U.S. patent application number 11/900462 was filed with the patent office on 2008-02-21 for extended range motor vehicle having ambient pollutant processing.
Invention is credited to Conrad Oliver Gardner.
Application Number | 20080041648 11/900462 |
Document ID | / |
Family ID | 38698311 |
Filed Date | 2008-02-21 |
United States Patent
Application |
20080041648 |
Kind Code |
A1 |
Gardner; Conrad Oliver |
February 21, 2008 |
Extended range motor vehicle having ambient pollutant
processing
Abstract
A hybrid motor vehicle utilizing electric motor propulsion prior
to cruise mode detection condition and internal combustion engine
propulsion during cruise mode. The hybrid motor vehicle utilizing
an information super highway for system diagnostics or operating
mode control as between powering the hybrid motor vehicle by
electric motor or internal combustion engine. The exhaust manifold
external surface temperature may be utilized to heat a catalyst for
processing ambient air surrounding the vehicle.
Inventors: |
Gardner; Conrad Oliver;
(Edmonds, WA) |
Correspondence
Address: |
CONRAD O. GARDNER
BOX 1359
BLAINE
WA
98231
US
|
Family ID: |
38698311 |
Appl. No.: |
11/900462 |
Filed: |
September 10, 2007 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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08896514 |
Jun 23, 1997 |
7290627 |
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11900462 |
Sep 10, 2007 |
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08443204 |
May 18, 1995 |
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08896514 |
Jun 23, 1997 |
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08273114 |
Jul 11, 1994 |
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08443204 |
May 18, 1995 |
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08140507 |
Oct 25, 1993 |
5346031 |
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08273114 |
Jul 11, 1994 |
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07867412 |
Apr 13, 1992 |
5301764 |
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08140507 |
Oct 25, 1993 |
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Current U.S.
Class: |
180/65.265 ;
701/93 |
Current CPC
Class: |
B60L 2220/12 20130101;
Y02T 10/6265 20130101; B60L 50/61 20190201; B60L 2220/20 20130101;
B60W 2520/10 20130101; Y02T 10/6217 20130101; B60W 20/00 20130101;
Y02T 10/62 20130101; Y02T 10/7022 20130101; B60W 30/143 20130101;
B60L 3/0061 20130101; B60L 50/16 20190201; B60W 2710/0694 20130101;
B60W 2510/068 20130101; Y02T 10/7005 20130101; B60L 2240/443
20130101; Y02T 10/7072 20130101; B60K 6/442 20130101; B60W 20/13
20160101; Y02T 10/64 20130101; B60L 2240/36 20130101; B60W 10/08
20130101; Y02T 10/70 20130101; Y02T 10/6234 20130101; B60W 10/02
20130101; B60W 50/029 20130101; Y02T 10/6286 20130101; Y02T 10/642
20130101; B60L 2260/28 20130101; B60W 10/06 20130101; B60W 2540/10
20130101; Y02T 10/7077 20130101; B60K 6/52 20130101; B60L 2240/421
20130101 |
Class at
Publication: |
180/065.2 ;
701/093; 903/943 |
International
Class: |
B60K 6/20 20071001
B60K006/20; B60T 8/32 20060101 B60T008/32 |
Claims
1. In combination in the method of operating a hybrid motor vehicle
having an electric motor and an internal combustion engine: a.
causing a fast charge-discharge battery to power the electric motor
in response to a logic control circuit, said logic control circuit
responsive to vehicle speed and accelerator pedal information; and,
b. transferring power output into electric power conserved in a
fast charge-discharge battery when the internal combustion engine
continues to run.
2. A method of operating a hybrid vehicle having an electric motor
and internal combustion engine power comprising: a. rapidly
capturing power from a continuously running low horsepower internal
combustion engine to charge a fast charge-discharge battery; and,
b. providing instant powerful acceleration while in the cruise mode
when the speed of the vehicle is dropping.
3. A controller for a hybrid vehicle having an engine and a motor
for controlling driving of the engine and the motor comprising: a,
a logic circuit for determining driving of the engine and the
motor; and, b. said logic circuit responsive to a plurality of
vehicle operating parameters.
4. The invention according to claim 3 wherein said hybrid motor
vehicle utilizes said engine for powering said motor vehicle in the
cruise mode.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This is a continuation of application Ser. No. 08/896,514
filed on Jun. 23, 1997 which is a continuation of application Ser.
