EEE 5
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`=*“ m
`8% ,5
`ro-——----:1‘.
`ifieaa :
`.a=n= .
`-ease W
`==g fl
`F: -1 i
`. REGIQEBED PATENT
`nrtqfiufiv
`ADMJTTED TD BARS
`OF PA 5 H0
`
`NOT ADMITTED
`EN Hi
`
`lLS.PTO
`13a'065704
`
`O3.~'29.-‘Z011
`
`MICHAEL M. or. ANGELI, P.C.
`A-r-ronurr AT Law
`6olNTREPfl)LANE
`
`JAMESTOWN,RHODEIsLANDoze35
`Mon 42.3-zneo
`
`FAX: mot] 423-2119:
`EMAIL: HDEANGEQCOXNET
`
`IN THE UNITED STATES PATENT AND TRADEMERK OFFICE-
`
`RULE 60 APELICAIION
`
`Atty. Dkt. PRICE201.DIV.lO
`
`_Hon. Commissioner for Patents
`.P.O. Box 1450
`
`Alexandria, VA 223l3~l450
`
`Sir:
`
`This is a request for filing a divisional application under 37
`l2/320,600 filed
`CFR § 1.60 of pending prior application Serial No.
`on January 29, 2009 entitled Hybrid Vehicles
`
`Full
`
`Name
`
`of
`
`first
`
`joint
`
`inventor:
`
`Alex
`
`J.
`
`Severins]-:1
`
`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
`as
`copy of
`the prior application Serial No.
`12/320,600
`2009.
`originally filed on January 29,
`
`Page 1 of 277
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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
`
`l
`
`l
`
`I
`
`-
`
`-
`
`20
`
`3
`
`= '
`
`=
`
`O
`
`0
`
`X
`
`X
`
`552
`
`5220
`
`S
`
`O
`
`0
`
`'
`Search fee
`Examination fee
`Size fee
`
`Total Fee
`
`‘
`
`_
`
`_
`
`$540
`$220
`SSQO
`
`"$1630
`
`The Commissioner is hereby authorized to charge fees under 37
`CFR § 1.16 and § l.l7 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 CFR 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
`
`l_\JILll
`
`‘
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`

`
`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
`applicaticnx 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.
`09/264,81?
`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.
`
`1*Is
`
`|><
`
`lx
`
`New formal drawings are enclosed.
`
`The prior application is assigned of record to PAIGE 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.
`21,869.
`
`Address all future communications to:
`
`Michael de Angeli
`60 Intrepid Lane
`Jamestown RI 02835
`401-423-3190
`
`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
`
`Page 3 of 277
`
`uulhla
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`

`
`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.
`
`Dated:
`
`Respectfully submitted,
`
`I ‘Reg. No. 27,869
`
`60 Intrepid Lane
`Jamestown RI 02835
`
`401-423-3190
`
`Page '4 of 277
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`

`
`;.
`
`.—,,f
`
`.-
`
`,‘_
`
`mrsnrn vaaxcnsa
`
`Inventors:
`
`Alex J. Severinsky
`Theodore H. Louckes
`
`
`
`a continuation»in~part of Ser. No.
`
`This
`application is
`issued
`09/254,317, filed March 9-, 1999, now U. s. patent 5.209.672.
`April 3, 2001. which in turn claims priority from provisional
`60/100,095, filed September 14, 1998. and is
`application Ser. No.
`also a continuation—in~part of Ser. No; 09/392,743, filed September
`9, 19§9, which in turn claims priority from provisional application
`
`Ser. No. 60/122,296, filed March 1, 1999-
`
`
`
`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 coat, while achieving substantially improved fuel
`
`economy and reduced pollutant emissions.
`
`so
`
`I
`
`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
`
`10
`
`15
`
`20
`
`25
`
`30
`
`Page 5 of 277
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`5of2?T
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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,
`
`typica1lY N0x'
`
`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 Coflfiervation 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
`
`typically no more than 150 miles, have insufficient power
`range,
`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-
`range and extended recharging time of
`which the limited.
`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
`ethanolvfueled vehicles, much
`less with conventional gasoline-
`fueled Vehicles See. generally. Simanaitis, "Electric Vehicles",
`
`15
`
`20
`
`25
`
`30
`
`-Page 6 of 277
`
`6 of 277
`
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`

