WO1982002523A1 - Stored power system for vehicle accessories - Google Patents

Abstract

The system (16, 19) selectively operates automotive accessories (12, 22, 23, 29, 33) of a vehicle independently of the motive drive force generated by the vehicle heat engine (10). The electric power system is charged from stationary sources (86) external to the engine drive or from a generator (14) carried by the vehicle.

Description

STORED POWER SYSTEM FOR VEHICLE ACCESSORIES

This invention pertains to land vehicles of a type having accessories which heretofore have been driven by the vehicle's fuel powered vehicle drive engine or turbine which supplies the motive power, or by an onboard fuel powered auxiliary power unit (APU), or by an exhaust gas turbine (EGT). More particularly, this invention pertains to a system and method for relieving substantially all the load of the accessories from these drives, while transferring such loads to power sources external of the vehicle, i.e., not supplied by operation of such drives.

Presently automotive vehicle accessories are powered either directly or indirectly from the engine which supplies the motive power. Accessories such as power steering and power brakes are powered by pumps driven by the engine. Accessories such as air conditioner compressors and water pumps are driven directly by the engine. Electrically powered accessories are powered by batteries which are charged by a generator driven by the engine. Trucks and tractors may include additional major accessories such as refrigeration units for the trucks and/or associated trailers, sometimes driven by APU's. Exhaust gas turbines may drive supercharger All such accessories require power and, therefore, increase the onboard fuel consumption and pollution. This, of course, reduces the mileage provided for a given unit of fuel.

Such accessory power usage often reduces the vehicle permance by reducing delivered power and, therefore, speed, acceleration, etc.

The system as disclosed herein is intended to reduce fuel consumption and pollution, and improve vehicle performance. Accordingly, as disclosed herein, a passenger or other type of land vehicle has been provided wherein all of the drive power comes from a fueled engine while one or more of the accessories associated with the vehicle are driven by storage batteries charged primarily from sources independent of or external to, the operation of the vehicle drive engine. Accordingly, suitable means have been provided for taking power from the electrical utility system, as from a wall outlet, and using said electrical power for recharging the battery of the vehicle, preferably most economically during periods of low utility power usage. The battery may also obtain some or all of its charge from solar cells, thermoelectric units heated by the exhaust gases, regenerative braking and exhaust gas turbine generators.

As described above, vehicle engines presently are required to provide not only the motive power and to drive the vehicle wheels, but also power a number of accessories. By requiring such an internal combustion engine to power the accessories, it has been observed that from 5 to 20 percent of the engine's power, depending on conditions, is consumed in operating the accessories, thereby requiring greater fuel usage for given motive power, producing additional pollution, and reducing vehicle performance. According to the system as disclosed, herein, accessory loads are removed from the engine and transferred directly to another power supply using less, if any, petroleum and producing less pollutants.

While the system described herein can be installed progressively into a vehicle, it is believed that it would be more viable to remove most, or all, of the accessory load at once, rather than to remove one such accessory at a time

The latter would have the effect of introducing vehicle improvements significant enough to justify such conversion.

Present electrically operated or powered accessories could be unloaded quickly from the engine by disconnecting the generator from the engine. The owner may disconnect the generator by removing its driving belt; or, by means of a clutch, leaving the belt in place for driving such generator during emergencies. The vehicle manufacturer might elect to actually omit the generator, both to save its cost and weight and/or to justify that his legal mileage/pollution tests would not later be defeated by an owner reactivating a generator still installed, but merely disabled or disconnected. The manufacturer may further choose to substitute a smaller generator to provide minimal electric power for emergency use (ignition, minimum lights).

Accessories which are presently non-electrical can be removed from the engine load as fast as the manufacturer or owner desires to proceed. The manufacturer's goals in such progress would be influenced greatly by the ratio of such removal cost to the results thereof on an overall legalproduction-sales basis. However, the present owner of a "gas-guzzler" vehicle, driven heavily in city traffic with a high luxury use of accessories, would have much stronger incentive for such removals to reduce fuel costs where driving in a region of high fuel prices, and/or low electricity rates, than an owner of a small, simply equipped car would have in a region of relatively inexpensive fuel, and/or high electricity rates.

