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WO2009158184A1 - Turbotransmission hybride pneumatique - Google Patents

Turbotransmission hybride pneumatique Download PDF

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Publication number
WO2009158184A1
WO2009158184A1 PCT/US2009/046745 US2009046745W WO2009158184A1 WO 2009158184 A1 WO2009158184 A1 WO 2009158184A1 US 2009046745 W US2009046745 W US 2009046745W WO 2009158184 A1 WO2009158184 A1 WO 2009158184A1
Authority
WO
WIPO (PCT)
Prior art keywords
turbine
vehicle
air
compressor
clai
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US2009/046745
Other languages
English (en)
Inventor
Mustafa Rez
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US12/145,469 external-priority patent/US7810322B2/en
Priority claimed from US12/269,261 external-priority patent/US8087487B2/en
Priority claimed from US12/421,286 external-priority patent/US20090313984A1/en
Application filed by Individual filed Critical Individual
Priority to JP2011514700A priority Critical patent/JP2011525580A/ja
Priority to CA2727060A priority patent/CA2727060A1/fr
Priority to EP09770718A priority patent/EP2288824A1/fr
Publication of WO2009158184A1 publication Critical patent/WO2009158184A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/04—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump
    • F02B37/10—Engines with exhaust drive and other drive of pumps, e.g. with exhaust-driven pump and mechanically-driven second pump at least one pump being alternatively or simultaneously driven by exhaust and other drive, e.g. by pressurised fluid from a reservoir or an engine-driven pump
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01B—MACHINES OR ENGINES, IN GENERAL OR OF POSITIVE-DISPLACEMENT TYPE, e.g. STEAM ENGINES
    • F01B9/00—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00
    • F01B9/04—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00 with rotary main shaft other than crankshaft
    • F01B9/06—Reciprocating-piston machines or engines characterised by connections between pistons and main shafts, not specific to groups F01B1/00 - F01B7/00 with rotary main shaft other than crankshaft the piston motion being transmitted by curved surfaces
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
    • F02B75/18—Multi-cylinder engines
    • F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
    • F02B75/222—Multi-cylinder engines with cylinders in V, fan, or star arrangement with cylinders in star arrangement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F02B37/013—Engines characterised by provision of pumps driven at least for part of the time by exhaust with exhaust-driven pumps arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/04—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits concerning exhaust conduits
    • F02D9/06—Exhaust brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
    • F02G2260/00—Recuperating heat from exhaust gases of combustion engines and heat from cooling circuits
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention relates to improvements in energy consumption in a vehicle.
  • the invention is multi-purpose unit (MPU) for energy recovery from the cooling systems, exhaust system, ram pressure and breaking system.
  • MPU multi-purpose unit
  • the MPU recovers some of the energy from the cooling system by capturing the ram pressure through the radiation and using the captured energy in the MPU.
  • the MPU uses energy recovered from the exhaust gas by sending the exhaust gas back into the MPU and using it.
  • the exhaust gas that is being discharged from the cylinder has a high pressure and high temperature. By sending the exhaust back to the MPU the MPU can recover some of the heat and the pressure and convert it into power.
  • the MCU can use the energy recovered from the breaking system.
  • the MFD unit will reduce the pollution significantly by mixing the exhaust gas with fresh air from the air ram and under high temperature and high pressure.
  • a first storage tank is used for the engine as a supercharger and to start the engine.
  • a second storage tank is used for energy storage from the braking system and from a plug-in power source.
  • the second storage tank is usable as a compressed air supply to supply high pressure air and for other uses such as but not limited to the suspension system of the vehicle, construction tools and for the braking system.
  • the multi-purpose unit has an automatic transmission that uses multi ⁇ stage turbines as shown and described in patent application 1 2/1 45,469, 1 2/421 ,286 and 1 2/269,261 by the same inventor.
  • It is an object of the pneumatic hybrid turbo transmission to operate as a multi-purpose unit (MPU) is a second engine, supercharge, compressed air storage tank, air compressor, starter for the engine, catalytic converter and automatic transmission.
  • the multi-purpose unit (MPU) reduces the pollution to near zero and further reduces the drag coefficient on the vehicle.