`
`-
`Road & Track; May 1992. PP-
`
`-
`-
`125 135,
`
`Reynolds:
`
`"AC Pro ulsion
`P
`
`cax", Road & Track, October 1992, pp- 125429-
`Brooks et al u.s. patent 5,492,197!
`-°-’-hm-'5 Such '3“ 519° “C
`.
`-
`'
`'
`tion of
`the lnvention appears to be directed to incorpora
`vehicle;
`.
`-
`'
`' t
`.
`antllock braking and
`traction control
`technologies
`in o_
`
`a
`
`n
`
`otherwise conventional electric vehicle.
`
`Much attention has also been paid over
`
`the _ye3rS t0
`
`development of electric vehicles including internal combustion
`engines powering generators,
`thus eliminating the defect of limited
`range exhibited by simple electric vehicles. The simP1e5t 5”?“
`vehicles operate on the same generfll PrinCiP1e as di953l‘ele°tr1°
`
`locomotives used by most railroads.
`
`In such systems, an internal
`
`combustion engine drives a generator providing electric P°W9r t°
`
`traction motors connected directly to the wheels of the Vehicle-
`
`15
`
`This
`
`system has
`
`the advantage
`
`that
`
`no variable
`
`gear
`
`ratio
`
`transmission is required between the engine and the wheels of the
`
`vehicle.
`
`20
`
`25
`
`30
`
`torque at zero engine speed (RPM)
`
`More particularly, an internal combustion engine produces zero
`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-
`vratio 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.
`traction motors produce full torque at zero RPM and thus can be
`
`Electric
`
`Page 7 of 277
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` 7
`
`

`
`connected directly to the wheels; when it is desired that the train
`should accelerate,
`the diesel engine
`is SimP1Y thr°tt1ed to
`
`increase the generator output and the train begins t0 WOVE-
`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
`
`i5 mO5t
`
`torque.
`its maximum output
`near
`producing
`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 ne3r1Y
`
`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
`
`1ow—speed operation and'the like.
`
`So~cal1ed "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 fuelnefficient output power
`range while still allowing the electric traction motor{s) powering
`the vehicle to be operated as required. Thus the engine may be
`1°aded bY 5uPPlYing torque to a generator charging the batteries
`Vhile 5“PP1Ying 3leCtriCa1- Power
`to the traction motor(s)
`as
`required, so as to operate efficiently. This gygtem Qverccmes the
`limitations of electric vehicles
`
`to
`
`noted above with respect
`limited range and long recharge times.
`
`Thus, as compared to a
`
`conventional vehicle, wherein the
`
`d91iVer3_t0rqU3 directly to the wheels,
`
`internal
`combustion engine
`in a series hybrid electric
`
`Vehicle,
`
`tflrque is delivered from the engine to the wheels via a
`
`the
`a battery charger,
`serially connected generator used as
`batterYa and the traction motor. However, energy transfer between
`
`Page 8 of 277
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`R nf 'J':-"1"
`
`M
`
`20
`
`25
`
`30
`
`

