Abstract:
A dual-powered utility vehicle is provided that includes a gasoline engine and an electrical motor. The gasoline engine is configured to drive at least a first wheel at first revolutions per minute. The electrical motor is configured to drive at least a second wheel at second revolutions per minute. A throttle is configured to affect the gasoline engine and the electric motor separately, or both the gasoline engine and electric motor simultaneously.

Description:
RELATED APPLICATIONS 
       [0001]    The present application is related to and claims priority to U.S. Provisional Patent Application, Ser. No. 61/611,707, filed on Mar. 16, 2012, entitled “Hybrid Utility Vehicle with Selectable Drivetrain.” The subject matter disclosed in that provisional application is hereby expressly incorporated into the present application. 
     
    
     SUMMARY 
       [0002]    The following disclosure relates to a utility vehicle. More particularly, this disclosure relates to a utility vehicle having both electrical and internal combustion means for it to move from one location to another. 
         [0003]    The utility vehicle of the present disclosure is used for personal transportation and light hauling applications. They are not utility automobiles or trucks. Instead, these utility vehicles are typically employed in off-road type applications to carry persons and materials from one location to another. The utility vehicle of the present disclosure includes gas and electrical power modes of moving. In such off-road applications it may be beneficial to employ either an internal combustion engine or an electric power motor. On one hand, when low noise is needed for short distant travel, approximately 13 miles for example, the electric motor is available. On the other hand, for longer travel, such as 80 miles without refueling, or where more power is needed, the internal combustion engine is available. 
         [0004]    Another illustrative embodiment of this present disclosure includes the utility vehicle also having the ability to employ four wheel drive using both the gasoline and electric motors. The drivetrain is selectable so that two wheels are moved using the gasoline engine and the other two wheels are moved using the electric motor. In another illustrative embodiment, the operator has the option to select between any of these drivetrain modes. Illustratively, the electric motor may be located towards the front of the vehicle and is configured to move the front wheels. The gasoline engine may be located towards the rear of the vehicle and configured to move the rear wheels. It is appreciated that the location of the particular motor, either gasoline or electric, may be either rearward or forward depending on the particular application for the utility vehicle. In an illustrative embodiment, when the gasoline engine drivetrain is selected, the utility vehicle becomes a rear-wheel drive vehicle. Conversely, when the electric motor drivetrain is selected, the utility vehicle becomes a front-wheel drive vehicle. When the 4×4 drivetrain is selected, both the gas and electric motors are running concurrently moving all four wheels. Separate throttle cables, one for the gas engine and for the electric motor, are simultaneously tuned through a potentiometer that feeds the electric motor controller to keep the dual drivetrains at the same revolutions per minute (RPMs). 
         [0005]    In another illustrative embodiment, a regenerative braking system is employed that not only stops the vehicle, but helps recharge the batteries. The energy created by the electric motor now being turned by the tires contacting the ground is captured to help charge the batteries. As soon as the throttle pedal is released, the electric motor is now not under any load from the batteries. The rotating tires rotate the axle and gearbox which turns the motor creating a voltage to charge the battery pack. Having separate drivetrains gives the vehicle the ability to take the load off of the electric motor and drive the vehicle with the rear gas engine. This propels the vehicle rotating the front tires allowing the electric motor to fully charge the battery pack. 
         [0006]    Another illustrative embodiment provides a dual-powered utility vehicle. This vehicle comprises a gasoline engine and an electrical motor. The gasoline engine is configured to drive at least a first wheel at first revolutions per minute. The electrical motor is configured to drive at least a second wheel at second revolutions per minute. A throttle is configured to affect the gasoline engine and the electric motor separately, or both the gasoline engine and electric motor simultaneously. An electrical motor controller is configured to control the electric motor. A potentiometer is in communication with both the electrical motor controller and the throttle. Under a gasoline engine power-only condition, the throttle affects the gasoline engine to affect the first revolutions per minute of the at least first wheel. Under an electrical motor power-only condition, the throttle affects the electrical motor to affect the second revolutions per minute of the at least second wheel. Under a dual-power condition, the throttle affects the electrical motor and the gasoline engine to rotate the at least first wheel and the at least second wheel simultaneously; wherein the potentiometer is configured to send a signal to the motor controller so the electrical motor will maintain the second revolutions per minute of the at least second wheel to be the same as the first revolutions per minute of the at least first wheel. 