  • the multi-purpose unit has two or more in-line compressors that transfer the power from the power source, such as an internal combustion engine (ICE), to a turbine or multi-stage turbine to act as an automatic transmission.
  • ICE internal combustion engine
  • the pneumatic hybrid turbo transmission system uses a plug-in or external power source as a second source of power.
  • FIG. I shows a block diagram of a first preferred embodiment of a pneumatic hybrid turbo-transmission.
  • FIG. 2 shows a T-S diagram of energy through the pneumatic hybrid turbo- transmission in the first preferred embodiment.
  • FIG. 3 shows a block diagram of a second preferred embodiment of a pneumatic hybrid turbo-transmission with a radial engine.
  • FIG. 4 shows a T-S diagram of energy through the pneumatic hybrid turbo- transmission in the second preferred embodiment.
  • FIG. 5 shows a graph of the relationship between aerodynamic drag and rolling resistance over a speed range.
  • FIG. 6 shows a block diagram of third preferred embodiment of a pneumatic hybrid turbo-transmission with a compressor / turbo unit.
  • FIG. 7 shows a block diagram of fourth preferred embodiment of a pneumatic hybrid turbo-transmission with a compressor / turbo unit.
  • FIG. 8 shows a block diagram of fifth preferred embodiment of a pneumatic hybrid turbo-transmission with a compressor unit.
  • FIG. 9 shows a block diagram of sixth preferred embodiment of a pneumatic hybrid turbo-transmission with a compressor unit.
  • FIG. 1 0 shows a block diagram of seventh preferred embodiment of a pneumatic hybrid turbo-transmission with an electrical generator.
  • FIG. 1 1 shows a block diagram of eight preferred embodiment of a pneumatic hybrid turbo-transmission with an electrical generator.
  • FIG. I 2 shows a block diagram of a ninth preferred embodiment of a pneumatic hybrid turbo-transmission without an outside unit.
  • FIG. I 3 shows a block diagram of a tenth preferred embodiment of a pneumatic hybrid turbo-transmission with an outside unit.
  • FIG 14 shows a block diagram of a pneumatic hybrid - transmission with a radial engine and a high pressure storage under normal operation.
  • FIG. I 5 shows a block diagram of a pneumatic hybrid turbo-transmission with a radial engine and a high pressure storage tank that is used during the operation of braking.
  • FIG. I 6 Shows a system curve for a three speed Turbo-Transmission.
  • FIG. I 7A-1 7D shows a three speed turbo-transmission and the fluid flow through each of the three speeds.
  • FIG. I 8 shows a system curve for a five speed turbo-transmission.
  • FIG. 1 9 shows a side cross sectional view of a three speed turbo-transmission.
  • FIG. 20 shows a side cross sectional view of a five speed turbo-transmission.
  • FIG. 21 shows a side cross sectional view of a three speed turbo-transmission with ram air input compressor and a radial engine.
  • FIG. 22 shows a side cross sectional view of two planetary gear sets.
  • FIG. 23 shows a side cross sectional view of one planetary gear set.
  • FIG. 24 shows a simplified cross sectional view of the engine with eight cylinders on one elliptical crank with cooling fins.
  • FIG. 25 shows a front cross sectional view of one turbine of a turbo- transmission with the valves closed.
  • FIG. 26 shows a front cross sectional view of one turbine of a turbo- transmission with the valves open.
  • FIG. 27 shows a partial isometric view of one-way overrunning clutches or roller clutches that connect the speed turbines to the driven shaft.
  • FIG. 28 shows a partial isometric view of a multiple disc clutch that connects the speed turbines to the driven shaft.
  • FIG. 29 shows a side cross sectional view of a multiple-disk clutch used in the Turbo-Transmission.
  • FIG. I shows a block diagram of a first preferred embodiment of a pneumatic hybrid turbo-transmission.
  • FIG. 2 shows a T-S diagram of energy through the pneumatic hybrid turbo-transmission as shown in the block diagrams in Figure 1 .
  • the ram pressure 47 is compressed as it enters the vehicle creating ram pressure 2.
  • the ram pressure 2 passes through the radiator 1 8 of the vehicle where it is heated. Refer to the graph in figure 2 that shows the temperature rise on the vertical axis where the corresponding item numbers are shown with the temperature and work recovery.