Types of accessories which are driven by, and used by, the engine, include emission air pumps, radiator fans, water pumps and oil pumps. Each of these accessories can be operated individually, or in groups by electric motors, individually or mutually controlled, to keep engine fluid temperatures and/or pressures at their optimum level for engine efficiency at each different vehicle speed, outside air temperature, altitude, etc. For example, neither the radiator fan nor water pump need function much, if any, at high vehicle, speed when traveling on level roads at low altitude, especially on cool or icy days. However, as presently directly driven by the engine such accessories continuously run at the same speed ratio as the engine, and thus always use the same high engine power as when each are fully required in climbing heavy grades, at low speeds, at high altitudes on hot days. In summary, electric drive of these engine accessories would conserve fuel, reduce pollution and provide more efficiently designed engine operation as well as improving overall vehicle performance.

The pumps required for vehicle power brakes, power steering and air conditioning, which are now engine driven, can be driven by electric motors (perhaps by one common motor). Again, each accessory could be powered only as needed.

In this invention all these accessories can be driven by motor, powered directly from the battery of the vehicle.

This removes those loads from the engine and adds them to the battery load, reducing fuel consumption and increasing performance. It has been observed that such a changeover can often simplify the construction and the maintenance of the vehicle engine and/or of the accessories themselves. Obviously, with such an increase in the electrical load, and with intermittent battery charging (instead of the present continuous recharging provided now by means of the engine driven generator), the battery may need more capacity than at present. Fortunately, the growing interest in allelectric vehicles has already led to improvement over the present lead-acid storage battery, particularly by zincnickel oxide batteries and Gulf's zinc-chloride batteries a well as the more expensive nickel-cadmium batteries used on aircraft. Further, removal of the generator may offset the increased costs of such improved batteries, and their additional weight, if any.

With the growing use of vehicles using this new system and method (and the growing use of all-electric vehicles) a network of battery servicing and exchange facilities can be expected to develop as a new major service business in public garages, service stations, parking lots, drive-in movies, etc. The supply of battery power will then become analagous to the supply today of gasoline or diesel fuel.

The manufacturer can install a normal battery charger, or motor-driven generator, on the vehicle with means for connecting to an external power source. If neither is installed, the vehicle owner can purchase a battery charge to carry in his vehicle. In any case, the owner can plug a cord connecting any recharging means into a power outlet at his home, garage or parking lot at work. As the servicing of batteries grows and becomes more widespread, additional outlets, either metered. or included in the parking hourly/ monthly fee, can be expected to become more readily available.

As their capital costs decline, a solar cell system for generating electricity, mounted on the vehicle, may become viable for partially or wholly recharging the battery. Regenerative braking (as commonly used on electric vehicles) and/or an exhaust gas turbine driven generator or an exhaust gas supplied thermoelectric unit may assist in battery charging.

To simplify the driver's use of a system of the kind described, two batteries (or two groups of batteries) can be connected to the system so that either one can be used, as manually selected by the driver from the dashboard. Or, preferably, as disclosed herein, when the battery in use falls below a minimum charge level, an automatic switch can serve to decouple the first battery and connect the accessories 'to the second battery. Until the "dead" first battery is replaced or recharged, an alarm light may be displayed.

As described above, buses, trucks and tractors often have air conditioners driven by their engines. Tractors and trucks (and their towed semi-trailers and trailers) may have major accessories, such as harvesters, refrigerant compressors (for freezer bodies), concrete mixing drums, etc., driven by their engines, or by APU's. Using this invention, such accessories could be driven by electric motors, powered by storage batteries, carried on the vehicles, which could be charged externally. Alternatively when parked, these accessory motors could be powered directly by external electric sources, perhaps while the batteries are being recharged.

In general, this invention pertains to an automotive vehicle, including a heat engine or turbine for supplying the entire motive force to the vehicle. Electric storage battery means carried by the vehicle are normally herein maintained in a charged state by sources of electricity substantially independent of the operation of the vehicle. The storage battery means directly coupled to the poweroperated accessories operates said accessories, substantially solely from said storage battery means, to relieve such associated load from the engine or turbine.

It is a general object of the present invention to provide an improved automotive vehicle characterized by reduced fuel consumption, reduced emission of pollutants and improved vehicle performance.

Another object of the present invention is to provide a system and method of the kind described in which the vehicle's accessories are substantially powered by electric storage battery means.

