VWGoA - Ex. 1001
`Volkswagen Group of America, Inc. - Petitioner
`
`1
`
`

`
`U.S. PATENT DOCUMENTS
`
`3,211,249
`3,454,122
`3,502,165
`3,525,874
`3,566,717
`3,620,323
`3,623,568
`3,650,345
`3,699,351
`3,719,881
`3,732,751
`3,753,059
`3,790,816
`3,791,473
`3,837,419
`3,874,472
`3,888,325
`3,904,883
`3,923,115
`3,970,163
`4,042,056
`4,090,577
`4,095,664
`4,099,589
`4,126,200
`4,148,192
`4,165,795
`4,180,138
`4,187,436
`4,216,684
`4,233,858
`4,269,280
`4,287,792
`4,305,254
`4,306,156
`4,313,080
`4,331,911
`4,335,429
`4,351,405
`4,354,144
`4,400,997
`4,405,029
`4,407,132
`4,411,171
`4,416,360
`4,438,342
`4,439,989
`4,444,285
`4,470,476
`4,495,451
`4,511,012
`4,533,011
`4,562,894
`4,578,955
`4,583,505
`4,588,040
`4,591,016
`4,592,454
`4,593,779
`4,597,463
`4,611,466
`4,631,456
`4,646,896
`4,674,280
`4,680,986
`4,697,660
`4,753,078
`4,762,191
`4,765,656
`4,774,811
`
`>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>l>>>>>>>>>>>l>>>>>>>>>>>>>>>>>>>>>>>>
`
`10/1965
`7/1969
`3/1970
`8/1970
`3/1971
`11/1971
`11/1971
`3/1972
`10/1972
`3/1973
`5/1973
`8/1973
`2/1974
`2/1974
`9/1974
`4/1975
`6/1975
`9/1975
`12/1975
`7/1976
`8/1977
`5/1978
`6/1978
`7/1978
`11/1978
`4/1979
`8/1979
`12/1979
`2/1980
`8/1980
`11/1980
`5/1981
`9/1981
`12/1981
`12/1981
`1/1982
`5/1982
`6/1982
`9/1982
`10/1982
`8/1983
`9/1983
`10/1983
`10/1983
`11/1983
`3/1984
`4/1984
`4/1984
`9/1984
`1/1985
`4/1985
`8/1985
`1/1986
`4/1986
`4/1986
`5/1986
`5/1986
`6/1986
`6/1986
`7/1986
`9/1986
`12/1986
`3/1987
`6/1987
`7/1987
`10/1987
`6/1988
`8/1988
`8/1988
`10/1988
`
`Papst
`Grady, Jr.
`Matsukata
`Toy
`Berman et al.
`Maeda
`Mori
`Yardney
`Addie
`Shibata et al.
`Berman et al.
`Berman
`Berman
`Rosen
`Nakamura
`Deane
`Reinbeck
`Horwinski
`Helling
`Kinoshita
`Horwinski
`Moore
`Bray
`Williams
`Miller et al.
`Cummings
`Lynch et al.
`Shea
`Etienne
`Hagin et al.
`Rowlett
`Rosen
`Dailey
`Kawakatsu
`Monaco et al.
`Park
`Park
`Kawakatsu
`Fields et al.
`McCarthy
`Fiala
`Hunt
`Kawakatsu
`Fiala
`Fiala
`Kenyon
`Yamakawa
`Stewart et al.
`Hunt
`Barnard
`Rauneker
`Heidemeyer
`Yang
`Medina
`Frank et al.
`Albright, Jr. et al.
`Matthews
`Michel
`Krohling
`Barnard
`Keedy
`Drescher et al.
`Hammond et al.
`Stuhr
`Elsner
`Wu et al.
`Gardner
`Hagin et al.
`Becker et al.
