\uuuufil‘mfiulfim“mun Old'801929:
`
`IN THE UNITED STATES PATENT AND TRADEMARK OFFICE
`
`RULE 60 APPLICATION
`
`
`1.12966U.S.PTO
`11/229762\\\\\\\“NW\\\\\\\\\\\\\\\\\\\\“\092005
`
`Atty. Dkt. PAICE201.DIV.2
`
`Hon. Commissioner for Patents
`P.O. Box 1450
`
`Alexandria, VA 22313—1450
`
`Sir:
`
`This is a request for filing a divisional application under 37
`CFR § 1.60 of pending prior application Serial No. 10/382,577 filed
`on March 7, 2003 entitled Hybrid Vehicles
`
`Full Name of first joint inventor: Alex J. Severinsky
`
`Residence: Washington, D.C.
`
`Citizenship: U.S.
`
`Post Office Address: 4704 Foxhall Crescent, Washington D. C. 20007
`
`Full Name of second joint inventor: Theodore Louckes
`
`Residence:
`
`Holly, Michigan
`
`Citizenship:
`
`USS.
`
`Post Office Address:~
`
`10398 Appomattox, Holly, MI 48442
`
`X
`
`X
`
`the prior application as originally
`Enclosed is E: copy of
`filed.
`I hereby verify that the attached papers are a true
`10/382,577 as
`the prior application Serial No.
`copy of
`originally filed on March 7, 2003.
`
`The filing fee is calculated below: Claims as filed,
`claims canceled:
`
`less any
`
`LARGE ENTITY
`
`Basic Filing Fee:
`
`$300
`
`7
`
`3
`
`-
`
`-
`
`20
`
`3
`
`=
`
`=
`
`0
`
`0
`
`x
`
`x
`
`$50
`
`$200
`
`CLAIMS
`
`Total
`
`Indep.
`
`Search fee
`Examination fee
`
`.
`
`vd-aam—M'A._n
`
`.wmw
`
`,-
`
`.,1 .
`
`..
`
`._ ~
`V ‘1’
`7' -
`
`
`a 1.22.553
`.‘f TD.fiifl not receive
`the following
`listed Itemsxs) .3
`<
`'
`
`
`5 A. ‘
`_
`
`Page 1 of 405
`
`$0
`
`$0
`
`$500
`$200
`
`FMC 1009
`FMC 1009
`
`

`

`Size fee (110 sheets text, 17 sheets of drawing)
`
`Total Fee
`
`$500
`
`$1500
`
`X
`
`The Commissioner is hereby authorized to charge fees under 37
`CFR § 1.16 and § 1.17 which may be required, or credit any
`overpayment of Deposit Account No. 04-0401.
`A duplicate copy
`of this sheet is enclosed.
`
`Status as a "small entity" under 37 CFR 1.9 is claimed by way
`of the attached declaration.
`
`A preliminary amendment is enclosed.
`
`An information disclosure statement is enclosed.
`
`X
`
`Cancel the following claims before calculating the filing fee:
`1 - 9.
`
`X
`
`A check in the amount of $ 1500.00 is enclosed.
`
`vfiled on
`Priority of application Serial No.
`in (country)
`is claimed under 35 U.S.C. § 119.
`
`a)
`
`b)
`
`Certified copy is on file in prior application
`Serial No.
`filed
`
`.
`
`Certified copy filed herewith.
`
`X
`
`Amend the specification by inserting following before the
`first line thereof:
`
`This is a divisional application of application Serial No.
`10/382,577 filed March 7,
`2003, which was
`a divisional
`application of Ser. No. 09/822,866 filed April 2, 2001, now
`Patent 6,554,088, which was a continuation-in-part of Ser. No
`09/264,817 filed March 9, 1999, now U.S. patent 6,209,672,
`issued April 3, 2001, which in turn claimed priority from
`provisional application Ser. No. 60/100,095, filed September
`14, 1998,
`and was also a continuation-in-part of Ser. No
`09/392,743,
`filed September
`9,
`1999,
`now U.
`S. patent
`6,338,391 issued January 15, 2002,
`in turn claiming priority
`from provisional application Ser. No. 60/122,296, filed March
`1, 1999.
`
`the prior application to this
`for
`the drawings
`Transfer
`application,
`and abandon said prior application as of
`the
`filing date accorded this application.
