(12) United States Patent
`(10) Patent N0.:
`US 6,554,088 B2
`
`Severinsky et al.
`(45) Date of Patent:
`*Apr. 29, 2003
`
`U5006554088B2
`
`(54) HYBRID VEHICLES
`
`(75)
`
`Inventors: Alex J. Severinsky, Washington, DC
`(US); Theodore Louckes, Holly, MI
`(US)
`
`3,454,122 A
`3,502,165 A
`
`7/1969 Grady, Jr.
`3/1970 Matsukata
`.
`.
`(US continued on next page.)
`FOREIGN PATENT DOCUMENTS
`
`(73) Assignee: Paice Corporation, Silver Spring, MD
`(US)
`
`DE
`JP
`JP
`
`1905641
`55069724
`6382283
`
`6/1976
`11/1978
`6/1988
`
`( * ) Notice:
`
`Subject to any disclaimer, the term of this
`patent is extended or adjusted under 35
`U.S.C. 154(1)) by 52 days.
`
`This patent is subject to a terminal dis-
`claimer.
`
`(21) Appl. No.: 09/822,866
`.
`Flled:
`
`(22)
`(65)
`
`Apr. 2! 2001
`Prior Publication Data
`
`JP
`JP
`JP
`
`2/1991
`04274926
`11/1992
`06080048
`11/1992
`06144020
`OTHER PUBLICATIONS
`.
`.
`.
`.
`.
`Simanaitis, “Electric Vehicles”, Road & Track, May 1992,
`pp. 126—136.
`Reynolds, “AC Propulsion CRX”,R0aa' & Track, Oct. 1992,
`pp. 126—129.
`Kalberlah, “Electric Hybrid Drive Systems .
`N0~ 910247, 1991
`
`.
`
`. ”, SAE Paper
`
`Us 2001/0039230 A1 Nov. 8, 2001
`
`(List continued on next page.)
`
`Related US. Application Data
`
`Primary Examiner—Paul N. Dickson
`Assistant Examiner—David R. Dunn
`
`(63)
`
`(60)
`
`Continuation—in—part of application No. 09/392,743, filed on
`Sep. 9, 1999, now Pat. No. 6,338,391, and a continuation—
`in—part of application No. 09/264,817, filed on Mar. 9, 1999,
`now Pat. No. 6,209,672.
`Provisional application No. 60/122,296, filed on Mar. 1,
`1999, and provisional application No. 60/100,095, filed on
`SeP~ 14; 1998-
`
`.
`
`......................................
`
`(51)
`Int. Cl.7 ............................ B60K 6/04; B60L 11/02
`(52) US Cl
`180/652 180/654
`.
`.
`.
`;
`.
`_
`(58) Fleld of Search ............................... 180/652, 65.3,
`180/65'4> 658’ 165; 60/706> 711’ 716’
`718; 290/17> 40 R 40 C; 322/16; 477/2>
`3
`
`(56)
`
`References Cited
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`
`(74) Attorney, Agent, or Firm—MiChael d9 Angeli
`
`(57)
`
`ABSTRACT
`.
`.
`.
`.
`.
`.
`A hybrld vehlde comprises an Internal combustion engine,
`a traction motor, a starter motor, and a battery bank, all
`controlled by a microprocessor in accordance With the
`vehicle’s instantaneous torque demands so that the engine is
`run only under conditions of high efficiency, typically only
`When the load is at least equal to 30% of the engine’s
`maximum torque output. In some embodiments, a turbo-
`charger may be provided, activated only When the load
`exceeds the engine’s maximum torque output
`for an
`extended period; a two-speed transmission may further be
`provided,
`to further broaden the vehicle’s load range. A
`hybrid brake system provides regenerative braking, With
`mechanical braking available in the event the battery bank is
`fully charged, in emergencies, or at rest; a control mecha-
`nism is provided to control the brake system to provide
`linear brake feel under varying circumstances.
`
`9 Claims, 17 Drawing Sheets
`
`’1’:
`6’:
`
`lNVERTER / CHMAGER
`BA
`
`TI
`
`\WERVER /or\ mean
` ‘54
`
`SQ.
