Abstract: A hybrid electric vehicle includes a high voltage DC bus and an internal combustion engine. The internal combustion engine is mechanically coupled to a non self-excited generator/motor which is preferably a switched reluctance machine. A power inverter electrically and bidirectionally couples the high voltage DC bus to the non self-excited switched reluctance generator/motor. Front and rear axle dual DC-AC inverters electrically and bidirectionally couple two traction AC non self-excited switched reluctance motors/gear reducers to the high voltage DC bus for moving the vehicle and for regenerating power. An ultracapacitor coupled to the high voltage DC bus. A bidirectional DC-DC converter interposed between a low voltage battery and the high voltage DC bus transfers energy to the high voltage DC bus and ultracapacitor to ensure that the non self-excited switched reluctance generator/motor operating in the motor mode is able to start the engine.

Abstract: An electric wheel motor cooling system includes first and second electric wheel motors and gear reducers which use hydraulic fluid for cooling and lubrication. Each of the electric wheel motor housings includes a sump and a scavenge pump for return of hydraulic fluid to the hydraulic fluid reservoir. A remotely located hydraulic pump interconnected with the hydraulic fluid reservoir supplies and powers first and second locally located hydraulic motors which supply the electric motors and gears with an equal flow of lubricating and cooling oil. The first and second hydraulic motors, in turn, drive a common output shaft which, in turn, drives first and second scavenge pumps. The first and second scavenge pumps have a higher fluid flow rate than the hydraulic motors ensuring that oil is removed from the first and second electric wheel motor housings thus eliminating any churning losses of the motors or gears.

Abstract: An electric wheel motor cooling system includes first and second electric wheel motors and gear reducers which use hydraulic fluid for cooling and lubrication. Each of the electric wheel motor housings includes a sump and a scavenge pump for return of hydraulic fluid to the hydraulic fluid reservoir. A remotely located hydraulic pump interconnected with the hydraulic fluid reservoir supplies and powers first and second locally located hydraulic motors which supply the electric motors and gears with an equal flow of lubricating and cooling oil. The first and second hydraulic motors, in turn, drive a common output shaft which, in turn, drives first and second scavenge pumps. The first and second scavenge pumps have a higher fluid flow rate than the hydraulic motors ensuring that oil is removed from the first and second electric wheel motor housings thus eliminating any churning losses of the motors or gears.

Abstract: A hybrid electric vehicle includes a high voltage DC bus and an internal combustion engine. The internal combustion engine is mechanically coupled to a non self-excited generator/motor which is preferably a switched reluctance machine. A power inverter electrically and bidirectionally couples the high voltage DC bus to the non self-excited switched reluctance generator/motor. Front and rear axle dual DC-AC inverters electrically and bidirectionally couple two traction AC non self-excited switched reluctance motors/gear reducers to the high voltage DC bus for moving the vehicle and for regenerating power. An ultracapacitor coupled to the high voltage DC bus. A bidirectional DC-DC converter interposed between a low voltage battery and the high voltage DC bus transfers energy to the high voltage DC bus and ultracapacitor to ensure that the non self-excited switched reluctance generator/motor operating in the motor mode is able to start the engine.

Abstract: A hybrid electric vehicle includes a high voltage DC bus and an internal combustion engine. The internal combustion engine is mechanically coupled to a non self-excited generator/motor which is preferably a switched reluctance machine. A power inverter electrically and bidirectionally couples the high voltage DC bus to the non self-excited switched reluctance generator/motor. Front and rear axle dual DC-AC inverters electrically and bidirectionally couple two traction AC non self-excited switched reluctance motors/gear reducers to the high voltage DC bus for moving the vehicle and for regenerating power. An ultracapacitor coupled to the high voltage DC bus. A bidirectional DC-DC converter interposed between a low voltage battery and the high voltage DC bus transfers energy to the high voltage DC bus and ultracapacitor to ensure that the non self-excited switched reluctance generator/motor operating in the motor mode is able to start the engine.

Abstract: A hybrid electric vehicle includes a high voltage DC bus and an internal combustion engine. The internal combustion engine is mechanically coupled to a non self-excited generator/motor which is preferably a switched reluctance machine. A power inverter electrically and bidirectionally couples the high voltage DC bus to the non self-excited switched reluctance generator/motor. Front and rear axle dual DC-AC inverters electrically and bidirectionally couple two traction AC non self-excited switched reluctance motors/gear reducers to the high voltage DC bus for moving the vehicle and for regenerating power. An ultracapacitor coupled to the high voltage DC bus. A bidirectional DC-DC converter interposed between a low voltage battery and the high voltage DC bus transfers energy to the high voltage DC bus and ultracapacitor to ensure that the non self-excited switched reluctance generator/motor operating in the motor mode is able to start the engine.

Abstract: An integrator circuit is reset at predetermined engine crank angles to develop a sawtooth waveform representing engine crank angle. A comparator circuit, including an adjustable, voltage source output, is connected in a closed feedback loop around the integrator to regulate the peak of the sawtooth to a predetermined magnitude which is independent of engine speed, and, hence, independent of the sawtooth frequency. The analog output of the comparator represents engine speed. An adjustable calibration resistor in the integrator adjusts the integrator output to secure a desired relationship between the output of the comparator circuit and the frequency of the sawtooth. The complete circuit requires only two operational amplifiers and a small number of passive circuit elements.