`A duplicate copy of
`this sheet is enclosed for filing in the prior application
`file.
`
`Page 2 of 405
`Page 2 of 405
`
`FMC 1009
`FMC 1009
`
`

`

`X
`
`New formal drawings are enclosed.
`
`_X_ The prior application is assigned of record to PAICE LLC via
`a document dated April 28,
`2004 and recorded by the U.S.
`Patent and Trademark Office on April 28, 2004 at Reel 014546
`Frame 0351.
`
`X
`
`The power of attorney in the prior application (filed in
`grandparent application Ser. No. 09/822,866) is to Michael de
`Angeli, Reg. No. 27,869.
`The power was filed June 26, 2001.
`
`Ix
`
`Address all future communications to:
`
`Michael de Angeli
`60 Intrepid Lane
`Jamestown RI 02835
`401-423-3190
`
`X
`
`that all statements made
`The undersigned declare further
`herein of his own knowledge are true and that all statements
`made on information and belief are believed to be true; and
`further that these statements were made with the knowledge
`that willful
`false statements
`and the like so made are
`punishable by fine or imprisonment, or both, under Section
`1001 of Title 18 of
`the United States Code and that such
`willful false statements may jeopardize the validity of the
`application or any patent issuing thereon.
`
`Respectfully submitted,
`
`ism. /; Z 47f
`
`
`
`
`
`
`Michael de ngeli
`Reg. No. 27,869
`60 Intrepid Lane
`Jamestown RI 02835
`401-423-3190
`
`Page 3 of 405
`Page 3 of 405
`
`FMC 1009
`FMC 1009
`
`

`

`\uuuufil‘mfiulfim“mun Old'801929:
`
`IN THE UNITED STATES PATENT AND TRADEMARK OFFICE
`
`RULE 60 APPLICATION
`
`
`1.12966U.S.PTO
`11/229762\\\\\\\“NW\\\\\\\\\\\\\\\\\\\\“\092005
`
`Atty. Dkt. PAICE201.DIV.2
`
`Hon. Commissioner for Patents
`P.O. Box 1450
`
`Alexandria, VA 22313—1450
`
`Sir:
`
`This is a request for filing a divisional application under 37
`CFR § 1.60 of pending prior application Serial No. 10/382,577 filed
`on March 7, 2003 entitled Hybrid Vehicles
`
`Full Name of first joint inventor: Alex J. Severinsky
`
`Residence: Washington, D.C.
`
`Citizenship: U.S.
`
`Post Office Address: 4704 Foxhall Crescent, Washington D. C. 20007
`
`Full Name of second joint inventor: Theodore Louckes
`
`Residence:
`
`Holly, Michigan
`
`Citizenship:
`
`USS.
`
`Post Office Address:~
`
`10398 Appomattox, Holly, MI 48442
`
`X
`
`X
`
`the prior application as originally
`Enclosed is E: copy of
`filed.
`I hereby verify that the attached papers are a true
`10/382,577 as
`the prior application Serial No.
`copy of
`originally filed on March 7, 2003.
`
`The filing fee is calculated below: Claims as filed,
`claims canceled:
`
`less any
`
`LARGE ENTITY
`
`Basic Filing Fee:
`
`$300
`
`7
`
`3
`
`-
`
`-
`
`20
`
`3
`
`=
`
`=
`
`0
`
`0
`
`x
`
`x
`
`$50
`
`$200
`
`CLAIMS
`
`Total
`
`Indep.
`
`Search fee
`Examination fee
`
`.
`
`vd-aam—M'A._n
`
`.wmw
`
`,-
`
`.,1 .
`
`..
`
`._ ~
`V ‘1’
`7' -
`
`
`a 1.22.553
`.‘f TD.fiifl not receive
`the following
`listed Itemsxs) .3
`<
`'
`
`
`5 A. ‘
`
`Page 4 of 405
`
`$0
`
`$0
`
`$500
`$200
`
`FMC 1009
`FMC 1009
`
`

`

`Size fee (110 sheets text, 17 sheets of drawing)
`
`Total Fee
`
`$500
`
`$1500
`
`X
`
`The Commissioner is hereby authorized to charge fees under 37
`CFR § 1.16 and § 1.17 which may be required, or credit any
`overpayment of Deposit Account No. 04-0401.
