US006421600B1
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`US 6,421,600 B1
`(10) Patent No.:
`a2, United States Patent
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` Ross (45) Date of Patent: *Jul. 16, 2002
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`(54) ROADWAY-POWERED ELECTRIC VEHICLE
`SYSTEM HAVING AUTOMATIC GUIDANCE
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`AND DEMAND-BASED DISPATCH
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`FEATURES
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`(75)
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`(*) Notice:
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`Inventor: Howard R. Ross, Richmond, CA (US)
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`(73) Assignee: H.R. Ross Industries, Inc., Richmond,
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`CA (US)
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`Subject to any disclaimer, the term ofthis
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`patent is extended or adjusted under 35
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`US.C. 154(b) by 0 days.
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`This patent is subject to a terminal dis-
`claimer.
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`OTHER PUBLICATIONS
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`Behrin, et al., “Energy Storage Systems for Automobile
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`Propulsion: 1978 Study”, Lawrence Livermore Laboratory,
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`2. Detailed Report, UCRL-52553, vol. 2, pp. 1-19 through
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`1-38 (Dec. 15, 1978).
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`Primary Examiner—Yonel Beaulieu
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`(74) Attorney, Agent, or Firm—Fitch, Even, Tabin &
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`Flannery
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`ABSTRACT
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`A roadway-powered electric vehicle (RPEV) system
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`includes:
`(1) an all-electric vehicle; and (2) a roadway
`network over which the vehicle travels. The all-electric
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`vehicle has one or more onboard energy storage elements or
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`devices that can be rapidly charged or energized with energy
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`obtained from an electrical current, such as a network of
`electromechanical batteries. The electric vehicle further
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`includes an on-board controller that extracts energy from the
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`energy storage elements, as needed, and converts such
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`extracted energy to electrical power used to propel
`the
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`electric vehicle. The energy storage elements may be
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`charged while the vehicle is in operation. The charging
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`occurs through a network of power coupling elements,e.g.,
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`coils, embedded in the roadway. The RPEV system also
`includes: (1) an onboard power meter; (2) a wide bandwidth
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`communications channel to allow information signals to be
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`sent to, and received from, the RPEV while it is in use; (3)
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`automated garaging that couples powerto the RPEVfor both
` teplenishing the onboard energy source and to bring the
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`interior climate of the vehicle to a comfortable level before
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`the driver and/or passengers get in; (4) electronic coupling
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`between “master” and “salve” RPEV’s in orderto increase
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`passenger capacity and electronic actuators for quick-
`response control of the “slave” RPEV; (5) inductive heating
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`coils at passenger loading/unloading zones in order to
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`increase passenger safety; (6) an ergonomically designed
`passenger compartment;(7) a locating system for determin-
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`ing the precise location of the RPEV; and (8) a scheduling
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`and dispatch computer for controlling the scheduling of
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`RPEV’s around a route and dispatch of RPEV’s based on
`demand.
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`(21) Appl. No.: 09/583,455
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`Filed:
`May 30, 2000
`(22)
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`Related U.S. Application Data
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`(63) Continuation of application No. 09/429,835, filed on Oct.
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`29, 1999, now abandoned, whichis a continuation of appli-
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`cation No. 09/290,033,
`filed on Apr. 8, 1999, now aban-
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`doned, which is a continuation of application No. 09/126,
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`913, filed on Jul. 30, 1998, now abandoned, which is a
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`continuation of application No. 08/934,477,filed on Sep. 19,
`1997, now abandoned, which is a continuation-in-part of
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`application No. 08/238.990, filed on May5, 1994, now Pat.
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`No. 5.669.470.
`—
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`(51)
`Tint. C17 ooccccccceccccecsesescesessssescensees B60L 9/00
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`(52) US. Ch. ect eeneeeees 701/117; 701/22; 701/24;
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`180/2.1; 180/167
`(58) Field of Search 0.0.00: 701/117, 207,
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`701/213, 22, 24; 342/357.01, 357.06, 357.09,
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`457: 180/167, 165, 2.1: 191/10, 2: 307/9.1
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`, ae an
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`Ref
`Cited
`ererenees
`AN
`U.S. PATENT DOCUMENTS
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`2,589,453 A
`3/1952 Storsand
`
`-ssvrrreeeeenenen 219/202
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`6/1972 Eversutl
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`(List continued on next page.)
