IPC분류정보
국가/구분 |
United States(US) Patent
등록
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국제특허분류(IPC7판) |
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출원번호 |
UP-0558786
(2006-11-10)
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등록번호 |
US-7600595
(2009-10-28)
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발명자
/ 주소 |
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출원인 / 주소 |
- Zero Emission Systems, Inc.
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대리인 / 주소 |
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인용정보 |
피인용 횟수 :
28 인용 특허 :
142 |
초록
▼
A drive train includes an internal combustion engine ("ICE") coupled to a transmission having a power takeoff port. A transfer device couples an electric motor to the transmission via the port. The electric motor is enabled in a certain configuration to selectively power the drive train during at le
A drive train includes an internal combustion engine ("ICE") coupled to a transmission having a power takeoff port. A transfer device couples an electric motor to the transmission via the port. The electric motor is enabled in a certain configuration to selectively power the drive train during at least certain intervals when the ICE is powered off.
대표청구항
▼
What is claimed is: 1. A system having a drive train including an internal combustion engine ("ICE") coupled to an input shaft of a transmission having a power takeoff port, the system comprising: an electric motor; and a transfer device coupling the electric motor to the transmission via the power
What is claimed is: 1. A system having a drive train including an internal combustion engine ("ICE") coupled to an input shaft of a transmission having a power takeoff port, the system comprising: an electric motor; and a transfer device coupling the electric motor to the transmission via the power takeoff port, the system being configured to enable the electric motor to selectively power an output shaft of the transmission during at least certain intervals when the internal combustion engine is powered off. 2. The system as recited in claim 1, comprising: a source device for supplying power to the electric motor. 3. The system as recited in claim 2, wherein the source device comprises a fuel cell. 4. The system as recited in claim 2, wherein the source device comprises a battery. 5. The system as recited in claim 2, wherein the source device comprises: a battery; and a fuel cell configured to charge the battery. 6. The system as recited in claim 4, wherein the system is configured to enable charging of the battery by the internal combustion engine when the internal combustion engine is powered on. 7. An electric traction system for a vehicle having an internal combustion engine coupled to a drive train, the drive train including a clutch coupled to an input of a transmission, the system comprising: an electric motor; a transfer device for transferring rotation of the motor to the transmission input for moving the vehicle; a source device electrically coupled to the motor to supply power for the moving of the vehicle during at least certain intervals when the internal combustion engine is powered off; a motor controller, wherein the source device is electrically coupled to the motor via the motor controller; and controls configured to enable the moving of the vehicle selectively, wherein the controls are electrically coupled to, and operable with, the motor controller to de-energize the electric motor responsive to a shutdown signal, wherein the shutdown signal indicates operation of the internal combustion engine or a precursor to operation of the internal combustion engine, wherein the shutdown signal includes a clutch position signal. 8. The system as recited in claim 7, wherein the source device comprises: a fuel cell. 9. The system as recited in claim 8, wherein the source device comprises: a battery electrically coupled to the motor controller to supply electrical power for the electric motor, wherein the electrical coupling of the fuel cell to the electric motor is via the battery so that the fuel cell is operable to recharge the battery. 10. The system as recited in claim 7, wherein the source device comprises: a battery. 11. The system as recited in claim 7, wherein the controls are electrically coupled to, and operable with, the motor controller to energize the electric motor responsive to a demand signal. 12. The system as recited in claim 11, wherein the demand signal is a variable demand signal and the energizing of the electric motor includes variable energizing such that speed of the vehicle is modulated responsive to the variable demand signal. 13. The system as recited in claim 11, wherein the controls include: a throttle; and a variable impedance device, wherein the energizing of the electric motor includes variable energizing and the demand signal includes a variable impedance signal from the variable impedance device, the impedance being varied responsive to the throttle. 14. The system as recited in claim 7, wherein the shutdown signal includes a signal for starting the internal combustion engine. 15. The system as recited in claim 7, wherein the shutdown signal includes an internal combustion engine rotation signal. 