`
`mumtuiifl’ufufitl‘fuuuuulIm-
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`
`IN THE UNITED STATES PATENT AND TRADEMARK OFFICE
`
`RULE 60 APPLICATION
`
`Atty. Dkt. PAICE201.DIV.5
`
`Hon. Commissioner for Patents
`P.O. BOX 1450
`Alexandria, VA 22313—1450
`
`Sir:
`
`.9
`Eco
`wS?
`jO)
`“3,1
`
`£3
`
`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:
`
`U.S.
`
`Post Office Address:
`
`10398 Appomattox, Holly, MI 48442
`
`X
`
`X
`
`the prior application as originally
`Enclosed is a copy of
`filed.
`I hereby verify that the attached papers are a true
`copy of
`the prior application Serial No.
`10/382,577 as
`originally filed on March 7, 2003.
`
`The filing fee is calculated below: Claims as filed,
`claims canceled:
`
`less any
`
`CLAIMS
`
`Total
`
`Indep.
`
`LARGE ENTITY
`
`Basic Filing Fee:
`
`$ 300
`
`24
`
`6
`
`-
`
`—
`
`20
`
`3
`
`=
`
`=
`
`4
`
`3
`
`x
`
`x
`
`$50
`
`$ 200
`
`$200
`
`$ 600=__L
`
`Search fee
`
`$500
`
`1
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`Examination fee
`Size fee (110 sheets text, 17 sheets of drawing)
`
`Total Fee
`
`$200
`$500
`
`$2300
`
`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.
`
`X
`
`A preliminary amendment is enclosed.
`
`An information disclosure statement is enclosed.
`
`X
`
`X
`
`Cancel the following claims before calculating the filing fee:
`1 - 16.
`
`fee will be paid in response to a thice of
`The filing
`Missing Parts.
`
`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.
`
`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
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`A duplicate copy of
`filing date accorded this application.
`this sheet
`is enclosed for filing in the prior application
`file.
`
`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 U.S. Patent
`and Trademark Office on April 28, 2004 at Reel 014546 Frame
`0351.
`
`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.
`
`X
`
`X
`
`X
`
`X Address all future communications to:
`
`Michael de Angeli
`60 Intrepid Lane
`Jamestown RI 02835
`401-423—3190
`
`X
`
`that all statements made
`‘undersigned. declare further
`The
`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,
`
`Dated ”Mp7
`
`{’ 2095
`
`W
`de Ange 1
`
`ichae
`
`Reg. 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 035-
`e
`e
`'
`0's
`.
`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
`applicatidn 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.
`
`5
`
`*
`
`10
`
`Eielg of the Invention
`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.
`
`'Discussion of the Eric; 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
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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
`generated in coal—fired.jpower' 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
`
`Road & Track, May 1992, pp. 126-136; Reynolds,
`CRX", Road a Track, October 1992, pp. 126—129.
`Brooks et a1 U.S. patent 5,492,192 shows such an electric
`vehicle; the invention appears to be directed to incorporation of
`antilock braking and
`traction control
`technologies
`into an
`otherwise conventional electric vehicle.
`to
`the ‘years
`Much attention has also been paid -over
`development of electric vehicles including internal combustion
`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 railroads.
`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 produces 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 internal 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
`encountered. 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
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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
`as
`an
`automobile or
`truck,
`but has
`several distinct
`such
`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
`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
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`least approximately 25% of engine
`those components consumes at
`power. Further, such components add substantially to the cost and
`weight of the vehicle;
`in particular, an electric motor capable of
`providing sufficient 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.
`A more promising "parallel hybrid" apprOach is shown in U.S.
`Patent 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 21 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 i: first motor/generator
`("Speeder")
`to electrical
`energy for storage in a battery.
`In "second mode operation",
`the.
`internal combustion 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.
`.