`A duplicate copy
`of this sheet is enclosed.
`
`Status as a "small entity" under 37 CFR 1.9 is claimed by way
`of the attached declaration.
`
`A preliminary amendment is enclosed.
`
`An information disclosure statement is enclosed.
`
`X
`
`Cancel the following claims before calculating the filing fee:
`1 - 9.
`
`X
`
`A check in the amount of $ 1500.00 is enclosed.
`
`vfiled on
`Priority of application Serial No.
`in (country)
`is claimed under 35 U.S.C. § 119.
`
`a)
`
`b)
`
`Certified copy is on file in prior application
`Serial No.
`filed
`
`.
`
`Certified copy filed herewith.
`
`X
`
`Amend the specification by inserting following before the
`first line thereof:
`
`This is a divisional application of application Serial No.
`10/382,577 filed March 7,
`2003, which was
`a divisional
`application of Ser. No. 09/822,866 filed April 2, 2001, now
`Patent 6,554,088, which was a continuation-in-part of Ser. No
`09/264,817 filed March 9, 1999, now U.S. patent 6,209,672,
`issued April 3, 2001, which in turn claimed priority from
`provisional application Ser. No. 60/100,095, filed September
`14, 1998,
`and was also a continuation-in-part of Ser. No
`09/392,743,
`filed September
`9,
`1999,
`now U.
`S. patent
`6,338,391 issued January 15, 2002,
`in turn claiming priority
`from provisional application Ser. No. 60/122,296, filed March
`1, 1999.
`
`the prior application to this
`for
`the drawings
`Transfer
`application,
`and abandon said prior application as of
`the
`filing date accorded this application.
`A duplicate copy of
`this sheet is enclosed for filing in the prior application
`file.
`
`Page 5 of 405
`Page 5 of 405
`
`FMC 1009
`FMC 1009
`
`

`

`X
`
`New formal drawings are enclosed.
`
`_X_ The prior application is assigned of record to PAICE LLC via
`a document dated April 28,
`2004 and recorded by the U.S.
`Patent and Trademark Office on April 28, 2004 at Reel 014546
`Frame 0351.
`
`X
`
`The power of attorney in the prior application (filed in
`grandparent application Ser. No. 09/822,866) is to Michael de
`Angeli, Reg. No. 27,869.
`The power was filed June 26, 2001.
`
`Ix
`
`Address all future communications to:
`
`Michael de Angeli
`60 Intrepid Lane
`Jamestown RI 02835
`401-423-3190
`
`X
`
`that all statements made
`The undersigned declare further
`herein of his own knowledge are true and that all statements
`made on information and belief are believed to be true; and
`further that these statements were made with the knowledge
`that willful
`false statements
`and the like so made are
`punishable by fine or imprisonment, or both, under Section
`1001 of Title 18 of
`the United States Code and that such
`willful false statements may jeopardize the validity of the
`application or any patent issuing thereon.
`
`Respectfully submitted,
`
`ism. /; Z 47f
`
`
`
`
`
`
`Michael de ngeli
`Reg. No. 27,869
`60 Intrepid Lane
`Jamestown RI 02835
`401-423-3190
`
`Page 6 of 405
`Page 6 of 405
`
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`

`

`HYBRID VEHICLES
`
`Inventors: Alex J. Severinsky
`Theodore N. Louckes
`
`
`This application is a continuation-in-part of Ser. No.
`09/264,817, filed March 9, 1999, now U. S. patent 6,209,672,
`issued
`April 3, 2001, which in turn claims priority from provisional
`application Ser. No.
`60/100,095, filed September 14, 1998, and is
`also a continuation-in—part of Ser. No; 09/392,743, filed September
`9, 1999, which in turn claims priority from provisional application
`Ser. No. 60/122,296, filed March 1, 1999.
`
`'
`
`o
`'o
`.This application relates to improvements in hybrid vehicles,
`that is, vehicles in which both an internal combustion engine and
`one or more electric motors are provided to supply torque to the
`driving wheels of the vehicle. More particularly, this invention
`relates to a hybrid electric vehicle that is fully competitive with
`presently conventional vehicles as regards performance, operating
`convenience, and cost, while achieving substantially improved fuel
`economy and reduced pollutant emissions.
