This Page is Inserted by IFW Indexing and Scanning
`Operations and is not part of the Official Record
`
`BEST AVAILABLE IMAGES
`
`Defective images within this document are accurate representations of the original :
`documents submitted by the applicant.
`
`Defects in the images include but are not limited to the items checked:
`
`0 BLACK BORDERS
`
`0 IMAGE CUT OFF AT TOP, BOTTOM OR SIDES
`
`~ FADED TEXT OR ORA WING
`
`0 BLURRED OR ILLEGIBLE TEXT ORDRA WING
`
`0 SKEWED/SLANTED IMAGES
`
`0 COLOR OR BLACK AND WHITE PHOTOGRAPHS
`
`0 .GRAY SCALE DOCUMENTS
`
`GI LINES OR MARKS ON ORIGINAL DOCUMENT
`
`D REFERENCE(S) OR EXHIBIT(S) SUBMITTED ARE POOR QUALITY
`
`. IJ·oTHER: _______ ________ __ __ _
`
`IMAGES ARE BEST AVAILABLE COPY.
`As rescanning these documents will not corre~t the image.
`problems checked, please do not report these problems to
`the.IFW Image Problem Mailbox.
`
`BMW1012
`Page 356 of 1654
`
`

`

`BEST AVAILABLE COPY
`
`PCT
`
`WORLD INTELLEcnJAL PROPERTY ORGANIZATION
`International Bureau
`
`. :
`
`·.
`
`INTERNATIONAL APPLICATION PUBLISHED UNDER THE PATENT COOPERATION TREATY (PCI)
`
`(51) International Patent Classiflcation 3:
`
`B60L 11/12
`
`Al
`
`(11) International Publication Number. WO 82/01170
`
`(43) lntemational PobUc:ation Date:
`
`lS April 1982 (15.04.82)
`
`(81) Designated States: AT, AT (European patent), CH, CH
`(European patent), DE, DE (Auxiliary utility model),
`DE (Europeanpatent),DK,Fl,FR(Europeanpatent),
`GB, GB (European patent), JP, NL,NL (European pa.
`tent), NO, SU, US.
`
`Published
`With intematlonal search report
`In English translation (filed In Swedish)
`
`(21) lntemational Appllcation Number:
`
`PCT/SE81/00280
`
`(22) lntemational Filing Date:28 September 1981 (28.09.81)
`
`(31) Priority Application Number:
`
`8006788-7
`
`(32) Priority Date:
`
`29 September 1980 (29.09.80)
`
`(33) Priority Country:
`
`SE
`
`(71) Applicant (for all designated States except US): CARL W
`ANDERSSON AB
`(SE/SE]; Ostergarde
`lndu-·
`striomnide,
`S423 00 Torslanda (SE).
`
`(72) Inventor, and
`(75) lnventor/AppUcant (for US only): MAR.LlND, Goran
`[SE/SE]; Sorredsvagen, S-423 00 Torslanda {SE).
`
`(74) Agents: HAGELBERG, Torvald et al.; Patentbyriln
`West-Patent, Stora Nygatan IS, S-411 08 Goteborg
`(SE).
`'
`
`(54) Title: PROPULSION ARRANGEMENT FOR VEHICLES
`
`• . .
`
`~
`I
`
`' 3
`
`2
`
`~ 18
`
`l --___..1!1-!,---'
`.. \
`
`(57 } -
`• • ~ . '
`Propulsion arrangement for vehicles comprising a first machine (1) arranged as propulsion engine driven by combustion
`of a propellant and a second machine (11) arranged as alternative propulsion motor driven by means of electricity from a battery
`(22). The battery is arranged so as to be charged with current generated by the work oftbe first machine. The propulsion arrange(cid:173)
`ment is designed to work alternatively in a first operational state with the first machine as drive source for vehicle operation and
`for generation of current for charging the battery and a second operational state in which tbe second maehine functions as drive
`source for the vehicle with supply of cwrent from the battery. The second machine (11) is so arranged that during the first opera(cid:173)
`tional state it acts as generator and is thereby driven by means oftbe first machine (1) during generation of the said current for
`charging up the battery (22).
`
`BMW1012
`Page 357 of 1654
`
`

