CA2554678A1 - Method and system for converting a conventional vehicle into a hybrid vehicle - Google Patents
Method and system for converting a conventional vehicle into a hybrid vehicle Download PDFInfo
- Publication number
- CA2554678A1 CA2554678A1 CA002554678A CA2554678A CA2554678A1 CA 2554678 A1 CA2554678 A1 CA 2554678A1 CA 002554678 A CA002554678 A CA 002554678A CA 2554678 A CA2554678 A CA 2554678A CA 2554678 A1 CA2554678 A1 CA 2554678A1
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- engine
- secondary battery
- controller
- alternator
- main electrical
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Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/28—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the electric energy storing means, e.g. batteries or capacitors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/44—Series-parallel type
- B60K6/442—Series-parallel switching type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
- B60K6/48—Parallel type
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L50/00—Electric propulsion with power supplied within the vehicle
- B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
- B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
- B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
- B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W10/00—Conjoint control of vehicle sub-units of different type or different function
- B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
- B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W20/00—Control systems specially adapted for hybrid vehicles
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
- B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
- B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
- B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Power Engineering (AREA)
- Automation & Control Theory (AREA)
- Life Sciences & Earth Sciences (AREA)
- Sustainable Development (AREA)
- Sustainable Energy (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
According to the present invention there is provided a method and system for converting a conventional vehicle into a hybrid vehicle. The method includes disconnecting the primary battery from the main electrical system of the engine, providing a secondary battery and connecting the secondary battery to the main electrical system of the engine. The main electrical system of the engine is then operated with the secondary battery. The system includes a secondary battery and a controller in communication with the primary battery, the main electrical system of the engine, and the secondary battery. The controller is operable to disconnect the primary battery from the main electrical system of the engine and operable to connect the secondary battery to the main electrical system of the engine.
Description
TtTLE OF THE INVENTION
METHOD AND SYSTEM FOR CONVERTING A CONVENTIONAL VEHICLE
INTO A HYBRID VEHICLE
COPYRIGHT NOTICE
A portion of the disclosure of this patent document contains material which is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by anyone of the patent document or the patent disclosure, as it appears in the Patent and Trademark Office patent file or records, but otherwise reserves all copyright rights whatsoever.
FIELD OF THE INVENTION
The invention relates to the field of hybrid vehides and in particular to a method and system for converting a conventional vehicle having a conventional engine and systems into a hybrid vehicle with a secondary battery.
BACKGROUND OF THE INVENTION
As the search for readily accessible crude oil intensifies, the search for more economical means of transportation will become increasingty important.
Automobile manufacturers have attempted to quell their products' thirst for gasoline by introducing gasoline-electric hybrid vehides, or simply, hybrid vehicles.
Hybrid vehicles typically include the following elements:
Gasoline engine - are much like the engines found on conventional vehides but are typically smaller and use advanced technologies to reduce emissions and increase efficiency.
Electric motor - supplies power to the transmission in combination with the gasoline engine.
Batteries - are the energy storage device for the electric motor. Unlike the gasoline in the fuel tank, which can only power the gasoline engine, the electric motor on a hybrid car can put energy into the batteries as well as draw energy from them.
Generator - is similar to an electric motor, but it acts only to produce electrical power.
Transmission - performs the same basic function as the transmission on a conventional car.
Hybrids generally combine the two power sources (gasoline engine and electric motor) in parallel or in series. A parallel hybrid has a fuel tank that supplies gasoline to the engine and a set of batteries that supplies power to the electric motor. Both the engine and the electric motor can turn the transmission at the same time. In contrast, a series hybrid turns a generator, and the generator can either charge the batteries or power an electric motor that drives the transmission.
The current crop of hybrid vehicles are vastly expensive in comparison to their conventionai vehicle counterparts, which has led to their slow adoption by the public. Although there are waiting lists of purchasers ready to buy hybrid vehicles, the adoption of such vehicles has not been as'~ widespread as first predicted.
More importantly, traditional hybrid vehicles continue to charge the batteries by running the gasoline engine. Charging the batteries with the engine burns fuel which is less efficient than simply charging the batteries with public electricity.
METHOD AND SYSTEM FOR CONVERTING A CONVENTIONAL VEHICLE
INTO A HYBRID VEHICLE
COPYRIGHT NOTICE
A portion of the disclosure of this patent document contains material which is subject to copyright protection. The copyright owner has no objection to the facsimile reproduction by anyone of the patent document or the patent disclosure, as it appears in the Patent and Trademark Office patent file or records, but otherwise reserves all copyright rights whatsoever.
FIELD OF THE INVENTION
The invention relates to the field of hybrid vehides and in particular to a method and system for converting a conventional vehicle having a conventional engine and systems into a hybrid vehicle with a secondary battery.
BACKGROUND OF THE INVENTION
As the search for readily accessible crude oil intensifies, the search for more economical means of transportation will become increasingty important.
Automobile manufacturers have attempted to quell their products' thirst for gasoline by introducing gasoline-electric hybrid vehides, or simply, hybrid vehicles.
Hybrid vehicles typically include the following elements:
Gasoline engine - are much like the engines found on conventional vehides but are typically smaller and use advanced technologies to reduce emissions and increase efficiency.
Electric motor - supplies power to the transmission in combination with the gasoline engine.
Batteries - are the energy storage device for the electric motor. Unlike the gasoline in the fuel tank, which can only power the gasoline engine, the electric motor on a hybrid car can put energy into the batteries as well as draw energy from them.
Generator - is similar to an electric motor, but it acts only to produce electrical power.
Transmission - performs the same basic function as the transmission on a conventional car.
Hybrids generally combine the two power sources (gasoline engine and electric motor) in parallel or in series. A parallel hybrid has a fuel tank that supplies gasoline to the engine and a set of batteries that supplies power to the electric motor. Both the engine and the electric motor can turn the transmission at the same time. In contrast, a series hybrid turns a generator, and the generator can either charge the batteries or power an electric motor that drives the transmission.
The current crop of hybrid vehicles are vastly expensive in comparison to their conventionai vehicle counterparts, which has led to their slow adoption by the public. Although there are waiting lists of purchasers ready to buy hybrid vehicles, the adoption of such vehicles has not been as'~ widespread as first predicted.
More importantly, traditional hybrid vehicles continue to charge the batteries by running the gasoline engine. Charging the batteries with the engine burns fuel which is less efficient than simply charging the batteries with public electricity.
2 As the cost of fuel rises, so too will the cost of charging the batteries of a hybrid vehicle.
Accordingly, there is a need overcome the deficiencies of current hybrid technology. Moreover, given the reluctance of people to abandon their conventional vehicles for their more expensive hybrid counterparts, there is a need for providing a method and system for converting a conventional vehicie into a hybrid vehicle. Other objects of the invention will be apparent from the description that follows.
SUMMARY OF THE INVENTION
A conventional vehicle generally comprises a conven#ional engine having a main electrical system and an electrical ignition system in communication with the engine. An atternator is connected to the engine and a serpentine belt is connected to the alternator and to multiple vehicle accessories. A primary battery is connected to the alternator and to the main electrical and eCectrical igni6on systems of the engine. A drive shaft is generally connected to the engine via a transmission and a propulsion device is connected to the drive shaft for propelling the vehicle_ -)0 According to the present irtvention there is provided a method and system for converting a conventional vehicle into a hybrid vehicle.
In accordance with a first embodiment of the invention, the method includes disconnecting the primary battery from the main electrical system of the engine, providing a secondary battery and connecting the secondary battery to the main electrical system of the engine. The main electrical system of the engine is then operated with the secondary battery.
