`
`__ _’
`E g
`8:: :3
`$§
`.15?" .C
`_s——:
`(1)
`== 1'
`.1 i
`. REGIQERED PATENT
`ATIQRNEY
`ADMITTED TO BARS
`0F PA 8 MD
`
`NOT ADMITTED
`IN RI
`
`U.S. PTO
`
`13/065704
`03/29/2011
`
`MICHAEL M. DE ANGELI, P.C.
`ATTORNEY AT LAW
`so INTREPID LANE
`
`JAMESTOWN, RHODE ISLAND 02835
`(401) 423-3190
`
`FAX: (40!) 423v3l9l
`E-MAIL: MDEANGE®COX.NET
`
`IN THE UNITED STATES PAIENT AND TRADEMRRK OFFICE-
`
`RULE 60 APPLICATION
`
`Atty. Dkt. PAICE201.DIV.10
`
`_Hon. Commissioner for Patents
`P.O. Box 1450
`
`Alexandria, VA 22313-1450
`
`Sir:
`
`This is a request for filing a divisional application under 37
`CFR § 1.60 of pending prior application Serial No. 12/320,600 filed
`on January 29, 2009 entitled Hybrid Vehicles
`
`Full
`
`Name
`
`of
`
`first
`
`joint
`
`inventor: Alex
`
`J.
`
`Severinsky
`
`Residence: Washington, D.C.
`
`Citizenship: U S
`
`Post Office Address: 4704 Foxhall Crescent, Washington D.C. 20007
`
`Full Name of second joint inventor: Theodore Louckes
`
`(deceased)
`
`Residence:
`
`Holly, Michigan
`
`Citizenship:
`
`U.S.
`
`Post Office Address:
`
`10398 Appomattox, Holly MI 48442
`
`X
`
`the prior application as originally
`Enclosed is a copy of
`filed.
`I hereby verify that the attached papers are a true
`copy of
`the prior application Serial No.
`12/320,600 as
`originally filed on January 29, 2009.
`
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`X
`
`The filing fee is calculated below: Claims as filed,
`claims canceled:
`
`less any
`
`CLAIMS
`
`Total
`
`Indep.
`
`LARGE ENTITY
`
`Basic Filing Fee:
`
`$ 330
`
`1
`
`1
`
`—
`
`-
`
`20
`
`3
`
`= '
`
`=
`
`o
`
`0
`
`x
`
`x
`
`$52
`
`$220
`
`$
`
`0
`
`0
`
`1
`Search fee
`Examination fee
`Size fee
`
`Total Fee
`
`'
`
`_
`
`$540
`$220
`$540
`
`$1630
`
`The Commissioner is hereby authorized to charge fees under 37
`CFR § 1.16 and § 1.17 which may be required, or credit any
`overpayment to Deposit Account No. 04-0401.
`A duplicate copy
`of this sheet is enclosed.
`
`Status as a "small entity" under 37 CPR 1.9 is claimed by way
`of the attached declaration.
`
`A preliminary amendment is enclosed.
`
`An information disclosure statement is enclosed.
`
`X
`
`x
`
`Cancel the following claims before calculating the.filing fee:
`1 — 15.
`
`A credit card authorization for the filing fee is enclosed.
`
`filed on
`Priority of application Serial No.
`in (country)
`is claimed under 35 U.S.C. § 119.
`
`a)
`
`b)
`
`Certified copy is on file in prior application
`Serial No.
`filed
`
`Certified copy filed herewith.
`
`2
`
`Page 2 of 277
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`X
`
`Amend the specification by inserting the following before the
`first line thereof:
`
`This is a divisional application of application Serial No.
`12/320,600,
`filed January 29, 2009, which was a divisional
`application of Ser. No. 11/459,458,
`now patent 7,520,353,
`which was
`a divisional application of Ser. No. 10/382,577
`filed March 7,
`2003,
`now patent 7,104,347, which was
`a
`divisional application of Ser. No. 09/822,866 filed April 2,
`' 2001, now patent 6,544,088, which was a continuation—in-part
`of Ser. No.
`09/264,817
`filed March
`9
`1999,
`now patent
`6,209,672,
`issued April
`3,
`2001, which
`in turn claimed
`priority from provisional application Ser. No. 60/100,095,
`filed September 14, 1998, and was also a continuation-in-part
`of Ser. No. 09/392,743 filed September 9, 1999,
`now patent
`6,338,391 issued January 15, 2002,
`in turn claiming priority
`from provisional application Ser. No. 60/122,296, filed March
`1, 1999.
