WO2016178770A1

WO2016178770A1 - The transportation battery assist system

Info

Publication number: WO2016178770A1
Application number: PCT/US2016/026042
Authority: WO
Inventors: Darryl CLINES
Original assignee: Clines Darryl
Priority date: 2015-05-04
Filing date: 2016-04-05
Publication date: 2016-11-10

Abstract

The "Transportation Battery Assist System" (TBA/TBAS) is a 2 phase battery assist system that combines 2 adaptations of turbine technologies, assembled to assist hybrid/ all -electric vehicular systems in performing as grid-less and self-replenishing technologies. Phase 1, of the said process, i s a closed circuit system that i s comprised of an encased dual turbine system, designed to start the traveling vehicular system: power its non-moving aspects; replenish its functioning demands, while al so replenishing the embedded battery, of which chiefly initiates the entire process after it has ultimately been turned off/on. Phase 2, of the said process, is initiated after Phase 1 powers the vehicle into its initial rotational movement, activating the turbine generators, attached to the tires, propellers and/or a combination of the host vehicular system. Phase 2's rotating turbines convert energy during travel sequences and maintain the charge of the vehicular battery, where the accumulated energy is also stored.

Description

The "Transportation Battery Assist System"

(TBAS)

BACKGROUND OF THE INVENTION:

1. Field of the Invention

[0001] The present invention, relates to a methodological multi-platform system capable of converting consumable energy from propelled and/or rotating vehicular system components inside of and/or attached to principally engineered systems, wherein that power the host device's functi onality as well as the continuous functionality of the generating/replenishing energy source. The "TBAS" technology is defined by the principle that a 2 independent phase turbine generator circuit can assist in 1) electrically charging the start of a traveling vehicular system, while also continuously charging itself and 2) electrically charging the traveling vehicular system, placed in motion, throughout normal propelled and/or rotating momentum building directional travel sequences.

2. Brief Description of the Prior Art: Wind Power

[0002] Wind power is the conversion of wind energy into a useful form of energy, such as using 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 man 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 to 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 economical! y extractable 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 internal 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 brought a short-lived interest in electric cars, though those cars did not reach mass marketing as today's electri c cars experience it. Since the mid-2000s, the production of electri c cars is experiencing a renaissance due 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 local 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 disruption. Also for many developing countries, and particularly for the poorest in 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 2013, 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 recharging 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 piedged US $2.4 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 that 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 mat derives its power from an on-board battery pack, is a form of battery electric vehicle (BEV). Most often, the term "electric ear" 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 Belfer 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 no government subsidies. Most of the running 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 very 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 that do not necessarily wear evenly, periodically replacing the worst of them can retain the vehicle's range. Most cars with internal combusti on engines can be considered to have indefinite range, as they can be refueled very quickly almost anywhere.

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

[001 Ϊ ] 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 (1.60 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 (160 km) driving range. The process is cleaner and faster man Tilling 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 201.0 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 80 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 at 45 BP and ARCO locations and will be made available to the public as early as March 2011. 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 Stoeekert (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 are 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 to available. This is the most closely related matter to the

"Transportation Battery Assist System."

BRIEF SUMMARY OF THE INVENTION:

[0014] The indoctrination of the "Transportation Battery Assist System" (TBA/TBAS) methodology was designed to allow a traveling system, to sustain a charge that can also be stored as a result of a 2 (two) phase turbine circuit application. The goal of the functionality of this multi-phased conversion system, contained within traveling systems, is to mimic the electrical, energy generation properties of wind turbines, creating an internal catalytic system starter generator (Phase 1) as well as a momentum driven energy generator source application (Phase 2), ultimately lessening the system dependence of vehicular systems on constant external resource replenishment to function. This creation is engineered to allow a fuel/charge dependent system to utilize propelled and/or rotational energy to produce a continuous as well as an alternative source of consumable energy. The TBAS system (900) is most accurately described as a 2 (two) phased battery assist application.

BRIEF DESCRIPTION OF APPLIED TECHNOLOGY COMPONENTS:

[0015] A Wind Turbine is a device that converts kinetic energy from the wind, also called wind energy, into 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 distribution.

[0016] 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.

[0017] 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).

[0018] A Drive Axle an axel that is driven by an engine. Modern front wheel drive cars typically combine the transmission and front axle into a single unit called a iransaxle. The Drive Axle is a split axle with a Differential and universal joints between the two half axles. Each half axle connects to the wheei by use of a constant velocity (CV) joint which aliows 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..

