Patent Abstract:
A hybrid vehicle is provided, which includes an electric motor, an engine, first and second electrical storage mechanisms, an energy conversion device and a voltage reducer. The electric motor and the engine are drivably connectable to propel the vehicle. The first electrical storage mechanism powers the electric motor. The energy conversion device is continuously coupled to the engine for providing a charging power output to the first electrical storage mechanism whenever the engine is running. The second electrical storage mechanism provides power to vehicle accessories at a lower voltage than the first electrical storage mechanism. The voltage reducer has an input coupled to the generator and the first electrical storage mechanism and has an output coupled to the second electrical storage mechanism to provide charging power at the lower voltage to the second electrical storage mechanism.

Full Description:
CROSS REFERENCE TO RELATED APPLICATIONS  
       [0001]    This application is a continuation of U.S. application Ser. No. 10/194,745, which was filed Jul. 12, 2002 and is pending, which is a continuation of U.S. application Ser. No. 09/483,008, which was filed Jan. 13, 2000 and issued as U.S. Pat. No. 6,481,516, which is a continuation of U.S. application Ser. No. 08/705,001, which was filed Aug. 29, 1996 and issued as U.S. Pat. No. 6,044,922, which is a continuation of application Ser. No. 07/948,288, which was filed Sep. 21, 1992, now abandoned, which is a continuation-in-part of application Ser. No. 07/880,967 filed date May 8, 1992, now abandoned. 
     
    
     
       BACKGROUND OF THE INVENTION  
         [0002]    This invention relates to parallel electric hybrid vehicles and combined series-parallel electric hybrid vehicles, and in particular to the location of the component parts.  
           [0003]    There are basically four types of electric propulsion systems known for vehicles. First, there is a pure electric drive vehicle. The pure electric drive vehicle has an electric motor which receives power from a main battery pack via a controller. The controller controls the speed of the electric motor. The major disadvantage of a pure electric drive vehicle is that the range is very limited and the vehicle must be stopped and connected to an energy source such as an electrical outlet in order to be recharged.  
           [0004]    The second type of electric propulsion system for vehicles is a series hybrid system. There are three major components in a series system: (1) a generator; (2) an electric motor arranged in series; and (3) an engine powering the generator. Mechanical energy generated by the engine is converted to electrical energy by the generator and is then converted back to mechanical energy by the electric motor. Each process of conversion is afflicted with losses and subsequent reductions of efficiency which is a significant disadvantage of this type of system.  
           [0005]    The main advantage of the series hybrid is that it is possible to operate the engine at a fixed operating point within its engine speed/torque map. This point can be selected so that the engine functions with the greatest efficiency or produces particularly low emissions. Nevertheless, the efficiency of the entire series hybrid drive system is less than satisfactory.  
           [0006]    The third type of electric propulsion systems is the parallel hybrid system, as described, for example, in U.S. Pat. No. 5,081,365. Parallel hybrid propulsion systems generally have three component areas: (1) electrical storage mechanism, such as storage batteries, ultracapacitors, or a combination thereof; (2) an electric drive motor, typically powered by the electrical storage mechanism and used to propel the wheels at least some of the time; and (3) an engine, such as a liquid fueled engine (e.g., internal combustion, stirling engine, or turbine engine) typically used to propel the vehicle directly and/or to recharge the electrical storage mechanism.  
           [0007]    In parallel hybrid systems, the electric drive motor is alternatively driven by mechanically coupling it to the engine. When coupled, the engine propels the vehicle directly and the electric motor acts as a generator to maintain a desired charge level in the batteries or the ultracapacitor. While a parallel hybrid system achieves good fuel economy and performance, it must operate in an on and off engine parallel mode. In this mode, the stop-and-go urban driving uses electric power and the engine is used to supplement existing electric system capacity. For long trips, when the battery for the electric motor could be depleted, the vehicle cruises on the small engine and the electric system will provide the peaking power.  