No. 08/443,204 filed on May 18, 1995 which is a continuation in
part of application Ser. No. 08/273,114 filed on Jul. 11, 1994 now
abandoned which is a continuation in part of application Ser. No.
08/140,507 filed Oct. 25, 1993 now U.S. Pat. No. 5,346,031 which is
a continuation of application Ser. No. 07/867,412 filed Apr. 13,
1992 now U.S. Pat. No. 5,301,764.
BACKGROUND OF THE INVENTION
[0002] Electronic propulsion systems for motor vehicles have been
proposed to completely eliminate emissions: however, as is well
known, present technology requires bulky batteries which have to be
recharged for long periods of time. The capacity of such batteries
provide only limited range for the motor vehicle. One solution to
this problem is shown in my U.S. Pat. No. 3,791,752 issued Feb. 12,
1974, where an on-board electrical power pack is required until
electrical power can be derived from an electrified highway system.
Unfortunately, the capital investment required for such systems is
not available at this time and an alternative solution to the long
battery charge problem is shown subsequently herein as a preferred
embodiment of the present invention.
[0003] Automobile manufacturers have been devoting enough efforts
through R and D to satisfy E.P.A. requirements by utilizing
electronic controls to control emissions from I.C. (internal
combustion) engines over their entire operating range, viz., during
acceleration, etc., and over a great range of power demands and
wide range of speeds. However, valiant such efforts are considered
from an environmental standpoint, such efforts to clean up
emissions over the entire operating range have been only moderately
successful at best.
[0004] The first effort utilizing electronic modulation to control
EGR flow is shown in my U.S. Pat. No. 3,788,284 issued Jan. 29,
1974.
[0005] Hybridization has been recognized where the I.C. engine is
operated at maximum efficiency and lowest possible emissions in a
series or parallel configuration with the electric propulsion
system as seen in U.S. Pat. No. 4,021,677 issued Mar. 3, 1985. In
such a hybrid system, the I.C. system utilizes the electric motor
for supplementary power at heavy power demand times.
[0006] Another hybrid drive I.C. electric propulsion combination is
shown in U.S. Pat. No. 4,165,795 issued Aug. 28, 1979, wherein the
I.C. engine is operated in an optimum mode at a substantially
constant speed and power level in which the I.C. engine produces
the least amount of pollutants.
[0007] As for operation of I.C. engine propelled systems,
automobile manufacturers have struggled to control the air-fuel
ratio for best conversion efficiency of a three-way catalyst in the
exhaust system for best emission characteristics (see, e.g., U.S.
Pat. No. 4,878,472 issued Nov. 7, 1989).
BRIEF SUMMARY OF THE INVENTION
[0008] A hybrid I.C. is an electric motor propulsion system which
shifts to I.C. engine propulsion for vehicle operation when the
cruise mode is reached. Cruise mode occurs when rapidly shifting
power and speed demands are not occurring for predetermined periods
of time. In the cruise mode, propulsion is provided by a smaller
I.C. engine operating within a small range of speeds about its most
efficient operating speed from a power and pollutant output
standpoint. In the cruise mode as defined, only a substantially
constant power output level is required to propel the vehicle along
the highway, since demands by cruise level definition are not
changing but are substantially constant. When the non-electric
cruise mode power plant, e.g., the I.C. engine, is not employed to
drive the motor vehicle, the non-electric power plant is utilized
to charge a fast charge-discharge battery.
[0009] The hybrid motor vehicle features response to ambient
pollutant levels, e.g., carbon monoxide or other pollutant levels
which cause a pollution alert to be given by air quality
authorities in a metropolitan area when predetermined levels are
exceeded. Such response may shut down cruise mode operation and
cause the present hybrid vehicle to operate in the electric power
mode in response to a CO detector mounted on the vehicle or in
response to a regional CO level signal generated by the regional
air quality authority and transmitted to the hybrid vehicles
through an information super highway comprising, e.g., a plurality
of interconnected or coupled data transmission networks including
telephone lines, telephone switching networks and microwave relay
channels such as cellular telephone links.
[0010] A further feature of the present hybrid motor vehicle system
includes engine emission analysis and transmission of such data via
information super highway data link for analysis and comparison
with factory specifications at a remote central location such as a
motor vehicle factory to determine undesirable operation, e.g., to
due emission component combustion engine defects or adjustments due
to wear or other causes.
BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING
[0011] FIG. 1 is a schematic diagram of a preferred embodiment of
the present hybrid motor vehicle system, showing cruise mode
operation;
[0012] FIG. 2 is a graph illustrative of operating parameters of
the system of FIG. 1, wherein the ordinate is representative of
vehicle speed and the abscissa is representative of time;
[0013] FIG. 3 is a system block diagram of a further embodiment of
the invention;
[0014] FIG. 4 is a system block diagram of another embodiment of
the invention showing interactive control of system operating in
response to pollutant levels; and,
[0015] FIG. 5 is a diagram of the present ambient pollutant
processing feature.
DETAILED DESCRIPTION OF THE INVENTION
[0016] The hybrid motor vehicle propulsion system of FIG. 1 for
motor vehicles utilizes an electrically operated power plant
comprising an electric motor 12 coupled by means of a drive shaft
through a clutch 14 to provide driving power through a first axle
16 to a pair of wheels 18 of the motor vehicle. A non-electrically
operated power plant comprising an I.C. engine 22 provides driving
power through a second axle 26 to a further pair of wheels 28.
Separate drive of each of two axles greatly simplifies the
complexity of what would be required if both the electric and
non-electric power plants were attempted to be coupled to drive the
same axle and pair of wheels, since the characteristics of each are
different with attendant design requirements. In the present
system, the non-electric power plant comprising, e.g., I.C. engine
22, is utilized in the cruise mode as described hereinafter in more
detail while the electric power plant comprising electric motor 12
is utilized primarily when conditions for cruise mode operations
are not satisfied. In the interests of providing a low pollution,
high-performance vehicle, electric motor 12 is utilized to power
the vehicle during acceleration (when pollutant levels from
state-of-the-art I.C. powered motor vehicles is high), while I.C.
engine 22 is utilized to power the vehicle during cruise mode of
operation. Electric motor 12 develops maximum torque at low speeds
when high torque is necessary for acceleration, and I.C. engine 22
not being powerful at low rotational speeds is utilized in the
present system during the cruise mode when less power is required,
resulting in utilization in the present system of a lower
horsepower I.C. engine (e.g., 20 to 30 percent of the horsepower of
present I.C. powered vehicles), which lower horsepower engine can
then be operated under a restricted set of conditions at relatively
constant speed and low load demands in the cruise mode. Since I.C.
engine 22 is operated under a restricted set of conditions, unlike
the many conditions of operation of present I.C.-only powered
vehicles, it becomes possible to adjust the engine for optimum
efficiency and minimal emission output. While transmission 13 has
been shown in the schematic, such may comprise, e.g., a one-to-one
ratio direct drive transmission for electric motor 12, with
transmission 23 offering the system designer flexibility, also, in
coupling power from I.C. engine 22 to rear wheels 28.
Cruise Mode Operation
[0017] Turning now to cruise mode logic control circuit 30, which
is a small computer in which a vehicle speed signal above a
predetermined level (e.g., 40 miles per hour) generates an ON
signal 32 to start timer circuit 40. ON signal 32 is provided when
the speedometer indicator needle 42 closes switch 44 in circuit
with battery voltage source 46. Switch 44 stays closed at all
speeds above a predetermined level shown here as 40 mph. Timer
circuit 40 is set for a predetermined time interval (e.g., 45
seconds) after being turned into an ON condition by ON signal 32,
so that a cruise mode logic output signal 48 is only provided under
two conditions: First, the speed of the vehicle must be above 40
mph; and second, that speed must be maintained for at least the
predetermined time interval of 45 seconds. If the speed drops below
40 mph, then timer circuit 40 waits until at least a 40 mph speed
is detected by the closing of switch 44, again starting timer
circuit 40 for a determination that ON signal 32 is at least
present again for the predetermined time period of 45 seconds.
[0018] Turning now to starter circuit 50 of FIG. 1, it can be seen
that with the initial closing of switch 52 by the operator to start
the vehicle, switches 54 and 46 are causes to close. Closing of
switch 56 closes the circuit path between fast charge-discharge
battery 58 and electric motor 12, thereby permitting vehicle
throttle 60 linked to speed control rheostat 62 to control the
speed of electric motor 12. Also with switch 54 closed, starter
motor 64 causes I.C. engine 22 to be started to run in the optimum
mode of substantially constant speed and power level with starter
motor ceasing operation upon start up of I.C. engine 22.
