`
`RULE 60 APPLICATION
`
`Atty. Dkt. PAICE201.DIV
`
`Hon. Commissioner of Patents and Trademarks
`Washington, D.C. 20231
`
`Sir:
`
`This is a request for filing a divisional application under 37
`CFR § 1.60 of pending prior application Serial No. 09/822,866 filed
`on April 2, 2001 entitled Hybrid Vehicles
`
`Full Name of first joint inventor: Alex J. Severinsky
`
`Residence: Washington, DC
`
`Citizenship: ·~U~·~s~·~~~~~
`
`Post Office Address: 4704 Foxhall Crescent, Washington DC 20007
`
`Full Name of second joint inventor: Theodore Louckes
`
`Residence: Holly. Michigan
`
`Citizenship: U.S.
`
`Post Office Address: 10398 Appomattox. Holly, MI 48442
`
`__x_ Enclosed is a copy of the prior application including the
`Declaration ~as originally filed.
`I hereby verify that the
`attached papers are, a
`true copy of the prior application
`Serial No. 09/822,866, as originally filed on April 2, 2001 .
`
`...lL The filing fee is calculated below: Claims as filed, less any
`claims canceled:
`
`CLAIMS
`
`Total
`
`Indep.
`
`7
`
`3
`
`LARGE ENTITY
`Filing Fee:
`$750
`
`20
`
`3
`
`0
`
`0
`
`X
`
`X
`
`$18
`
`$84
`
`$0
`
`$0
`
`$750
`
`l
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`_x_ The Commissioner is hereby authorized to charge fees under 37
`CFR § 1.16 and§ 1.17 which may be required, or credit any
`overpayment of Deposit Account No. 04-0401. A duplicate copy
`of this sheet is enclosed.
`
`Status as a "small entity" under 37 CFR 1.9 is claimed by way
`of the attached declaration.
`
`A preliminary amendment is enclosed.
`
`_x_ An information disclosure statement is enclosed .
`
`..JL Cancel the following claims before calculating filing the fee:
`l
`- 9.
`
`_x_ A check in the amount of$ 750.00 is enclosed.
`
`filed on
`Priority of application Serial No.
`in (country)
`is claimed under 35 U.S.C. § 119.
`
`a)
`
`Certified copy is on file in prior application
`Serial No.
`filed
`
`b) ~~- Certified copy filed herewith.
`
`_x_ Amend the specification by rewriting lines 4
`follows:
`
`- 10 to read as
`
`This is a divisional application of application Serial No.
`09/822,866 filed April 2, 2001, which was a continuation-in(cid:173)
`part of Ser. No. 09/264,817, filed March 9, 1999, now U.S.
`patent 6,209,672, issued April 3, 2001, which in turn claims
`priority from provisional application Ser. No. 60/100,095,
`filed Spetember 14, 1998, and was also a continuation-in-part
`of Ser. No. 09/392, 743, filed September 9, 1999, now U.S.
`patent 6,338,391 issued January 15, 2002, which in turn claims
`priority from provisional application Ser. No. 60/122,296,
`filed March l, 1999.
`
`Transfer the drawings for the prior application to this
`application, and abandon said prior application as of the
`filing date accorded this application. A duplicate copy of
`this sheet is enclosed for filing in the prior application
`file.
`
`_x_ New formal drawings are enclosed.
`
`_x_ The prior application
`record to PAICE
`is assigned of
`Corporation via a document dated May 18 and May 25, 2001 and
`recorded by the U.S. Patent and Trademark Office on June 26,
`2001 at Reel 011932, Frame 0488.
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`.,J ,
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`_x_ The power of attorney in the prior application is to Michael
`de Angeli, Reg. No. 27,869.
`The power was filed June 26,
`2001.
`
`_x_ Address all future communications to:
`
`Michael de Angeli
`60 Intrepid Lane
`Jamestown RI 02835
`401-423-3190
`
`_x_
`
`,The undersigned declare 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
`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
`
`Michael de Angeli
`Reg. No. 27,869
`60 Intrepid Lane
`Jamestown RI 02835
`401-423-3190
`
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`HYBRID VEHICLES
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`Inventors: Alex J. Severinsky
`Theodore N. Louckes
`
`cross-Reference to Related 1\pplications
`
`This application is a continuation-in-part of Ser. No.
