`
`1+\1
`a.‘
`.9
`(D
`
`.C
`F”
`
`v __—-—-
`
`“NW!“
`LLBZSO
`
`
`
`_—_—d—’
`=_————_
`_——'——
`
`.1
`i
`: REGISQERED PATENT
`ATTQRNEY
`ADMITTED TO BARS
`OF PA & MD
`
`llS.PTO
`
`131065704
`
`03/29/2011
`
`MICHAEL M. DE ANGELI, P.C.
`ATTORNEY AT LAW
`so INTREPID LANE
`
`JAMESTOWN,RHODEISLANDOEBBS
`
`(401) 423-3I90
`
`FAX: (40l) 423-3I9l
`E-MAIL: MDEANGE@COX.NET
`
`NOT ADMITTED
`IN RI
`
`IN THE UNITED STATES PATENT AND TRADEMRRK OFFICE.
`
`:
`
`RULE 60 APPLICATION
`
`Atty. Dkt. PAICE201.DIV.10
`
`‘Hon. Commissioner for Patents
`7P.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. 12/320,600 filed
`on January 29, 2009 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
`
`(deceased)
`
`Residence:
`
`Holly, Michigan
`
`Citizenship:
`
`U.S.
`
`Post Office Address:
`
`10398 Appomattox, Holly MI 48442
`
`X
`
`the prior application as originally
`Enclosed is a copy of
`filed.
`I hereby verify that the attached papers are a true
`12/320,600 as
`the prior application Serial No.
`copy of
`originally filed on January 29, 2009.
`
`Page 1 of 278
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`X
`
`The filing fee is calculated below: Claims as filed,
`claims canceled:
`
`less any
`
`CLAIMS
`
`Total
`
`Indep.
`
`LARGE ENTITY
`
`Basic Filing Fee:
`
`$ 330
`
`1
`
`1
`
`—
`
`—
`
`20
`
`3
`
`=
`
`=
`
`o
`
`o
`
`x
`
`x
`
`$52
`
`$220
`
`s
`
`O
`
`0
`
`'
`Search fee
`Examination fee
`Size fee
`
`Total Fee
`
`‘
`
`.
`
`_
`
`$540
`$220
`$540
`
`$1630
`
`The Commissioner is hereby authorized to charge fees under 37
`CFR § 1.16 and § 1.17 which may be required, or credit any
`overpayment to 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
`
`x
`
`Cancel the following claims before calculating the.filing fee:
`1 — 15.
`
`A credit card authorization for the filing fee is enclosed.
`
`filed 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.
`
`2
`
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`Amend the specification by inserting the following before the
`first line thereof:
`
`This is a divisional application of application Serial No.
`12/320,600,
`filed January 29, 2009, which was a divisional
`application of Ser. No. 11/459,458,
`now patent 7,520,353,
`which was a divisional application of Ser. No. 10/382,577
`filed March
`7,
`2003,
`now patent 7,104,347, which was
`a
`divisional application of Ser. No. 09/822,866 filed April 2,
`‘ 2001, now patent 6,544,088, which was a continuation—in-part
`of Ser. No. O9/264,817
`filed March
`9
`1999,
`now 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 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.
`
`l><|><
`
`[x
`
`[x
`
`New formal drawings are enclosed.
`
`The prior application is assigned of record to PAICE LLC via a
`document dated April 28, 2004 and recorded by the Patent and
`trademark Office aszeel 014546, Frame 0351.
`
`The original power of attorney in the prior application (filed
`in Ser. No. 09/822,866)
`is to Michael de Angeli, Reg. No.
`27,869.
`
`Address all future communications to:
`
`Michael de Angeli
`60 Intrepid Lane
`Jamestown RI 02835
`401—423-3190
`
`The undersigned declares further that all statements made
`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
`
`3
`
`Page 3 of 278
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`that willful
`
`false statements
`
`and the like so made are
`
`punishable by fine or
`1001 of Title 18 of
`
`imprisonment, or both, under Section
`the United States Code and that
`such
`
`willful false statements may jeopardize the validity of the
`application or any patent issuing thereon.
