WO2016043714A1

WO2016043714A1 - The "automotive conversion technology system"

Info

Publication number: WO2016043714A1
Application number: PCT/US2014/055719
Authority: WO
Inventors: Darryl CLINES
Original assignee: Clines Darryl
Priority date: 2014-09-16
Filing date: 2014-09-16
Publication date: 2016-03-24

Abstract

The "Automotive Conversion Technology System" is a methodological multi-platform system, engineered within and/or attached to objects and/or mechanical functions, that converts displaced energy that is generated as a byproduct of momentum building directional travel sequences into a conduit fueling system, lessening, to ultimately alleviating the dependency of external energy replenishment frequency, during extended travel sequences. This invention introduces an innovation in the current energy conversion properties of turbine technologies, applied to the conversion of displaced energy, amassed during extended travel sequences. As an alternative energy source, the "Automotive Conversion Technology System" will also utilize 2 (two) Drive Train displaced energy conversions: 1) the natural rotation of tires, in traveling sequences, to produce Propelled Energy; and 2) Drive Train Torque functions, experienced in internal travel sequence functionality, to produce Torque Converted Energy; collectively accumulated, for total automotive system consumption.

Description

The "Automotive Conversion Technology

System"

Inventor; CHnes; Darryl (St. Louis, MO)

3 Claims, 6 Drawing Sheets

Field of Classification Search 2 9/607 104/78, 88.02, 13( ).02, 158, 1 74, 242, 180/1 1

References Cited [ Referenced By]

7,501,922 B2 Mar. 10, 2009 Kazadi

3,876,925 Apr. 08, 1975 Stoeckert

4, 1 9,03? Apr. 22, 1 80 Baice D. White

4,351,405 Sep. 28, 1982 Gerald M, Field - ! lybricon Inc

71 0,277 Sep. 30, 1 902 Joseph Kaiser

2,563,279 Aug. 07, 1951 W, E, Rushing

863,715 Aug. 20, 1 907 J. Walter HK3-BY

1 ,974,008 Sep. 1 8, 1934 Warren Bie n

2,360,792 Oct. 17, 1 44 P.C. Putnam

Description

The "Automotive Conversion Technology

System"

BACKGROUND OF THE INVENTION: I . Field of the invention

[0001] The present invention relates to a methodological rnulti -platform system capable of converting propelled produced energy into consumable energy inside of principled engineered systems. The "Automotive Conversion Technology System" is defined by the principle that the conversion sequences of propelled technology can be applied to fuel traveling objects by and during normal momentum building directional travel.

2. Brief Description Of The Prior Art; Wind Power

[0002] Wind power is the conversion of wind energy into a useful fonn of energy, such as usi ng wind turbines to make electricity, windmills for mechanical power, wind pumps for water pumping or drainage, or sails to propel ships. Wind energy, as an alternative to fossil fuels, is plentiful, renewable, widely distributed, clean, and doesn't produces any greenhouse gas emissions during operation. The construction of wind farms is not universally welcomed because of their visual impact, but any effects on the environment from wind power are generally less problematic than those of any other power source. The intermittency of wind seldom creates problems when using wind power to supply a low proportion of total demand; but as the proportion rises and costs increase, a need t upgrade the grid coupled with a lowered ability to supplant conventional production may occur. Power management techniques such as exporting and importing power to neighboring areas or reducing demand when wind production is low, can mitigate these problems. The total amount of economically extractab!e power available from the wind is considerably more than present human power use from all sources.

2, 1 Brief Description Of The Prior Art: Electric Car

[0003] An electric car is an automobile that is propelled by one electric motor or more, using electrical energy stored in batteries or another energy storage device. Electric motors give electric cars instant torque, creating strong and smooth acceleration.

[0004] Electric cars were popular in the late 19th century and early 20th century, until advances in interna.1 combustion engine technology and mass production of cheaper gasoline vehicles led to a decline in the use of electric drive vehicles. The energy crises of the 1970s and '80s brough a short-lived interest in electric cars, though those cars did not reach mass marketing as today's electric cars experience it. Since the mid-2000s, the production of electric cars is experiencing a renaissance clue to advances in battery and power management technologies and concerns about increasingly volatile oil prices and the need to reduce greenhouse gas emissions.