`Kawamura
`
`US 7,104,347 B2
`Page 2
`
`4,815,334
`4,862,009
`4,923,025
`4,951,769
`4,953,646
`5,000,003
`5,053,632
`5,081,365
`5,117,931
`5,120,282
`5,125,469
`5,141,173
`5,172,784
`5,176,213
`5,193,634
`5,212,431
`5,242,335
`5,249,637
`5,253,929
`5,255,733
`5,258,651
`5,264,764
`5,283,470
`5,291,960
`5,301,764
`5,318,142
`5,323,688
`5,323,868
`5,326,158
`5,327,987
`5,327,992
`5,336,932
`5,337,848
`5,343,970
`5,345,154
`5,345,761
`5,346,031
`5,350,031
`5,371,412
`5,372,213
`5,384,521
`5,403,244
`5,406,126
`5,412,251
`5,412,293
`5,415,245
`5,415,603
`5,427,196
`5,428,274
`5,433,282
`5,441,122
`5,457,363
`5,463,294
`5,473,228
`5,476,151
`5,489,001
`5,492,189
`5,492,190
`5,492,192
`5,495,906
`5,495,907
`5,495,912
`5,497,941
`5,513,718
`5,513,719
`5,515,937
`5,539,318
`5,545,928
`5,547,433
`5,549,524
`5,550,445
`
`>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>>
`
`3/1989
`8/1989
`5/1990
`8/1990
`9/1990
`3/1991
`10/1991
`1/1992
`6/1992
`6/1992
`6/1992
`8/1992
`12/1992
`1/1993
`3/1993
`5/1993
`9/1993
`10/1993
`10/1993
`10/1993
`11/1993
`11/1993
`2/1994
`3/1994
`4/1994
`6/1994
`6/1994
`6/1994
`7/1994
`7/1994
`7/1994
`8/1994
`8/1994
`9/1994
`9/1994
`9/1994
`9/1994
`9/1994
`12/1994
`12/1994
`1/1995
`4/1995
`4/1995
`5/1995
`5/1995
`5/1995
`5/1995
`6/1995
`6/1995
`7/1995
`8/1995
`10/1995
`10/1995
`12/1995
`12/1995
`2/1996
`2/1996
`2/1996
`2/1996
`3/1996
`3/1996
`3/1996
`3/1996
`5/1996
`5/1996
`5/1996
`7/1996
`8/1996
`8/1996
`8/1996
`8/1996
`
`Lexen
`King
`Ellers
`Kawamura
`Kim
`Wicks
`Suzuki et al.
`Field et al.
`Nishida
`Fjallstrom
`Scott
`Lay
`Varela, Jr.
`Kawai et al.
`Masut
`Origuchi et al.
`Kutter
`Heidl et al.
`Ohori
`King
`Sherman
`Kuang
`Hadley et al.
`Brandenburg et al.
`Gardner
`Bates et al.
`Walker
`Kawashima
`Ohori
`Abdelmalek
`Boll
`Barske
`Bader
`Severinsky .............. .. 180/65.2
`King
`King et al.
`Gardner
`Sugiyama et al.
`Iwashita et al.
`Hasebe et al.
`Coe
`Tar1kersley
`Hadley et al.
`Furutani
`Minesawa et al.
`Hammond
`Tuzuki et al.
`Yamaguchi et al.
`Furutani et al.
`Moroto et al.
`Yoshida
`Yoshii et al.
`Valdivia
`Nii
`Tsuchida et al.
`Yang
`Kreigler et al.
`Yoshida
`Brooks et al.
`Furutani
`Data
`Gray, Jr. et al.
`Numazawa et al.
`Suzuki et al.
`Moroto et al.
`Adler et al.
`Sasaki
`Kotani
`Yang
`Yang
`Nii
`
`2
`
`

`
`US 7,104,347 B2
`Page 3
`
`5,558,173 A
`5,558,175 A
`5,558,588 A
`5,558,595 A
`5,562,565 A
`5,562,566 A
`5,565,711 A
`5,566,774 A
`5,568,023 A
`5,569,995 A
`5,570,615 A
`5,586,613 A
`5,588,498 A
`5,589,743 A
`5,608,308 A
`5,614,809 A
`5,621,304 A
`5,623,194 A
`5,632,352 A
`5,635,805 A
`5,637,977 A
`5,637,987 A
`5,643,119 A
`5,644,200 A
`5,650,713 A
`5,650,931 A
`5,653,302 A
`5,656,921 A
`5,660,077 A
`5,664,635 A
`5,667,029 A
`5,669,842 A
`5,672,920 A
`5,675,203 A
`5,675,222 A
`5,678,646 A
`5,679,087 A
`5,680,050 A
`5,685,798 A
`5,691,588 A
`5,697,466 A
`5,698,905 A
`5,698,955 A
`5,704,440 A
`5,705,859 A
`5,713,425 A
`5,713,426 A
`5,713,427 A
`5,713,814 A
`5,714,851 A
`5,722,502 A
`5,722,911 A
`5,725,064 A
`5,755,302 A
`5,755,303 A
`5,757,151 A
`5,767,637 A
`5,771,478 A
`5,773,904 A
`5,775,449 A
`5,778,326 A
`5,778,997 A
`5,785,136 A
`5,785,137 A
`5,785,138 A
`5,786,640 A
`5,788,003 A
`5,788,004 A
`5,788,006 A
`5,788,597 A
`5,789,823 A
`
`9/1996 Sherman
`9/1996 Sherman
`9/1996 Schmidt
`9/1996 Schmidt et a1.