[0019] 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 trucks. 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 WHA.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING: Phase 1

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

Drawings Name of Step

FIG. 1 Wind Turbine

FIG. 2 Internal Catalytic System Starter Generator System

FIG. 3 Encased Internal Catalytic System Starter Generator System

FIG. 4 Encased Internal Catalytic System Starter Generator System Vacuum (Side View)

FIG. 5 Encased Internal Catalytic System. Starter Generator System (System Switch)

Overview:

[0020] The introduction of the "Encased Internal Catalytic System Starter Generator System" (500) will be engineered to evolve the technologies of wind energy into controlled internal wind energy conversions that produce continuous as well as independent generations of consumable energy, without the component of natural wind. With the engineering of a self maintained/ self replenishing system, internalized within vehicles, will eliminate the consumption of outside consumable energy resources and provide an environmentally conscious alternative without hazardous emissions or hazardous processing.

[0021] To effectively engineer the absence of natural wind, fueling the conversion, of wind into electricity within wind turbines, the pairing of two wind turbine structures, independently, operating to 1) power a fan to power both turbines to continue the wind flow sequence and to 2) power the second turbine to produce converted wind electricity to power the rechargeable battery embedded in a vehicular system. To effectively engineer an internalized system that is self- maintained, the "Encased Internal Catalytic System Starter Generator System" (500) will be encased to control and direct the flow of produced wind. The "Encased Internal Catalytic System. Starter Generator" (500) will act as a Phase 1 assist to the battery (B 204) of the host vehicular system, of which it is embedded to start and run the multiple applications of a vehicular system, placing it into a traveling sequence (Phase 2 transition), and/or allowing the battery (B 204) to be charged and/or powered to perform tasks (window use; radio; lights; etc) in a non-moving state.

[0022] FIG. 1 (Wind Turbine: Phase 1) illustrates the design for basic wind conversion technology (101), a propelled wind conversion system, structure (101), fueled by the

accumulation of directional wind.

[0023] FIG. 2 (Internal Catalytic System Starter Generator System) (200) is a sketch that illustrates the composition of a fan (201) and a side-by-side 2 (two) wind turbine linear system (101) engineered to perform as a self-maintained, electrical generating assist for a vehicular battery (B 204) in non-moving sequences (Phase 1).

[0024] FIG. 2 (Internal Catalytic System Starter Generator: Phase 1) (200) illustrates the dual turbine system, engineered to internally fuel the functionally designed purpose of a non-moving vehicular system, while assisting the vehicular battery (B 204) in replenishing the system's own continuous energy production needs. The FIG. 2 (Internal Catalytic System Starter Generator; Phase 1) sketch, highlights 5 (live) components (101; 201; 202; 203; B 204) involved in the consumable energy generation and the continuous sequential power output. The consumable energy generation and the continuous sequential, power output is a cycled ciosed circuit process initiated by the fan (201), powering the wind turbine (101) wired (203) directly into the fan (201); initiating a chain output sequence that allows the continuously powered fan (201) to produce wind converted energy (202) that propels both turbines (101) to respectively and independently continue the wind converted energy (202) output powering both wind turbines (101) and allowing the second turbine (101) to power the embedded vehicular battery (204). The usable energy generated by the 2 (two) turbines within this process (200) are wired in 2 (two) separate directional channels (203); 1) directly to the embedded vehicular battery (B 204) and 2) to the fan (201). The electrical current (203) traveling to the embedded vehicular battery (B 204) will be used to fuel the functionality of the traveling vehicular in which the system (500) is imbedded within and/or attached to. The electrical current (203) traveling to the fan (201) will be used as a catalyst in the continuum of the entire propelled wind energy's (202) systematic generation.

[0025] FIG. 3 (Encased Internal Catalytic System Starter Generator System) (300) is a sketch that illustrates the encasement of system components fueling the non-moving vehicular battery (B 204).

[0026] FIG. 3 (Encased Internal Catalytic System Starter Generator: Phase 1) (300) is a sketch that illustrates the encasement of the Internal Catalytic System Starter Generator composition. The encasement (301) encloses the process (200) to control and direct the wind flow (202).

