MXPA06007924A - System for self-supplying power to electric propulsion vehicles. - Google Patents

Abstract

Described is a system for self-supplying power, which pertains to the technical field of electric vehicles propulsion, the system being intended to solve technical problems in supplying power to vehicles propelled by batteries causing a limited autonomy, a low speed, a high weight, usage of the load space, a complicated and expensive recharge logistic and high operation costs, which turn the vehicle into a nonviable vehicle with regard to those of inner combustion. The present invention is useful for solving the aforementioned problems by removing propelling batteries and using an electric engine (Fig.1) instead (1) which is started by the electricity of a battery (Fig. 1) (25) conducted trough a starting circuit (Fig. 1) (20), the engine comprising a double axle (Fig. 1) (2) where a large gear (Fig. 1) (5) is located at a first end portion thereof, where the vehicle is driven, the gear being larger than that of the transmission which is located at the rotor axle of an alternator (Fig . 1) (4), so that when the vehicle is moved by the engine, the alternator (Fig. 1) (6) is simultaneously moved at revolutions multiplicative by the gears, thus supplying power to the engine by a self-supplying circuit, and establishing a self-supplying cycle which removes the use of propulsion batteries. At the remaining end portion of the engine axle (Fig. 1) (2) a second alternator is connected by gears (Fig. 1) (22), where a battery (Fig. 1) (25) is recharged by a recharging circuit (Fig. 1) (24) which is only used for starting the engine operation. In a second embodiment of the invention, the system operation is carried out by the supplying alternator (Fig.2) (3), which is activated trough a driving circuit (Fig.2) (20) using a driving engine (Fig.2) (18) coupled to the alternator by a bendix system (Fig.2) (19), this latter element is also useful for detaching the alternator when the propulsion engine (Fig. 2) (1) is driven by the alternator power obtained by the self-supplying c ircuit (Fig. 2) (21) and the vehicle as well as the alternator are moved (Fig.2) (3) by the revolution-multiplicative gears (Fig. 2) (5 and 6) located at the engine axle (Fig. 2) (2) an at the alternator rotor (Fig. 2) (4), thus establishing a self-supplying cycle just like in the first embodiment of the invention, as well as the remaining process of the system. In both embodiments of the invention the rate as well as the inlet and outlet regarding the operation of the electric circuits and components are controlled by a central electronic control which is a microprocessor (Fig. 1 and 2).

Description

DESCRIPTION INVENTION: Self-supply system for electric vehicles, INVENTOR: Lie. Eduardo Guillermo Almaraz and Calderón de la Barca, NATIONALITY: Mexican DOMICILIO: Rosal 51, between barranquilla and escondida, Colonia Telepan, Alvaro Obregón ele- vation, Mexico D.F. C.P. 01700 TECHNICAL FIELD TO WHICH THE INVENTION REFERS The present invention is comprised in the technical field of propulsion systems for electric vehicles and in particular is contracted to a self-supply system of electric power to said vehicles that takes advantage of the rotation of the propulsion motor by means of speed-multiplying gears that allow a The alternator generates enough electricity to back up the motor that originally rotated it so that once the system operation is started, a cycle of power supply is established or it makes unnecessary the storage of electricity for the propulsion of the vehicle in a voluminous bank of batteries reserving only one or two exclusively for the start-up.

