| Claims 1. A power generating system for an electric vehicle comprising three components, linked in use, the components comprising an electrical generator, an engine and a fuel tank, wherein one component is permanent installed within the vehicle and at least one of the other two components is hand portable and removable. 2. A system for an electric vehicle according to claim 1, comprising a permanently installed electrical generator, an engine and a fuel tank, wherein the engine and/or the fuel tank are hand portable and removable . 3. A system for an electric vehicle according to claim 1, comprising a permanently installed engine, an electrical generator and a fuel tank, wherein the generator and/or the fuel tank are hand portable and removable . 4. A system for an electric vehicle according to claim 1, comprising a permanently installed fuel tank, an electrical generator and a engine, wherein the generator and/or the engine are hand portable and removable. 5. A system for an electric vehicle according to any one of claims 1 to 4, wherein the engine, in use, receives fuel from the fuel tank via a fuel pump. 6. A system for an electric vehicle according to claim 5, wherein in the engine receives fuel from the fuel tank via a permanently installed electric fuel pump. 7. A system for an electric vehicle according to any one of claims 1 to 6, comprising more than one fuel tank. 8. A system for an electric vehicle according to any preceding claims, wherein the engine is a diesel engine. 9. A system for an electric vehicle according to any one of claims 1 to 7, wherein the engine runs on biofuel . 10. A system for an electric vehicle according to any one of claims 1 to 7, wherein the engine is a petrol two-stroke engine. 11. A system for an electric vehicle according to any one of claims 1 to 7, wherein the engine is a petrol four-stroke engine. 12. A system for an electric vehicle according to any of the preceding claims, wherein the engine is recoil start. 13. A system for an electric vehicle according to any of the preceding claims, wherein the engine is air-cooled. 14. A system for an electric vehicle according to any one of claims 1 to 13, wherein the engine can be mounted in the vehicle and coupled to the electrical generator by the vehicle user. 15. A system for an electric vehicle according to claim 18, wherein a mounting member on the engine fits into two corresponding identical inverted V-shaped engine mountings, one above another with their apexes aligned, on a wall of the engine compartment. 16. A system for an electric vehicle according to claim 14, in which there is attached to the top end of the electrical generator' s shaft, a truncated cone shaped rubbery attachment with grooves on its surface for rubber inserts which meet with a metal surface of an inverted truncated cone shaped end of the engine's shaft. 17. A system for an electric vehicle according to any preceding claim, wherein the or each hand fuel tank is portable and has a top handle for carriage, a fuel filler cap for fuelling and a fuel line connection point which extends to the bottom of the tank. 18. A system for an electric vehicle according to any preceding claim, wherein, during installation, a fuel line from the engine to the electric fuel pump and a fuel line from the electric fuel pump to the fuel line connection point on the fuel tank can be inserted and made secure manually. 19. A system for an electric vehicle according to any preceding claim, wherein the vehicle has a dashboard on which there is located a switch which enables activation or de-activation of the fuel pump. 20. A system for an electric vehicle according to any of the preceding claims, further comprising an engine cooling system which emits air through louvres on a boot lid of the vehicle. 21. A system for an electric vehicle according to claim 20, wherein the boot lid includes a sliding cover which can be slid open to fully expose the engine for cooling purposes. 22. A system for an electric vehicle according to any of the preceding claims, further comprising a control mechanism to manage, in use, the distribution of the electrical power in the vehicle in response to driver demands; monitors the engine; monitors conditions in the engine compartment; monitors the battery pack and which can independently turn off the electric fuel pump and therefore the engine when its operation is no longer required or no longer safe. 23. A system for an electric vehicle according to claim 22, wherein power for the control mechanism is supplied by an auxiliary battery. 24. A system for an electric vehicle according to claim 22, wherein mains-to-battery conversion equipment is be separated from the onboard control mechanism so which can, in use, charge a battery pack. 25. A system for an electric vehicle according to claims 21, wherein the hand portable and removable engine includes an exhaust pipe which protrudes from the sliding cover incorporated in the boot lid so to be not affected by the operation of the sliding cover. 26. A system for an electric vehicle according to any preceding claim, in which the engine includes manual rev settings. 27. A system for an electric vehicle according to any of the preceding claims, wherein the engine throttle control is automated and can be operated by the vehicle user from a dashboard via a control . 28. A system for an electric vehicle according to claim 1, in which the vehicle is a bicycle. 29. A system for a bicycle according to claim 28, wherein the electricity generating means is a hand portable and removable unit and which consists of a recoil start engine with fuel tank and an electrical generator combined. 30. A system for an electric bicycle according to claim 29, wherein the electricity generating unit charges the electric bicycle' s battery . 