`

`FOR THE PURPOSES OF INFORMATION ONLY
`
`Codes used to identify States party tQ the PCT on the front pages of pamphlets publishing international appli(cid:173)
`cations under the PCT.
`
`"
`
`AT
`AU
`BR
`er
`CG
`CH
`CM
`PE
`DK
`n
`FR
`GA
`GB
`HU
`JP
`
`Austria
`Austn.lia
`Brazil
`Central African Rcpubli,;
`C01180
`Switzerland
`Cameroon
`Germany. Federal Rcpubli.; of
`Denmark
`Finland
`Frame
`Gabon
`United Kingdom
`Hunp.ry
`Japan
`
`KP
`u
`LU
`MC
`!'t1G
`!'t1W
`NL
`NO
`RO
`SE
`SN
`SU
`TD
`TG
`us.
`
`Demoaatii: People"s Republic of Korea
`Liechtenstein
`Luxembours
`Mona.:o
`Madaps.:ar
`Malawi
`Nelher1ands
`Norway
`Romania
`Sweden
`Senegal
`SoVict I.: nion
`Chad
`Taso
`United States or A meri.::a
`
`BMW1012
`Page 358 of 1654
`
`

`

`WO 82/01170
`
`PCT /SES 1 /00280
`
`Propulsion arrangement for vehicles
`
`..
`·.
`
`· Technical fi'e-ld :.
`The present invention related to a propulsion arrangement
`for vehicles and comprises an initial machine ·in the form of a
`motor arranged to be driven by combustion of a propellant and a
`seccnd machine arranged to be driven by means of electricity
`fran a battery or to fW'lction as a generator. The object is
`preferably a propulsion. arrangement for load trucks for handling
`goods both in the open air and inside buildings.
`
`s
`
`10
`
`15
`
`25
`
`Backgroulid:
`The propulsion of vehicles. by an internal combustion engine
`has certain advantages. The main one appears to be that the
`operating time between :- · ·refuelling operations
`can be long
`and that the actual fuel filling operation can take place rapidly,
`whicl:1 taken together provide long operating times;
`if so re(cid:173)
`quired practically the entire day can be utilised for operation.
`Another important advantage is that the weight per horse-power
`.
`.
`for the motor and requisite fuel volume is low. Disadvantages
`. .
`20 which are linked w~th internal combustion engines ar~ fl\ainly
`..
`.
`that they give 9££ harmful and dirty gases and have a relatively
`In spite of these disadvantages, internal
`"high sound level.
`combustion engine operation for vehicles is accepted outdoors,
`whilst there is an ever increasing tendency to prohibit and
`depart from its use indoors. An alternative propulsion system
`in which the said disadvantages are practically eliminated is
`propulsion by means of one or more electric motors, which for
`vehicle operation ~ust be battery-d~iven. This method is often
`employed for load carrying vehicles, e.g. trucks, which are
`employed indoors or in any case for the most part indoors. How(cid:173)
`ever the disadvantage does arise that with reasonable battery
`size energy extraction.between charges must be restricted whil3t
`at the same time a major part of the day has to be reserved for
`battery charging. Furthermore the costs for maintenance and
`replacement of the batteries if operations are conducted solely
`with these is relatively high. As such a high weight - and this
`is incurredbecause of the batteries - is not a direct disadvantage
`for load-carrying trucks such as fork-lift·trucks,
`
`30
`
`..
`, .
`....
`
`35
`
`BMW1012
`Page 359 of 1654
`
`

`

`WO 82/01170
`
`2
`
`PCT /SES 1 /00280
`
`event a counterweight is essential, but even so enei::.gy extrac-
`tion during a working day
`between re-charging periods
`often has to be restricted belc,;,, the desirable level.
`
`s
`
`10
`
`·15
`
`···
`The said disadvanta_ges of electric motor.-driven vehicles
`are generally not pq.rticularly accentuated if these arli! operated ·.
`•
`solely indoors, because the rolling rel:(istance and dif!'erences
`lev4::l are relatively slight, whilst at the same time the
`ill
`distance traversed dur.1.~g a working day is relatively short.
`Furthermore if operations are con.ducted s ole·ly ·indoors there is
`hardly any other alternative.
`In the c~e of vehicles for com(cid:173)
`bined outdoor and indoor operation however the conditions become
`more difficult. As already mentioned there is a tendency no
`longer to accept internal combusti~ engine operation for indoor
`use, whilst at the same time the demand for en.argy and pa..ter are
`high as a result of outdoor. operation. Du~ing outdoor runs it is
`often necessary to traverse longer distances on uneven surfaces
`and with load•carrying trucks the weight of the goods tends to
`be greater with outdoor operation than when operations are con(cid:173)
`ducted solely inside buildings.
`
`20
`
`25
`
`30
`
`35
`
`To solve the problem of being able to utilise the environ-
`mentally pretez:able method of electrical operation in doors,
`· whilst at the same time having adequate energy. and pc::,,.,er avail(cid:173)
`able, the use has been proposed of hybrid machines· £or propul(cid:173)
`sion of vehicles. With these there is ·both an internal combus-
`tion engine and at least one electric.motor, ·the said motors
`being capable of being used alternatively.. . The present .invention
`relates to such a hybi::id system and more particularly .concerns
`a sys~m in which the intern·a1 combustion engine is employ~d
`both fcr. propulsion during certain operating periods. and simul-
`taneously for charging up the batteries which are provided for.
`operation of the electric motor, which in turn are::,nly employed
`for propulsion of the vehicle during limited periods, mainly
`during periods when the internal combustion engine is shut do;,m.
`During outdoor operation the internal combustion engine is thus
`employed, whereby the batteries are charged at the same ti.met
`whilst during indoor operation solely the electric motor is useo.
`When the pc,;,,er output is particular~y high,
`can be employed.
`
`~
`
`BMW1012
`Page 360 of 1654
`
`

