(12) United States Patent
`US 7,392,871 B2
`(10) Patent No.:
`(45) Date of Patent:
`Jul. 1, 2008
`Severinsky et al.
`
`US007392871B2
`
`(54)
`
`(75)
`
`HYBRID VEHICLES
`
`Inventors: Alex J. Severinsky, Washington, DC
`(US); Theodore Louckes, Holly, MI
`(US)
`
`(73)
`
`Assignee: Paice LLC, Bonita Springs, FL (US)
`
`(*)
`
`Notice:
`
`Subject to any disclaimer, the term of this
`patent is extended or adjusted under 35
`U.S.C. 154(b) by 0 days.
`
`(21)
`
`Appl. No.: 11/429,446
`
`(22)
`
`Filed:
`
`May 8, 2006
`
`(65)
`
`(60)
`
`(60)
`
`(51)
`
`(52)
`
`Prior Publication Data
`
`US 2006/0237247 A1
`
`Oct. 26, 2006
`
`Related US. Application Data
`
`Division of application No. 10/382,577, filed on Mar.
`7, 2003, now Pat. No. 7,104,347, which is a division of
`application No. 09/822,866, filed onApr. 2, 2001, now
`Pat. No. 6,554,088, which is a continuation-in—part of
`application No. 09/264,817, filed on Mar. 9, 1999, now
`Pat. No. 6,209,672, and a continuation-in-part ofappli-
`cation No. 09/392,743, filed on Sep. 9, 1999, now Pat.
`No. 6,338,391.
`
`Provisional application No. 60/122,296, filed on Mar.
`1, 1999, provisional application No. 60/ 100,095, filed
`on Sep. 14, 1998.
`
`Int. Cl.
`
`(2006.01)
`B60W20/00
`US. Cl.
`.................... 180/65.2; 180/653; 180/658;
`180/233; 903/941
`
`\04
`
`‘00
`
`105
`
`
`
`
`(58) Field of Classification Search ................ 180/652,
`180/653, 65.8, 233; 903/930, 941
`See application file for complete search history.
`
`(56)
`
`References Cited
`U.S. PATENT DOCUMENTS
`
`913,846 A
`1,824,014 A
`
`3/1909 Pieper
`9/1931 Froelich
`
`(Continued)
`FOREIGN PATENT DOCUMENTS
`
`DE
`
`2517110
`
`10/1975
`
`(Continued)
`OTHER PUBLICATIONS
`
`Published U.S.App1.N0. 2001/0037905, Nogi et al. Nov. 2001.
`
`(Continued)
`
`Primary Examinerileff Restifo
`(74) Attorney, Agent, or FirmiMichael de Angeli
`
`(57)
`
`ABSTRACT
`
`A hybrid vehicle comprises an internal combustion engine, a
`traction motor, a starter motor, and a battery bank, all con-
`trolled by a microprocessor in accordance with the vehicle’s
`instantaneous torque demands so that the engine is run only
`under conditions of high efiiciency, typically only when the
`load is at least equal to 30% of the engine’s maximum torque
`output. In some embodiments, a turbocharger may be pro-
`vided, 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 regen-
`erative braking, with mechanical braking available in the
`event the battery bank is fully charged, in emergencies, or at
`rest; a control mechanism is provided to control the brake
`system to provide linear brake feel under varying circum-
`stances.