`10/1996 Moroto et a1.
`10/1996 Yang
`10/1996 Hagiwara
`10/1996 Yoshida
`10/1996 Grayer et a1.
`10/1996 Kusaka et al.
`11/1996 Westphal et a1.
`12/1996 Ehsani
`12/1996 Kitada
`12/1996 King
`3/1997 Kiuchi et a1.
`3/1997 Kiuchi et a1.
`4/1997 Kiuchi et a1.
`4/1997 Boll
`5/1997 Jearmeret et a1.
`6/1997 Ibaraki et a1.
`6/1997 Saito et a1.
`6/1997 Fattic et a1.
`7/1997 Yamaguchi et a1.
`7/1997 Yang
`7/1997 Takeuchi et a1.
`7/1997 Nii
`8/1997 Edye et a1.
`8/1997 Farrall
`8/1997 Nekola
`9/1997 Koga et a1.
`9/1997 Urban et a1.
`9/1997 Schmidt
`9/1997 Donegan et a1.
`10/1997 Schulze et a1.
`10/1997 Fliege
`10/1997 Fliege
`10/1997 Lutz
`10/1997 Kawai et a1.
`11/1997 Lutz
`11/1997 Lutz
`12/1997 Moroto et a1.
`12/1997 Ruthlein et a1.
`12/1997 Nii
`1/1998 Urban et a1.
`1/1998 Karg et a1.
`2/1998 Buschhaus et al.
`2/1998 Okamura
`2/1998 Lutz
`2/1998 Hara et a1.
`2/1998 Antony et a1.
`3/1998 Kubo
`3/1998 Ibaraki et a1.
`3/1998 Ibaraki et a1.
`5/1998 Lutz
`5/1998 Yamamoto et al.
`5/1998 Donegan et a1.
`6/1998 Lansberry
`6/1998 Tsukamoto
`6/1998 Schiebold et a1.
`7/1998 Moroto et a1.
`7/1998 Moroto et a1.
`7/1998 Setaka et a1.
`7/1998 Falkenmayer et al.
`7/1998 Reuyl
`7/1998 Yoshida
`7/1998 Sakai et a1.
`8/1998 Spiers
`8/1998 Friedmann et a1.
`8/1998 Yamaguchi et a1.
`8/1998 Boll et a1.
`8/1998 Sherman
`
`........... .. 180/65.2
`
`5,789,877 A
`5,789,881 A
`5,789,882 A
`5,789,935 A
`5,791,426 A
`5,791,427 A
`5,799,744 A
`5,801,497 A
`5,804,947 A
`5,806,617 A
`5,816,358 A
`5,818,116 A
`5,820,172 A
`5,823,280 A
`5,823,281 A
`5,826,671 A
`5,831,341 A
`5,833,022 A
`5,833,570 A
`5,839,530 A
`5,839,533 A
`5,841,201 A
`5,842,534 A
`5,844,342 A
`5,845,731 A
`5,846,155 A
`5,847,469 A
`5,851,698 A
`5,856,047 A
`5,856,709 A
`5,862,497 A
`5,865,263 A
`5,873,426 A
`5,875,691 A
`5,883,484 A
`5,883,496 A
`5,887,670 A
`5,887,674 A
`5,890,470 A
`5,890,555 A
`5,893,895 A
`5,895,100 A
`5,895,333 A
`5,898,282 A
`5,899,286 A
`5,904,631 A
`5,905,360 A
`5,907,191 A
`5,908,077 A
`5,909,720 A
`5,914,575 A
`5,915,488 A
`5,915,489 A
`5,923,093 A
`5,924,395 A
`5,927,415 A
`5,927,417 A
`5,928,301 A
`5,929,594 A
`5,931,271 A
`5,934,395 A
`5,935,040 A
`5,943,918 A
`5,944,630 A
`5,947,855 A
`5,951,115 A
`5,951,118 A
`5,951,614 A
`5,964,309 A
`5,967,940 A
`5,969,624 A
`
`........ .. 180/65.2
`
`8/1998 Yamada et a1.