Cruise Mode Logic Output Signal 48
[0019] The system of FIG. 1 is shown operating with all switches
and clutch positions in the cruise mode. With cruise mode signal 48
present, switches 64, 65, and 66 are held in the closed circuit
position shown. With switches 64, 65, and 66 in the closed circuit
position, power is applied to electromagnetically operated clutches
14, 74, and 75. Clutch 14, since power is applied (switch 66 being
closed) is in its energized condition which is open (as shown by
the solid line representation of the opposing clutch plates), while
clutch 74 is in its energized condition is open (as shown by the
solid line representation of the opposing clutch plates). With
switch 65 also energized to a closed position (also by the presence
of cruise signal 48), clutch 75 is held in an energized closed
position (as shown in the solid line representation of the clutch
plates).
[0020] Recalling that cruise mode logic output signal 48 is present
in an ON condition and I.C. engine 22 is running in the optimum
mode at a substantially constant speed and power output level, it
can be seen that power is transmitted from I.C. motor 22 through
clutch 75 to transmission 23 and wheels 28. In this cruise mode of
operation, clutch 74 is uncoupled from electric generator 78.
Cruise Mode Off Condition of Operation
[0021] When there is no cruise mode logic output signal 48 present
because the two conditions for cruise mode are not present, viz.,
the motor vehicle is not traveling above a predetermined level
(e.g., 40 mph) and has not been traveling above such predetermined
level, the predetermined interval (e.g., 45 seconds), then upon
such cruise mode OFF condition, switches 64, 65, and 66 are in
their open and de-energized positions (indicated by the dotted line
representations).
[0022] With switches 66 in open position, clutch 14 plates are in
their relaxed (dotted line) closed position permitting normal
throttle 60 operation of linked speed control rheostat 62 to
control the speed of electric motor 12, and consequently accelerate
the motor vehicle through clutch 14, transmission 13, and wheels
18. Recalling that upon closing of switch 52 in starter circuit 50,
switch 54 closed staring starter motor 64 and started I.C. engine
22, which starter motor becomes de-energized upon detection of
start up of I.C. engine 22, even though switch 54 is shown closed
during entire engine operation, which switch 52 also remains
closed. Switch 56, since also energized closed during entire
vehicle operation (through start up closure of switch 52), permits
fast discharge batter 58 to power electric motor 12 upon throttle
60 demand. In this cruise mode OFF condition operation, when the
motor vehicle is operating under electric power, since there is no
cruise mode logic output signal 48 present to close switches 64,
65, and 66, clutch 14 remains closed (dotted line representation),
while clutch 75 is de-energized by switch 65 to the uncoupled
position, and clutch 74, since de-energized, reverts to the closed
position, as represented by clutch plate movement to the dotted
line position (as also represented by the direction of motion,
e.g., electric power dotted line representation). During this
cruise mode OFF condition, I.C. motor 22 is seen driving electric
generator 78 through clutch 74, which causes battery charger 90 to
fast charge charge-discharge battery 58. Fast charge-discharge
battery 58 comprises a battery capable of faster charge than the
current lead acid batteries, e.g., a nickel cadmium battery,
capacitor-battery storage device as shown in U.S. Pat. No.
3,615,829 to Sprague issued Oct. 26, 1971, or other fast
charge-discharge battery. While a fast charge-discharge battery 58
is shown in the present system to accept power from I.C. motor 22
driven generator 78, further combinations of batteries and storage
devices, such as lead acid batteries, and/or capacitor energy
storage, may be used in combination with the fast charge-discharge
battery, which is capable of rapidly storing energy delivered
during cruise mode OFF condition of operation.
Electric Power Takeover From Cruise Mode
[0023] In certain operating circumstances, e.g., fast pass to
overtake another vehicle when operating in the cruise mode, it may
be desirable or necessary to revert to electric power. This can be
accomplished by the operator quickly depressing throttle 60 to full
throttle closing switch contact 92, thereby generating reset signal
94 to reset timer 40 causing an absence of cruise mode logic output
signal 48 and reversion to electric power operation. As soon as
cruise conditions are again met, a cruise mode logic output signal
48 will again be provided to return operation to cruise mode under
power of I.C. motor 22.
Emergency I.C. Engine Power
[0024] In the event of an inoperable electric power condition under
cruise mode OFF condition of operation due, e.g., to failed
electric motor 12 or fast charge battery 58, it may become
necessary to power the motor vehicle to a service area under sole
power of low horsepower I.C. engine 22, and this may be
accomplished in the present system by closing manual I.C. switch
96, which will close clutch 75, thereby permitting I.C. engine 22
to transmit power through transmission 23 to wheels 28.