`

`WO 82/01170
`
`PCT /SE81 /00280
`
`3
`On the other hand the invention does not relate to
`systems
`of the type "d~esel-eleetrie operation", i.e. constant propul(cid:173)
`sion, with electric motors.whi~ are supplle·d.with electricity
`from a g~ne·:ra~or dr:1ven by· an intemal canbustion erigine ·and., in
`periods when this ia shut down, from batteries.
`
`Technical problem:
`However, the fact has •. emerged that suc::h hybrid systems are
`~flexible when chsngin~ over .
`. between the methods of drive,
`so that. the vehicle has to be st~ped when switching over and
`the purpose of the. present invention. is to provide a hybrid
`system of the above-menti.oned type in which the ,changeover bet(cid:173)
`ween operation with the electric motor to operation with the
`· internal combustion engine and vice versa can take place in a
`very flexible manner and· whilst the vehicle is in motion.
`
`s
`
`10
`
`1 S
`
`Another objective is to provide an arrangement for switching
`over between the two modes of operation which is simple and en(cid:173)
`sures reliable operation •
`
`20
`
`ZS
`
`30
`
`. The solution:
`The solution in accordance ~ith the inven'tion involves the
`second machine,
`as motor, op:r·ating within a lawer speed
`. range, the firs:t machine operating as motor within .a h:1,gher speed
`range located above{ the lower speed range, the first machine
`being arranged to drive the second machine, _and whereby a speed
`sensing arrangement is pr~i~ed to sw~tch over the seca,.d· machine
`from'mo;or operation to generator operation when, as a result of
`the operation of the. first machine, the spee~ rises to the higher
`to switch in the second machine as motor
`speed range, and
`within the lower speed range.
`
`Brie£ description of drawings:
`The appended diagrams illustrate an embodiment of the inven-
`tion. Fig. 1 gives a schematic v1ew of the driving machinery
`for a load-carrying truck and fig. 2 illustrates an electrical
`circuit diagram for the propulsion arrangement in accordance
`with the invention.
`
`BMW1012
`Page 361 of 1654
`
`