`
`least aPPr0Kimate1Y 25% (fig englne
`those components consumes at
`t
`th cost and
`Power. Further, Such C°mP°nent5 add Substantially O
`E
`-
`a
`_
`a
`I
`‘
`g
`weight of the vehicle:
`in Particular» 3“ electric m°t°r C P
`providing sufficient torque to meet all exPECted demand! e'g" to
`allow reasonable performance under acceleration, during hill-
`'c1imhing and the like,
`is rather heavy-and eXP3“5iV3- Thus! Series
`hybrid vehicles have not-been immediately successful-
`A more promising “parallel hybrid" approach is shown in U.S.
`Patent Nos. 3,565,717 and 3,732,751 to Berman et al. In Berman et
`al an internal combustion engine and an electric motor are matched
`
`Of
`
`thrommi a complex gear
`
`train so that both can provide torque
`
`directly to the wheels,
`
`the vehicle being operated in Several
`
`different modes. Where the output of the internal combustion engine
`
`is more
`
`than necessary to drive
`
`the vehicle
`
`("first mode
`
`0
`
`[5
`
`operation") the.engine is run at constant speed and excess power is
`
`converted tar
`
`a 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,
`
`20
`
`a second motor/generator or "torquer" provides additional torque as
`needed.
`
`25
`
`30
`
`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 he no more complicated to operate
`than conventional vehicles, and must be essentially "foolproof",
`that 15:
`r95i5tant
`t0 damage that might be caused by operator
`err°r- F“rther:
`the gear train shown by Berman et al appears to be
`quite complex and difficult to manufacture economically. Berman et
`
`Page 9 of 277
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`
` 777
`
`

`
`al also indicate that one or B
`
`ven two variablewspeed transmissions
`
`_ 22 and 36 ~ 38 of
`
`32 751
`lin95 19
`may be required; see, e.g., C01: 3:
`-
`r
`patent 3,555,717, and col. 2,
`lines 53 — 55 of patent 3.7
`Lynch et al patent 4,165,795 also shows an early Parallel
`Lynch argues that maximum fuel efficiency can be‘
`hybrid drive.
`realized when a relatively small
`internal combustion engine 15
`provided,
`such that when the engine is operated at an efficient
`speed, it produces approximately the average P°WBr required Over a
`The example given is of an engine producing 35
`
`typical mission.
`
`10
`
`15
`
`20
`
`hp maximum and 17 hp
`This is to be combined.with an electric motor~generator of about 30
`
`at its most efficient speed, about 2500 rpm-
`
`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
`
`or provide additional
`battery),
`A variab1e—speed transmission is coupled
`between the torque transmission unit and the propelling wheels.
`Both
`the
`torque
`transmission unit
`and
`the
`
`propulsive torque.
`
`variab1e—speed
`tra“5m15$i°n are C°mP1EK; heavy. and expensive components,
`the use
`of which would preferably be avoided.
`
`Helling U-3- patent 3,923,115 also shows a hybrid vehicle
`having a torque transmission unit for combining torque from an
`'
`I
`Electric motor and an internal combustion engine
`However
`in
`
`Page 10 of 277
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`
`ive rates of rotation of
`
`the motor and engine
`
`a flywheel
`
`excess energy;
`
`.
`
`Helling the relat
`is provided to store excess
`_
`input shafts are fixed;
`_
`1
`electrica
`.
`mechanical energy as well as a batterY t0 5t°re excess
`.
`h b id
`'
`energy, Albrlght, Jr. et al patent 4,533,040 shows another
`Y I
`.
`-
`-
`-
`'
`t
`t
`drive Scheme uglng a flywheel
`in addition to batteries
`o s ore
`'
`-
`.
`-
`e
`various complicated -mechanical connections ar
`capacitors have also been
`
`10
`
`15
`
`20
`
`25
`
`30
`
`provided between the various components.
`proposed for energy storage; see Bates et al U.S. patent 5.313:143-
`Fjaiistz.-om U.s. patent 5,120,232 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 4,470,475 3150 di5C1059
`
`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 w 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 ~ 15),
`
`the Hunt vehicle does not meet
`However,
`present invention, as discussed in detail below.
`each embodiment
`
`requires
`
`a conventional manual or
`
`the objects of the
`
`Hunt's vehicle in
`
`automatic
`
`transmission. See col.
`
`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)
`
`2,
`
`Page 11 of 27?
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`11 0!27?
`
`