         [0007]    In the above and other illustrative embodiments, the dual-powered utility vehicle may further comprise: a battery configured to supply power to the electrical motor; the potentiometer being configured to send a signal from the throttle to the electrical motor controller to cause the motor to increase or decrease the second revolutions per minute of the at least second wheel; the electrical motor controller being in communication with both a contactor and at least one battery to direct either more or less power to the electrical motor; the electrical motor being located at a forward portion of the utility vehicle and the gasoline engine being located at a rearward portion of the utility vehicle; the electrical motor being configured to rotate at least one front wheel, and wherein the gasoline engine being configured to rotate at least one rear wheel; a throttle pedal wherein the throttle pedal is in communication with the potentiometer and the gasoline engine; a throttle cable coupled to the throttle pedal and potentiometer, wherein an amount of throttle cable travel is detected by the potentiometer which converts that detection into an electronic signal which is sent to the electrical motor controller to regulate speed of the electrical motor; the electrical motor controller being configured to regulate the second revolutions per minute of the at least one second wheel and a regenerative braking system; a plurality of 12-volt batteries wired in series and in communication with the electrical motor controller and the electrical motor; the electrical motor is a 48-volt DC motor; a controller in communication with the potentiometer and configured to initiate modes selected from the group consisting of on/off, forward/neutral/reverse, and regeneration/drive; and the regeneration/drive mode determines whether batteries used to power the electrical motor will recharge for use later. 
         [0008]    Another illustrative embodiment of a dual-powered utility vehicle comprises: an electrical motor drivetrain that includes an electrical motor configured to drive at least one wheel; a gasoline engine drivetrain that is configured to drive at least another wheel; a throttle configured to operate the gasoline engine drivetrain and the electric motor drivetrain; a regenerative braking system that helps recharge a battery used with the electrical motor drivetrain: wherein under a non-electrical motor power drive condition, the electrical motor is configured to rotate when the utility vehicle is being propelled by another power source, and as the wheel contacts the ground and rotates, it captures electrical energy and stores the electrical energy in a battery. 
         [0009]    In the above and other embodiments, the dual-powered utility vehicle may further comprise: when the throttle is disengaged, the electrical motor is under no load from the battery, wherein the rotating wheel turns the motor creating a voltage that charges the battery; the gasoline engine drivetrain is configured to take a load off of the electrical motor when the gasoline engine drivetrain is engaged allowing the electrical motor to recharge the battery; when the wheel rotates, the electrical motor drivetrain is disengaged which causes an axle and gearbox to rotate which rotates the electrical motor which creates a voltage to charge the battery. 
         [0010]    Additional features and advantages of the utility vehicle will become apparent to those skilled in the art upon consideration of the following detailed descriptions exemplifying the best mode of carrying out the utility vehicle as presently perceived. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0011]    The present disclosure will be described hereafter with reference to the attached drawings which are given as non-limiting examples only, in which: 
           [0012]      FIG. 1  is a side view of dual-powered utility vehicle; 
           [0013]      FIG. 2  is a side view of another embodiment of a dual-powered utility vehicle; 
           [0014]      FIGS. 3   a, b , and  c  are exploded views of the dual-powered utility vehicle of  FIG. 2 ; 
           [0015]      FIGS. 4   a  and b are exploded diagram views of the front and rear drivetrain portions, respectively; and 
           [0016]      FIG. 5  is another side view of the dual-powered utility vehicle of  FIG. 2 . 
       
    
    
       [0017]    Corresponding reference characters indicate corresponding parts throughout the several views. The exemplification set out herein illustrates embodiments of the utility vehicle, and such exemplification is not to be construed as limiting the scope of the utility vehicle in any manner. 
       DETAILED DESCRIPTION 
       [0018]    A side view of a dual-powered utility vehicle  200  is shown in  FIG. 1 . Vehicle  200  includes a cab section  202  with a seat portion  204  and steering assembly  206 . A cargo area  208  is illustratively positioned behind cab section  202 . In this illustrative embodiment, vehicle  200  is powered via an electric motor located at the forward section  210  and an internal combustion gasoline engine located at the rearward portion  212 . Further illustratively, the electric motor is configured to rotate front wheels  214  while the gasoline engine is illustratively configured to rotate rear wheels  216 . As shown in this view, a tank  218  is accessible exterior of the vehicle to fill with gasoline. 