ANTECEDENTS OF THE STATE OF THE TECHNICAL AND DOCUMENTS THAT REFLECT IT Electric vehicles have been developed practically since the invention of the automobile and thus already in 1897 the Krieger company of Paris, France, roduced the first ones, however since then they have been displaced technically and commercially by motor vehicles. internal combustion due to the disadvantages presented against these that can be summarized in the following: 1.- BATTERY WEIGHT since one liter of gasoline provides 2000 watts-hour of work and one cubic meter of battery only gives 90 watts- 1 hour of work that translates into that the energy stored in a 50 liter gas tank equals a 1860 kg battery weight and in another contrast in an internal combustion car the weight of the fuel represents 5 $ of the weight total and in an electric one with autonomy limited to 100 kilometers, the batteries represent 0 of the weight. 2.- HIGH COST OF OPERATION since it is necessary to totally replace the bank of batteries, if they are acid-lead, between every 500 and 700 charge-discharge cycles if the discharge is between $ 7 and $ 80 of the electricity stored but if it reaches 90 $ the life of the battery is reduced by 40 $ 3.- OCCUPATION OF A LARGE PART OF THE USEFUL STORAGE SPACE the need to have many batteries to achieve a certain degree of efficiency in electric cars obliges to use a large part of the cargo space for these batteries and so it is common for the trunk to be used or the space for passengers reduced. 4.- LIMITED AUTONOMY since an electric car equipped with batteries of acid-lead weighing 400 kilograms only allows u-na autonomy of 100 kilometers 5.- LOW SPEED M XIMA because the amps-hour performance of the batteries is limited because of the power-to-energy ratio, since each DM of the battery provides 90 watts-hour of work in such a way that high speeds demand a lot of energy and therefore many batteries are required, but when supplying them, the weight is increased to the detriment of the speed and also the limitation of the space to place them. 6. COMPLICATED AND COSTLY INFRASTRUCTURE AND LOGISTICS OF EXTERNAL RECHARGING OF BATTERIES since for the total development of electric cars would require the construction of a wide and very expensive network of charging stations and the expansion of the capacity of public generation of electricity . The drawbacks pointed out have been sought to solve, according to the current state of the art, by means of the solutions referred to the following ones; A. - FAILURE CONCERNS AT BATTERY WEIGHT ^ HIGH COST I) EPERPERY (2), OCCUPATION IS USEFUL SPACE (3) LIMITED AUTON0-MIA (4) AND LOW MAXIMUM SPEED- SOLUTIONS- Public efforts are in the public domain. they have been doing by the manufacturers of electrical equipment and of automobiles for by means of the investigation and essay of diverse materials to replace the batteries of lead-acid, and current general use, by batteries of nickel-iron, nickel-zinc, nickel-cadmium, zinc-chlorine, aluminum-air, iron-air and other components, in such a way that greater densities of mass energy are obtained (wh / kg), vo- lumic (wh / dm3) and power (w / kg) that allow more autonomy, useful load capacity, useful battery volume, high top speeds and, in particular, greater duration by extending the loading and unloading cycles. Significant progress has been made, however, every battery development encounters obstacles that prevent electric vehicles from achieving higher performance and economic viability than internal combustion vehicles such as high price (ni-fe ni-zn bacteria); problems of large-scale production or shortage of raw materials (batteries ni-cd, ni-zn), dangerous in their operation (batteries zn-cl); limited uration (batteries na-s); inadequate heat balance (li-fes2 batteries) in such a way that generally in terms of the state of the art of batteries for driving electric vehicles it can be considered that the ideal battery is not yet achieved and extensive investigations are being pursued since mistakenly considers the energy storage route as the only and main alternative to achieve the technical, economic and commercial viability of electric vehicles. B.- DISADVANTAGES RELATED TO LIMITED AUTONOMY AND LOW SPEED MAXIMAI 4 AND 5) -SOLUTIONS Attempts have been made to solve the problems of limited autonomy and low maximum speed of electric cars through a series of mechanisms that partially recharge batteries taking advantage of the kinetic energy of the vehicle when going downhill or when braking and so the following North American patents can be seen: 4270622 of August 3, 1976- That refers to a system of several electric motors-generators coupled to a transmission shaft, that drives the vehicle, edía you gear boxes, using the speed pedal is established if the engines im-pulse the vehicle or become generators when it goes downhill to take advantage of the kinetic energy, that is if these motors-generators absorb energy of the batteries for the propulsion of the car or recharge them. This system also has the objective of taking advantage of the efficiency peaks of the engines by alternating them. 4597463 of July 1, 1986, which concentrates on an electric motor to which generators and accumulators of cyclic energy called Flywheel that recharge the batteries are coupled, being the coupling to the generator to the propulsion motor or to the Flyweel selected by a clutch according to it is intended to use mechanical or kinetic energy for recharging. In addition, other generators and Flyweels are available in a number of up to five sets coupled to a fan, to the rear axle and to a system of springs and elastic stretchers that store kinetic energy for the same purpose of recharging batteries or storing kinetic energy. the flyweels when the car is stopped. 3972380 of August 3, 1976 that defines an electric vehicle with a system of chains that connect two generators of electricity to the rear wheels by means of a bicycle-type pinion and by means of this mechanism the kinetic energy generated by the car is used when it goes downhill to recharge the batteries. In addition, an external battery recharger is available since the generators only partially charge them. 4222450 of September 16, 1980 that claims an electric vehicle with a battery recharging system consisting of the arrangement of an axis parallel to the transmission shaft of the electric drive motor that drives it through a chain and pinions that come into operation when the rear wheels of the car are disconnected from the transmission but are turning to go in decline to take advantage of the kinetic energy and thus the parallel axis drives two alternators that recharge the batteries. 4444285 of April 24, 1984 that protects a hybrid propulsion system consisting of an internal combustion engine that moves a generator of alternating current that is rectified and controlled by an electronic system through which power is supplied to an electric motor of alternating current that drives the car. Systems like this are already widely marketed. 3530356 of December 26, 1967, which refers to an electronic circuit for an electric vehicle in which the batteries are recharged when the accelerator is in position to take advantage of the kinetic energy or when an ex- isting source is available. a set of electricity to activate the electric motor of the vehicle and this in turn move the generator to recharge the batteries. 0458005 The European patent application for the protection of an electric power regeneration mechanism consisting of a series of generators connected to an arrow that is driven by a clutch that connects it to the rear axle with a differential of an electric car when the electric motor of the same one is inactive to go the vehicle downhill or braking to use the kinetic energy. C- DISADVANTAGES RELATED TO COMPLICATED AND COSTLY INFRASTRUCTURE AND LOGISTICS OF EXTERNAL RECHARGING BE BATTERIES4 S0LÜCI0NESr 'The holders of the North American patents numbers 4270622, 4597463,3972380,4222450,4444285,3530356 and European patent application 0458005 Al described above in the subsection B intend to solve the problem of recharging batteries by external source in electric cars by means of internal recharge mechanisms, but they only partially achieve this and in all the systems that are exposed there is still the need to maintain a bank of batteries that is the greatest obstacle to achieving the full viability of such vehicles. Other solution alternatives that have been advocated to avoid batteries and therefore their recharge are the use of HIDROGEN to generate electricity in fuel cells based on proton exchange membranes and electricity solar panels systems that have not found feasibility since the first implies a high danger of storage in the automobile, it equires a wide and expensive network of supply stations, the technology applicable to the automobile is very expensive and the second because of its dependence on the climatological conditions of insolation and the limitation of space in the car to place the solar panels The current state of the art described in previous lines shows the need to look for totally novel alternatives what is achieved with this my invention, as I will explain.

