`
`WORLD INTELLECTUAL PROPERTY ORGANIZATION
`Intemational Bureau
`
`INTERNATIONAL APPLICATION PUBLISHED UNDER THE PATENT COOPERATION TREATY (PC1)
`wo 93/23263
`25 November 1993 (25.11.93)
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`(51) International Patent Oassification 5 :
`
`B60K6/02
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`Al
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`(11) International Publication Number:
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`(43) International Publication Date:
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`(21) International Application Number:
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`PCT /US93/04378
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`(22) International Filing Date:
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`7 May 1993 (07.05.93)
`
`(81) Designated States: CA, JP, European patent (AT, BE, CH,
`DE, DK, ES, FR, GB, GR, IE, IT, LU, MC, NL, PT,
`SE).
`
`(30) Priority data:
`07/880,967
`07/948,288
`
`US
`8 May 1992 (08.05.92)
`21 September 1992 (21.09.92) US
`
`Published
`With international search report.
`
`(71)(72) Applicant and Inventor: FIELD, Bruce, F. [US/US];
`501 Theodore Wirth Parkway, Golden Valley, MN 55422
`(US).
`
`(74)Agents: FRIEDERICHS, Norman, P. et aL; Kinney &
`Lange, 625 4th Avenue South, Suite 1500, Minneapolis,
`MN 55415-1659 (US).
`
`(~)Title:. ~LECTRIC HYBRID .VEHICLE
`
`(57) Abstract
`
`A vehicle having an electric hybrid power system (JO) is provided. The vehicle (10) includes an electric motor (16) drivably
`connected to one or more ground engaging wheels. A battery pack (18) stores electricity to power the electric motor (16). An en(cid:173)
`gine (24) is drivably connected to the wheels (12) with an alternator (28) connected to the engine (24) for recharging an accessory
`battery. The engine is located near the end of the vehicle (10) opposite the end where the electric motor (16) is located and the two
`motors (16) are joined with a light-weight small-diameter drive shaft (40). The alternator (28) has at least a voltage output range
`of between approximately the standard output voltage of the accessory battery (30) and the standard output voltage of the battery
`pack (18). In accordance with the present invention, a mechanism for electrically connecting the alternator (28) to the battery
`pack (18) is provided such that the alternator (28) alternatively recharges both the battery pack (18) and the accessory battery (30).
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`FOR THE PURPOSES OF INFORMATION ONLY
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`Codes used to idemify States party to the Per on the front pages ofpamphlets publishing international
`applications under the Per.
`
`AT
`AU
`BB
`BE
`BF
`BG
`BJ
`BR
`CA
`CF
`CG
`CH
`Cl
`CM
`cs
`C2.
`DE
`OK
`ES
`Fl
`
`A~~:>tria
`Australia
`Barbadus
`Belgium
`Burkina Faso
`Bulgaria
`Bcnin
`Bra:til
`Canada
`Cc:ntr.JI Arrican Republic
`Congo
`Swit:u:rland
`Cou.: d'hroirc
`Cameroon
`(:';r.:cho:.lovolki.t
`<:t.:ch Republic
`Gc:rmany
`Denmark
`Sp;~in
`Finland
`
`FR
`GA
`GB
`GN
`GR
`HU
`IE
`IT
`JP
`KP
`
`France
`Gabon
`Unncd Kingdom
`Qpinca
`Grc.:cc:c
`Hungary
`Ireland
`Italy
`Japan
`Dcmocratil: People'~ Republic
`of Korea
`Republic or Korea
`KR
`KZ
`Ka:t.alh:itom
`Ur.:chtenstc.:in
`1.1
`LK
`Sri l .. ml.a
`J.U
`Lu~c.:mbourg
`MC Monaco
`Mad~~r
`MC
`Mali
`Ml.
`MN
`Mongolii!