           [0008]    The primary advantage of the parallel hybrid drive over the series drive previously described is improved efficiency (lower fuel consumption) in the engine, since the engine&#39;s mechanical energy is passed directly on to the drive axle. The bulky generator is no longer required, thereby lowering both the cost and weight of the vehicle.  
           [0009]    However, with extended stop and go urban driving, the battery pack will be often depleted and will need a charge in addition to the charge received from the electric motor. Or, the engine will be required to power the vehicle during the stop and go driving period thereby eliminating most beneficial effects of such an electric system. Therefore, the vehicle with a parallel system has limited inner city driving capabilities and range.  
         SUMMARY OF THE INVENTION  
         [0010]    One embodiment of the present invention relates to a hybrid vehicle assembly. The assembly includes an electric motor/generator, an engine, a connection between the electric motor/generator and the engine, first and second electrical storage mechanisms, an energy conversion device and a voltage reducer. The electric motor/generator is operable as a motor and as an electrical energy generator. The first electrical storage mechanism is connected to the electric motor/generator for selectively powering the electric motor/generator. The energy conversion device is continuously connected to the engine. The voltage reducer is coupled to the first electrical storage mechanism, the energy conversion device and the second electrical storage mechanism so as to provide charge from the first electrical storage mechanism, the energy conversion device and the electrical energy generator to the second electrical storage mechanism.  
           [0011]    Another embodiment of the present invention relates to a hybrid vehicle. The hybrid vehicle includes an electric motor, an engine, first and second electrical storage mechanisms, a single energy conversion device and a voltage reducer. The electric motor and the engine are both drivably connectable to propel the vehicle. The first electrical storage mechanism powers the electric motor. The single energy conversion device is continuously coupled to the engine for providing a charging power output to the first electrical storage mechanism whenever the engine is running. The second electrical storage mechanism provides power to vehicle accessories at a lower voltage than the first electrical storage mechanism. The voltage reducer has an input coupled to both the single generator and the first electrical storage mechanism and has an output coupled to the second electrical storage mechanism to provide charging power at the lower voltage to the second electrical storage mechanism.  
           [0012]    Another embodiment of the present invention relates to a vehicle assembly. The vehicle assembly includes an engine, first and second electrical storage mechanisms, an energy conversion device and a voltage reducer. The engine is drivably connectable to propel the vehicle assembly. The first electrical storage mechanism has a first voltage. The second electrical storage mechanism provides power to vehicle accessories at a second voltage, which is lower than the first voltage. The energy conversion device is continuously coupled to the engine and is coupled to the first electrical storage mechanism. The voltage reducer has an input coupled to both the energy conversion device and the first electrical storage mechanism and has an output at the second voltage, which is coupled to the second electrical storage mechanism to provide charging power at the second voltage to the second electrical storage mechanism.  
           [0013]    Due to the innate, but separate, advantages of both the series and the parallel drives, the above embodiments form combined series and parallel systems. In one embodiment, the engine has an alternator or generator connected directly to the engine&#39;s drive shaft by some mechanism, for example, a fan belt. Generally, alternators or generators are used to charge the battery of a vehicle&#39;s accessory systems, such as the lights, fans, etc. These systems typically operate on twelve (12) volts. However, the inventor of the present invention realized that the alternator is very capable of high current/high voltage output, ranging from, but not limited to, approximately ten (10) volts to in excess of one hundred fifty (150) volts. In standard applications, such as vehicle accessory systems, voltage output is regulated to approximately fourteen (14) volts. Implementation of some embodiments of this invention allows for efficient usage of the upper limits of the alternator&#39;s output capacity. Voltage output can be controlled by a central process controller, which directs excess current to the parallel system vehicle&#39;s main storage battery pack. Voltage output can be varied to the appropriate levels by regulating the field current, among other methods of control.  
           [0014]    The alternator can be set to a continuous high voltage level, matching that of the hybrid&#39;s main battery pack. A switching power supply could then channel generated current into the main battery pack, or into the vehicle&#39;s twelve volt battery. The switching power supply has the ability to reduce voltage to the appropriate level, based upon which electrical system is being fed. Alternatively, the power supply can be configured as a voltage reducer to reduce the voltage output from the alternator for the vehicle&#39;s twelve-volt battery.  