Random Time Period Illustrative of System Response Due to Changing
Motor Vehicle Operating Conditions
[0025] The significant advantages which are inherent in the system
of FIG. 1 which can be demonstrated from the vehicle operating
graph of FIG. 2, include the following: [0026] 1. All the
advantages and characteristics of an electric propulsion system are
retained, including smooth no-stall acceleration with no pollution
until the motor vehicle is brought up to a predetermined speed for
a predetermined time period (into the cruise ode). Present I.C.
powered vehicles offer substantial pollution control problems
during acceleration. [0027] 2. Only a low power I.C. engine is
required, since it is required to deliver only a small amount of
power during cruise mode. Therefore, the added horsepower capacity
required for acceleration in present I.C. powered vehicles (but not
required during cruise) is eliminated. [0028] 3. Relatively
constant speed and power demand from the I.C. engine in the cruise
mode permits operation at a point of greatest efficiency and lowest
emissions. For best efficiency of operation of a 3-way catalytic
converter (98 in FIG. 1), the I.C. engine (22 in FIG. 1) can be
operated at stoichiometric. [0029] 4. During non-cruise mode
operation when electric propulsion is utilized in the present
system of FIG. 1, low power I.C. engine 22, which continues to run,
is utilized to transfer its power output into electric power which
is captured and conserved in fast charge-discharge battery 58.
Substantial loss of energy output from I.C. engine 22 would occur
without the fast charge-discharge characteristics of battery 58.
Further energy storage device(s) may be utilized in combination
with fast charge-discharge battery 58 (e.g., a lead acid battery
pack, capacitor batteries, etc.) and different ones or combinations
may have power drawn therefrom by electric motor 12; but essential
efficiency in the present system is provided through utilization of
a fast charge-discharge battery to aid in capturing and preventing
power loss provided by constantly running I.C. engine 22.
[0030] Many further advantages, including the economic ones
necessary to a successful commercial production thereof, will
become readily apparent to those system designers skilled in the
art, particularly since only a simple electric motor and low
polluting small I.C. engine having minimal pollution control costs
are required in the system of FIG. 1.
[0031] Turning now to FIG. 2 for an overview of system operation
with respect to the embodiment of FIG. 1, it should be noted that
starting out at a time=0, the vehicle is under electric motor 12
propulsion. Under electric power, clutch 14 is engaged, clutch 74
is engaged, and clutch 75 is disengaged. Under electric power, the
tow conditions hereinbefore mentioned which are required to provide
cruise mode logic output signal 48 are not satisfied, viz., speed
above a predetermined level for a predetermined period of time.
While at 3 minutes speed in excess of 45 mph does not exist for the
predetermined time period of 45 seconds but falls below 45 mph at
time=3.5 minutes or 30 seconds. Such conditions would reflect
typical city driving conditions. Again, at time=4 minutes, the
first condition for cruise mode becomes satisfied at time=4.75
minutes, since the first condition of speed exceeding 45 mph has
been maintained for the predetermined time period, viz., 45
seconds. Now, during electric propulsion occurring until time=4.75
minutes, the electric power source, including fast charge-discharge
battery 58, is being discharged to power electric motor 12. Also,
with clutch 74 engaged, I.C. motor 22 is charging fast
charge-discharge battery 90 through electric generator 78 and
battery charger 90. As hereinbefore mentioned, power from
continuously running low horsepower I.C. motor 22 is not lost but
rapidly captured through the charge capability of fast
charge-discharge battery 58. Also, as hereinbefore mentioned, the
electric power source, besides including fast charge-discharge
battery 58, may include further electrical energy storage capacity,
e.g., lead acid batteries and capacitor batteries with electric
power supplied to electric motor 12 from such electric power
source.
[0032] During cruise mode operation between time=4.75 minutes and
time=6.75 minutes, cruise mode output signal 48 disengages clutch
14, and clutch 74, while causing clutch 75 to become engaged, with
clutch 75 engaged low horsepower I.C. engine 22 (e.g., 20 to 30
percent of the horsepower of an equivalent weight I.C.-only powered
state-of-the art vehicle) drives wheels 28 through transmission 23
during, and as long as, cruise mode conditions are satisfied. Since
clutch 74 is disengaged with clutch plates apart in an open
condition, electric generator 78 is not being driven to charge fast
charge-discharge battery 58. Also, since clutch 14 is disengaged,
electric motor 12 is not operative to drive wheels 18. There is
neither charging or discharging of electrical energy storage,
including fast charge-discharge battery 58.