  • the radiator 1 8 has a hood 1 9 that collects the air 3 after the radiator 1 8 where energy Ql is recovered from the radiator 1 8.
  • the air flow after the radiator 3 passes into compressor (I) 48.
  • Compressor (I) 48 is powered by work unit or engine 20 turn 26 compressor (I) 48 that performs an initial compression of the air 3 from the radiator 1 8.
  • a portion of the compressed air from compressor (I) is returned to the work unit to supercharge the engine 8 and the remainder of the compressed air from the compressor (I) 4 is mixed with the exhaust from the work unit 20 and passed into compressor (II) 49.
  • the work unit 20 produces exhaust, and the heat and pressure from operation and the exhaust is recovered as work Q2 and mixed with some of the air from compressor (I) 4 and passed into compressor (II).
  • FIG. 3 shows a block diagram of a second preferred embodiment of a pneumatic hybrid turbo-transmission using an air cooling radial configuration engine 23.
  • Figure 4 shows a T-S diagram of energy through the pneumatic hybrid turbo-transmission.
  • the ram pressure 47 is compressed as it enters the vehicle creating ram pressure 2.
  • the ram pressure 2 passes through the compressor (I) 48 and then the compressed air 44 enters through air cooling system for radial engine 23.
  • Output air 144 is mixed with exhaust air from the engine.
  • the mixed air 43 enters compressor Il 49.
  • FIG. 5 shows a graph of the relationship between aerodynamic drag and rolling resistance over a speed range.
  • the rolling resistance is caused by the wheels rolling on the ground.
  • the aerodynamic drag changes significantly depending upon the speed of the vehicle. Using the air ram pressure, this drag to produce useful work within the vehicle as opposed to causing an impact on the vehicle as aerodynamic drag.
  • Figures 6, 8, 1 0 and 1 2 show that the exhaust gas will be release into the atmosphere after the turbine 50, and will be a typical transmission 56 after the turbine 50.
  • Figures 7, 9, 1 1 and 1 3 show that the exhaust gas will be released in tin to the atmosphere after the multi-stage turbine transmission is found in the inventor's prior application 1 2/1 45,469 and 1 2/421 /286 that performs as a multi-stage transmission to turn the wheels of the vehicle.
  • FIGS. 6 and 7 show a block diagram of third and forth preferred embodiment of a pneumatic hybrid turbo-transmission with a compressor / turbo unit used for energy recovery from the braking system 59 that includes a storage tank (II) 1 7 with a wire resistor 100 for using an external (Plug-in) power.
  • a compressor / turbine unit 88 is connected with a planetary gear set 86 The unit 88 works as a compressor when using a foot operated brake when the valve 94 and 92 is opened and the valves 89 and 97 are closed.
  • the throttling valve 97 will be opened by the gas pedal or by the control unit of the vehicle.
  • the unit 88 works as a turbine that uses the high pressure air from storage tank (II) 1 7 to produce rotational power to turn the output shaft 90.
  • Figures 8 and 9 show the second preferred embodiment of the energy that is recovered from the braking system 59 that includes a storage tank (II) 1 7 with a resistance wire 100 for external plug-in power.
  • a compressor unit (III) 87 is connected to the output shaft 90 with an engageable coupling 86.
  • the engageable coupling 86 allows the compressor unit (III) 87 to operate when a user engages a brake pedal. Operation of the brake pedal opens valve 79 on air line 1 37 and valve 97 will close.
  • the compressed air from after compressor (II) is sent to inlet compressor (III) 87though pipe 1 37 then through valve 79 to the inlet of compressor unit (III) 87.
  • the pressurized air from tank (II) 1 7 is sent back to turbine 50 for acceleration or to move the vehicle by opening the throttling valve 97 and closing the valve 79 and disengaging the compressor shaft from output shaft 86.
  • Figures 10 and 1 1 show the third preferred embodiment of the energy recovery from the braking system 59 including a storage tank (II) 1 7 with a wire resistor 100 for external plug-in power and wire resistor 99 from electrical generator 98.