           [0015]    This arrangement eliminates the main disadvantage of conventional parallel hybrid designs as used in a vehicle. It has been found that at slow speed, such as stop and go urban driving, the parallel system will allow the main storage battery pack to deplete its energy below a comfortable and usable level of charge. A series hybrid system is more adaptable to urban driving because it constantly funnels limited amounts of electrical energy back into the system&#39;s battery pack. The main negative of a series hybrid system is that it does not permit an adequate charging level to sustain the high energy demand associated with long term, high speed driving. The above-embodiments of the present invention prevent depletion of the battery pack by better utilizing the existing component structure typically associated with parallel hybrid systems.  
           [0016]    Prior hybrid propulsion systems were capable of operating in one or more of the following modes, but not necessarily in all of them: (1) a series hybrid, which is plugged in for recharge, and which uses the engine as a “range extender” when the electrical storage mechanism is depleted, and/or (2) a series hybrid which runs the engine in order to recharge its own electrical storage mechanism, typically via a generator/alternator, and/or (3) a parallel hybrid, which is plugged in for recharge, and which uses the engine and/or the electric motor either separately or in unison, depending upon conditions, circumstances, and the process controller, in order to directly power the vehicle, and/or (4) a parallel hybrid similar to the one described in (3), directly above, but which recharges its own electrical storage system via the engine and, typically, a generator/alternator (see U.S. Pat. No. 5,081,365). Each of these modes has its benefits and drawbacks, depending on circumstances, thus the industry is involved in debate over which system is the most promising.  
           [0017]    The purpose of the series-parallel functionality is to overcome problems inherent to either concept when employed individually. The advantages are increased range in the urban driving mode and a secondary method of range extension in highway mode without significantly increasing the bulk or cost of the base parallel system. In addition, the control of the operation of the drive motor is more versatile and efficient. 
       
    
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0018]    [0018]FIG. 1 is a block diagram of the power train and the controls for a series-parallel vehicle;  
         [0019]    [0019]FIG. 2 is a block diagram of the power train and the controls for a vehicle incorporating an additional embodiment of the series-parallel vehicle; and  
         [0020]    [0020]FIG. 3 is a block diagram showing the relative location of the electric and internal combustion motors in relationship to the vehicle, according to one embodiment of the present invention. 
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS  
       [0021]    [0021]FIG. 1 is an embodiment usable with the present invention. FIG. 1 illustrates in block diagram form an electric parallel hybrid vehicle power train and controls. An example of an electric hybrid vehicle power train is described, for example, in U.S. Pat. No. 5,081,365 which was patented by an inventor of the present invention and which patent is incorporated herein by reference.  
         [0022]    The parallel hybrid system  10  includes a battery pack  18 , an electric drive motor  16  powered by the battery pack  18  and an engine  24 . A process controller  22  determines the prime mover of the vehicle, i.e., whether the electric motor  16  powers the vehicle, or the engine  24  drives the vehicle, or both the electric motor  16  and the engine  24  drive the vehicle.  
         [0023]    The electric hybrid power train and its related controls  10  includes ground engaging wheels  12 . The wheels  12  could be either the rear wheels or the front wheels of the vehicle. In addition, it is within the scope of the present invention to have the drive wheels be part of a four-wheel drive system or a three-wheel tricycle. Only one drive wheel is necessary.  
         [0024]    The drive wheels  12  are connected by a drive axle  13  to a differential  14 , the housing of the differential  14  being attached to a housing of a transmission (not shown). The transmission is controlled in a conventional manner by a gear shift lever (not shown) and a foot-operated clutch such as the foot-operated  48  clutch shown in FIG. 3. The foot-operated clutch, gear shift lever, transmission, differential  14 , drive wheels  12  and manner of connecting the drive wheels  12  to the differential  14  are conventional to a standard motor vehicle.  