[0033] Notice that at time=6 minutes while in the cruise mode, the
speed of the vehicle is dropping, as might occur on a steep upward
incline such as in a mountain pass. Realizing the loss of vehicle
speed, the operator of the vehicle desires instand powerful
acceleration as can be provided by electric propulsion from
electric motor 12. The operator depresses throttle pedal to the
floor making contact with switch 92, thereby generating reset
signal 94, which resets timer 40, causing cruise mode output signal
48 to turn OFF, thereby causing clutch 14 to return to an engaged
condition, and clutch 75 to become disengaged. Until the first and
second cruise mode conditions again become satisfied (such as at
time=7.30 minutes), the vehicle does not return to the cruise mode.
And upon return to the cruise mode, if the operator still needs
hill-climbing power, instant full depression of throttle 60 will
again close contact 92 to again generate reset signal 94.
[0034] Manual I.C. switch 96 hereinbefore discussed, permits the
operator to power the vehicle in the event of some failure in the
electrical propulsion system, e.g., failures in electrical energy
storage or electric motor 12 failure.
[0035] Turning now to a further embodiment of the invention showing
the block diagram of FIG. 3, it can be seen that as in the system
of FIGS. 1 and 2, in the cruise mode, power is derived from a
combustion engine 122 coupled through a clutch 75 to drive wheels
28, while in a non-cruise mode, clutch 75 is disengaged and
combustion engine 122 provides electric power which is converted by
converter 190 for storage in electrical energy storage device 158.
Cruise mode logic control circuit 130 is responsive to a plurality
of vehicle operating parameters, e.g., vehicle speed 132, and
accelerator pedal information 160 so as to provide cruise mode
logic output control signals 140, and 150 to control operation of
electric motor 12 and quasi constant torque combustion engine 122.
Quasi constant torque combustion engine 122 may be, e.g., an I.C.
engine or an external combustion engine, such as a low power
Stirling engine, and a pollution processing apparatus 198 can be
utilized, such as an afterburner as shown. Electric motor 12 may be
a DC motor or an induction motor; however, if an induction motor is
used, then an inverter will be required to convert DC from the fast
charge-discharge battery and other DC storage batteries 158 to
AC.
[0036] It will become apparent to those skilled in the art that
cruise mode logic control circuit 130 may comprise a microprocessor
responsive to further vehicle operating parameters. In the use of a
microprocessor, further fine-tuning of the present system
embodiments may be provided, e.g., to vary the responses to the
aforementioned cruise mode control parameters of vehicle speed and
predetermined time periods at such speed and predetermined time
periods as desired, or such microprocessor may detect loss of
vehicle speed in the cruise mode and automatically revert to
electric propulsion. The microprocessor may be further programmed
to also control clutch functions and transmission functions as
desired, to synchronize their operation in the system.
[0037] The microprocessor may be further utilized by the programmer
to also control electrical energy storage 158, e.g., by utilizing
the I.C. engine during cruise mode OFF condition to charge a fast
charge-discharge battery while utilizing a further fast
charge-discharge battery previously fast charged to power the
electric motor, and then switching the further fast
charge-discharge battery to the charging path of the I.C. engine
during the next cruise mode OFF condition. The microprocessor may
further switch to a further battery to power the vehicle in the
event no fast charge-discharge power source is adequately charged
to power the vehicle and return to a fast charge-discharge battery
when sufficiently fast charged. Factors such as rate of charge of
fast charge-discharge batteries and power consumption of the
electric motor are considerations for the system designers and
programmers.
Hybrid Motor Vehicle System Specifications
Power Plant
[0038] 1. Electric motor (state-of-the-art) [0039] 2. Internal
Combustion Engine (state-of-the-art) [0040] a. Relatively constant
speed and torque, low horsepower (20-30% of current) for satisfying
power demands in the cruise mode. Power Sources [0041] 1. Fast
charge batteries (state-of-the-art) [0042] 2. Internal Combustion
Engine: [0043] a. powering the vehicle during the cruise mode; and
[0044] b. charging the fast charge batteries during the non-cruise
mode. Modes of Vehicle Operation [0045] 1. Idle [0046] At zero (see
FIG. 2), speed (e.g., waiting for red lights in city traffic), I.C.
propulsion engine power transferred via battery charging system to
electrical energy storage having fast charge batteries. [0047] 2.
