sourcing.

Attention is next drawn to figure 2, an exemplary schematic diagram illustrating a second embodiment of the invention.

Like items have liked names and like functions in figures 1 and 2. Further explanation is not required, explanation having already been given with reference to figure 1.

A braking switch device 40 is coupled between the output of the motive battery top up alternator 18 and the motive battery 10. The braking switch device 40 completes the connection between the motive battery top up alternator 18 and the motive battery 10 whenever the electric vehicle slows down either by virtue of application of the brakes or by removal of drive from the vehicle motor 12. This allows kinetic energy from vehicle motion to be transferred to the vehicle transmission 16 and thereby transferred to the motive battery top of alternator 18 to be stored in the motive battery 10. When the switch device 14 is reactivated the braking switch device 40 is once again open circuit thereby minimising deal load of the motive battery top up alternator 18 upon the motive battery 12 and minimising its drain upon the motive battery 10.

The electric vehicle can also comprise a second ancillary service alternator 42 that charges a second ancillary service battery 44 that can be used to provide electrical power to further ancillary services such as, but not limited to: satellite navigation 46; radio equipment 48; and a dashboard electrical socket 50.

In this manner, the secondary ancillary battery 44 and alternator 42 can keep certain services alive when other services with heavier usage have died due to ancillary service battery 32 discharge.

A second ancillary battery solar cell 52 can also be used to charge the second ancillary battery 44 when the second ancillary battery solar cell 52 is exposed to solar radiation. It is to be understood, throughout this description, that solar cells can be used to augment the charge of any and all batteries.

Attention is next drawn to figure 3, an exemplary schematic diagram, illustrating a third embodiment of the invention.

Figures 1, 2 and 3 have elements in common. Like numbers designate like elements. Explanation is not here provided where explanation has been previously provided.

The motors and battery 10 of figures 1 and 2 has, in figure 3, been replaced by a fuel cell 54 fed from a fuel tank 56. The fuel cell 54 can, for example, be a hydrogen fuel cell. As another example, the fuel cell 54 can be a methanol fuel cell. The fuel cell 54 can be any kind of fuel cell that can be used to convert a replenishable fuel into usable electrical potential and current for driving a vehicle motor 12.

Instead of recharging the motive battery 10 as in figures 1 and two, the motive battery top up alternator 18, in figure 3, charges and ancillary motive battery 58. The main battery solar cell 24, if provided, also charges the ancillary motive battery 58.

The ancillary motive battery 58 can be used to drive the vehicle motor 12 either in conjunction with the output of the fuel cell 54 or, as provided by ancillary motive battery switching device 60 when power from the fuel cell 54 is not available. As before, the ancillary motive battery 58 can be continuously charged by the motive battery top up alternator, or charged only during vehicle braking when the braking switch device 40 is used.

The output of the ancillary motive battery 58 can be applied to the vehicle motor 12 using the ancillary motive battery switching device 60 in the same manner as the switch device 14 is used.

If it is required to keep one or more sets of separated ancillary services running, and one of the ancillary batteries 32 44 is at risk of running flat, the ancillary service battery 32 and the second ancillary service battery 44 can be joined together by an ancillary service joiniing connection 62, shown in figure 3 in broken line.

The invention has been described employing plural examples, each example employing plural measures. It is to be appreciated that the invention includes the plural measures of the plural examples being employed singly, collectively, or altogether to provide the advantages offered by the invention.

The invention as described above provides a system that generates and segregates different sources of power within electric vehicle automatically without need for any central processor to control the generation and distribution process.

The invention as described above also provides that the generation and segregation function is achieved using standard automobile industry pads connectable together in a manner that will be familiar to motor engineers and mechanics.

The invention as described above also permits ancillary services 44, 46, 48, and 50 and 32, 34, 36, 38, to become discharged before the motive battery 10 becomes discharged, thereby preserving the ability of the motive battery 10 to cause the electric vehicle to move even though some ancillary services no longer function. This is achieved without the need for a regulating processor.

In the case of a fuel cell vehicle, ancillary motive battery 58 can be used for electric vehicle movement when the fuel cell 54 has run out of fuel.

In a variant of the example given in figure 3, if a standard rechargeable motive battery 10 is used instead of the fuel cell 54, the ancillary motive battery 58 provides a means to propel the electric vehicle even when its main motive battery 10 runs flat.

Those skilled in the art will be aware of many of variants and modifications that can be applied without deviation from the invention as claimed.

S The invention is further defined and clarified by the following appended claims.

