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A hybrid vehicle comprises an internal combustion engine, a traction motor, a starter motor, and a battery bank, all controlled by a microprocessor in accordance with the vehicle's instantaneous torque demands so that the engine is run only under conditions of high efficiency, typically only when th

A hybrid vehicle comprises an internal combustion engine, a traction motor, a starter motor, and a battery bank, all controlled by a microprocessor in accordance with the vehicle's instantaneous torque demands so that the engine is run only under conditions of high efficiency, typically only when the load is at least equal to 30% of the engine's maximum torque output. In some embodiments, a turbocharger may be provided, activated only when the load exceeds the engine's maximum torque output for an extended period; a two-speed transmission may further be provided, to further broaden the vehicle's load range. A hybrid brake system provides regenerative braking, with mechanical braking available in the event the battery bank is fully charged, in emergencies, or at rest; a control mechanism is provided to control the brake system to provide linear brake feel under varying circumstances.

대표청구항 ▼

What is claimed is: 1. A hybrid vehicle, comprising: an internal combustion engine controllably coupled to road wheels of said vehicle; a first electric motor connected to said engine nd operable to start the engine responsive to a control signal; a second electric motor connected to road wheels

What is claimed is: 1. A hybrid vehicle, comprising: an internal combustion engine controllably coupled to road wheels of said vehicle; a first electric motor connected to said engine nd operable to start the engine responsive to a control signal; a second electric motor connected to road wheels of said vehicle, and operable as a motor, to apply torque to said wheels to propel said vehicle, and as a generator, for accepting torque from at least said wheels for generating current; a battery, for providing current to said motors and accepting charging current from at least said second motor; and a controller for controlling the flow of electrical and mechanical power between said engine, first and second motors, and wheels, wherein said controller starts and operates said engine when torque require to be produced by said engine to propel the vehicle and/or to drive either one or both said electric motor(s) to charge said battery is at least equal to a setpoint (SP) above which said engine torque is efficiently produced, and wherein the torque produced by said engine when operated at said setpoint (SP) is substantially less than the maximum torque output (MTO) of said engine. 2. The vehicle of claim 1, wherein said controller monitors patterns of vehicle operation over time and varies said setpoint SP accordingly. 3. The vehicle of claim 1, wherein said controller monitors the road load (RL) on the vehicle over time, and controls transition between propulsion of said vehicle by said motor(s) to propulsion by said engine responsive to RL reaching SP, such that said transition occurs only when RL>SP for at least a predetermined time, or when RL>SP2, wherein SP2>SP. 4. The vehicle of claim 3, wherein said controller further controls transition from propulsion of said vehicle by said engine to propulsion by said motor(s) such that said transition occurs only when RL<SP for at least a predetermined time. 5. The vehicle of claim 1, wherein said setpoint SP may be varied by said controller as function of engine speed. 6. The vehicle of claim 1, wherein said setpoint SP is at least approximately 30% of the maximum torque output of the engine when normally-aspirated (MTO). 7. The vehicle of claim 1, wherein said vehicle is operated in a plurality of operating modes responsive to the value for the road load (RL) and said setpoint SP, both expressed as percentages of the maximum torque output of the engine when normally-aspirated (MTO), and said operating modes include: a low-load mode I, wherein said vehicle is propelled by torque provided by said second electric motor in response to energy supplied from said battery, while RL<SP, a highway cruising mode IV, wherein said vehicle is propelled by torque provided by said internal combustion engine, while SP<RL< MTO, and an acceleration mode V, wherein said vehicle is propelled by torque provided by said internal combustion engine and by torque provided by either or both electric motor(s) in response to energy supplied from said battery, while RL>MTO. 8. The vehicle of claim 7, wherein the combination of said engine and said first motor is disengaged from said wheels during operation in mode I and engaged during operation in modes IV and V. 9. The vehicle of claim 7, wherein said operating modes further include a low-speed battery charging mode II, entered while RL< SP and the state of charge of the battery is below a predetermined level, and during which said vehicle is propelled by torque provided by said second electric motor in response to energy supplied from said battery, and wherein said battery is simultaneously charged by supply of electrical energy from said first electric motor, being driven by torque in excess of SP by said internal combustion engine, the combination of said engine and said first motor being disengaged from said wheels during operation in mode II. 10. The vehicle of claim 7, wherein the controller may control transition of the operation mode from operation in mode I directly to operation in mode V where a rapid increase in the torque to be applied to the wheels of the vehicle as desired by the operator is detected. 