`
`MR
`Mauritania
`MW Malawi
`NL
`N~:tht:rlam.ls
`Norway
`NO
`NZ
`Ncw Zealand
`PL
`Poland
`PT
`Portugal
`Romania
`RO
`Russian Fcdcration
`RU
`so
`Sudan
`Swcdcn
`SE
`SK
`Slovak Republic
`SN
`Scncgal
`su
`Soviet Union
`TO
`Chad
`TG
`Tugo
`UA
`Ukraine.:
`us
`United Stat~ uf America
`VN
`VietNam
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`ELECTRIC HYBRID VEHICLE
`BACKGROUND OF THE JN\TENTION
`This application is a continuation-in-part of the U.S.
`application having a Serial Number 07/880,967 and a filing date of May 8,
`1992. This invention relates to parallel electric hybrid vehicles and
`combined series-parallel electric hybrid vehicles, and in particular to the
`location of the component parts.
`There are basically four types of electric propulsion systems
`known for vehicles. First, there is a pure electric drive vehicle. The pure
`electric drive vehicle has an electric motor which receives power from a
`main battery pack via a controller. The controller controls the speed of the
`electric motor. The major disadvantage of a pure electric drive vehicle is
`that the range is very limited and the vehicle must be stopped and connected
`to an energy source such as an electrical outlet in order to be recharged.
`The second type of electric propulsion system for vehicles is
`a series hybrid system. There are three major components in a series
`system: (1) a generator; (2) an electric motor arranged in series; and (3) an
`engine powering the generator. Mechanical energy generated by the engine
`is converted to electrical energy by the generator and is then converted back
`to mechanical energy by the electric motor. Each process of conversion is
`afflicted with losses and subsequent reductions of efficiency which is a
`significant disadvantage of this type of system.
`The main advantage of the series hybrid is that it is possible
`to operate the engine at a fixed operating point within its engine
`speed/torque map. This point can be selected so that the engine functions
`with the greatest efficiency or produces particularly low emissions.
`Nevertheless, the efficiency of the entire series hybrid drive system is less
`than satisfactory.
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`The third type of electric propulsion systems is the parallel
`hybrid system, as described, for example, in U.S. Patent 5,081,365. Parallel
`hybrid propulsion systems generally have three component areas: (1)
`electrical storage mechanism, such as storage batteries, ultracapacitors, or
`a combination thereof; (2) an electric drive motor, typically powered by the
`electrical storage mechanism and used to propel the wheels at least some of
`the time; and (3) an engine, such as a liquid fueled engine (e.g. internal
`combustion, stirling engine, or turbine engine) typically used to propel the
`vehicle directly and/ or to recharge the electrical storage mechanism.
`In parallel hybrid systems, the electric drive motor is
`alternatively driven by mechanically coupling it to the engine. When
`coupled, the engine propels the vehicle directly and the electric motor acts
`as a generator to maintain a desired charge level in the batteries or the
`ultracapacitor. While a parallel hybrid system achieves good fuel economy
`and performance, it must operate in an on and off engine parallel mode. In
`this mode, the stop-and-go urban driving uses electric power and the engine
`is used to supplement existing electric system capacity. For long trips, when
`the battery for the electric motor could be depleted, the vehicle cruises on
`the small engine and the electric system will provide the peaking power.
`The primary advantage of the parallel hybrid drive over the
`series drive previously described is improved efficiency (lower fuel
`consumption) in the engine, since the engine's mechanical energy is passed
`directly on to the drive axle. The bulky generator is no longer required,
`therepy lowering both the cost and weight of the vehicle.
`However, with extended stop and go urban driving, the battery
`pack will be often depleted and will need.a charge in addition to the charge
`received from the electric motor. Or, the engine will be required to power
`the vehicle during the stop and go driving period thereby eliminating most
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`beneficial effects of such an electric system. Therefore, the vehicle with a
`parallel system has limited inner city driving capabilities and range.
`The fourth type of electric propulsion systems is the combined
`series-parallel hybrid system, as shown and described in application Serial
`5 Number 07/880,967, the parent to the present application. The combined
`series-parallel system includes the advantages of both the series hybrid
`vehicle and the parallel hybrid vehicle. The combined series-parallel system
`also minimizes the disadvantages of both the series and parallel systems
`when taken separately. The series-parallel system is described more fully
`below.