`

`4
`
`PCT /SES 1 /00280
`
`.
`
`• I
`
`;
`
`.
`
`S
`
`WO 82/01170
`.Best mode of carrying.out the~invention:
`In accordance wJ.th fig. 1 the propu1sion arrangement for a
`vehicle, preferably -~ l~d-:car.ying truck., .. compri~e~ an internal
`combustion engine l with a ·flywheel cas1ng 2, from which a drive _
`shaft 3 proceeds on which a belt pulley- 4 is fastened. A star- -
`ting motor S, which can be driv~"l by the current from .a battery ~.
`6, is provided _to start the· engine. A starting relay 7 is·
`arranged in the battery lead for actuation of the starting motor.
`S, and this relay can be actuated from a starting controller 8,
`e.g. a press-button. Furthermore there is a stop button 9, by
`1 O means of which the motor can be stopped by influericing its in(cid:173)
`jecf.ion pump or ignition arrangement 10, in the, case of diesel
`engines or Otto engines.
`
`15
`
`20
`
`Furthermore the propulsion arrangeirent comprises an electric
`motor ll with a drive shaft 12 which has shaft journals at both
`.
`.
`.
`ends of the motor. One shaft journal· is connected to an hydrau-
`lic pump 13 which by means of pipes 14 is connected to .
`hydraulic motors· 15, which are arranged to propel the propulsion
`wheels-· 16 of tlie truck. Furthermore, for regulating the flow
`from·the hydraul.i.c motor 13, there are actuation pipe5 17which
`extend up to an actuating valve 18 designed as· a ped·a1: A ·free
`wheel 19 via w~ich a belt pulley 20 which is connected by belts
`21 with the belt pulley 4 can drive the shaft 12, . is arranged
`at the other end of the shaft 12.
`
`25
`
`· The shaft 12 which must always rotate during operation of
`the hydraulic pwup 13 and thus during propulsion of .. the vehicle
`by means of the hydra~lic motors l5 has a defined dire~tion of
`rotation. The free wheel 19· is thereby so arranged that it is
`eng.agec! when the internal combustion engine 1, which also has a
`certain drive dir~ction on its output shaft 3, drives the belt
`30 puUey 20 in the same direction as the defined direction of
`rotation of the shaft 12 •. This signifies
`also
`that
`the free wheel free-wheels in the opposite relative d£rect1on of
`rotation, which means that for its part the shaft 12 cannot
`drive the belt pulley 20 and hence certainly not the internal
`combustion engine l during independent operation in. the defined
`directiai of rotation.
`In other words: .if the intemal canbus(cid:173)
`tion engine is in operation, but not the electric motor 11, the
`~~u;.,,.p,=--~E;;-.A-u
`OMPI
`.tq,.~~~9.--~·
`
`3S
`
`BMW1012
`Page 362 of 1654
`
`

`

`PCT /SES l /00280
`WO 82/01170
`5
`internal combustion engine drive the shaft i2 and thus the
`hydraulic pump 13, whi1st on the other hand if the internal com(cid:173)
`bustion. engine 1 is not in operation, _wh:11st the electric motor
`11 is in operation, .then the electric motor ~ill. run freely
`S without· entraining the _intemal. combus~on engine.
`
`A battei:y 22 which can be connected by· means of a relay. 23
`to the e1ectric motor is provided for operaticn of the electric
`motor 11. The functioning of this relay will be expl~ned later.
`
`20
`
`In what has been stated above the electrical machine provided
`10 has been designated as the electric motor 11. ~ such it is a1so·
`envisaged to operat~ as a motor. However it is arranged to be
`able to function altematively as generator, arid it is then so·
`.
`.
`.
`connected to the battery 22 that the la~ter can be chargE;d
`during ~eration of the generator. To draw attention .to this
`15 point, in future the motor-generator will be designated as "the
`electrical machine 11"~ ·Such a changeover can be performed rela(cid:173)
`tively simply, generally by certain windings of the e~ctrical
`machine being magnetised by supplying a field current, whilst at
`the same·time other windings are connected up for electricity
`_output. The relay 23 is provided for this chal'lgeover •. ·When the
`relay 23 is engaged for motor.operati~n, electricity is thus
`·taken from the battery 22 so that the machine 11.is driven,
`whilst during generator operation current is fed to the battery
`22 to charge this up.
`·aiaracteristic of the invention is the fact that this
`b~tween motor and generator operation is controlled
`changeover
`by a speed-sensing arrangement. This can consist of a special
`· speed-sensing arrangement, e.g. on the shaft 12, and this has
`been designated ~s 24 in the eir~uit diagram in fig. 2. Alterna-
`tively, speed indication can be undertaken by recording the
`currents which flow through the windings of the electrical
`machine 11. S·imultaneously with the fact that the relay is
`.
`. .
`arranged to be controlled during its changeover ... of ma-chine 1.:l
`between :cotor and. generator operation
`as a function of speed.,
`the actual machine !s arranged to operate within a certain speed
`range as motor·, and at another speed range which lies above this
`speed range as generator. Speed control of the relay_ is thereby
`~UR.EA. U
`OMPI
`.I)., 1' P. ;":::<: .... ,:i '~
`
`25
`
`30
`
`35
`
`BMW1012
`Page 363 of 1654
`
`