11. The vehicle of claim 7, further comprising a turbocharger operatively and controllably coupled to said internal combustion engine for being operated and thereby increasing the maximum torque output of said internal combustion engine to more than MTO when desired, and wherein said controller controls selection of the operational mode of said vehicle between a low-load mode I, a cruising mode IV, an acceleration mode V, and a sustained high-power turbocharged mode VI, in response to monitoring the instantaneous torque requirements (RL) of the vehicle over time. 12. The vehicle of claim 11, wherein said controller controls said vehicle to operate in said modes as follows: in said low load mode I while RL<SP, in said highway cruising mode IV while SP<RL<MTO, in said acceleration mode V while RL>MTO for less than a predetermined time T, and in said sustained high-power turbocharged mode VI while RL>MTO for more than a predetermined time T. 13. The vehicle of claim 12, wherein said time T is controlled responsive to the state of charge of the battery. 14. The vehicle of claim 1, wherein the controller may accept operator input of a desired cruising speed, and thereafter controls the instantaneous torque output by said internal combustion engine and by either or both motor(s) in accordance with variation in RL so as to maintain vehicle speed substantially constant. 15. The vehicle of claim 1, wherein regenerative charging of the battery is performed when the instantaneous torque output by the internal combustion engine>RL, when FL is negative, or when braking is initiated by the operator. 16. The vehicle of claim 1, wherein the total torque available at the road wheels from said internal combustion engine is no greater than the total torque available from said first and second electric motors combined. 17. The vehicle of claim 1, wherein the engine and first electric motor are controllably coupled to a first set of road wheels of said vehicle and said second electric motor is coupled to a second set of road wheels of said vehicle. 18. The vehicle of claim 1, further comprising a variable-ratio transmission disposed between said engine and said motors and the wheels of said vehicle. 19. The hybrid vehicle of claim 1, wherein said engine is rotated before starting such that its cylinders are heated by compression of air therein. 20. The hybrid vehicle of claim 1, wherein the rate of change of torque produced by said engine is limited, such that combustion of fuel within said engine can be controlled to occur substantially at the stoichiometric ratio, and wherein if said engine is incapable of supplying the instantaneous torque required, the additional torque required is supplied by either or both of said motor(s). 21. The hybrid vehicle of claim 1, wherein said engine is controllably coupled to road wheels of said vehicle by a clutch. 22. The vehicle of claim 1, wherein said engine can be operated at torque output levels less than SP under abnormal and transient conditions, said conditions comprising starting and stopping of the engine and provision of torque to satisfy drivability or safety considerations. 23. A method of control of a hybrid vehicle, said vehicle comprising an internal combustion engine capable of efficiently producing torque at loads between a lower level SP and a maximum torque output MTO, a battery, and one or more electric motors being capable of providing output torque responsive to supplied current, and of generating electrical current responsive to applied torque, said engine being controllably connected to wheels of said vehicle for applying propulsive torque thereto and to said at least one motor for applying torque thereto, said method comprising the steps of: determining the instantaneous torque RL required to propel said vehicle responsive to an operator command; monitoring the state of charge of said battery; employing said at least one electric motor to propel said vehicle when the torque RL required to do so is less than said lower level SP; employing said engine to propel said vehicle when the torque RL required to do so is between said lower level SP and MTO; employing both said at least one electric motor and said engine to propel said vehicle when the torque RL required to do so is more than MTO; and employing said engine to propel said vehicle when the torque RL required to do so is less than said lower level SP and using the torque between RL and SP to drive said at least one electric motor to charge said battery when the state of charge of said battery indicates the desirability of doing so; and wherein the torque produced by said engine when operated at said setpoint (SP) is substantially less than the maximum torque output (MTO) of said engine. 24. The method of claim 23, comprising the further step of employing said controller to monitor patterns of vehicle operation over time and vary said setpoint SP accordingly. 