Accordingly, there is a need overcome the deficiencies of current hybrid technology. Moreover, given the reluctance of people to abandon their conventional vehicles for their more expensive hybrid counterparts, there is a need for providing a method and system for converting a conventional vehicie into a hybrid vehicle. Other objects of the invention will be apparent from the description that follows.
SUMMARY OF THE INVENTION
A conventional vehicle generally comprises a conven#ional engine having a main electrical system and an electrical ignition system in communication with the engine. An atternator is connected to the engine and a serpentine belt is connected to the alternator and to multiple vehicle accessories. A primary battery is connected to the alternator and to the main electrical and eCectrical igni6on systems of the engine. A drive shaft is generally connected to the engine via a transmission and a propulsion device is connected to the drive shaft for propelling the vehicle_ -)0 According to the present irtvention there is provided a method and system for converting a conventional vehicle into a hybrid vehicle.
In accordance with a first embodiment of the invention, the method includes disconnecting the primary battery from the main electrical system of the engine, providing a secondary battery and connecting the secondary battery to the main electrical system of the engine. The main electrical system of the engine is then operated with the secondary battery.
3 The method may further include measuring the voltage level of the secondary battery, determining an inoperable voltage level of said secondary battery and then disconnecting the secondary battery from the main electrical system of the engine when the voltage of the secondary battery reaches the inoperable level.
Then, reconnecting the primary battery to the main electrical system of the engine.
In accordance with a second embodiment of the invention, the method includes disconnecting the aitemator from the engine and disconnecting the primary ] 0 battery from the alternator, and from the main electrical and electrical ignition systems of the engine. A secondary battery is provided. The secondary battery is connected to and operates the main electrical system of the engine. The secondary battery is also connected to and operates the electrical ignition system of the engine. A device is provided to drive the serpentine belt and is also operated by the secondary battery.
The method may further include disconnecting the secondary battery from the electrical ignition system and reconnecting the primary battery to the electrical ignition system of the engine.
The method may further include measuring the voltage level of the secondary battery, determining an inoperable voltage level of the secondary battery and then disconnecting the secondary battery from the main electrical system of the engine and from the device to drive the serpentine belt when the voltage of the 2S secondary battery reaches the inoperable level. The 'itfethod may further include reconnecting the primary battery to the alternator and to the main electrical system of the engine and reconnecting the altemator to the engine.
In accordance with a third embodiment of the invention, the method includes disconnecting the alternator from the engine and disconnecting the primary battery from the a{ternator, and from the main electrical and electrical ignition
Then, reconnecting the primary battery to the main electrical system of the engine.
In accordance with a second embodiment of the invention, the method includes disconnecting the aitemator from the engine and disconnecting the primary ] 0 battery from the alternator, and from the main electrical and electrical ignition systems of the engine. A secondary battery is provided. The secondary battery is connected to and operates the main electrical system of the engine. The secondary battery is also connected to and operates the electrical ignition system of the engine. A device is provided to drive the serpentine belt and is also operated by the secondary battery.
The method may further include disconnecting the secondary battery from the electrical ignition system and reconnecting the primary battery to the electrical ignition system of the engine.
The method may further include measuring the voltage level of the secondary battery, determining an inoperable voltage level of the secondary battery and then disconnecting the secondary battery from the main electrical system of the engine and from the device to drive the serpentine belt when the voltage of the 2S secondary battery reaches the inoperable level. The 'itfethod may further include reconnecting the primary battery to the alternator and to the main electrical system of the engine and reconnecting the altemator to the engine.
In accordance with a third embodiment of the invention, the method includes disconnecting the alternator from the engine and disconnecting the primary battery from the a{ternator, and from the main electrical and electrical ignition
4 systems of the engine. A secondary battery is provided. The secondary battery is connected to and operates the main electrical system of the engine. A
device is provided to drive the serpentine belt and is also operated by the secondary battery. A device is provided to drive the propulsion device and is also operated by the secondary battery.
The method may further include measuring the voltage level of the secondary battery, determining an inoperable voltage level of the secondary battery and then disconnecting the secondary battery from the main electrical system of the engine, from the device to drive the serpentine belt, and from the device to drive the propulsion device when the voltage of the secondary battery reaches the inoperable level. The method may further include reconnecting the primary battery to the alternator, and to the main electrical and electrical ignition systems of the engine and then firing the electrical ignition system of the engine with the primary battery.
The method may further include providing a regenerativeiy charging system to the secondary battery which is connectable to the propulsion device and regeneratively charging the secondary battery during braking of the propulsion devicec.
The method may further include providing a torque control device connectable to the propulsion devices for transitioning power delivery to the propulsion device between the device to drive the propulsion device and the gasoline engine.
An inoperable voltage level of the secondary battery may be less than 11.5 volts or user defined.
The secondary battery may be a rechargeable battery rechargeable through a household's altemating current outlet or through solar energy.
device is provided to drive the serpentine belt and is also operated by the secondary battery. A device is provided to drive the propulsion device and is also operated by the secondary battery.
The method may further include measuring the voltage level of the secondary battery, determining an inoperable voltage level of the secondary battery and then disconnecting the secondary battery from the main electrical system of the engine, from the device to drive the serpentine belt, and from the device to drive the propulsion device when the voltage of the secondary battery reaches the inoperable level. The method may further include reconnecting the primary battery to the alternator, and to the main electrical and electrical ignition systems of the engine and then firing the electrical ignition system of the engine with the primary battery.
The method may further include providing a regenerativeiy charging system to the secondary battery which is connectable to the propulsion device and regeneratively charging the secondary battery during braking of the propulsion devicec.
The method may further include providing a torque control device connectable to the propulsion devices for transitioning power delivery to the propulsion device between the device to drive the propulsion device and the gasoline engine.
An inoperable voltage level of the secondary battery may be less than 11.5 volts or user defined.
The secondary battery may be a rechargeable battery rechargeable through a household's altemating current outlet or through solar energy.
5 In accordance with a fourth embodiment of the invention, the system includes a secondary battery and a controller in communication with the primary battery, the main electrical system of the engine, and the secondary battery. The controller is operable to disconnect the primary battery from the main electrical system of the engine and operable to connect the secondary battery to the main electricai system of the engine.
The controller may further be operable to disconnect the secondary battery from the main electrical system of the engine and to reconnect the primary battery to the main electrical system of the engine.
In accordance with a fifth embodiment of the invention, the system includes a secondary battery and a controller in communication with the primary battery, the main electrical system and electrical ignition systems of the engine, the alternator, and the secondary battery. The controller is operable to disconnect the atternator from the engine, disconnect the primary battery from the al#ernator and from the main electrical and electrical ignition systems of the engine and to connect the secondary battery to the main eiectrical and electrical ignition systems of the engine. The system further includes a device in communication with the secondary battery and with the controller and connectable to the serpentine belt for driving the serpentine belt, the device for driving the serpentine belt being operable by the controller.
The controller may further be operable to disconnect the secondary battery from the electrical ignition system of the engine and to reconnectthe primary battery to the electrical ignition system of the engine.
The controller may further be operable to disconnect the secondary battery from the main electrical system of the engine and to reconnect the primary battery to the main electrical system of the engine.
The controller may further be operable to disconnect the secondary battery from the main electrical system of the engine and to reconnect the primary battery to the main electrical system of the engine.
