Abstract:
A hybrid electric vehicle with two separate drive systems. High speed operation is powered by self frequency ramping alternating current motors  107  within the wheel rims. Low speed operation is powered by hydraulic motors  102  directly coupled to the drive wheels. The hydraulic oil is pressurized by direct current motors/pumps  302  &amp;  309  energized by a battery pack  106 . The alternating current motors  107  are energized by mechanical or electronically generated alternating current. The hybrid power source is either a combustion engine  406  driving a poly-phased alternator  501  or a fuel cell  600  providing direct current. In the case of the combustion engine  406 , a direct current helper motor/generator  404  will augment the engine with power from the battery pack  106  under large demands and charge the battery pack  106  under small demands. In the case of a fuel cell  600 , the cell is augmented by the battery pack  106  under large demands and charges the battery pack  106  under small or no demands.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     None 
     STATEMENT REGARDING FEDERALLY SPONSORED R &amp; D 
     None 
     REFERENCE TO A SEQUENCE LISTING, ETC. 
     None 
     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     The invention relates to hybrid vehicles having a fuel consuming source of power and a power storage unit. The vehicle is primarily driven by the power storage unit at speeds from 0 to a predetermined speed of around 35 MPH (hereafter called low speed) and the fuel consuming unit at speeds from around 35 to 70+ MPH (hereafter called high speed) with the ability of using both the fuel consuming source of power and the power storage unit for extended low or high speed operation. The invention also relates to different types of fuel sources for power. The fuel ranges from conventional gas/diesel internal combustion engines, hydrogen combustion engines to hydrogen fuel cells (referred to herein collectively as “constant power source”). The constant power source will charge the batteries when the vehicle drive system has little or no requirement for power. 
     The invention also relates to a vehicle that utilizes hydraulic motors for the low speed drive system and alternating current motors for the high speed drive system. 
     The invention also relates to direct drive vehicles that produce the mechanical energy, to propel the vehicle, at the wheels. In this case hydraulic energy to mechanical energy for low speed propulsion and electrical energy to mechanical energy for high speed propulsion. 
     2. Description of Prior Art 
     Typically hybrid and electric vehicles produce their mechanical energy on the chassis and then transfer that mechanical energy to the wheels through a transmission, drive shaft, differential and continuous velocity/universal joints. The vehicle drive system described below is unique because all mechanical energy is developed at the wheels. The required energy to power the wheels is transferred via electrical energy in wires or hydraulic energy in hoses. This not only eliminates the heavy, expensive and energy consuming power train; but also allows the various components to be arranged anywhere on the vehicle. 
     Most of the US Patented drive systems do not address, in detail, the modifications required to the chassis to allow installation of their inventions. Commercially marketed hybrid vehicles have crammed additional components into an already overloaded engine compartment. The components of their drive system are inaccessible and difficult to maintain or remove. This invention is designed to be used on any existing chassis. Everything is removed from the engine compartment with the exception of the brake master cylinder and windshield wiper system. All components installed are modular and are very accessible. They are easily removed by unplugging wires and/or disconnecting hoses. 
     Many of the patented hybrids use components not yet readily available to the vehicle industry. These patents are in anticipation of the development of such components (e.g. fuel cell) that can be used in a commercial vehicle. This invention&#39;s first embodiment utilizes “off the shelf” readily available components. The second embodiment progresses to a special combustion engine designed for hybrid vehicle use. The third embodiment modifies the vehicle to an all electric vehicle in anticipation of a low yield fuel cell and a safe hydrogen storage system. Further advantages will become apparent in the ensuing figures and detailed description. 
     BRIEF SUMMARY OF INVENTION 
     The invention discloses a unique hybrid vehicle that replaces any standard vehicle drive with a four module drive. 
