Electricity: motive power systems – Motor-reversing – Armature or primary circuit control
Patent
1994-06-22
1996-07-09
Camby, Richard M.
Electricity: motive power systems
Motor-reversing
Armature or primary circuit control
318150, B60K 104
Patent
active
055335837
DESCRIPTION:
BRIEF SUMMARY
FIELD OF THE INVENTION
The invention relates to non-trackbound vehicles, generally, and more particularly to vehicles having at least one wheel coupled to an electric motor which drives the wheel and which is supplied with current via an energy distributor depending on control signals generated by a control unit, the current being supplied by a generator coupled with an internal combustion engine and the control unit receiving from a throttle a driving signal which is at least representative of the position of the throttle.
DESCRIPTION OF THE PRIOR ART
The most common non-trackbound vehicles are passenger automobiles and trucks. These vehicles were hitherto conventionally operated by internal combustion engines. Internal combustion engines have a characteristic torque/speed curve which, at a determined speed range, has a more or less pronounced torque maximum bordered by regions with greatly reduced torque at higher speeds and especially at lower speeds.
Engine output is calculated as the product of torque and speed. To achieve the fastest possible acceleration of a vehicle, the maximum available output must be transmitted to the driving wheels. When the vehicle engine is operating in a low speed range, only a relatively slow acceleration can take place even at the maximum throttle valve opening, since there is insufficient available output. The output for acceleration can be increased by shifting into a lower gear, since higher speed and accordingly a higher available output are provided in a lower gear. Practically all vehicles having an internal combustion engine are outfitted with a gear shift or automatic transmission to make use of the available output of the engine.
Electric drives which are chiefly used in trackbound vehicles, e.g. in locomotives, have the advantage that the dependency of the output on speed is considerably less pronounced than in internal combustion engines. For this reason, electric drives can generally be utilized without a transmission.
It has already been proposed to drive non-trackbound vehicles, i.e. passenger automobiles, trucks and busses, by means of one or more electric motors which are directly coupled with the wheels. The electric motors are powered by an internal combustion engine/generator unit via an energy distributor constructed as power electronics. A hybrid engine of this kind has a number of advantages. When the wheels are driven by means of electric motors, not only can a gear shift or automatic transmission be dispensed with, but it is also possible with thrusting engine or during a braking process to operate the electric motors as generators so that the occurring electrical output can be used, e.g., for heating or the like.
It has also already been suggested to couple an internal combustion engine with an energy storage constructed as a flywheel in a vehicle. In this case, the internal combustion engine can always be operated in an optimum operating state, e.g. in a range of the most favorable specific fuel consumption. The generator coupled with the internal combustion engine supplies electrical energy to the driving electric motors. When the vehicle is accelerated, additional energy is drawn from the flywheel. During a braking process when the electric motors are operating as generators, energy is obtained from the latter and can be stored in the flywheel as mechanical energy.
In practice, however, former proposals for providing a vehicle having an internal combustion engine with a generator and associated driving electric motors have only been realized in part.
A non-trackbound vehicle is known from DE 40 00 678 A1. This vehicle has an internal combustion engine, an electric generator driven by the latter, an electrically chargeable and dischargeable flywheel storage, at least one electric drive motor, and an energy distributor which is controlled by a control unit and constructed as power electronics. The electric drive motor is powered by the energy distributor with electric current from the generator and/or the flywheel storage. Depending on the ch
REFERENCES:
patent: 3837419 (1974-09-01), Nakamura
patent: 4495451 (1985-01-01), Barnard
patent: 4588040 (1986-05-01), Albright, Jr. et al.
patent: 5224563 (1993-07-01), Iizuka et al.
patent: 5418437 (1995-05-01), Couture et al.
Adler Uwe
Drexl Hans-Jurgen
Lutz Dieter
Nagler Franz
Ochs Martin
Camby Richard M.
Mannesmann Aktiengesellschaft
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