`09/264,817, filed March 9·, 1999, now U. s. patent 6,209,672, issued
`April 3, 2001, which in turn claims priority from provisional
`'application Ser. No. 60/100,095, filed September 14, 1998, and is
`also a continuation-in-part of Ser. No. 09/392,743, filed September
`9, 1999, which in turn claims priority from provisional application
`Ser. No. 60/122,296, filed March 1, 1999.
`
`Field of the Invention
`This application relates to improvements in hybrid vehicles,
`that is, vehicles in which both an internal combustion.engine and
`one or more electric motors are provided to supply torque to the
`driving wheels of the vehicle. More particularly, this invention
`relates to a hybrid electric vehicle that is fully competitive with
`presently conventional vehicles as regards performance, operating
`convenience, and cost, while achieving substantially improved fuel
`eco~omy 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 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
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`combustion temperatures than those now in use. However, higher
`combustion temperatures in gasoline-fueled engines lead to increase
`in certain undesirable pollutants, typically NOx.
`Another possibility for reducing emissions is to burn mixtures
`of gasoline and ethanol ("gasohol"), or straight ethanol. However,
`to date ethanol has not become economically competitive with
`gasoline, and consumers have not accepted ethanol to any great
`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 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 car would have to be an additional vehicle for most
`users, posing a substantial economic deterrent. Moreover, it will
`be appreciated that in the United States most electricity is
`generated in coal-fired power plants, so that using electric
`vehicles merely moves the source of the pollution, but does not
`eliminate it. Furthermore, comparing the respective net costs per
`mile of driving, electric vehicles are not competitive with
`ethanol-fueled vehicles, much less with conventional gasoline(cid:173)
`fueled vehicles. See, generally, Simanaitis, "Electric Vehicles",
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`.·.·.:U ... J1_'." ... ·.-t."i
`-
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`- 1
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`Road & Track, May 1992, pp. 126-136; Reynolds, "AC Propulsion
`CRX", Road & Track, October 1992, pp. 126-129.
`Brooks et al U.S. patent 5,492,192 shows such an electric
`vehicle; ~he invention appears to be directed to incorporation of
`antilock braking and
`traction control
`technologies
`into an
`otherwise conventional electric vehicle.
`to
`the years
`Much attention has also been paid over
`development of electric vehicles including internal combustion
`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 railroads. In such systems, an internal
`combustion engine drives a generator providing electric power to
`traction motors connected directly to the wheels of the vehicle.
`This system has
`the advantage that no variable gear ratio
`transmission is required between the engine and the wheels of the
`vehicle.
`More particularly, an internal combustion engine produces zero
`torque at zero engine speed {RPM) and reaches its torque peak
`somewhere in the middle of its operating range. Accordingly, all
`vehicles driven directly by an internal combustion engine (other
`than certain single-speed vehicles using friction or centrifugal
`clutches, and not useful for normal driving) require a variable(cid:173)
`ratio transmission between the engine and the wheels, so that the
`engine's torque can be matched to the road speeds and
`loads
`encountered. Further, some sort of clutch must be provided so that
`the engine can be mechanically decoupled from the wheels, allowing
`the vehicle to stop while the engine is still running, and to allow
`some slippage of the engine with respect to the drive train while
`starting from a stop.
`It would not be practical to provide a
`diesel locomotive, for example, with a multiple speed transmission,
`or a clutch. Accordingly,
`the additional complexity of
`the
`generator and electric traction motors
`is accepted. Electric
`traction motors produce full torque at zero RPM and thus can be
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`connected directly to the wheels; when it is desired that the train
`should accelerate,
`the diesel engine is simply throttled to
`increase the generator output and the train begins to move.