In accordance with a fifth embodiment of the invention, the system includes a secondary battery and a controller in communication with the primary battery, the main electrical system and electrical ignition systems of the engine, the alternator, and the secondary battery. The controller is operable to disconnect the atternator from the engine, disconnect the primary battery from the al#ernator and from the main electrical and electrical ignition systems of the engine and to connect the secondary battery to the main eiectrical and electrical ignition systems of the engine. The system further includes a device in communication with the secondary battery and with the controller and connectable to the serpentine belt for driving the serpentine belt, the device for driving the serpentine belt being operable by the controller.
The controller may further be operable to disconnect the secondary battery from the electrical ignition system of the engine and to reconnectthe primary battery to the electrical ignition system of the engine.
The controller may further be operable to disconnect the secondary battery from the main electrical system of the engine and to reconnect the primary battery to the main electrical system of the engine.
6 The controller may further be operable to reconnect the alternator to the engine and further operable to reconnect the primary battery to the alternator.
The controller may further be operable to disconnect the secondary battery from the device for driving the serpentine belt. The device for driving the serpentine belt may be an accessory electric motor.
In accordance with a sixth embodiment of the invention, the system includes a secondary battery and a controller in communication with the primary battery, the main electrical system and electrical ignition systems of the engine, the alternator, and the secondary battery. The controller is operable to disconnect the alternator from the engine, disconnect the primary battery from the alternator and from the main electrical and eiectrical ignition systems of the engine and to connect the secondary battery to the main electricat system of the engine. The system further includes a device in communication with the secondary battery and with the controller and connectable to the serpentine belt for driving the serpentine belt, the device for driving the serpentine belt being operable by the controller. The system further includes a device in communication with the secondary battery and with the controller and connectable to the propulsion device for driving the propulsion device with the secondary battery, the device for driving the propulsion device also being operable by said controller.
The controller may be further operable to reconnect the primary battery to the electrical ignition system of the engine and further operable to disconnect the secondary battery from the main electrical system of ''the engine and to reconnect the primary battery to the main electrical system of the engine.
The controller may be further operable to reconnect the aitemator to the engine and to further operable to reconnect the primary battery to the altemator.
The controller may further be operable to disconnect the secondary battery from the device for driving the serpentine belt. The device for driving the serpentine belt may be an accessory electric motor.
In accordance with a sixth embodiment of the invention, the system includes a secondary battery and a controller in communication with the primary battery, the main electrical system and electrical ignition systems of the engine, the alternator, and the secondary battery. The controller is operable to disconnect the alternator from the engine, disconnect the primary battery from the alternator and from the main electrical and eiectrical ignition systems of the engine and to connect the secondary battery to the main electricat system of the engine. The system further includes a device in communication with the secondary battery and with the controller and connectable to the serpentine belt for driving the serpentine belt, the device for driving the serpentine belt being operable by the controller. The system further includes a device in communication with the secondary battery and with the controller and connectable to the propulsion device for driving the propulsion device with the secondary battery, the device for driving the propulsion device also being operable by said controller.
The controller may be further operable to reconnect the primary battery to the electrical ignition system of the engine and further operable to disconnect the secondary battery from the main electrical system of ''the engine and to reconnect the primary battery to the main electrical system of the engine.
The controller may be further operable to reconnect the aitemator to the engine and to further operable to reconnect the primary battery to the altemator.
7 The controHer may be further operable to disconnect the secondary battery from the device for driving the serpentine belt and further operable to disconnect the secondary battery from the device for driving the propulsion device.
~ The device for operating the serpentine belt may be an accessory electric motor while the device for operating the propulsion device may be a propulsion electric motor.
The system may further include a device in communication with the secondary battery and the controller and connectable to the propulsion device for regeneratively charging the secondary battery during braking of the propulsion device, the regeneratively charging device being operable by the controller.
The system may further include a torque controller in communication with the controller and connectable to the propulsion device for transitioning power delivery to the propulsion device between the device to drive the propulsion device and the gasoline engine.
The systems may further include a device, such as a voltmeter, in communication with the controlier for measuring the voitage of the secondary battery.
The secondary battery may be a rechargeable battery, preferably, made from lithium ion.
The controller may be a programmable microprocessor.
Other aspects of the invention will be appreciated by reference to the detailed description of the preferred embodiment and to the claims that follow.
~ The device for operating the serpentine belt may be an accessory electric motor while the device for operating the propulsion device may be a propulsion electric motor.
The system may further include a device in communication with the secondary battery and the controller and connectable to the propulsion device for regeneratively charging the secondary battery during braking of the propulsion device, the regeneratively charging device being operable by the controller.
The system may further include a torque controller in communication with the controller and connectable to the propulsion device for transitioning power delivery to the propulsion device between the device to drive the propulsion device and the gasoline engine.
The systems may further include a device, such as a voltmeter, in communication with the controlier for measuring the voitage of the secondary battery.
The secondary battery may be a rechargeable battery, preferably, made from lithium ion.
The controller may be a programmable microprocessor.
Other aspects of the invention will be appreciated by reference to the detailed description of the preferred embodiment and to the claims that follow.
8 BRIEF DESCRIPTION OF THE DRAWINGS
The preferred embodiment of the invention will be described by reference to the drawings thereof in which:
Fig. I is a schematic diagram of components of a conventional vehicle along with components of an embodiment of the present invention;
Fig. 2. is a flow chart illustrating a hybrid controller routine of the embodiment of Fig. 1;
Fig. 3 is a schematic diagram of components of a conventional vehicle along with components of another embodiment of the present invention;
Fig. 4. is a flow chart illustrating a hybrid controller routine of the embodiment of Fig. 3;
Fig. 5 is a schematic diagram of components of a conventional vehicle along with components of another embodiment of the present invention; and Fig. 6 is a flow chart illustrating a hybrid controller routine of the embodiment of Fig. 5.
DESCRIPTION OF THE PREFERRED EMBODIMENT
OF THE INVENTION
Referring to Figure 1, a conventional vehicle is typically equipped with a conventional engine 10 having a main electrical system 12 and an electrical ignition system 14 in communication with the engine. An alternator 16 is connected to the engine 10 to charge a car's primary battery 18 by converting mechanical energy to direct current electrical energy. The alternator 16 sends
The preferred embodiment of the invention will be described by reference to the drawings thereof in which:
Fig. I is a schematic diagram of components of a conventional vehicle along with components of an embodiment of the present invention;
Fig. 2. is a flow chart illustrating a hybrid controller routine of the embodiment of Fig. 1;
Fig. 3 is a schematic diagram of components of a conventional vehicle along with components of another embodiment of the present invention;
Fig. 4. is a flow chart illustrating a hybrid controller routine of the embodiment of Fig. 3;
Fig. 5 is a schematic diagram of components of a conventional vehicle along with components of another embodiment of the present invention; and Fig. 6 is a flow chart illustrating a hybrid controller routine of the embodiment of Fig. 5.
DESCRIPTION OF THE PREFERRED EMBODIMENT
OF THE INVENTION
Referring to Figure 1, a conventional vehicle is typically equipped with a conventional engine 10 having a main electrical system 12 and an electrical ignition system 14 in communication with the engine. An alternator 16 is connected to the engine 10 to charge a car's primary battery 18 by converting mechanical energy to direct current electrical energy. The alternator 16 sends
9 the direct current electrical energy to the primary battery 18 which in turn, sends the energy to the main electrical 12 and electrical ignition 14 systems of the engine 10. A serpentine belt 19 is connected to the altemator 16 and generally to multiple vehicle accessories (not illustrated). The engine 10 is connected to a drive shaft 20 via a transmission 22. The drive shaft 20 is connected to a propulsion device 24, for example, the wheels of a car.
In a first embodiment of the invention, the system includes a secondary battery 26 and a controller 28 which is in communication with the primary battery 18, the main electrical system 12 of the engine 10, and the secondary battery 26.