`
`' c
`
`'
`e
`'o
`For many years great attention has been given to the problem
`of reduction of fuel consumption of automobiles and other highway
`vehicles. Concomitantly very substantial attention has been paid
`‘to reduction of pollutants emitted by automobiles
`and other
`vehicles. To a degree, efforts to solve these problems conflict
`with one another. For example,
`increased thermodynamic efficiency
`and thus reduced fuel consumption can be realized if an engine is
`operated at higher temperatures. Thus there has been substantial
`interest in engines built of ceramic materials withstanding higher
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`combustion temperatures than those now in use. However, higher
`combustion temperatures in gasoline-fueled engines lead to increase
`in certain undesirable pollutants, typically NOx.
`'
`Another possibility for reducing emissions is to burn mixtures
`of gasoline and ethanol ("gasohol"), or straight ethanol. However,
`to date ethanol has not become economically competitive with
`gasoline, and consumers have not accepted ethanol
`to any great
`degree. Moreover,
`to make an alternate fuel
`such as ethanol
`available
`to the
`extent
`necessary
`to achieve
`appreciable
`improvements in nationwide air quality and fuel conservation would
`require immense costs for infrastructure improvements; not only the
`entire nation's motor fuel production and delivery system, but also
`the vehicle manufacture, distribution, and repair system, would
`have to be extensively revised or substantially duplicated.
`One proposal for reducing pollution in cities is to limit the
`use of vehicles powered by internal combustion engines and instead
`employ electric vehicles powered by rechargeable batteries. To
`date, all
`such “straight electric" cars have had very limited
`range,
`typically no more than 150 miles, have insufficient power
`for acceleration and hill climbing except when the batteries are
`substantially fully charged,
`and. require substantial
`time for
`battery recharging. Thus, while there are many circumstances in
`which the limited range and extended recharging time of
`the
`batteries would not be an inconvenience, such cars are not suitable
`for all the travel requirements of most individuals. Accordingly,
`an electric car would have to be an additional vehicle for most
`users, posing a substantial economic deterrent. Moreover, it will
`be appreciated that
`in the United States most electricity is
`ted in coal-fired. power plants,
`so that using electric
`genera
`f the pollution, but does not
`vehicles merely moves the source 0
`eliminate it. Furthermore, comparing the respective net costs per
`mile of driving, electric vehicles are not competitive with
`ethanol-fueled vehicles, much less with conVentional gasoline-
`fueled vehicles. See, generally, Simanaitis,
`
`"Electric Vehicles",
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`5
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`30
`
`“AC Propulsion
`Reynolds,
`Road & Track, May 1992, pp. 126-136;
`Road & Track, October 1992, pp. 126-129.
`CRX", Br°°ks et 31 U-S-
`h an electric
`patent 5,492,192 shows suc
`ed to incorporation of
`vehicle; the invention appears to be direct
`into an
`technologies
`antilock braking
`control
`and
`traction
`nventional electric vehicle.
`also been paid over
`the years
`to
`including internal combustion
`
`otherwise co
`Much attention has
`
`The simplest such
`—electric
`
`engines powering generators,
`lectric vehicles.
`range exhibited by simple e
`ral principle as diesel
`vehicles operate on the same gene
`st railroads.
`In such systems, an internal
`locomotives used by mo
`tor providing electric power to
`combustion engine drives a genera
`els of the vehicle.
`traction motors connected directly to the whe
`that
`no variable gear
`ratio
`the advantage
`This
`system has
`e and the wheels of the
`is required between the engin
`transmission
`vehicle.More particularly, an internal combustion engine produces zero
`e at zero engine speed (RPM)
`and reaches its torque peak
`torqu
`perating range. Accordingly, all
`somewhere in the middle of its 0
`n internal combustion engine (other
`than certain single—speed
`'
`les using friction or centrifugal
`and not useful for normal driving) require a variable—
`en the engine and the wheels, so that the
`eds and loads
`
`clutches,
`
`engine's torque ca
`some sort of clutch must be
`encountered. Further,
`m the wheels, allowing
`mechanically decoupled fro
`the engine can be
`and to allow
`is still running,
`the vehicle to stop while the engine
`t to the drive train while
`some slippage of the engine with respec
`starting from a stop.