SPECIFICATION BE THE INVENTION The technical problem that resolves this invention lies in the difficulty that remains until the date that electric cars exceed or at least equal the performance of internal combustion in order to solve the enormous ecological problems that the latter generate what has not been achieved due to the deficiencies of the electrical ones in terms of battery weight, high operating cost due to their replacement, occupation of storage space to place them, limited autonomy, low maximum speed and complicated and costly infrastructure of recharging as explained in the section on the State of the Art, all of which makes it necessary to seek the elimination of the batteries for driving the car by supplying in its place a self-supply system which are the objectives of this invention. The way in which this invention solves that technical problem is by including therein the electrical and mechanical components described below all interconnected to obtain a new industrial result and with a joint use not obvious in the current state of the art. time that cars with an internal combustion engine still predominate despite the very serious problems of pollution and global warming that they cause. FIRST CONCEPTION BL INVENT In a first conception of the invention said components are: A) .- MOTOR THE PROPULSION CTRICLE OF THE VEHICLE preferably direct current although it can be alternate if a rectifier is available to convert to direct (Fig. L) (1) B) .- TRANSMISSION ARROW of the rotation of the propulsion motor which is the axis of its rotor, which is arranged in such a way that its ends come out on both sides of this motor in order to dis- double power take-off (Fig.1) (2). C) ..- ALTERNATOR THE POWER SUPPLY CTRIC BEL MOTOR THE PROPULSION CTRIC (Fig.l) (3) whose D) .- ROTOR AXIS (Fig.l) (4) is mechanically connected to the right section of the arrow of transmission of the electric propulsion motor (Fig.l) (2) by means of a. E) .- LARGE ENGRANE (Fig.l) (5) mounted on the own transmission shaft of the electric propulsion motor (fig.l) (2) gear this as a very important piece is available with a greater number of teeth in relation of direct transmission with an F) .- CHICO ENGINE (Fig.l) (6) arranged on the end of the shaft "'of the rotor (Fig.l) (4) of the supply alternator (Fig.l) (3) of such that the alternator, by that ratio of transmission of gears, aga more revolutions than the engine that drives (Fig.l) (1) and thus generate the additional power necessary for the propulsion of the vehicle, for the drive itself alternator and other so-called top-up battery recharge, which will be specified later, the car's additional electrical accessories.After the large intermeshing interspersed the arrow itself (Fig.l) (2) of the propulsion motor (Fig. l) (1) actuate G) .- BOX BE SPEED (Fig.l) (7) and after this the arrow transmits the force a of the motor to the H;) ..- DIFFERENTIAL (Fig.1) (8) which through the rear axle (Fig.l) (8-Bis) drives the I) .- RIMS and therefore to the car. J) .- ELECTRONIC CONTROL BE SPEED AND BE INPUT AND OUTPUT OF OPERATION OF COMPONENTS in this case the speed control (Fig.l) (10) of the propulsion motor of the vehicle with the configuration of chopper based on transistors or thyristors co -mo are those commonly used in electric cars that operate by varying the excitation of that engine in accordance with the displacement of K) .- PEDAL BEL ACCELERATOR (Fig.l) (ll) since it is a switching system that it controls both in field and in armor for its speed, which also contributes to the detection of the application of the L) .- BRAKE (Fig.l) (12). Likewise, it is necessary to incorporate all the functions of speed regulation, braking, starting, connection and disconnection of components and regulation and submission of electricity to the speed control, and additional control elements are interconnected as : M) .- START SWITCH BE OPERATION of the electric propulsion motor (Fig.l) (13) N) .- SET OF THE STARTING SYSTEM REGULATOR of the electric propulsion motor (Fig.l) (14) composed of a Nl. ) .- DI3YüNT0R (Sig.¿D). (1 $) to avoid the spontaneous discharge of the battery on the electric motor when the self-supply circuit is connected N, r-2) .- CONNECTION AND DISCONNECTION SWITCH of the starting circuit of the electric propulsion motor (Fig. l) (16) N-3) SWITCH BE CONNECTION AND DISCONNECTION of the supply circuit of the electric propulsion motor ( Fig.l) (17) these two switches (Fig.l) (16 and 17) are controlled by an N-4) .- CIRCUIT OPERATING DETECTOR (Fig.l) (18) as necessary the input and output of the start and self-supply circuits. 0) .- VOLTAGE REGULATOR ASSEMBLY (Fig.l) (19) to control the electricity supply of the supply alternator to the electric propulsion motor when the starting circuit is disconnected (Fig.l) (20) and enters into operation the self-supply circuit (Fig.l) (21). (A current regulator is not required since modern alternators regulate it automatically by the magnetic field that is created by the phenomenon of autoinduction when the current of its phases goes out). P) .- FIRST ELECTRICAL CIRCUIT DENOMINATED BE STARTING (Fig. 1) (20) that joins the electric propulsion motor of the vehicle (Fig.l) (1) with the battery through the electronic control that regulates its operation according to it has been specified and described in the section related to this component (N, Nl, N-2, N-4) and that it is activated by the start switch (Fig.l) (13) so that said motor gives you electricity from the battery (Fig.l) (25) exclusively for its start of operation and once this is achieved, this circuit is disconnected so that the self-supply circuit becomes operational (fig.l) (21) Q) * - SECOND ELECTRICAL CIRCUIT DENOMINATED FOR A-TOBACCO (Fig. 1) (21) in which the e-electric motor of propulsion of the vehicle (Fig. 1) (l) is integrated, the supply alternator of that motor (Fig.l) (3) regulated by the electronic control components N-3 (fig.l) (17); N-4 (Fig.l) (18); ^ 0 (Fig.l) (19) already described in the corresponding section, in such a way that the supplying alternator directly supplies electricity to the propulsion motor in the voltage e intensity that requires the movement of the automobile, without the need to store said electricity in accumulator batteries. R) .- ELECTRICAL ALTERNATOR DENOMINATED RECHARGE B THE STARTING BATTERY (lFig I) ^ ('22l) Iconectd, _- aec = - ií3camgn? É''pQr. pulley and band (not illustrated in the drawing) or by S) .- GEARS IN DÜ TRANSMISSION, HIGHER TO LOWER (Fig.l) (23) located at the left end of the arrow of the propulsion motor (Fig.l) (1) T) .- THIRD ELECTRICAL CIRCUIT DENOMINATED • BE RECHARGE OF THE BATTERY (Fig. 1) (24) in which the alternator for recharging the starter battery is integrated and operated (Fig. 1) (22) a battery (Fig.l) (25) and a V) .- VOLTAGE REGULATOR SET to regulate the supply of electricity to the battery and a circuit breaker or diode (Fig.l) (26) to avoid discharge of the battery. battery on the alternator. The control of the current is made in the alternadr itself by the magnetic magnet that is created by the phenomenon of auteinduction when the current of its phases goes out. SECOND CONCEPTION OF THE INVENTION In a second conception of the invention, the following electrices and mechanics are provided: A) .- ELECTRIC MOTOR OF PROPULSION OF THE VEHICLE frífingentemente of direct current even if it can be of alternating if it is a-penis of a rectifier for convert to direct (Fig.2) (1) B) .- TRANSMISSION ARROW of the rotation of the propulsion meter, which is the axis of its reter, which is arranged in such a way that its extremes exit through the sides of the put in order to dispener of double force issue (Fig.2) (2) C) .- ELECTRICAL ALTERNATOR FOR SUPPLY OF THE PROPULSION ELECTRIC MOTOR (Fig.2) (3) euye D) .- ROTOR AXIS (Fig. 2) (4) is connected mechanically to the right-hand frame of the transmission shaft (Fig. 2) (2) to the pre-thrust power meter, by means of an E) .- LARGE ENGRANGE (Fig.2) (5) ment in the Straight-forward the transmission arrow of the pre-pulse metee electrice (Fig.2) (2) engage this dispene n mayer number of teeth in relay of transmission in a F) .- CHICO ENGINE (Fig.2) (6) arranged at the end of the axis of the ro-ter (Fig. ) (4) of the supply alternator (Fig.2) (3) in such a way that this alternator, in the transmission ratio of the gears, makes more revolutions than the thrust meter (Fig.2) (1) and thus generate the adieißal power necessary for the propulsion of the vehicle, for the operation of the alternadr itself and of the deneminade recharge of the feate-ria, which will be specified later, as well as the additional electric accessries of the car. After the large intercalated gearbox, the drive shaft (Fig. 2) (2) of the drive motor of the car (Fig. 2) (l) activates the G) .- BOX BE SPEEDS (Fig.2) (7) and after that the arrow transmits the force of the motor to the H) .- DIFFERENTIAL (Fig.) (8) which through the REAR AXIS (Fig.) (8-Bis) drives the I) .- TIRES and for 1 so much to the car. J) .- ELECTRONIC CONTROL BE SPEED AND BE INPUT AND OUTPUT OF OPERATION BE COMPONENTS in this case the speed control (Fig.2) (10) of the propulsion motor of the vehicle with the configuration of chopper based on transistors or thyristors as Use them as a tool. The electric motor operates by varying the excitation of that motor in accordance with the displacement of the K) .- PEDAL BEL ACCELERATOR (Fig.2) (ll) since it is a switching system that controls both In the field, it is housed in armature for its speed, which also contributes to the detection of the application of the L) .- FREN © (Fig.2) (12) Likewise, because in the reinvindicated invention it is necessary to incorporate into a single system all the functions of speed regulation, braking, starting, connection and disconnection of components and regulation and supply of electricity to the speed control specified above is interconnected with additional control elements that operate in a set as: M) .- SWITCH OF STARTING OPERATION of the electric starter motor (Fig.2) (l3) N) .- REGULATOR ASSEMBLY BEL SYSTEM IS STARTING THE SUPPLY ALTERNATOR (Fig.) (14) integrated by Nl) .- CONNECTOR AND INLET DETECTOR BE ELECTRICITY OF THE ALTERNATOR BE SUPPLIED TO THE PROPULSION MOTOR (Fig.2) (15) to activate the N -2) DISCONNECT SWITCH OF THE STARTING CIRCUIT BEL ALTERNATOR OF SUPPLY (FIG. 2) (16) that orders the de-energization of the electric starter motor when said supply alternator starts to be moved by the electric motor of the car's drive. start the self-supply cycle 0) .- VOLTAGE REGULATOR (Fig.) (17) to control the electricity supply of the supply alternator (-J (Fig.2) (3) to the electric propulsion motor (Fig. 2) (1) (No u required n Current regulator since modern alternators are used to regulate it, automatically by the magnetic field © that is created when leaving the current of its phases P) .- ELECTRIC STARTING MOTOR (Fig.2) (18) of the same type of those that are usually used in combustion cars internally coupled to the supply alternator (Fig.2) (3) of the electric propulsion motor by means of a gear installed in its rotor (Fig.2) (4) that engages and disengages to another gear of a Q) .-- SYSTEM BENDIX (Fig.2) (19) in such a way that the starter motor is connected or disconnected mechanically with the supply alternator as necessary to operate it so that it starts sending electricity to the propulsion motor but once the engine is left in charge of the drive of the alternator itself by its system of gears installed in its arrow, the starter motor is decoupled, leaving the self-supply circuit in operation. R) .- FIRST ELECTRICAL CIRCUIT DENOMINATED START (Fig.2) (20) that joins the battery (Fig.2) (25) with the electric starter motor (Fig.2) (18) that is activated by the switeh Starter (Fig.2) (13) This circuit is controlled by the control elements already specified in sections N (Ig.2) (14); N-1 (Fig.2) (15); and N-2 (Fig.2) (16). a) ..- SECOND ELECTRICAL CIRCUIT DENOMINATED OF SELF-SUPPLY (Fig.2) (21) in which the electric motor of propulsion of the vehicle (Fig.2) (1) is integrated the supply adapter of that motor (Fig. .2) (3) east circuit that is regulated by the electronic control components already specified in sections Nl (Fig.2) (15) and 0 (Fig.2) (17) (The connector and detector of electricity input from the supply alternator to the propulsion motor (Nl-Fig.2) (15) serves both the starting circuit, which activates the disconnect switch of this circuit as soon as the alternator starts sending electricity to the propulsion motor in the proper regime of power supply for which it has a tachogenerator that detects the supersonic speed for such disconnection, as well as the self-supply circuit, since it establishes the direct connection of the propulsion motor with the supply alternator once the circuit has been disconnected. and start) T) .- ELECTRICAL ALTERNATOR DENOMINATED FOR RECHARGING THE STARTING BATTERY (Fig.2) (22) mechanically connected by pulley and band (not shown in the drawing) or by U) .- ENGRANES IN TRANSMISSION RELATION BE MA-? OE A lüBOH (Fig.2) (23) mounted, the largest at the left end of the arrow of the propulsion motor and the smaller one on the. rotor shaft of the supply alternator V) .- THIRD ELECTRICAL CIRCUIT DENOMINATED BE RECHARGE OF THE BATTERY (Fig.2) (24) in which the battery recharge alternator is integrated (Fig.2) (22)) .- a BATTERY (Fig.2) (25) that supplies electricity for the operation of the starter motor (Fig.2) (18) and for the excitation current to the inductors of the alternators and X) .- ASSEMBLY REGULATOR BE VOLTAGE AND CIRCUIT BREAKER 0 DIODE (Fig.2) (26) to control the supply of electricity to the battery by its recharge alternator and the diode or disconnector to avoid discharge of the battery on the alternator. The control of the current is made in the alternator itself by the magnetic field that is created by the phenomenon of autoinduction when the current of its phases goes out. In. General is specified with reference to the electronic elements described above for both the first and the second conception of the invention can have several propulsion motors, alternators, batteries, controls, etc. according to the power requirements of the vehicle arranged in the specified form even though for the purposes of this patent only one component is referred to define the two inventive concepts. OPERATION OF THE INVENTION FIRST CONCEPTION The way in which the electrical components and mechanics that have just been related and described individually function together as a novel operating system is what gives a new industrial result and a joint use that is not obvious for technicians in the field. matter, since to date there are no electric vehicles that are fully operational compared to internal combustion, is, referring to the relationship of components and numbers to the figures of the drawings and the parts illustrated in them , in a first conception of the invention the following: When the start-up switch of the propulsion motor (M) (Fig. 1) (13) is operated, a signal is transmitted to the connection switch and disconnection of the starting circuit (N). -2) (Fig.l) (16) of the electric propulsion motor which directly connects to the propulsion engine of the car.