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`2161266
`6/1973
`2740438
`3/1979
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`56
`(56)
`
`DE
`DE
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`27 Claims, 18 Drawing Sheets
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`a
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`ELECTRIC
`DRIVE
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`
`
`oF
`
`my
`
`
`
`@,
`
`
`
`ate
`32
`ONBOARD
`
`CONTROL
`POWERiL
`I ENERGY
`ONBOARD
`IT
`
`STORAGE
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`
`
`
`
`‘|
`S)
`L
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`8
`ONBOARD POWER MODULE 7 Nn
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`zerdd ddd db ddd dl?
`26
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`ROADWAY POWER MODULE ~+__ /
`ZL
`
`POWER
`UTILITY
`24
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`POWER
`CONDITIONER
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`Page 1 of 38
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`Volkswagen Exhibit 1015
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`Page 1 of 38
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`Volkswagen Exhibit 1015
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`

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`US 6,421,600 B1
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`Page 2
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`U.S. PATENT DOCUMENTS
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`FOREIGN PATENT DOCUMENTS
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`EP
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`GB
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`GB
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`JP
`
`JP
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`JP
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`WO
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`
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`4115568
`0253345
`0289868
`2387138
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`4124800
`4271201
`6-6903
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`2/1993
`1/1988
`11/1988
`11/1978
`11/1979
`12/1987
`4/1992
`9/1992
`2/1993
`11/1995
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`10/1975 Bolger oo... ees 191/10
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`2/1976 Dahl......
`cee 370/2
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`2/1977 Bolger
`.. 191/10
`...
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`6/1977 Trombly .
`were 320/2
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`5/1979 Bossi
`cee 191/2
`.....
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`6/1979 Rose ...
`were 320/2
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`8/1980 Schiavone
`.. 290/45
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`........
`8/1980 Buell
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`12/1980 Ramsperger ................ 180/167
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`O15 PP.
`.
`&
`»
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`* cited by examiner
`
`3,914,562 A
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`3,938,018 A
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`4,007,817 A
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`4,031,449 A
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`RE29,994 E
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`4,158,802 A
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`4,218,624 A
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`4,218,889 A
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`4,236,594 A
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`4,254,843 A
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`4,331,225 A
`4,347,472 A
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`1184083 A
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`4,495,836 A
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`4,583,505 A
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`4,588,040 A
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`4,629,947 A
`4,742,283 A
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`4,800,328 A
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`4,836,344 A
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`4,893,240 A
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`5,311,973 A
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`5,669,470 A *
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`US 6,421,600 B1
`
`
`U.S. Patent
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`Page 8 of 38
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`Page 8 of 38
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`POWERED 000rs UNPOWERE SeaMEATS 4
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`HeC2airyset—PPLY
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`4,
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`
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`
`U.S. Patent
`
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`Jul. 16, 2002
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`Sheet 7 of 18
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`US 6,421,600 B1
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`
`
`300 m (1,000 ft.
`
`
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`
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`
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`2.9 km (10,0 00 ft.
`
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`
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`
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`
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`
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`
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`
`
`—
`
`
`
`UTILITY SU
`
`.2
`km
`3.2
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`2
`mi
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`
`{2 mi.)
`
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`
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`
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`———— ee ee
`
`— ew—
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`Page 9 of 38
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`Page 9 of 38
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`U.S. Patent
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`Jul. 16, 2002
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`Sheet 8 of 18
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`US 6,421,600 B1
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`CLUSTER CONCEPT
`
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`
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`UTILITY
`
`POWER
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`
`60 Hz
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`SEGMENT
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`SWITCHING
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`PANEL
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`28
`
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`1.2km} ;
`
`
`3.6km
`
`300m
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`
`300m
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`1
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`PAD RATING
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`NO. OF PADS
`
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`PAD LENGTH
`
`
`400kW
`
`10
`
`
`6 m.
`
`FIG. 6C
`
`Page 10 of 38
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`Page 10 of 38
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`U.S. Patent
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`Jul. 16, 2002
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`Sheet 9 of 18
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`US 6,421,600 B1
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`b—————- ONE SECOND ———_"*}
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`TRANSMIT DURING ODD CYCLES
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`
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`FIG. 12
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`Page 11 of 38
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`Page 11 of 38
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`U.S. Patent
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`Jul. 16, 2002
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`Sheet 10 of 18
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`US 6,421,600 B1
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` (IN GARAGE)
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`—_—_—
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`12
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`(IN DRIVEWAY)
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`‘
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`FIG. 7B
`
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`PROPULSION ENERGY=onBOARD
`
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`
`SYSTEM.