31. A system for an electric bicycle according to claim 29, wherein the electricity generating unit charges the battery and supplies the motor directly as demands are made on the motor. 32. A system for an electric bicycle according to any one of claims 38 to 32 , wherein the electricity generating unit is attached to the rear of the bicycle frame on one side of the wheel by a suitable means of attachment and plugged into the bicycle at a jack on the frame adjacent to the electricity generating unit. 33. A system for an electric bicycle according to claim 32, in which the means of attachment consists of two vertical parallel metal rods attached at their base to the bicycle frame which receive two hollow rubber tubes of the same length which are fixed to the flat side of the electricity generating unit. 34. A system for an electric bicycle according to claim 28, further including a battery charge indicator in the cyclist' s view which alerts the cyclist when the battery has reached its safe charging limit so that the cyclist can turn off the engine to avoid overheating the battery. 35. A system for an electric bicycle according to claim 34, in which a safety fuse stops the electricity generating unit from overheating the battery if the warning signal is missed. |
Background
Electric vehicles currently on the market have several shortcomings. Electric vehicles have a limited range and are completely reliant upon power points for charging their battery pack. To increase this limited range, larger battery packs have to be used. These increase the weight and expense of electric vehicles and reduce efficiency since the entire battery pack has to be carried on all, including very short, journeys. At present, you cannot use the full range of the electric vehicle without fully charging its battery pack after each use: a partially discharged battery pack can render the vehicle useless for some journeys. This is inconvenient and constantly charging batteries before they are fully discharged can reduce the life of some types of batteries. These factors combine to restrict the freedom of electric vehicle users and so electric vehicles are often not feasible as a person's only vehicle. This explains why they are still in very limited use. Therefore, there is a need for a new system in electric vehicle design which improves on these aspects.
Statement of Invention
According to a first aspect of the present invention there is provided a power generating system for an electric vehicle comprising three components, linked in use, the components comprising an electrical generator, an engine and a fuel tank, wherein one component is permanent installed within the vehicle and at least one of the other two components is hand portable and removable. The present invention proposes a system for an electric vehicle with minimal battery pack, which gives the vehicle user the option of extending the vehicle's range and charging its battery pack away from power points by the easy assembly of an onboard electricity generating means from an engine, an electrical generator and a fuel tank, all or some of which may be hand portable and removable.
Advantages In the preferred embodiment of the present invention, the onboard electricity generating means comprises a permanently installed electrical generator (e.g. a dynamo or alternator) to which a hand portable and removable heat engine (hereafter simply called the engine) is to be coupled, with this engine receiving fuel from a hand portable and removable fuel tank. A vehicle using the present invention may accommodate more than one such fuel tank.
The engine and fuel tanks need only be carried when the anticipated journey is longer than the range possible from the vehicle' s battery reserve or charging away from a power point is required. This is done simply by lifting the engine and dropping it onto a mounting in the engine compartment at the back of the vehicle, which is immediately above the permanently installed electrical generator. The act of dropping the engine onto its mounting will automatically couple it to the electrical generator. The fuel tank to be used is dropped into a recess at the bottom of the electric fuel pump compartment and connected to the electric fuel pump. If additional fuel tanks are carried, these are stored under the removable boot floor. When the fuel tank attached to the electric fuel pump is empty or low, the operator may disconnect it, swop it over with one of the other fuel tanks from under the removable boot floor and connect this fuel tank to the electric fuel pump. An electric fuel pump (powered by the vehicle's auxiliary battery) is permanently housed on the partition wall between the engine compartment and the electric fuel pump compartment, on the electric fuel pump compartment side. A flexible fuel line, permanently connected to the electric fuel pump, goes down to the fuel tank below and is connected by hand. A short flexible fuel line, permanently connected to the engine's fuel intake is bent around the partition wall of the electric fuel pump compartment and the engine compartment and is connected by hand to the electric fuel pump. The electric fuel pump is then switched on by a switch near the pump. The electric fuel pump draws fuel from the fuel tank below and feeds the engine. The engine is now ready to be recoil started. When running, the engine drives the electrical generator which produces electricity and charges the battery pack away from power points whether the vehicle is stationary or on the move. With the engine assisting, the range of the vehicle is increased. The increase in range is greater the more gradual the demand on the battery pack. This would provide welcome freedom for users of electric vehicles.