`The same drive system may be employed in a smaller vehicle
`such as an automobile or
`truck, but has several distinct
`disadvantages in this application. In particular, and as discussed
`in detail below in connection with Figs. 1 and 2, it is well known
`that a gasoline or other internal combustion engine is most
`efficient 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 efficient
`fuel use is thus achieved. However, such a direct drive vehicle
`would not achieve good fuel efficiency in typical automotive use,
`involving many short trips, frequent stops in traffic, extended
`low-speed operation and the like.
`So-called "series hybrid" electric vehicles have been proposed
`for automotive use, wherein batteries are used as energy storage
`devices, so that an internal combustion engine provided to power a
`generator can be operated in its most fuel-efficient output power
`range while still allowing the electric traction motor(s) powering
`the vehicle to be operated as required. Thus the engine may be
`loaded by supplying torque to a generator charging the batteries
`while supplying electrical power to the traction motor(s) as
`required, so as to operate efficiently. This system overcomes the
`limitations of electric vehicles noted above with respect to
`limited range and long recharge tjmes. 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
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`those components consumes at least approximately 25% of engine
`power. Further, such components add substantially to the cost and
`weight of the vehicle; in particular, an electric motor capable of
`providing sufficient torque to meet all expected demand, e.g., to
`allow reasonable performance under acceleration, during hill(cid:173)
`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.
`Patent Nos. 3,566,717 and 3,732,751 to Berman et al. In Berman et
`al an internal combustion engine and an electric motor are matched
`through a complex gear train so that both can provide torque
`directly to the wheels,
`the vehicle being operated in several
`different modes. Where the output of the internal combustion engine
`is more
`than necessary
`to drive
`the vehicle ~"first mode
`operation") the engine is run at constant speed and excess power is
`converted by a first motor/generator ("speeder"} to electrical
`energy for storage in a battery. In "second mode operation", the
`internal combustion engine drives the wheels directly, and is
`throttled. When more power is needed than the engine can provide,
`a second motor/generator or "torquer" provides additional torque as
`needed.
`Berman et al thus show two separate electric motor/generators
`separately powered by the internal combustion engine; the "speeder"
`charges the batteries, while the "torquer" propels the vehicle
`forward in traffic. This arrangement is a source of additional
`complexity, cost and difficulty, as two separate modes of engine
`control are required. Moreover, the operator must control the
`transition between the several modes of operation.
`such a complex
`vehicle is unsuited for
`the automotive market.
`Automobiles
`intended for mass production can be no more complicated to operate
`than conventional vehicles, and must be essentially "foolproof",
`that is, resistant to damage that might be caused by , operator
`error. Further, the gear train shown by Berman et al appears to be
`quite complex and difficult to manufacture economically. Berman et
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`al also indicate that one or even two variable-speed transmissions
`may be required; see, e.g., col. 3, lines 19 - 22 and 36 - 38 of
`patent 3,566,717, and col. 2, lines 53 - 55 of patent 3,732,751.
`Lynch et al patent 4,165,795 also shows an early parallel
`hybrid drive. Lynch argues that maximum fuel efficiency can be
`realized when a relatively small internal combustion engine is
`provided, such that when the engine is operated at an efficient
`speed, it produces approximately the average power required over a
`typical mission.
`The example given is of an engine producing 25
`hp maximum and 17 hp at its most efficient speed, about 2500 rpm.
`This is to be combined with an electric motor-generator of about 30
`peak hp. This vehicle requires a variable-ratio transmission to
`achieve reasonable performance. It appears that the engine is to be
`run continuously, at a steady speed, with additional
`torque
`provided by the motor when needed and excess torque produced by the
`engine being used to charge the batteries.
`In a first embodiment,
`torque provided by the motor is transmitted to the drive wheels
`through the engine, while in a second embodiment their respective
`positions are reversed.
`Nishida U.S. patent 5,117,931 shows a parallel hybrid vehicle
`where torque from an electric motor may be combined with torque
`from an internal combustion engine in a "torque transmission unit"
`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 battery), or provide additional
`I
`propulsive torque.
