The following pictures are meant to display possible physical characteristics of the present invention and are not to be taken in a limiting sense. It is understood that other embodiments may be utilized and that structural changes may be made without departing from the scope of the invention.

LIST OF REFERENCE NUMERALS 10 self-charging AC/DC driving system for electric vehicles 52 pipe 12 battery bank 54 filter access cover 14 cables connecting the battery bank to special panel box for supplying power to the motors or for recharging the batteries 58 front wheels 18 special panel box 60 rear wheels 20 belt attached to front axle 62 headlights 22 motors (AC/DC) reversible 64 panel electronics 24 AC generator pulley 66 AC & DC diode switches 26 generator (AC) reversible 68 breakers 28 front axle 70 capacitors and other components 34 cable from special panel box to brushless motors 72 contacts 36 cable from generator to special panel box 74 battery charger/accumulator 38 positraction (not shown – controlled by computer) 76 cooling conduit supports 40 cooling conduit 78 access panels 42 blower 80 rear axle box breathers 44 grids 82 front axle air breathers 46 special panel 84 rear axle 48 power regulator 86 mechanical parking brake 50 grids filter

FIGURE 1 Figure 1, behind the rear seat of the vehicle can be seen the bank of eight batteries 12, which are all either 96 volt or 124 volt batteries. Also shown is the filter access door 54 which may be opened when it is desired to change the grids filter 50. FIGURE 2 Figure 2, the battery bank 12 is shown at the rear of the vehicle. Power is carried through the cables 14 to the special panel box 18. From there it passes to the motors 22 and the positraction 38. Rotation of the rear axle 84 causes the wheels 60 to rotate and the vehicle to move. The headlights 62 are 12 Volt. FIGURE 3A/3B Figure 3A, 3B when the ignition (contact) key is turned on at the main switch, the bank of eight batteries 12 supplies, via cables 14 attached to the positive and negative terminals of the head battery of the battery bank, power to the special panel box 18 which houses the special panel 46 (shown in Figure 5). Within the special panel 46, which has a positive and negative terminal for receiving power from (or, during a recharge phase, sending power to) the battery bank, the DC power from the battery bank 12 is converted to a suitable form for and supplied, via cable 34, to two brushless motors 22, 22 (which are reversible) (AC/DC). When a lever is moved to the "forward" position from "neutral", these motors 22, “see figures 3A and 3B” cause the positraction 38 to rotate the rear axle 84 and thus the rear wheels 60. Acceleration takes place by utilizing 6 contacts for "Forward". For "Reverse", only one contact is used. When the driver releases his foot from the acceleration pedal such as when the vehicle is coasting down hill, or when the driver presses the foot brake, the pulley 24 of the AC generator 26 (which is also reversible) engages belt 20 which is fixedly attached to the front axle 28, and the AC generator thus converts the rotational energy of the front axle 28 to AC electrical energy. This AC electrical energy in turn is conducted via cable 36 to the special panel 46 inside the special panel box 18. The special panel 46 converts this electric current from AC to DC. Cables 14 attached to the positive and negative terminals of the special panel 46 then conduct this current to the battery bank 12 where the DC current partially recharges these batteries. Thus we see that the mechanical energy of the rotating front axle is converted to electrical energy by the AC generator at those times when it is desired to slow the forward motion of the vehicle. By utilizing this electrical energy to recharge the battery bank, a large mechanical drag is placed on the forward rotation of the front axle thus slowing the vehicle. This leads to two useful results: First, the battery bank is somewhat recharged leading to an increased travel range for the vehicle. Second, there is somewhat reduced wear and tear on the brakes. During operation, a separately mounted motor provides power for power steering, power brakes, air conditioning and the blower 42. The blower 42 blows air to both motors/generators 22, 22 and the generator 26 for cooling purposes. The grids 44 prevents overloading of the electrical system when the vehicle is in operation, and also prevent power overload due to overheating during operation. A small fan directs some heat into the interior of the vehicle through a pipe 52 and the grids filter 50, which pipe and grids filter are illustrated in Figure 6. FIGURE 4 Figure 4, shown is the Drive Power System and Regenerative Charging System, M1 and M2 represent two chassis mounted wheel drive motors configured to receive electric power from the Variable Frequency Drive (VFD) multi-phase AC power system via the Power Mode selector unit, responding to the Variable Acceleration Set Point parameter instantaneously determined by the computer. DC potential energy stored in battery banks is translated into AC voltage power by the electronic chopper/converter unit, outputting drive power to wheels in efficient multi-phase, variable frequency AC format via the VFD unit. Wheel speed is instantaneously targeted as a multiple of VFD frequency, and set via computer from the variable accelerator set point parameter. Wheel speed and VFD frequency are computer and VFD compared to produce a speed-target difference signal, used by software error reducing algorithm to optimize achievement of objective speed set point. Under constant vehicle velocity objective conditions, light power is applied to balance frictional or gravity losses, with zero application of the regenerative energy reclaim system. For low rate deceleration objectives, drive power is reduced to balance frictional and gravity gains to the point where, drive power is removed and regenerative energy reclaim applied. Wheel speed and VFD frequency target are computer compared to proportionally set the Variable Accumulator unit, with difference signal again used by software to optimize response time in achieving speed set