A further object of the present invention is to provide a system and method of the kind described in which the storage battery means is primarily recharged by sources external: to the vehicle.

Still another object of the present invention is to provide a system of the kind described in which a plurality of storage battery means can be employed in sequence for operating the accessories of the vehicle.

Another object of the present invention to provide a system of the kind described in which a generator can be coupled to the engine for recharging a battery after it has been drained to a predetermined level, when the vehicle is used for long periods of time or during emergencies.

A further object of the present invention is to provide alternate means of driving selected electric accessories, especially when the battery is nearly discharged (in order to conserve the battery life); or, when parked (in order to use external electric power directly).

The foregoing and other objects of the invention will be more readily evident from the following detailed description of preferred embodiments when considered in conjunction with the drawings.

Figure 1 is a diagrammatic front elevation view of an automotive internal combustion (heat) engine in which accessories are battery operated according to the invention;

Figure 2 shows an electrical diagram of a multiple battery system including means for automatically switching from one battery to another;

Figure 3 shows a diagrammatic side elevation of a heat engine in which an optionally-installed generator may be driven either by the engine or by an externally-powered electric motor including means for clutching the generator to the engine, or clutching the generator to the electric motor;

Figure 4 is a diagram of a circuit for automatically controlling selected accessory components of the system shown in Figure 3; for manually switching from one battery to another;

Figure 6 is a circuit diagram of a system for manually switching the generator to operate from the engine drive;

Figure 7 is a circuit diagram for manually controlling other selected accessory components of a system to operate from the engine or to operate from an externally powered electric motor; and

Figure 8 is an electrical circuit diagram combining Figures 5, 6 and 7 to provide manual or automatic switching of: dual batteries, generator and selected accessory drives.

The embodiments shown in Figures 2 to 7 can also be combined as desired, with either manual or automatic switching means for any individual embodiments.

Figure 1 shows an internal combustion (heat) engine assembly of the type adopted to be mounted within the engine compartment of an automotive vehicle. Engine assembly 10 includes a radiator cooling fan 12 driven by an electric motor 13 and an optionally-installed direct current generator 14 (for use under circumstances as described further below). Since the commonly used automotive alternator is an electric generator for first producing alternating and then secondly, direct current, the "generator" 14 having direct current output can be either a generator or an alternator, and the terms are used interchangeably herein.

Inasmuch as the usual automotive vehicle includes a wiring harness electrically connected to the various electrically operated accessories, the system shown in Figure 1 includes an electric wiring harness 16 electrically coupled at its lower end to the terminals 17, 18 of an electric storage battery 19 carried upon a suitable support platform 21 within the engine compartment of the vehicle. Battery 19, in normal operation, provides the power for operating accessories. It is contemplated that during periods of low power usage, as in the middle of the night, such batteries can be most economically recharged simply by coupling the input lead 89 of a recharging unit 84 of conventional design to a wall outlet 86. The battery charger 84 is provided with clamps such as used in "jumper" cables. Clamp 90 is adapted to be associated with the positive terminal of the battery, and 91 with its. negative terminal. If charger 84 is permanently installed in the vehicle, 90 and 91 may be connected, through protective diodes, permanently to the battery circuits, via harness 16. Then, when the vehicle is parked, lead 89 can be coupled to wall outlet 86 for recharging. The battery 19 can also be recharged by the optionallyinstalled generator 14, as driven either by engine 10 or by an optionally-installed electric motor 34 (when the latter is coupled to an external electric source, such as wall outlet 86) as further detailed in Figures 3 and 4. Furthermore, the battery 19 can be recharged by a solar cell electric system mounted externally on the vehicle (or on a towed trailer), and connected to harness 16. Battery 19 can also be so connected for recharging to a regenerative braking system, and/or an EGT driven generator, and/or an exhaust gas heated thermoelectric unit.

A number of boxes representative of various accessories are diagrammatically coupled to wiring harness 16 with the name of a given accessory shown within the border of each box. Accordingly, it is to be understood that while a motorized power steering pump or a motorized power brake pump, for example, have not been shown in detail as they might actually appear on the engine assembly 10, the boxes 22, 23 diagrammatically represent the actual structure of such motorized pumps. Accordingly, electrical leads 24, 26 are respectively coupled between harness 16 and motorized brake pump 22 and motorized power steering pump 23, respectively.