`
`conventional
`of
`converter
`torque
`"fluid coupling or
`a
`by
`construction". Col. 2,
`lines 16 — 17. Such transmissions and fluid
`couplings or torque converters are very inefficient! are he?vY'
`bulky, and costly, and are to be eliminated according to one Oblect
`i of the present invention, again as discussed in detail below.
`Furthermore,
`the primary means of battBrY Charging di5C1°?ed_
`by Hunt involves a further undesirable complexity, namB1Y 3 turbine
`I driving the electric motor in generator configur3ti°n- The turbine
`
`5
`
`is fueled by waste heat from the internal combustion engine. See
`‘ col. 3,
`lines 10 — 6D.‘Hunt's internal combustion engine is also
`
`[0
`
`fitted with an alternator,
`
`for
`
`additional battBrY Charging
`
`capability, adding yet further complexity. Thus it is clear that»
`
`Hunt fails to teach a hybrid vehicle meeting the Object5 of the
`
`present
`
`invention ~ that
`
`is,
`
`a hybrid vehicle competitive with
`
`15
`
`conventional vehicles with respect
`
`to performance,
`
`cost
`
`and
`
`complexity, while achieving substantially improved fuel efficiency.
`
`Kawakatsu U.S. Patents Nos. 4,305,254 and 4,497,132 show a
`
`parallel hybrid involving 2: single internal combustion engine
`
`coupled to the drive wheels through a conventional variable-ratio
`
`20
`
`transmission,
`
`an electric motor,
`
`and an alternator,
`
`to allow
`
`25
`
`30
`
`efficient use of the internal combustion engine. As in the Hunt
`
`the engine is intended to be operated in a relatively
`disclosure,
`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 :3 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
`
`to be stored by the battery, and is used in a regenerative
`energy,
`braking mode.
`The second smaller motor/generator is similarly used
`
`,
`Page 12 of 277
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`to provide additional torque and additional regenerative braking 33
`needed.
`
`More particularly,
`the latter Kawakatsu patent asserts that
`a single electric motor sized to provide sufficient
`torque t0
`propel
`the vehicle would not be capable of providing sufficient
`regenerative braking force; see col. 1,
`line 50 * G0l-
`2 line 3-
`
`Accordingly, Kawakatsu provides two separate motor/generators, as
`
`noted; a separate engine starting motor is'also provided.
`
`See col.
`
`the
`shown,
`In _the
`23.
`-
`22
`lines
`6,
`motor/generator is connected to the wheel drive shaft, while the
`
`embodiment
`
`larger
`
`15
`
`20
`
`-25
`
`30
`
`engine and the smaller motorfgenerator 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 ‘
`In several cases the electric motor drives one set of
`
`is required.
`
`wheels and the internal combustion engine drives a different set,
`
`See generally Shea (4,130,136); Fields et a1 (4,351,405); Kenyon
`(4,438,342); Krohling (4,593,779); and Ellers (4,923,025).
`ManY 05 thege 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
`"here the lnternal °°mbu5ti°“ engine and/or the electric motor are
`not capable Of Supplying Sufficient torque at low speeds. See Rosen
`(3,791,473); Rosen (4,259,280); Fiala (4,400,997); and wu et al
`(4*697r5503- Kin°5hita (3r970r163)
`shows a vehicle of this general
`
`Page 13 of 277
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`13 hr o-7'-z
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`

`
`.
`-
`'
`-
`.
`1
`type wherein a gas turbine engine is coupled to the road whee s
`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
`
`et
`
`al
`
`discussed above, see Bray (4,095,664); Cummin95 (4:143r193)I M03359
`(4,305,155);
`Park
`(4,313,050); McCarthy
`(4,354,144);
`(4,533,011); Kawamura
`(4,951,769);
`anti Suzuki. et al
`Various of.these address specific problems arising in
`
`Heidemeyer
`
`(5,053,532).
`
`10
`
`15
`
`20
`
`25
`
`30
`
`the manufacture or use of hybrid vehicles,
`design improvements.
`For example, Park addresses certain specifics
`
`or specific alleged
`
`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
`(3,525,374),
`'
`showing a series hybrid using a gas
`
`include Toy
`
`turbine as internal combustion engine; Yardney (3,650,345), showing
`
`use of a compressed—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
`(3,374,472); Horwinski
`(4,042,055); Yang
`(4,552,394); Keedy
`(4,511,455);
`and Laxen
`(4r315r334)F M0ri
`131523.553): Grady.
`Jr.
`(3,454,122); Papst
`(3,211,249); Nims et al
`(2,666,492); and Matsukata (3,502,165).
`Additional references showing parallel hybrid vehicle drive systems
`include Froelich {1.824.o14) and Reinbeck (3,a53,325).U.s. Patent
`No. 4,578,955 to Medina shows a hybrid system wherein a gas turbine
`'
`-
`I
`15 used t0 dr1V3'a generator as needed to charge batteries. of
`
`10
`
`Page 14 of 277
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`