         [0025]    As mentioned above, the electric hybrid power train  10  includes an electric motor  16  which is one of two prime movers of the vehicle. The electric motor  16  is preferably a 40 HP 96-volt permanent magnet or compound wound DC motor.  
         [0026]    The 96-volt battery pack  18  preferably consists of eight (8) 12-volt batteries in series is connected to the electric motor  16 . If desired, a conductor plug (not shown) may be connected to cross the battery pack  18  to connect the batteries in the battery pack  18  to an off-board battery charger. Such a mechanism for recharging the batteries may be desirable at times, though under most conditions, it will not be needed due to the on-board charging capability of the present system, as described below.  
         [0027]    The 96-volt motor  16  and 96-volt battery pack  18  are not the only type that could be used. Indeed, a higher voltage motor and battery pack could give advantages in component weight and efficiency. It should be noted that the motor size and battery capacity are parameters that would in fact vary with the chosen vehicle weight and size.  
         [0028]    A transistorized motor speed controller  20  is positioned between the electric motor  16  and the battery pack  18  and controls the current flow to the electric motor  16 . The motor controller  20  is the link between the process controller  22  and the electric motor  16 . The process controller  22 , as described above, signals the motor controller  20  which disengages the current flowing from the battery pack  18  to the electric motor  16  or creates a generator from the electric motor  16  to charge the battery pack  18 .  
         [0029]    The motor controller  20  as used in one embodiment of the present invention can be a commercially available pulse width modulation type such as, for example, one made by Curtis PMC of Dublin, Calif. The motor controller  20  regulates an array of parallel power MOSFET transistors to vary the average current to the electric motor  16  in response to a signal from the process controller  22 .  
         [0030]    At  24 , is illustrated an internal combustion engine, which is the second prime mover of the vehicle. The engine is located in the end of the vehicle opposite the electric motor  16  as shown in FIG. 3. The engine  24  is preferably a  16 -hp diesel engine, but it could be a spark ignition engine, turbine, or any other practical prime mover. For convenience in this discussion, it will be referred to as a diesel engine.  
         [0031]    During acceleration of the vehicle, it is preferred that only the electric motor  16  drives the wheels  12 . An electric clutch  26  positioned between the electric motor  16  and the engine  24  will allow the engine  24  to assist in driving the wheels  12  if the process controller  22  determines that the electric motor  16  needs assistance. Basically, such a situation arises if the process controller  22  determines that the electric motor  16  is not capable of accelerating the vehicle, such as accelerating up a steep incline. If such is the case, the process controller  22  will cause the engine  24  to be brought on line, as described below, to assist in driving the vehicle. While the engine  24  will assist the electric motor  16  if needed, it is not desirable to use the engine  24  in this fashion since accelerating the vehicle with the engine  24  burns much fuel thereby decreasing fuel economy and increasing potential pollution.  
         [0032]    After the vehicle has accelerated using the electric motor  16  and the electric motor  16  reaches a predetermined speed (rpm) without the assistance of the engine  24 , the process controller  22  will cause the engine  24  to start or rev to get the engine  24  to approximately the same speed as the electric motor  16 , i.e., within 1% of the electric motor&#39;s rpm. Once the engine  24  achieves the required approximately equal rpm, the electric clutch  26  activates such that the engine  24  also drives the wheels  12 . While the electric motor  16  remains on line to drive the vehicle, the electric motor  16  is generally not needed in this capacity. Therefore, the process controller  22  switches the electric motor  16  into a generator. The process controller  22  controls the amount of current the electric motor  16  is capable of putting out and in that time puts energy back into the battery pack  18 . For example, during an acceleration up to approximately 40 to 50 m.p.h. on the electric motor  16  only, it will take approximately 1 ½ to 2 minutes to put that energy back in the battery pack.  