`A variable-speed transmission is coupled
`between the torque transmission unit and the propelling wheels.
`Both
`the
`torque
`transmission unit and
`the variable-speed
`t:r;ansmission are complex, heavy, and expensive components, the use
`of which would preferably be avoided.
`Helling U.S. patent 3,923,115 also shows a hybrid vehicle
`having a
`torque transmission unit for combining torque from an
`electric motor and an internal combustion engine. However,
`in
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`Helling the relative rates of rotation of the motor and engine
`input shafts are fixed;
`a flywheel is provided to store excess
`mechanical energy as well as a battery to store excess electrical
`energy. Albright, Jr. et al patent 4,588,040 shows another hybrid
`drive scheme using a flywheel in addition to batteries to store
`excess energy; various complicated mechanical connections are
`provided between the various components. Capacitors have also been
`proposed for energy storage; see Bates et al U.S. patent 5,318,142.
`Fjallstrom U.S. patent 5,120,282 shows a parallel hybrid drive
`train wherein torque from two electric motors is combined with
`torque produced by an internal combustion engine; the combination
`is performed by a complex arrangement of paired planetary gearsets,
`and unspecified control means are alleged to be able to allow
`variation of road speed without a variable-ratio transmission.
`Hunt U.S. Patent Nos. 4,405,029 and 4,470,476 also disclose
`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 -
`30 mph, both
`power sources may be energized ... Additionally, both power sources
`could be utilized under heavy load conditions." Hunt also indicates
`that "the vehicle could be provided with an automatic changeover
`device which automatically shifts from the electrical power source
`to the internal combustion power source, depending on the speed of
`the vehicle" (col. 4, lines 12 - 16).
`However, the Hunt vehicle does not meet the objects of the
`present invention, as discussed in detail below. Hunt's vehicle in
`each embodiment requires a conventional manual or automatic
`transmission. See col. 2, lines 6
`- 7. Moreover, the internal
`combustion engine is connected to the t~ansfer case (wherein torque
`from the internal combustion engine and electric motor is combined)
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`torque converter of conventional
`"fluid coupling or
`a
`by
`construction". Col. 2, lines 16 - 17. Such transmissions and fluid
`couplings or torque converters are very inefficient, are heavy,
`bulky, and costly, and are to be eliminated according to one object
`of the present invention, again as discussed in detail below.
`Furthermore, the primary means of battery charging disclosed
`by Hunt involves a further undesirable complexity, namely a turbine
`driving the electric motor in generator configuration. The turbine
`is fueled by waste heat from the internal combustion engine. See
`col. 3, lines 10 - 60. Hunt's internal combustion engine is also
`fitted with an alternator,
`for additional battery charging
`capability, adding yet further complexity. Thus it is clear that
`Hunt fails to teach a hybrid vehicle meeting the objects of the
`present invention -
`that is, a hybrid vehicle competitive with
`conventional vehicles with respect to performance, cost and
`complexity, while achieving substantially improved fuel efficiency.
`Kawakatsu U.S. Patents Nos. 4,305,254 and 4,407,132 show a
`parallel hybrid involving a single internal combustion engine
`coupled to the drive wheels through a conventional variable-ratio
`transmission, an electric motor, and an alternator,
`to allow
`efficient use of the internal combustion engine. As in the Hunt
`disclosure, the engine is intended to be operated in a relatively
`efficient range of engine speeds; when it produces more torque than
`is needed to propel the vehicle, the excess is used to charge the
`batteries; where the engine provides insufficient torque, the motor
`is energized as well.
`A further Kawakatsu patent, No. 4,335,429, shows a hybrid
`vehicle, in this case comprising an internal combustion engine and
`two motor/generator units. A first larger motor/generator, powered
`by a battery, is used
`to provide additional torque when that
`provided by the engine is insufficient; the larger motor-generator
`also converts excess torque provided by the engine into electrical
`energy, to be stored by the battery, and is used in a regenerative
`braking mode. The second smaller motor/generator is similarly used
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`to provide additional torque and additional regenerative braking as
`needed.