[0005] Electric cars have several benefits compared to conventional internal combustion engine automobiles, including a significant reduction of locai air pollution, as they have no tailpipe, and therefore do not emit harmful tailpipe pollutants from the onboard source of power at the point of operation; reduced greenhouse gas emissions from the onboard source of power, depending on the fuel and technology used for electricity generation to charge the batteries; and less dependence on foreign oil, which for the United States and other developed or emerging countries is cause for concern about vulnerability to oil price volatility and supply disaiption. Also for many developing countries, and particularly for the poorest i Africa, high oil prices have an adverse impact on their balance of payments, hindering their economic growth.

[0006] Despite their potential benefits, widespread adoption of electric cars faces several hurdles and limitations. As of 201.3, electric cars are significantly more expensive than conventional internal combustion engine vehicles and hybrid electric vehicles due to the additional cost of their lithium-ion battery pack. However, battery prices are coming down with mass production and are expected to drop further. Other factors discouraging the adoption of electric cars are the lack of public and private rechargi g infrastructure and the driver's fear of the batteries running out of energy before reaching their destination (range anxiety) due to the limited range of existing electric cars. Several governments have established policies and economic incentives to overcome existing barriers, to promote the sales of electric cars, and to fund further development of electric vehicles, more cost-effective battery technology and their components. The U.S. has pledged US S2.4 billion in federal grants for electric cars and batteries. China has announced it will provide US $15 billion to initiate an electric car industry within its borders. Several national and local governments have established tax credits, subsidies, and other incentives to reduce the net purchase price of electric cars and other plug-ins.

[0007] Electric cars are a variety of electric vehicle (EV); the term "electric vehicle" refers to any vehicle thai uses electric motors for propulsion, while "electric car" generally refers to road- going automobiles powered by electricity. While an electric car's power source is not explicitly an on-board battery, electric cars with motors powered by other energy sources are generally referred to by a different name: an electric car powered by sunlight is a solar car, and an electric car powered by a gasoline generator is a form of hybrid car. Thus, an electric car that derives its power from an on-board battery pack is a form of battery electric vehicle (BEV). Most often, the term "electric car" is used to refer to battery electric vehicles.

[0008] Also a 2010 report by J.D. Power and Associates states that it is not entirely clear to consumers the total cost of ownership of battery electric vehicles over the life of the vehicle, and "there is still much confusion about how long one would have to own such a vehicle to realize cost savings on fuel, compared with a vehicle powered by a conventional internal combustion engine (ICE). The resale value of HEVs (Hybrid Electric Vehicle) and BEVs, as well as the cost of replacing depleted battery packs, are other financial considerations that weigh heavily on consumers' minds." [0009] A study published in 2011 by the Beifer Center, Harvard University, found that the gasoline costs savings of plug-in electric cars over the vehicles' lifetimes do not offset their higher purchase prices. This finding was estimated comparing their lifetime net present value at 2010 purchase and operating costs for the U.S. market, and assuming n government subsidies. Most of the amning cost of an electric vehicle can be attributed to the maintenance of the battery pack, and its eventual replacement, because an electric vehicle has only around 5 moving parts in its motor, compared to a gasoline car that has hundreds of parts in its internal combustion engine. Electric cars have expensive batteries that must be replaced but otherwise incur ver low maintenance costs, particularly in the case of current lithium-based designs.

[0010] To calculate the cost per kilometer of an electric vehicle it is therefore necessary to assign a monetary value to the wear incurred on the battery. This can be difficult because the battery will have a slightly lower capacity each time it is charged; it is at the end of its life when the owner decides its performance is no longer acceptable. Even then an 'end of life battery is not completely worthless as it can be re-purposed, recycled or used as a spare. Since a battery is made of many individual cells tha do not necessarily wear evenly, periodically replacing the worst of them can retain the vehicle's range. Most cars with internal combustion engines can be considered to have indefinite range, as they can be refueled very quickly almost anywhere.

Electric cars ofte have less maximum range on one charge than cars powered by fossil fuels, and they can take considerable time to recharge.