Where it has been feasible to show the electrical connections between the wiring harness 16 and certain accessories such as the motorized radiator fan 12, electrical leads, such as leads 27, are shown providing the appropriate interconnection with fan motor 13.

Similarly, leads 28 serve to couple harness 16 to a motorized air conditioning compressor 29. An electric motor 31 connected by leads 32 operates a water pump 33.

An optionally-installed generator 14 driven by the engine 10, in one arrangement can also be driven by a motor 34 (Figure 3) via leads 36, 37 to an external electric source, such as outlet 86, Figure 1, to recharge battery 19.

Figure 2 shows a dual battery system embodiment of the invention wherein a vehicle can be operated for longer periods of time than from a single battery, by first operating accessories from one battery until it is drained to a predetermined level and then automatically switching to operate the accessories from a second battery.

Batteries 19A and 19B are coupled to switch means 69. It is to be understood that in practice batteries 19A and 19B may each include a number of batteries to provide energy, with each battery perhaps driving a selected associated accessory.

The positive side of battery 19A is coupled via diode 71, poled to pass current in the direction indicated by the arrowhead portion of the diode, connected by lead 72 and to a voltage responsive switch element 73 of known design. The negative side of battery 19A also passes via lead 74, switch means 73 and along lead 76. The other output from switch element 73 travels along lead 75. So long as battery 19A retains its charge, its output is fed via output leads 75, 76 to harness 16 for operating accessories.

However, at such time as the level of charge in battery 19A drops below a predetermined minimum, sufficient to hold switch element 73a open, the switch element 73a closes and forms a circuit which introduces battery 19B to the system in a manner precluding battery 19B from wasting its charge by attempting to recharge battery 19A.

Closure of switch element 73a forms a circuit which traces from the positive side of battery 19B via lead 77, diode 78, switch element 73a, and lead 79 coupled to output lead 75. The negative side of battery 19B connects directly via lead 81 to output lead 76.

Finally, when operating on secondary battery 19B, its warning light 82 is lighted, as it is disposed between leads 79, 81. Should it be necessary, a resistance can be introduced into lead 83 to protect the light 82.

Figures 1, 3 and 4 show a means for. automatically coupling generator 14 to be driven by the engine 10 so as to charge battery 19 after battery 19 has been drained down to a pre determined level, so as to inhibit the draining of the battery 19 substantially below a safe level.

Engine 10 includes an output drive shaft 42 for rotating a drive pulley 43 disposed on the outer end thereof. A drive belt 44 trained about a generator drive pulley 46 and guide pulley 47 serves to rotate shaft 48 continuously. Whenever during operation of the vehicle the charge in battery 19 drops below a predetermined level, an electromagnetic clutch 38 is engaged so as to couple shaft 48 to the generator shaft 41. At the same time, if motor 34 is installed, an electromagnetic clutch 39 serves to decouple the frictionwindage load of the now inactive motor 34 from generator 14 (being now driven by engine 10).

As shown in Figure 4, battery 19 is disposed with a number of accessories 49 connected thereacross in parellel. Whenever generator 14 is activated, it serves to maintain the charge in battery 19 while operating accessories as indicated by box 49. Thus, a circuit traced from the positive terminal 51 of battery 19 along leads 52, 53 via a voltage regulator 54, lead 56, generator 14 and returning to the battery along a path defined by lead 57, voltage regulator 54, and continuing along lead 57 to return to the negative terminal 58 of battery 19 via lead 59 provides power from generator 14 to battery 19 and accessories 49.

In addition to the above, means for sensing the level of charge of battery 19 comprises a voltage responsive sensor 61 of known design for electric vehicles called "a battery discharge indicator," coupled across battery 19 by leads 62, 63 in parallel with the accessories, generator and the like.

Sensor 61 is shown coupled to a switch element 61A whereby the normal voltage across battery 19 is sufficient to maintain switch element 61a in an open position. However, as the charge in battery 19 is drained down, the voltage responsive sensor 61 serves to release switch element 61a so as to form an additional circuit via switch element 61a to lead 64, electromagnetic clutch 38 and to ground. It is clear that the minimum charge level of battery 19 must not be below a level sufficient to operate clutch 38.

Accordingly, as clutch 38 is energized, the engine drive via shaft 42 and drive belt 44 will serve to rotate generator 14 to generate electricity for replenishing the charge in battery 19.