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`The second, third and fourth systems described above have
`encountered space problems. The component parts were difficult to fit into
`a single vehicle, while allowing room for manufacture and subsequent
`maintenance work. For example, a typical parallel type of hybrid usually has
`a drive line, a drive clutch, a primary transmission, a mechanical clutch, an
`electric drive motor, a linkage to the secondary energy transfer clutch and
`from there a linkage to the internal combustion engine. The internal
`combustion engine and the electric motor have been squeezed into one end
`of the vehicle. Thus, hardware configurations have been fairly complex and
`bulky in the past. To provide additional space in some vehicles,
`manufacturers have reduced the size of the engines. This size reduction
`often accompanies a lower amount of power that the engine has to offer.
`The loss of power is counter productive to the industry's goal of increasing
`power in electric vehicles.
`SUMMARY OF TIIE INVENTION
`Due to the innate, but separate, advantages of both the series
`and the parallel drives, a method of combining series and parallel systems
`has been invented. The engine has an alternator or generator connected
`directly to the engine's drive shaft by some mechanism, for example, a fan
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`belt Generally, alternators or generators are used to charge the battery of
`a vehicle's accessory systems, such as the lights, fans, etc. These systems
`typically operate on twelve (12) volts. However, the inventor of the present
`invention realized that the alternator is very capable of high current/high
`voltage output, ranging from, but not limited to, approximately ten (10) volts
`to in excess of one hundred fifty (150) volts. In standard applications, such
`as vehicle accessory systems, voltage output is regulated to approximately
`fourteen (14) volts. Implementation of this invention allows for .efficient
`usage of the upper limits of the alternator's output capacity. Voltage output
`can be controlled by a central process controller, which directs excess current
`to the parallel system vehicle's main storage battery pack Voltage output
`can be varied to the appropriate levels by regulating the field current, among
`other methods of control.
`The current flow, for example to the twelve (12) volt accessory
`battery, or to the hybrid vehicle's main storage battery, can be controlled
`simply by solid state switching mechanism. ·An automatic, selectable voltage
`output of the alternator will also be controlled by automatic mechanism via
`the process controller.
`An alternative method of control is to set the alternator to a
`continuous high voltage level, matching that of the hybrid's main battery
`pack. A switching power supply would then channel generated current into
`the m~in battery pack, or into the vehicle's twelve (12) volt battery. The
`switching power supply has the ability to reduce voltage to the appropriate
`level, based upon which electrical system is being fed.
`
`This arrangement eliminates the main disadvantage of
`conventional parallel hybrid designs as used in a vehicle. It has been found
`that at slow speed, such as stop and go urban driving, the parallel system will
`allow the main storage battery pack to deplete its energy below a
`comfortable and usable level of charge~ A series hybrid system is more
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`adaptable to urban driving because it constantly funnels limited amounts of
`electrical energy back into the system's battery pack. The main negative of
`a series hybrid system is that it does not permit an adequate charging level
`to sustain the high energy demand associated with long term, high speed
`driving. The present invention prevents depletion of the battery pack by
`better utilizing the existing component structure typically associated with
`parallel hybrid systems.
`Prior hybrid propulsion systems were typically capable of
`operating in one or more of the following modes (but none were capable of
`operating in a choice of all of them): (1) a series hybrid, which is plugged
`in for recharge, and which uses the engine as a "range extender" when the
`electrical storage mechanism are depleted, and/or (2) a series hybrid which
`runs the engine in order to recharge its own electrical storage mechanism,
`typically via a generator/alternator, and/or (3) a parallel hybrid, which is
`plugged in for recharge, and which uses the engine and/ or the electric motor
`either separately or in unison, depending upon conditions, circumstances,
`and the process controller, in order to directly power the vehicle, and/or (4)
`a parallel hybrid similar to the one described in (3), directly above, but
`which recharges its own electrical storage system via the engine and,
`typically, a generator/alternator (see U.S. Patent No. 5,081,365). Each of
`these modes has its benefits and drawbacks, depending on circumstances,
`thus the industry is involved in debate over which system is the most
`promising.