[0011] One way automakers can extend the short range of electric vehicles is by building them with battery switch technology. An EV with battery switch technology and a 100 miles (160 km) driving range will be able to go to a battery switch station and switch a depleted battery with a fully charged one in 59.1 seconds giving the EV an additional 100 miles ( 1 0 km) driving range. The process is cleaner and faster than filling a tank with gasoline and the driver remains in the car the entire time, but because of the high investment cost, its economics are unclear. As of late 2010 there were only 2 companies with plans to integrate battery switching technology to their electric vehicles: Better Place and Tesla Motors. Better Place operated a battery-switch station in Japan until November 2010 and announced a commitment to open four battery switch stations in California, USA.

[0012] Another way is the installation of DC Fast Charging stations with high-speed charging capability from three-phase industrial outlets so that consumers could recharge the 100 mile battery of their electric vehicle to SO percent in about 30 minutes. A nationwide fast charging infrastructure is currently being deployed in the US that by 2013 will cover the entire nation. DC Fast Chargers are going to be installed ai 45 BP and ARCO locations and will be made available to the public as early as March 201 1. The EV Project will deploy charge infrastructure in 16 cities and major metropolitan areas in six states. Nissan has announced that 200 of its dealers in Japan will install fast chargers for the December 2010 launch of its Leaf EV, with the goal of having fast chargers everywhere in Japan within a 25 mile radius, A similar idea is that of the range-extension trailer which is attached only when going on long trips. The trailers can either be owned or rented only when necessary.

2.2 Brief Description of the Prior Art: Wind Powered Car

[0013] April 8, 1975 a patent was issued to Christian Stoeckert (US 3876925} for the invention of a ''Wind Turbine Driven Generator to Recharge Batteries in Electric Vehicles.^"' The invention is a wind turbine driven generator for the recharging of batteries utilized as the power source for various vehicles, and particularly an automotive electrically driven vehicle, the mechanical combination wherein wind driven vanes of particular design axe mounted to rotate about a vertical shaft disposed in or on the roof of the vehicle, said vanes being completely enclosed within a suitable housing of either rectangular or circular configuration. The application then maps out an elaborate system that provides rotation within the system regardless to whether or not the device is exposed lo available. This is the most closely related matter to the " Automotive Conversion Technology System, " BRIEF SUMMARY OF THE INVENTION:

[0013] The indoctrination of the "Automotive Conversion Technology System" methodology was designed to allow a traveling vehicle to sustain a charge that can also be stored, based on the conversion principles of propelled generated energy supplied by the traveling vehicle's own momentum building directional travel sequences. The goal of the functionality of this conversion system contained within objects and/or mechanical systems is to mimic the composition of wind turbines within objects and/or mechanical systems to create an internal as well as a momentum drive energy source, ultimately lessening the dependence frequency on constant external resource replenishment to fimction. This creation is engineered to allow a fuel dependent system to utilize displaced propelled energy and systematic torque converted energy, created by the vehicle's own traveling momentum, to produce a continuous as well as an alternative source of consumable energ replenishment.

BRIEF DESCRIPTION OF APPLIED TECHNOLOGY COMPONENTS:

[0014] A Wind Turbine is a device that converts kinetic energy from the wind, also called wind energy, int mechanical energy; a process known as wind power. Wind Turbines are designed to exploit the wind energy that exists at a location. Wind Turbines convert wind energy to electricity for di tribution

[0015] A Drive Shaft, driveshaft, driving shaft, propeller shaft (prop shaft), or Cardan shaft is a mechanical component for transmitting torque and rotation, usually used to connect other components of a drive train that cannot be connected directly because of distance or the need to allow for relative movement between them . Drive Shafts are carriers of torque: they are subject to torsion and shear stress, equivalent to the difference between the input torque and the load. They must therefore be strong enough to bear the stress, whilst avoiding too much additional weight as that would in turn increase their inertia. An automobile may use a longitudinal shaft to deliver power from an engine/transmission to the other end of the vehicle before it goes to the wheels. A pair of short Drive Shafts is commonly used to send power from a central Differential, transmission, or transaxle to the wheels. [0016] A Differential is a device, usually, but not necessarily, employing gears, which is connected to the outside world by three shafts, chains, or similar, through which it transmits torque and rotation, in automobiles and other wheeled vehicles, a Differential is the usual way to allow the driving road wheels to rotate at different speeds. This is necessary when the vehicle turns, making the wheel that is travelling around the outside of the turning curve roll farther and faster than the other. The engine is connected to the shaft rotating at angular velocity. The driving wheels are connected to the other two shafts, and are equal If the engine is running at a constant speed, the rotational speed of each driving wheel can vary, but the sum (or average) of the two wheels' speeds cannot change. An increase in the speed of one wheel must be balanced by an equal decrease in the speed of the other. (If one wheel is rotating backward, which is possible in very tight turns, its speed should be counted as negative.)