`
`Respectfully submitted,
`
`Dated: g/ZS-W/ WReg. No. 27,869
`
`60 Intrepid Lane
`Jamestown RI 02835
`
`401—423-3190
`
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`~§
`
`’
`
`-
`
`‘
`
`HYBRID VEHICLES -
`
`Inventors: Alex J. Severinsky
`Theodore N. Louckes
`
`C 055-
`
`3
`
`a
`
`d
`'
`ops
`is a continuation-in—part‘ of Ser.
`S. patent 6,209,672,
`issued
`ovisional
`
`This application
`09/264,817, filed March 9,
`_
`April 3, 2001, which in turn cla
`60/100,095, filed September 14, 1998,
`in-part of Ser. No; 09/392,743, filed September
`- applicatiOn Ser. No.
`nal application
`also a continuation-
`ims priority from provisio
`9, 1999, which in turn cla
`Ser. No. 60/122,296, filed March 1, 1999.
`
`and is
`
`This application rela
`
`that is, vehicles in which both an internal combustion engine and
`ly torque to the
`one or more electric motors are provided to supp
`drivin
`this invention
`g wheels of the vehicle. More particularly,
`relates to a hybrid electric vehicl
`I
`e that is fully competitive with
`s regards performance, operating
`presently conventional vehicles a
`uel
`convenience, and cost, while achieving substantially improved f
`economy and reduced pollutant emissions.
`
`e
`
`D'sc s 'o
`
`t
`'o
`' reat attention'has been given to the problem
`uel consumption of automobiles and other highway
`vehicles. Concomitantly very substantial atte
`to reduction of pollutants emitted by
`efforts to solve these problems conflict
`vehicles. To a degree,
`with one another. For example,
`increased thermodynamic efficiency
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`ose now i1) use. However, higher
`peratures than th e—fueled engines lead to inc
`rease
`combustion tem
`combustion temperatures in gasolin
`typically NOX.
`ertain undesirable pollutants,
`emissions is to burn mixtures
`in c
`Another possibility for reducing
`or straight ethanol. However,
`become economically competitive with
`t accepted ethanol
`to any great
`fuel
`sudh as ethanol
`appreciable
`
`and consumers have no
`gasoline,
`degree. Moreover,
`to make an alternate
`necesSary
`to
`achieve
`available
`to the
`extent
`nts in nationwide air quality and fuel conservation would
`cture improvements; not only the
`improveme
`ire immense costs for infrastru
`d delivery system, but also
`entire nation's motor fuel production an
`and repair system, would
`the vehicle manufacture, distribution,
`have to be extensively revised or substantially duplicated.
`One proposal for reducing pollution in cities is to limit the
`n engines and instead
`use of vehicles powered by internal combustio
`rechargeable batteries. To
`employ electric vehicles powered by
`cars have had very limited
`date, all
`such "straight electric"
`have insufficient power
`range,
`typically no more than 150 miles,
`t when the batteries are
`for acceleration and hill climbing excep
`substantially fully charged,
`and 'require substantial
`time for
`y circumstances in-
`battery recharging. Thus, while there are man
`echarging time of
`the
`which the limited range and extended r
`e not suitable
`batteries would not be an inconvenience, such cars ar
`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
`generated.
`in coal-fired. power plants,
`so that using electric
`vehicles merely moves the source of the pollution, but does not
`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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`"AC Propulsion
`May 1992, pp. 126-136;
`,
`Road & Track, October 1992, pp.
`CRX" Brooks et al U.‘s. patent 5,492,
`vehicle; the invention appears to be directed to incorporation of
`antilock braking and
`traction control
`technologies
`into,
`an
`
`126—129.
`192 shows such a
`
`n electric
`
`Reynolds,
`
`otherwise conventiona
`Much attention has
`
`engines
`
`.
`
`er to
`
`of the
`
`range exhibited by Simple electric vehicles.
`vehicles operate on the same general principle as diesel—electric
`In such systems, an internal
`st railroads.