`
`The purpose of the series-parallel functionality is to overcome
`problems inherent to either concept when employed individually. The
`advantages are increased range in the urban driving mode and a secondary
`method of range extension in highway mode without significantly increasing
`the bulk or cost of the base parallel system. In addition, the control of the
`operation of the drive motor is more versatile and efficient.
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`This invention also contemplates the location of the
`component parts. The electrical engine is located near one end of the car
`while the internal combustion engine is located near the other end.
`Preferably the electric motor is located in the end of the car that has the
`drive wheel or drive wheels. For example, in a car with front wheel drive
`the electric motor is located in the front portion of the car and the
`combustion engine is located at the rear portion of the car. The two engines
`are joined via a small diameter composite drive shaft, such as the one sold
`by H and R Composites, Inc. of New Berlin, Wisconsin. The drive shaft is
`formed of Graphite,. arimd, glass re-inforced epoxy and structural adhesive.
`The lightweight composite shaft replaces a solid stainless steel shaft at a
`600% + weight reduction.
`The location of the electric motor with respect to the internal
`combustion motor provides additional space. The space allows for larger
`15 motors that have more power.. The additional space also allows easy access
`to the motors for installation and maintenance. The present invention also
`minimizes the mechanical complexity, provides good weight distribution and
`helps minimize the overall weight of the vehicle. The present invention can
`be used in conjunction with various types of drive systems.
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`BRIEF DESCRIPTION OF THE PRA WINGS
`Figure 1 is a block diagram of the power train and the controls
`for a series-parallel vehicle;
`Figure 2 is a block diagram of the power train and the controls
`for a vehicle incorporating an additional embodiment of the series-parallel
`vehicle; and
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`Figure3 is a block diagram showing the relative location of the ·
`electric and internal combustion motors in relationship to the vehicle.
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`DEIATI .liD DESCRIPTION OF THE PREFERRED EMBODIMENTS
`Figure 1 is an embodiment usable with the present invention.
`Figure 1 illustrates in block diagram form an electric parallel hybrid vehicle
`power train and controls. An example of an electric hybrid vehicle power
`train is described, for example, in U.S. Patent 5,081,365 which was patented
`by an inventor of the present invention and which patent is incorporated
`herein by reference.
`The parallel hybrid system 10 includes a battery pack 18, an
`electric drive motor 16 powered by the battery pack 18 and an engine 24.
`10 A process controller 22 determines the prime mover of the vehicle, i.e.,
`whether the electric motor 16 powers the vehicle, or the engine 24 drives the
`vehicle, or both the electric motor 16 and the engine 24 drive the vehicle.
`The electric hybrid power train and its related controls 10
`includes ground engaging wheels 12. The wheels 12 could be either the rear
`15 wheels or the front wheels of the vehicle. In addition, it is within the scope
`of the present invention to have the drive wheels be part of a four-wheel
`drive system or a three-wheel tricycle. Only one drive wheel is necessary.
`The drive wheels 12 are connected by a drive axle 13 to a
`differential 14, the housing of the differential 14 being attached to a housing
`of a transmission (not shown). The transmission is controlled in a
`conventional manner by a gear shift lever (not shown) and a foot-operated
`clutch such as the foot-operated 48 clutch shown in FIG. 3. The foot(cid:173)
`operated clutch, gear shift lever, transmission, differential 14, drive wheels
`12 and manner of connecting the drive wheels 12 to the differential 14 are
`conventional to a standard motor vehicle.
`As mentioned above, the electric hybrid power train 10
`includes an electric motor 16 which is one of two prime movers of the
`vehicle. The electric motor 16 is preferably a 40 HP 96-volt permanent
`magnet or compound wound DC motor. Preferably, the electric motor 16
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`is located close to the drive wheels 12, however, such a location in
`relationship to the wheels is not required. As shown in FIG. 3, the electric
`motor 16 is position in one end on the vehicle (i.e. either the front or the
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`rear end).