[0017] A Drive Axle an axel that is driven by an engine. Modern front wheel drive cars typically combine the transmission and front ax!e into a single unit called a transaxle. The Drive Axle is a split axle with, a Differential and universal joints between the two half axles. Each half axle connects to the wheel by use of a constant velocity (CV) joint which allows the wheel assembly to move freely vertically as well as to pivot when making turns. In rear wheel drive cars and trucks, the engine turns a driveshaft which transmits rotational force to a Drive Axle at the rear of the vehicle. The Drive Axle may be a live axle, but modern automobiles generally use a split axle with a Differential,

[0018] Wheel hub assembly (WHA), also referred to as hub assembly, wheel hub unit, wheel hub bearing, etc., is an automotive part used in most cars, passenger vehicles and light and heavy tascks. It is located between the brake drums or discs and the drive axle, on the axle side, it is mounted to the holding bracket from the chassis; on the disc side, the wheel is mounted to the bolts of the WH A. BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING:

Please refer to the drawings at the end of this example for a key to the reference numbers

Drawings Name of Step

FIG. 1 Automotive Wind Conversion Structure

FIG. 2 The "Automotive Conversion Technology System"

FIG. 3 The "Automotive Conversion Technology System" f Drive Train Components)

FIG. 4 The "Automotive Conversion Technology System" (Drive Train Composition)

FIG. 5 The "Automotive Conversion Technology System" (Whee! Hub & Rotor)

Overview

[0019] The introduction of a the "Automotive Conversion Technology System" will be engineered to convert the technologies of wind and rotationa! energy into internalized propelled energy conversions to produce the continuous as well as independent generation of consumable energy, based on the vehicle's own traveling momentum. With the engineering of a self maintained self replenishing system internalized within objects and/or mechanical systems will decrease the consumption of outside consumable energy resources. To effectively engineer a wind turbine system, fueled and/or propelled by the vehicle's natural momentum building traveling sequence, could also simplify the composition of vehicular manufacturing. The system can be employed by ei her a hybrid vehicie (two or more distinct power sources to move the vehicle) or a fully electric vehicle. With both, the hybrid and the fully electric vehicle, the attached battery can be redefined within the "Automobile Conversion Technology System" as a rechargeable central component generator.

[0020] FIG. 1 (Automotive Conversion Technology Structure) is a sketch of the re-engineering of the cur rent wind turbine design,

[0021 ] FIG, 2 (The "Automotive Conversion Technology System") is a sketch that illustrates the composition of a prototypical internalize wind turbine system engineered to be a continuous consumable energy replenishment system, fueled by the propelled sequence amassed during continuous directional travel.

[0022] FIG. 3 (The "Automotive Conversion Technology System" (Drive Trai Components)) is a sketch that illustrates the prototypical component arrangement of an energy conversion system fueled by the propelled sequences of a car's interior drive train system.

[0023] FIG. 4 (The "Automotive Conversion Technology System" (Drive Train Composition)) is a sketch that illustrates the prototypical compositional arrangement that produces an output of propelled energy to be transferred to the car's battery as an alternative source of system fuel.

[0024] FIG. 5 (The "Automotive Conversion Technology System" (Wheel Hub & Rotor)) is a sketch thai illustrates the prototypical component adaptation of wind turbine technology's integration into a vehicle Drive Train.