`iding electric pow
`motives used by mo
`combustion engine drives a generator prov
`traction motors connected directly to the wheels of the vehicle.
`the advantage that
`no variable gear
`ratio
`system hasrequired
`gine and the wheels
`
`loco
`
`This
`
`between the an
`
`vehicle.
`
`More particularly, an internal combustion engine pro
`torque at zero engine speed (RPM)
`and reaches its torque peak
`'
`'
`f its operating range. Accordingly, all
`internal combustion engine (other
`'
`tion or centrifugal
`
`duces zero
`
`ion between the engine an
`
`lutch must be provided s
`allowing
`
`ve train while
`
`to provide a
`
`engine
`encountered. Further,
`ine can be mechanically
`the eng
`e engine is
`the vehicle to stop while th
`th respect to the dri
`some slippage of the engine wi
`al
`It would not be practic
`starting from a stop.
`diesel locomotive, for e
`with a multiple speed transmission,
`or
`a- clutch. Accordingly,
`the additional
`complexity of
`the
`c
`traction motors
`is accepted.. Electric
`generator
`and electri
`M and thus can be
`uce full torque at zero RP
`traction motors prod
`
`xample,
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`the Wheels;
`
`esired that the train
`connected directly to
`when it is d
`the diesel engine is simply throttled to
`should accelerate,
`egins to move.
`increase the generator output and the train b'n a smaller vehicle
`drive system may be employed 1
`several distinct
`or
`truck,
`but has
`and as discussed
`In particular,
`
`it is well known
`he
`is most
`
`-efficient
`
`ives on
`
`The same
`automobile
`such as
`an
`es in this application.
`disadvantag
`h Figs. 1 and 2,
`in detail below in connection wit
`that.
`a gasoline or other
`internal combustion engi
`torque.
`when
`producing
`near
`its maximum output
`the number of diesel locomot
`a train is selected
`the total tonnage to be moved and the grades to
`Typically,
`in accordance with
`at all the locomotives can
`be overcome, so th
`'Moreover, such locomotives tend to be run
`full torque production.
`ds of time.
`at steady speeds for long perio
`such a direct drive vehicle
`
`0
`
`20
`
`25
`
`30
`
`would no
`
`'
`
`frequent stops in traffic, extended
`
`lectric vehicles have been proposed‘
`So-called "series hybrid" e
`batteries are used as energy 5
`for automotive use, wherein
`ion engine provided to power a
`‘devices, so that an internal combust
`ficient output power
`ted in its most fuel—ef
`generator can be opera
`lectric traction motor(s) powering
`range while still allowing the e
`d. Thus the engine may be
`the vehicle to be operated as require
`or charging the batteries
`loaded by supplying torque to a generat
`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
`Thus, as compared to a
`limited range and long recharge times.
`internal
`combustion engine
`conventional vehicle, wherein the
`delivers torque directly to the wheels,
`in a series hybrid electric
`vehicle,
`torque is delivered from the engine to the wheels via a
`y charger,
`the
`
`serially con
`battery, and the traction motor. However,
`
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`1 expected demand, e.g.,
`during hill-
`erformance under acceleration,
`series
`ensive. Thus,
`'climbing and the like,
`is rather heavy and exp
`t-been immediately succe
`A more promising
`hown in U.S.
`hybrid vehicles have no"parallel hybrid“ approach is s1. In Berman at
`751 to Berman et a
`Patent Nos. 3,566,717 and 3,732,
`d an electric motor are matched
`a1 an internal combustion engine an
`that both can provide torque
`gh a complex gear
`train so
`perated in several
`ombustion engine
`("first mode
`
`tput of the internal c
`e vehicle
`
`ssful.
`
`converted by 21 first motor/generator ("Speeder")
`energy
`ion",
`the
`for storage in a battery. In "second mode operat
`and is
`ves the wheels directly,
`internal combustion engine dri
`d than the engine can provide,
`throttled. When more power is needs
`provides additional torque as
`a second motor/generator or "torquer"
`
`needed.