At such times (if motor 34 is installed), it is desirable to relieve generator 14 and engine 10 from the friction-windage load of the now-inactive motor 34. Accordingly, electromagnetic clutch 39 is deactivated by providing a connection from lead 64 via lead 66, to an invertor 67 and a lead 68 coupled to clutch 39. Thus the signal for energizing the electromagnetic clutch 38, when inverted, serves to de-energize clutch 39, thereby releasing generator from motor 34.

Afte the charge on battery 19 has been suitably replenished there will be sufficient charge to activate the voltage responsive sensor 61 thereby opening switch element. 61a. The opening of switch element 61a serves to de-energize clutch 38 and via invertor 67 to energize clutch 39 to couple motor 34 to generator 14. Thus coupled together, this motorgenerator, 34-14, can be used to recharge battery 19 by connecting motor leads 36 and 37 to an external electric source, such as outlet 86 on Figure 1.

Figure 5 shows another embodiment of the invention in which the generator 14 has been eliminated and an additional battery and control provided. While Figures 2 and 4 provided automatic switching, the Figure 5 (and related Figures 6 and 7) provide manual switching. Figures 5, 6 and 7 can also be automated, similarly to Figures 2 and/or 4.

Accordingly, as shown in Figure 5, a first battery 92 is provided in conjunction with starter 93 and starter switch 94. A dashboard mounted control box 96 includes a single pole, double throw, snap action switch 97 and a voltmeter (or other battery discharge indicator) 98 with indicator (such as a warning light).

An additional battery 99 (or batteries arranged in parallel) is disposed in a circuit as traced from the positive terminal of battery 99, lead 101, box 106, accessories lead 103, switch armature 97 and then returning to the negative side of battery 99 via lead 102. Voltmeter 98 indicates the charge level of this battery as well. The switch 97 permits selection of either battery without current interruption, due to its snap action.

A box identified with reference numeral 106 is diagrammatically representative of the remaining accessory circuits to be operated by battery 99, while 107 pertains to an optional arrangement in which additional recharging means can be provided to be carried by the vehicle, such as thermopile, solar cells, regenerative braking, EGT driven generator, exhaust gas supplied thermoelectric unit, etc. A diode 105 serves to block a path leading directly to ground from the positive terminals of battery 99 through voltmeter 98.

It has been observed from years of electric vehicle operation, that careful comparison of readings taken from voltmeter 98 and the vehicle's odometer will provide a useful forecast of the distance the vehicle can travel on a given battery so as to properly plan a trip with respect to needing recharging or exchange services, or for better manual selection of battery, generator or major accessory usages. In operation, and assuming batteries 92 and 99 to be fully charged at. the beginning of a trip, switch armature 97 can be disposed in the B position so as to initially use battery 99. When the discharge warning light or voltmeter 98 indicates that battery 99 has been discharged to a predetermined level, the driver can change switch armature 97 to the A position and thereafter utilize battery 92.

When voltmeter 98 shows that battery 92 is approaching substantial discharge, the driver can then proceed to the nearest battery recharging or exchange station, preferably avoiding any stopping of the engine (since after the engine is stopped there could possibly be insufficient battery power for starting the engine).

Figure 6 shows another embodiment of the invention in which a generator can be manually switched on, for emergency use, or for long trips. Figure 6 corresponds substantially to Figure 5, but uses only one battery 92. Coil 14 represents an optionally-added generator 14, and box 38 represents an electromagnetic clutch for coupling said generator 14 to be driven by drive belt 44 (per Figure 3). Switch 111 and voltmeter 98 are disposed in the dashboard mounted control panel 96.

Starting the trip with switch 111 normally open, when the charge on battery 92, as measured by the voltmeter 98, approaches a predetermined charge level, the driver can close switch 111 in order to keep battery 92 well charged.

Electromagnetic clutch 38 thus energized serves to couple engine 10 to drive generator 14. Closure of switch 111 energizes clutch 38 via a circuit traced now from the positive terminal of battery 92 along lead 101 through generator 14 to clutch 38. The return circuit is traced from clutch 38 along lead 109 to switch armature 111, now in its closed position. The return circuit continues along lead 112 and lead 113 to the negative terminal of battery 92.