[0027] FIG. 4 (Encased Internal Catalytic System Starter Generator Vacuum (Side View)) (400) is a sketch that illustrates the encased composition's vacuum sequence. To further assist in the wind flow's (202) directional containment, the encasement (301) will have 1 (one) or more holes (401), on the opposing side of the fan (201) within the encasement, to create a vacuum sequence to enhance and direct the directional wind flow (202). The ho!e(s) (401) position will be directionally linear to the wind flow (202) pattern. [0028] FIG. 5 (Encased Internal Catalytic System Starter Generator (System Switch): Phase 1) (500) is a sketch that illustrates the complete encasement of the composition, wired directly to the system's rechargeable power source (B 204) of a non-moving vehicular system. The rechargeable power source (B 204) will be wired (203) directly to the fan. (201) to allow for the encased system to be restarted after the catalytic fan (201) has been switched off. The charge created by the encased system (200) will be stored and circulated from the traveling vehicular system's rechargeable power source (B 204). This addition will allow for the encased system to be turned on and off without the aid of an externa! resource.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING: Phase 2

Drawings Name of Step

FIG. 6 Energy Assist System Turbine: Phase 2

FIG. 7 Energy Assist System (Drive Train Components): Phase 2

FIG. 8 Energy Assist System (Drive Train Composition): Phase 2

FIG. 9 The "Transportation Battery Assist System": (Phase 1 - 2)

FIG. 10 The "Transportation. Battery Assist System"; (Phase 1 - 2) Air Travel

Overview:

[0029] The introduction of the "Energy Assist System" (EAS) will be engineered to apply the technologies of rotational and propelled energy turbine generators, into an internalized energy conversion assist to vehicular batteries (B 204) throughout travel sequences. The EAS Phase 2 technology provides assisted energy generation based on the vehicular system's own traveling momentum dri ven energy conversions. With the engineering of a self mai ntained/ self replenishing system, internalized within traveling vehicular systems will eliminate the consumption, of outside consumable energy resources. To effectively engineer an energy assist turbine system application, fueled and/or propelled/rotated by the vehicular system's Phase 1 internal starter generator and by the vehicular system's Phase 2 energy assist system (800), will simp!ify the composition of vehicular manufacturing. The system can be employed by either a hybrid vehicular system (two or more distinct power sources to move a system) or an all-electric vehicular system. With both, the hybrid and the all -electric vehicular system, the attached battery (B 204) can be redefined within the "Transportation Battery Assist System" as a rechargeable centra! component generator.

[0030] FIG. 6 (Energy Assist System Turbine: Phase 2) (600) is a sketch of the customization of a wind turbine design, enabling its integration into the frame of a traveling vehicular system. The letter "C" positioned within the sketch stands for ^uCon.version;"signifying the energy conversion chamber.

[0031] FIG. 7 (Energy Assist System (Drive Train Components): Phase 2)) (700) is a sketch that illustrates the composition of a wind turbine system's 4-point engineered integration (601) into the frame of a traveling vehicular system, to be a continuous consumable energy assist, fueled by the propelled and/or rotational sequence generated during continuous directional travel. The letter "C positioned within, the sketch stands for "Conversion signifying the energy conversion chamber.

[0032] FIG. 8 (Energy Assist System (Drive Train Composition): Phase 2)) (800) is a sketch that i!lustrates the component arrangement of an energy assist conversion system, of a vehicular system's interior drive train system, directionally fueling (203) the traveling vehicular battery (B 204). The letter "C" positioned within the sketch stands for "Conversion;"signifying the energy conversion chamber.

[0033] FIG. 9 (The "Transportation Battery Assist System" (Phase I - 2)) (900) is a sketch that illustrates the compositional arrangement of the "TBAS (Phase 1 - 2) components (Side View).

[0034] FIG. 10 (The "Transportation Battery Assist System": (Phase 1 ~ 2) Air Travel)) (1000) is a sketch, that illustrates the compositional arrangement of the TBA (Phase 1 -2) system components applied to air traveling vehicular systems. DETAILED DESCRIPTION OF THE INVENTION:

[0035] The preferred relationship among elements, including preferred logical sequencing, is respectively illustrated within. FIG. 9 (The "Transportation Battery Assist System." (Phase 1 - 2)) and FIG. 10 (The "Transportation Battery Assist System": (Phase Ϊ - 2) Air Travel)), because of how it combines the Phase 1 Closed Circuit Assist system in FIG. 5 (Encased Internal Catalytic System Starter Generator (System Switch)) (500) and the Phase 2 Assist applications of FIG. 8 (Energy Assist System (Drive Train Composition): Phase 2)).