16. The system as recited in claim 7, wherein the shutdown signal includes an internal combustion engine ignition signal. 17. The system as recited in claim 7, wherein the controls comprise: an actuator configured to automatically move the clutch to a position in which the internal combustion engine is disengaged from the transmission input responsive to a signal. 18. The system as recited in claim 7, wherein the controls comprise: an actuator configured to automatically move the clutch to a position in which the internal combustion engine is disengaged from the transmission input responsive to a signal indicating initializing of an operating mode in which movement of the vehicle is powered by the electrical motor. 19. The system as recited in claim 7, wherein the system is configured for enabling charging of the battery by the internal combustion engine. 20. The system as recited in claim 19, wherein the configuration enabling charging of the battery by the internal combustion engine includes the transmission being engaged to the internal combustion engine via the clutch for mechanically transferring power from the internal combustion engine to the electric motor via the clutch, so that the electric motor is operable as a generator. 21. The system as recited in claim 7, wherein the vehicle includes an air compressor driven by the internal combustion engine for supplying air to a reservoir for a braking subsystem of the vehicle, and wherein the electric traction system comprises: an auxiliary air compressor for supplying air to the reservoir during at least certain times when the internal combustion engine is powered off; an auxiliary air electric motor for driving the auxiliary air compressor; and an air pressure switch coupled to the reservoir for turning on the auxiliary air electric motor responsive to low air pressure. 22. The system as recited in claim 7, wherein the vehicle includes a hydraulic fluid pump driven by the internal combustion engine for supplying fluid to a steering subsystem of the vehicle, and wherein the electric traction system comprises: an auxiliary hydraulic fluid pump for supplying fluid to the power steering subsystem during at least certain times when the internal combustion engine is powered off; an auxiliary hydraulic fluid electric motor for driving the auxiliary hydraulic fluid pump; and at least one limit switch coupled to the power steering subsystem for turning on the auxiliary hydraulic fluid electric motor responsive to a position of at least one component of the power steering subsystem. 23. The system as recited in claim 22, wherein the at least one component of the steering subsystem includes a steering arm. 24. The system as recited in claim 1, wherein the transmission has a case defining the power takeoff port for accessing the transmission input and the transfer device has a case fixed to the transmission case such that the transfer device engages the transmission input for transferring the rotation of the electric motor. 25. A drive system for a truck configured to haul cargo comprising: an internal combustion engine (ICE) coupled to an input shaft of a transmission with an electric clutch, an output shaft of the transmission coupled to wheels of the trucks, wherein the transmission transmits power from the internal combustion engine to the truck wheels and to a power take-off port connected to a transfer gear box when the electric clutch engages the transmission to the internal combustion engine; an electric traction motor (ETM) coupled to the transmission via the transfer gear box, wherein the electric traction motor is powered to drive the transmission in an ETM operating mode in response to an ETM mode control signal when the electric clutch disengages the transmission from the internal combustion engine in response to a clutch control signal; a fuel cell coupled to an energy source and generating a DC output voltage electrically coupled to power the electric traction motor in response to ETM control signals; an auxiliary battery electrically coupled to the DC output of the fuel cell, wherein the auxiliary battery provides electrical power to the electric traction motor in the ETM operating mode in response to the control signals; one or more auxiliary drivers for generating working air or fluids for operating sub-systems of the truck, wherein the auxiliary drivers are driven by auxiliary motors in response to auxiliary system control signals; and a control system coupled to, the auxiliary battery, the auxiliary motors, the electric traction motor , operating sensors, and the fuel cell DC output voltage, wherein the control system generates the ETM control signals and the auxiliary system control signals and controls the electric traction motor, the auxiliary drivers, and the electric clutch, in response to cabin truck controls setting truck operation modes. 