`
`23 Claims, 17 Drawing Sheets
`
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`Page 1 of 53
`Page 1 of 53
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`US 7,392,871 B2
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`Page 2
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`US. PATENT DOCUMENTS
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`2,666,492
`3,211,249
`3,620,323
`3,454,122
`3,502,165
`3,525,874
`3,566,717
`3,623,568
`3,650,345
`3,699,351
`3,719,881
`3,732,751
`3,753,059
`3,790,816
`3,791,473
`3,837,419
`3,874,472
`3,888,325
`3,904,883
`3,923,115
`3,970,163
`4,042,056
`4,090,577
`4,095,664
`4,099,589
`4,126,200
`4,148,192
`4,165,795
`4,180,138
`4,187,436
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`4,269,280
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`4,313,080
`4,331,911
`4,335,429
`4,351,405
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`4,407,132
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`4,470,476
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`4,562,894
`4,578,955
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`4,588,040
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`4,592,454
`4,593,779
`4,597,463
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`4,674,280
`4,680,986
`4,697,660
`4,753,078
`4,762,191
`4,765,656
`4,774,811
`
`>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
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`5,081,365
`5,117,931
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`5,176,213
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`5,323,688
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`5,326,158
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`5,558,173
`5,558,175
`
`>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
`
`3/1989
`8/1989
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`US 7,392,871 B2
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`Page 3
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`5,558,588 A
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`5,569,995 A
`5,570,615 A
`5,586,613 A
`5,588,498 A
`5,589,743 A
`5,608,308 A
`5,614,809 A
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`5,635,805 A
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`5,643,119 A
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`5,650,713 A
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`5,653,302 A
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`5,660,077 A
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`5,667,029 A
`5,669,842 A
`5,672,920 A
`5,675,203 A
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`5,678,646 A
`5,679,087 A
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`Page 3 of 53
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`............. 180/65.2
`
`5,791,426 A
`5,791,427 A
`5,799,744 A
`5,801,497 A
`5,804,947 A
`5,806,617 A
`5,816,358 A
`5,818,116 A
`5,820,172 A
`5,823,280 A
`5,823,281 A
`5,826,671 A
`5,831,341 A
`5,833,022 A
`5,833,570 A
`5,839,530 A
`5,839,533 A
`5,841,201 A
`5,842,534 A
`5,844,342 A
`5,845,731 A
`5,846,155 A
`5,847,469 A
`5,851,698 A
`5,856,047 A
`5,856,709 A
`5,862,497 A
`5,865,263 A
`5,873,426 A
`5,875,691 A
`5,883,484 A
`5,883,496 A
`5,887,670 A
`5,887,674 A
`5,890,470 A
`5,890,555 A
`5,893,895 A
`5,895,100 A
`5,895,333 A
`5,898,282 A
`5,899,286 A
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`5,907,191 A
`5,908,077 A
`5,909,720 A
`5,914,575 A
`5,915,488 A
`5,915,489 A
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`5,924,395 A
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`5,928,301 A
`5,929,594 A
`5,931,271 A
`5,934,395 A
`5,935,040 A
`5,943,918 A
`5,944,630 A
`5,947,855 A
`5,951,115 A
`5,951,118 A
`5,951,614 A
`5,964,309 A
`5,967,940 A
`5,969,624 A
`5,971,088 A
`5,971,092 A
`5,973,460 A
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`5,979,158 A
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`
`............ 180/65.6
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`6,110,066 A
`6,116,363 A
`6,119,799 A
`6,123,163 A
`6,123,642 A
`6,131,538 A
`6,131,680 A
`6,135,914 A
`6,142,907 A
`6,146,302 A
`6,155,364 A
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`6,170,587 131
`6,176,807 131
`6,183,389 131
`6,190,282 131
`6,203,468 Bl
`6,204,636 131
`6,209,672 B1
`6,225,784 B1
`6,231,135 B1
`6,232,733 B1
`6,232,748 B1
`6,247,437 B1
`6,258,001 Bl
`6,253,865 B1
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`Page 4 of 53
`Page 4 of 53
`
`.......... 180/65.2
`
`................ 477/5
`
`................ 701/102
`
`............ 180/65.2
`
`................. 477/15
`
`11/1999 Tabataetal.
`11/1999 Salecker et al.
`11/1999 Morisawaetal.
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`11/1999 Werson
`11/1999 Yamadaetal.
`11/1999 Takaokaetal.
`11/1999 Adachietal.
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`12/1999 Sasakietal.
`12/1999 Saleckeretal.
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`1/2000 Tsuzukietal.
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`2/2000 Lawrie etal.
`2/2000 Aoyamaetal.
`3/2000 Yaniazaki etal.
`3/2000 Yamadaetal.
`4/2000 Field
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`................... 477/5
`4/2000 Kitadaetal.
`4/2000 Frank .......................... 322/16
`5/2000 VIoroto etal.