[0036] Phase 1 of the TBA System, is a closed circuit encased catalytic starter system, that utilizes the principles of wind turbine technology to created two separate channels of wind generated energy mat are both simultaneously propelled to 1) fuel the host vehicular system's rechargeable battery (B 204) and 2) fuel the fan (201) of which in turn propels the 2 wind turbines (101). FIG. 5 (Encased Internal Catalytic System Starter Generator (System Switch)) (500) illustrates the component structure of the system and the interaction among those components, allowing a continuous electrical energy generation. The system, depicted in FIG. 5 is designed to act as a starter to non-moving vehicular systems and as an electrical power assist to the battery (B 204) of the same non-moving vehicular. Though the Encased Internal Catalytic System Starter Generator (System Switch)) (500) Phase 1 system can generate constant energy, the system can. be phased to an alternative energy source generator, allowing the second set of generators (Phase 2) to take over the vehicular system's continuous energy supply needs, while placed in motion.

[0037] Phase 2 of the TBA System, acts as an energy assist technology, converting the current standard whee! and propeller mechanics into rotational generators, assisting in. the powering of traveling vehicular systems during momentum driven sequences. FIG. 6 depicts a turbine (101), customized to be attached to the rotational aspects (602, 603) of a traveling vehicular system. After the vehicular system has been started and placed in motion, during Phase 1, the modified turbine (601) will then begin to assist in powering the rechargeable battery (B 204), throughout and as a result of it being placed in motion. FIG. S highlights the 4 modified turbines being wired (203) directly into the rechargeable vehicular battery (B 204), as an assist to the continuous powering of the vehicular system in motion.

[0038] FIG. 9 (Phase 1. - 2) Illustrates the entire component structure of the self efficient vehicular system, highlighting the turbine modified devices' (601) wiring (203) directly into the rechargeable vehicular battery (B 204) of which is also wired (203) to the Encased Internal Catalytic System Starter Generator (500) that collectively assists in the continuous powering of the complete vehicular system. The TBAS system replaces the standard necessity of

recharge/refuel stations and components, with its 2 (two) phased assist program modifications.

[0039] FIG. 10 (Phase 1 -2) illustrates the application of the TBA System into the framework of air traveling vehicles (1001/1002), highlighting the turbine modified devices' (C/601) wiring (black connecting lines/203) directly into the rechargeable vehicular battery (B/B 204) of which is also wired (black connecting lines/203) to the Encased Internal Catalytic System. Starter Generator (500) that collectively assists in the continuous powering of the complete vehicular system. FIG. 10 also features the integrati on of the TBA System into a helicopter (1001) and an airplane (1002), converting the rotational aspects of the propeller, of both the helicopter (1001) and the airplane (1002), into consumable energy, assisting in the constant charge of the air traveling vehicular battery (B/B 204).

[0040] The stability of the "TBA (Phase 1 - 2)" (900/1000) system is dependent on the rotational converted energy of the applied turbine sysiem(s), generating enough electrical

propelled/rotational energy to 1) power the overal l continuous battery (B 204) replenishment process and 2) produce enough converted energy to start and power a vehicle throughout its use and in travel. A "TBAS (Phase 1 - 2)" (900/1000) enhanced vehicular system will be engineered to fuel its own functionality by its use of displaced energy conversion expressed during extended travel sequences and during each battery system, start and non-moving usage (500). Vehicular systems engineered to utilize displaced energy (wind energy) as a fueling source will store its excess electrical energy within the vehicular system's battery (B 204), where it would be used to provide the initial system powering and allow continuous traveling sequence to recharge the battery (B 204), making the entire system's stability dependent upon the adequately maintained battery (B 204} charge in electrical vehicular systems.

[0041] The progression of the principle indoctrination of the "TBAS (Phase 1 - 2) " (900/1.000) 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 p!atform that is or possesses a voluntary catalytic participant (B 204).

[0042] It may be assessed that certain components contained within the progression of the overall application can be applied independently; challenging that there is a necessity among all featured components. However, though each facet of the suggested compositions (The TBAS Phase 1-2 (900/1000)) may appear to be equally as independent of each other as they may also appear to be dependent of each other, the suggested compositions (The TBAS Phase 1-2 (900/1000)) exhibited, is engineered to allow the compositional components to self-replicate energy distribution and redistribution scenarios, while also fueling a vehicular system, in which the compositions (The TBAS Phase 1-2 (900/1000)) are imbedded within. It may further be assessed that 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 that a system (The TBAS Phase 1-2 (900/1000)) engineered to self-replicate the active conversion and then, redistribute consumable energy, should be able to successfully accomplish its engineered task without the aided presence of an electrical energy storage center (B 204) and/or the combined phases. The presence of an electrical energy storage center (B 204) is included within the compositions (The TBAS Phase 1-2 (900/1000)) as a storage center (B 204) for electrical, transfer, to fuel the functional task of the vehicular system, in which it is attached (800) and/or embedded within (500).