     The power storage system is the first module and may consist of a battery bank, on board charging unit and a DC to DC converter. The battery bank will produce a voltage higher than conventional vehicles (approximately 100 volts). The onboard charging unit will use external 120 volt alternating current house current to charge the battery bank. The DC to DC converter will reduce the high DC voltage of the battery bank to approximately 12 volts for all the existing electrical and electronic equipment already installed on the chassis selected for installation or conversion. 
     The hydraulic low speed drive system is the second module. Most electric and hybrid vehicles use DC series or compound motors for drives because of their relatively good starting torque. Hydraulic motors have their best torque when starting. Thousands of pounds per square inch is available to accomplish this task. In this invention, the hydraulic system will go to standby any time the vehicle is not calling for low speed power. This is accomplished with a “free wheeling” feature that functions like a bicycle. 
     The constant power source system is the third module. The power provided by this module may be generated by a mechanical source (internal combustion engine) or a static source (fuel cell). During peak power requirements, the constant power source will be augmented by the power storage module and during small power requirements the constant power source will charge the power storage module. Most commercially available hybrid vehicles boast of an unlimited range but require large heavy engines and heavy expensive batteries. The target range for this invention is 250 miles before the battery bank requires charging. The engine in this invention is less than half the size and weight of those in commercially available hybrids. The second embodiment of the constant power source module will contain a unique internal combustion engine specifically design for hybrid application and will be most efficient at speeds below 1000 RPM. This low speed efficiency is accomplished by utilizing a multi-lob cam instead of a crank shaft. 
     The alternating current (AC) drive system is the fourth module. An AC motor&#39;s maximum torque is near (induction) or at (synchronous) its&#39; operating frequency. When the AC is developed on board the vehicle, the frequency of the AC can be set as a function of the speed of the vehicle. Therefore, the drive motors are always at their best torque and efficiency for that frequency. When an alternator is used with a mechanical constant power source, it has a great advantage over the direct current (DC) drive systems commonly used in hybrids. That advantage is the large current used to drive the high speed system which can be controlled by adjusting the relatively small alternator field current. When solid state power amplifiers are used with a static constant power source, the current is controlled by individual power amplifiers for each AC motor field pole (about 28). The unique design of either AC drive systems eliminates the requirement for an expensive “controller” presently used on all commercially available hybrids. 
     The static constant power source (fuel cell) has two advantages over the mechanical AC drive system (internal combustion engine). The first is the ability to operate the high speed system without using the constant power source (as long as the batteries last). A vehicle may be converted using three modules (power storage, low speed drive and electronic high speed drive) and operate as an electric vehicle awaiting fuel cell technology to catch up. The second advantage of an electronic AC drive system is the ability to shut off the power amplifiers when the vehicle is coasting. This can be accomplished by using “Push-Pull” configured amplifiers biased below cut-off. 
     The modular construction is the greatest advantage over the present vehicle drive systems. Each module (power storage, hydraulic drive, constant power source and AC drive) require different types of expertise. Each discipline of engineering can work independently on increasing the efficiency of their module while decreasing the size and weight. The common goal is to use less fuel. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS 
       The included figures present a visual depiction of the unique method of powering a hybrid vehicle. They functionally illustrate the four sub-systems and the relationship they have to each other. 
         FIG. 1  is a notional arrangement of the major components of the drive systems on an existing chassis and a functional block diagram illustrating the major components of the four modules. 
         FIG. 2  is a detailed functional block diagram of the “Power Storage module”. 
         FIG. 3  is a detailed functional block diagram of the “Low Speed Hydraulic Drive module”. 
         FIG. 4  is a detailed functional block diagram of a “Constant Power Source module” with an Internal Combustion Engine. 
         FIG. 5  is a detailed functional block diagram of the “High Speed Alternating Current Drive module”. 
         FIG. 6  is a detailed functional block diagram of the changes required to update the “Constant Power Source module” from an internal combustion engine to a fuel cell. 
     