`Berman et al thus show two separate electric motor/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 at
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`al also indicate that one or even two variable-speed transmissions
`may be required; see, e. 9., 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 a1 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 iunit
`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
`Helling the relative rates of rotation of
`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 a1 patent 4,588,040 shows another hybrid
`
`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.
`Fjallstrom 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
`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. 6. Patent Nos. 4, 405, 029 and 4, 470, 476 also disclose
`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 electriéal 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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`conventional
`of
`converter
`torque
`"fluid coupling or
`5a
`by
`construction". Col. 2,
`lines 16 e 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.
`Furthermore,
`the primary means of battery charging disclosed
`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 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
`idisclosure,
`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 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 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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`to provide additional torque and additional regenerative braking as
`
`needed.
`the latter Kawakatsu patent asserts that
`More particularly,
`a single electric motor si2ed 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 al
`(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 al
`(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
`ii complex drive system involving an internal combustion
`engine driving two electric motors;
`the terque 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
`
`5
`
`10
`
`15
`
`,
`
`-
`
`20
`
`25
`
`30
`
`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 Iused;
`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.
`No. 4,578,955 to Medina shows a hybrid system wherein a gas turbine
`is used to drivega generatOr as needed to charge batteries. Of
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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
`
`5'
`
`10
`
`15‘
`
`20
`
`-
`
`25
`
`30
`
`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
`then compares various forms of parallel hybrids, with respect to
`his Fig. 4, and concludes that the most practical arrangement is
`one in which an internal combustion engine drives a first pair of
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`5'
`
`10
`
`15
`
`20
`
`25
`
`.
`
`30.
`
`the second; more particularly,
`and an 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.
`'
`.
`d
`'c
`Further related papers are collected in
`ec
`ec
`o o
`, volume SP-915, published by SAE in February
`e '
`See also Wouk, “Hybrids: Then and Now"; Bates,
`"On the road
`1992.
`with a Ford HEV", and King et a1, "Transit Bus takes the Hybrid
`Route", all in IE§E_§pggtrum, 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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`5
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`20
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`25
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`30
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`including similar operating modes. Referring to
`common features,
`the first embodiment, an internal combustion engine provides torque
`to the road wheels or to a generator;
`two electric motors can
`provide torque to the road wheels, or charge batteries during
`regenerative braking.
`Torque
`from ‘the engine and motors
`is
`combined at
`the input shaft
`to a: variable-ratio transmission.
`Overrunning clutches are provided, e.g.,
`to allow the engine's
`torque to be applied to the road wheels without also rotating the
`
`motors.
`
`lines 25 — 54, certain transitions
`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 pedal more fully,
`the electric motors
`are also energized. Other changes in the operational mode must be
`made by the operator directly;
`for example,
`the vehicle may be
`operated as‘a "straight electric" vehicle, e.g. for short duration
`trips, by the operator's making an appropriate control action.
`See
`.col. 7,
`lines 49 - 56.
`I
`The Urban et a1 design appears to suffer from a number of
`significant defects.
`First,
`the internal combustion engine is
`stated to provide all torque needed to accelerate the vehicle to
`cruising speed under normal circumstances (see col. 5,
`lines 3 — i
`'10), and alSo to propel the vehicle during cruising (see col. 6,
`lines 48 - 54).
`The electric motors are to be used only during
`rapid acceleration and hill-climbing; col. 5,
`lines 10 — 13. A 20
`horsepower engine, operated through a continuously variable-ratio
`transmission and a torque converter,
`is stated to be adequate for
`this purpose.
`Such components are clearly complex and expensive;
`further,
`torque converters are notoriously inefficient. Moreover,
`using the internal combustion engine as the sole source of power
`for low-speed running would require it to be run at low speeds,
`e.g., at traffic lights, which is very inefficient and highly
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`that excess
`(Various additional references suggest
`polluting.
`batteries; if this were incorporated,
`torque can be used to charge
`ht be run at a reasonably
`in the Urban system,
`the engine mig
`efficient output level while the vehicle was stationary, but this
`would lead to high levels of noise and vibration.
`In