The controller 28 is operable to connect and disconnect the primary battery 18 to and from the main electrical system 12 of the engine 10 and further operable to connect and disconnect the secondary battery 26 to and from the main etectrical system of the engine. The system includes a device in communication with the controller 28 for measuring the voltage of the secondary battery 26, for example, a voltmeter 30.
In this embodiment, the system merely employs the secondary battery 26 to operate the main electrical system 12 of the engine 10. Operation of the rest of the vehicle's systems is by way of the conventional engine 10.
Referring to Figures 1 and 2, once the secondary battery 26 has been fully charged and installed into the vehicle, the controller 28 disconnects the primary battery 18 from the main electrical system 12 of the engine 10 and connects the secondary battery to the main electrical system of the engirid. The controller then operates the main electrical system 12 of the engine 10 from the secondary battery 26. To start the vehicle a user simply conventionally fires the electrical ignition system 14 of the engine 10 which is still powered by the primary battery 18. The engine continues to run on gasoline and only elements of the vehicle powered from the main electrical system 14, such as the vehicle's lights, are powered by the secondary battery 26. To ensure proper operation of the main electrical system 12, the voltage level of the secondary battery 26 is constantly measured by the voltmeter 30. When the voltage of the secondary battery 26 reaches an inoperable voltage level, the controller 28 disconnects the secondary battery from the main electrical system 12 of the engine 10 and reconnects the primary battery 18 to the main electrical system of the engine, causing the vehicle to return to a conventional gasoline powered vehicle.
Referring Figure 3, in a second embodiment of the invention, the system also includes the secondary battery 26 and the controller 28 which is now in communication with the primary battery 18, the main electrical system 12 and the electrical ignition system 14 of the engine 10, and the secondary battery 26.
The controller 28 is now operable to connect and disconnect the primary battery 18 to and from the main electrical system 12 and to and from the electrical ignition system 14 of the engine 10. The controller is further operable to connect and disconnect the secondary battery 26 to and from the main electrical system 12 and to and from the electrical ignition system 14 of the engine 10. The system also includes a device in communication with the controller 28 for measuring the voltage of the secondary battery 26, for example, a voltmeter 30.
In this embodiment, the system further includes a device in communication with the controller 28 and connectable through conventional means, as those skilled in the art will appreciate, to the serpentine belt for driving the serpentine belt, for example an accessory electric motor 32.
In this embodiment, the system employs the secondary battery 26 to operate the main electrical system 12 of the engine 10 and to fire the electrical ignition system 14. In addition, the secondary battery 26 operates various vehicle accessories such as the water pump and HVAC unit via the accessory electric motor 32 which is connected to the serpentine belt 19. As those skilled in the art will appreciate, the accessories powered by the serpentine belt vary from vehicle to vehicle and therefore, the accessory electric motor may be responsible for powering one or several various accessories via the serpentine bel#. Again, operation of the remaining portions of the vehicle's systems is by way of the conventional engine 10.
Referring to Figures 3 and 4, once the secondary battery 26 has been fully charged and installed into the vehicle, the controller 28 disconnects the alternator 16 from the engine 10. The controller 28 then disconnects the primary battery 18 from the altemator 16, from the main electrical system 12 and from the electrical ignition system 14 of the engine 10. The controller 28 connects the secondary battery 26 to the main electrical system 12, to the accessory electric motor 32, and to the electrical ignition system 14. The controller 28 then operates the main electrical system 12, electrical ignition system 14 and the accessory electric motor 32 from the secondary battery 26. To start the vehicle a user simply conventionally fires the electrical ignit'ion system 14 of the engine
In a first embodiment of the invention, the system includes a secondary battery 26 and a controller 28 which is in communication with the primary battery 18, the main electrical system 12 of the engine 10, and the secondary battery 26.
The controller 28 is operable to connect and disconnect the primary battery 18 to and from the main electrical system 12 of the engine 10 and further operable to connect and disconnect the secondary battery 26 to and from the main etectrical system of the engine. The system includes a device in communication with the controller 28 for measuring the voltage of the secondary battery 26, for example, a voltmeter 30.
In this embodiment, the system merely employs the secondary battery 26 to operate the main electrical system 12 of the engine 10. Operation of the rest of the vehicle's systems is by way of the conventional engine 10.
Referring to Figures 1 and 2, once the secondary battery 26 has been fully charged and installed into the vehicle, the controller 28 disconnects the primary battery 18 from the main electrical system 12 of the engine 10 and connects the secondary battery to the main electrical system of the engirid. The controller then operates the main electrical system 12 of the engine 10 from the secondary battery 26. To start the vehicle a user simply conventionally fires the electrical ignition system 14 of the engine 10 which is still powered by the primary battery 18. The engine continues to run on gasoline and only elements of the vehicle powered from the main electrical system 14, such as the vehicle's lights, are powered by the secondary battery 26. To ensure proper operation of the main electrical system 12, the voltage level of the secondary battery 26 is constantly measured by the voltmeter 30. When the voltage of the secondary battery 26 reaches an inoperable voltage level, the controller 28 disconnects the secondary battery from the main electrical system 12 of the engine 10 and reconnects the primary battery 18 to the main electrical system of the engine, causing the vehicle to return to a conventional gasoline powered vehicle.
Referring Figure 3, in a second embodiment of the invention, the system also includes the secondary battery 26 and the controller 28 which is now in communication with the primary battery 18, the main electrical system 12 and the electrical ignition system 14 of the engine 10, and the secondary battery 26.
The controller 28 is now operable to connect and disconnect the primary battery 18 to and from the main electrical system 12 and to and from the electrical ignition system 14 of the engine 10. The controller is further operable to connect and disconnect the secondary battery 26 to and from the main electrical system 12 and to and from the electrical ignition system 14 of the engine 10. The system also includes a device in communication with the controller 28 for measuring the voltage of the secondary battery 26, for example, a voltmeter 30.
In this embodiment, the system further includes a device in communication with the controller 28 and connectable through conventional means, as those skilled in the art will appreciate, to the serpentine belt for driving the serpentine belt, for example an accessory electric motor 32.
In this embodiment, the system employs the secondary battery 26 to operate the main electrical system 12 of the engine 10 and to fire the electrical ignition system 14. In addition, the secondary battery 26 operates various vehicle accessories such as the water pump and HVAC unit via the accessory electric motor 32 which is connected to the serpentine belt 19. As those skilled in the art will appreciate, the accessories powered by the serpentine belt vary from vehicle to vehicle and therefore, the accessory electric motor may be responsible for powering one or several various accessories via the serpentine bel#. Again, operation of the remaining portions of the vehicle's systems is by way of the conventional engine 10.
Referring to Figures 3 and 4, once the secondary battery 26 has been fully charged and installed into the vehicle, the controller 28 disconnects the alternator 16 from the engine 10. The controller 28 then disconnects the primary battery 18 from the altemator 16, from the main electrical system 12 and from the electrical ignition system 14 of the engine 10. The controller 28 connects the secondary battery 26 to the main electrical system 12, to the accessory electric motor 32, and to the electrical ignition system 14. The controller 28 then operates the main electrical system 12, electrical ignition system 14 and the accessory electric motor 32 from the secondary battery 26. To start the vehicle a user simply conventionally fires the electrical ignit'ion system 14 of the engine
10. However, in this embodiment, the electrical ignition system 14 of the engine 10 is now powered by the secondary battery 26. The engine continues to run on gasoline and only elements of the vehicle powered by the main electrical system 14, such as the lights, and elements powered from the serpentine belt, such as the HVAC unit, are powered by the secondary battery 26. Once the electrical ignition system 14 of the engine 10 has been fired, the electrical ignition system of the engine is no longer required to keep the engine running. Consequently, the controller 28 may then disconnect the secondary battery 26 from the electrical ignition system 14 and reconnect the primary battery 18 to the electrical ignition system in the event that the vehicle requires restarting.