`
`
`
`BMWERY BANK
`
`
`’L’L
`11
`
`
`
`
`
`
`Page 1 of 50
`Page 1 of 50
`
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`

`

`US 6,554,088 132
`
`Page 2
`
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`
`............. 180/65.2
`
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`US 6,554,088 132
`
`Page 3
`
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`..
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`.......... 180/65.4
`6,394,209 B1
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`6,470,983 B1 * 10/2002 Amano et a1.
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`
`............ 180/65.2
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`37333721; 2
`,
`,
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`
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`.
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`.
`
`. ”, IEEE Spectrum, vol. 32,
`
`Page 3 of 50
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`

`US. Patent
`
`Apr. 29, 2003
`
`Sheet 1 0f 17
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`US 6,554,088 B2
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`Page 4 of 50
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`US. Patent
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`Apr. 29, 2003
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`US 6,554,088 B2
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`US. Patent
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`Apr. 29, 2003
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`Page 6 of 50
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`FMC 1018
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`US. Patent
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`Apr. 29, 2003
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`US 6,554,088 132
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`US. Patent
`
`Apr. 29, 2003
`
`Sheet 5 0f 17
`
`US 6,554,088 B2
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`US. Patent
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`US 6,554,088 132
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`US 6,554,088 B2
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`1
`HYBRID VEHICLES
`
`CROSS-REFERENCE TO RELATED
`APPLICATIONS
`
`This application is a continuation-in-part of Ser. No.
`09/264,817, filed Mar. 9, 1999, now US. Pat. No. 6,209,672,
`issued Apr. 3, 2001, which in turn claims priority from
`provisional application Ser. No. 60/100,095, filed Sep. 14,
`1998, and is also a continuation-in-part of Ser. No. 09/392,
`743, filed Sep. 9, 1999, now US. Pat. No. 6,338,391 issued
`Jan. 15, 2002 which in turn claims priority from provisional
`application Ser. No. 60/122,296, filed Mar. 1, 1999.
`
`FIELD OF THE INVENTION
`
`This application relates to improvements in hybrid
`vehicles, that is, vehicles in which both an internal combus-
`tion 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.
`
`DISCUSSION OF THE PRIOR ART
`
`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
`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 economi-
`cally 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 neces-
`
`sary 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
`
`2
`in the United States most electricity is
`appreciated that
`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 competi-
`tive with ethanol-fueled vehicles, much less with conven-
`tional gasoline-fueled vehicles. See, generally, Simanaitis,
`“Electric Vehicles”, Road & Track, May 1992, pp. 126—136;
`Reynolds, “AC Propulsion CRX”, Road & Track, October
`1992, pp. 126—129.
`Brooks et al US. Pat. No. 5,492,192 shows such an
`electric vehicle;
`the invention appears to be directed to
`incorporation of antilock braking and traction control tech-
`nologies into an otherwise conventional electric vehicle.
`Much attention has also been paid over the years to
`development of electric vehicles including internal combus-
`tion engines powering generators,
`thus eliminating the
`defect of limited range exhibited by simple electric vehicles.
`The simplest such vehicles operate on the same general
`principle as diesel-electric locomotives used by most rail-
`roads. In such systems, an internal combustion engine drives
`a generator providing electric power to traction motors
`connected directly to the wheels of the vehicle. This system
`has the advantage that no variable gear ratio transmission is
`required between the engine and the wheels of the vehicle.
`More particularly, an internal combustion engine pro-
`duces zero torque at zero engine speed (RPM) and reaches
`its torque peak somewhere in the middle of its operating
`range. Accordingly, all vehicles driven directly by an inter-
`nal combustion engine (other than certain single-speed
`vehicles using friction or centrifugal clutches, and not useful
`for normal driving) require a variable-ratio transmission
`between the engine and the wheels, so that the engine’s
`torque can be matched to the road speeds and loads encoun-
`tered. Further, some sort of clutch must be provided so that
`the engine can be mechanically decoupled from the wheels,
`allowing the vehicle to stop while the engine is still running,
`and to allow some slippage of the engine with respect to the
`drive train while starting from a stop.