DETAILED DESCRIPTION OF THE INVENTION;

[0025] The preferred relationship among elements, including preferred logical sequencing, is respectively illustrated within FIG. 2 (The "Automotive Conversion Technology System") and FIG. 4 (The "Automotive Conversion Technology System" (Drive Train Composition)). FIG. Ϊ (Automotive Wind Conversion Structure) illustrates an innovation in the design of wind conversion technologies (100), which introduces a propelled wind conversion system structure (101 ) fueled, by the accumulation of displaced wind, generated during and throughout travel sequences. The propelled energy conversion turbine (102) will be the source of propelled energy conversion into usable electrical energy for the fueling demands necessary for desired functionality for the object and/or mechanical system in which it ( 101) is imbedded within, FIG. 1 (Automotive Conversion Technology Structure)^' wind conversion system structure (101 ) will be imbedded in the infrastmcture ( 103) of a vehicle. FIG. 1 (Automotive Conversion Technology Structure) also illustrates the top view (104) highlighting the fan blades of the Automotive Wind Turbine Structure ( 101) and the side view (105) highlighting the encasing of the fan blades (104). FIG. 1 (Automotive Conversion Technology Structure)' $ cage encasing (105) was designed to promote wind interaction and to prevent outside functional interference. The letter "C" positioned within the "Automotive Conversion Technology Structure" stands for

"Conversion;"signifying the energy conversion chamber.

[0026] FIG. 2 (The "Automotive Conversion Technology System") sketches the prototypical system engineered to internally fuel the functionally designed purpose of objects and/or mechanical systems in motion. The FIG. 2 (The " Automotive Conversion Technology System") sketch highlights 3 (three) components (101 ; B 202; 201 ) involved in the consumable energy generation and storage sequence. The consumable energy generation and storage sequence is a cycled process initiated by wind generation, accumulated during travel sequences, which then converts the displaced wind into consumable energy (1.01), where it is distributed (201 ) to and stored within the battery (202). The propelled energy produced is converted into usable energy within the conversion structure (101). The usable energy generated by this process (200) is illustrated as being derived from 2 (two) directional channels (101). The traveling electrical current (201 ) is a system conduit that is stored within the storage center (B 202) will be used to fuel the functionality of the traveling object and/or mechanism in which that the system (200) is imbedded within. The electrical current traveling (201 ) to the storage center (B 202) will be recharged during travel sequences and used as an energy highway within the continuum of the propelled energy system.

[0027] FIG. 3 (The "Automotive Conversion Technology Sysiem" (Drive Train Components") sketches the prototypical component structure, arranged to convert the torque functions contained within a vehicle's Drive Train, into an alternative source of electrical energy. The FIG. 3 (The "Automotive Conversion Technology System" (Drive Train Components)) sketch highlights 14 (fourteen) components that are arranged to create the "Automotive Conversion Technology System" within a vehicle's Drive Train; 6 (six) Conversion locations ("C"); 4 (four) Drive Axel's locations (301); 2 (two) Differential Gears (303); 1 (one) Drive Shaft (302); and 1 (one) Battery. Torque, in respect to FIG. 3 (300) is created in 7 (seven) locations (301; 303; 302) within the Drive Train (300) of a vehicle, where it can be converted into an alternative propelled energy source ("C") and transferred to the Battery ("B") where it is finally stored lo fuel the desired functions of the vehicle. FIG. 3 (The "Automobile Conversion Technology System" (Drive Train Components)) is an illustrative top view image of a vehicle's Drive Train System. The 4 (four) black rectangular shapes positioned in the 4 (four) respective corners of the Drive Train (300), are automobile tires.

[0028] FIG. 4 (The "Automotive Conversion Technology System" (Drive Train Composition")) sketches the prototypical compositional arrangement designed to convert the torque functions contained within a vehicle's Drive Train, into an alternative source of electrical energy. The FIG. 4 (The "Automotive Conversion Technology System" (Drive Train Composition")) sketch highlights the path of converted propelled energy (401 ) from 7 (seven) Torque Conversion locations CC) to the Battery f Έ"). FIG. 4 (The "Automobile Conversion Technology System" (Drive Train Composition)) is an illustrative top view image of a vehicle's Drive Train System. The 4 (four) black rectangular shapes positioned in the 4 (four) respective corners of the Drive Train (400), are automobile tires.

FIG. 4 and FIG. 5 ENERGY CONVERSIONS :

[0029] "Torque Converted Energy" created in the Drive Shaft (302) is the result of torque sequences, created by the Drive Shaft, being the source of directional movement (forward & backward) within a vehicle. The systematic torque movement will be converted to electrical energy based on the principles of Propelled and Wind Turbine technology,

[0030] Energy converted within the 4 (four) Drive Axels (301) are the result of the integration of turbines ( 101 ) into the 4 (four) Wheel Hub and Rotor (501 ) of the 4 (four) Drive Axels (301 ).