`It would not be practical
`to provide a
`diesel locomotive, for example, with a multiple speed transmissi
`or
`a clutch. Accordingly,
`the additional
`complexity of
`the
`or
`and electric traction motors
`is accepted.
`
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`connected directly to the wheels; when it is desired that the train
`should accelerate,
`the diesel engine is simply throttled to
`increase the generator output and the train begins to move.
`The same drive system may be employed in a smaller vehicle
`such as
`an
`automobile or
`truck,
`but has
`several distinct
`disadvantages in this application. In particular, and as discussed
`in detail below in connection with Figs. 1 and 2, it is well known
`that
`a gasoline or other
`internal combustion engine is most
`efficient when
`producing
`near
`its maximum output
`torque.
`Typically,
`the number of diesel locomotives on a train is selected
`in accordance with the total tonnage to be moved and the grades to
`be overcome, so that all the locomotives can be operated at nearly
`full torque production. Moreover, such locomotives tend to be run
`at steady speeds for long periods of time. Reasonably efficient
`fuel use is thus achieved. However,
`such a direct drive vehicle
`would not achieve good fuel efficiency in typical automotive use,
`involving many short trips,
`frequent stops in traffic, extended
`low-speed operation and the like.
`So-called "series hybrid" electric vehicles have been proposed
`for automotive use, wherein batteries are used as energy storage
`devices, so that an internal combustion engine provided to power a
`generator can be operated in its most fuel—efficient output power
`range while still allowing the electric traction motor(s) powering
`the vehicle to be operated as required. Thus the engine may be
`loaded by supplying torque to a generator charging the batteries
`while supplying electrical power
`to the traction motor(s)
`as
`required, so as to operate efficiently. This system overcomes the
`limitations of electric vehicles noted above with respect
`to
`limited range and long recharge times.
`Thus, as compared to a
`internal
`combustion engine
`in a series hybrid electric
`delivers torque directly to the wheels,
`vehicle,
`torque is delivered from,the engine to the wheels via a
`serially connected generator used as
`a battery charger,
`the
`battery, and the traction motor. HOwever, energy transfer between
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`
`those compone
`
`a1 an interna
`
`Thus, series
`
`least approximately 25% of engine
`nts consumes at
`such components add substantially to the cost and
`power. Further,
`in particular, an electric motor capable of
`weight of the vehicle;
`t all expected demand, e.g.,
`to
`providing sufficient torque to mee
`during hill-
`allow reasonable performance under acceleration,
`climbing and the like,
`is rather heavy-and expensive.
`een immediately successful.
`hybrid vehicles have not b
`1 hybrid" approach is shown in U.S.
`A more promising "paralle
`Patent Nos. 3,566,717 and 3,732,751 to Berman et al. In Berman et
`1 combustion engine and an electric motor are matched
`through :1 complex gear
`train so that both can provide torque
`directly ix)
`the wheels,
`the vehicle being operated ill several
`Where the output of the internal combustion engine
`different modes.
`drive
`the vehicle
`("first mode
`is more
`than necessary to
`stant speed and excess power is
`operation") the engine is run at can
`to electrical
`converted by a first motor/generator
`("Speeder")
`the
`“second mode operation",
`energy for storage in a battery.
`In
`and is
`internal combustion engine drives the wheels directly,
`throttled. When more power is needed than the engine can provide,
`a second motor/generator or "torquer" provides additional torque as
`
`needed.
`
`Berman et a1 thus show two separate electric motor/generators
`red by the internal combustion engine;
`the "Speeder“
`separately powe
`while the "torquer" propels the vehicle
`charges the batteries,
`forward in traffic. This arrangement
`is a source of additional
`cost and difficulty, as two separate modes of engine
`complexity,
`Moreover,
`the operator must control
`the
`control are required.
`Such a complex
`sition between the several modes of operation.
`tran
`Automobiles
`automotive market.
`vehicle is unsuited for
`the
`n be no more complicated to operate
`intended for mass production ca
`and must be essentially "foolproof",
`resistant to damage that might be caused by operator
`is,
`that
`error. Further,
`the gea
`
`quite complex and difficult to manufacture economically. Berman at
`
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`al also indicate that one or even two variable—speed transmissions
`may be required; see, e.g., col. 3,
`lines 19 — 22 and 36 - 38 of
`patent 3,566,717, and col. 2,
`lines 53 - 55 of patent 3,732,751.