`8/1998 Egami et a1.
`8/1998 Ibaraki et a1.
`8/1998 Suga et a1.
`8/1998 Yamada
`8/1998 Yamaguchi et a1.
`9/1998 Yamaguchi et al.
`9/1998 Shamoto et a1.
`9/1998 Nii et a1.
`9/1998 Yamaguchi et al.
`10/1998 Adler et a1.
`10/1998 Nakae et a1.
`10/1998 Brigham et a1.
`10/1998 Lateur ...................... .. 80/65.2
`10/1998 Yamaguchi et a1.
`10/1998 Nakae et a1.
`11/1998 Selfors et a1.
`11/1998 Welke
`11/1998 Tabata
`11/1998 Dietzel
`11/1998 Mikami et a1.
`11/1998 Tabata et a1.
`12/1998 Frank ...................... .. 180/65.2
`12/1998 Miyatani et a1.
`12/1998 Buglione et a1.
`12/1998 Taniguchi et a1.
`12/1998 Tabata
`12/1998 Reichmann et a1.
`1/1999 Venkatesan et a1.
`1/1999 Ibaraki et a1.
`1/1999 Yano et a1.
`2/1999 Yamaguchi et a1.
`2/1999 Tabata
`3/1999 Hata
`3/1999 Akao
`3/1999 Esaki et a1.
`3/1999 Tabata et a1.
`3/1999 Gray
`4/1999 Woon
`4/1999 Miller
`4/1999 Ibaraki
`4/1999 Ito et a1.
`4/1999 Morisawa
`4/1999 Drozdz et a1.
`5/1999 Yamaguchi et a1.
`5/1999 Morisawa et al.
`5/1999 Ukita
`5/1999 Sasaki et a1.
`6/1999 Moore
`6/1999 Yamaoka et a1.
`6/1999 Sasaki
`6/1999 Fliege
`6/1999 Yamaguchi
`7/1999 Tabata
`7/1999 Moriya et al.
`7/1999 Ibaraki et a1.
`7/1999 Brunner et a1.
`7/1999 Soga et a1.
`7/1999 Nonobe et a1.
`8/1999 Haka
`8/1999 Koide et a1.
`8/1999 Tabata et a1.
`8/1999 Reed, Jr. et al.
`8/1999 Omote
`9/1999 Weiss
`9/1999 Sakai et a1.
`9/1999 Soejima
`9/1999 Tabata
`10/1999 Kimura et a1.
`10/1999 Yamaguchi et a1.
`10/1999 Sakai et a1.
`. . . . .
`
`.......... .. 180/65.6
`
`............. .. 180/65.2
`
`. . . . . . . .. 340/636
`
`3
`
`

`
`US 7,104,347 B2
`Page 4
`
`10/1999 Smith
`10/1999 Walker
`10/1999 Taga, deceased et al.
`10/1999 Okuda etal.
`11/1999 Kaiser
`11/1999 Lawrie
`11/1999 Tabata et 31.
`11/1999 Saleckeretal.
`11/1999 Morisawa
`11/1999 Otomo et a1.
`
`11/ 1999 W959“
`11/1999 Ymmda 9131'
`
`6,232,733 B1
`6,232,748 B1
`5,247,437 B1
`6,253,865 B1
`5,258,001 B1
`5,250,544 131
`6,265,692 B1
`5,278,195 B1
`315312;?) :1
`1
`1
`6,291,953 B1
`6,300,735 B1
`6,306,057 B1
`
`5/2001 Obayashi et 211.
`5/2001 Kinoshita et a1.
`5/2001 Yamaguchi Gt €11,
`7/2001 Suzuki
`7/2001 Wakuta
`_
`7/2001 01511
`7/2001 Umebayah-1 et al.
`872991
`Y"1“‘1g1‘1%°111 61131
`E5331 2:99 19”‘
`9/2001 Lovatt et al.
`10/2001 Stemler
`10/2001 Morisawa
`
`............. .. 477/5
`
`............. .. 701/102
`
`~~~~~~~~~ ~~ 180/552
`
`.............. .. 477/15
`
`11/ 1999 A1100111 01111
`11/ 1999 L11W110 01111
`11/1999 Deguchi 61 al.
`12/1999 Nagae et al.