`POWER
`MOTOR
`
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`CONTROL
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`PICKUP
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`CHARGING
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`POSITION
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`(ZERO AIR GAP)
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`
`FIG. 7C
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`U.S. Patent
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`Jul. 16, 2002
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`Sheet 11 of 18
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`US 6,421,600 B1
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`FIG. 8
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`Page 13 of 38
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`Page 13 of 38
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`U.S. Patent
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`Jul. 16, 2002
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`Sheet 12 of 18
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`US 6,421,600 B1
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`U.S. Patent
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`Jul. 16, 2002
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`Sheet 13 of 18
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`US 6,421,600 B1
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`92
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`Page 15 of 38
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`U.S. Patent
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`Jul. 16, 2002
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`Sheet 14 of 18
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`US 6,421,600 B1
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`Jul. 16, 2002
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`Sheet 15 of 18
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`US 6,421,600 B1
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`Page 17 of 38
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`U.S. Patent
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`Jul. 16, 2002
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`Sheet 16 of 18
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`POWER
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`US 6,421,600 B1 UTILITY
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` PASSENGER
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`FIG. 15
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`Page 18 of 38
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`Sheet 17 of 18
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`Yee(\
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`FIG.16
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`Page 19 of 38
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`U.S. Patent
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`Sheet 18 of 18
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`200
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`FIG. 17
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`Page 20 of 38
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`US 6,421,600 B1
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`1
`ROADWAY-POWERED ELECTRIC VEHICLE
`
`
`
`SYSTEM HAVING AUTOMATIC GUIDANCE
`
`
`
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`AND DEMAND-BASED DISPATCH
`
`
`
`FEATURES
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`2
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`wires, that forms an integral part of their own roadway or
`
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`route network. Examples of externally powered EV’s are
`
`
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`
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`subways, overhead trolley systems, and electric rails
`
`
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`
`
`(trains). Such externally-powered EV systems are in wide-
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`
`
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`spread use today as public transportation systems in most
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`large metropolitan areas. However, such systems typically
`
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`
`require their own highly specialized roadway, or right-of-
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`way, system, as well as the need for an electrical energy
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`source, such as a continuously electrified rail or overhead
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`wire, with which the EV remains in constant contact. These
`
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`
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`requirements make such systems extremely expensive to
`
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`acquire, build and maintain. Moreover, such externally-
`
`
`
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`
`
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`powered EV systemsare notable to provide the convenience
`
`
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`
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`
`
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`and range of the ICE automobile (which effectively allows
`
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`its operator to drive any where there is a reasonable road on
`
`
`
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`
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`which the ICE vehicle can travel). Hence, while externally-
`
`
`
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`powered EV systems, such as subway,trolley, and electric
`
`
`
`
`
`
`
`
`rail systems, have provided (and will continue to provide) a
`
`
`
`
`
`
`
`viable public transportation system, there is still a need in
`
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`the art for a zero-emission vehicle (ZEV) system that offers
`
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`
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`the flexibility and convenience of the ICE vehicle, and that
`
`
`
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`is able to take advantage of the vast highway and roadway
`
`
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`
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`network already in existence used by ICE vehicles.
`
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`
`
`
`Rechargeable battery-driven EV’s are characterized by
`
`
`
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`
`
`
`having an electrical energy storage device onboard,e.g., one
`
`
`
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`
`
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`or more conventional electrochemical batteries, from which
`
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`electrical energy is withdrawn to provide the powerto drive
`
`
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`
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`the vehicle. When the energy stored in the batteries is
`
`
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`
`
`
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`depleted, then the batteries are recharged with new energy.
`
`
`
`
`
`
`
`Electrochemicalbatteries offer the advantage of being easily
`
`
`
`
`
`
`
`charged (using an appropriate electrical charging circuit)
`
`
`
`
`
`
`
`
`and readily discharged when powering the vehicle (also
`
`
`
`
`
`
`
`
`using appropriate electrical circuity) without the need for
`
`
`
`
`
`
`
`complex mechanical drive trains and gearing systems.