To ensure proper operation of the main electrical system 12 and the accessory electric motor 32, the vottage level of the secondary battery 26 is constantly measured by the voltmeter 30. When the voltage of the secondary battery 26 reaches an inoperable voltage level, the controller 28 disconnects the secondary battery from the main electrical system 12 and from the accessory electric motor 32 and reconnects the primary baftery 18 to the alternator 16 and to the main electrical system 12 of the engine. The controller then reconnects the aitemator 16 to the engine 10, causing the vehicle to return to a conventional gasoline powered vehicle.
Referring to Figure 5, in a third embodiment of the invention, the system also includes a secondary battery 26 and a controller 28 which is in communication with the primary battery 18, the main electricat system 12 and electrical ignition system of the engine 10 and the secondary battery 26. The controller 28 is again operable to connect and disconnect the primary battery 18 to and from the main electrical system 12 and to and from electrical ignition system 44 of the engine 10. The controller is again further operable to connect and disconnect the secondary battery 26 to and from the main electrical system 12 and to and from the eiectrical ignition system 14 of the engine 10. The system again ] 5 includes a device in communication with the controller 28 for measuring the voltage of the secondary battery 26, for example, a voltmeter 30. The system again includes a device in communication with the controller 28 and connectable through conventional means, as those skilled in the art wiA appreciate, to the serpentine befit for driving the serpentine belt, for example an accessory electric motor 32. In this embodiment of the invention, the system further includes a device in communication with the controller 28 and connectable through conventional means, as those skilEed in the art will appreciate, to the propulsion device 24 for driving the propulsion device with the secondary battery 26, for example, a propulsion electric motor 34.
In this embodiment, the system employs the secondary battery 26 to operate the entire vehicle until the voltage level in the secondary battery reaches an inoperable level.
Referring to Figures 5 and 6, once the secondary battery 26 has been fully charged and installed into the vehicle, the controller 28 disconnects the alternator 16 from the engine 10. The controller 28 then disconnects the primary battery 18 from the altemator, from the main electrical system 12 and from the electrical ignition system 14 of the engine 10. The controller 28 then connects the secondary battery 26 to the main electrical system 12, to the accessory electric motor 32 and to the propulsion electric motor 34. The system then operates the main electrical system 12, the accessory motor 32 and the propulsion electric motor 34 from the secondary battery 26. Now that the propulsion device 24 is powered by the propulsion electric motor 34, there is no need to engage the gasoline engine and the user may simply drive the vehicle with the secondary battery 26. To ensure proper operation of the main electrical system 12, the accessory electric motor 32 and the propulsion electric motor 34, the voltage level of the secondary battery 26 is constantly measured by the voltmeter 30. When the voltage of the secondary battery 26 reaches an inoperable voitage level, the controller 28 disconnects the secondary battery from the main electrical system 12, from the accessory electric motor 32 and from the propulsion electric motor 34. The controller 28 then reconnects the primary battery 18 to the alternator 16, to the main electrical system 12 and electrical ignition system 14 of the engine 10. The controller 28 then reconnects the alternator 16 to the engine 10 and conventionally fires the eiectrical ignition system 14 of the engine 10 causing the vehicle to to return to a conventional gasoline powered vehicle.
In this embodiment, the system may further include a device in communication with the secondary battery 26 and the controller 28 and connectable through conventional means, as those skilled in the art will appreciate, to the propulsion device for regeneratively charging the secondary battery during braking of the propulsion device. Such devices are well-known in the art. Additionally, the system may include a torque controller connectable through conventional means, as those skilled in the art will appreciate, to the propulsion device and in communication with said controller to smooth the transition between the propulsion electric motor operation to the conventional gasoline engine operation of the propulsion device. Again, such torque controllers are well-known in the art and may be powered by either the primary 18 or secondary battery 26 depending upon vehicle configuration.
In all embodiments, the secondary battery 26 may be a rechargeable battery.
Utilizing a rechargeable battery instead of the vehicle's primary battery 18 saves gasoline as the engine no longer has to bum gasoline in order to recharge the primary battery via the alternator 16. The secondary battery 26 is preferably made from lithium ion, however, as those skilled in the art will appreciate, any suitable high capacity rechargeable battery may be used. The secondary battery 26 may be configured, via conventional means as those skilled in the art [5 will appreciate, for recharging through a household's alternating current outlet, in which case, the battery may simply be charged ovemight before each use.
Attematively, the secondary battery 26 may be configured, via conventional means as those skilled in the art wilt appreciate, for recharging through solar energy, in which case, solar panels may be mounted directly to the secondary '?0 battery or even to the vehicle itself.
As conventionai vehicles vary in configuration with some operating an individual vehicle accessory through a separate electric motor rather than from the serpentine bei# 19, it is also contemplated by the present invention that the 25 secondary battery 26 may be used to directly power the individual electric motors. It is contemplated that such individual motors are part of the vehicle's main electrical system 12 of the engine 10.
The controller 28 in all of the above embodiments, may be a programmable 30 microprocessor programed to perform the necessary functions. The controller 28 communicates and connects to the various components of the various embodiments of the present invention via conventional means as those skilled in the art will appreciate.
A touchscreen LCD in communication with the controller 28 may be placed inside the vehicle to display various information to the user, such as the voRage level of the secondary battery 26, and deployed components of the invention. A
user may also use the touchscreen LCD to override the system according to local driving conditions and/or user preference.
Before operation of the vehicle a user may predefine and program into the controller 28 via the touchscreen LCD an inoperable voltage. A user's choice of an inoperable voltage level may be based on a number of factors including the vehicle's type, weight, and size andlor the secondary battery's 26 age, capacity, and initial voltage. Alternatively, given that a standard battery for a car is a nominal 12 vofts, an inoperable voltage level for a car may be preset for safety reasons at less than 11.5 volts.
It will thus be seen that a new and novel method and system for converting a conventional vehicle having a conventional engine and systems into a hybrid vehicle with a secondary battery and controller has been illustrated and described and it will be apparent to those skilled in the art that various changes and modifications may be made therein without departing from the spirit of the invention.
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To ensure proper operation of the main electrical system 12 and the accessory electric motor 32, the vottage level of the secondary battery 26 is constantly measured by the voltmeter 30. When the voltage of the secondary battery 26 reaches an inoperable voltage level, the controller 28 disconnects the secondary battery from the main electrical system 12 and from the accessory electric motor 32 and reconnects the primary baftery 18 to the alternator 16 and to the main electrical system 12 of the engine. The controller then reconnects the aitemator 16 to the engine 10, causing the vehicle to return to a conventional gasoline powered vehicle.
Referring to Figure 5, in a third embodiment of the invention, the system also includes a secondary battery 26 and a controller 28 which is in communication with the primary battery 18, the main electricat system 12 and electrical ignition system of the engine 10 and the secondary battery 26. The controller 28 is again operable to connect and disconnect the primary battery 18 to and from the main electrical system 12 and to and from electrical ignition system 44 of the engine 10. The controller is again further operable to connect and disconnect the secondary battery 26 to and from the main electrical system 12 and to and from the eiectrical ignition system 14 of the engine 10. The system again ] 5 includes a device in communication with the controller 28 for measuring the voltage of the secondary battery 26, for example, a voltmeter 30. The system again includes a device in communication with the controller 28 and connectable through conventional means, as those skilled in the art wiA appreciate, to the serpentine befit for driving the serpentine belt, for example an accessory electric motor 32. In this embodiment of the invention, the system further includes a device in communication with the controller 28 and connectable through conventional means, as those skilEed in the art will appreciate, to the propulsion device 24 for driving the propulsion device with the secondary battery 26, for example, a propulsion electric motor 34.
