PCI‘
`
`WORLD INTELLECTUAL PROPERTY ORGANIZATION
`Inlemational Bureau
`
`
`
`INTERNATIONAL APPLICATION PUBLISHED UNDER THE PATENT COOPERATION TREATY (PC'D
`
`(51) International Patent Classification 5 =
`
`(11) International Publication Number:
`
`WO 93/23263
`
`360K 6/02
`
`(43) International Publication Date:
`
`25 November 1993 (25.11.93)
`
`fat
`
`(2]) International Application Number:
`
`PCT/US93/04378
`
`(22) International Filing Date:
`
`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.
`
`[118/US];
`(7i)(72) Applicant and Inventor: FIELD, Bruce, F.
`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).
`
`’1‘
`
`(551)Title:‘ ELECTRIC HYBRID-VEHICLE
`
`(57) Alma
`
`IIIIIIIll-EL
`
`A vehicle having an electric hybrid power system (10) 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-
`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).
`
`mucus
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`‘3.
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`if,
`
`Mauritania
`Malawi
`Nethctlands
`Norway
`New Zmlwtl
`Poland
`Portugal
`Ramania
`Rustian Federation
`Sudan
`Sweden
`Slovak Republic
`Senegal
`Soviet Union
`(Thad
`Tugo
`Ukraine
`United State: of America
`
`Vic! Nam 'S
`
`FOR THE PURPOSES OF INFORMATION ONLY
`
`Codes used to identify States party to the PCI' on the frunt pages of pamphlets publishing international
`applications under the PCI'.
`
`Amtria
`Australia
`Barbuda
`Belgium
`Burkina Fm
`Bulgaria
`Benin
`Emil
`Canada
`Central African Republic
`('ongo
`Switzerland
`(‘6te d‘lvoire
`Cameroon
`(.‘uxhuslmaha
`(Much Republil.
`Germany
`Denmark
`Spain
`Finland
`
`SIBEBEBEQQBRQ
`
`France
`Gabon
`United Kingdom
`Guinea
`Grum-
`Hungary
`Ireland
`Italy
`Japan
`Democratic People': Republic
`of Korea
`Republic of Kori:
`Kamkhstan
`ljechlenslein
`Sri lanka
`luxemhaufg
`Monaco
`Madagmmr
`Mali
`'
`Mongolia
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`’
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`ELECTRIC HYBRID VEHICLE
`
`-1-
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`W
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`This application is a continuation-in-part ' of
`
`the US.
`
`application having a Serial Number 07/880,967 and a filing date of May 8,
`
`5
`
`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
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`10
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`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
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`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
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`to an energy source such as an electrical outlet in order to be recharged.
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`15
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`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
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`20
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`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
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`a
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`"
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`to operate the engine at a fixed operating point within its engine
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`25
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`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
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`than satisfactory.
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`The third type of electric propulsion systems is the parallel
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`hybrid system, as described, for example, in US. Patent 5,081,365. Parallel
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`'
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`,.
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`hybrid propulsion systems generally have three component areas:
`
`(1)
`
`electrical storage mechanism, such as storage batteries, ultracapacitors, or
`
`5
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`a combination thereof; (2) an electric drive motor, typically powered by the
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`electrical storage mechanism and used to propel the wheels at least some of
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`the time; and (3) an engine, such as a liquid fueled engine (e.g. internal
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`combustion, stir-ling engine, or turbine engine) typically used to propel the
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`vehicle directly and/or to recharge the electrical storage mechanism.
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`10
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`In parallel hybrid systems,
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`the electric drive motor
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`is
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`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
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`15
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`and performance, it must operate in an on and off engine parallel mode. In
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`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
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`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.
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`20
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`The primary advantage of the parallel hybrid drive over the
`
`series drive previously described is
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`improved efficiency (lower
`
`fuel
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`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,
`
`thereby lowering both the cost and weight of the vehicle.
`
`25
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`However, with extended stop and go urban driving, the battery
`
`"
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`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
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`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
`
`10
`
`below.
`
`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
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`15
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`a drive line, a drive clutch, a primary transmission, a mechanical clutch, an
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`electric drive motor, a linkage to the secondary energy transfer clutch and
`
`from there a linkage to the internal combustion engine. The internal
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`combustion engine and the electric motor have been squeezed into one end
`
`of the vehicle. Thus, hardware configurations have been fairly complex and
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`20
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`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
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`power in electric vehicles.
`
`25
`
`SUMMARY QF THE INVENHQE
`
`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
`
`5
`
`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 altemator’s output capacity. Voltage output
`
`10
`
`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
`
`15
`
`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
`
`20
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`continuous high voltage level, matching that of the hybrid’s main battery
`
`pack. A switching power supply would then channel generated current into
`
`the main battery pack, or into the vehicle’s twelve (12) volt battery. The
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`switching power supply has the ability to reduce voltage to the appropriate
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`level, based upon which electrical system is being fed.
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`25
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`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
`
`5
`
`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
`
`10
`
`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/altemator, and/or (3) a parallel hybrid, which is
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`15
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`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,
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`20
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`typically, a generator/altemator (see US. 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.