In an alternative embodiment of the present invention, the electrical generator is also hand portable and removable.
In another embodiment of the present invention, the electrical generator and engine are combined in one hand portable removable unit.
The present invention, with some modifications, may be applied to electric bicycles. If the present invention were used in an electric vehicle, the vehicle would require only a relatively small battery pack - enough to provide a minimal range, for example 20-25 miles - but this range-to-battery pack weight ratio will be improved with future advancements in battery technology. This reduces the weight and costs of the vehicle without the drawbacks of limited range because the engine can be carried/employed when required to provide extra charge for the battery pack and give the driver peace of mind. As the weight of the battery pack and thus the vehicle is low, the load on the driving motor is lower, requiring less electrical energy per mile. This would give greater mileage for a given charge. This lower weight would also improve braking efficiency and vehicle control, making the vehicle safer and better to drive. Furthermore, some of the weight saved by reduction of the battery pack could be used in materials to make the body of the vehicle stronger and for other safety features. The reduced size of the battery pack in vehicles using the present invention means that the energy wasted due to the natural dissipation of charge from the battery pack is reduced.
Secure in the knowledge that they can carry/employ the engine if they run out of charge, the operator would be able to use most of the charge and run the battery pack down before recharging it. This is more convenient than having to recharge at the mains just because the remaining battery charge falls short of what is required for your planned journey and it can be advantageous for prolonging the life of certain types of battery.
The engine could be left running to charge the battery pack even if the driver is away from the vehicle (e.g. when you reach your destination, you can charge up the battery pack for the return journey) . If the present invention were used in an electric vehicle, the weight of the vehicle' s onboard controller and thus the weight of the vehicle may be minimised be separating the mains-to-battery conversion equipment from it. This is possible because the portable engine, when carried, can be used to charge the battery pack away from the operator's chosen main charging location. Even when the engine is being carried and is running and some fuel is required, the advantage of having multiple hand portable fuel tanks is that only the necessary amount of fuel need be carried. In the preferred embodiment of the present invention, there is space for three hand portable and removable fuel tanks. One, two or all three of these may be carried at a time. The hand portable and removable fuel tanks can be filled at regular fuel stations. In the preferred embodiment of the present invention, each fuel tank has a six litre capacity, giving a total potential fuel capacity of eighteen litres. On journeys when a little topping up of the battery pack' s charge may be required, for peace of mind the engine and one partially-filled fuel tank can be carried.
The present invention would make it feasible for an electric vehicle to be fitted with air conditioning. This when in use will use a lot of battery power and significantly reduce the vehicle's range. So on those occasions when air conditioning use is required, the engine could be carried and used if required.
If the present invention were used in an electric vehicle, the electric vehicle would be easy and cheap to maintain and repair. If the engine needs servicing or repair or replacement, the owner may simply hand it in and immediately replace it with a courtesy engine or a new engine or their own spare engine or they can rely on the power point charging of the vehicle's battery pack alone. Also, since the battery pack is small, the eventual replacement of the batteries will be cheaper and disposal of the old batteries easier.
With regards to the engine, the more powerful the better but it must remain light enough to be hand portable, for example up to around five kilograms. An advantage of the present invention is that the engine could be either petrol two-stroke or petrol-four stroke or diesel or biofuel. The engine could be either single or multiple cylinder. The present invention may apply to any other engine types. In the preferred embodiment of the present invention, the engine is diesel or biofuel since these types of engines are more efficient, run at lower temperatures and because diesel and biofuel are inflammable and therefore present no storage hazard.
The same vehicle could use more than one type of engine so that if a particular fuel was unavailable, a different engine (and corresponding fuel tanks) might be used (after changing the electric fuel pump or flushing the existing one) . Given that the vehicle and the engine/fuel tanks should be relatively inexpensive, more than one type of engine/fuel tanks could be purchased.