`
`two separate electric motor/generators
`- the "Speeder"
`
`transit
`
`iS'a sour
`forward in traffic. This arrangement
`complexity, cost and difficulty, as two separate modes of engine
`the operator must control
`the
`control are required. Moreover,
`Such a complex
`ion between the several modes of operation.
`utomotive .market.
`Automobiles
`intended for mass production can be no more complicated to operate
`than conventional vehicles, and must be essentially "foolproof",
`that
`is,
`resistant
`to damage that might be caused by operator
`the gear train shown by Berman et a1 appears to be
`quite complex and difficult to manufacture economically.
`
`error. Further,
`
`Berman et
`
`U
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`iable—speed transmissions
`— 22 and 36 — 38 of
`53 — 55 of patent 3,732,751.
`Lynch et al patent 4,165,795 also shows an early parallel
`‘ency can be‘
`hybrid drive.
`.
`.
`realized when a relatively small
`internal combustion engine is
`t an efficient
`provided,
`5
`operated a
`uch that when the engine is
`the average power required over a
`speed, it produces approximately
`given is of an engine producing 25
`typical mission.
`The example
`.
`ed, about 2500 rpm.
`hp maximum and 17 hp at its most efficient spe
`f about 30
`s to be combined with a
`r-generator o
`n electric moto
`e—ratio transmission to
`This vehicle requires a
`rmance.
`the engine is to be
`It appears that
`torque
`h additional
`teady speed, wit
`5 torque produced by the
`In a first embodiment,
`smitted to the drive wheels
`tor is tran
`pective
`ond embodiment their res
`
`patent 3,566,
`
`lines
`
`'
`
`'
`
`This 1
`
`variabl
`
`peak hp.
`achieve reasonable perfo
`run continuously, at
`provided by the mot
`
`a -s
`
`torque provided by the mo
`through the engine, while in a sec
`positions are reversed.
`parallel hybrid vehicle
`Nishida U.S. patent 5,1
`where torque from an electric motor may be combined with torque
`from an internal combustion engine in a "torque transmission unit"
`d bevel gears
`and means
`for controlling the
`comprising paire
`f the motor and engine, so that the
`relative rates of rotation o
`absorb excess torque from
`e used to start the engine,
`additional
`charging a battery),
`or provide
`d transmission is coupled
`A variable—spee
`n unit and the propelling wheels.
`and
`the
`variable—speed
`
`17,931 shows a
`
`motor can b
`
`the
`
`engine
`
`(by
`
`propulsive torque.
`between the torque transmissio
`Both
`the
`torque
`transmission unit
`the use-
`transmission are complex, heavy,
`and expensive components,
`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
`
`5
`
`10
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`nnections are
`
`Helling the relati
`input shafts are fixed;
`mechanical energy as well as a bat
`energy. Albright, Jr. et al patent 4,588,040 shows an
`drive scheme using a flywheel
`in addition to batteries to store
`excess energy;
`s components. Capacitor
`provided between the variou
`Bates et a1 U.S. patent 5,318,142.
`proposed for energy storage; see
`arallel hybrid drive
`Fjallstrom U.S. patent 5,120,282 shows a p
`5 is combined with
`train wherein torque from two electric motor
`the combination
`torque produced by an internal combustion engine;
`is performed by a complex arrangement of paired planetary gearsets,
`and unspecified control means are alleged to be able to allow
`variation of road speed without a variable—ratio transmission.
`Hunt U.S. Patent Nos. 4,405,029 and 4,470,476 also disclose
`gearing arrangements,
`including
`parallel hybrids requiring complex
`multiple speed transmissions. More specifically,
`the Hunt patents
`disclose several embodiments of parallel hybrid vehicles. Hunt
`indicates (see col. 4,
`lines 6 - 20 of the '476 patent)
`that an
`ve the vehicle at low speeds up to 20 mph,
`electric motor may dri
`for speeds above 20 mph,
`and an internal combustion engine used
`such as from 15 - 30 mph, both
`while "in certain speed ranges,
`Additionally, both power sources
`power sources may be energized...