    
    
     DRAWINGS 
     Reference Numerals 
     
       
         
               
               
               
             
           
               
                   
                   
               
             
             
               
                   
                 101. 
                 HYDRAULIC PUMPS 
               
               
                   
                 102. 
                 HYDRAULIC MOTORS 
               
               
                   
                 103. 
                 CONSTANT POWER SOURCE 
               
               
                   
                 104. 
                 ALTERNATING CURRENT SOURCE 
               
               
                   
                 105. 
                 ONBOARD CHARGING UNIT 
               
               
                   
                 106. 
                 BATTERY BANK 
               
               
                   
                 107. 
                 ALTERNATING CURRENT MOTORS 
               
               
                   
                 108. 
                 POWER RECEPTACLE 
               
               
                   
                 109. 
                 FUEL TANK 
               
               
                   
                 110. 
                 POWER STORAGE MODULE 
               
               
                   
                 111. 
                 CONSTANT POWER SOURCE MODULE 
               
               
                   
                 112. 
                 ALTERNATING CURRENT DRIVE MODULE 
               
               
                   
                 113. 
                 HYDRAULIC DRIVE MODULE 
               
               
                   
                 140. 
                 MECHANICAL COUPLING 
               
               
                   
                 150. to 155. 
                 CABLES 
               
               
                   
                 201. 
                 BATTERY MODE SWITCH 
               
               
                   
                 202. 
                 DC TO DC CONVERTER 
               
               
                   
                 250. to 253. 
                 CABLES 
               
               
                   
                 301. 
                 PRIMARY MOTOR CONTACTOR 
               
               
                   
                 302. 
                 PRIMARY MOTOR/PUMP 
               
               
                   
                 303. 
                 RELAY UNIT 
               
               
                   
                 304. 
                 FLOW VALVE 
               
               
                   
                 305. 
                 DIRECTIONAL VALVE 
               
               
                   
                 307. 
                 PRESSURE REDUCING VALVE 
               
               
                   
                 309. 
                 BACK-UP MOTOR/PUMP 
               
               
                   
                 310. 
                 PRESSURE SWITCH 
               
               
                   
                 311. 
                 BACK-UP MOTOR CONTACTOR 
               
               
                   
                 331. to 335. 
                 HYDRAULIC HOSE 
               
               
                   
                 352. to 357. 
                 CABLES 
               
               
                   
                 400. 
                 ARMATURE CONTACTOR 
               
               
                   
                 401. 
                 FIELD PRESENT RELAY 
               
               
                   
                 402. 
                 SHUNT FIELD CONTROL UNIT 
               
               
                   
                 403. 
                 VOLTAGE REGULATOR 
               
               
                   
                 404. 
                 HELPER MOTOR/GENERATOR 
               
               
                   
                 405. 
                 ENGINE MODE SWITCH (two pole A &amp; B) 
               
               
                   
                 406. 
                 COMBUSTION ENGINE 
               
               
                   
                 407. 
                 THROTTLE SERVO UNIT 
               
               
                   
                 408. 
                 ENGINE/WHEEL SYNCHRONIZING UNIT 
               
               
                   
                 451. to 458. 
                 CABLES 
               
               
                   
                 501. 
                 POLY-PHASE ALTERNATOR 
               
               
                   
                 502. 
                 CURRENT TRANSFORMER 
               
               
                   
                 503. 
                 ALTERNATOR FIELD CONTROL UNIT 
               
               
                   
                 504. 
                 ACCELERATOR PRESSURE POTENTIOMETER 
               
               
                   
                 505. 
                 HIGH SPEED ENABLE SWITCH 
               
               
                   
                 506. 
                 ALTERNATING CURRENT TACHOMETER 
               
               
                   
                 551. to 556. 
                 CABLES 
               
               
                   
                 601. 
                 FUEL CELL 
               
               
                   
                 602. 
                 PRE-AMPLIFIERS 
               
               
                   
                 603. 
                 POWER AMPLIFIERS 
               
               
                   
                 604. 
                 POLY PHASE TACHOMETER 
               
               
                   
                 605. 
                 POLY PHASE POTENTIOMETER 
               
               
                   
                 651. to 656. 
                 CABLES 
               
               
                   
                   
               
             
          
         
       