`

`6
`
`PCT/SE81/00280
`WO 82/01170
`so arrange~ that.the changeover to .generator takes place-when the
`· ro1:,ational speed ·of the shaft l2 of machine 11 passes from the
`lower speed range up to ·the high~r speed range, whilst changeover
`to motor operation ~a.kes place when the speed drop~ ·from ~e
`S higher speed range to the lower speed range... .Furthermore motor ;_
`.
`.
`.
`.
`.
`operation is obtained during starting up and the supply of curre~t
`to the machine from the battery 22, i.e. when starting 'from .zero,.
`to the .. lo1fer. speed range. Furthermore one of the
`.
`and passing
`.
`characteristics of the invention is that the internal· combustion
`10 engine 1· is arranged to•drive the system wi~in the higher speed
`:rn the embodiment
`range at the envisaged normal· load range.
`.
`.
`illustrated_thus the transmission ratio 1via·the ~elt pul!eys 4
`"and 20,1.s so adapted. to the speed of the internal combustion
`engine .l that during opera~ion of the internal;, combustion engine
`the shaft 12 is driven at a rotational· speed located within the
`higher speed range.
`
`t S
`
`2.5
`
`.
`
`In fig. 2 the arrangement is illustrated in the form o~ an
`electrical circuit .diagram where the ~cmponents described·pre(cid:173)
`vious ly are reproduced with the same notation numbers. . Further-
`.
`.
`ZO more, as mentioned, a ~peed sensing m:"rangement 24 is sp·~c:if~ed,
`which is shown in ~ig. 2 as bei~g connected to ;the sl}af~ 12 ~·
`This can consist of .some known arrangement of the centrifugal,
`.eddy-current type or the like, which is .capable of imparting a
`control signal i"xi" a conductor 25 to the changeo~er relay. 23.
`In
`turn the relay 23 cannot have soleiy. a changeover. function, but
`.
`.
`\
`must ~lso function as charging relay, so as to P.rovide suitable
`. .
`.
`charging of the b~.ttery 22.
`:Ct .is not necessary to· describe in
`greater· de-t;.ai;t. the starting arrangement for the internal combus(cid:173)
`tion engine 1. The method is already known of arranging a small
`:electric motor fer starting- up internal oombustion engines.
`In
`the em'.!:,odiment shown the starting motor S is con;nected. to a
`special battery 6 and a special generator is then provided for
`charging up this battery. Thus the internal combustion engine 1
`is quite simply a· standard engine· with associated starting
`3S ·equipment of the standard type. As·such it- is possible, within
`the framework of the invention, to combine the two electrical
`installations illustrated in fig. 2, e.g. by connecting the .star(cid:173)
`ting motor S to the battery 22. It is ·also possible to allow the
`motor 11 to function as starting motor, . -although
`
`30
`
`,
`..
`
`BMW1012
`Page 364 of 1654
`
`

`

`WO 82/01170
`7
`PCT /SES 1 /00280
`wheel 19 must be replaced by some controlled shaft coupling.
`During the development of the invention however the method illus(cid:173)
`trated was found to be the most suitable.
`
`..
`.. .
`
`10
`
`As sho.,m by the foregoing the a.rive thus takes place from the·
`S shaft 12 either by means of the electrical machine or the in(cid:173)
`ternal combustion engine. The drive power .output is transmitted
`to the hydraulic pump 13 for which flow control arrangements are
`provided.
`.This can for example be of the type which has a
`swivelling plate by means of which the strok~ length of. the pis-
`tons can be controlled, whereby the outgoing flow can be varied
`infinitely even with constant ~peed of the input .shaft. The
`,pressure medium from the hydraulic pump is transmitted via pipes
`14 to the two motors 15 and thus when the shaft rotates the wheels
`.
`.
`.
`· are driven. Preferably the system is also provided wii;h
`1 S changeover valves so that reverse. motia,. is possible.
`such in(cid:173)
`finitely variable .hydraulic systems form state of the art and do
`not need to be described in ·detail here. Flow .regulation takes
`place by means of the said foot pedal v~a a remote actuation
`control arrangement which as shown in the diagram can be of the
`20 hydraulic type.. The control range for pump 13 should be such
`.
`.
`that 1 t should be possible to achieve the desired speed ·range ·
`during propulsion of the truck, regard.less of whether the drive
`.machinery, i.e.·the shaft i.2, operates within the previously
`mentioned lower speed range during ele~trical operation, or the
`25 higher speed range during internal combustion engine operation.
`.
`In other words it must be possible, by regulating the pmnp
`within the c·ontrol range provided for it,. to compensate for
`differences in the speed of rotation of shaft· 12 within both
`these speed ranges in such a.manner that the speed of rotation
`30 of the wheels 16 can be maintained constant.
`
`lE
`
`\
`
`..
`
`If we assume that the truck is to be started indoors, the
`battery 22 is connected to the electrical machine 11, which
`thereby rotates the shaft 12 and drives the pump 13. By means·
`of control valve 18 the speed of wheels 16 can be controlled, s·o
`that i~ is possible to regulate the speed of the truck between
`zero up to thehighest envisaged speed. During rotation of shaft
`12 the free wheel 19 is disengaged, so that the belt pulley 20
`remains ~tationary and the internal combustion engine_l
`
`35
`
`BAD ORIGINAi=
`
`-··
`
`BMW1012
`Page 365 of 1654
`
`