`-
`
`the prior application to this
`for
`the drawings
`Transfer
`application,
`and abandon said prior application as of
`the
`filing date accorded this application.
`A duplicate copy of
`this sheet
`is enclosed for filing in the prior application
`file.
`
`X
`
`X
`
`‘ X
`
`New formal drawings are enclosed.
`
`The prior application is assigned of record to PAICE LLC via a
`document dated April 28, 2004 and recorded by the Patent and
`trademark Office as Reel 014546, Frame 0351.
`
`The original power of attorney in the prior application (filed
`in Ser. No. 09/822,866)
`is to Michael de Angeli, Reg. No.
`27,869.
`
`X Address all future communications to:
`
`Michael de Angeli
`6O Intrepid Lane
`Jamestown RI 02835
`401-423-3190
`
`X
`
`The undersigned declares further that all statements made
`herein of his own knowledge are true and that all statements
`made on information and belief are believed to be true; and
`further that
`these statements were made with the knowledge
`
`3
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`that willful
`
`false statements
`
`and the like so made are
`
`punishable by fine or
`1001 of Title 18 of
`
`imprisonment, or both, under Section
`the United States Code and that such
`
`willful false statements may jeopardize the validity of the
`application or any patent issuing thereon.
`
`Respectfully submitted,
`
`Dated: ?/ZS.//// WReg. No. 27,869
`
`60 Intrepid Lane
`Jamestown RI 02835
`
`401-423-3190
`
`Page 4 of 277
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`g"
`
`..
`
`‘
`
`1
`
`11an vnnxcnaa
`
`Inventors: Alex J. Severinsky
`Theodore N. Louckes
`
`5
`
`[0
`
`15
`
`
`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
`applicatiOn 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.
`
`E' J:
`
`1'
`I
`I]
`E
`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
`
`20
`
`economy and reduced pollutant emissions.
`
`Diacussign_ct_ths_zrigr_nrt
`
`25
`
`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
`
`30
`
`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
`
`to make an alternate fuel
`such as ethanol
`degree. Moreover,
`extent necessary' to achieve
`available
`to the
`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
`
`.0
`
`15
`
`20
`
`typically no more than 150 miles, have insufficient power
`range,
`for acceleration and hill climbing except when the batteries are
`
`25
`
`30
`
`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 power' plants,
`so that using electric
`vehicles merely moves the source of the pollution, but does not
`eliminate it. Furthermore, comparing the respective net costs per
`mile of driving, electric vehicles are not competitive with
`ethanol-fueled vehicles, much less with conventional gasoline-
`fueled vehicles. See, generally, Simanaitis, "Electric Vehicles",
`
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`Reynolds,
`Road & Track, May 1992, pp. 126-136;
`CRX", Road & Track, October 1992, pp. 126~129.
`et a1 0.8. patent 5,492,192 shows such an electric
`Brooks
`ation of
`vehicle; the invention appears to be directed to incorpor
`antilock braking and
`traction control
`technologies
`otherwise conventional electric vehicle.
`to
`the ,years
`Much attention has also been paid Hover
`development of electric vehicles including internal combustion
`ing generators,
`thus eliminating the defect of limited
`engines power
`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
`
`into.
`
`an
`
`"AC PropulSion
`
`15
`
`20
`
`25
`
`30
`
`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
`
`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 combustion engine is most
`
`torque.
`its _maximum output
`producing near
`efficient when
`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
`
`15
`
`20
`
`25
`
`30
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`1:
`
`least approximately 25% of engine
`the cost and
`
`those components consumes a
`Further, such components add substantially to
`power.
`an electric motor capable of
`weight of the vehicle;
`in particular,
`.,
`to
`g sufficient torque to meet all expected demand, e.g
`providin
`during hill-
`allow reasonable performance under acceleration,
`'climbing and the like, is rather heavy-and expensive.
`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 a complex gear
`train so that both can provide torque
`directly to the wheels,
`the vehicle being operated ix: 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
`
`Thus, series
`
`H
`
`20
`
`25
`
`30
`
`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 et
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`‘ ns
`O
`al also indicate that one or even two variable-speed transmiSSio
`'
`'
`-
`2 and 36 - 38 of
`may be required; see, e.g., col. 3,
`lines 19
`2
`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"
`
`for controlling the
`and means
`comprising paired bevel gears
`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.