     
     DETAILED DESCRIPTION OF THE INVENTION 
     The pictorial portion of  FIG. 1  is a notional depiction of an existing chassis with the conventional front wheel drive system removed and the invented systems installed. The hydraulic motors  102  are mounted on the front wheels where the drive shafts were removed. The hydraulic pumps  101  are located in the engine compartment forward of the front wheels. The constant power source  103  and the alternating current source  104  are located in the space vacated by the conventional combustion engine and transmission. The battery bank  106  and onboard charging unit  105  are located behind the rear seat. The alternating current motors  107  are located between the oversized tire rims and the brakes. The power receptacle  108 , for externally charging the batteries, is located behind the number plate bracket. The existing fuel tank  109  is used for liquid fuel applications but must be replaced for hydrogen. Again the pictorial is a notional arrangement to an existing chassis, the component location is flexible and at the discretion of the installing activity. 
     The functional block diagram portion of  FIG. 1  illustrates the units that make up the four modules of the power drive system and the flow of energy between them. The battery bank  106 , on board charging unit  105 , and power receptacle  108  along with their associated circuitry make up the Power Storage Module  110 . The constant power source  103 , fuel tank  109  and their associated circuitry and fuel delivery make up the Constant Power Source Module  111 . The hydraulic pumps  101  and hydraulic motors  102  along with their associated circuitry and piping make up the Hydraulic Drive Module  113 . The alternate current source  104 , alternate current motors  107  and their associated circuitry make up the Alternate Current Drive Module  112 . 
     The energy required to operate the low speed hydraulic drive module  113  is provided by the power storage module  110  via cable  151 . During excessive low speed demands, the constant power source module  111  augments the power requirement via cable  152 . The energy required to operate the high speed alternating current drive module  112  is provided mechanically by the constant power source module  111  via shaft  140 . The power storage system module  110  can augment the power requirement of the alternating current drive module  112  via cable  150  during excessive high speed demands. During little or no power demand from the drive systems, the constant power source module  111  charges the power storage module  110  via cable  152 . 
     The power storage module functional block diagram  FIG. 2  is shown with the battery mode switch  201  in the external charge position. The 120 volt AC house current enters the system at power receptacle  108 , passes through cable  155 , to the onboard charging unit  105 . The charging current will pass through cable  250 , the contacts of the battery mode switch  201  and cable  251  to the battery bank  106 . When the battery mode switch  201  is placed in the operate position, the power leaves the battery bank  106  through cable  251  in the other direction to the battery mode switch  201 . The current will then be delivered to the other modules via cables  150  &amp;  151 . The final component of the power storage module  110 , the DC to DC converter  202 , receives its&#39; power from cable  252 . The function of the DC to DC converter  202  is to reduce the high voltage of the battery bank  106  to the customary 13.6 volts (hereafter called low DC voltage) used by the conventional automotive chassis via cable  253 . 
     The two stage low speed Hydraulic Drive Module  113  is functionally illustrated in  FIG. 3 . The primary motor/pump  302  is a relatively low power consuming unit (5 HP) for normal driving at low speeds. The back-up motor/pump  309  is a more powerful unit (7.5 HP) and is used to augment the primary motor/pump  302  during large demand periods of low speed operation. The system utilizes the standard key switch existing in all vehicles. When the existing ignition key switch is turned to the “Start” position, low DC voltage is sent to the relay unit  303  via cable  352 . The relay unit  303  will energize and will remain energized until the key switch is turned to the “Off” position. The relay unit  303  will then allow low DC voltage to the primary motor contactor  301  via cable  353 . When the primary motor contactor  302  energizes the power from the power storage module  110 , available by cable  151 , will be sent to the primary motor/pump  301  via cable  354 . At the same time, the relay unit  303  will allow low DC voltage to the pressure switch  310  via cable  355 . The energy will pass through the normally closed contacts of the pressure switch  310  to the back-up motor contactor  311  via cable  356 . When the back-up motor contactor  311  is energized, the power from the power storage module  110 , available by cable  151 , will be sent to the back-up