`ons." Hunt also indicates
`could be utilized under heavy load conditi
`that "the vehicle could be provided with an automatic changeover
`device 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)
`
`10.
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`See
`
`conventional
`of
`converter
`Such transmissions and fluid
`are heavy,
`
`orque
`t
`"fluid coupling or
`a
`by
`construction". Col. 2,
`lines 16 - 17.
`to be eliminated according to one object
`again as discussed in detail below.
`the primary means of battery c
`Furthermore,
`by Hunt involves a further undesirable complexity,
`4 driving the electric motor in generator configuration. The turbine
`is fueled by waste heat from the internal combustion engine.
`col. 3,
`lines 10 - 60. Hunt's internal combustion engine is also
`fitted with an alternator,
`for additional battery charging
`adding yet further complexity. Thus it is clear that,
`capability,
`ting the objects of the
`Hunt fails to teach a hybrid vehicle mee
`present
`invention — that
`is,
`a hybrid vehicle competitive with
`conventional vehicles with respect
`to performance,
`cost
`and
`complexity, while achieving substantially improved fuel efficiency.
`Kawakatsu U.S. Patents Nos. 4,305,254 and 4,407,132 show a
`parallel hybrid involving a: single internal combustion engine
`coupled to the drive wheels through a conventional variable-ratio
`transmission,
`an electric motor,
`and an alternator,
`to allow
`efficient use of the internal combustion engine. As in the Hunt
`disclosure,
`the engine is intended to be operated in a relatively
`efficient range of engine speeds; when it produces more torque than
`is needed to propel the vehicle,
`the excess is used to charge the
`batteries; where the engine provides insufficient torque, the motor
`is energized as well.
`shows a hybrid
`A further Kawakatsu patent, No. 4,335,429,
`vehicle,
`in this case comprising an internal combustion engine and
`two motor/generator units.
`A first larger motor/generator, powered
`by 61 battery,
`is used
`to provide additional
`torque when that
`provided by the engine is insufficient; the larger motor—generatork»
`also converts excess torque provided by the engine into electrical
`energy, to be stored by the battery, and is used in a regenerative
`braking mode.
`The second smaller motor/generator is similarly used
`
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`propel the vehicle would not be ca
`braking force; see col.
`regenerative
`Kawakatsu provides
`tarting motor is also provided.
`Accordingly,
`noted; a separate engine 5
`In the
`embodiment
`shown,
`the
`e shaft, while the
`6,
`lines
`22
`-
`23.
`cted to the wheel driv
`ted to the wheels
`motor/generator is conne
`tor/generator are Connec
`mechanism comprising
`three
`separately-
`complex
`a
`through
`See col. 5,
`lines 50 - 62.
`controllable clutches.
`isclose hybrid vehicle drives tendin
`Numerous patents d
`ies discussed above. A number
`fall into one or more of the categor
`ts disclose systems wherein an op
`
`larger
`
`g to
`
`example,
`
`is prov'
`an electric motor
`fumes would be dangerous, and an internal
`ided for operation outdoors.
`It is also
`combustion engine prov
`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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`5
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`15
`
`20
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`25
`
`30
`
`coupled to the roa
`s turbine engine is
`is provided
`an electric motor
`pe wherein a ga
`d transmission;
`through a three-spee
`low speeds.
`to supply additional torque at.
`d vehicles generally as
`For further examples of series hybri
`148,192); Monaco
`discussed above, see Bray (4,095,664); Cummings
`(4,
`(4,354,144);
`et
`al
`(4,306,156);
`Park
`(4,313,080); McCarthy
`t al
`Heidemeyer
`(4,533,011);
`' and Suzuki e
`ific problems arising in
`(5,053,632). Various of these address spec
`the manufacture or use of hybrid vehicles, or specific alleged
`k addresses certain specifics
`e McCarthy
`of battery chargi
`characteristics, whil
`lving an internal combustion
`omplex drive system i
`the torque generated by the
`otors;
`iding continuously
`
`For example, Par
`
`engin
`
`latter is combined 1n a complex differential prov
`variable gear ratios.