`
`5
`
`0
`
`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,
`
`153 or 216 volts and the generator should
`
`deliver current in the range of 400 to 500 amperes. Those of skill
`
`involve
`these high currents
`recognize that
`in the art will
`‘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,
`
`15
`
`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.
`
`20
`
`'
`
`U.S. Patent No. 4,439,989 to Yamakawa shows a system wherein
`
`25
`
`30
`
`so that
`internal combustion engines are provided,
`two different
`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 lowmspeed,
`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
`
`N
`
`Page 15 of 277
`
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`

`
`.m0re Particularly’
`the second?
`wheels, and an electric motor
`Kalberlah indicates that mechanical combination of the tfirque fr°m
`
`an internal combustion engine and an electric motor is impractical.
`
`Gardner U.S.
`
`patents
`
`5,301,764
`
`and
`
`5,346,031
`
`follow
`
`Kalber1ah's teachings,
`
`in that Gardner shows separately driving at
`
`least two pairs of wheels; one pair is driven by a fir5t 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.
`and to a generator, depending on the
`
`connected to the wheels,
`
`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.
`
`Volume,
`"The _Technological Constraints of Mass,
`Bullock,
`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
`2: vehicle having two
`electric motors of differing characteristics, driving the wheels
`
`through 6
`
`variable«speed transmission,
`automotive use;
`
`would
`
`be
`
`optimal
`
`for
`
`see the discussion of Fig. 8.
`5“99ests 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 n 25,
`
`Bullock also
`
`Further related papers are collected in Elgg§;ig_gn§_fiy§:ig
` r vfllume
`in February
`1992.
`See also Wonk, "Hybrids: Then and Now"; Bates,
`"On the road
`with a Ford HEV", and King et al, "Transit Bus takes the Hybrid
`Route", all in , Vol. 32, 7,
`(July 1995).
`Urban at al 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
`
`1i
`
`Page 16 of 277
`
`*5 “277
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`
`15
`
`20
`
`25
`
`30
`
`

`
`.
`1
`
`.0
`
`l‘
`
`including Similar °PErating m°d95-I Referring to
`common features
`F
`the first embodiment
`an internal combustion engine provides torque
`.
`‘
`t
`can
`to the road wheels or to a g9n9rat°rr
`t“° electrlc mo org _
`provide torque to the road wheels. of Charge batteries during
`.
`*
`‘s
`regenerative braking.
`Torque from the engine and m0t0rS 1
`combined at
`‘the
`input. shaft.
`to an variable-ratio ‘transmission-
`
`overrunning.c1utches are provided. e-9-.
`
`t0 allow the engine's
`
`torque to be applied to the road wheels without also rotating the
`
`motors.
`
`As
`indicated at col. 6,
`lines 25'» 54, certain transitions
`between various operating modes are made automatically:
`re5P0N5iY3
`to the position of
`the accelerator pedal;
`for example,
`if the
`
`operator does not depress the pedal beyond a given P°int: °“1Y the
`
`internal combustion engine is employed to propel the Vehicle? if
`
`15
`
`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
`
`20
`
`col. 7,
`
`lines 49 — 56.
`
`25
`
`30
`
`The Urban at 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
`
`lines 3 ~
`cruising speed under normal circumstances (see col. 5,
`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 variab1e—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