Acceleration and low speed operation. [0048] Propulsion from
electric motor with continued fast charge of energy storage having
fast charge batteries. [0049] 3. Cruise Mode (low load operating
region for motor vehicle). [0050] Propulsion from internal
combustion engine upon satisfaction of cruise mode operating
conditions. No discharge of energy storage. [0051] 4. High
Performance, High Torque Demand Situations, e.g., sudden
acceleration required to pass another motor vehicle. [0052]
Reversion to electric motor drive upon operator accelerator demand.
[0053] 5. Pollution and efficiency characteristics [0054] Minimal
under electric power; [0055] Low power I.C. engine running at
relatively constant speed and torque results in double the
efficiency.
[0056] The horsepower rating of the I.C. engine since utilized for
propulsion in the cruise mode is e.g., only 20-30% of the
horsepower which would be required to operate the vehicle over its
entire operating range (as in present automobiles), also adding
greatly in further reducing emissions and simplified control of
such reduced emissions.
Eliminating an engine's speed and torque variations doubles its
efficiency, and cuts its emissions by about another tenfold--(two
orders of magnitude in all).
[0057] 6. Meeting California Emission Requirements. Hybrids could
easily meet California's transition allow emissions standards and
ultra-low emissions standards which began to take effect in 1994,
and reach their maximum limits in 2003. [0058] 7. Manufacturers'
Warranty Costs [0059] a. Electric motor, accessible for repairs as
compared to large internal combustion engines in current production
automobiles. [0060] b. Low Horsepower (20-30% of current I.C. h.p.
engines) internal combustion engine running under relative constant
speed and torque conditions is not subject to greatly varying
operating demands. Less wear, and small engine repair. [0061] 8.
Efficiency of Operation [0062] a. Extended range through use of
cruise mode power. [0063] b. Maximum conservation of energy through
conversion of low h.p. I.C. engine power output directly to fast
charge storage for reuse in the system. No idle internal combustion
engine power capacity wasted during cruise mode as in present
automobiles with engines having three or four times the horsepower
capacity; Interactive Control in Response to Pollutant Levels
[0064] Turning now to the system of FIG. 4, it can be seen that
hybrid system control circuit 200 modulates cruise mode logic
output control signal 150 by interrupting the circuit path through
opening of switch 201 (dotted line representing open position),
when either (1) CO detector 203 drives switch 201 open in response
to a CO level above a predetermined ambient CO level around the
vehicle or (2) a signal 205 from receiver transmitter 207 drives
switch 201 open, signal 205 being transmitted as the output from
regional CO level signal generator 210 through data links
comprising information super highway 215. In either case, opening
of switch 201 (to dotted line position) interrupts the signal to
path for cruise mode logic output signal 150 thereby interrupting
cruise mode operation and preventing quasi constant torque
combustion engine 122 from powering of the vehicle and causing
reversion to electric motor 12 powering of the vehicle. Decision by
the responsible regional air quality director to shut down
combustion engine operation of individual or all of the hybrid
vehicles in the region can be based upon whether signals 212 of
respective ones of CO detectors 203 are ON or OFF (as transmitted
through the interactive information network comprising receiver
transmitter 207, and information super highway 215 as signal 217 to
the decision making location comprising regional CO level signal
generator 210. Upon a decision to shut down combustion engine
operation CO level signal generator 210 transmits signal 205 to the
respective individual ones of the vehicles. Information super
highways are well known as data transmission systems, e.g., such as
shown in U.S. Pat. No. 4,755,988 issued Jul. 5, 1988. The present
information super highway may include a microwave data link 220
having a subscriber station comprising receiver transmitter 207,
e.g., such as a cellular telephone of the present digital type
adapted to receive and transmit signals 212, 205, and 300 (signal
300 being generated by exhaust emission analyzer 302), and
telephone switching networks including telephone lines for coupling
signals 217 and 205 to and from the location of regional CO level
signal generator 210.
[0065] While pollution control signals hereinbefore described were
CO signals, other pollutant level information signals, e.g.,
NO.sub.x may also be detected and processed through the present
system.