`It would not be
`practical to provide a diesel locomotive, for example, with
`a multiple speed transmission, or a clutch. Accordingly, the
`additional complexity of the generator and electric traction
`motors is accepted. Electric traction motors produce full
`torque at zero RPM and thus can be 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 com-
`bustion 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
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`3
`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 conventional vehicle, wherein the internal combustion
`engine delivers torque directly to the wheels, in a series
`hybrid electric 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 those components consumes at least
`approximately 25% of engine power. Further, such compo-
`nents add substantially to the cost and weight of the vehicle;
`in particular, an electric motor capable of providing suffi-
`cient torque to meet all expected demand, e.g.,
`to allow
`reasonable performance under acceleration, during hill-
`climbing and the like, is rather heavy and expensive. Thus,
`series hybrid vehicles have not been immediately successful.
`Amore promising “parallel hybrid” approach is shown in
`US. Pat. Nos. 3,566,717 and 3,732,751 to Berman et al. In
`Berman et al an internal combustion engine and an electric
`motor are matched through a complex gear train so that both
`can provide torque directly to the wheels, the vehicle being
`operated in several different modes. Where the output of the
`internal combustion engine is more than necessary to drive
`the vehicle (“first mode operation”) the engine is run at
`constant speed and excess power is converted by a first
`motor/generator (“speeder”) to electrical energy for storage
`in a battery. In “second mode operation”, the internal com-
`bustion engine drives the wheels directly, and is throttled.
`When more power is needed than the engine can provide, a
`second motor/generator or “torquer” provides additional
`torque as needed.
`thus show two separate electric motor/
`Berman et al
`generators separately powered by the internal combustion
`engine;
`the “speeder” charges the batteries, while the
`“torquer” propels the vehicle forward in traffic. This
`arrangement is a source of additional complexity, cost and
`difficulty, as two separate modes of engine control are
`required. Moreover, the operator must control the transition
`between the several modes of operation. Such a complex
`vehicle is unsuited for the automotive 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 error. Further, the gear train shown by Berman
`et al appears to be quite complex and difficult to manufacture
`economically. Berman et 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 US. Pat. No. 3,566,717,
`and col. 2, lines 53—55 of US. Pat. No. 3,732,751.
`Lynch et al US. Pat. No. 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
`
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`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 US. Pat. No. 5,117,931 shows a parallel hybrid
`vehicle where torque from an electric motor may be com-
`bined 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 US. Pat. No. 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 Helling the relative rates of rotation of
`the motor and engine input shafts are fixed; a flywheel is
`provided to store excess mechanical energy as well as a
`battery to store excess electrical energy. Albright, Jr. et al
`US. Pat. No. 4,588,040 shows another hybrid 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 al US.
`Pat. No. 5,318,142.
`Fj allstrom US. Pat. No. 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 is performed by a complex arrange-
`ment 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 US. Pat. Nos. 4,405,029 and 4,470,476 also dis-
`close parallel hybrids requiring complex gearing
`arrangements, including 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 electric motor may drive the
`vehicle at
`low speeds up to 20 mph, and an internal
`combustion engine used for speeds above 20 mph, while “in
`certain speed ranges, such as from 15—30 mph, both power
`sources may be energized .
`.
`. Additionally, both power
`sources could be utilized under heavy load conditions.”
`Hunt also indicates 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) by a “fluid coupling or
`torque converter of conventional construction”. Col. 2, lines
`16—17. Such transmissions and fluid couplings or torque
`converters are very inefficient, are heavy, bulky, and costly,
`and are to be eliminated according to one object of the
`present invention, again as discussed in detail below.
`
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`US 6,554,088 B2
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`5
`Furthermore, the primary means of battery charging dis-
`closed by Hunt involves a further undesirable complexity,
`namely a turbine driving the electric motor in generator
`configuration. The turbine is fueled by waste heat from the
`internal combustion engine. See col. 3, lines 10—60. Hunt’s
`internal combustion engine is also fitted with an alternator,
`for additional battery charging capability, adding yet further
`complexity. Thus it is clear that Hunt fails to teach a hybrid
`vehicle meeting the objects of the 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 US. Pat. 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.
`
`A further Kawakatsu US. Pat. No. 4,335,429, shows a
`hybrid vehicle, in this case comprising an internal combus-
`tion engine and two motor/generator units. A first larger
`motor/generator, powered by a battery, is used to provide
`additional
`torque when that provided by the engine is
`insufficient; the larger motor-generator also converts excess
`torque provided by the engine into