[0031 ] The "Torque Converted Energy" created within the Differential Gears (303) is the result of torque sequences created by the Differential Gears (303). The Differential Gears (303) are an arrangement of gears connecting two axels in the same line and dividing the driving force between them, but allowing one axel to turn faster than the oilier: it is often used in the rear axles of automobiles t permit a difference in axel speeds while turning curves. The torque sequences of the Differential Gears (301 will be converted within the localized conversion box {"C"), of which is then transferred to the vehicle's Battery ("B"). [0032] FIG. 5 (The "Automotive Conversion Technology System" (Wheel Hub & Rotor}} is a sketch that illustrates the prototypical component adaptation of wind turbine technology's integration into a vehicle Drive Train (300). The wheel hub (501 ) is the center part of the wheel which fastens to and rotates on the Drive Axel (301). The FIG. 5 (The "Automotive Conversion Technology System" (Wheel Hub & Rotor)} sketch highlights the integration of turbine technology into a vehicle's Drive Train (300) allowing energy to be generated by the rotation of the wheel hub (501), of which the turbine (1.01) is embedded in. The Wheel Hub and Rotor (501 ) contains broken lines to illustrate transparency, to allow for the infernal compositional view of intersecting Turbine (101)/D.rive Axel (301) components.

Premise of the "Automotive Conversion Technology System":

[0033] The premise of the "Automotive Conversion Technology System" is to apply displaced energy conversion technologies, advantageously, to systems that benefit from the conversions of these technologies^' output. The goal of the "Automotive Conversion Technology System" is to reengineer systems to fuel and/or recharge itself by utilizing the displaced (lost) energy produced within the system's norma! mechanical functionality, as a component in its own consumable energy conversion. For Example: Wind Energy, displaced during mom en turn building sequences of directional travel, can be converted within the traveling system through turbine application; Propelled and/or Torque Converted Energy, displaced during internal/external travel sequences that involves external tires spinning and internal mechanical iorque functions, can also be converted throughout traveling stages, through turbine inspired conversion application. The "Automotive Conversion Technology System" converts all available energy resources, often displaced, to be consumed, allowing the development of increased system efficiency. The "Automotive Conversion Technology System" converts displaced (lost) energy in 2 (two) defined platforms; External (Displaced Wind Energy Conversion) and Internal (Displaced Torque/Propelled Energy Conversion),

[0034] The stability of the external "Automotive Conversion Technology System" application (200) is dependent on the momentum building travel sequence's conversion of the naturally accumulated displaced wind into consumable electrical energy that fuels the vehicle that acts as the catalyst for the entire scenario (200). The "Automotive Conversion Technology System" is a voluntary scenario, in the effect that a vehicle is engineered to fuel its functionality by its use of displaced energy conversion. Vehicles engineered to utilize displaced energy (wind energy) as a fueling source will store its excess electrical energy withi the battery (B 202) where continuous traveling sequence w ll recharge the battery (B 202),

[0035] The stability of the internal "Automotive Conversion Technology System" (Drive Train Composition) (400) application is dependent on the driving sequence of a traveling vehicle converting Torque events created within the Drive Train of a vehicle, into consumable propelled energy. Torque events occur in the 4 (four) Drive Axel locations (301 ); in the 2 (tw o)

Differential Gear locations (303); and within the Drive Shaft (302) of the Drive Train, where each of the listed locations will replicate the functionality of turbine technology.