Vehicle System Analysis by Manufacturer Utilizing Information Super
Highway
[0066] In FIG. 4, it should be noted that exhaust emission analyzer
302, typically on apparatus of the type utilize at service stations
as a diagnostic tool for analyzing engine operation has a data
information output signal 300 therefrom coupled through the
information super highway comprising, e.g., the present cellular
microwave link 220 from cellular digital type receiver transmitter
207 through telephone switching networks and telephone lines
represented by signal path 325 to a remote location, e.g., the
manufacturer's factory site which includes an exhaust emission
computer where data information output signal 300 is simply
compared to other standard data such as, e.g., factory
specification data and analyzed to see, e.g., if emission systems
are defective or other engine performance characteristics are
indicative of engine tuneup, parts replacement, engine rebuild,
etc. The manufacturers can identify the vehicle owner through the
cellular telephone number identification transmitted from the
receiver transmitter 207 accompanying the exhaust emission analyzer
data signal 300 transmitted and then obtain the model and engine
data to be compared through identification of the vehicle purchased
by the telephone owner'' name from manufacturers records and notify
vehicle owners of the deficiencies discovered.
[0067] While the system of FIG. 4 shows reversion from cruise mode
to electric power (by opening of switch 201) through pollutant
level sensing aboard the vehicle, regional level control of cruise
mode operation (also by opening of switch 201) is also shown and
either or both (as shown) may be utilized depending upon how tight
it is desired to further control emissions of hybrid vehicles. The
system of FIG. 4 provides for transmission of vehicle generated
operating data, e.g., exhaust emission signals 300 from exhaust
emission analyzer 302, through information super highway 215 to a
utilization device (exhaust emission comparator 330) however, other
vehicle operating data, (as shown on e.g. displays in U.S. Pat.
Nos. 5,084,822 and 5,815,298) could also be transmitted through
information super highway 215 to a utilization device which could
comprise a home television set (coupled through a cable TV system)
displaying such information as vehicle location data through
further coupling through the information super highway thereby
enabling visual monitoring of the vehicle's progress. It will
become apparent to those programmers and system designers skilled
in the art following the teachings of the present invention that
other vehicle operating data may be transmitted to further
compatible utilization devices, e.g., position location and vehicle
control data can be interchanged with a central computer for
navigation of the vehicle through complex highway networks from one
location to another where the driver programs in h is location and
final desired destination.
[0068] Turning now to the ambient pollutant processing system of
FIG. 5, it can be seen that a standard internal combustion engine
22 has an exhaust manifold 172 connected to cylinder exhaust lines
174, 176, 178, and 180 leading from exhaust ports 182, 184, 186,
and 188, respectively. At the downstream end of exhaust manifold
172 there is a conventional 3-way catalytic converter 98. As noted
in my U.S. Pat. No. 3,889,464, at low exhaust temperatures, 3-way
catalytic converters are ineffective since not having reached light
off temperatures and one solution is to heat the cool exhaust up to
temperatures required to activate the 3-way catalysts. Another
solution is to electrically heat the catalyst directly as shown in
U.S. Pat. No. 5,170,624. A further solution is to utilize a
catalytic converter having a catalyst with a lower light off
temperature for processing an individual pollutant, e.g., carbon
monoxide requiring a temperature of only 390 degrees F. instead of
the much higher temperatures required for processing of the other
pollutants processed by 3-way catalytic converters. The literature
has even suggested painting catalysts that work at summer
temperatures on merely a warm surface such as air conditioner
compressors and automobile radiators. The present system is an open
system in contrast to present closed systems with 3-way catalytic
converters in that ambient pollutants 500 are funneled through an
inlet comprising a flared open scoop 501 located beneath the
vehicle and along the outer surface of high temperature exhaust
manifold 172 which operates in the 1,800 degree F. range. In the
present system the catalyst in passive catalytic converter 503
surrounds the outer wall of exhaust manifold 172 instead of the
inner wall 3 as shown at line 20, column 5 of my U.S. Pat. No.
3,788,284. Catalysts selected for use in passive catalytic
converter 503 depend upon exhaust manifold 172 outer wall surface
temperatures. Electrically heated catalytic converter 505 may
comprise an electrically heated catalytic converter 192 of the type
shown in U.S. Pat. No. 5,170,624, the details of which are
incorporated herein by reference. The electrically heated internal
structure surrounds the outer wall surface of exhaust manifold 172
thus further deriving heat through exhaust manifold 172 has reached
normal elevated temperatures. Power for electrically heated
catalytic converter 505 may be utilized from any electrical power
source when surplus power is available, e.g., from electric power
78 as shown in FIG. 3 when operating in the electric power mode and
surplus power is available, that is when not needed to full charge
energy storage 158.
[0069] Further features and modifications of the present system
embodiments which are merely exemplary will become apparent to
those skilled in the art during commercial production development,
and such differences and variations are not deemed to fall outside
the scope of the invention as defined only by the following
claims.
* * * * *