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`The 96-volt battery pack 18 preferably consisting of eight (8)
`12-volt batteries in series is connected to the electric motor 16. H desired,
`a conductor plug (not shown) may be connected to cross the battery pack 18
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`to connect the batteries in the battery pack 18 to an off-board battery
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`charger. Such a mechanism for recharging the batteries may be desirable at
`times, though under most conditions, it will not be needed due to the on(cid:173)
`board charging capability of the present syste~ as described below.
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`The 96-volt motor 16 and 96-volt battery pack 18 are not the
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`only type that could be used. Indeed, a higher voltage motor and battery
`pack could give advantages in component weight and efficiency. It should
`be noted that the motor size and battery capacity are parameters that would
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`in fact vary with the chosen vehicle weight and size.
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`A transistorized motor speed controller 20 is positioned
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`between the electric motor 16 and the battery pack 18 and controls the
`current flow to the electric motor 16. The motor controller 20 is the link
`between the process controller 22 and the electric motor 16.. The process
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`controller 22, as described above, signals the motor controller 20 which
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`disengages the current flowing from the battery pack 18 to the electricmotor
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`16 or creates a generator from the electric motor ·16 to charge the battery
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`pack 18.
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`The motor controller 20 as used in the present invention can
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`be a commercially available pulse width modulation type such as, for
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`example, one made by Curtis PMC of Dublin, California. The motor
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`controller 20 regulates an array of parallel power MOSFET transistors to
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`vary the average current to the electric motor 16 in response to a signal
`from the process controller 22.
`At 24, is illustrated an internal combustion engine, which is the
`second prime mover of the vehicle. The engine is located in the end of the
`vehicle opposite the electric motor 16 as shown in FIG. 3. The engine 24
`is preferably a 16-hp diesel engine, but it could be a spark ignition engine,
`turbine, or any other practical prime mover. For convenience in this
`discussion, it will be referred to as a diesel engine.
`During acceleration of the vehicle, it is preferred that only the
`electric motor 16 drives the wheels 12. An electric clutch 26 positioned
`between the electric motor 16 and the engine 24 will allow the engine 24 to
`assist in driving the wheels 12 if the process controller 22 determines that
`the electric motor 16 needs assistance. Basically, such a situation arises if
`the process controller 22 determines that the electric motor 16 is not capable
`of accelerating the vehicle, such as accelerating up a steep incline. If such
`is the case, the process controller 22 will cause the engine 24 to be brought
`on line, as described below, to assist in driving the vehicle. While the engine
`24 will assist the electric motor 16 if needed, it is not desirable to use the
`engine 22 in this fashion since accelerating the vehicle with the engine 24
`bums much fuel thereby decreasing fuel economy and increasing potential
`pollution.
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`After the vehicle has accelerated using the electric motor 16
`and the electric motor 16 reaches a predetermined speed (rpm) without the
`assistance of the engine 24, the process controller 22 will cause the engine
`24 to start or rev to get the engine 24 to approximately the same speed as
`the electric motor 16, i.e., within 1% of the electric motor's rpm. Once the
`engine 24 achieves the required approximately equal rpm, the electric clutch
`26 activates such that the engine 24 also drives the wheels 12. While the
`electric motor 16 remains on line to drive the vehicle, the electric motor 16
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`is generally not needed in this capacity. Therefore, the process controller
`22 switches the electric motor 16 into a generator. The process controller
`22 controls the amount of current the electric motor 16 is capable of putting
`out and in that time puts energy back into the battery pack 18. For
`example, during an acceleration up to approximately 40 to 50 m.p.h. on the
`electric motor 16 only, it will take approximately 1 1/2 to 2 minutes to put
`that energy back in the battery pack.
`If at any time during the driving of the vehicle, after the
`acceleration period, the process controller 22 senses that extra power is
`needed to maintain a constant speed, such as accelerating to pass or
`climbing a steep incline, the process controller 22 will signal the motor
`controller 20 to activate the electric motor 16 to assist the engine· 24.