(A) (Fig.l) (1) with the battery (U) (Fig.l) (25) by means of the starting circuit (P) (Fig.l) (20) and thus with the energy of that battery start the operation of the electric propulsion motor (A) (Fig. 1) (l) which when activated starts moving to the vehicle regulated by electronic speed control and input and output of components (J) (Fig. ) (10) which is a microprocessor that controls its speed according to the displacement of the accelerator pedal (K) (Fig.l) (11) and the brake drive (L) (Fig.l) (12) transmitting its Propelling force through its transmission shaft (B) (Fig. 1) (2) through the gearbox (G) (Fig. 1) (7), the differential (H) (F) (8) ), rear axle (Fig.l) (8 -bis) and rims (I) (Fig.l) (9) and & 1 same time, to which that transmission shaft of the electric propulsion motor has mounted on its right section a large gear (E) (Fig. 1) (5) which is in transmission relation with a chic gear © (F) (Fig. 1) (6) arranged on the rotor shaft (D) (Fig. 1) (4) of an electric alternator (C) (Fig. 1) (3) which is referred to as the supply of the electric propulsion motor, the motor of the motor -hicle (A) (Fig.l) (l) also begins to move to said supply alternator (C) (Fig.l) (3) but at higher revolutions than those of the propulsion motor itself due to the transmission ratio of large gear (E) (Fig.l) (5) with small gear (F) (Fig.l) (6) in such a way that the supply alternator generates enough electricity to supply the propulsion motor itself and all the rest components of the system overcoming any balance of forces that could be given thanks to the greater number of revolutions of the supply alternator. By the time the supply alternator (C) (Fig. 1) ((3) begins to generate enough electricity to supply the requirements of the electric propulsion motor and the system in general which is perceived in the regulator set of the propulsion motor starting system (N) (Fig.l) (14) and specifically in its component called circuit operation detector (N-4) (Fig.l) (l8) (which has a built-in Tachogenerator (not shown) to determine the revolutions of both the motor and of the alternator as well as a voltime-.

