ESE

Published 2006, C-Prompt.com, re: ESE Engine System Pat. App. 096,826

Decades ago, while still in college, I invented an advanced electric car propulsion system, acquired investors, and started a tiny company to build a prototype using a Chevy Nova in an old gas station we rented. There were many companies developing e-cars during this early first wave of electrification driven largely by repeated oil crises instead of pollution.

The irony of building an electric car in a gas station was not lost on anyone. The emotionally charged experience of building that electric car has stayed with me my entire life.

Now, many decades later, the engineering of my ESE electric car engine system has grown quite dated, but my enthusiasm for e-cars has not diminished. In March 2023, I wrote an op-ed/essay about how electric cars and changes to our commuter culture could be the solution to car pollution that does not require large infrastructure projects and changes.

The following material about my ESE Electric Car system is an excerpt from my old C-Prompt.com website, circa 2006. CPrompt was the consulting and software development company that I founded and successfully operated until February 2011, when I lost my first wife, Mazelle, to pancreatic cancer at a tragically young age.


ESE Engine System Pat. App. 096,826

Excerpt: Electric vehicles are the future of green technology for road transportation, with plug-in hybrids serving as bridge technology. I have a long history with EV design. Electric cars have been a viable alternative to fossil fuels for over 100 years. In the year 1900, twenty-eight percent of all cars sold in the United States were electric. Electric cars came before gas cars. The first crude electric carriage was developed in 1832, about 50 years before the gas car.

ESE Engine System Pat. App. 096,826

The infrastructure to deliver electricity currently exists; it’s called your wall outlet. A simple 120V outlet can deliver more energy per day than the average person needs for driving. The same cannot be said for other green options, such as hydrogen.

The roadway leading up to today is littered with sensible viable designs for electric and hybrid vehicles, which were ignored because we leave innovation to the whims of market forces. We did not always do this. Think about NASA and the Apollo Project, the Manhattan Project, the Internet, and the list goes on. As a business owner, I am obviously not against the free enterprise system, but when critical safety, health, or national factors are in play, relying 100% on free market forces to pick winners and losers often catastrophically fails us. This is especially true when dealing with large entrenched interests that radically tip the balance of control over “innovation” into their court; these interests, in effect, become gatekeepers.

The historic cause of EV delay after delay has been very effective roadblocks erected by those with vested interests in the status quo. The problem was never technology. If we want solutions and want to be globally competitive and care for the environment, we need to enable our small innovative companies with a Manhattan-Project-like government program. If this is not done, in my experience, the vehicles which will be developed and offered for sale in the next decade will have no positive material impact on our environment or economy. In this new century, we need to be nimble and not a sleeping giant. In the long run, survival always favors the small and adaptable over the large and lumbering dinosaurs.

Before GM built and then killed the electric car (EV1), I developed an advanced viable electric car drive system at my first company KJB Research Labs Inc. The ESE Engine system was a computer-controlled electrical drive system specifically designed for full electric and plug-in hybrid electric cars. This system was far ahead of its time. Multiple microprocessors were used to control all aspects of operation of both the electrical engine system and the vehicle, which included kinetic energy storage, regenerative braking, an infinitely variable magnetic power coupling, and a gas-powered generator for extended range.

The engine incorporated one or more integral flywheels as an energy reservoir. The flywheel and stator form a single integrated part inside the electric engine. A computer-controlled electromagnetic clutch (coupling) is used to transfer energy from the flywheel applying it to the vehicle’s wheels through a variable ratio transmission. Altering the transmission ratio controls the speed of the vehicle. Regenerative braking is used to reclaim some of the energy typically lost during decelerations.

By smoothing and augmenting power demands with kinetic energy in the flywheel and by computer controlling all aspects of vehicle operations: throttle, braking, climate control, headlights, aerodynamics, etc… the effective range of the vehicle is maximized for all existing battery technologies.

© copyright 2006, Kevin Bohacz, CPrompt.