`Heidemeyer
`shows connecting an internal
`0 an electric motor by a first friction clutch,
`combustion engine t
`g the motor to a
`ion by a secon
`and connectin
`transmiss
`relevance to this subject matter
`.
`clutch.
`Other patents of general
`ries hybrid using a gas
`showing a se
`include Toy
`(3,525,874),
`showing
`ombustion engine; Yardney (3,650,345),
`turbine as internal c
`use of a compressed-air or similar mechanical starter for the
`ombustion engine of a series hybrid, such that batteries
`internal 0
`could be used;
`and Nakamura
`limited current
`capacity
`of
`(3,837,419), addressing improvements in thyristor battery—charging
`Somewhat further afield but of general
`and motor drive circuitry.
`(3 , 874 ,472); Horwinski
`interest are the disclosures of Deane’
`and Lexen
`(4,611,466);
`(4,042,056); Yang
`(4,562,894); Keedy
`Jr.
`(3,454,122); Papst
`(4,815,334); Mori
`(3,623,568); Grady,
`(3,211,249); Nims et al
`(2,666,492); and Matsukata (3,502,165).
`Additional references showing parallel hybrid vehicle drive systems
`de Froelich (1,824,014) and Reinbeck (3,888,325).U.S. Patent
`inclu
`rid system wherein a gas turbine
`No. 4,578,955 to Medina shows a hyb
`is used to drive a generator as needed to charge batteries.
`
`d friction
`
`Of
`
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`in the art will
`
`range of 400 to 500 amperes.
`involve
`recognize that
`these high currents
`ce heating losses,
`and additionally require
`de by positive mechanical
`A substantial resistan
`More specifically, for
`that all electrical connec
`bolts and nuts, or by welding.
`dance with industry practice,
`5 cannot be carried by the
`preferred
`for
`reasons
`of
`heavier, more
`
`(as used on
`expensiv
`ble connections). Accordingly,
`conventional starter and battery ca
`or of a hybrid
`rate the_electric mot
`
`765,656 to Weaver also shows a series hybrid
`the internal_combustion engine;
`
`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
`5
`and Taxis",
`SAE Paper No.
`910247
`(1991).
`for Passenger Car
`t“ electric, series hybrid, and
`Kalberlah first compares "straigh
`s that parallel hybrids
`parallel hybrid drive trains, and conclude
`at least when intended for general use (that is,
`are preferable,
`der certain narrow
`straight electric vehicles may be useful un
`ed range urban driving). Kalberlah
`'
`conditions of low-speed,
`limit
`parallel hybrids, with respect to
`then compares various forms of
`his Fig. 4, and concludes that the most practical arrangement is
`stion engine drives a first pair of
`one in which an internal combu
`
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`e second;
`th
`n electric motor
`wheels, and a
`1 combination of
`icates that mechanica
`Kalberlah ind
`lectric motor
`and an e
`'
`rnal combustion engine
`5,346,031
`5,301,764
`
`and
`
`more particularly,
`the torque from
`
`motor, and the
`
`second by a second elec
`'
`ine.
`
`tric motor or a
`
`lternatively
`
`Three differen
`argue to be.
`
`t clutches
`
`conn
`
`by a small
`vided ‘to allow ‘variou
`are pro
`and to a generator,
`ected to the wheels,
`stion engine is run
`The internal combu
`the vehicle is
`'5 operation mode.
`que when
`rovides the driving tor
`charge the batteries
`times it is used to
`
`powering the e
`
`Volume,
`
`loads thereon,
`
`vehicle
`continuously, and p
`in a cruise mode; at other
`lectric motors.
`Constraints of Mass,
`"The 'Technological
`the Viability of Hybrid
`V
`pacity on
`'c Power Range and Energy Ca
`) provides a
`891659 (1989
`SAE Paper No.
`n terms of the
`and
`5 of electric vehicles i
`detailed theoretical analysi
`lysis of the various battery types
`and a careful ana
`a vehicle having two
`Bullock conCludes
`that
`driving the wheels
`haracteristics,
`for
`would be optimal
`8.