`

`WO 82/01170
`
`PCT /SES 1 /00280
`
`8
`affected. During electric motor operation the speed control
`arrangement ensure~ that a:n adequate coupling is obtained so that
`current is supplied from the battecy 22 to the mach.ine 11 whic.'i
`.
`.
`.
`.
`functions as a motor. ·As shown by the foregoing.this takes place
`s at the la.,,er speed range and, as long as this is complied with,
`~
`the relay 23 ensures the said motor -coupli.ng.
`
`If, for example, when driving out :ot
`the building internal
`combustion.engine opera~ion-is required the engineis started in
`the conventional manner with its starting motor 5 by ·actuation
`10 of the s~arter caitrol 8. As a result the engi.ne -1 ·is started up
`and reache~ its speed and the belt pulley ·4 drives belt pulley
`.20. Since the'belt pulley 2·0 is driven at a higher speed than
`the speed maintained by shaft 12 during: electric motor opera(cid:173)
`tion, the free-wheel l9 is engaged and ·the shaft 12 inc::e·ases
`1 S its speeds to the higher speed range. As a result relay 23 is
`actuated by the said speed-s~nsing arrangement. This results in
`the machine 11 being switched over to generator operation.
`During this its fiel.d windings are energised and it starts to
`generc!,te current. which, via the relay 23 which functions as
`. 20 charging relay, is transmitted to the battecy,22 to charge this
`up. At the same time the pump ;1.3 als.o starts t.o be driven at
`higher speed anq. tt:ie wheels_ 16 also try to be driven at higher
`· speed from the hydraulic motors · 15. As soon as the. driver
`senses this he can compensate for the increasing speed of shaft
`25 12 by releasing pressure slightly on.the pe~al to the control
`valve 18. This reduces· the flow of pump 13, so that the ·des'ired
`.speed of rotation of wheels 16 is obtained. Very often however
`the situation is· that a higher· speed.is required when driving
`outdoors and naturally actuatiai of the pedal takes place in
`3 0 accorda.:ic:e with the driver's required running speed. As indi ca(cid:173)
`ted hO'.lever there is a possibill ty of speed compensation and
`for maintaining a·1.miforrn speed.
`
`If the internal combustion engine 1 is overlqaded,. either
`because the drive resistance on wheels .16 becomes ~excessive or be-
`35. cause any ancillary equipment present in the fo~ of load(cid:173)
`handling arrangements such as lifting forks or cranes is heavily
`loaded, the speed of the enginewill drop.
`If this occurs to such
`an extent that the speed of rotation of shaft 12 passes out of the
`
`.;.-~.,-1:~i. ,, ) \.!.\...j
`
`-~ut!ta.
`
`BMW1012
`Page 366 of 1654
`
`