In this embodiment, the system employs the secondary battery 26 to operate the entire vehicle until the voltage level in the secondary battery reaches an inoperable level.
Referring to Figures 5 and 6, once the secondary battery 26 has been fully charged and installed into the vehicle, the controller 28 disconnects the alternator 16 from the engine 10. The controller 28 then disconnects the primary battery 18 from the altemator, from the main electrical system 12 and from the electrical ignition system 14 of the engine 10. The controller 28 then connects the secondary battery 26 to the main electrical system 12, to the accessory electric motor 32 and to the propulsion electric motor 34. The system then operates the main electrical system 12, the accessory motor 32 and the propulsion electric motor 34 from the secondary battery 26. Now that the propulsion device 24 is powered by the propulsion electric motor 34, there is no need to engage the gasoline engine and the user may simply drive the vehicle with the secondary battery 26. To ensure proper operation of the main electrical system 12, the accessory electric motor 32 and the propulsion electric motor 34, the voltage level of the secondary battery 26 is constantly measured by the voltmeter 30. When the voltage of the secondary battery 26 reaches an inoperable voitage level, the controller 28 disconnects the secondary battery from the main electrical system 12, from the accessory electric motor 32 and from the propulsion electric motor 34. The controller 28 then reconnects the primary battery 18 to the alternator 16, to the main electrical system 12 and electrical ignition system 14 of the engine 10. The controller 28 then reconnects the alternator 16 to the engine 10 and conventionally fires the eiectrical ignition system 14 of the engine 10 causing the vehicle to to return to a conventional gasoline powered vehicle.
In this embodiment, the system may further include a device in communication with the secondary battery 26 and the controller 28 and connectable through conventional means, as those skilled in the art will appreciate, to the propulsion device for regeneratively charging the secondary battery during braking of the propulsion device. Such devices are well-known in the art. Additionally, the system may include a torque controller connectable through conventional means, as those skilled in the art will appreciate, to the propulsion device and in communication with said controller to smooth the transition between the propulsion electric motor operation to the conventional gasoline engine operation of the propulsion device. Again, such torque controllers are well-known in the art and may be powered by either the primary 18 or secondary battery 26 depending upon vehicle configuration.
In all embodiments, the secondary battery 26 may be a rechargeable battery.
Utilizing a rechargeable battery instead of the vehicle's primary battery 18 saves gasoline as the engine no longer has to bum gasoline in order to recharge the primary battery via the alternator 16. The secondary battery 26 is preferably made from lithium ion, however, as those skilled in the art will appreciate, any suitable high capacity rechargeable battery may be used. The secondary battery 26 may be configured, via conventional means as those skilled in the art [5 will appreciate, for recharging through a household's alternating current outlet, in which case, the battery may simply be charged ovemight before each use.
Attematively, the secondary battery 26 may be configured, via conventional means as those skilled in the art wilt appreciate, for recharging through solar energy, in which case, solar panels may be mounted directly to the secondary '?0 battery or even to the vehicle itself.
As conventionai vehicles vary in configuration with some operating an individual vehicle accessory through a separate electric motor rather than from the serpentine bei# 19, it is also contemplated by the present invention that the 25 secondary battery 26 may be used to directly power the individual electric motors. It is contemplated that such individual motors are part of the vehicle's main electrical system 12 of the engine 10.
The controller 28 in all of the above embodiments, may be a programmable 30 microprocessor programed to perform the necessary functions. The controller 28 communicates and connects to the various components of the various embodiments of the present invention via conventional means as those skilled in the art will appreciate.
A touchscreen LCD in communication with the controller 28 may be placed inside the vehicle to display various information to the user, such as the voRage level of the secondary battery 26, and deployed components of the invention. A
user may also use the touchscreen LCD to override the system according to local driving conditions and/or user preference.
Before operation of the vehicle a user may predefine and program into the controller 28 via the touchscreen LCD an inoperable voltage. A user's choice of an inoperable voltage level may be based on a number of factors including the vehicle's type, weight, and size andlor the secondary battery's 26 age, capacity, and initial voltage. Alternatively, given that a standard battery for a car is a nominal 12 vofts, an inoperable voltage level for a car may be preset for safety reasons at less than 11.5 volts.
It will thus be seen that a new and novel method and system for converting a conventional vehicle having a conventional engine and systems into a hybrid vehicle with a secondary battery and controller has been illustrated and described and it will be apparent to those skilled in the art that various changes and modifications may be made therein without departing from the spirit of the invention.
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Claims (61)
1. A method of converting a conventional vehicle into a hybrid vehicle, the conventional vehicle comprising a conventional engine having a main electrical system and an electrical ignition system in communication with the engine, an alternator connected to the engine, a serpentine belt connected to the alternator and multiple vehicle accessories, a primary battery connected to the alternator and the main electrical and electrical ignition systems of the engine, a drive shaft connected to the engine via a transmission, and a propulsion device connected to the drive shaft for propelling the vehicle, the method comprising:
disconnecting the primary battery from the main electrical system of the engine;
providing a secondary battery;
connecting said secondary battery to the main electrical system of the engine; and operating the main electrical system of the engine with said secondary battery.
disconnecting the primary battery from the main electrical system of the engine;
providing a secondary battery;
connecting said secondary battery to the main electrical system of the engine; and operating the main electrical system of the engine with said secondary battery.
2. The method of claim 1 further comprising measuring the voltage level of said secondary battery.
3. The method of claim 2 further comprising:
determining an inoperable voltage level of said secondary battery;
disconnecting said secondary battery from the main electrical system of the engine when the voltage of said secondary battery reaches said inoperable level; and reconnecting the primary battery to the main electrical system of the engine.
determining an inoperable voltage level of said secondary battery;
disconnecting said secondary battery from the main electrical system of the engine when the voltage of said secondary battery reaches said inoperable level; and reconnecting the primary battery to the main electrical system of the engine.
4. The method of claim 3 wherein said inoperable level comprises less than 11.5 volts.
5. The method of claim 3 wherein said inoperable level is user defined.
6. The method of claim 1 wherein said secondary battery is a rechargeable battery.
7. The method of claim 6 further comprising recharging said secondary battery through an alternating current outlet.
8. The method of claim 6 further comprising recharging said secondary battery through solar energy.
9. A method of converting a conventional vehicle into a hybrid vehicle, the conventional vehicle comprising a conventional engine having a main electrical system and an electrical ignition system in communication with the engine, an alternator connected to the engine, a serpentine belt connected to the alternator and multiple vehicle accessories, a primary battery connected to the alternator and the main electrical and electrical ignition systems of the engine, a drive shaft connected to the engine via a transmission, and a propulsion device connected to the drive shaft for propelling the vehicle, the method comprising:
disconnecting the alternator from the engine;
disconnecting the primary battery from the alternator, and from the main electrical and electrical ignition systems of the engine;
providing a secondary battery;
connecting said secondary battery to the main electrical system of the engine;
operating the main electrical system of the engine with said secondary battery.
connecting said secondary battery to the electrical ignition system of the engine;
operating the electrical ignition system of the engine with said secondary battery;
providing means to drive the serpentine belt; and operating the means to drive the serpentine belt with said secondary battery.
disconnecting the alternator from the engine;
disconnecting the primary battery from the alternator, and from the main electrical and electrical ignition systems of the engine;
providing a secondary battery;
connecting said secondary battery to the main electrical system of the engine;
operating the main electrical system of the engine with said secondary battery.
connecting said secondary battery to the electrical ignition system of the engine;
operating the electrical ignition system of the engine with said secondary battery;
providing means to drive the serpentine belt; and operating the means to drive the serpentine belt with said secondary battery.