This circuit detector is activated by the ON / OFF circuit breaker (N-2) (Fig. 1) (16) to disconnect the starting circuit (P) (Fig. 1) (20) Cutting the electricity supply from the battery (U) (Fig. 1) (25) in turn transmits another signal to the switch on and off of the self-supply circuit (N-3) (Fig. ) (17) so that it connects to the self-supply circuit (Q) (Fig. 1) (21) that directly connects the supply alternator (C) (Fig. 1) (3) with the electric propulsion motor (A) ) (Fig. 1) (1) through a diode (Nl) (Fig. 1) (15) which ensures the flow of the current in the motor alternator direction and a voltage regulator set (0) ( Fig.l) (19) to check that the electricity supply is adequate for the engine in such a way that a continuous supply of electricity to the engine is established, which will be maintained as long as the vehicle is in motion. When and when this stops signaling to the switch of connection and disconnection of the self-supply circuit (N-3) (Fig. 1) (17) so that 1 © disconnect and it is necessary to start again, battery power will be restored again. and the start-up and self-supply cycles, as described, will be repeated again. For example, the electric propulsion motor (A) (Fig. 1) (1) at the same time moves the vehicle and the supply alternator (C) (Fig. 1) (3) as described in the previous paragraphs it drives another alternator called battery recharge (R) (Fig.l) (22) that is coupled to the left end of the transmission shaft (B) (Fig. 1) (2) of the propulsion motor by means of pulley and band (not illustrated in drawing) or by means of gears in relation of transmission of major to minor (S) (Fig. 1) (23) the greater one being mounted on said transmission shaft of the propulsion motor (B) ) (Fig. 1 (2) and the minor one on the rotor shaft of the battery recharging alternator (R) (Fig. 1) (22) so that this alternator makes more revolutions than the vehicle's propulsion engine. and keep the starting battery sufficiently charged so that it can supply sufficient energy for the initial movement of the motor drive motor according to.

It has been specified in previous paragraphs and for the additional equipment of the vehicle such as lights, horn, air conditioner, radio etc. The battery recharge alternator (R) (Fig. 1) (22) is integrated in a recharge circuit of the battery (T) (Fig. 1) (24) with the battery (U) (Fig. l) (25) through a regulator set of voltage and circuit breaker or diode (V) (Fig.l) (26) that regulates, in conjunction with the internal self-induction of the alternator controlling the current, the supply of electricity to said battery and the circuit breaker or diode to prevent the discharge of the battery on the alternator. This circuit is like the one used in internal combustion engines by 1® that the originality in this part of the invention lies in its integration to create a totally new system as a whole and in its use for starting a electric propulsion motor. OPERATION BEL INVENT SECOND CONCEPTION In a second form of conception of the invention the way in which the electrical and mechanical components that were enumerated and described in the relation of components linked to the drawings corresponding to this second conception of the invention in a novel set that works An industrial result not achieved by the current technique is as follows: When the start-up switch of the starting electric motor (M) (Fig.2) (13) is activated, a signal is transmitted to the regulator set of the starting system of the supply alternator (N) (Fig.2) (14) that starts the operation of the starter motor (P) (Fig.2) (18) connecting it directly to the battery (W) (Fig.2) (25) from which it takes electricity through the starter circuit (R) (Fig.2) (20) and since that starter motor is coupled to the supply alternator (C) (Fig.2) (3) ) of the electric propulsion motor of the car through a gear insta side in its rotor (D) (Fig.2) (4) that is coupled and uncoupled with another gear of a bendix system (Q) (Fig.2) (19), same as those used in internal combustion engines to start them, that at the beginning of the operation is coupled and therefore with the rotation of the starter motor, the rotation of the supply alternator is also started. ) (Fig.2) (3) and therefore the generation of electricity that is sent to the electric propulsion motor of the vehicle (A) (Fig.2) (1) by the self-supply circuit (S) (Fig.2) (21) and enters said motor by the connector and detector of electricity input of the supply alternator to the propulsion motor (Nl) (Fig.2) (15) whereupon said propulsion motor starts its operation and begins to move to the vehicle that is regulated by the electronic speed control and input and output of co -0 speakers (J) (Fig.2) (10) which is a microprsor that controls its speed according to the displacement of the accelerator pedal ( E) (Fig.2) (11) and the brake drive (L)) Fig.2) (12) transmitting its propulsive force m from the transmission arrow (B) (Fig.2) (2) through the speed box (G) (Fig.2) (7), the differential (H) (Fig.2) (8) , rear axle (Fig.2) (8-bis) and rims (I) (Fig.2) (9) and at the same time, each time, that transmission arrow (B) (Fig.2) (2) ) of the electric propulsion motor has a large gear (G) (fig.2) (5) mounted in its right section which is in transverse relation with a small gear (F) (fig.2) (6) arranged on the rotor shaft (D) (Fig.2) (4) of the supply alternator (C) (Fig.2) (3) © 1 propulsion motor, the propulsion motor (A) itself (Fig. 2) (1) also begins to move said supply alternator (C) (Fig.2) (3) per at higher revolutions than those of the propulsion motor itself due to the gear ratio of the large gear (E) ( Fig.2) (5) with the small gear (F) (Fig.2) (6) in such a way that the supply alternator generates enough electricity to supply the motor itself and all the components of the system overcoming any balance of forces that could be given thanks to the greater number of revolutions of the supply alternator. At the moment when the supply alternator (C) (Fig.2) (3) starts to generate enough electricity to supply the requirements of the electric propulsion motor which is perceived in the regulator set of the starting system of the supply alternator (N) (Fig.2) (14) (which has a cogenerator (not shown) to determine both the engine and alternator revolutions and a voltmeter (not illustrated, the disconnect switch of the alternator start circuit is operated) supply (N-2) (Fig.2) (16) to disconnect the starting circuit (R) (Fig.2) (20) by cutting off the electricity supply from the battery to the starter and leaving only in operation the self-supply circuit (S) (Fig.2) (21) that had already been connected when the supply alternator (C) (Fig.2) (3) was supplied to the propulsion motor ^) (Fig.2) (1), which is controlled by a voltage regulator set (0) (Fig.2) (17) that in conjunction with the regulation of the current that is made in the alternator by self-induction on leaving said current of its phases ensures an adequate supply of electricity to the propulsion motor establishing in this form a continuous supply that will be maintained in both the This vehicle is in movement and when this pa-re by signal to the connector and disconnector of electricity input of the supply alternator (Nl) (Fig.2) (15) and it is necessary to restart it will take power again from the battery and they will repeat the start-up and self-cleaning cycles as described. On the other hand, the electric propulsion motor (A) (Fig.2) (l) at the same time that moves the vehicle and the supply alternator (C) (Fig.2) (3) as described in the paragraphs The previous one drives another alternator called the battery recharge (T) (Fig.2) (22) that is coupled to the left end of the transmission shaft (B) (Fig.2) (2) of the propulsion motor by means of pulley and band in transmission ratio (not shown in the drawing) or by gears in transmission ratio from highest to lowest (ü) (Fig.2) (23) the largest being mounted on said transmission shaft of the motor of propulsion (B) (Fi & .2) (2) and the lowest in the rotor shaft of the battery charging alternator (R) (Fig.2) (22) so that this alternator makes more revolutions than the propulsion of the vehicle and maintains The starter battery (W) (Fig.2) (25) is sufficiently charged so that it can supply enough energy for the initial movement of the automobile propulsion motor according to the procedure explained in the previous paragraphs and for the additional equipment of the car such as lights, horn, radio, air conditioning etc.