`Lynch et al patent 4,165,795 also shows an early parallel
`hybrid drive.
`Lynch argues that maximum fuel efficiency can be
`realized when a relatively small
`internal combustion engine is
`provided,
`such that when the engine is operated at an efficient
`speed, it produces approximately the average power required over a
`typical mission.
`The example given is of an engine producing 25
`hp maximum and 17 hp at its most efficient speed, about 2500 rpm.
`This is to be combined with an electric motor—generator of about 30
`peak hp. This vehicle requires a variable—ratio transmission to
`achieve reasonable performance. It appears that the engine is to be
`run continuously, at
`a
`steady speed, with additional
`torque
`provided by the motor when needed and excess torque produced by the
`engine being used to charge the batteries.
`In a first embodiment,
`torque provided by the motor
`is transmitted to the drive wheels
`through the engine, while in a second embodiment their respective
`positions are reversed.
`Nishida U.S. patent 5,117,931 shows a parallel hybrid vehicle
`where torque from an electric motor may be combined with torque
`from an internal combustion engine in a "torque transmission unit"
`comprising paired bevel gears
`and means
`for controlling the
`relative rates of rotation of the motor and engine, so that the
`motor can be used to start the engine, absorb excess torque from
`the engine
`(by
`charging a battery),
`or provide
`additional
`propulsive torque.
`A variable—speed transmission is coupled
`between the torque transmission unit and the propelling wheels.
`Both
`the
`torque
`transmission unit
`and
`the variable-speed
`transmission are complex, heavy, and expensive components,
`the use
`of which would preferably be avoided.
`Helling U.S. patent 3,923,115 also shows a hybrid vehicle
`having a torque transmission unit for combining torque from an
`electric motor and an internal combustion engine.
`However,
`in
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`the motor and engine
`the relative rates of rotation of
`input shafts are fixed;
`a flywheel is provided to store excess
`to store excess electrical
`8,040 shows another hybrid
`' energy. Albright, Jr. et al patent 4,58
`drive scheme using a flywheel
`in addition to batteries to store
`excess energy; various complicated .mechanical connections are
`provided between the various components. Capacitors have also been
`proposed for energy storage; see Bates et a1 U.S. patent 5,318,142.
`Fjallstrfim U.S. patent 5,120,282 shows a parallel hybrid drive
`train wherein torque from two electric motors is combined with
`torque produced by an internal combustion engine; the combination
`
`including
`
`Hunt U.S. Patent Nos. 4,405,029 and 4,470,
`parallel hybrids requiring complex gearing arrangements,
`More specifically,
`the Hunt patents
`multiple speed transmissions.
`hybrid vehicles. Hunt
`disclose several embodiments of parallel
`lines 6 - 20 of the '476 patent)
`that an
`4,
`indicates (see col.
`t low speeds up to 20 mph,
`electric motor may drive the vehicle a
`and an internal combustion engine used for speeds above 20 mph,
`while "in certain speed ranges,
`such as from 15 — 30 mph, both
`Additionally, both power sources
`power sources may be energized...
`" Hunt also indicates
`could be utilized under heavy load conditions.
`that "the vehicle could be provided with an automatic changeover
`' e which automatically shifts from the electrical power source
`to the internal combustion power source, depending on the speed of
`the vehicle" (col. 4,
`lines 12 - 16).
`However,
`the Hunt vehicle does not meet the objects of the
`present invention, as discussed in detail below. Hunt's vehicle in
`each embodiment
`requires
`a conventional manual or automatic
`transmission. See col. 2,
`lines 6
`— 7. Moreover,
`the internal
`combustion engine is connected to the transfer case (wherein torque
`from the internal combustion engine and electric motor is combined)
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`to provide additional torque and additional regenerative braking as
`needed.More particularly,
`the latter Kawakatsu patent asserts that
`a single electric motor sized to provide sufficient
`torque to
`propel
`the vehicle would not be capable of providing sufficient
`regenerative braking force; see col. 1,
`line 50 — col.
`2 line 8.
`Accordingly, Kawakatsu provides two separate motor/generators, as
`noted; a separate engine starting motor is also provided.
`See col.
`6,
`lines
`22
`-
`23.