`
`"
`
`25
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`problems inherent to either concept when employed individually. The
`
`The purpose of the series-parallel functionality is to overcome
`
`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
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`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 ear that has the
`
`5
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`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 ear 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
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`10
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`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
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`15
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`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
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`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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`20
`
`W F
`
`igure 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
`
`25
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`for a vehicle incorporating an additional embodiment of the series-parallel
`
`vehicle; and
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`Figure 3 is a block diagram showing the relative location of the '
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`electric and internal combustion motors in relationship to the vehicle.
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`WW
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`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
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`5
`
`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
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`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
`
`20
`
`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-
`
`operated clutch, gear shift lever, transmission, differential 14, drive wheels
`
`12 and manner of connecting the drive wheels 12 to the differential 14 are
`
`25
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`conventional to a standard mot0r 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
`
`rear end).
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`5
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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. If desired,
`
`a conductor plug (not shown) may be connected to cross the battery pack 18
`
`to connect the batteries in the battery pack 18 to an off-board battery
`
`charger. Such a mechanism for recharging the batteries may be desirable at
`
`10
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`times, though under most conditions, it will not be needed due to the on-
`
`board charging capability of the present wstem, as described below.
`
`The 96-volt motor 16 and 96-volt battery pack 18 are not the
`
`only type that could be used.
`
`Indeed, a highervoltage motor and battery
`
`pack could give advantages in component weight and efficiency. It should
`
`15
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`be noted that. the motor size and battery capacity are parameters that would
`
`in fact vary with the chosen vehicle weight and size.
`
`A transistorized motor speed controller 20 is positioned
`
`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
`
`20
`
`between the process controller 22 and the electric motor 16. The process
`
`controller 22, as described above, signals the motor controller 20 which
`
`disengages the current flowing from the battery pack 18 to the electric motor
`
`16 or creates a generator from the electric motor 16 to charge the battery
`
`pack 18.
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`25
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`The motor controller 20 as used in the present invention can
`
`be a commercially available pulse width modulation type such as, for
`
`example, one made by Curtis PMC of Dublin, California.
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`' 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.
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`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
`
`5
`
`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
`
`10
`
`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
`
`15
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`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
`
`20
`
`burns much fuel thereby decreasing fuel economy and increasing potential
`
`pollution.
`
`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
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`‘
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`25
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`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 mph 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
`
`10
`
`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
`
`15
`
`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
`
`controller 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
`
`5%
`
`the electric motor 16 to operate as a generator to charge the battery pack
`
`18.
`
`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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`W0 93/23263
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`PCT/US93/04378
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`.1]-
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`Electric, a subsidiary of DANA. When engaged, the electric clutch 26
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`couples the engine 24 to the input shaft of a transfer case (not shown),
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`which is preferably a belt drive, but may be a gear or chain drive. Space
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`permitting, the output shaft of the engine 24 could be aligned with the shaft
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`5
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`of the electric motor 16 and the electric clutch 26 could selectively couple
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`the engine 24 and the electric motor 16 directly without any need for a
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`transfer case.
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`It will also be understood that requirements of available space
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`in the vehicle might dictate some other configuration for selectively coupling
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`the engine 24 to the electric motor 16. For example, a third shaft with a
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`transfer case on each end of the shaft might be needed.
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`It is within the
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`scope of the present invention to cover any configuration required, so long
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`as the engine 24 is coupled to the electric motor 16, through mechanism
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`which may be engaged to release at will. The electric clutch 26 is a
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`preferred device for this purpose due to the ease of controlling it, but other
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`mechanism could be employed, such as, a centrifugal clutch and pneumatic
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`clutches.
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`The engine 24 is equipped with and drives an alternator 28,
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`such as a Motorola 150A alternator DC power unit which is capable of high
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`current/high voltage output, ranging from but not limited to, approximately
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`10 volts to an excess of 150 volts. In standard applications, such as vehicle
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`accessory systems, voltage output is regulated to approximately l4-volts. The
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`l4-volt output of the alternator 28 charges an accessory battery 30 which
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`may be a single heavy duty 12-volt automotive battery. A group of
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`1
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`25
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`accessories, which the accessory battery 30 controls and powers, includes
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`such conventional automotive equipment as horn, lights, windshield wiper,
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`etc.
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`In addition, engine 24 also has a conventional starting motor (not
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`shown) activated by a starter solenoid and powered by the accessory battery
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`30.
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`PCI'/US93/04378
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`-12.
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`In accordance with the present invention, the alternator is
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`additionally connected to the battery pack 18. In order to charge the battery
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`pack 18, the voltage output of the alternator 28 must be compatible to
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`_ charge the battery pack 18. Therefore, the process controller 22 includes a
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`5
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`regulator control 34 which controls the voltage output of the alternator 28.
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`The regulator control 34 adjusts the voltage of the alternator from a voltage
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`compatible to charge the accessory battery 30 to a voltage compatible to
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`charge the battery pack 18 and back to the voltage compatible to charge the
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`accessory battery 30. Typically, the voltage compatible to charge the battery
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`10
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`pack 18 is substantially greater than the voltage compatible to charge the
`accessory battery 30.