Claims

Claims.1. An electric vehicle wherein an electric power source is operable power a motor to propel the vehicle, the vehicle comprising: a vehicle motor; a motive battery topup alternator mechanically coupled to rotate with the vehicle motor and electrically coupled to store charge for further propulsion of the electric vehicle.
2. The electric vehicle of Claim 1 wherein the electric power source is a motive battery and the motive battery topup alternator is operable to provide input charge to the motive battery.
3. The electric vehicle of Claim 1 wherein: the electric power source is a fuel cell: the electric vehicle comprises an ancillary motive battery; and the ancillary motive battery is operable to provide power to the electric motor either in the absence or power from the fuel cell or in combination with power from the fuel cell.
4. The electric vehicle of Claim 1 wherein: the electric power source is a motive battery: the electric vehicle comprises an ancillary motive battery; and the ancillary motive battery is operable to provide power to the electric motor either in the absence or power from the motive battery or in combination with power from the motive battery.
5. The electrical vehicle of any of Claims 1, 2, 3 or 4 comprising switch means operable to limit charging by the motive battery topup generator to those periods when the electric vehicle is slowing or braking.
6. The electric vehicle of any of the preceding Claims further comprising: one or more ancillary service batteries: and one or more an ancillary service alternators mechanically coupled to rotate with the vehicle motor and electrically coupled to charge a respective ancillary service battery; where each of the one or more ancillary service batteries is electrically coupled to power one or more ancillary vehicle services.
7. A method of operating an electric vehicle wherein an electric power source powers a motor to propel the vehicle, the method comprising the steps of: a step of providing a vehicle motor; a step of providing a motive battery topup alternator, a step of mechanically coupling the motive battery topup alternator to rotate with the vehicle motor; and a step of electrically coupling the motive battery topup alternator to store charge for further propulsion of the electric vehicle.
8. The method of Claim 7 wherein the electric power source is a motive battery, the method including the step of coupling the motive battery topup alternator to provide input charge to the motive battery.
9 The method of Claim 7 wherein: the electric power source is a fuel cell, the method comprising the steps of: a step of providing an ancillary motive battery; and a step of coupling the ancillary motive battery to provide power to the electric motor either in the absence or power from the fuel cell or in combination with power from the fuel cell.
The method of Claim 7 wherein: the electric power source is a motive battery, the method including the steps of: a step of providing an ancillary motive battery; and a step of coupling the ancillary motive battery to provide power to the electric motor either in the absence or power from the motive battery or in combination with power from motive battery.
11. The method of any of Claims 7 to 10 including the step of: employing a switch to limit charging by the motive battery topup generator to those periods when the electric vehicle is slowing or braking.
12. The method of any of Claims 7 to 11 further comprising the steps of: a step of providing one or more ancillary service batteries: a step of providing one or more an ancillary service alternators: a step of mechanically coupling the one or more ancillary service alternators to rotate with the vehicle motor: a step of electrically coupling the one or more ancillary service alternators to charge a respective ancillary service battery; and a step of electrically coupling each of the one or more ancillary service batteries to power one or more ancillary vehicle services.
13. An electric vehicle, substantially as described with reference to the appended drawings.13. A method substantially as describe with reference to the appended drawings.Amendments to the claims have been made as follows: Claims.1. An electric vehicle comprising: a primary power source operable to power a motor to propel the vehicle a vehicle motor a first ancilliary battery, having a first generator means which converts motion from the motor to electrical energy to change the first ancilliary battery, the first ancilliary battery powering a first set of electrical services a second ancilliary battery, having a second generator means which converts motion from the motor to electrical energy to change the second ancilliary battery, the second ancilliary battery powering a second set of electrical services the second set of electrical services having a heavier power consumption requirement than the first set of electrical services.2. The electric vehicle of Claim 1 wherein the first ancillary battery and the second ancillary service battery are joined together by an ancillary service joiniing r connection.(\,j 20 3. The electric vehicle of either Claim 1 or 2 wherein the electric power source is a motive battery and the motive battery topup alternator is operable to provide input charge to the motive battery.4. The electric vehicle of according to any previous claim wherein: the electric power source is a fuel cell: the electric vehicle comprises an ancillary motive battery, and the ancillary motive battery is operable to provide power to the electric motor either in the absence or power from the fuel cell or in combination with power from the fuel cell.5. The electrical vehicle of Claim 3 wherein solar cells are included to top up the motive battery.6. The electrical vehicle of any of the previous Claims wherein solar cells are included to top up the first ancillary battery and/or the second ancillary battery.7. The electrical vehicle of any of the previous Claims comprising switch means operable to limit charging by the motive battery topup generator to those periods when the electric vehicle is slowing or braking.8. The electric vehicle of any of the preceding Claims further comprising: one or more ancillary service batteries: and one or more an ancillary service alternators mechanically coupled to rotate with the vehicle motor and electrically coupled to charge a respective ancillary service battery; where each of the one or more ancillary service batteries is electrically coupled to power one or more ancillary vehicle services.9. A method of operating an electric vehicle wherein an electric power source powers a motor to propel the vehicle, the method comprising the steps of: r a step of providing a vehicle motor; a step of providing a first ancilliary battery, and a first generator means (\J 20 a step of providing a first set of electrical services a step of using the first generator to convert the motion from the motor to electrical energy to change the first ancilliary battery a step of using the first ancilliary battery to power the first set of electrical services a step of providing a second ancilliary battery, and a second generator means the second set of electrical services having a heavier power consumption requirement than the first set.a step of using the second generator to convert the motion from the motor to electrical energy to change the second ancilliary battery a step of using the second ancilliary battery to power the second set of electrical services 10. The electric vehicle of Claim 9 wherein the first ancillary battery and the second ancillary service battery are joined together by an ancillary service joinhng connection, and the method includes the step of transferring power between the first ancillary battery and the second ancillary service battery.11. The method of Claim 9 or 10 wherein the electric power source is a motive battery, the method including the step of coupling the motive battery topup alternator to provide input charge to the motive battery.12 The method of Claim 9 or 10 wherein: the electric power source is a fuel cell, the method comprising the steps of: a step of coupling the ancillary motive battery to provide power to the electric motor either in the absence or power from the fuel cell or in combination with power from the fuel cell.13 The method of any of Claims 9 to 11 wherein: the electric power source is a motive battery, the method including the steps of: a step of coupling the ancillary motive battery to provide power to the electric motor either in the absence or power from the motive battery or in combination with r power from motive battery. aD(\,j 20
14. The method of any of Claims 9 to 13 including the step of: employing a switch to limit charging by the motive battery topup generator to those periods when the electric vehicle is slowing or braking.
15. An electric vehicle, substantially as described with reference to the appended drawings.
16. A method substantially as describe with reference to the appended drawings.