`More particularly, the latter Kawakatsu patent asserts that
`a single electric motor sized to provide sufficient torque to
`propel the vehicle would not be capable of providing sufficient
`regenerative braking force; see col. 1, line 50 -.col. 2 line a.
`Accordingly, Kawakatsu provides two separate motor/generators, as
`noted; a separate engine starting motor is also provided. See col.
`6,
`lines 22
`In
`the embodiment
`shown,
`the
`larger
`23.
`motor/generator is connected to the wheel drive shaft, while the
`engine and the smaller motor/generator are connected to the wheels
`through
`a
`complex mechanism
`comprising
`three
`separately(cid:173)
`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 ar internal combustion engine for use at
`higher speed. The art also suggests using both when maximum torque
`is required.
`In several cases the electric motor drives one set of
`wheels and the internal combustion engine drives a different set.
`See generally Shea (4,180,138); Fields et al (4,351,405); Kenyon
`(4,438,342); Krohling (4,593,779); and Ellers (4,923,025).
`Many of these patents show hybrid vehicle drives wherein a
`variable speed transmission is required, as do numerous additional
`references. A transmission as noted above is typically required
`where the internal combustion engine and/or the electric motor are
`not capable of supplying sufficient torque at low speeds. See Rosen
`(3,791,473); Rosen (4,269,280); Fiala (4,400,997); and Wu et al
`(4,697,660). Kinoshita (3,970,163) shows a vehicle of this general
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`type wherein a gas turbine engine is coupled to the road wheels
`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
`discussed above, see Bray (4,095,664); Cwnmings (4,148,192); Monaco
`et al
`(4,306,156); Park
`(4,313,080); McCarthy {4,354,144);
`Heidemeyer (4,533,011); Kawamura (4,951,769); and Suzuki et al
`(5,053,632). Various of .these address specific problems arising in
`the manufacture or use of hybrid vehicles, or specific alleged
`design improvements. For example, Park addresses certain specifics
`of battery charging and discharge characteristics, while McCarthy
`shows a complex drive system involving an internal combustion
`engine driving two electric motors; the torque generated by the
`latter is combined in a complex differential providing continuously
`variable gear ratios. Heidemeyer shows connecting an internal
`combustion engine to an electric motor by a first friction clutch,
`and connecting the motor to a transmission by a second friction
`clutch.
`Other patents of general relevance to this subject matter
`include Toy (3,525,874), showing a series hybrid using a gas
`turbine as internal combustion engine; Yardney (3,650,345), showing
`use of a 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
`(3,874,472) ; Horwinski
`(4,042,056); Yang
`(4,562,894); Keedy
`(4,611,466); and Lexen
`(4,815,334}; Mori
`(3,623,568); Grady, Jr.
`(3,454,122); Papst
`{3,211,249); Nims et al (2,666,492}; and Matsukata (3,502,165).
`Additional references showing parallel hybrid vehicle drive systems
`include Froelich (1,824,014} and Reinbeck (3,888,325).U.S. Patent
`No. 4,578,955 to Medina shows a hybrid system wherein a gas turbine
`is used to drive a generator as needed to charge batteries. Of
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`particular interest to certain aspects of the present invention is
`that Medina discloses that the battery pack should have a voltage
`in the range of 144, 168 or 216 volts and the generator ·should
`deliver current in the range of 400 to 500 amperes. Those of skill
`in
`the art will recognize that these high currents
`involve
`substantial resistance heating losses, and additionally require
`that all electrical connections be made by positive mechanical
`means such as bolts and nuts, or by welding. More specifically, for
`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,
`it would be desirable to operate the electric motor of a hybrid
`vehicle at lower currents.
`U.S. patent 5,765,656 to Weaver also shows a series hybrid
`wherein a gas turbine is used as the internal combustion engine;
`hydrogen is the preferred fuel.
`U.S. Patent No. 4,439,989 to Yamakawa shows a system wherein
`two different internal combustion engines are provided, so that
`only one need be run when the load is low. This arrangement would
`be complex and expensive to manufacture.