`5/2000 Schmidt-Brucken
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`4/2001 Severinsky
`5/2001 Kinoshita etal.
`5/2001 Boweretal.
`5/2001 Obayashietal.
`5/2001 Kinoshitaetal.
`6/2001 Yamaguchietal.
`6/2001 Wakuta
`7/2001 Suzuki
`7/2001 Otsu
`7/2001 Umebayahietal.
`
`
`
`................ 477/5
`
`.......... 180/65.2
`
`8/2001 Yamaguchietal.
`6,278,195 B1
`8/2001 Deguchiet al.
`6,278,915 B1
`8/2001 Abe
`6,281,660 B1
`9/2001 Lovatt etal.
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`6,300,735 B1
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`11/2001 Tabata
`6,318,487 B2
`11/2001 Yanase etal.
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`11/2001 Nitta
`6,328,122 B1
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`1/2002 Tabata
`6,344,008 131
`2/2002 Nagano
`6,357,541 B1
`3/2002 Matsudaetal.
`6,359,404 131*
`3/2002 Sugiyamaetal.
`6,383,114 B1*
`5/2002 Hoshiyaetal.
`6,387,007 131
`5/2002 Fini
`6,394,209 131
`5/2002 Goehring etal.
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`5/2003 Nada
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`7/2003 Tsai
`
`............ 180/65.2
`
`............ 701/22
`
`.......... 180/65.2
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`........... 318/432
`................ 477/2
`
`.............. 180/65.2
`
`FOREIGN PATENT DOCUMENTS
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`US. Patent
`
`Jul. 1, 2008
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`U.S. Patent
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`Jul. 1, 2008
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`U.S. Patent
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`US. Patent
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`Jul. 1, 2008
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`US. Patent
`
`Jul. 1, 2008
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`U.S. Patent
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`Jul. 1, 2008
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`U.S. Patent
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`Jul. 1, 2008
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`US. Patent
`
`Jul. 1, 2008
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`Sheet 8 of 17
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`US 7,392,871 B2
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`US. Patent
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`Jul. 1, 2008
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`Sheet 9 of 17
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`US 7,392,871 B2
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`US. Patent
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`Jul. 1, 2008
`
`Sheet 10 of 17
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`US 7,392,871 B2
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`US 7,392,871 B2
`
`2
`
`1
`HYBRID VEHICLES
`
`CROSS-REFERENCE TO RELATED
`APPLICATIONS
`
`This is a divisional application of application Ser. No.
`10/382,577 filed Mar. 7, 2003, now US. Pat. No. 7,104,347
`which was a divisional application of Ser. No. 09/822,866
`filed Apr. 2, 2001, now US. Pat. No. 6,554,088, which was 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 claimed priority from provisional application
`Ser. No. 60/100,095, filed Sep. 14, 1998, and was 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, in
`turn claiming priority from provisional application Ser. No.
`60/122,296, filed Mar. 1, 1999.
`
`FIELD OF THE INVENTION
`
`in hybrid
`to improvements
`This application relates
`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 prob-
`lem 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 com-
`bustion 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 mix-
`tures of gasoline and ethanol (“gasohol”), or straight ethanol.
`However, to date ethanol has not become economically com-
`petitive with gasoline, and consumers have not accepted etha-
`nol 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 pro-
`duction and delivery system, but also the vehicle manufac-
`ture, distribution, and repair system, would have to be exten-
`sively 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 inconve-
`Page 24 of 53
`Page 24 of 53
`
`nience, such cars are not suitable for all the travel require-
`ments ofmost individuals. Accordingly, an electric car would
`have to be an additional vehicle for most users, posing a
`substantial economic deterrent. Moreover, it will be appreci-
`ated 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”,
`Road & Track, May 1992, pp. 126-136; Reynolds, “AC Pro-
`pulsion 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 technologies into an
`otherwise conventional electric vehicle.
`
`Much attention has also been paid over the years to devel-
`opment of electric vehicles including internal combustion
`engines powering generators, thus eliminating the defect of
`limited range exhibited by simple electric vehicles. The sim-
`plest 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