`i
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`The regulator control 34 is actually part of the process
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`controller 22 such that when the accessory battery 30 is completely charged,
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`the process controller 22 will initiate the regulator control 34 to adjust the
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`voltage upward and charge the battery pack 18. As mentioned, the battery
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`pack 18 has a typically much higher voltage than that of the accessory
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`battery 30. The voltage output of the alternator 28 is adjusted by the
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`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
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`described below. Excess capacity, already at a compatible higher voltage
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`level, is then made available to the battery pack 18 on a secondary priority
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`level.
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`In the preferred embodiment, the actual switching of the
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`voltage path from the alternator 28 to the accessory battery 30 and the
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`battery pack 18 is accomplished through a switching mechanism 32. The
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`switching mechanism 32 is positioned between the alternator 28 and the
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`accessory battery 30 and the battery pack 18. The switching mechanism 32
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`receives signals from the process controller 22 directing the voltage output
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`W0 93/23263
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`"
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`of the alternator 28 to either the accessory battery 30 to the battery pack 18
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`.13.
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`depending on the signal from the process controller 22.
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`‘In the preferred embodiment, the alternator 28 will have a
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`voltage output of approximately 14-volts when charging the accessory battery
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`5
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`30 and a voltage output of approximately 90-volts when charging the battery
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`pack 18. Once the accessory battery 30 has been completely charged, the
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`process controller 22 will increase the voltage output of the alternator 28
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`and will also signal the switching mechanism 32 to switch the path of the
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`voltage from the accessory battery 30 to the battery pack 18. Thereafter, the
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`voltage output of the alternator 28 will be directed to the battery pack 18
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`until the accessory battery 30 requires recharging. Thereupon, the process
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`controller 22 will alter the voltage output of the alternator 28 to a suitable
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`lower voltage and signal the switching mechanism 32 to begin directing the
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`voltage to the accessory battery 30. This process will occur until once again,
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`the accessory battery 30 is completely charged.
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`Another embodiment of the present invention is referred to in
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`Figure 2. For ease of understanding, like elements will be referred to with
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`like reference characters.
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`As best illustrated in Figure 2, the voltage output from the
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`alternator 28 would be directed directly into the battery pack 18.
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`In this
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`embodiment, the process controller 22 and the switching mechanism 32 are
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`not required. The voltage output would be preset at an approximate
`constant amount. A power supply 36 connected to receive some of the
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`output voltage of the alternator reduces that portion of the voltage output
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`=3
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`of the alternator 28 such that the accessory battery 30 would also receive a
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`compatible voltage.
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`FIG. 3 illustrates the specific location of the electric motor 16
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`and the combustion engine 24 with respect to the vehicle. The internal
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`combustion engine 24 is located in one end portion 38 of the vehicle. The
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`~14—
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`engine 24 is joined to a small diameter composite drive shaft 40 such as the
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`one described sold by H and R Composites, Inc. as described above, which
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`is incorporated herein by reference. The drive shaft 40 is connected to the
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`electric motor 16 via the fly wheel 42 and the electric clutch 26. The electric
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`5
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`motor 16 is located in the end portion 44 of the vehicle Opposite the end
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`portion 38. Note the end portion 44 may be the front portion of the vehicle
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`where motors are located in standard vehicles or the end portion 44 may be
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`the area where the trunk is located in standard vehicles. Additionally, the
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`vehicle may be front wheel or rear wheel drive regardless of whether the
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`electric motor 16 is in the front Or rear end of the vehicle. Preferably, the
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`electric motor 16 is located in the front of the vehicle when the vehicle has
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`front wheel drive and in the rear of the vehicle when the vehicle has rear
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`wheel drive. Thus, either the wheels 12a or the wheels 12b may be the drive
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`wheels. The electric motor 16 is connected to a transaxle 46 via a foot
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`operated clutch 48. The transaxle 46 may be a four-speed transaxle.
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`The design shown in FIG. 3, provides several distinct
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`advantages. The design has little mechanical complexity, provides spacing
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`between the component parts, and allows easy access to the component
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`parts. These features simplify manufacturing and maintenance work. The
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`design also teaches a system that can be adapted to almost any internal
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`combustion engine in any car. The design provides good weight distribution
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`in the vehicle. And the design uses a light weight drive shaft, to help
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`minimize the overall weight of the vehicle.
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`It can be seen that any series hybrid or parallel hybrid vehicle
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`can be adapted to use the preferred embodiment of the present invention.
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`First, regardless of the hybrid type, an high voltage alternator can be placed
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`(or may already exist) in the vehicle. The high voltage alternator is then
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`connected to the battery pack of the electric motor. A voltage reducer can
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`be connected to the accessory battery to prevent the accessory battery from
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`.15.
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`receiving an incompatible voltage. Then, so long as the engine is running,
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`the battery pack will be recharging always ready to supply electric power to
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`the electric motor regardless of whether a motorist is driving in the city or
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`on the open highway. The internal combustion engine can be located in one
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`5
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`end of the vehicle, while the electric motor is located in the opposite end.
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`Although the present
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`invention has been described with
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`reference to preferred embodiments, workers skil