`
`
`
`
`
`Unfortunately, however, such rechargeable battery-driven
`
`
`
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`
`
`EV’s have not yet proven to be economically viable nor
`
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`
`
`practical. For most vehicle applications, such rechargeable
`
`
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`battery-driven EV’s have not been able to store sufficient
`
`
`
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`
`
`electrical energy to provide the vehicle with adequate range
`
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`
`
`before needing to be recharged, and/or to allow the vehicle
`
`
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`
`
`
`to travelat safe highway speedsfor a sufficiently long period
`
`
`
`
`
`
`
`
`the
`of time. Disadvantageously,
`the energy density (ie.,
`
`
`
`
`
`
`
`
`amount of energy that can be stored per unit volume) of
`
`
`
`
`
`
`currently-existing electrochemical batteries has been inad-
`
`
`
`
`
`
`
`equate. That is, when sufficient electrical storage capacity is
`
`
`
`
`
`
`
`provided on board the vehicle to provide adequate range, the
`
`
`
`
`
`
`
`numberof batteries required to provide such storage capac-
`
`
`
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`
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`
`ity is prohibitively large, both in volume and weight.
`
`
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`
`
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`
`
`Moreover, when such batteries need to be recharged, the
`
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`
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`
`time required to fully recharge the batteries is usually a
`
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`numberof hours, not minutes as most vehicle operators are
`
`
`
`
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`
`
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`accustomed to when they stop to refill their ICE vehicles
`
`
`
`
`
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`with fuel. Further, most currently-existing electrochemical
`
`
`
`
`
`
`
`
`batteries are not suited for numerous, repeated recharges,
`
`
`
`
`
`
`
`because such batteries, after a nominal numberof recharges,
`
`
`
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`
`
`
`must be replaced with new batteries, thereby significantly
`
`
`
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`
`
`
`adding to the expense of operating the rechargeable battery-
`driven EV.
`is thus evident
`that what
`is needed is a
`It
`
`
`
`
`
`
`
`
`
`
`
`
`
`
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`rechargeable battery-driven EV that has sufficient energy
`
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`
`
`storage capacity to drive the distances and speeds commonly
`
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`
`achieved with ICE vehicles, as well as the ability to be
`
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`
`
`rapidly recharged within a matter of minutes, not hours.
`
`
`
`
`
`
`
`
`EV systems are knownin the art that attempt to combine
`
`
`
`
`
`
`the best features of the externally-powered EV systems and
`
`
`
`
`
`
`the rechargeable battery-driven EV systems. For example,
`
`
`
`
`
`
`
`
`rather than use a battery as the energy storage element,it is
`
`
`
`
`
`
`
`knowninthe art to use a mechanically coupled flywheel, 1.e.,
`
`
`
`
`
`
`
`10
`
`15
`
`
`
`
`
`
`
`
`
`
`
`
`This is a continuation application of U.S. Ser. No.
`
`
`
`
`
`
`
`
`09/429,835, filed Oct. 29, 1999, now abandoned, which is a
`
`
`
`
`
`
`
`Continuation application of U.S. Ser. No. 09/290,033, filed
`
`
`
`
`
`
`
`Apr. 8, 1999, now abandoned, which is a Continuation
`
`
`
`
`
`
`
`
`
`application of U.S. Ser. No. 09/126,913, filed Jul. 30, 1998,
`
`
`
`
`
`
`now abandoned, which is a Continuation application of U.S.
`
`
`
`
`
`
`
`
`
`Ser. No. 08/934,477, filed Sep. 19, 1997, now abandoned,
`
`
`
`
`
`
`which is a Continuation-in-Part Application of U.S. Ser. No.
`
`
`
`
`
`
`08/238,990,filed May 5, 1994, for ROADWAY-POWERED
`
`
`
`
`
`
`
`
`ELECTRIC VEHICLE,now USS. Pat. No. 5,669,470,issued
`
`
`
`
`
`
`
`
`
`
`Sep. 23, 1997, all of which are incorporated herein by
`reference.
`
`BACKGROUND OF THE INVENTION
`
`
`
`
`
`
`
`
`
`
`The present invention relates to electric vehicles, and
`
`
`
`
`
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`
`
`
`more particularly to an all-electric vehicle system that is
`
`
`
`
`
`
`powered from an onboard high-specific-power energystor-
`
`
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`
`
`
`age device, and that receives power to charge the energy-
`
`
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`
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`
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`storage device inductively through coils in the roadway over
`which the vehicle travels. The invention further relates to
`
`
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`
`
`enhancements included within such a roadway-powered
`
`
`
`
`
`
`
`
`electric vehicle system, such as an automatic position-
`
`
`
`
`
`
`determining system, automated vehicle guidance, demand-
`
`
`
`
`
`
`based vehicle dispatch, and the like.
