AVTO in electric vehicles is an optimization system rather than a single optimization component.
The first part are the power trains and the second part are the drive trains. There may be more than one power train, for example one that drives the vehicle; one that powers all the vehicle functions like lights, signals, other motors, HVAC, entertainment, etc.; one that powers extra functions such as refrigerators, freezers, mixers, cranes, drilling and excavating equipment, pumps, etc. There may be also more than one drive train in a multipurpose vehicle.
The motor and the Optimizer may be arranged in a front or rear wheel drive configuration, in all wheel drive configuration or in any other configuration the application demands, including separate motor and optimizer in each wheel of large vehicles.
How it works. In the power train AVTO power delivered by DC prime mover (fed from the battery) to the MEG-1 AC generator (mobile version), which has sufficient power output to feed the drive train motor and to recharge the battery (which is a fraction of the batteries presently used in comparable EVs). In the power train as in the drive train, the AVTO is an extension of the motor and only modifies the instantaneous torque output of the motor without affecting its rotational speed, therefore the power reference of the motor output shaft is transferred to the AVTO output shaft, which comprises the motor power modified by the torque contributed by the virtual work of AVTO. The desired vehicle performance in terms of further torque and speed modification is achieved by other components of vehicle transmission. Another version of AVTO increases not only torque by also rotational speed, except the torque gains are minimized proportionally to rotational speed gains. It is worth noting that even with increased rotational speed, instantaneous torque gain is still greater than that delivered by the prime mover, as the limitation on rotational speed increase is reached before the limitation on torque increase. The description above is based on a two-section AVTO.
The multi-function auxiliary equipment mentioned above, in addition to the main drive train, may have similar drive trains featuring the traction motors for other purposes. All other criteria for sizing the motors, performance and other functions of the electric vehicle remain the same and are assigned to the appropriate power or drive trains.
The same criteria apply in a multi-functional heavy machinery such as construction, mining, drilling, etc., trains, marine vessels and aircraft which utilizes rotary motion as the entire or part of the propulsion function.
The existing heavy machinery and equipment mentioned above can be converted into electrical power with a very short ROI of about 9-15 months and with operating costs lowered by approximately 50% or more when combined with the continuously variable electronic transmission (CVET - a variation of ECVT currently used in hybrid electric vehicles).