`

`. .
`
`' -
`
`s
`
`10
`
`15
`
`20
`
`25
`
`30
`
`35
`
`9
`
`WO 82/01170
`
`PCT/SESI/00280
`.
`specified higher speed range, then first of all g~nerator.opera-
`tion of machine ll will be disconnected, which signifies a
`le.Mer loading. . -~f the speed drops down to· the lCW'er speed 1:'ange
`the 'relay 23 will change over· machine .11· to"motor operation and
`.
`.
`.
`thus provides operat'.ion from both th~ .internal combustion engine
`1 and the ~lectrlca1machine 11. As indicated, the tw:o speed
`· ranges cc.µ1 be located a,.e after the other with an intermediate
`range in which the machine 11 is completely disengaged. The two
`ranges can also occur · directly one afte·r the other so that the
`relay is switched over between generator and motor operation
`without any neutral position. Preference should be· given to the
`latter.
`
`If the vehicle is to be driven into a building once more the
`engine l is stopped using the sto,p control arrangement _9. As a·
`·result the speed drops to the lower speed ·range and the relay 23
`now engages the machine 11 for motor operation ?!th current being
`from the battery 22. As soon. as th~ shaft 12 starts to
`,taken
`rotate more rapidly than the belt pul.ley 20, the free-wheel l9
`is disengaged and the shaft 12. can rotate freely with out being .
`affected by the enginel. The drive of pump 13 thus occurs by
`electric motor operation. The reduction in the flCM from the
`pump which takes place during the transition to the lower speed
`range can thus·be compensated, as described above, by means of
`the control valve 18 which is provided with a pedal, if so re-
`quired.
`
`Industrial appli~ability:
`Within the framework of the inveni;:ion, as defined in the
`following patent claims,the .arrangement can be ~aried beyond
`what has been stated in the previous description. Thus the engine
`l dces not need to be an internal combustion engine of the type
`most widely employed nCM, i.e. a piston 'engine of the diesel or
`tor it to
`Otto type.
`:rt is also feasible
`be a Stirling
`engine, combustion turbine or a steam engine. The essential
`thing is that the one drive source has characteristics which are not
`appropriate for driving in enclosed premises, whilst on the.other
`h·and it can easily be provided with the necessary drive means.
`These circumstances prevail with all types of enginesand machines
`which are driven by combustion of a fuel in some
`
`.-t··
`
`.
`
`BAD ORIGINAL
`
`BMW1012
`Page 367 of 1654
`
`

`

`WO 82/01170
`
`PCT/SE81j00280
`
`.
`10
`The connection illus.trated, via a through shaft: to the elec-
`trical machine,· is not essential tn the invention. For example
`a connection .is feasible. where the two mac..~ines are conne.ct;d
`· in para~le! with tb~_pe&er transmission •• The J:atter a1so does not
`need
`to be of the hydraulic type, but some form of con-
`trol of the transmission ratio should be provided to ccmpen~ate ;
`:tt. is also possible
`for operaticn within the two speed ranges~
`to provide the arrangement with an element which auto~tically
`_changes over the transmission ratia en
`from one drive
`changing
`speed to another •
`
`s
`
`1 0
`
`f
`
`. •,
`'··· ·:.
`·. ·, •. J·; 1
`.
`
`, •... -
`
`BMW1012
`Page 368 of 1654
`
`

`

`WO 82/01170
`
`11
`
`PCT/SESl/00280
`
`.. . : .. ;: ......
`
`BAD OAIGl~AL
`
`Patent claims:
`1.
`Propulsion arrangement for vehicles and comprising a first
`machine (1) ~ranged as. propulsion motor and thereby driven by·
`combustion of ·a propell 4lnt and a second machine (11) arranged
`S partly as alternative propulsion motor, thereby .driven by 'means
`of electric! ty from a battery (22) and partly as generator,· thereby
`driven by means of tl;le first machine(j)during generation o~ elec(cid:173)
`trieit~ to charge up the battery (22) whereby the propulsion
`arrangement is designed to alternatively functi.on in. a first
`operating state with the first machine as d1:ive source for opera-
`_ ting the ,vehicle and, if this be required, for generation of
`el~ctricity for· charging up the battery· by o:o.era~:ion of the second
`machine acting as generator' . and a seconf:Operational state in which
`the secaid machine functions as drive source for the vehicle
`·_-~1th . supply of electricity from the battery, chara:ct:erised
`in that the second machine (lt) is so ~rrange_d that
`the
`izi
`second operational state as motor it operates within a lower
`speed range, ·that the first machine (1) is so arranged that in the·
`first operational state-it functions as motor within a higher
`.
`speed range which is located above the l0""7er speed range, that
`.
`:the first machine.is arr~ged to·drive the second ma~hine·during
`its operation as propuls_ion motor and that a speed..:s·ensing ."
`arrangement (23) is provided to change over the second machine
`from motor operation to generator operation when, as a result of
`the work of the first m~~ine, the speed rises to the higher
`speed range, and to engage the second machine as motor when the
`speed is located within the la,,,er speed range, so that of the
`two operational states the first can be achieve_d by bringing the
`f~rst machine(1)into operation, whereby the higher speed r~ge
`is normally reached and the second macl_line (11) fµnctions as genera(cid:173)
`tor; or by shutting down the first machine whereby the second
`operational state involving the lower speed range is. adopted and
`the second machine operates as motor.
`2. · Propulsion arrangement as in claim 1 characterised in that
`the first I'r!achine (t)is arranged so that atheavy. loading it can
`operate in the lower speed range whereby when the lower speed is
`~dopted under load the second machine (11) is caused by the speed(cid:173)
`· from generator operation to
`sensing 'arra.?}gement (23) to change
`motor operation, by this means supporting the work of the first
`machine.
`- ..
`
`.10
`
`15
`
`20
`
`25
`
`30
`
`35
`
`BMW1012
`Page 369 of 1654
`
`