26. A drive system for a truck configured to haul cargo comprising: an internal combustion engine (ICE) coupled to an input shaft of a transmission with an electric clutch, wherein the transmission transmits power from the internal combustion engine (1) through an output shaft of the transmission to the truck wheels, (2) and to a power take-off port configured to couple to a transfer gear box, when the electric clutch engages the transmission to the internal combustion engine; truck sub-systems configured to deliver pressurized air and fluid to control operations of the truck when the internal combustion engine is running; auxiliary drivers coupled to deliver the pressurized air and fluid to the truck sub-systems to control operations of the truck in response to auxiliary control signals when the internal combustion engine is not running; an auxiliary electric traction system receiving a source of energy and generating (1) a first output voltage driving an electric traction motor (ETM) coupled to the power take-off port with the transfer gear box, (2) a second output voltage for driving a first electric motor in the auxiliary drivers that is coupled to a hydraulic pump to produce the pressurized fluid, (3) a third output voltage for driving a second electric motor in the auxiliary drivers coupled to an air compressor to produce the pressurized air, and (4) a fourth output voltage coupled to recharge a battery coupled to an electrical system of the truck; and a controller, in the auxiliary electric traction system, coupled to cabin controls and generating the auxiliary control signals for varying the first, second, third and fourth output voltages to control movement of the truck when the electric clutch disconnects the internal combustion engine from the transmission. 27. The system of claim 26, wherein when the internal combustion engine is operating the truck, levels of the pressurized air and the pressurized fluid are set by ICE controls, and the pressurized air is directed to an air brake sub-system of the truck using a brake pedal of the truck, and the pressurized fluid is directed to a power steering sub-system of the truck using a steering wheel coupled to a steering arm. 28. The system of claim 26, further comprising a fuci cell in the auxiliary electric traction system that outputs at least one DC voltage output in response to receiving the source of energy. 29. The system of claim 28, wherein electronic power regulator circuitry receives the DC voltage output of the fuel cell and generates the first, second, third and fourth output voltages in response to the auxiliary control signals from the controller. 30. The system of claim 27, wherein the pressurized air is connected to the air brake sub-system with a quick disconnect air pressure coupling, and the pressurized fluid is connected to the power steering sub-system with a quick disconnect hydraulic line connector. 31. The system of claim 30, wherein the controller is a stored program controller having a sequence of instructions recorded in a computer readable medium that are executed to generate the auxiliary control signals in response to sensor input signals and a signal indicating the electric traction motor is operating the truck. 32. The system of claim 26, wherein the electric traction motor is an AC motor. 33. The system of claim 29, wherein the first output voltage is an AC voltage generated by a DC to AC converter. 34. The system of claim 31, wherein the stored program controller comprises: a processor; and a storage device having the computer readable medium that is coupled to the processor. 35. The system of claim, 33 wherein the auxiliary electric traction system comprises an auxiliary battery having an output coupled to the fuel cell to power the electric traction motor when the DC voltage output is below a predetermined level and to receive charge from the fuel cell DC output voltage when the DC voltage output is above the predetermined level. 36. The system of claim 32, wherein the electric traction motor is configured as a generator in an ICE mode and generates an AC output voltage that is coupled to the controller to charge the battery when the internal combustion engine is operating the truck. 37. The system of claim 28, wherein the fuel cell is a hydrogen fuel cell and the source of energy comprises pressurized hydrogen and pressurized air. 38. A truck for hauling cargo comprising: a cabin for housing an operator; a chassis coupled to the cabin and configured with wheels for transporting the cargo; and a bed configured to haul the cargo, the truck operated with a drive train having (1) an internal combustion engine coupled to an input shaft of a transmission with a clutch, wherein the transmission transmits power from the internal combustion engine to the truck wheels via an output shaft of the transmission, and to a power take-off shaft configured to couple to a transfer gear box when the clutch engages the input shaft of the transmission to the internal combustion engine, (2) truck sub-systems configured to deliver pressurized air and pressurized fluid to control operations of the truck when the internal combustion engine is running, (3) auxiliary drivers coupled to deliver the pressurized air and pressurized fluid to the truck sub-systems to control operations of the truck in response to auxiliary control signals when the internal combustion engine is not running, (4) an auxiliary electric traction system receiving a source of energy and generating, a first output voltage driving an electric traction motor coupled to the power take-off shaft with the transfer gear box, a second output voltage for driving a first electric motor in the auxiliary drivers that is coupled to a hydraulic pump to produce the pressurized fluid, a third output voltage for driving a second electric motor in the auxiliary drivers coupled to an air compressor to produce the pressurized air, and a fourth output voltage coupled to recharge a battery coupled to an electrical system of the truck, and (5) a controller, in the auxiliary electric traction system, coupled to cabin controls and generating the auxiliary control signals for varying the first, second, third and fourth output voltages to control movement of the truck when the clutch disconnects the internal combustion engine from the transmission. 