motor/pump  309  via cable  357 . Both the primary motor/pump  302  and the backup motor/pump  309  will start to charge the hydraulic oil in the high pressure hose assembly  331 . Before the pressure in the high pressure hose assembly  331  reaches normal operating pressure, the pressure switch  310  will open the normally closed contacts at a preset value of 1800 lbs. This will disconnect the energy to the back-up motor contactor  311  causing the back-up system to shut down. The primary motor/pump  302  will continue to bring the hydraulic pressure to its&#39; normal operating range of 2000 lbs. Hydraulically, the high pressure oil will be contained in hose assembly  331  and the oil will be returned to the pumps via hose assembly  332 . Flow valve  304  is mechanically connected to the existing accelerator pedal. Foot pressure on the pedal determines how much hydraulic oil will be allowed to flow from the high pressure hose assembly  331  to the directional valve  305  via hose  333 . The directional valve  305  is mechanically connected to the existing shift lever. When the shift lever is placed in the low range, high pressure hydraulic oil will be applied to the hydraulic motors  102  via hose assembly  334  where the pressure will be converted to mechanical motion. The expended oil will return from the hydraulic motors  102  via hose assembly  335  to the directional valve  305  where it will be ported to the return hose assembly  332 . Conversely, when the shift lever is in the reverse range, the directional valve  305  will port high pressure oil to the hydraulic motors  102  via hose assembly  335  and port the expended oil from hose assembly  334  to the return hose assembly  332 . This will cause the hydraulic motors  102  to rotate in the opposite direction. The last unit of the hydraulic drive module is the pressure reducing valve  307 . It receives high pressure hydraulic oil from the high pressure oil hose assembly  331  and reduces the pressure to meet the requirement of the existing hydraulic power steering systems (if installed in target chassis). 
     The constant power source module  111  illustrated in  FIG. 4  utilizes a mechanical internal combustion engine to provide the constant power. The engine is started by placing the engine mode switch  405  (A&amp;B) in the “Start” position. The power storage module  110  will then apply power to the helper motor/generator  404  shunt field via mode switch  405 A and cable  152  &amp;  452 . At the same time power is applied to the field present relay  401  via cable  452 . The field present relay  401  accomplishes the critical function of preventing power to be applied to the helper motor/generator  404  armature without a magnetic field present. When the field present relay senses a field is present, it allows power to the armature contactor  400  via cable  451 . The armature contactor will energize allowing power, provided by the power storage module  110  via cable  152 , to the helper motor/generator  404  armature via cable  458 . The helper motor/generator  404  will now turn over the combustion engine  406  until it starts. Upon starting, the combustion engine  406  will increase in speed until helper motor/generator  404  becomes a generator and provides a direct current voltage that is approximately 15% higher than the normal battery bank voltage. At that time the helper motor/generator  404  will provide charging power to the power storage module  110  via cable  458 , armature contactor  400  and cable  152 . A sample of the generated voltage will be provided to the voltage regulator  403  via cable  458 . When the voltage regulator  403  senses a voltage greater than the above mentioned level; a signal will be sent to the throttle servo unit  407  via cable  455 , engine mode switch  405  B and cable  456  to reduce the throttle pressure. Conversely, when the voltage regulator  403  senses a voltage less than above mentioned level, a signal will be sent to the throttle servo unit  407  to increase the throttle pressure via the same route. 
     When the engine mode control switch  405  (A &amp; B) is placed in the “Idle” position, the field present relay  401  will sense a loss of power and will remove the power to the armature contactor  400  causing it to de-energize. Likewise, the throttle servo unit  407  will lose its&#39; signal and will automatically reduce the throttle pressure to the lower limit causing the combustion engine  406  to reduce its&#39; speed to an idle. 