Figure 7 shows an embodiment of the invention which serves to handle selected heavier accessory loads, such as: air. conditioning systems for automobiles, buses and trucks, freezer systems on refrigerator trucks or trailers, concret mixing drums, dump body hoists, farm equipment requiring power and towed by tractors (such as harvesters, etc.). While the description below pertains to an air conditioning compressor drive, this embodiment can be applied to any accessory load in order to relieve that load from the heat engine. It then places such load as an electric load, upon an electric storage battery carried by the vehicle, or a unit towed by it, but recharged by external electric sources. Or, it places this electric load directly upon an external electric source, in either case relieving it as a load upon the heat engine 10.

Figure 7 corresponds substantially to the embodiments shown in Figures. 5 and 6, but uses only one battery 92 and no generator.

This embodiment provides an air conditioner compressor electric motor represented by the coil 114, an electromagnetic clutch or other enabling means 116 serving to couple the air conditioner compressor to the engine 10 drive, and a dashboard mounted control panel 96, containing a voltmeter 98 and a selector switch 117 (for coupling air conditioner drive signals from line 118 to points C or D, for respectively coupling the air conditioner compressor to be driven by the engine 10, or to operate electric motor 114 to provide the compressor operation).

Thus, switch 117 serves to permit the selection of either the engine 10 drive, by operating the enabling means 116 (such as an electromagnetic clutch), or selecting the electric drive motor 114, with either drive based upon signals from imput 118 from the air conditioner control unit.

In operation, switch 117 will initially be in the D position so that air conditioning signals from line 118 can control the operation of the electric motor 114 driving the compressor.

When voltmeter 98 shows that battery 92 is approaching a predetermined lower level of discharge, a driver can then shift switch 117 to the C position thereby "enabling" the electromagnetic clutch 116 to couple the load of the compressor to the engine, whenever so signalled by 118.

The embodiments shown in any of Figures 1 thru 7 can be combined, and each embodiment thereof can be controlled either manually or automatically, as desired. Figure 8 shows a combination embodiment of Figures 5, 6 and 7, thus providing dual batteries, generator option and selected necessary drive options. Like reference numerals have been applied.

Although certain circuits and elements have been described, it is intended to cover equivalent elements. For example, solenoid operated, electronic, hydraulic or pneumatic switches or circuits may be used. The electromagnetic clutches shown can alternatively be removable belts, or mechanical couplings with removable drive pins or keys, to permit manual coupling or decoupling.

From the foregoing it shall be readily evident that there has been provided an improved stored power system and method for operation of accessories of a vehicle. The sole motive force for the vehicle is provided by an engine and the electric power for normal operation of the accessories is derived from sources external to the vehicle so as to reduce the consumption of fuels, reduce pollutants, increase mileage for trips of predetermined distance, and improve vehicle performance.

Claims

1. An automotive vehicle including a combustion engine for supplying the entire drive force to the vehicle, electric storage battery means carried by said vehicle and normally maintained in a charged state by stationary sources of electricity substantially independent of the operation of said engine, the accessories conventionally powered directly or indirectly from said engine being primarily electric power operated, said electric storage battery means coupled to said accessories for operating said accessories substantially solely from said battery means to relieve the associated load from the engine drive.

2. An automotive vehicle according to Claim 1 in which the electric battery means includes a first and a second battery means, a system for coupling said first battery means to operate said electric accessories until said first battery means has been discharged to a predetermined level, means for sensing and/or displaying such level, and means responsive to the last named means for automatically at such predetermined level, or manually at any time, decoupling the first battery means and coupling the second battery means to operate said electric accessories.

3. A automotive vehicle according to either Claim 1 or Claim 2 including a generator and a system for coupling said generator to be driven by the engine to charge said electric storage battery means, after draining said battery means down to a predetermined level of charge to inhibit the draining of said battery substantially below said level.

4. A method of reducing fuel consumption, reducing generation of pollutants and improving vehicle performance which comprises providing electrical drives for accessories normally driven directly by the engine, providing battery means for energizing said electrical drives and for energizing electrical accessories normally energized from the battery of the vehicle and charging said battery means primarily be a source external to the engine.

5. A method according to Claim 4 in which said source external to the engine comprises an electrical utility.

6. A method according to either Claim 4 or Claim 5 including additionally detecting the level of charge in said battery and providing a signal signifying a low charge.