`Basically, if the process controller 22 determines that the engine 24 needs
`additional power or rpm, the electric motor 16 is brought on line to assist
`in driving the wheels 12. In a standard vehicle, if the foot pedal is depressed
`to a certain point, the speed of the vehicle. will be directly dependant on
`whether the vehicle is on a flat surface or an incline. With the vehicle of the
`present invention, if the foot pedal is depressed to a certain point, the speed
`of the vehicle will be at a certain predetermined speed, regardless of
`20 whether the vehicle·is travelling on a flat surface or an incline. Therefore,
`if the engine 24 is not capable of maintaining the speed of the vehicle, the
`process controller 22 will activate the electric motor 16 to· assist in driving
`the vehicle. Once that extra assistance is no longer needed, the process
`contr~ller 22 will signal the motor controller 20 to cease the supply of
`electricity coming from· battery pack 18 to the electric motor 16 and cause
`the electric motor 16 to operate as a generator to charge the battery pack
`18.
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`Preferably, the electric clutch 26 is of any type which is capable
`of being be engaged or released at will such as an AT clutch by Warner
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`Electric, a subsidiary of DANA When engaged, the electric clutch 26
`couples the engine 24 to the input shaft of a transfer case (not shown),
`which is preferably a belt drive, but may be a gear or chain drive. Space
`permitting, the output shaft of the engine 24 could be aligned with the shaft
`of the electric motor 16 and the electric clutch 26 could selectively couple
`the engine 24 and the electric motor 16 directly without any need for a
`transfer case.
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`It will also be understood that requirements of available space
`in the vehicle might dictate some other configuration for selectively coupling
`the engine 24 to the electric motor 16. For example, a third shaft with a
`transfer case on each end of the shaft might be needed. It is within the
`scope of the present invention to cover any configuration required, so long
`as the engine 24 is coupled to the electric motor 16, through mechanism
`which may be engaged to release at will. The electric clutch 26 is a
`preferred device for this purpose due to the ease of controlling it, but other
`mechanism could be employed, such as, a centrifugal clutch and pneumatic
`clutches.
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`The engine 24 is equipped with and drives an alternator 28,
`such as a Motorola 150A alternator DC power unit which is capable of high
`current/high voltage output, ranging from but not limited to, approximately
`10 volts to an excess of 150 volts. In standard applications, such as vehicle
`accessory systems, voltage output is regulated to approximately 14-volts. The
`14-volt output of the alternator 28 charges an accessory battery 30 which
`may be a single heavy duty 12-volt automotive battery. A group of
`accessories, which the accessory battery 30 controls and powers, includes
`such conventional automotive equipment as horn, lights, windshield wiper,
`etc. In addition, engine 24 also has a conventional starting motor (not
`shown) activated by a starter solenoid and powered by the accessory battery
`30.
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`In· accordance with the present· invention, the alternator is
`additionally connected to the battery pack 18. In order to charge the battery
`pack 18, the voltage output of the alternator 28 must be compatible to
`charge the battery pack 18. Therefore, the process controller 22 includes a
`regulator control 34 which controls the voltage output of the alternator 28.
`The regulator control34 adjusts the voltage of the alternator from a voltage
`compatible to charge the accessory battery 30 to a voltage compatible to
`charge the battery pack 18 and back to the voltage compatible to charge the
`accessory battery 30. Typically, the voltage compatible to charge the battery
`pack 18 is substantially greater than the voltage compatible to charge the
`accessory battery 30.
`The regulator control 34 is actually part of the process
`controller 22 such that when the accessory battery 30 is completely charged,
`the process controller 22 will initiate the regulator control 34 to adjust the
`voltage upward and charge the battery pack 18. As mentioned, the battery
`pack 18 has a typically much higher voltage than that of the accessory
`battery 30. The voltage output of the ·alternator 28 is adjusted by the
`regulator control 34 to match the requirements of the accessory battery 30,
`"""
`which receives the highest priority in the voltage flow hierarchy as will be
`described below. Excess capacity, already at a compatible higher voltage
`level, is then made available to the battery pack 18 on a secondary priority
`level.