         [0019]    Another side view of a dual-powered utility vehicle  220  is shown in  FIG. 2 . Vehicle  220  is similar to that of vehicle  200 , having a similar cab section  202  with steering column  206  and seat  204 . In contrast, however, this embodiment includes a rear seat  224  located in rear seat section  222 . In this illustrative embodiment, there is a similar forward section  210  and cargo area  208 . It is appreciated, however, that the sizing of these areas may be changed for use with a dual row seat utility vehicle. In other words, the forward section  210  may be sized larger or smaller as needed. Likewise, cargo area  208  may be sized larger or smaller depending upon the needs of the vehicle. Front wheels  214  and rear wheels  216 , likewise, may be the same size, or sized larger or smaller than what is used on utility vehicle  200  depending upon the needs of vehicle  220 . Adjacent rearward portion  226  is fuel tank  228 , correspondingly located to that shown with respect to utility vehicle  200  of  FIG. 1 . The internal combustion engine and the electric motor discussed herein will be described illustratively with respect to vehicle  220 . It should be appreciated, however, that the concepts described with respect to vehicle  220  apply likewise to vehicle  200 . It is also appreciated that the engine, motor, drivetrain, and other components employed to move these vehicles may be appropriately sized and configured to accommodate the size and weight of the vehicle. 
         [0020]    Exploded views of vehicle  220  are shown in  FIGS. 3   a, b , and  c . Frame  230  serves as the foundation of vehicle  220 . A tie bar  232  illustratively attaches to the front of frame  230  to secure portions of the same together. Rear frame stubs  234  illustratively attach to frame  230  via fasteners  236  as shown. A front bumper  238  is likewise attachable to frame  230 . A top frame or brush guard  240  is attachable to the frame to begin forming passenger compartments  202  and  222 . Frame  230  is further supplemented by seat back frames  242  and  246 , as illustratively shown. A grill  248  may be attached to frame  230  and positioned adjacent bumper  238  and hood  250 . Shown are illustrative three-bulb headlight assemblies  252  that fit within openings  254  and hood assembly  250 . A dashboard  256  fits in passenger compartment  202  adjacent hood  250  opposite headlamps  252 . A center front console  258  is locatable in front passenger compartment  202 . Cover  260  may attach to console  258  as needed. A rear console  262  is locatable in rear passenger compartment  222 . A glove box  264  may be positioned in dashboard  256 . 
         [0021]    A seat wrap  266  depends from a seat support/storage space  268 . Wrap  266  may illustratively be made of plastic. Seat cushions  270  with seat back rest  272  may be positioned on support  268  along with head rest  274 . Seat bars  276  may illustratively be used to attach cushion  272  to support  268 . In the illustrative embodiment, seat belt assemblies  278  may be attached to frames  230  and  242  to provide appropriate restraint for passengers inside the vehicle. It is appreciated that structures  266  through  278  may be duplicated in rearward compartment  222  for accommodating additional passengers. Windshield  280  attaches to frame  230  along with roof  282 . A dump bed  284  with attachable tail gate  286  attaches to frame  230  along with rear fenders  238 . 
         [0022]    The gasoline-fueled internal combustion engine portion that moves vehicle  220  is attached to rearward portion  226 . A support frame  288  is illustratively provided to support internal combustion engine  290 . In an illustrative embodiment this engine may be a Subaru V-Twin 653cc engine. A fuel hose  292  extends from engine  290  to fuel tank  228  creating a fluid flow path therebetween. A muffler, such as a 653cc Subaru muffler  294 , is also attached to engine  290  for handling the engine exhaust. A driver power block  296  attaches to drive rod  298  of engine  290 . Block  296  rotates moving belt  300  which drives drive block  302  to rotate transaxle  310  and wheels  216  attached thereto. A belt guard  312  shrouds blocks  296 ,  308 , and belt  300  to protect the same from the environment. Brake shoes  314  act on rotors  316  of transaxle assembly  310  to selectively stop utility vehicle  220 . Brake cable  318  controls the braking operation of vehicle  220 . Throttle cable  320  is connected to the pedal assembly  322  to control speed. Panhard  323  and its associated couplings attach to frame  288  to keep transaxle  312  from shifting from side to side. Stick shift  324  and its cable mount  326  moveably engage the transaxle to change the gears vehicle  220  operates on. Shock absorbers  328  couple to both frames  230  and  288  to reduce vibration in vehicle  220  while moving. Steering wheel  330  attaches to steering wheel shaft  332  which itself attaches to rack and pinion assembly  334  which couples to front wheels  214  to steer vehicle  220 . Steering stub shaft  336  and steering support  335  assist in steering vehicle  220 . 