The nature of the present invention would increase driver involvement and make the vehicle more interesting to use. The present invention would make electric vehicles more viable as one's only vehicle. All of these factors would be highly beneficial to the popularisation of the electric vehicle. Detailed description
In the following detailed description, numerous specific details are set forth in order to provide a thorough understanding of the invention. However, it may be understood by those of ordinary skill in the art that the invention may be practiced without these specific details. In other instances, well-known methods, procedures, components, modules, units and/or circuits have not been described in detail so as not to obscure the present invention.
An example of the invention will now be described by referring to the accompanying drawings in which:
• Figure 1 shows the back of a right hand drive electric vehicle (with the boot lid open or removed) to show the preferred system layout , · Figure 2 shows the back of a right hand drive electric vehicle with the boot lid down to show the sliding engine cover covering the engine compartment, the ventilation louvres incorporated into the sliding engine cover and ventilation louvres over the electric fuel pump compartment, · Figure 3 is a top view of the layout of the back of the electric vehicle,
• Figure 4 shows one method of engine mounting to the wall of the engine compartment using inverted V-shaped mountings positioned along the length of the engine, · Figure 5, is an enlarged cross-section of the groove along an inverted V-shaped mounting on the engine compartment wall,
• Figure 6 shows the bottom end of the engine to demonstrate the end of the engine' s shaft which is in the shape of an inverted truncated cone, flush with the bottom of the engine (feature 19 is the engine's shaft, feature 20 is the end of the engine's shaft) .
• Figure 7 shows the top end of the electrical generator's shaft (protruding from the bottom of the engine compartment 24) with the truncated cone shaped attachment,
• Figure 8, shows the top view of the truncated cone shaped attachment (with rubber inserts) on the top end of the electrical generator's shaft, · Figure 9, shows an electric bicycle with the present invention incorporated.
In the preferred embodiment of the present invention, for a right-hand drive vehicle, the rear layout from left to right is: an engine compartment 1; an electric fuel pump compartment 2 and boot space 3. For a left-hand drive vehicle, this arrangement is from right to left. The size of the engine compartment 1 is kept to a minimum; it needs to accommodate the engine 4 and allow room for sufficient air flow for cooling. The engine compartment 1 is lined with a material which is heatproof and fireproof, reduces engine noise to the cabin and is hardwearing to withstand repeated engine 4 installation. The size of the electric fuel pump compartment 2 is kept to a minimum; it accommodates the electric fuel pump 5, the fuel tank in position (a) 6 and the fuel pump line from the electric fuel pump 5 to the fuel tank in position (a) 6. There should be room to manoeuvre the tank into position (a) 6. The fuel tank compartment is made of a material which is fireproof and would contain any spilled fuel, which would then escape through drainage hole(s) at the bottom of the compartment. The boot space 3 has a removable floor, below which there are recesses for the vehicle's other two fuel tanks (in positions (b) 16 and (c) 17). Attached to the partition wall between the engine compartment 1 and the electric fuel pump compartment 2, on the engine compartment 1 side, are two identical inverted V-shaped engine mountings 10: one above the other with their apexes aligned. The mountings 10 are positioned to support the engine's weight along its whole length. The angle of the V-shape would be chosen to maximise ease of engine 4 attachment/removal. The mountings 10 are made of a hard rubbery material. The mounting is approximately 3cm thick. The sides of the mountings 10 have a groove 18 (approximately 1cm wide) running along their middle. The groove 18 is triangular and approximately 2cm deep. There will fit snugly into these side grooves a similarly-shaped metal mounting member on the side of the engine 4 (either attached to or integrated in the engine casing) . This arrangement will allow the operator to pick up the engine 4, place it against the side of the engine compartment 1 and drop it into position in one movement. The mountings 10 help to guide the engine 4 into position and their grooves 18 hold it in place. A sensor, fitted to the engine 4 mounting, must detect a secure mounting of the engine 4 before the controller will allow the electric fuel pump 5 to be turned on. A bolt will secure the engine 4 in place to prevent accidental dislodging or theft. Alternative arrangements and dimensions may be used.