10. The method of claim 9 further comprising disconnecting said secondary battery from the electrical ignition system and reconnecting the primary battery to the electrical ignition system of the engine.
11. The method of claim 9 further comprising measuring the voltage level of said secondary battery.
12. The method of claim 11 further comprising:
determining an inoperable voltage level of said secondary battery;
disconnecting said secondary battery from the main electrical system of the engine and from the means to drive the serpentine belt when the voltage of said secondary battery reaches said inoperable level;
reconnecting the primary battery to the alternator and to the main electrical system of the engine; and reconnecting the alternator to the engine.
determining an inoperable voltage level of said secondary battery;
disconnecting said secondary battery from the main electrical system of the engine and from the means to drive the serpentine belt when the voltage of said secondary battery reaches said inoperable level;
reconnecting the primary battery to the alternator and to the main electrical system of the engine; and reconnecting the alternator to the engine.
13. The method of claim 12 wherein said inoperable level comprises less than 11.5 volts.
14. The method of claim 12 wherein said inoperable level is user defined.
15. The method of claim 9 wherein said secondary is a rechargeable battery.
16. The method of claim 15 further comprising recharging said secondary battery through an alternating current outlet.
17. The method of claim 15 further comprising recharging said secondary battery through solar energy.
18. A method of converting a conventional vehicle into a hybrid vehicle, the conventional vehicle comprising a conventional engine having a main electrical system and an electrical ignition system in communication with the engine, an alternator connected to the engine, a serpentine belt connected to the alternator and multiple vehicle accessories, a primary battery connected to the alternator and the main electrical and electrical ignition systems of the engine, a drive shaft connected to the engine, and a propulsion device connected to the drive shaft for propelling the vehicle, the method comprising:
disconnecting the alternator from the engine;
disconnecting the primary battery from the alternator, and from the main electrical and electrical ignition systems of the engine;
providing a secondary battery;
connecting said secondary battery to the main electrical system of the engine;
operating the main electrical system of the engine with said secondary battery;
providing means to drive the serpentine belt;
connecting said secondary battery to said means to drive the serpentine belt;
operating the means to drive the serpentine belt with said secondary battery;
providing means to drive the propulsion device;
connecting said secondary battery to said means to drive the propulsion device; and operating the means to drive the propulsion device with said secondary battery.
disconnecting the alternator from the engine;
disconnecting the primary battery from the alternator, and from the main electrical and electrical ignition systems of the engine;
providing a secondary battery;
connecting said secondary battery to the main electrical system of the engine;
operating the main electrical system of the engine with said secondary battery;
providing means to drive the serpentine belt;
connecting said secondary battery to said means to drive the serpentine belt;
operating the means to drive the serpentine belt with said secondary battery;
providing means to drive the propulsion device;
connecting said secondary battery to said means to drive the propulsion device; and operating the means to drive the propulsion device with said secondary battery.
19. The method of claim 18 further comprising measuring the voltage level of said secondary battery.
20. The method of claim 19 further comprising:
determining an inoperable voltage level of said secondary battery;
disconnecting said secondary battery from the main electrical system of the engine, from the means to drive the serpentine belt, and from the means to drive the propulsion device when the voltage of said secondary battery reaches said inoperable level;
reconnecting the primary battery to the alternator, and to the main electrical and electrical ignition systems of the engine; and firing the electrical ignition system of the engine with the primary battery.
determining an inoperable voltage level of said secondary battery;
disconnecting said secondary battery from the main electrical system of the engine, from the means to drive the serpentine belt, and from the means to drive the propulsion device when the voltage of said secondary battery reaches said inoperable level;
reconnecting the primary battery to the alternator, and to the main electrical and electrical ignition systems of the engine; and firing the electrical ignition system of the engine with the primary battery.
21. The method of claim 20 wherein said inoperable level comprises less than 11.5 volts.
22. The method of claim 20 wherein said inoperable level is user defined.
23. The method of claim 18 wherein said secondary battery is a rechargeable battery.
24. The method of claim 23 further comprising recharging said secondary battery through an alternating current outlet.
25. The method of claim 23 further comprising recharging said secondary battery through solar energy.
26. The method of claim 18 further comprising providing a regeneratively charging system to said secondary battery connectable to the propulsion device.
27. The method of claim 26 further comprising regeneratively charging said secondary battery during braking of the propulsion device.
28. The method of claim 18 further comprising providing a torque control device connectable to the propulsion device for transitioning power delivery to the propulsion device between said means to drive the propulsion device and the gasoline engine.
29. A system for converting a conventional vehicle into a hybrid vehicle, the conventional vehicle comprising a conventional engine having a main electrical system and an electrical ignition system in communication with the engine, an alternator connected to the engine, a serpentine belt connected to the alternator and multiple vehicle accessories, a primary battery connected to the alternator and the main electrical and electrical ignition systems of the engine, a drive shaft connected to the engine via a transmission, and a propulsion device connected to the drive shaft for propelling the vehicle, the system comprising:
a secondary battery; and a controller in communication with the primary battery, the main electrical system of the engine, and said secondary battery, said controller operable to disconnect the primary battery from the main electrical system of the engine and operable to connect said secondary battery to the main electrical system of the engine.
a secondary battery; and a controller in communication with the primary battery, the main electrical system of the engine, and said secondary battery, said controller operable to disconnect the primary battery from the main electrical system of the engine and operable to connect said secondary battery to the main electrical system of the engine.
30. The system of claim 29 wherein said controller is further operable to disconnect said secondary battery from the main electrical system of the engine and to reconnect the primary battery to the main electrical system of the engine.
31. The system of claim 29 further comprising means in communication with said controller for measuring the voltage of said secondary battery.
32. The system of claim 31 wherein said means for measuring the voltage of said secondary battery comprises a voltmeter.
33. The system of claim 29 wherein said secondary battery is comprised of a rechargeable battery.
34. The system of claim 33 wherein said rechargeable battery is comprised of lithium ion.
35. The system of claim 29 wherein said controller is comprised of a programmable microprocessor.
36. A system for converting a conventional vehicle into a hybrid vehicle, the conventional vehicle comprising a conventional engine having a main electrical system and an electrical ignition system in communication with the engine, an alternator connected to the engine, a serpentine belt connected to the alternator and multiple vehicle accessories, a primary battery connected to the alternator and the main electrical and electrical ignition systems of the engine, a drive shaft connected to the engine, and a propulsion device connected to the drive shaft for propelling the vehicle, the system comprising:
a secondary battery;
a controller in communication with the primary battery, the main electrical system and electrical ignition systems of the engine, the alternator, and said secondary battery, said controller operable to disconnect the alternator from the engine, disconnect the primary battery from the alternator and from the main electrical and electrical ignition systems of the engine, and connect said secondary battery to the main electrical and electrical ignition systems of the engine; and means in communication with said secondary battery and with said controller and connectable to the serpentine belt for driving the serpentine belt, said means for driving the serpentine belt being operable by said controller.
a secondary battery;
a controller in communication with the primary battery, the main electrical system and electrical ignition systems of the engine, the alternator, and said secondary battery, said controller operable to disconnect the alternator from the engine, disconnect the primary battery from the alternator and from the main electrical and electrical ignition systems of the engine, and connect said secondary battery to the main electrical and electrical ignition systems of the engine; and means in communication with said secondary battery and with said controller and connectable to the serpentine belt for driving the serpentine belt, said means for driving the serpentine belt being operable by said controller.