The battery recharge alternator (T) (Fig.2) (22) is inserted. It is located in a recharging circuit (V) (Fig.2) (24) with the battery (U) (Fig.2) (25) through a voltage regulator set ^ and circuit breaker or diode (X) (Fig. 2) (26) that regulates, in conjunction with the internal self-induction of the alternator that controls the current, the sumístro of electricity to said battery and the circuit breaker or diode to avoid the discharge of the battery on the alternator. This circuit is like the one used in internal combustion engines, so the originality in this part of the invention lies in its integration to create a completely new system of self-supply of electricity as a whole and in its use to start the system and specifically for the start of operation of the electric propulsion motor. As can be seen, the basic differences between the first and second conception of the invention are that in the first the starting of the propulsion motor, and therefore of the system, is done directly with the battery and therefore there is a direct circuit I entered the said motor and the battery from which it takes the necessary energy only for its initial operation and in the second said start-up which is done with a starter that takes directly the energy of the battery and drives the supply alternator and this in turn it provides electricity for the motor of propulsion of the car. ADVANTAGEAL EFFECTS OF THE INVENTION WITH RESPECT TO PREVIOUS TECHNIQUE The advantageous effects of this invention over the previous theorem are that the combination of the elements that constitute it and its overall operation form as specified above allow electric vehicles generate their own supply electricity for propulsion simultaneously with their consumption without the need of a heavy set of batteries, with a much lower operating cost than those currently built as it eliminates the need to replace costly banks of batteries and with respect to those of internal combustion the use of fossil fuels is eliminated, without requiring the use of space for passengers or cargo to store the batteries, with unlimited autonomy, with high maximum speeds and without the need for a complicated and expensive external recharging logistics since the generation of electricity was e in the vehicle itself these advantages with which it is widely exceeded! ^ previous technique consisting of achieving the propulsion of the car with energy stored in batteries for which, the manufacturers of electric vehicles are concentrated, to achieve the efficiency of the same, in trying to improve them with the only result that they solve a problem but create another and so, for example, increase their energy density to reduce volume and pos © but if they do the new battery is very expensive, instead of trying to replace them with a self-supply mechanism that is the essence of this invention that will make electric cars are imposed on the internal combustion that still prevail despite the harmful effects of its use for the environment. In relation to aspects of the prior art is currently advocating the use of hydrogen as a fuel whose storage in the car is very dangerous, its production is polluting since fossil fuels are used in the generation process and requires a complicated network of stations of submission to users in contrast to this invention in which electricity is self-generated in the car itself in a completely clean and without the need for dangerous storage of fuel and without complex and expensive public supply systems. As for the technique consisting of hybrid cars with mixed internal combustion and electric motors, these retain the disadvantages of using fossil fuels, even when they are reduced, and those of the need to have a battery bank. the present invention since the totality of the electricity supply is self-generated. By last, compared to electric vehicles powered by electricity generated in solar cells, these depend on the natural insolation conditions and require ample space for the placement of said inconvenient cells that are overcome by this invention since the self-supply system that reinvindicates is internal and alien, therefore, to any atmospheric condition and on the other hand one of its great advantages is that it does not require much space in the vehicle.