The dropping of the engine 4 into position will couple the engine 4 to the electrical generator 7, which is directly below the engine compartment 1. The end of the electrical generator's shaft 21 protrudes from the centre of the electrical generator's 7 top surface. The end of the electrical generator's shaft 21 has a truncated cone shaped rubbery attachment 22. This attachment 22 has four grooves on its surface, into which rubber inserts 23 can be inserted. When in place, these rubber inserts 23 stand proud of the surface of the truncated cone. Different sized rubber inserts 23 may be used to alter their proudness when inserted. The end of the engine's shaft is metal and is in the shape of an inverted truncated cone 20, flush with the bottom of the engine 4. This will receive the end of the electrical generator's shaft 22. This arrangement ensures that the engine 4 is freestanding when out of the vehicle. When the engine 4 is placed on its inverted V-shaped mountings 10, the two shaft ends (engine 20 and electrical generator 22) will align and touch at the four rubber inserts 23. The shapes and materials chosen here will allow some tolerance in all directions. This design would allow the vehicle user to affix the engine 4 and couple it to the electrical generator 7 in one movement .
If the engine's 4 recoil start proved difficult whilst coupled to the electrical generator 7, a clock spring could be included between the electrical generator's shaft 21 end and the rubber truncated cone shaped attachment 22. This will delay loading the engine 4 for the first few revolutions to allow engine 4 recoil start. An alternative design could involve fitting the electrical generator 7 so that it can be raised and lowered a small distance using a hand-winding method to enable the engine 4 to be started unloaded before raising the electrical generator 7 for coupling. Any alternative designs to achieve engine- electrical generator coupling may be used.
With regards to the engine 4, the more powerful the better, but it must remain light enough to be hand portable, for example up to around five kilograms. The engine 4 is recoil start. It could be single or multiple cylinder. The engine 4 is air-cooled. When installed, the engine 4 hangs on its mountings 10 and is coupled with the electrical generator 7 as described above. The engine 4 is mounted and the electrical generator 7 is housed so as to allow air to move upwards around them from an air intake underneath the electrical generator 7. There is a sliding section 11 in the boot lid in the area covering the engine compartment 1 which can slide open to give the option of complete engine exposure for cooling if necessary. For when the sliding section 11 is shut (normal use) , it has ventilation louvres 12 out of which hot air can flow. This sliding section 11 will allow for the engine's short exhaust pipe (protruding through 14) . The engine compartment 1 may be shaped to assist air flow. Additional or alternative cooling features may be used if necessary.
In another embodiment of the present invention, a starter motor is incorporated into the engine 4 so that the engine 4 may be started while the vehicle is on the move.
In one embodiment of the present invention, there are four manual rev settings on the engine 4. The operator would select the desired rev setting when at the engine 4 and could return to the engine 4 to change the setting if desired. The four rev settings are Idle, Low, Optimum and Maximum. Low achieves low charging at low noise. Optimum achieves the maximum electricity generation per unit of fuel. At Maximum, the engine 4 is at its highest revolution and therefore maximum charging rate.
In an alternative embodiment of the present invention, the engine 4 throttle control is electronic to enable the vehicle user (via the controller) to vary the engine 4 revolutions from the dashboard. In this embodiment of the present invention, the equipment for the electronic throttle is part of the engine 4. It is plugged into the vehicle via a short electrical wire during engine 4 installation.
In the present invention, any appropriate type of battery may be used in the battery pack. Only a small battery pack would be required; enough to provide a minimal range, for example 20-25 miles - but this range-to-battery pack weight ratio will be improved with advancements in battery technology.
The present invention is equally applicable to a number of different types of battery. The present invention is equally applicable to a number of different types of electrical generator. The present invention is equally applicable to a number of different types of electric motor. The present invention is preferably rear wheel drive but it could be front or four wheel drive. Alternative electric motor (s) arrangements may be used.