25. The method of claim 23, comprising the further step of employing said controller to monitor RL over time, and to control transition between propulsion of said vehicle by said motor(s) to propulsion by said engine such that said transition occurs only when RL>SP for at least a predetermined time, or when R>SP2, wherein SP2 is a larger percentage of MTO than SP. 26. The method of claim 23, comprising the further step of employing said controller to monitor RL over time, and to control transition between propulsion of said vehicle by said engine to propulsion by said motor(s) such that said transition occurs only when RL<SP for at least a predetermined time. 27. The method of claim 23, comprising the further step of operating said controller to accept operator input of a desired cruising speed, said controller thereafter controlling the instantaneous engine torque output and operation of said motor(s) to supply additional torque as needed in accordance with variation in RL to maintain the speed of said vehicle substantially constant. 28. The method of claim 23, wherein said vehicle is operated in a plurality of operating modes responsive to the values for the road load RL and said setpoint SP, said operating modes including: a low-load mode I, wherein said vehicle is propelled by torque provided by said second electric motor in response to energy supplied from said battery, while RL<SP, a highway cruising mode IV, wherein said vehicle is propelled by torque provided by said internal combustion engine, while SP<RL< MTO, and an acceleration mode V, wherein said vehicle is propelled by torque provided by said internal combustion engine and by torque provided by either or both electric motor(s) in response to energy supplied from said battery, while RL>MTO. 29. The method of claim 28, wherein said setpoint SP is at least approximately 30% of MTO. 30. The method of claim 28, comprising the further step of decoupling said engine from said wheels during operation in mode I and coupling said engine to said wheels during operation in modes IV and V. 31. The method of claim 28, wherein said controller further controls said vehicle to operate in a low-load battery charging mode II, entered while RL<SP and the state of charge of the battery is below a predetermined level, during which said vehicle is propelled by torque provided by said second motor in response to energy supplied from said battery, and wherein said battery is simultaneously charged by supply of electrical energy from said first motor being operated as a generator and being driven by torque at least equal to SP provided by said internal combustion engine, said engine being decoupled from said wheels during operation in mode II. 32. The method of claim 28, comprising the further step of operating said controller to monitor RL over time, and to control the operating mode to change from operation in mode I directly to operation in mode V where a rapid increase in the torque to be applied to the wheels as desired by the operator is detected. 33. The method of claim 28, wherein said hybrid vehicle further comprises a turbocharger being operatively and controllably coupled to said internal combustion engine for being operated and thereby increasing the maximum torque output of said internal combustion engine to more than MTO when desired, and wherein according to said method, said controller controls selection of the operational mode of said vehicle between a low-load mode I, a cruising mode IV, an acceleration mode V, and a sustained high-power turbocharged mode VI, in response to monitoring the instantaneous torque requirements (RL) of the vehicle over time. 34. The method of claim 33, wherein said controller controls said vehicle to operate in said modes as follows: in said low load mode I while RL<SP, wherein SP is a setpoint expressed as a predetermined percentage of MTO, in said highway cruising mode IV while SP<RL<MTO, in said acceleration mode V while RL>MTO for less than a predetermined time T, and in said sustained high-power turbocharged mode VI while RL>MTO for more than a predetermined time T. 35. The method of claim 34, wherein said time T is controlled responsive to the state of charge of the battery. 36. The method of claim 23, comprising the further step of performing regenerative charging of the battery when the engine's instantaneous torque output>RL, when RL is negative, or when braking is initiated by the operator. 37. The method of claim 23, wherein said hybrid vehicle further comprises a variable-ratio transmission disposed between said engine and said motors and the wheels of said vehicle, said transmission being operable responsive to a control signal from said controller. 38. The method of claim 23, wherein a clutch connects a first output shaft of or driven by said engine and/or first motor with a second output shaft of or driven by said second motor connected to said wheels, and wherein the speeds of said engine and/or first motor and of said second motor are controlled such that when said clutch is engaged the speeds of the first and second output shafts are substantially equal, whereby said shafts may be connected by a non-slipping clutch. 39. The method of claim 23, wherein the rate of change of torque output by said engine is limited, such that combustion of fuel within said engine can be controlled to occur substantially at the stoichiometric ratio, and wherein if said engine is incapable of supplying the instantaneous torque required, the additional torque required is supplied by either or both of said motor(s). 40. The method of claim 23, wherein said engine is rotated before starting such that its cylinders are heated by compression of air therein. 41. The method of claim 23, wherein said engine can be operated at torque output levels less than SP under abnormal and transient conditions, said conditions comprising starting and stopping of the engine and provision of torque to satisfy drivability or safety consideration.