[0036] The progression of the principle indoctrination of the "Automotive Conversion

Technology System" represents the continuous application and the advancement, over time, of the manipulation of displaced energy generating convertible as well as usable electrical energy for any scalable platform that is a voluntary catalytic participant,

[0037] it may be assessed that certain components contained within the progression of the overall application may be applied independently; challenging that there is a necessity among all featured components. However, though each facet of the suggested compositions (200 & 400) may appear to be equally as independent of each other as they may also appear to be dependent of each other, the suggested compositions (200 & 400) exhibited were engineered to allow the compositional components to self-replicate the energy distribution scenario while also fueling the object and/or mechanical system in which the compositions (200 & 400) are imbedded within. It may further be assessed thai certain components may be combined to ultimately eliminate what may be depicted, as well as suggested, as being necessary and or unnecessary. It may appear thai a system (200 & 400) engineered to self-replicate the active conversion and then the distribution of consumable energy, should be able to successfully accomplish its engineered task without the aided presence of an electrical energy storage center (B 202; B). The presence of an electrical energy storage center (B 202; B) is included within the compositions (200 & 400) as a battery electrical transfer location (B 202; B) to fuel the functional task of the object and/or mechanical system in which it is embedded within, ft may be deduced as being structurally as well as compositionally unnecessary, but may be justified by its current electrical charge conversion and utilized as a power source to objects and/or mechanical systems in active momentum energy building and Torque function conversion scenarios.

[0038] In the event of a malfunction and/or a corruption in the supply transfer within the compositions (200 & 400), a plug-in feature, commonly found in fully electrical vehicles and or object, allowing an outside energy recharging apparatus to jumpstart the internal energy conversion system (200), must be included. For hybrid vehicles (multi-fueling systems) and gasoline vehicles, the "Automotive Conversion Technology System" will override gasoline assisted travel when travel sequence conversions generate enough electrical energy to fuel the system's functionality.

[0039] The "Automotive Conversion Technology System" can be defined as a "dominant cohabitant" in its overriding designed platform, that is engineered t preserve outside fuel dependency for less momentum building travel sequences, exclusively, and reduce outside fuel replenishment to traveling scenarios that, in turn, involve less momentum energy building conversion. For Example: Highway driving scenarios will generate more energy conversion potential, while the "stop and go" scenarios experienced in high traffic and/or traffic sign events will generate less energy conversion potential,

[0040] The ''Automotive Conversion Technology Systems" (Internal/ External; 200 & 400) will replace the current battery system that is dependent on external energy "plug-ins" or combustion energy conversion to recharge desired tasks and basic functionality. The "Automotive

Conversion Technology Systems" (Internal/External; 200 & 400) can be scaled to any platform and can be applied to any externally charge dependent object or system that is able to participate in voluntary caiaiytic energy conversion. Voluntary Caiaiytic Energy Conversion can be defined as an object participating in an act that it initiates, that generates a byproduct that can be converted into a resource that fuels and. or can be utilized by the initiate. [0041 ] The "Automotive Conversion Technology Systems" (Internal/ External; 200 & 400) are designed to energize and be utilized on any participati g platform, while reducing the frequency of use of and the constant dependence on external sources of energy, indiscriminately, with its practicality and simplicity. With the "Automotive Conversion Technology Systems" (Internal/ External; 200 & 400) long traveling objects (planes, trains, automobiles, etc) will no longer have to stop for fuel replenishment, by the utili zation of displaced accumulated energy available by the laws of nature and then converted by innovation.

Claims

Claims What is claimed:

1. The "Automotive Conversion Technology System" introduces a methodological multi- platform premise that utilizes the principles of wind technologies and its conversion of displaced energy into consumable energy, to fuel traveling objects and/or mechanism by its collaborative attachment.

2. With the exploration of the system entitled the 'The "Automotive Conversion Technology System", propelled energy conversion can be produced within objects as a continuous source of energy production created by the accumulation of displaced energy during extended travel sequences. This claim will convert displaced wind energy, accumulated by the momentum generated by tire traveling object and/or mechanical system, into consumabie energy for the participating traveling object. The energy conversion sequence will remain constant, depending on and controlled by the constant of the travel sequence. The continuous conversion of wind energy within the "Automotive Conversion Technology System's," principally engineered objects and/or mechanical systems can yieid replenishment, by the object's own momentum, which can also be stored within a storage unit contained within the object's infrastructure, lessening and/or alleviating the dependency of outside fuel replenishment sources; which can be scaled to accommodate ai! objects and/or mechanical systems without regard to size.

3. The "Automotive Conversion Technology System" will also utilize the natural rotation of automobile tires and Drive Train Torque sequences as a propelled energy conversion catalytic mechanism . As an alternative energy source, rotational/propelled energy generation can be converted to consumabie electrical fuel for automotive systems during normal travel sequences.