`
`
`
`
`
`
`
`
`In recent years, there has been an increasing emphasis on
`
`
`
`
`
`
`
`the developmentofanall electric vehicle (EV) or other zero
`
`
`
`
`
`
`
`
`emission vehicle (ZEV). The goal, as mandated by many
`
`
`
`
`
`governmentaljurisdictions,is to have a certain percentage of
`
`
`
`
`
`
`all vehicles be zero-emission vehicles. Advantageously,
`
`
`
`
`
`
`
`zero-emission vehicles do not directly emit any exhaust or
`
`
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`
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`
`
`
`other gases into the air, and thus do no pollute the atmo-
`
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`
`
`
`
`sphere.
`In contrast, vehicles that rely upon an internal
`
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`
`
`
`combustion engine (ICE), in wholeorin part, for their power
`
`
`
`
`
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`
`
`
`source are continually fouling the air with their exhaust
`
`
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`
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`
`
`
`emissions. Such fouling is readily seen by the visible
`
`
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`
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`
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`“smog” that hangs over heavily populated urban areas.
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`Zero-emission vehicles are thus viewed as one way to
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`significantly improve the cleanliness of the atmosphere.
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`In the State of California, for example, the California Air
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`Resources Board (CARB) has mandated that by 1998 two
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`percent of the vehicles lighter than 1700 kg sold by each
`manufacturer in the state be zero-emission vehicles. This
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`percentage must increase to five percent by the year 2001,
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`and ten percent by the year 2003.
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`A zero-emission vehicle, given the known, viable tech-
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`nologies for vehicle propulsion, effectively means that such
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`vehicles must be all electric, or electric vehicles (EV’s).
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`Hence, if existing (and future) governmental mandatesareto
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`be met, there is an urgent need in the art for a viable EV that
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`can operate efficiently and safely.
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`EV’s are not new. They have existed in one form or
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`another since the discovery of electrical batteries and elec-
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`tric motors. In general, EV’s ofthe priorart are of one of two
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`types: (1) those that—throughrail or overhead wire—arein
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`constant contact with an external source of electrical power
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`(hereafter “externally-powered” EV’s); or (2) those that
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`store electrical energy in a battery and then replenish the
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`stored energy when needed (hereafter “rechargeable battery-
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`driven” EV’s).
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`Externally-powered EV’s require their own powerdeliv-
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`ery system, e.g., electrified rails or electrified overhead
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`Page 21 of 38
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`Page 21 of 38
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`US 6,421,600 B1
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`current is coupled to the electric vehicle, which electrical
`a flywheel that is mechanically coupled to vehicle’s drive
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`current is then used to charge the energy storage devices.
`train, that is rapidly charged up to a fast speed at select
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`Advantageously, such power coupling elements may be
`locations along a designated route. See, e.g., U.S. Pat. No.
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`2,589,453 issued to Storsand, where there is illustrated an
`coils embedded at strategic locations in existing roadways
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`and highways. Such embedding can be done at a very
`EVthat includes a mechanical flywheel that is recharged via
`modest cost.
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`an electrical connection at a charging station.
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`In a preferred embodiment, the power coupling elements
`Further, in U.S. Pat. No. 4,331,225,issued to Bolger,there
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`embedded in the roadway comprise a network of coils
`is shown an EVthat has an electrochemical battery as the
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`connected to a conventional primary power source, e¢.g.,
`preferred storage means, and that receives power from a
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`single-phase, 2000 to 3500 Hz or 8500 to 9000 Hz electrical
`roadway power supply via inductive coupling. An onboard
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`power generated by a powerconditioner from three-phase
`powercontrol system then provides the powerto the storage
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`50 or 60 Hz, 480 volt power, as is readily available from
`means, and the storage means then supplies power as needed
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`public utility power companies or cooperatives.
`to an electric motor providing motive powerfor the vehicle.
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`Advantageously, such coils need not be distributed along the
`Bolger also indicates that the storage means could be a
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`entire length of the roadway, but need only be located at
`mechanical flywheel.