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`In the preferred embodiment, the actual switching of the
`voltage path from. the alternator 28 to the accessory battery 30 and the
`battery pack 18 is accomplished through a switching mechanism 32. The
`switching mechanism 32 is positioned between the alternator 28 and the
`accessory battery 30 and the battery pack 18. The switching mechanism 32
`receives signals from the process controller 22 directing tbe voltage output
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`of the alternator 28 to either the accessory battery 30 to the battery pack 18
`depending on the signal from the process controller 22.
`·In the preferred embodiment, the alternator 28 will have a
`voltage output of approximately 14-volts when charging the accessory battery
`30 and a voltage output of approximately 90-volts when charging the battery
`pack 18. Once the accessory battery 30 has been completely charged, the
`process controller 22 will increase the voltage output of the alternator 28
`and will also signal the switching mechanism 32 to switch the path of the
`voltage from the accessory battery 30 to the battery pack 18. Thereafter, the
`voltage output of the alternator 28 will be directed to the battery pack 18
`until the accessory battery 30 requires recharging. Thereupon, the process
`controller 22 will alter the voltage output of the alternator 28 to a suitable
`lower voltage and signal the switching mechanism 32 to begin directing the
`voltage to the accessory battery 30. This process will occur until once again,
`the accessory battery 30 is completely charged.
`Another embodiment of the present invention is referred to in
`Figure 2. For ease of understanding, like elements will be referred to with
`like reference characters.
`As best illustrated in Figure 2, the voltage output from the
`alternator 28 would be directed directly into the battery pack 18. In this
`embodiment, the process controller 22 and the switching mechanism 32 are
`not required. The voltage output would be preset at an approximate
`constant amount. A power supply 36 connected to receive some of the
`output voltage of the alternator reduces that portion of the voltage output
`of the alternator 28 such that the accessory battery 30 would also receive a
`compatible voltage.
`FIG. 3 illustrates the specific location of the electric motor 16
`and the combustion engine 24 with respect to the vehicle. The internal
`combustion engine 24 is located in one end portion 38 of the vehicle. The
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`engine 24 is joined to a small diameter composite drive shaft 40 such as the
`one described sold by H and R Composites, Inc.· as described above, which
`is incorporated herein by reference. The drive shaft 40 is connected to the
`electric motor 16 via the fly wheel42 and the electric clutch 26. The electric
`5 motor 16 is located in the end portion 44 of the vehicle opposite the end
`portion 38. Note the end portion 44 may be the front portion of the vehicle
`where motors are located in standard vehicles or the end portion 44 may be
`the area where the trunk is located in standard vehicles. Additionally, the
`vehicle may be front wheel or rear wheel drive regardless of whether the
`electric motor 16 is in the front or rear end of the vehicle. Preferably, the
`electric motor 16 is located in the front of the vehicle when the vehicle has
`front wheel drive and in the rear of the vehicle when the vehicle has rear
`wheel drive. Thus, either the wheels 12a or the wheels 12b may be the drive
`wheels. The electric motor 16 is connected to a transaxle 46 via a foot
`operated clutch 48. The transaxle 46 may be a four-speed transaxle.
`The design shown in FIG. 3, provides several distinct
`advantages. The design has little mechanical complexity, provides spacing
`between the component parts, and allows easy access to the component
`parts. These features simplify manufacturing and maintenance work. The
`design also teaches ·a system that can be adapted to almost any internal
`combustion engine in any car. The design provides good weight distribution
`in the vehicle. And the design uses a light weight drive shaft, to help
`minimize the overall weight of the vehicle.
`It can be seen that any series hybrid or parallel hybrid vehicle
`can be adapted to use the preferred embodiment of the present invention.
`First, regardless of the hybrid type, an high voltage alternator can be placed
`(or may already exist) in the vehicle. The· high voltage alternator is then
`connected to the battery pack of the electric motor. A voltage reducer can
`be connected to the accessory batteryto prevent the accessory battery from
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`receiving an incompatible voltage. Then, so long as the engine is running,
`the batte