37. The system of claim 36 wherein said controller is further operable to disconnect said secondary battery from the electrical ignition system of the engine and to reconnect the primary battery to the electrical ignition system of the engine.
38. The system of claim 36 wherein said controller is further operable to disconnect said secondary battery from the main electrical system of the engine and to reconnect the primary battery to the main electrical system of the engine.
39. The system of claim 36 wherein said controller is further operable to reconnect the alternator to the engine.
40. The system of claim 36 wherein said controller is further operable to reconnect the primary battery to the alternator.
41. The system of claim 36 wherein said controller is further operable to disconnect said secondary battery from said means for driving the serpentine belt.
42. The system of claim 36 wherein said means for driving the serpentine belt comprises an accessory electric motor.
43. The system of claim 36 further comprising means in communication with said controller for measuring the voltage of said secondary battery.
44. The system of claim 43 wherein said means for measuring the voltage of said secondary battery comprises a voltmeter.
45. The system of claim 36 wherein said secondary battery is comprised of a rechargeable battery.
46. The system of claim 45 wherein said rechargeable battery is comprised of lithium ion.
47. The system of claim 36 wherein said controller is comprised of a programmable microprocessor.
48. A system for converting a conventional vehicle into a hybrid vehicle, the conventional vehicle comprising a conventional engine having a main electrical system and an electrical ignition system in communication with the engine, an alternator connected to the engine, a serpentine belt connected to the alternator and multiple vehicle accessories, a primary battery connected to the alternator and the main electrical and electrical ignition systems of the engine, a drive shaft connected to the engine, and a propulsion device connected to the drive shaft for propelling the vehicle, the system comprising:
a secondary battery;
a controller in communication with the primary battery, the main electrical and electrical ignition systems of the engine, the alternator, and said secondary battery, said controller operable to disconnect the alternator from the engine, disconnect the primary battery from the alternator and from the main electrical and electrical ignition systems of the engine, and connect said secondary battery to the main electrical system of the engine;
means in communication with said secondary battery and with said controller and connectable to the serpentine belt for driving the serpentine belt, said means for driving the serpentine belt being operable by said controller; and means in communication with said secondary battery and said controller and connectable to the propulsion device for driving the propulsion device with said secondary battery, said means for driving the propulsion device being operable by said controller.
a secondary battery;
a controller in communication with the primary battery, the main electrical and electrical ignition systems of the engine, the alternator, and said secondary battery, said controller operable to disconnect the alternator from the engine, disconnect the primary battery from the alternator and from the main electrical and electrical ignition systems of the engine, and connect said secondary battery to the main electrical system of the engine;
means in communication with said secondary battery and with said controller and connectable to the serpentine belt for driving the serpentine belt, said means for driving the serpentine belt being operable by said controller; and means in communication with said secondary battery and said controller and connectable to the propulsion device for driving the propulsion device with said secondary battery, said means for driving the propulsion device being operable by said controller.
49. The system of claim 48 wherein said controller is further operable to reconnect the primary battery to the electrical ignition system of the engine.
50. The system of claim 48 wherein said controller is further operable to disconnect said secondary battery from the main electrical system of the engine and to reconnect the primary battery to the main electrical system of the engine.
51. The system of claim 48 wherein said controller is further operable to reconnect the alternator to the engine.
52. The system of claim 48 wherein said controller is further operable to reconnect the primary battery to the alternator.
53. The system of claim 48 wherein said controller is further operable to disconnect said secondary battery from said means for driving the serpentine belt.
54. The system of claim 48 wherein said controller is further operable to disconnect said secondary battery from said means for driving the propulsion device.
55. The system of claim 48 wherein said means for operating the serpentine belt comprises an accessory electric motor.
56. The system of claim 48 wherein said means for operating the propulsion device comprises a propulsion electric motor.
57. The system of claim 48 wherein said secondary battery is comprised of a rechargeable battery.
58. The system of claim 57 wherein said rechargeable battery is comprised of lithium ion.
59. The system of claim 48 wherein said controller is comprised of a programmable microprocessor.
60. The system claim 48 further comprising means in communication with said secondary battery and said controller and connectable to the propulsion device for regeneratively charging said secondary battery during braking of the propulsion device, said regeneratively charging means being operable by said controller.
61. The system of claim 48 further comprising a torque controller in communication with said controller and connectable to the propulsion device for transitioning power delivery to the propulsion device between said means to drive the propulsion device and the gasoline engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002554678A CA2554678A1 (en) | 2006-07-28 | 2006-07-28 | Method and system for converting a conventional vehicle into a hybrid vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002554678A CA2554678A1 (en) | 2006-07-28 | 2006-07-28 | Method and system for converting a conventional vehicle into a hybrid vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2554678A1 true CA2554678A1 (en) | 2008-01-28 |
Family
ID=38988142
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002554678A Abandoned CA2554678A1 (en) | 2006-07-28 | 2006-07-28 | Method and system for converting a conventional vehicle into a hybrid vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2554678A1 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8423214B2 (en) | 2009-09-15 | 2013-04-16 | Kpit Cummins Infosystems, Ltd. | Motor assistance for a hybrid vehicle |
| US8596391B2 (en) | 2009-09-15 | 2013-12-03 | Kpit Cummins Infosystems Ltd | Method of converting vehicle into hybrid vehicle |
| US8606443B2 (en) | 2009-09-15 | 2013-12-10 | Kpit Cummins Infosystems, Ltd. | Motor assistance for a hybrid vehicle based on user input |
| US9227626B2 (en) | 2009-09-15 | 2016-01-05 | Kpit Technologies Limited | Motor assistance for a hybrid vehicle based on predicted driving range |
| WO2022146372A1 (en) * | 2020-12-28 | 2022-07-07 | Cicek Dursun | The system and method of converting over-life public transport vehicles into 100% electric vehicles |
-
2006
- 2006-07-28 CA CA002554678A patent/CA2554678A1/en not_active Abandoned
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US8423214B2 (en) | 2009-09-15 | 2013-04-16 | Kpit Cummins Infosystems, Ltd. | Motor assistance for a hybrid vehicle |
| US8596391B2 (en) | 2009-09-15 | 2013-12-03 | Kpit Cummins Infosystems Ltd | Method of converting vehicle into hybrid vehicle |
| US8606443B2 (en) | 2009-09-15 | 2013-12-10 | Kpit Cummins Infosystems, Ltd. | Motor assistance for a hybrid vehicle based on user input |
| US9227626B2 (en) | 2009-09-15 | 2016-01-05 | Kpit Technologies Limited | Motor assistance for a hybrid vehicle based on predicted driving range |
| US9884615B2 (en) | 2009-09-15 | 2018-02-06 | Kpit Technologies Limited | Motor assistance for a hybrid vehicle based on predicted driving range |
| WO2022146372A1 (en) * | 2020-12-28 | 2022-07-07 | Cicek Dursun | The system and method of converting over-life public transport vehicles into 100% electric vehicles |
| WO2022146239A1 (en) * | 2020-12-28 | 2022-07-07 | Cicek Dursun | The method of converting over-life public transport vehicles into electric vehicles |
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| Date | Code | Title | Description |
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| FZDE | Discontinued |