When the engine 4 is either not carried or is carried but is not running, the battery pack (mains charged) charges the auxiliary battery and provides power to the driving motor via the controller. When the engine 4 is carried and is running, it drives the electrical generator 7 which produces electrical power. The controller manages the distribution of this power and any power available from the battery pack between the functions of charging the auxiliary battery, powering the driving motor, charging the battery pack and powering the air conditioning unit if the vehicle is equipped with one. Depending on the size of the engine 4 and the power produced by the electrical generator 7, this could provide instant low demand vehicle use from an empty battery pack or vehicle use after a charging period. The controller will then turn off the engine 4 (by turning off the electric fuel pump 5) when the battery pack has reached a preset charge (as selected by the vehicle user at the dashboard or automatically by the controller) . The controller will also turn off the engine 4 (by turning off the electric fuel pump 5) if the temperature of the engine compartment 1 or the battery pack exceed a safe limit. The controller's own power supply is from the auxiliary battery. The electric fuel pump 5 is powered by the auxiliary battery via the controller; it is therefore operational even if the battery pack has no charge. If the auxiliary battery is also flat, the vehicle can be jump-started conventionally. The vehicle may be fitted with an air-conditioning unit which would be powered by the battery pack. In the preferred embodiment of the present invention, the controller could charge the battery pack when the vehicle is plugged into any mains power point. However, if this set up adds too much weight to the controller, the weight of the onboard controller could be kept to a minimum by separating the mains-to-battery conversion equipment from the controller. Separate mains-to-battery conversion equipment could then be left at the vehicle user's choice (s) of mains charging point (s). The separate mains-to-battery conversion equipment could be wall-mounted or it could be portable. The mains-to-battery conversion equipment, when connected to mains power, can be plugged into the vehicle for charging. The vehicle may have one or more plug points. This arrangement is possible because the hand portable engine 4, when carried, can be used to charge the battery pack away from the mains charging points .
Any alternative controller arrangements may be used.
There is one on-off switch for the electric fuel pump 5 on the dashboard and a second on-off switch near the fuel pump. The first switch will enable the second switch. The second switch can then be turned on by the driver after the engine 4 is installed, fuel connections made and prior to the engine recoil start. The dashboard switch allows the driver to turn off the electric fuel pump 5 and therefore turn off the engine 4 from driving position whilst on the move or stationary. The controller can also switch off the electric fuel pump 5 when sensors detect excessive heat in the engine compartment 1 or battery pack or when charging of the batteries is no longer required (preset charge level reached) or is no longer safe. The controller also sends information about the temperature of the engine compartment 1 and battery pack to a display on the dashboard. The short fuel line between the engine 4 and the electric fuel pump 5 may be lower at the electric fuel pump end to avoid gravity fuel feeding of the engine 4 with fuel from the fuel line after the electric fuel pump 5 is turned off. The electric fuel pump switch near the electric fuel pump 5 is preferably designed so that it would switch off in case of any sudden impact, thereby acting as a fuel cutoff. A fuel filter may be incorporated into the electric fuel pump 5.
If the engine 4 is running and the electrical generator 7 is generating electricity, if this flow of electricity was to be interrupted unexpectedly the controller would switch off the electric fuel pump 5 for safety. The electric fuel pump 5 remains off until the dashboard switch has been turned off and on again.
In one embodiment of the present invention, in addition to the regular dashboard indicators of a basic electric vehicle, there is an electrical generator charging rate indicator and an engine compartment 1 temperature gauge.
There are one or more identical hand portable fuel tanks. In the preferred embodiment of the present invention there are three hand portable fuel tanks, each with a 6 litre fuel capacity. Only one fuel tank may be connected to the electric fuel pump 5 (via a flexible fuel line 9) at any time. The recess for the tank to be connected to the electric fuel pump 5 is in position (a) 6 in the electric fuel pump compartment 2. The floor of this recess is at a slight incline so that the rear of the fuel tank (toward rear of vehicle) is lower than its front, to draw all of the fuel. A fuel line 9 extends downwards from the electric fuel pump 5 above to the fuel connection on this tank. This fuel line 9 is made of flexible material. To avoid possible leakage when not connected, the fuel line may be bent upwards and clipped secure to the wall of the electric fuel pump compartment. This fuel line 9 is inserted into the tank in position (a)'s fuel line connection point and hand-screwed in place. The other two fuel tanks, if carried, are placed in recesses (b) 16 and (c) 17 below the removable boot floor 15. The tank in position (a) 6 would sit lengthways, the tanks in positions (b) 16 and (c) 17 would sit sideways. When the tank in position (a) 6 is empty or low and more fuel is required, the vehicle user may disconnect the tank, swop it over with one of the other fuel tanks from under the boot floor 15 and connect this fuel tank to the electric fuel pump 5 before switching the electric fuel pump 5 back on and recoil starting the engine 4. This will give the vehicle user ready access to up to 18 litres of fuel. There is a fuel filler cap next to the fuel line connection point. It is designed to allow air in (to replace fuel used) but for fuel or fuel vapour not to escape. There may be drainage hole(s) at the bottom of the fuel tank recesses in case of accidental spillage or for washing purposes.