39. A drive system for a truck configured to haul cargo comprising: an internal combustion engine coupled to an input shaft of a transmission with an electric clutch, wherein the transmission transmits power through its output shaft from the internal combustion engine to the truck wheels, and wherein the transmission transmits power from the internal combustion engine to a transfer gear box through a power take-off shaft in the transmission, the power take-off shaft configured to couple to the transfer gear box when the electric clutch engages the transmission to the internal combustion engine; an electric traction motor ETM coupled to an input of the transfer gear box, wherein the electric traction motor is powered to drive the transmission in an operating mode in response to an ETM mode control signal when the electric clutch disengages the transmission from the internal combustion engine in response to a clutch control signal; an auxiliary battery electrically coupled to an output of a fuel cell, wherein the auxiliary battery provides electrical power to the electric traction motor in the ETM operating mode in response to the mode control signal; one or more auxiliary drivers for generating working air or fluids for operating sub-systems of the truck, wherein the auxiliary drivers are driven by auxiliary motors in response to auxiliary system control signals; and a control system coupled to the auxiliary battery, the auxiliary motors, the electric traction motor, operating sensors, and the fuel cell output, wherein the control system generates the ETM mode control signal and the auxiliary system control signals and controls the electric traction motor, the auxiliary drivers, and the electric clutch, in response to cabin truck controls setting truck operation modes. 40. A method of operating a traction vehicle comprising: coupling a drive shaft of an internal combustion engine ICE via a clutch to an input of a transmission, wherein the transmission has (1) an output shaft for driving traction wheels of the traction vehicle through a differential, and (2) a power take-off port of the transmission; coupling an electric traction motor (ETM) to the power take-off port; enabling the electric traction motor to be powered by an electrical power source mounted to a chassis of the traction vehicle in response to selecting a ETM mode of operating the traction vehicle and sensing that the transmission is disengaged by the clutch from the internal combustion engine and the internal combustion engine is not running; operating the electric traction motor as a generator when sensing that the transmission is engaged to the internal combustion engine by the clutch and the internal combustion engine is running; operating sub-systems of the traction vehicle used for steering and braking of the traction vehicle using auxiliary drivers powered by the electrical power source; and modulating a traction voltage of the electrical power source to control the electric traction motor and regulate a speed of the traction vehicle. 41. The method of claim 40 further comprising charging one or more batteries using an output of the electric traction motor when operated as a generator in a ICE mode of operating the traction vehicle. 42. The method of claim 41, wherein a starter battery for the internal combustion engine of the traction vehicle is charged when the electric traction motor is operated as a generator. 43. The method of claim 41, wherein an auxiliary battery electrical power source is charged when the electric traction motor is operated as a generator. 44. The method of claim 40, wherein the auxiliary drivers are auxiliary electric motors coupled to drive a compressor to deliver pressurized air and to drive a hydraulic pump to deliver pressurized fluid to the sub-systems of the traction vehicle. 45. The method of claim 44, wherein voltages from the electrical power source are coupled to the auxiliary electric motors and modulated to control pressures of the pressurized air and pressurized fluid in response to pressure sensors in air brake and power steering sub-systems of the traction vehicle. 46. The method of claim 40, wherein the clutch is an electric clutch operated by motion of a clutch petal in an ICE mode of operating the traction vehicle and the electric clutch is operated by a clutch control signal in the ETM mode. 47. The method of claim 40, wherein the power take-off is coupled to the electric traction motor using a transfer gear box. 48. The method of claim 40, wherein the traction voltage is modulated in response to an electrical signal generated by a transducer sensing a position of a throttle configured to control power of the internal combustion engine when operating the traction vehicle. 