`12/1999 Ibaraki et al.
`12/1999 Sasaki 6131.
`12/1999 Salecker et al.
`12/ 1999 L*1W110 01111
`12/1999 011111111111
`12/1999 1\/1318111 61
`12/ 1999 T%11<11111111101111~
`1/2000 Tsuzuki et al.
`1/2000 Ega.II1l €131.
`2/2000 L11W110 01111
`2/2000 A0Y1111111 01111
`3/2000 Yamazakl et al.
`3/2000 Y%1111=111001111~
`4/2000 Fle1C1 I
`4/2000 Hat_t0r1eta1.
`4/2000 K01110 01111
`................ .. 477/5
`4/2000 Kltada et al.
`4/2000 Frank ........................ .. 322/16
`5/2000 M01010 01111
`5/2000 80111111111-1311101<011
`5/2000 Nagallo et al.
`5/2000 T111011111111
`5/2000 Harada etal.
`6/2000 Oyama
`6/2000 Maeda etal.
`6/2000 Kojima etal.
`6/2000 Tabata et al.
`7/2000 Maeda et al.
`7/2000 Nakajima
`8/2000 Ibarakietal.
`8/2000 Murata etal.
`8/2000 Nedungadietal.
`9/2000 Frank
`9/2000 Morisawa
`9/2000 Otsu etal.
`9/2000 Saito
`10/2000 Kanai
`10/2000 Nii etal.
`10/2000 Yamaguchietal.
`11/2000 Minowa
`11/2000 Kashiwase
`12/2000 Nagallo et 211.
`12/2000 Tabata
`12/2000 Reinbold et al.
`12/2000 Kanamorietal.
`1/2001 Bullock
`1/2001 Oba et 211.
`2/2001 Tabata etal.
`2/2001 Deguchietal.
`3/2001 Nitta
`3/2001 Kinoshita et 211.
`4/2001 Severinsky
`5/2001 Kinoshita et 211.
`5/2001 Bower et al.
`
`6,315,068 B1 * 11/2001 Hoshiya etal.
`6,317,665 B1
`11/2001 Tabata etal.
`6,318,487 B1
`11/2001 Yanase et
`6,321,150 B1
`11/2001 Nina
`6,328,122 B1
`12/2001 Yanlada
`6,328,670 B1
`12/2001 Minowa
`6,328,671 B1
`12/2001 Nakajinla
`6,330,498 B1 * 12/2001 Tamagawa et a1.
`6,332,257 B1
`12/2001 Reed, Jr. et al.
`6,334,498 B1
`1/2002 Morisawa
`6,338,391 B1
`1/2002 Severinsky etal.
`6,340,339 B1
`1/2002 Tabata
`6,344,008 B1
`2/2002 Nagano
`6,357,541 B1
`3/2002 Matsuda et al.
`6,359,404 B1 *
`3/2002 Sugiyama etal.
`6,387,007 B1
`5/2002 Fini
`6,394,209 B1
`5/2002 Goehring et :11.
`6,435,296 B1
`8/2002 Arai
`6,470,983 B1 >I< 10/2002 Amano et 31.
`6,481,516 B1
`11/2002 Field etal.
`6,563,230 B1
`5/2003 Nada
`6,592,484 B1
`7/2003 Tsai
`2001/0037905 A1
`11/2001 Nogi et al.
`2003/0085577 A1
`5/2003 Takaoka etal.
`
`.......... .. 180/65.2
`
`......... .. 701/22
`
`........ .. 318/432
`
`........... N 180/652
`
`FOREIGN PATENT DOCUMENTS
`
`EP
`FR
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
`JP
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`JP
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`0839683
`2419832
`s4849115
`s5030223
`4864626
`4929642
`5110322
`51103220
`5355105
`55069724
`55110328
`H564531
`62113956
`6382283
`3124201
`04274926
`429733
`3273933
`467703
`5319110
`4244658
`4297330
`06080048
`06144020
`6245317
`7172196
`754983
`7268922
`9170533
`8214592
`1066383
`
`10/1997
`3/1978
`10/1971
`7/1973
`9/1973
`8/1974
`2/1975
`8/1976
`5/1978
`11/1978
`8/1980
`9/1984
`5/1987
`6/1988
`10/1989
`2/1991
`3/1991
`5/1991
`3/1992
`5/1992
`9/1992
`10/1992
`11/1992
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`4
`
`

`
`US 7,104,347 B2
`Page 5
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`JP
`JP
`JP
`W0
`WO
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`
`11082260
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`W0 820117
`8201170
`W0 9924280
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`3/1999
`4/1999
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`* cited by examiner
`
`6
`
`

`
`U.S. Patent
`
`Sep. 12,2006
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`US 7,104,347 B2
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`1
`HYBRID VEHICLES
`
`CROSS-REFERENCE TO RELATED
`APPLICATIONS
`
`This application is a divsional of Application Ser. No.