`In the
`embodiment
`shown,
`the
`larger
`motor/generator is connected to the wheel drive shaft, while the
`engine and the smaller motor/generator are connected to the wheels
`through
`a
`complex mechanism comprising
`three
`separately-
`controllable clutches. See col. 5,
`lines 50 — 62.
`Numerous patents disclose hybrid vehicle drives tending to
`fall into one or more of the categories discussed above. A number
`of patents disclose systems wherein an operator is required to
`select between electric and internal combustion operation;
`for
`example,
`an electric motor
`is provided for operation inside
`buildings where exhaust fumes would be dangerous, and an internal
`combustion engine provided for operation outdoors.
`It is also
`known to propose a hybrid vehicle comprising an electric motor for
`use at low speeds, and an internal combustion engine for use at
`higher speed.
`The art also suggests using both when maximum torque
`is required.
`In several cases the electric motor drives one set of
`wheels and the internal combustion engine drives a different set.
`See generally Shea (4,180,138); Fields et a1 (4,351,405); Kenyon
`(4,438,342); Krohling (4,593,779); and Ellers (4,923,025).
`Many of these patents show hybrid vehicle drives wherein a
`variable speed transmission is required, as do numerous additional
`references. A transmission as noted above is typically required
`where the internal combustion engine and/or the electric motor are
`not capable of supplying sufficient torque at low speeds. See Rosen
`(3,791,473); Rosen (4,269,280); Fiala (4,400,997); and Wu et a1
`(4,697,660). Kinoshita (3,970,163)
`shows a vehicle of this general
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`type wherein a gas turbine engine is coupled to the road wheels
`through a three-speed transmission; an electric motor is provided
`to supply additional torque at low speeds.
`For further examples of series hybrid vehicles generally as
`discussed above, see Bray (4,095,664); Cummings (4,148,192); Monaco
`et
`al
`(4,306,156);
`Park
`(4,313,080); McCarthy
`(4,354,144);
`Heidemeyer
`(4,533,011); Kawamura
`(4,951,769); and Suzuki et a1
`(5,053,632). Various of.these address specific problems arising in
`the manufacture or use of hybrid vehicles, or specific alleged
`design improvements.
`For example, Park addresses certain specifics
`of battery charging and discharge characteristics, while McCarthy
`shows
`£1 complex drive system involving an internal combustion
`engine driving two electric motors;
`the torque generated by the
`latter is combined in a complex differential providing continuously
`variable gear ratios.
`Heidemeyer
`shows connecting an internal
`combustion engine to an electric motor by a first friction clutch,
`and connecting the motor to a transmission by a second friction
`
`clutch.
`
`other patents of general relevance to this subject matter
`include Toy
`(3,525,874),
`showing a series hybrid using a gas
`turbine as internal combustion engine; Yardney (3,650,345), showing
`use of
`:3 compressed-air or similar mechanical starter for the
`internal combustion engine of a series hybrid, such that batteries
`of
`limited current
`capacity could be used;
`and Nakamura
`(3,837,419), addressing improvements in thyristor battery—charging
`and motor drive circuitry.
`Somewhat further afield but of general
`interest are the disclosures of Deane
`(3,874,472); Horwinski
`(4,042,056); Yang
`(4,562,894); Keedy
`(4,611,466);
`and Lexen
`(4,815,334); Mori
`(3,623,568); Grady,
`Jr.
`(3,454,122); Papst
`(3,211,249); Nims et a1 (2,666,492); and Matsukata (3,502,165).
`Additional references showing parallel hybrid vehicle drive systems
`include Froelich (1,824,014) and Reinbeck (3,888,325).U.S. Patent
`4,578,955 to Medina shows a hybrid system wherein a gas turbine
`is used to drive»a generatbr as needed to charge batteries. Of
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`5
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`30
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`particular interest to certain aspects of the present invention is
`that Medina discloses that the battery pack should have a voltage
`in the range of 144,
`168 or 216 volts and the generator should
`deliver current in the range of 400 to 500 amperes. ThoSe of skill
`in the art will
`recognize that
`these high currents
`involve
`substantial resistance heating losses, and additionally require
`that all electrical connections be made by positive mechanical
`means such as bolts and nuts, or by welding. More specifically, for
`reasons of safety and in accordance with industry practice,
`currents in excess of about 50 amperes cannot be carried by the
`conventional
`plug-in
`connectors
`preferred
`for
`reasons
`of
`convenience and economy, but must be carried by much heavier, more
`expensive
`and
`less
`convenient
`fixed connectors
`(as used on
`conventional starter and battery cable connections). Accordingly,
`it would be desirable to operate the electric motor of a hybrid
`vehicle at lower currents.