The hand portable fuel tanks are preferably made of a lightweight, impact resistant material. The tanks have a flat base to be freestanding when out of the vehicle. A rigid tube extending from the fuel line connection point to the bottom of the tank draws in fuel when the electric fuel pump 5 is switched on. The fuel line connection point, when not connected to the fuel line 9, is kept clean by a screw cap.
There are two fuel lines. One is attached to the engine 4 and goes round the partition (using the small cut-out) to be manually connected to the electric fuel pump at a connection point 8. Another fuel line 9, attached to the electric fuel pump 5, drops down to be manually connected to a fuel tank in position (a) 6. In the case of both of these fuel lines, the end which is to be manually connected has the following requirements. The fuel line head must be designed so that the operator is able to insert it and finger tighten using a screw mechanism, without rotating the fuel line, to make a secure connection. There is a manual open/shut 90° valve immediately behind the fuel line head which the vehicle user would open after the connection is securely made. After this procedure has been completed, the electric fuel pump 5 may be switched on for fuel supply to the engine 4. The electric fuel pump 5 should be switched off before any fuel line disconnection. To disconnect a fuel line the 90° valve must be shut and the fuel line head unscrewed and detached. In addition to the manual 90° valve, the fuel line head should have an automatic mechanism allowing flow on the insertion of the fuel line head and disallowing flow on detachment of the fuel line head. This is to prevent fuel leaks when the fuel line is disconnected.
A pair of heat-insulating gloves is supplied with the vehicle for engine 4 handling when hot. A handheld fire extinguisher (suitable for the fuel type) may be provided with the vehicle.
Application of the present invention to an electric bicycle:
The cyclist is assisted by an electric motor 27. The motor could be incorporated in the hub of the front wheel or in the form of a pulley attached to the tyre (front or back) . There is a small, light hand portable electricity generating unit 25 which consists of a recoil start engine with small fuel tank and electrical generator. The engine could be petrol (2 or 4 stroke) or diesel or biofuel. The engine could be single or multiple cylinder. The engine is air-cooled. In the preferred embodiment of the present invention, the engine is diesel or biofuel and has one cylinder. The engine runs at constant speed, the speed can be manually set at the engine. To carry the electricity generating unit 25, it is simply attached to the rear of the bicycle frame on one side of the wheel. The attachment should be quick and simple. Any suitable means of attachment may be used. For example, two vertical parallel metal rods approximately the height of the electricity generating unit 25 attached at their base to the bicycle frame which receive two hollow rubber tubes of the same length which are fixed to the flat side of the electricity generating unit 25. The attachment is made by holding the electricity generating unit 25 by its handle and lowering the rubber tubes onto the metal rods to create a snug fit. The electricity generating unit 25 is then secured in place, for example with a stopper at the end of the metal rod(s). The electricity generating unit 25 is plugged into the electric bicycle at a jack on the frame adjacent to the electricity generating unit 25. When carried, the bicycle's portable battery 26 fits into a support on the main frame. This can be removed and charged at a mains power point using conventional methods or can be charged by the electricity generating unit 25 when both the battery 26 and the electricity generating unit 25 are fitted to the bicycle and the electricity generating unit 25 is running. There is a wire from the battery 26 to the jack into which the electricity generating unit 25 may be plugged. When the electricity generating unit 25 is running, it charges the battery 26 or drives the motor assisted by the battery 26. The present invention is equally applicable to any distribution of the electrical power generated by the electricity generating unit 25 and in the battery 26.
There is a battery charge indicator in the cyclist's view which alerts the cyclist when the battery 26 has reached its safe charging limit so that the cyclist can turn off the engine to avoid overheating the battery 26. This arrangement is backed up by a safety fuse in case the warning signal is missed. The present invention is equally applicable to any electric bicycle design. It should be clear that the description of the embodiments and attached Figures set forth in this specification serve only for a better understanding of the present invention, without limiting its scope. It should also be clear that a person skilled in the art, after reading the present specification, could make adjustments or amendments to the attached Figures and above described embodiments that would still be covered by the present invention.