`09/822,866, filed Apr. 2, 2001, now U.S. Pat. No. 6,554,088
`which is a continuation-in-part of Ser. No. 09/264,817, filed
`Mar. 9, 1999, now U.S. Pat. No. 6,209,672, issued Apr. 3,
`2001, which in turn claims priority from provisional appli-
`cation Ser. No. 60/100,095, filed Sep. 14, 1998, and is also
`a continuation-in-part of Ser. No. 09/392,743, filed Sep. 9,
`1999 now U.S. Pat. No. 6,338,391, which in turn claims
`priority from provisional application Ser. No. 60/122,296,
`filed Mar. 1, 1999.
`
`FIELD OF THE INVENTION
`
`This application relates to improvements in hybrid
`vehicles, that is, vehicles in which both an internal combus-
`tion engine and one or more electric motors are provided to
`supply torque to the driving wheels of the vehicle. More
`particularly, this invention relates to a hybrid electric vehicle
`that
`is
`fully competitive with presently conventional
`vehicles as regards performance, operating convenience,
`and cost, while achieving substantially improved fuel
`economy and reduced pollutant emissions.
`
`DISCUSSION OF THE PRIOR ART
`
`For many years great attention has been given to the
`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 efiiciency 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
`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 economi-
`cally 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 neces-
`
`sary to achieve appreciable improvements in nationwide air
`quality and fuel conservation would require immense costs
`for infrastructure improvements; not only the entire nation’s
`motor fuel 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 range, typically no more than 150 miles, have
`insufficient power for acceleration and hill climbing except
`when the batteries are substantially fully charged, and
`require substantial time for battery recharging. Thus, while
`there are many circumstances in which the limited range and
`extended recharging time of the batteries would not be an
`inconvenience, such cars are not suitable for all the travel
`requirements of most individuals. Accordingly, an electric
`
`2
`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 competi-
`tive with ethanol-fueled vehicles, much less with conven-
`tional gasoline-fueled vehicles. See, generally, Simanaitis,
`“Electric Vehicles”, R0aa'& Track, May 1992, pp. 126—136;
`Reynolds, “AC Propulsion CRX”, Road & Track, October
`1992, pp. 126-129.
`Brooks et al U.S. Pat. No. 5,492,192 shows such an
`electric vehicle;
`the invention appears to be directed to
`incorporation of antilock braking and traction control tech-
`nologies into an otherwise conventional electric vehicle.
`Much attention has also been paid over the years to
`development of electric vehicles including internal combus-
`tion engines powering generators,
`thus eliminating the
`defect of limited range exhibited by simple electric vehicles.
`The simplest such vehicles operate on the same general
`principle as diesel-electric locomotives used by most rail-
`roads. In such systems, an internal combustion engine drives
`a generator providing electric power to traction motors
`connected directly to the wheels of the vehicle. This system
`has the advantage that no variable gear ratio transmission is
`required between the engine and the wheels of the vehicle.
`More particularly, an internal combustion engine pro-
`duces 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 inter-
`nal 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 encoun-
`tered. 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 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 com-
`bustion engine is most efiicient when producing near its
`maximum output torque. 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 efiicient
`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
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`US 7,104,347 B2
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`3
`so that an internal combustion
`energy storage devices,
`engine provided to power a generator can be operated in its
`most fuel-eflicient 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 efliciently. 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 those components consumes at least
`approximately 25% of engine power. Further, such compo-
`nents add substantially to the cost and weight of the vehicle;
`in particular, an electric motor capable of providing sufli-
`cient torque to meet all expected demand, e.g.,
`to allow
`reasonable performance under acceleration, during hill-
`climbing and the like, is rather heavy and expensive. Thus,
`series hybrid vehicles have not been immediately successful.
`A more promising “parallel hybrid” approach is shown in
`U.S. Pat. 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 in several diflerent 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 energy for storage
`in a battery. In “second mode operation”, the internal com-
`bustion e