  • Electrical generator 98 operates from a foot pedal to generate power that is sent through wire(s) 95 to a wire resistor 99 inside the tank 1 7. The temperature and the pressure inside the tank will rise and the throttling valve 97 will be closed. The pressurized air from tank 1 7 is sent back to turbine 50 for acceleration or to move the vehicle by opening the throttle valve 97.
  • the valve 96 is open all the time except when the vehicle is off and the engine is not running.
  • Figures 1 2, 1 3, 14 and 1 5 show a ninth and tenth preferred embodiments of the energy recovery system from the braking system 59 that includes a storage tank (II) 1 7 with a wire resistor 100 for external plug-in power and tow planetary gear sets 1 20 from Figure 22.
  • the first gear set is used for driving mode and the second gear sets for turbine 50 or for the multi turbine in the turbo transmission. If the second gear is set to the forward mode the turbine will act as a motor. If the second gear is set in the reverse mode the turbines will act as compressors. When the brake pedal is depressed the system will operate in braking mode where the second gear set will be in reverse and the valve 79 will be opened and the throttling valve 97 will be closed.
  • the high pressure air from the compressor 49 and from the multiple compressors 50 will be sent to the storage tank (II).
  • acceleration mode the pressurized air from the storage tank (II) 1 7 is sent back to turbine 50 for acceleration or to mode the vehicle by changing the second gear set to forward mode, by closing the valve 79 and opening the throttling valve with the gas pedal.
  • FIG. I 6 shows a system power curve for the Turbo-Transmission.
  • the left vertical axis 71 is head in ft for a pump.
  • the right vertical axis 73 is Torque in Ib-ft for turbines on an output shaft.
  • the upper horizontal axis 70 is N for the speed for a turbine in Revolutions per Minute (RPM).
  • the bottom horizontal axis 72 is Q for Gallons per Minute (GPM) for a pump or turbine.
  • Solid curved lines 74 represent system curves for a pump at different N, RPM(s).
  • Dashed curved lines 75 represent system curves for turbines.
  • FIG. I 7A-1 7D shows a three speed hybrid Turbo-Transmission and the air flow through turbines.
  • the chart shown in figure 1 3D identifies the activation of the three solenoids to allow flow through the three turbines.
  • the solenoids are designated as ON or OFF and their activation or de-activation allows or prevents flow from the pumps 48, 49 through the turbines 51 -53.
  • Figure 1 3A represents a third gear where solenoid 1 is OFF and 2 and 3 are ON.
  • Input shaft 26 turns pumps 48, 49 that supplies output flow 25 through turbine (Tl ) 51 .
  • FIG 1 3D represents second gear where solenoid 2 is OFF and solenoids 1 and 3 are ON.
  • Input shaft 26 turns pump 48, 49 that supplies output flow 25 through turbine (Tl ) 51 and turbine (T)2 52.
  • solenoid 2 is OFF no flow is made through turbine or (T3) 53.
  • Roller clutch in this turbine allow the turbine to free spin on the output shaft 90.
  • Figure 1 3C represents first gear where solenoid 3 is OFF and solenoids 1 and 2 are ON.
  • Input shaft 26 turns pumps 48, 49 that supplies output flow 25 through turbines (Tl ) 51 , (T2) 52 and (T3) 53 that turn the output shaft 90.
  • Figure 1 8 shows a system curve for a five speed hybrid turbo transmission. The transmission shown in this figure is similar to the three speed transmission that is shown and described in figure 1 6.
  • turbo transmissions shown in figures 1 9, 20 are similar to the turbo- transmission shown in the inventor's pending application 1 2 / 145,469 and 1 2 /421 ,286 with the addition of air line 3 from the cooling system, air compressor line 1 1 after compressor MR02-1 OU-PCT-TEXT Page 1 5 of 29
  • (I) enters into the engine through a storage tank and exhaust line 1 0 from engine. Another difference is that the air after the turbines exhausts out the end of the transmission. Air after the compressor (II) can pass 1 43 to and from a storage tank (II).
  • FIG. 1 9 shows a side cross sectional view of a three speed Turbo-Transmission.
  • the turbo-transmission is essentially round and components shown on the top of this figure are also shown on the bottom of this figure.