         [0033]    If at any time during the driving of the vehicle, after the acceleration period, the process controller  22  senses that extra power is needed to maintain a constant speed, such as accelerating to pass or climbing a steep incline, the process controller  22  will signal the motor controller  20  to activate the electric motor  16  to assist the engine  24 . Basically, if the process controller  22  determines that the engine  24  needs additional power or rpm, the electric motor  16  is brought on line to assist in driving the wheels  12 . In a standard vehicle, if the foot pedal is depressed to a certain point, the speed of the vehicle will be directly dependant on whether the vehicle is on a flat surface or an incline. With the vehicle of one embodiment of the present invention, if the foot pedal is depressed to a certain point, the speed of the vehicle will be at a certain predetermined speed, regardless of whether the vehicle is travelling on a flat surface or an incline. Therefore, if the engine  24  is not capable of maintaining the speed of the vehicle, the process controller  22  will activate the electric motor  16  to assist in driving the vehicle. Once that extra assistance is no longer needed, the process controller  22  will signal the motor controller  20  to cease the supply of electricity coming from battery pack  18  to the electric motor  16  and cause the electric motor  16  to operate as a generator to charge the battery pack  18 .  
         [0034]    Preferably, the electric clutch  26  is of any type which is capable of being engaged or released at will such as an AT clutch by Warner Electric, a subsidiary of DANA. When engaged, the electric clutch  26  couples the engine  24  to the input shaft of a transfer case (not shown), which is preferably a belt drive, but may be a gear or chain drive. Space permitting, the output shaft of the engine  24  could be aligned with the shaft of the electric motor  16  and the electric clutch  26  could selectively couple the engine  24  and the electric motor  16  directly without any need for a transfer case.  
         [0035]    It will also be understood that requirements of available space in the vehicle might dictate some other configuration for selectively coupling the engine  24  to the electric motor  16 . For example, a third shaft with a transfer case on each end of the shaft might be needed. It is within the scope of the present invention to cover any configuration required, so long as the engine  24  is coupled to the electric motor  16 , through mechanism which may be engaged to release at will. The electric clutch  26  is a preferred device for this purpose due to the ease of controlling it, but other mechanism could be employed, such as a centrifugal clutch and pneumatic clutches.  
         [0036]    The engine  24  is equipped with and drives an alternator  28 , such as a Motorola  150 A alternator DC power unit which is capable of high current/high voltage output, ranging from but not limited to, approximately  10  volts to an excess of  150  volts. In standard applications, such as vehicle accessory systems, voltage output is regulated to approximately 14-volts. The 14-volt output of the alternator  28  charges an accessory battery  30  which may be a single heavy duty 12-volt automotive battery. A group of accessories, which the accessory battery  30  controls and powers, includes such conventional automotive equipment as horn, lights, windshield wiper, etc. In addition, engine  24  also has a conventional starting motor (not shown) activated by a starter solenoid and powered by the accessory battery  30 .  
         [0037]    In accordance with one embodiment of the present invention, the alternator is additionally connected to the battery pack  18 . In order to charge the battery pack  18 , the voltage output of the alternator  28  must be compatible to charge the battery pack  18 . Therefore, the process controller  22  includes a regulator control  34  which controls the voltage output of the alternator  28 . The regulator control  34  adjusts the voltage of the alternator from a voltage compatible to charge the accessory battery  30  to a voltage compatible to charge the battery pack  18  and back to the voltage compatible to charge the accessory battery  30 . Typically, the voltage compatible to charge the battery pack  18  is substantially greater than the voltage compatible to charge the accessory battery  30 .  
         [0038]    The regulator control  34  is actually part of the process controller  22  such that when the accessory battery  30  is completely charged, the process controller  22  will initiate the regulator control  34  to adjust the voltage upward and charge the battery pack  18 . As mentioned, the battery pack  18  has a typically much higher voltage than that of the accessory battery  30 . The voltage output of the alternator  28  is adjusted by the regulator control  34  to match the requirements of the accessory battery  30 , which receives the highest priority in the voltage flow hierarchy as will be described below. Excess capacity, already at a compatible higher voltage level, is then made available to the battery pack  18  on a secondary priority level.  