49. The method of claim 40, further comprising operating an air conditioning sub-system of the traction vehicle using auxiliary drivers powered by the electrical power source. 50. The method of claim 49, wherein the auxiliary drivers driving the air conditioning sub-system include a compressor electric motor coupled through an electric clutch to an air conditioning compressor and an electric fan motor coupled to deliver an air flow to condenser coils of an air conditioning condenser. 51. The method of claim 40, wherein the clutch is an electric clutch manually operated by motion of a clutch petal in an ICE mode of operating the traction vehicle and the electric clutch is electrically operated by a clutch control signal in the ETM mode. 52. A drive system for a vehicle, wherein the vehicle has a drive train including an internal combustion engine coupled to a transmission input via a clutch, wherein the transmission has a power takeoff port, the drive system comprising: an electric motor; and a transfer device coupling the electric motor to the transmission via the power takeoff port, the drive system being configured to enable the electric motor to selectively power an output shaft of the transmission during at least certain intervals when the internal combustion engine is powered off and disengaged via the clutch from the transmission. 53. A vehicle motive system comprising: a drive train including: an internal combustion engine; an original equipment manufacturer manual transmission coupled to the internal combustion engine; and a power takeoff port accessible on the original equipment manufacturer manual transmission; an electric motor-generator that functions selectively as a motor and a generator; an energy source connected to the electric motor-generator for energizing the electric motor-generator during operation as an electric motor; and a power exchange unit coupling the electric motor-generator with the original equipment manufacturer manual transmission through the power takeoff port, the power exchange unit configured to enable the electric motor-generator (1) to operate as the electric motor to drive the original equipment manufacturer manual transmission through the power exchange unit and power takeoff port at least during certain intervals when the internal combustion engine is powered off and (2) to operate as an electric generator when back driven by the original equipment manufacturer manual transmission through the power exchange unit to recharge the energy source during at least certain intervals when the internal combustion engine is powered on. 54. The system as recited in claim 53, wherein the energy source comprises a battery. 55. The system as recited in claim 53, further comprising: a motor controller, wherein the energy source is electrically coupled to the electric motor via the motor controller; and controls configured to enable the driving of the original equipment manufacturer manual transmission selectively, wherein the controls are electrically coupled to, and operable with, the motor controller to energize the electric motor responsive to a demand signal. 56. The system as recited in claim 55, wherein the demand signal is a variable demand signal and the energizing of the electric motor includes variable energizing such that speed of the vehicle motive system is modulated responsive to the variable demand signal. 57. The system as recited in claim 55, wherein the controls include: a throttle; and a variable impedance device, wherein the energizing of the electric motor includes variable energizing and the demand signal includes a variable impedance signal from the variable impedance device, the impedance being varied responsive to the throttle. 58. The system as recited in claim 55, wherein the controls are electrically coupled to, and operable with, the motor controller to de-energize the electric motor responsive to a shutdown signal, wherein the shutdown signal indicates operation of the internal combustion engine or a precursor to operation of the internal combustion engine. 59. The system as recited in claim 58, wherein the shutdown signal includes a signal for starting the internal combustion engine. 60. The system as recited in claim 58, wherein the shutdown signal includes a clutch position signal. 61. The system as recited in claim 58, wherein the shutdown signal includes an internal combustion engine rotation signal. 62. The system as recited in claim 58, wherein the shutdown signal includes an internal combustion engine ignition signal. 63. The system as recited in claim 55, wherein the controls comprise: an actuator configured to automatically move a clutch to a position in which the internal combustion engine is disengaged from an input to the transmission responsive to a signal. 64. The system as recited in claim 55, wherein the controls comprise: an actuator configured to automatically move a clutch to a position in which the internal combustion engine is disengaged from an input to the transmission responsive to a signal indicating initializing of an operating mode in which movement of the vehicle motive system is powered by the electric motor.
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