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`selected locations along the length of the roadway, amount-
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`In U.S. Pat. No. 4,388,977, issued to Bader, an electric
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`ing to, e.g., 10% orless of the entire length of the roadway,
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`drive mechanism for vehicles is disclosed that uses a pair of
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`e.g., 1% of the roadway. A 2000 Hz to 3500 Hz, or 8500 to
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`electric motors as motive powerfor the vehicle. A mechani-
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`9000 Hzalternating electrical current (ac current) is induc-
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`cal flywheel is mechanically connected to the drive shaft of
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`tively coupled from the power coupling elements embedded
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`one of the electric motors. The vehicle receives power from
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`in the roadway to a power pickup element carried on the
`an overhead powersupply,e.g., trolley lines, and the motor
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`vehicle as the vehicle passes over the power coupling
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`then spools up the mechanical flywheel. The mechanical
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`elements. Such ac current, when received in the power
`flywheel
`is then used to supply power to the motor at
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`pickup element on the vehicle, is then used to charge or
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`locations where there is not an overhead power supply.
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`energize the storage elements carried by the vehicle.
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`In U.S. Pat. No. 5,224,054, issued to Parry, there is shown
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`A powermeter, carried onboard the vehicle, monitors how
`a bus-type vehicle having a continuously variable gear
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`much poweris transferred to or used by the vehicle. Hence,
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`mechanism that uses a mechanical flywheel as a power
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`the public utility (or other power company)that provides the
`source. The mechanical flywheel is periodically charged by
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`primary powerto the power coupling elements embedded in
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`an overhead connectionto an electrical supply. The flywheel
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`the roadway (or otherwise located to couple power to the
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`is mechanically linked to the drive shaft of the vehicle.
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`vehicle) is able to account for the electrical power used by
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`In the above systems, the mechanical flywheel is used as
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`the RPEV and to bill
`the vehicle owner an appropriate
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`the energy-storage element because it can be charged,1e.,
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`amount for such power,
`thereby recouping the cost of
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`spooled up, relatively quickly to a sufficiently fast speed.
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`generating and delivering such electrical power.
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`Disadvantageously, however,
`the use of such mechanical
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`In some embodiments, the rapid charge energy storage
`flywheel significantly complicates the drive system of the
`elements or devices carried onboard the electric vehicle
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`vehicle, and also significantly adds to the weight of the
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`comprise an electromechanical battery (EMB), or a group or
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`vehicle, thereby limiting its useful range between charges.
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`network of EMB modules. An EMB isaspecial type of
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`Further, the mechanical flywheel operating at fast speeds
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`40
`energy-storage device having a rotor, mounted for rapid
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`may present a safety hazard. Whatis needed,therefore, is an
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`rotation on magnetic bearings in a vacuum-sealed housing.
`EV that avoids the use of a flywheel mechanically coupled
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`Because magnetic bearings are used, the shaft of the rotor
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`to the vehicle’s drive system. Further, what is needed is an
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`does not physically contact any other components. Hence,
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`EVthat can receive electrical energy from an external source
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`there is no friction loss in the bearings. Because the rotor is
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`to rapidly recharge, within a matter of minutes, an onboard
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`housed in a sealed, evacuated, chamber, there are no loses
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`energy storage element. Moreover, what is needed is such an
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`due to windage. As a result, the rotor—made from high-
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`EV wherein the onboard energy storage element, once
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`strength graphite-fiber/epoxy composite—is ableto rotate at
`charged or recharged, stores sufficient energy to provide the
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`extremely high speeds, e.g., 200,000 rpm. Because the
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`motive force needed to safely drive the vehicle at conven-
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`EMB’s rotoris able to rotate at such speeds, high amounts
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`tional driving speeds and distances.
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`of energy can be stored in a very compact or small volume
`SUMMARYOF THE INVENTION
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`representing a significant improvement in energy density
`relative to conventional electrochemical batteries.
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`invention addresses the above and other
`The present
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`In order to store energy in the EMB, and in order to
`needs by providing an improved roadway-powered electric
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`extract energy therefrom, a special dipolar array of high-
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`vehicle system that includes: (1) an all-electric vehicle; and
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`field permanent magnet material is mounted on the rotor.
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`(2) a roadway network over which the vehicle travels. The
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`The resulting magnetic field from such array, extends out-
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`all-electric vehicle includes one or more onboard energy
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`side of the sealed housing to cut throughstationary, external
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`storage elements or devices that can be rapidly charged or
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`coils, wound external to the housing. By applying an appro-
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`energized with energy obtained from an electrical current.
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`priate ac current to the external coils, the rotor is forced to
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`The vehicle further includes an on-board power controller
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