`Detailed discussion of various aspects of hybrid vehicle
`drives may be found in Kalberlah, "Electric Hybrid Drive Systems
`for Passenger Cars and Taxis", SAE Paper No. 910247
`(1991).
`Kalberlah first compares "straight" electric, series hybrid, and
`parallel hybrid drive trains, and concludes that parallel hybrids
`are preferable, at least when intended for general use (that is,
`straight electric vehicles may be useful under certain narrow
`conditions of low-speed, limited range urban driving). Kalberlah
`then compares various forms of parallel hybrids, with respect to
`his Fig. 4, and concludes that the most practical arrangement is
`one in which an internal combustion engine drives a first pair of
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`wheels, and an electric motor the second; more particularly,
`Kalberlah indicates that mechanical combination of the torque from
`an internal combustion engine and an electric motor is impractical.
`Gardner U.S.
`patents 5,301,764
`and
`follow
`5,346,031
`Kalberlah's teachings, in that Gardner shows separately driving at
`least two pairs of wheels; one pair is driven by a first electric
`motor, and the second by a second electric motor or alternatively
`by a small internal combustion engine. Three different clutches
`are provided to allow various sources of drive torque to be.
`connected to the wheels, and to a generator, depending on the
`vehicle's operation mode. The internal combustion engine is run
`continuously, and provides the driving torque when the vehicle is
`in a cruise.mode; at other times it is used to charge the batteries
`powering the electric motors.
`Bullock, "The Technological Constraints of Mass, Volume,
`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 a vehicle having two
`electric motors of differing characteristics, driving the wheels
`through a variable-speed
`transmission, would be optimal for
`automotive use; see the discussion of Fig. 8.
`Bullock also
`suggests the use of an internal combustion engine to drive battery
`charging, but does not address combining the engine's torque with
`that from the motors; see pp. 24 - 25.
`Further related papers are collected in Electric and Hybrid
`Vehicle Technology, volume SP-915, published by SAE in February
`1992. See also Wouk, "Hybrids: Then and Now"; Bates, "On the road
`with a Ford HEV", and King et al, "Transit Bus takes the Hybrid
`Route", all in IEEE Spectrum, Vol. 32, 7, (July 1995).
`Urban et 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
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`common features, including similar operating modes. Referring to
`the first embodiment, an internal combustion engine provides torque
`to the road wheels or to a generator; two electric motors can
`provide torque to the road wheels, or charge batteries during
`regenerative braking.
`Torque from the engine and motors is
`combined at the input shaft to a variable-ratio transmission.
`overrunning clutches are provided, e.g., to allow the engine's
`torque to be applied to -the road wheels without also rotating the
`motors.
`As indicated at col. 6, lines 25 - 54, certain transitions
`between various operating modes are made automatically, responsive
`to the position of the accelerator pedal; for example, if the
`operator does not depress the pedal beyond a given point, only the
`internal combustion engine is employed to propel the vehicle; if
`the operator depresses the pedal more fully, the electric motors
`are also energized. Other changes in the operational mode must be
`made by the operator directly; for example, the vehicle may be
`operated as a "straight electric" vehicle, e.g. for short duration
`trips, by the operator's making an appropriate control action. See
`col. 7, lines 49 - 56.
`The Urban et al design appears to suffer from a number of
`significant defects. First, the internal combustion engine is
`stated to provide all torque needed to accelerate the vehicle to
`cruising speed under normal circumstances (see col. 5, lines 3 -
`10), and also to propel the vehicle during cruising {see col. 6,
`lines 48 - 54). The electric motors are to be used only during
`rapid acceleration and hill-climbing; col. 5, lines 10 - 13. A 20
`horsepower engine, operated through a continuously variable-ratio
`transmission and a torque converter, is stated to be adequate for
`this purpose. Such components are clearly complex and expensive;
`further, torque converters are notoriously inefficient. Moreover,
`using the internal combustion engine as the sole source of power
`for low-speed running would require it to be run at low speeds,
`e.g., at traffic lights, which is very inefficient and highly
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`(Various a