Abstract: An electronic engine spark timing controller contains a throttle position transducer circuit and an intake manifold vacuum transducer circuit which provide respective signals representing the throttle position and the magnitude of intake manifold vacuum. Each of these two circuits contains a novel configuration of electronic circuit elements to develop an output electrical waveform composed of repetitive pulses each of which has a pulse width representative of the corresponding mechanical input signal which is supplied to the circuit via a transducer in the form of a coil whose inductance is varied in accordance with the mechanical input signal. The coil in each transducer circuit forms a portion of an RL type monostable circuit which exhibits an electrical transient when triggered. Both transducer circuits are triggered from a free-running pulse generator which is set to generate pulses at a fixed frequency.

Abstract: A variable inductance transducer for providing, via inductance modulation, an electrical output signal which is representative of a mechanical input signal. The transducer comprises a cylindrical plastic bobbin on which an inductive coil is wound. A pair of electrical terminal receiving sockets for a pair of electrical terminals are formed at one end of the bobbin and a pair of electrical terminals are disposed therein. The ends of the wire forming the coil are soldered to the terminals. A protective enclosure is molded around the coil and the portions of the terminals received in the sockets to enclose the coil and lock the terminals in place in the sockets. A ferrite core is slidably arranged within a central axial bore in the bobbin to vary the inductance of the transducer in accordance with the axial portion of the core.

Abstract: A variable inductance transducer for providing, via inductance modulation, an electrical output signal which is representative of a mechanical input signal. The transducer comprises a cylindrical plastic bobbin on which an inductive coil is wound. A pair of electrical terminal receiving sockets for a pair of electrical terminals are formed at one end of the bobbin and a pair of electrical terminals are disposed therein. The ends of the wire forming the coil are soldered to the terminals. A protective enclosure is molded around the coil and the portions of the terminals received in the sockets to enclose the coil and lock the terminals in place in the sockets. A ferrite core is slidably arranged within a central axial bore in the bobbin to vary the inductance of the transducer in accordance with the axial position of the core.

Abstract: A variable inductance transducer for providing, via inductance modulation, an electrical output signal which is representative of a mechanical input signal. The transducer comprises a cylindrical plastic bobbin on which an inductive coil is wound. A pair of electrical terminal receiving sockets for a pair of electrical terminals are formed at one end of the bobbin and a pair of electrical terminals are disposed therein. The ends of the wire forming the coil are soldered to the terminals. A protective enclosure is molded around the coil and the portions of the terminals received in the sockets to enclose the coil and lock the terminals in place in the sockets. A ferrite core is slidably arranged within a central axial bore in the bobbin to vary the inductance of the transducer in accordance with the axial position of the core.

Abstract: A variable inductance transducer for providing, via inductance modulation, an electrical output signal which is representative of a mechanical input signal. The transducer comprises a cylindrical plastic bobbin on which an inductive coil is wound. A pair of electrical terminal receiving sockets for a pair of electrical terminals are formed at one end of the bobbin and a pair of electrical terminals are disposed therein. The ends of the wire forming the coil are soldered to the terminals. A protective enclosure is molded around the coil and the portions of the terminals received in the sockets to enclose the coil and lock the terminals in place in the sockets. A ferrite core is slidably arranged within a central axial bore in the bobbin to vary the inductance of the transducer in accordance with the axial position of the core.

Abstract: A circuit for generating a throttle advance signal for use in an electronic engine spark timing control system contains: a throttle position transducer circuit which develops a constant frequency pulse train wherein the width of the pulses is modulated in accordance with throttle position derived from a throttle position transducer; a pulse to analog conversion circuit with ambient air temperature compensation which converts the pulse train into a temperature compensated analog signal representative of throttle position; and a throttle rate circuit which monitors the rate of change of throttle position to provide a throttle rate signal whose sensitivity is inversely proportional to ambient air temperature but whose magnitude is independent of ambient air temperature. The throttle advance signal is a function of both the throttle position signal and the throttle rate signal. The throttle advance signal is used to adjust engine spark timing in accordance with throttle operation.

Abstract: An electronic engine spark timing controller contains a throttle position transducer circuit and an intake manifold vacuum transducer circuit which provide respective signals representing the throttle position and the magnitude of intake manifold vacuum. Each of these two circuits contains a novel configuration of electronic circuit elements to develop an output electrical waveform composed of repetitive pulses each of which has a pulse width representative of the corresponding mechanical input signal which is supplied to the circuit via a transducer in the form of a coil whose inductance is varied in accordance with the mechanical input signal. The coil in each transducer circuit forms a portion of an RL type monostable circuit which exhibits an electrical transient when triggered. Both transducer circuits are triggered from a free-running pulse generator which is set to generate pulses at a fixed frequency.

Abstract: A control system for an internal combustion engine contains a novel programmed control function circuit which contains: an accumulation function circuit for developing an accumulation function representative of the duration for which the engine has been operating in selected operating modes; a transducer circuit which develops a signal representative of the instantaneous value of a selected engine operating parameter; and a modulation circuit which modulates the two to develop a programmed output signal which is utilized in controlling the engine. In the preferred embodiment, the accumulation function is representative of the duration for which the engine has been operating at idle and non-idle conditions and the selected operating parameter is engine manifold vacuum; the modulation circuit develops from these, a programmed vacuum advance signal utilized in controlling the spark timing advance for the ignition system of the engine.