DIFFERENCES OF THE INVENTION WITH SIMILAR AND KNOWN INVENTIONS ' E & reference to the differences of this invention with similar inventions known to the inventor, whose fundamental characteristics have been specified in the section corresponding to "State of the Technique" are the following: I) .- The US patent 3,530,356 of 26 December 1967 refers to an electronic circuit for an electrice vehicle in which the batteries are recharged when the accelerator is decelerating to take advantage of the kinetic energy as well as having an external source of electricity to activate the electric motor of the car and this turn the generator to recharge the batteries. The differences of the patent that is compared with my invention in its two versions are that it is only a system for recharging batteries for the propulsion same that in my invention are suppressed as a source of energy for the propulsion of the car. On the other hand, these patents are only designed to take advantage of the cinic energy in the decelerations of the car, so it only recharges the batteries, unlike my invention in its two versions that is designed to generate electricity continuously in a self-supply system between the propulsion motor and the alternator, regardless of whether the car moves on flat terrains or on rising or falling terrain. Another difference is that in the patent being compared, the alternator is coupled to the propulsion motor without a revolution multiplier mechanism, as in my invention, that allows to increase the number of revolutions of the alternator over those of the propulsion engine that drives it in such a way that enough poform is generated to move the propulsion motor itself and therefore the vehicle and at the same time to the main alternator, to the battery recharge alternator and other system requirements creating a co ntinuo of self-supply Finally, there is another fundamental difference with my invention as it provides an external source of electricity to move the propulsion engine and therefore the alternator and, invented the system is designed for the electric motor of propulsion continually move the alternator and this in turn abastesca without any external means. 2) .- The US patent 3,972,380 of August 3, 1976 is referred to a battery recharging system composed of generators that are driven by chains coupled to the rear wheels of the car by a bicycle-type pinion to take advantage of the kinetic energy when it goes downhill and, in addition, an external recharging system is available since the system does not fully recharge the batteries taking advantage of only the kinetic energy. The fundamental difference with my invention, in its two versions, is that this is not about recharging batteries as they are suppressed as a source of supply for the propulsion by replacing them with a system of self-supply of energy in which one takes advantage of one's strength The propulsion motor motor multiplied by the gear ratio of large gear to small with which it is attached to the supply alternator so that it in turn abastesca seba has been described in the specification of the invention eliminating the need for utilization of the kinetic energy to which the patent that compares is oriented. 3) .- The US patent 4,222,450 dated September 16, 1980 claims an electric vehicle with a battery recharging system consisting of the arrangement of an axis parallel to the transmission shaft of the electric propulsion motor that drives it through a chain and pinions that come into operation when the rear wheels of the car are disconnected from the transmission but are turning to go in decline to take advantage of the kinetic energy and thus in this form the parallel shaft drives two generators that recharge the batteries. The basic difference with my invention is the same as that stated in the preceding paragraph, which consists in that my invention does not intend to recharge batteries, but rather the self-supply of the electric propulsion motor using its own motive power multiplied through a system of gears to an alternator that supplies it with the energy it needs. 4) "- I * U.S. Patent 4,270,622 dated June 2, 1981 • refers to an electric car battery recharging system using the kinetic energy when operating several electric convertible motors in generators that are coupled to a transmission arrow of Such way that by means of the pedal of the accelerator it is established if the motors drive to the vehicle or become generators to recharge the batteries when this goes downhill taking advantage of the kinetic energy. The essential general difference with my invention, in its two versions, is that it does not refer to the use of a generator (Alternator) to recharge a bank of batteries taking advantage of the kinetic energy but to the use of said alternator to feed directly to the generator. propulsion motor dispensing with batteries to drive the vehicle by taking advantage of the rotary movement of the motor power transmission shaft and the greater rotation of the supply alternator in relation to the electric propulsion motor by a large gear coupling in relation This is a small one so that, by means of this multiplication, they give more revolutions in the machine than the engine and generate the electricity necessary to move the motor itself, the alternator and satisfy the other requirements of the system. That is to say, there is a difference of potential when taking advantage of the greater rotation of the small gear of the alternator that allows the power of the electric motor to multiply to be self-supplied by the alternator. In this aspect is also a big difference with the patent that compares because although it uses gears to move the alternators does not identify the advantage that gives the transmission ratio of large gear-: small and therefore leaves the spontaneous movement of the vehicle as the generation of electric power for recharging the batteries goes downhill. The advantages obtained by the differences between my invention and the aforementioned patent are evident when considering that batteries can be dispensed with to drive the vehicle, restricting its use only for starting, eliminating the inconveniences caused by its cost of replacement weight, space occupied and complicated recharge logistics Another very important advantage of my invention is that the generation of electrical energy is continuous and simultaneous to the vehicle's running contrary to the form provided in the patent compared to the one that only occurs when the car goes downhill to take advantage of the kinetic energy and also that production is insufficient. ). U.S. Patent 4,444,285 dated April 24, 1984 discloses a hybrid system in which an internal combustion engine drives a generator that provides alternating electricity through an electronic control system to the car's propulsion engine. The first difference of that patent with my invention is that the electric propulsion motor is started with energy from a battery and as soon as it starts to run it drives an alternator that supplies it with electricity as specified in the corresponding section without any need of have an internal combustion engine. The second difference is that in my invention it is totally without external energy sources and a system of self-supply of electric power is established as described in a timely manner. 6) .- The US patent 4,597,463 dated July 1, 1936 covers a battery recharging system using generators that are coupled to the electric motor or kinetic energy storage systems called Flyweels through a coupling elutch that is also done with a fan that takes advantage of the air generated by the displacement of the car, with the rear axle and with spring systems or rubber band-ware of kinetic energy. As in the case of the patents compared previously, it is treated in general 1 of a storage system of electric energy in batteries or kinetic energy in flyweels, so the main difference with my invention is, in its two versions, is that it consists of a self-supply system of electric alternator to motor directly, as has been stated, which restricts the use of batteries only for starting and eliminates them as a source of energy. primary energy for the propulsion motor, so it is not necessary to have available energy storage mechanisms as intended in the comparative patent. Likewise, the comparative invention does not contain the one envisaged in mine consisting of the use of the transmission ratio of the large gear of the electric propulsion motor, arranged in its transmission shaft, in transmission relation with the gear. alternator boy, arranged in the axis of his rotor, l which is coupled what produces that alternator dich to have higher revolutions than the engine that drives it exceeds any balance of forces that could be given and generate enough electricity to supply the engine and other needs of the system. 7) .- The European patent application 0458,005 Al of May 23, 1990 contains a battery recharging system consisting of a series of generators coupled to the power transmission shaft of the main motor or to an arrow parallel to the transmission shaft coupled to it by a clutch or generator engines coupled to the rear axle of the vehicle variants which are designed to take advantage of the kinetic energy when the vehicle goes downhill. Like all the patents before compared, this one has the purpose of recharging a set of batteries taking advantage of the kinetic energy when the vehicle transits in decline or brakes contrary to my invention that suppresses the battery bank! rias for the regular feeding of the propulsion motor leaving only one or two for the start of the system based on the multiplication of the mechanic energy, of the propulsion motor by means of a set of speed multiplying gears that couple to said propulsion motor with an al-ternador that supplies it to the extent that it requires it LISTING OF THE FIGURES THAT COMPOSE THE DRAWINGS AND THE PARTIES WHICH ARE CONSTITUTED The enumeration of the figures that make up the drawings, which in this case7 are two, the parts of which are constituted has been placed as an introduction to the section of "Specification of the Invention" since by the nature of the The same order allows for better understanding and a more practical presentation, so it is necessary to refer to that section and here we can only point out that the.