`Bullock. also
`
`then available.
`rs of differing c
`electric moto
`speed transmission,
`through a variable-
`see the, discussion of Fig.
`l combustion engine
`ombining the engine
`
`to drive battery
`
`'5 torque with
`
`automotive use;
`suggests the use of an interna
`charging, but does not address c
`that from the motors; see pp. 24 — 25.
`related papers are collec
`Further
`volume SP—915, pub
`ec
`Then and Now"; Bates,
`
`o
`
`,
`
`ted in Electrie_and_flxbrid
`lished by SAE in February
`"On the road
`
`See also Wouk, "Hybrids:
`1992.
`with a Ford HEV", and King et al,
`32, 7,
`(July 1995).
`Route". all in IEEE_§pegtrum, Vol-
`o embodiments of
`Urban et al U.S. patent 5,667,029 shows tw
`1 - 9 and
`parallel hybrids; a first embodiment is shown in Figs.
`11, and a second in Figs. 12 - 17. Both embodiments have numerous
`
`12
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`n features,
`
`comma
`
`to
`
`ating modes.‘ Referring to
`inclu
`ding similar oper
`irst embodiment, an internal combustion engine prov1des torque
`-
`two electric motors can
`d wheels, or charge batteries during
`the engine and. motors
`is
`ariable—ratio transmission.
`to allow the engine's
`o rotating the
`
`provide torque to the roa
`regenerative braking.
`combined at
`the input shaft
`
`to a v
`
`to
`
`n engi
`
`the pedal beyon
`operator does not depress'ne is employe
`d to prope
`the electri
`internal combustio
`the pedal mor
`resses
`de must be
`n the operational mo
`other changes 1
`the vehicle may be
`'
`made by t
`for example,
`hort duration
`operated as a "straight electric" vehicle, e.g. for 5
`See
`trips, by the operator‘s making an appropriate control action.
`
`c motors
`
`20
`
`col.
`
`7,
`
`lines 49 - 56.
`
`the internal co
`
`r from a number of
`mbustion engine is
`ate the vehicle to
`lines 3 —
`
`e col. 5,
`(see col. 6,
`
`25
`
`30
`
`10), and also to
`lines 48 — 54).
`
`transm
`
`lines 10 — 13. A 20
`rapid acceleration and hill—climbing; col. 5,
`horsepower engine, operated through a continuously variable—ratio
`is stated to be adequate for
`ission and a torque converter,
`d expensive;
`learly complex an
`Such components are c
`ient. Moreover,
`Ithis purpose.
`s are notoriously ineffic
`further,
`torque converter
`stion engine as the sole source of power
`using the internal combu
`run at low speeds,
`would require it to be
`for low-speed running
`ficient and highly
`which is very inef
`e.g., at traffic lights,
`
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`,
`(Various additional reference
`polluting.
`torque can be used to charge batteries; if this were incorporated
`the engine might be run at a reasonably
`n the Urban system.
`_
`
`but this
`
`excess
`
`Urban does not appear
`On the other hand,
`operated as a "straight electr
`this requires the operator to
`this complexity is unacceptable in
`as would be requir
`quantity,
`on of atmospheric pol
`goals of reducti
`hybrid vehicle
`As
`consumption.
`“transparent" to the use
`essentially “foolproof", or
`e of commercial success.
`
`noted,
`
`be
`operation must
`r, to have any
`
`10
`
`15
`
`chanc
`
`through which torqu
`"dynamotor",
`but a single
`ion,
`e.variab1e—ratio transmiss
`the engine to th
`same operational deficiencies.
`is directed to the
`second Urban et al patent, 5,704,440,
`icle of the '029 patent and suffers
`
`25 '
`
`30
`
`the same inadequacies.
`escribe several generations of Toyota Motor
`Various articles d
`believed to correspond to that available
`Company hybrid vehicles,
`See, for example, Yamaguchi, "Toyota
`commercially as the "Prius".