`U.S. patent 5,765,656 to Weaver also shows a series hybrid
`wherein a gas turbine is used as the internal combustion engine;
`hydrogen is the preferred fuel.
`U.S. Patent No. 4,439,989 to Yamakawa shows a system wherein
`two different
`internal combustion engines are provided,
`so that
`only one need be run when the load is low. This arrangement would
`be complex and expensive to manufacture.
`Detailed discussion of various aspects of hybrid vehicle
`drives may be found in Kalberlah, "Electric Hybrid Drive Systems
`for Passenger Cars
`and Taxis",
`SAE Paper No.
`910247
`(1991).
`Kalberlah first compares "straight" electric, series hybrid, and
`parallel hybrid drive trains, and concludes that parallel hybrids
`are preferable, at least when intended for general use (that is,
`straight electric vehicles may be useful under certain narrow
`conditions of low—speed,
`limited range urban driving). Kalberlah
`pares various forms of parallel hybrids, with respect to
`4, and concludes that the most practical arrangement is
`'n which an internal combustion engine drives a first pair of
`
`then com
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`the second; more particularly,
`and sum electric motor
`wheels,
`Kalberlah indicates that mechanical combination of the torque from
`an internal combustion engine and an electric motor is impractical.
`Gardner U.S.
`patents
`5,301,764
`and
`5,346,031
`follow
`Kalberlah's teachings,
`in that Gardner shows separately driving at
`least two pairs of wheels; one pair is driven by a first electric
`motor, and the second by a second electric motor or alternatively
`by a small internal combustion engine. Three different clutches
`are provided to allow 'various
`sources of drive torque to be.
`connected to the wheels,
`and to a generator, depending on the
`vehicle's operation mode.
`The internal combustion engine is run
`continuously, and provides the driving torque when the vehicle is
`in a cruise mode; at other times it is used to charge the batteries
`powering the electric motors.
`Bullock,
`"The Technological Constraints of Mass, Volume,
`Dynamic Power Range and Energy Capacity on the Viability of Hybrid
`and Electric Vehicles",
`SAE Paper No. 891659
`(1989) provides a
`detailed theoretical analysis of electric vehicles in terms of the
`loads thereon, and a careful analysis of the various battery types
`then available.
`Bullock. concludes that
`a ‘vehicle having 'two
`electric motors of differing characteristics, driving the wheels
`through a variable—speed transmission, would be optimal
`for
`automotive use;
`see the discussion of Fig.
`8.
`Bullock also
`suggests the use of an internal combustion engine to drive battery
`charging, but does not address combining the engine's torque with
`that from the motors; see pp. 24 - 25.
`Further related papers are collected in Elggtrig_ang_fiybrid
`yghigle_1§ghnglggy, volume SP-915, published by SAE in February
`1992.
`See also Wouk, "Hybrids: Then and Now"; Bates, "0n the road
`with a Ford HEV", and King et al, "Transit Bus takes the Hybrid
`Route", all in lEEE_§pggt;gm, Vol. 32, 7,
`(July 1995).
`Urban et a1 U.S. patent 5,667,029 shows two embodiments of
`parallel hybrids; a first embodiment is shown in Figs.
`1 — 9 and
`11, and a second in Figs. 12 - 17. Both embodiments have numerous
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`including similar operating modes. Referring to
`common features,
`nal combustion engine provides torque
`the first embodiment, an inter
`to the road wheels or to a generator;
`two electric motors can
`provide torque to the road wheels, or charge batteries during
`Torque from the engine and motors
`is
`regenerative braking.
`-ratio transmission.
`the input shaft
`to a variable
`combined at
`to allow the engine's
`Overrunning clutches are provided, e.g.,
`torque to be applied to the road wheels wi
`motors.
`54, certain transitions
`lines 25.—
`indicated at col. 6,
`As
`between various operating modes are made automatically, responsive
`to the position of
`the accelerator pedal;
`for example,
`if the
`operator does not depress the pedal beyond a given point, only the
`internal combustion engine is employed to propel the vehicle;
`if
`the operator depresses the p