point. Under rapid deceleration objective conditions, the immediately proceeding process is maximized, resistive dissipation added as necessary, and mechanical braking applied at over threshold conditions. G1 and G2 represent two wheel-driven physically linked generators, or the generator component of combination motor-generator units, configured to return regenerative power to the system via the Power Mode selector, in proportional response to the variable Deceleration set point parameter. The multi-rate accumulator is specially designed to receive regenerated energy at variable rate and distribute it appropriately to high and low rate energy storage or emergency dissipation devices. A fundamental system component is the variable/multi-rate [energy] Accumulator / Redirector. This compound fast and low rate energy absorber is to relay short term stored energy to the appropriate storage device, including over-threshold energy to the dissipation grid, as well as the converter directly. Mixed characteristic battery banks are utilized, featuring individual high rate and deep charge characteristics. The high rate characteristic essential to maximizing system energy reclaim, while deep charge being important to initial charge storage density. System control involves the dashboard status and key lockup panel reporting electric drive performance, regenerative or charge power processed (stored and/or dissipated), power reclaim efficiency, Battery bank charge state, Charger performance, vehicle speed and miscellaneous electrical systems Trouble/Alarm/Normal status. A lockable gear selector switch provides Forward, Reverse or Neutral command to system electronic control. A variable set point parameter device, functionally similar to a conventional vehicle accelerator, is intended to cause, via computer, drive power to be applied to one or both wheels (depending on 'Posi-traction' Mode Control switch setting). Regenerative charge output is system inhibited under all acceleration conditions, and proportionally enabled as set point is lowered below measured vehicle speed. A variable set point parameter device, functionally similar to a conventional vehicle brake pedal, is intended via computer to provide proportional generator output to Accumulator, and Grids as necessary, utilizing vehicle and wheel speed sensor input. Regenerative output is ideally balanced per wheel contingent on four wheel speeds independently sensed. Wheel drive is disabled and optionally dynamically 'plugged' (reverse powered) under certain deceleration conditions. Overall control of power applied/ recharge received is a computerized function designed to maximize conservation and reclaim of stored energy, and minimize escape energy due primarily to incidental and applied friction. Recognizing that the power output/battery recharge cycle is an inherent net loss process, regenerative power is only claimed when drive power is not required, or when kinetic energy is desired to be recaptured as potential energy, without resort to mechanical and electrical heat energy production. FIGURE 5 Figure 5, shown is a cross section view of the special panel 46 which contains the power regulator 48, contacts, AC/DC diodes, capacitors, breaker accumulator and many additional small components. This panel receives electrical energy from the batteries and converts it prior to supplying it to the motors. This panel also contains a converter to convert power to 12 volts for headlights 62 (shown in Figure 2) and other instruments, and a converter to convert power for the purpose of intermittently charging the bank of batteries 12 at those times when the accelerator pedal has been released and/or the brakes have been applied. FIGURE 6 Figure 6, shown is a diagrammatic perspective view of the grids filter 44 with parts broken away illustrating the grids filter 50 and the pipe 52 through which warm air is conducted to the interior of the vehicle. FIGURE 7 Figure 7 when the ignition (contact) key is turned on at the main switch, the bank of eight batteries 12 supplies, via cables 14 attached to the positive and negative terminals of the head battery of the battery bank, power to the special panel box 14 which houses the special panel 46 (shown in Figure 5). Within the special panel 46, which has a positive and negative terminal for receiving power from (or, during a recharge phase, sending power to) the battery bank, the DC power from the battery bank 12 is converted to a suitable form for and supplied, via cable 34, to two brushless motors 22, 22 (which are reversible) (AC/DC). When a lever is moved to the "forward" position from "neutral", these motors 22, “see figure 3A and 3B” cause the positraction 38 to rotate the rear axle 84 and thus the rear wheels 60. Acceleration takes place by utilizing 6 contacts for "Forward". For "Reverse", only one contact is used. When the driver releases his foot from the acceleration pedal such as when the vehicle is coasting down hill, or when the driver presses the foot brake, the pulley 24 of the AC generator 26 (which is also reversible) engages belt 20 which is fixedly attached to the front axle 28, and the AC generator thus converts the rotational energy of the front axle 28 to AC electrical energy. This AC electrical energy in turn is conducted via cable 36 to the special panel 46 inside the special panel box 18. The special panel 46 converts this electric current from AC to DC. Cables 14 attached to the positive and negative terminals of the special panel 46 then conduct this current to the battery bank 12 where the DC current partially recharges these batteries. Thus we see that the mechanical energy of the rotating front axle is converted to electrical energy by the AC generator at those times when it is desired to slow the forward motion of the vehicle. By utilizing this electrical energy to recharge the battery bank, a large mechanical drag is placed on the forward rotation of the front axle thus slowing the vehicle. This leads to two useful results: First, the battery bank is somewhat recharged leading to an increased travel range for the vehicle. Second, there is somewhat reduced wear and tear on the brakes.