Fig. 1 (l) constituted by Fig. 1) illustrates the first conception of the invention in the direct start mode of the propulsion motor and the battery system and the drawing (2) constituted by the figure (2) illustrates the second conception of the invention - to the start mode of operation of the system through the start of the main supply alternator by electric starting motor. BEST WAY TO CARRY OUT THE REINVINDICED INVENTION The best way to carry out the reinvindi- ated invention, in its two conceptions, is to assemble the starting, self-supplying and recharging circuits of the starting battery with all its components described in the section "Specification of the Invention" in the arrangement and manner indicated in the accompanying drawings and figures that constitute them in an automobile chassis such as those used for internal combustion vehicles with their ss ensi n , wheels, brakes, steering, two-speed gearbox, because in electric vehicles only two long and one short are required and the reverse is given by inverting the rotation of the engine, and differential with rear axle. The working capacities of the equipment will be variable depending on the total power that you want to have in the vehicle since it can be seen in the vehicles currently on the market that there are versions from 6 H.P. r ^ rs a 115 E.P. and in this sense the capacitance of electricity generation must be proportional considering also the power requirements of the alternators and other system components, which is solved with the calculation of capacity of said alternators and of the gears of the relation of transmission that drive them in such a way that they turn at higher revolutions than the propulsion motor. In the same sense, the capacity of the electronic control, microprocessor, should be in accordance with the flow of the system and its components. In this patent application, a single drive motor and supply alternator unit have been designated to define the inventive concept, however, it is possible under the same principle of self-provisioning to have several electric motors and alternators that can be located according to the drawings.

METHOD IN WHICH THE INVENTION CAN BE PRODUCED AND USED The manner in which the invention can be produced and used, in its two conceptions, is evident from the "Specification of the Invention", from its own nature, from the drawings and from the manner foreseen for the invention. perform it so this section refers to the corresponding sections.

Claims (1)

1. CLAIMS Having described and specified the invention, in its two conceptions, I consider it as a novelty and therefore 1 claim as of my property 1 © contained in the following claims: 1) .- A system of self-supply of electricity for electric propulsion vehicles wherein in a first conception of the invention the electric propulsion motor of the car starts its operation with electricity from a battery that receives through a starting circuit and as soon as it begins to mo *. see the car simultaneously drives an alternator that is mechanically connected to the transmission shaft of said engine by means of a large gear system in transmission ratio to a small one so that the alternator of more revolutions than the engine, overcoming any balance of forces, and 1 © provides electricity through the self-supply circuit, establishing a continuous cycle of supply that will last as long as the vehicle is in motion. Also simultaneously the propulsion motor drives another alternator coupled to the left end of its transmission shaft by a large gear in transmission ratio with a small one to recharge the starting battery through a recharging circuit. The start, the speed of the vehicle ^ the input and output of operation of the circuits and components of the system are governed by a central electrical contactor based on transistors which is a microprocessor. The system of self-supply of electricity that is reinvented is characterized by the fact that it eliminates the need for electric vehicles to have a bank of batteries for propulsion, since the mechanism of self-absorption integrated by a propulsion motor that drives the alternator at the same time it supplies electricity at the same time as it drives the vehicle and other described components used together as a system replaces them. In the same way the invention is characterized by taking advantage of the higher number of revolutions that are achieved by the transmission ratio of large gear to small coupling the propulsion engine with its supply alternator so that with the • greater turn of this is exceeded any balance of forces between these two components and enough electricity is generated to keep the two and all components of system a operating. 2) .- A system of self-supply of electricity for electric propulsion vehicles in which in a second conception of the invention the start of operation of the system, is done by a starter motor, with the electricity of a battery sent through a starter circuit, a motor that is coupled and disengaged by means of a gear and pinion bendix system to the supply alternator, which, as soon as it is driven by the starter motor, sends electricity through the self-supplying circuit to the propulsion motor. It starts to move the vehicle and simultaneously drives the supply alternator that is disengaged from the starter motor by the Bendix system so that it is connected mechanically to the transmission shaft of the propulsion motor by means of a large gear system in transmission ratio to a small one so that the alternator of more revolutions than the engine and supplies it with electricity through the circuit self-supply * establishing a continuous supply cycle that will last as long as the vehicle is in motion. Simultaneously the propulsion motor drives another alternator fitted to the left end of its transmission belt by a large gear in transmission ratio with a small one to recharge the starting battery through a charging circuit. The start, the speed of the vehicle and the input and output of operation of the circuits and system components are governed by a central electronic control based on transistors that is a microprocessor. The system of self-supply of electricity that is reinvindicated is characterized by the fact that it eliminates the need for electric vehicles to have a bank of batteries for their propulsion, to that the self-supply mechanism integrated by propulsion motor that drives the alternator that at the same time supplies it with electricity at the same time as it drives the vehicle and other described components used together as a system replaces them. In the same way, the invention is characterized by taking advantage of the greater number of revolutions that are achieved by the transmission ration of large gear to small coupling to the propulsion engine with its supply alternator so that with the greater turn of this exceeds any balance of forces that could occur between these two components and generate enough electricity to keep operating both and the entire system to the extent of their dependence on them. SUMMARY System of self-supply of electricity included in the technical field of propulsion of electric vehicles destined to solve the technical problem that presents its supply of electricity for its propulsion by batteries that causes its limited autonomy, low speed, high weight, occupation of cargo space , complicated and expensive recharging logistics and high cost ds operation that makes them unviable in relation to internal combustion. The solution of the problem by means of this invention is to suppress the batteries for propulsion by providing an electric motor (Fig. 1) (l) that starts with electricity from a battery (Fig. 1) (25) driven by a starting circuit (Fig. .l) (20) motor that has a double arrow (Fig.l) (2) at the end of which the vehicle is driven, a large gear (Fig.l) (5) is arranged in transmission relation with a small gear placed on the shaft of the rotor of an alternator (fig.l) (4) and so when the engine starts to move the vehicle simultaneously drives the alternator (Fig.l) (6) with revolutions multiplcadas by the gears supplying the engine itself, through a self-supply circuit establishing a self-supply cycle that eliminates the need for batteries for propulsion. At the other end of the motor shaft (Fig. 1) (2) is connected another gear alternator (fig. 1) (22) that recharges a battery through a recharging circuit (Fig. 1) (24). (Fig.l) (25) which is only to start the operation of the motor. In a second conception of the invention the start of operation of the system is done in the supply alternator (Fig.2) (3) which is activated through the starting circuit (Fig.2) (20) by a starter ( Fig.2) (18) coupled to the alternator by a Bendix system (Fig.2 $ (19) that also uncouples it when the propulsion motor (Fig.2) (1) starts with the electricity sent by the alternator through the self-supply circuit (Fig.2) (21) and begins to move the vehicle and simultaneously to said alternator (Fig.2) (3) by means of the revolutions multipliers (Fig.2) (5 and 6 located in the arrow of the motor (Fig.2) (2) and in the rotor of the alternator (Fig.2) (S4) establishing the self-supply cycle in the same way as in the first conception and the rest of the system being equal to the first conception. In the two conceptions of the invention the speed and input and output in operation of electrical circuits and components is governed by a cont central electronic role that is a microprocessor (Figs. 1 and 2) (10).