`m",
`to ot' e
`' ee '
`,
`readies gasoline/electric hybrid syste
`Not Gasoline, But
`July 1997, pp. 55 - 58;
`"Not Electric,
`"The Future
`Both", Autgweek, June 2, 1997, pp.
`17 — 18; Bulgin,
`Works, Quietly", Autoweeg February 23, 1998, pp.
`12 and
`“Toyota Electric and Hyb
`A more
`rid Vepicles", a Toyota brochure.
`detailed discussion of the Toydta vehicle's powertrain is found in
`"Development of
`the Hybrid/Battery ECU for the
`Nagasaka et al,
`SAE paper 981122
`(1998), pp.
`19
`— 27.
`Toyota Hybrid System“,
`escribes this vehicle as
`to the Wilson article, Toyota d
`According
`
`13; and
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`14
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`10
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`15
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`20
`
`25
`
`30
`
`a "series
`owertrain appear
`that is,
`
`torque fr
`
`in a "powe
`through a
`e-ratio transmission.
`
`variabl
`
`tted to: the drive wheels
`a
`.nctionality of
`providing the fu
`19 -
`See the Nagasaka article at pp.
`
`continuously;
`
`at
`
`low speeds,
`
`es a vehicle having an
`20.
`.
`Furutani U.S. patent 5,495,906 describset 0
`f wheels through a
`internal combustion engine driving a first
`second
`iable-ratio transmission and an electri
`tended to be run
`varset of wheels. The engine is apparently in
`'
`' es
`a generator
`to charge
`and at higher speeds the
`In some
`the vehicle.
`compare, for
`
`l
`
`d motor prope
`y not be.required;
`lines 59 - 64.
`"charge depletion"
`the internal
`
`circumstanc
`
`es the transmission ma
`lines 4 — 8 with col. 5,
`example, col. 3,
`to Frank shows a
`U.S. patent 5,842,534
`in this scheme,
`trol method for hybrid vehicles;
`n the state of the
`sentially used only whe
`combustion engine is as
`t otherwise reach‘ a
`that
`the vehicle canno
`batteries is such
`In normal operation,
`lines 50'- 55.
`See col. 3,
`Frank
`recharging point.
`ernal power source.
`from an ext
`the batteries are recharged
`wherein mechanical
`ses
`two-mode brake pedal operation,
`0 regenerative braking whe
`
`pedal
`
`col.
`
`Lateur et al shows a parallel hybrid
`U.S. patent 5,823,280 to
`bustion engine and first and
`wherein the shafts of an internal com
`e is connected to
`s are all coaxial; the engin
`,second electric motor
`and the first motor to the second by
`a clutch,
`the first motor by
`f the motors to be
`allowing the speeds 0
`a planetary gearset,
`icient range.
`See
`them in their most eff
`varied so as to operate
`line 60.
`4,
`line 57 - col. 5,
`U.S. patent
`5,826,671 to Nakae et al show
`
`s a parallel hybrid
`
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`nal combustion en
`
`ined with
`
`gine is comb
`provided
`a clutch is
`g of engine
`lates to sensin
`l and thus
`' sion of unburnt fue
`
`mbined in a ’ p
`he use of
`
`a co
`
`lanetary gearset;
`ntinuous
`
`transmission.
`
`It will be appreciated by those of skiln the use of pl
`inherent
`i
`significant
`limitations
`for connecting diff
`
`0
`
`10
`
`15
`
`20
`
`25
`
`gearset is
`a continuously—
`its use as
`ked (anathematic 't
`ta vehicle) it is capable
`effectively loc
`e.g.,
`in the Toyo
`but not of output torque.
`variable transmission,
`f shaft speeds,
`hybrid drivetrain,
`of additive combination 0
`of the parallel
`Hence,
`the principal advantage
`torque of both the electric
`output
`e combination of
`the
`is only available when
`additiv
`bustion engine,
`moto
`is acknowledged by
`r and the internal com
`This fact
`the planetary gearset i
`5 locked.
`4
`for example, at col. 6,
`line 27.
`inclu