         [0023]    A differential control assembly  338  allows the operator to manually lock the rear axle giving power to both rear tires. A shifter assembly  340  allows the operator to manually select forward, neutral, or reverse in transaxle  310 . Illustratively, a key switch  342  is in communication with the motors to turn them on and off. Illustratively two separate keyswitches, one for gas and one for electric, may be employed. Illustratively, switch  342  may have a parental lockout to keep children from turning on the engine. This view also shows rims  344  and  346  which fit into wheels  214  and  216 , respectively. Parking brake  348  is tied to the braking system. Actuation of this lever activates and deactivates the brakes to keep the vehicle still while parked. Batteries  350  and  352  may be secured to vehicle  220  illustratively via a battery strap  354 . These batteries  350  and  352  are connected to electric motor  356  to supply the power for vehicle  220 . A gear box  358  sends power from the motor to the axles, potentiometer  360  which converts the throttle cable travel into an electronic signal is received by a motor controller  364  to regulate motor speed. A contactor  362  serves as a large relay connecting the  48  volts from the batteries to motor controller  364 . Likewise, motor controller  364  is an electronic programmable controller that regulates all the several aspects of the motor including the RPMs, regenerative braking, etc. 
         [0024]    Pedal assembly  322  includes a gas pedal  366  and brake pedal  368 . Gas pedal  366  is in communication with potentiometer  360 , as well as throttle control bracketing on the gas engine, to keep the electric motor and gas engine at the exact same RPM. Brake pedal  368  is in communication with master cylinder  370  rear brake hose  372  and front brake hose  374  to engage the vehicle&#39;s brakes. Brake calipers  376  engage rotor  378  which is coupled to tire  214  to selectively brake vehicle  220 . Spindle weld assembly  380  and front spindle bearing  382  mount onto front axle  384  rotatably securing the wheels onto the vehicle. It is appreciated that the description of these brakes and wheel components can be employed on the other wheels as well. Shock absorber  386  couples to axle  384  and frame  230  to dampen the bumps and vibrations transferred through the wheels from the ground surface. A-arms  388  and heim joints  390  are attached to the frame to allow the suspension to travel across rough terrain. 
         [0025]    Exploded diagram views of front drivetrain  400  and rear drivetrain  402  are shown in  FIGS. 4   a  and  b , respectively. As shown in  FIG. 4   a , four 12-volt batteries, such as batteries  350 ,  351 ,  352 , and  353  are wired in series. They are connected to an illustrative 48 volt DC motor, such as motor  356 . Illustratively a 500 amp fuse  404  is located therebetween to prevent power surges from damaging motor  356 . As shown herein, motor  356  drives gear box  358  tied to axles  384  and  385 . Illustratively, a wiring harness array  406  couples all the electrical components together. A controller box  408  located in the passenger compartment includes on/off, forward/neutral/reverse, and regeneration/drive mode switches. The on/off switch obviously selectively powers the electric motor. The forward/neutral/reverse switch causes gear box  358  to change the direction of the wheels either in forward or reverse, or disengages to a neutral mode. Lastly, the regeneration/drive mode determines whether the batteries will be used to power motor  356  or be recharging themselves for use later. Potentiometer  360  is tied to both motor controller  364  and throttle pedal  366  (see, also,  FIGS. 3   a, b  and  c ) and is used to send a signal from the pedal to the motor  356  which rotates the wheels faster or slower. Motor controller  364  is in communication with both contactor  362  and batteries  352  to direct more or less power to motor  356 . This, in effect, causes vehicle  220  to accelerate or decelerate. 
         [0026]    Illustratively, at the rear of vehicle  220 , as shown in  FIG. 4   b , is gasoline engine  290  which rotates drive rod  298  which rotates constant velocity torque converter driver clutch  296  which, when coupled to belt  300 , rotates constant velocity torque converter driven clutch  308 . This drives transaxle  310  which in turn rotates the rear wheels. Accelerator pedal  366  is connected to engine  290  via a throttle cable to accelerate or decelerate motor  290 . 
         [0027]    Another side view of vehicle  220  is shown in  FIG. 5 . This view shows wheels  214  and  216  in phantom view to better demonstrate the relative locations of electric motor assembly  400  and gasoline drive assembly  402 , respectively. As shown, motor assembly  400  and associated components (see, also,  FIGS. 3 and 4 ) are located at front end  210  of vehicle  220 . Batteries  350  through  353  may be illustratively located under seat portion  204 . This arrangement efficiently uses space on vehicle  220  while not deviating from the normal look and feel of a conventional utility vehicle. Gas tank  228 , such as a five gallon gas tank, is shown illustratively located under rear seat  224  and is in fluid communication with engine assembly  402  located under cargo area  208  at rear portion  212  of vehicle  220 . 
         [0028]    Corresponding reference characters indicate corresponding parts throughout the several views. The exemplification set out herein illustrates an embodiment of the invention in one form, and such exemplification is not to be construed as limiting the scope of the invention in any manner.