         [0039]    In the preferred embodiment, the actual switching of the voltage path from the alternator  28  to the accessory battery  30  and the battery pack  18  is accomplished through a switching mechanism  32 . The switching mechanism  32  is positioned between the alternator  28  and the accessory battery  30  and the battery pack  18 . The switching mechanism  32  receives signals from the process controller  22  directing the voltage output of the alternator  28  to either the accessory battery  30  or to the battery pack  18  depending on the signal from the process controller  22 .  
         [0040]    In the preferred embodiment, the alternator  28  will have a voltage output of approximately  14 -volts when charging the accessory battery  30  and a voltage output of approximately 90-volts when charging the battery pack  18 . Once the accessory battery  30  has been completely charged, the process controller  22  will increase the voltage output of the alternator  28  and will also signal the switching mechanism  32  to switch the path of the voltage from the accessory battery  30  to the battery pack  18 . Thereafter, the voltage output of the alternator  28  will be directed to the battery pack  18  until the accessory battery  30  requires recharging. Thereupon, the process controller  22  will alter the voltage output of the alternator  28  to a suitable lower voltage and signal the switching mechanism  32  to begin directing the voltage to the accessory battery  30 . This process will occur until once again, the accessory battery  30  is completely charged.  
         [0041]    Another embodiment of the present invention is referred to in FIG. 2. For ease of understanding, like elements will be referred to with like reference characters.  
         [0042]    As best illustrated in FIG. 2, the voltage output from the alternator  28  would be directed directly into the battery pack  18 . In this embodiment, the process controller  22  and the switching mechanism  32  are not required. The voltage output would be preset at an approximate constant amount. A power supply  36  connected to receive some of the output voltage of the alternator reduces that portion of the voltage output of the alternator  28  such that the accessory battery  30  would also receive a compatible voltage.  
         [0043]    [0043]FIG. 3 illustrates the specific location of the electric motor  16  and the combustion engine  24  with respect to the vehicle. The internal combustion engine  24  is located in one end portion  38  of the vehicle. The engine  24  is joined to a small diameter composite drive shaft  40  such as the one described sold by H and R Composites, Inc. as described above, which is incorporated herein by reference. The drive shaft  40  is connected to the electric motor  16  via the fly wheel  42  and the electric clutch  26 . The electric motor  16  is located in the end portion  44  of the vehicle opposite the end portion  38 . Note the end portion  44  may be the front portion of the vehicle where motors are located in standard vehicles or the end portion  44  may be the area where the trunk is located in standard vehicles. Additionally, the vehicle may be front wheel or rear wheel drive regardless of whether the electric motor  16  is in the front or rear end of the vehicle. Preferably, the electric motor  16  is located in the front of the vehicle when the vehicle has front wheel drive and in the rear of the vehicle when the vehicle has rear wheel drive. Thus, either the wheels  12   a  or the wheels  12   b  may be the drive wheels. The electric motor  16  is connected to a transaxle  46  via a foot operated clutch  48 . The transaxle  46  may be a four-speed transaxle.  
         [0044]    The design shown in FIG. 3, provides several distinct advantages. The design has little mechanical complexity, provides spacing between the component parts, and allows easy access to the component parts. These features simplify manufacturing and maintenance work. The design also teaches a system that can be adapted to almost any internal combustion engine in any car. The design provides good weight distribution in the vehicle. And the design uses a light weight drive shaft, to help minimize the overall weight of the vehicle.  
         [0045]    It can be seen that any series hybrid or parallel hybrid vehicle can be adapted to use the preferred embodiment of the present invention. First, regardless of the hybrid type, a high voltage alternator can be placed (or may already exist) in the vehicle. The high voltage alternator is then connected to the battery pack of the electric motor. A voltage reducer can be connected to the accessory battery to prevent the accessory battery from receiving an incompatible voltage. Then, so long as the engine is running, the battery pack will be recharging always ready to supply electric power to the electric motor regardless of whether a motorist is driving in the city or on the open highway.  
         [0046]    Although the present invention has been described with reference to preferred embodiments, workers skilled in the art will recognize that changes may be made in form and detail without departing from the spirit and scope of the invention.

Technology Classification (CPC): 1