Propulsion system for automotive vehicles

• US 4,269,280 A
• Filed: 05/05/1978
• Issued: 05/26/1981
• Est. Priority Date: 05/05/1978
• Status: Expired due to Term

• Current Assignee: Charles L. Rosen
• Original Assignee: Charles L. Rosen
• Inventors: Rosen, Charles L.
• Primary Examiner(s): Mitchell, David M.
• Application Number:
  US05/903,104
• Time in Patent Office: 1,117 Days
• Field of Search: 180/65 A, 180/65 R, 180/54 C, 180/105, 180/11, 60/711, 60/709, 290/4 C
• US Class Current: 180/69.6
• CPC Class Codes: B60K 26/02 of initiating means or elements
• CPC Class Codes: B60K 5/08 comprising more than one engine
• CPC Class Codes: B60K 6/48 Parallel type
• CPC Class Codes: B60L 2210/20 AC to AC converters
• CPC Class Codes: B60L 50/53 in combination with an external power supply, e.g. from overhead contact lines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 2530/207 Towing force
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: F02B 1/04 with fuel-air mixture admission into cylinder
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/72 Electric energy management in electromobility

Abstract

The propulsion system includes a battery powered or combustion powered prime mover and a secondary or auxiliary mover. When the prime mover is battery powered, the secondary mover is controlled so as to optimize the use of the electrical energy stored in the batteries, while using the secondary mover, when necessary, to supply auxiliary power when required for vehicle performance. This is done by keeping the prime mover operating, primarily, in the low to moderate current range, where energy loss in the battery is low and controlling the secondary mover to supply as much power as is necessary to keep the battery drain as near as possible to a preselected threshold value. When the prime mover is combustion powered, the secondary mover is similarly controlled to keep the prime mover within the torque range of most efficient operation. The propulsion system is used either to power a hybrid low pollution vehicle or to provide auxiliary power to a battery operated vehicle to extend its range or enable it to pull occasional heavy loads (e.g. a trailer).

Claims

1. A vehicle propulsion apparatus comprising:

(a) a prime mover;

(b) a secondary mover including an output controller, for activating the secondary mover;

(c) a drive train;

(d) a transmission, which said transmission couples the output torque produced by the said primary and secondary movers, to the drive train;

(e) a sensor adapted for sensing the state of stress of the prime mover and producing a response related to the state of stress of the prime mover; and

(f) a control for accepting the response and activating the secondary mover, up to the full output capacity of the secondary mover, whenever the state of stress of the prime mover is above a preselected threshold value, in which the control also includes an electrical control motor and means adapted for causing the motor to progressively depress the output controller of the secondary mover when the state of stress of the prime mover is above the preselected threshold value.

2. Apparatus of claim 1 in which the control includes means for causing the motor to progressively release the output controller when the state of stress of the prime mover is less than a second threshold value which is less than the said preselected threshold value.