[0043] It may aiso be deduced as being structurally as weil as compositionally unnecessary, in observance of the closed circuit Phase 1 battery (B 204) assist technology, to utilize both system phases (900/1000) to accomplish the same task of recharging a battery (B 204). The 2 (two) phase battery (B 204) assist technology is justified in the independent phase of energy demands performed at different states of the vehicle (non-moving/iraveling). Phase 1, battery (B 204) assist programming, is the catalytic starter of the vehicle, and as the vehicle is placed in motion, requiring more voltage and energy replenishment, the Phase 2 battery (B 204) assist

programming accommodates the increased electrical charge demand of the electrically charged vehicle. It is important to note that each, phase circuit (Phase 1 /Phase 2) can be manually switched off, depending on the charge pre-stored or maintained within the vehicular battery (B 204). If the vehicular battery is charge enough to start the system and then place it into motion, the Phase 1 closed circuit would not need to be switched on. If the vehicular system is placed in motion and enabled to travel without the additional output of assisted energy, the Phase 2 circuit would not need to be switched on. Though the system can be utilized without a full, system, application, a reserve amount should be present to allow for the restart of the system after it has been, shut off.

[0044] The "TBAS (Phase 1 - 2)" (900/1000) will assist the current battery system that is dependent on external energy "plug-ins" and/or combustion energy conversion to recharge itself, to perform desired tasks and basic functionality. The "TBAS (Phase 1 - 2)" (900/1000) can be scaled to any vehicular platform and can be applied to any externally fueled/charged dependent vehicular system. With the TBA (Phase 1-2 (900/1000)) system, long traveling objects (planes, trains, automobiles, etc) will no longer have to stop for fuel, replenishment, by the utilization of the TBA system's accumulated energy available by the laws of nature and then converted by innovation..

Claims

Claims The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

1. A 2 phase rechargeable battery assist device mechanism comprising'. 2 separate phases of turbine technologies, wherein designed to maintain the charge of a rechargeable vehicular system battery, during non-moving applications (Phase 1) and during continuous traveling sequences (Phase 2), uniformly operating as 2 independent phase circuits, collectively assisting in. the replenishment of the host vehicle system's centrally positioned battery, of which it is designed for all, wheel and propeller based electric/hybrid transportation vehicles/vehicular systems (planes, trains, cars, helicopters, motorcycles, hybrids and drones; inclusive of but not limited to), creating a grid-less self-replenishing traveling mechanical, system, as suggested in. the depiction of FIG. 5, FIG. 8, FIG. 9 and FIG. 10, in summation.

2. Phase 1, the introductory phase of the device of claim 1, is an independent closed circuit catalytic system starter, consisting essentially of wherein 2 (two) encased wind turbine generators, positi oned side-by-side, propelled by a fan, bisecting the !inear position of both said turbines, directing the created wind flow through 1 (one) or more holes positioned on the opposing side of the fan, of which is powered initially by the stored energy of the embedded vehicular battery and then continuously by the most approximate linear turbine, collectively propelling the linear distant turbine of which is wired to directly assist in recharging the embedded vehicular battery, of which powers the non-moving applications of the host vehicle and the start of the complete system, initiating its initial movement, as well as storing a reserve of power in. the system 's battery, to restart the closed circuit system after it has been shut off, as suggested in the depiction of FIG. 4 and FIG. S, of which can be manually shut on/off depending on the charge of the vehicular battery.

3. Phase 2, the secondary phase of the device of claim 1, is consisting essentially of wherein 1 (one) or more generators attached and/or integrated in to the wheels of wheel, based traveling vehicles, the propellers of propeller based traveling vehicles and/or a combination of both, to convert the rotational energy generated and/or displaced by each, application of the said attachments, to assist in recharging the host vehicular battery after movement has been initiated in Phase 1 and throughout the continuous rotations of the wheel(s) and/or propellers) of the traveling vehicle, while a! so, storing the converted accumulated power in the vehicular system's battery, to restart Phase 1, after it has been shut off, as suggested in the depiction of FIG. 7 and FIG 8, of which can be manually shut on/off depending on the charge of the vehicular battery.