     When the mode control switch  405  (A &amp; B) is placed in the “Run” positing, the throttle servo unit  407  is controlled by the engine/wheel synchronizing unit  408  via cable  457  and  456 . The throttle pressure is now dependant on the speed of the wheels. An alternating current signal, whose frequency is proportional to the speed of the wheels, is provided to the engine/wheel synchronizing unit  408  from the alternating current drive module  112  via cable  154 . A sample of the frequency being generated by the alternator in the alternating current drive module  112  is also provided to the engine/wheel synchronizing unit  408  via cable  153 . Now that the speed of the helper motor/generator  404  is controlled solely by the speed of the wheels, an other unit is required to adjust the shunt field to maintain the counter EMF (electro motive force) at the power storage system&#39;s voltage level + or −15%. A signal proportional to the throttle pressure is sent from the throttle servo unit  407  to the shunt field control unit  402  via cable  454 . When the combustion engine  406  is under high demand (accelerating in high speed) the throttle pressure will increase. The signal from the throttle servo unit  407  will cause the shunt field control unit  402  to decrease the power to the helper motor/generator  404  shunt field via cable  453 . The reduction in shunt field strength will turn the unit into a motor to augment the combustion engine  406 . Conversely, when the combustion engine  406  has little or no demand the throttle pressure will decrease. The signal sent from the throttle servo unit  407  via cable  454  will cause the shunt field control unit  402  to increase the power to the helper motor/generator  404  shunt field via cable  453 . The increase in magnetic field strength will turn the unit into a generator to charge the power storage module  110 . 
     The alternating current drive module  112  functionally illustrated in  FIG. 5  receives it operating power from the constant power source module  111  via mechanical coupling  140 . This high speed drive can not operate without an operating constant power source module  111 . This is unlike the aforementioned low speed hydraulic drive module  113  that can function from the power storage module  110  alone. The power output of the poly-phase alternator  501  is controlled by the alternator field control unit  503  via cable  551 . The alternator field control unit  503  is energized only when the shift lever is in the High range via cable  150 , high speed enable switch  505  and cable  552 . Accelerator pressure potentiometer  504  provides a direct current signal proportional to the position of the accelerator to the alternator field control unit  503  via cable  555 . The signal will proportionally control the field strength of the poly-phase alternator  501  via cable  551 . The electrical power generated by the poly-phase alternator  501  must pass through the current transformer  502  before it reaches the alternating current motors  107  via cables  553  &amp;  556 . The current transformer  502  monitors the alternating current being used and sends a negative feedback to the alternator field control unit  503 , via cable  554 , to keep the current with-in the alternating current motors  107  specifications. The alternating current motors  107 , directly attached to the vehicle&#39;s drive wheels, not only drive the wheels but also are mechanically coupled to the alternating current tachometer  506 . The tachometer produces an alternating current feedback signal, to the constant power source module  111 , via cable  154 , with a frequency that is proportional to the wheel speed. Likewise, cable  153  provides a feedback signal to the constant power source module  111  with a frequency that is proportional to the poly-phase alternator&#39;s  501  speed. The two above signals effect on the constant power source module  111  was previously explained during the explanation of that module. 
     The updated constant power source module  111  illustrated in  FIG. 6  utilizes a fuel cell  601  that eliminates the need of any drive system mechanical devices on the chassis. All required drive system mechanical energy is generated at the wheels. The fuel cell  601  feeds its&#39; power directly to the power storage module  110  via cable  651 . This update required no changes to the hydraulic drive module  113  or power storage module  110 . The only components retained in the old constant power source module  111  and alternating current drive module  112  are the high speed enable switch (piece  505  of  FIG. 5 ) and the alternating current motors (piece  107  of  FIG. 5 ). 
     The upgraded alternating current drive module  112  illustrated in  FIG. 6  uses a poly-phase tachometer  604  to supply the reference signal with a frequency that is proportional to the wheel speed via cable  656 . The potentiometer unit  605  (one potentiometer per phase) supplies a signal to the pre-amplifiers  602 , via cable  653 , with an amplitude that is proportional to the accelerator pressure. The pre-amplifier and the power amplifier receive there operating power from the power storage module  110  via cable  150 , high speed enable switch  505  and cable  652  only when the existing shift lever is in the high position. The pre-amplifiers  602  increase the power of the signal to drive the power amplifiers  603  via cable  654 . The power amplifiers  603  (one per field pole of the alternating current motors  107 ) now supply the electrical energy to the existing alternating current motors  107 .