`

`•,
`
`WO 82/01170
`
`12
`
`PCT /SES l /00280
`
`!<-
`
`Propulsion ~rrangement as in claims l or 2, characterised
`3.
`in that the first machine (1) and the second machine (11) are
`...
`coupled in drive connecticn .with the same .output drive shaft (12)
`whereby the first machine is coupled to the drive shaft by means-
`5 of a free-wheel coupling (19) in such a way t;hat when the first
`machine is in operation this can drive the. output shaft. via the
`free-wheel coupling, whilst when it is not in operation the ·out- f
`put shaft can rotate in the drive direction free-wheeling from
`the drive connection with the first machine.
`i O 4..
`Propulsion arrangement as in claims _l, .2 or 3 characterised
`in that the first machine (1) and the second machine (11) are arran(cid:173)
`ged to drive. the propulsion mechanism of the vehicle via an
`hydraulic pOW'er transmission _(13, 15).: which is infinitely adjust(cid:173)
`able over at least a part of its speed range
`15 S. Arrangement as _in claim 4, characterised in that the hydrau(cid:173)
`lic pOW'er transmission (13, 15.) is infinitely adjustable within a
`range such that the envisaged difference in speed ~etween driving
`by means of the first machine (1)with its higher speed and driving
`by means of the second machine (11) with its lower speed can be
`compensated for by varying the transmission ratio in the hydrau-,
`.
`lie pOW'er transmission .in such a way .that the speed ~f propul-
`.
`.•
`sion of the vehicle can be maintained unchanged within t;he
`envisaged normal range of drive speed when changing over between
`the two machines as propulsion source.
`
`20
`
`BAD ORIGINAL
`
`BMW1012
`Page 370 of 1654
`
`

`

`WO 8:?/01 i70
`
`PCT /SES 1 /00280
`
`1/2
`
`15
`
`t
`3
`
`2
`
`----·1'
`11
`rn------~~----12
`~~-------- 13
`---17
`----6
`
`..____~--1
`18
`
`F/G. l
`
`BMW1012
`Page 371 of 1654
`
`

`

`WO 82/01170
`
`PCT /SES 1 /00280
`
`2/2
`
`28
`23
`
`I I I
`
`1 f I J I J 1
`
`22
`6
`
`+
`
`. ,
`
`5
`
`7. 8
`
`FIG.2
`
`BMW1012
`Page 372 of 1654
`
`

`

`',
`
`I
`1 INTERNATIONAL SEARCH REPORT
`
`.PCT/SE81/00280
`I. CLASSIFICATION OF SUBJECT MATTER (ii se•••al c:l.us.r.~~hOI\ sy,nbols a~;i:y. ll\::!1:a1e ""l •
`Acco,ding to lnlernalion.al P . .uenl Classification UPC) o, 10 bot/I Nahor.al Clus1fica1.on a:id IPC 3
`13 60 L 11/12
`II. FIELDS SEARCHED
`
`Claulncation System I
`IPC 3
`US Cl
`llationa.l
`
`c1I
`
`Minimum Documentation Searched •
`
`Clanilicatlon S1mbol1
`~ 60 L 11/oo-1e. ~ 63 s 23/12,
`24
`180-65
`63c:1/06; 201:7/02, 1C
`Docum,ntallon Searched cth11 11'1&1\ Minimum Oocumen:alio11
`to Iha E.<lent that such Documents ara lncluC:td In tin fttl~s Sntc:hed 1
`
`I
`---------------------------------------------
`
`SE, NO, DK, FI classes as above
`
`Ill. DOCUMENTS CONSIDER!D TO SE Rl!L!VAHT u
`Category• I
`
`..
`
`I
`
`y
`
`y
`
`y
`
`A
`
`us, .4., 3 543 873 (L!."/IS G ~~o~5
`1 Decembe~ 1970 (01.12.70
`co L':D)
`us, .A, 3 970 163 (~ss~r ::·i0TO?..
`20 July i97o (20.07.76)
`'
`I G:a, J..'