`
`Belling 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
`
`10
`
`15
`
`20
`
`25
`
`30
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`Hell
`
`excess energy;
`
`ing the relative rates of rotation of the motor and engine
`a flywheel is provided to store excess
`input shafts are fixed;
`0 store excess electrical
`.
`mechanical energy as well as a battery t
`energy. Albright, Jr. et a1 patent 4,588,040 shows another hybrid
`drive scheme using a flywheel
`in addition to batteries to store,
`various complicated rmechanical connections are
`Capacitors have also been
`
`provided between the various components.
`proposed for energy storage; see Bates et a1 U.S. patent 5,
`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.S. Patent Nos. 4,405,029 and 4,470,476 also disclose
`
`318,142.
`
`5
`
`10
`
`15
`
`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
`
`20
`
`electric motor may drive the vehicle at low speeds up to 20 mph,
`
`25
`
`30
`
`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).
`
`the Hunt vehicle does not meet the objects of the
`However,
`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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`by
`
`a
`
`conventional
`of
`converter
`torque
`"fluid coupling or
`2,
`lines 16 — 17. Such transmissions and fluid
`construction". Col.
`t, are heavy,
`couplings or torque converters are very inefficien
`bulky, and costly, and are to be eliminated accOrding
`in detail below.
`I of the present invention, again as discussed
`Furthermore,
`the primary means of battery charging disclosed_
`by Hunt involves a further undesirable complexity, namely a turbine
`The turbine
`. driving the electric motor in generator configuration.
`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
`
`to one object
`
`IO
`
`15
`
`20
`
`25
`
`30
`
`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,
`is energized as well.
`
`the motor
`
`A further Kawakatsu patent, No. 4,335,429,
`
`shows a hybrid
`
`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,w
`
`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 sized 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
`
`0
`
`15
`
`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
`
`20
`
`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
`
`25
`
`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
`
`30
`
`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 31
`
`(4,697,660). Kinoshita (3,970,163)
`
`shows a vehicle of this general
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`s turbine engine is coupled to the road wheels
`an electric motor is provided
`
`type wherein 3 ga
`through a three-speed transmission;
`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 a1
`(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
`a: complex drive system involving an internal combustion
`engine driving two electric motors; the torque 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
`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 a cmmpressed-air or similar mechanical starter for the
`
`internal combustion engine of a series hybrid, such that batteries
`of
`limited current
`capacity could be used;
`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 (1,324,014) and Reinbeck (3,388,325).U.S. Patent
`
`No. 4,578,955 to Medina shows a hybrid system wherein a gas turbine
`is used to drive a generatbr as needed to charge batteries. Of
`
`10
`
`10
`
`15
`
`20
`
`25
`
`30
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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
`
`safety and in accordance with industry practice,
`reasons of
`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
`
`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
`
`15
`
`20
`
`25
`
`30
`
`11
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`.more particularly,
`the second;
`wheels, and an electric motor
`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 Aprovided 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.
`
`"The ‘Technological Constraints of Mass, Volume,
`Bullock,
`Dynamic Power Range and Energy Capacity on the Viability of Hybrid
`
`SAE Paper No. 891659 (1989) provides a
`and Electric Vehicles",
`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
`
`for
`through a variable-speed transmission, would be optimal
`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.
`
`Further related papers are collected in Electric_and_flybrid
`yehicle_mechnelegx, volume SP-915, published by SAE in February
`1992.
`See also Wouk, "Hybrids: Then and Now"; Bates,
`"On the road
`with a Ford KEV", and King et a1, "Transit Bus takes the Hybrid
`Route", all in IE£E_§pggtzum, 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
`
`12
`
`15
`
`20
`
`25
`
`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
`
`i0
`
`15
`
`20
`
`col. 7,
`
`lines 49 - 56.
`
`25
`
`30
`
`The Urban et al 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 -
`
`10), and also to propel the vehicle during cruising (see col. 6,
`
`lines 48 - 54).
`
`The electric motors are to be used only during
`
`lines 10 — 13. A 20
`rapid acceleration and hill-climbing; col. 5,
`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