  • a brief look at figures 1 9 and 20 show a cross section view of three sets of valves around the turbo-transmission and each of the three sets has eight valves it is contemplated that more or less than eight valves can be used.
  • Rotational bearings 27, 28 and 29 support the various input 26 and output 90 shafts as the power is transmitted to the input shaft 26 through the pumps to turbo-transmission to the output shafts 90 and 91 .
  • One or more trust bearings 33 maintain the turbines in position from the thrust being exerted on them.
  • input shaft 26 is turned by a motor or the like. When input shaft 26 is turned it will turn pumps 48, 49. A portion of the flow 37 will be used to operate solenoids 81 -83 that control valves 61 -63 that allow one or more of the turbines 51 -53 to turn. Valves 61 -63 are maintained in the open position with spring(s) 69.
  • FIG. 20 shows a side cross sectional view of a five speed turbo-transmission.
  • the transmission shown in this figure is similar to the transmission shown in figure 1 9. The major differences are that this turbo transmission has five turbines to simulate a five speed transmission.
  • Output flow 25 from the pump 49 is fed to the solenoids 81 -85 and the turbines.
  • solenoid 83 is off therefore the valve 63 is open. When this valve 63 is open flow 24 will be released to the atmosphere.
  • the remaining valves 61 , 62, 64 and 65 will be closed and no flow will go through the opening to output flow 24.
  • the turbines are connected to the shaft 90 with one-way clutches 101 -1 04. Flow to and through a turbine will turn on the turbine and engage the clutch(s).
  • Figure 21 shows a side cross sectional view of a three speed hybrid turbo- transmission that is similar to the transmission shown and described in figure 1 9 except the air ram enters the first compressor (I) 48 before the radial engine 23 and the compressed air goes through air cooling system of the radial engine 23 to compressor (I) 49 after being MR02-1 OU-PCT-TEXT Page 1 7 of 29
  • FIG. 22 shows a cross-sectional view of two planetary gear sets 1 20.
  • the first gear set is used in driving mode where it locks the multi-disc clutch 32.
  • braking band 1 27 is locked.
  • the multi-disc clutch 32 and the brake band 1 27 is free and the system has a piston 1 09 that pushes against the multi-disc clutch 32, planetary gear carrier 35, planetary gear 1 07, sun gear 1 08 and common ring gear 1 26.
  • the ring gear 1 26 has a one-way clutch to let the ring gear 1 05 turn on only one direction.
  • the second planetary gear is used either for forward mode where the turbines act as motors by locking the multi-disc clutch 32.
  • the turbines act as pumps when the brakes are applied.
  • the reverse mode is performed by locking the brake band 1 28 and releasing the disc clutch 32.
  • Figure 23 shows a cross sectional view of one planetary gear set 1 1 9 and is similar to the first gear shown and disclosed in Figure 22.
  • FIG. 24 shows a simplified cross sectional view of the radial engine with eight cylinders on one elliptical crank with cooling fins.
  • the components of these cylinders is similar to previous described in the inventor's pending application 1 2 /228,203 with the cylinder(s) 230 having an internal piston 240 connected to a fixed piston arm through a bearing 244 to an elliptical crank 330 that turns drive shaft 331 .
  • a fuel injector 270 and a spark plug 271 exist on the top or head of the cylinder.
  • Each piston 240 has a piston arm 41 that connects through a bearing onto the elliptical crank 330 that turns the drive shaft 331 .
  • the cylinders could be various types of mixed cylinders selected between engine cylinders and compression cylinders based upon desire, need or use.
  • Cooling vanes 201 are placed between the cylinders to provide cooling of the engine.
  • FIG. 25 shows a front cross sectional view of one turbine of a turbo- transmission with the valves closed.
  • FIG. 26 shows a front cross sectional view of one turbine of a Turbo-Transmission with the valves open. While it is shown with eight valves 62a-62h existing around the turbo-transmission it is contemplated that more or less than eight valves can be used.
  • the solenoid, 82 is open and flow enters all the valves 62a-62h, whereby pushing the valves closed. In this orientation flow will be blocked from exiting the opening after turbine 52 (not shown).
  • FIG. 27 shows a partial isometric view of one-way overrunning clutches or roller clutches that connect the speed turbines to the driven shaft.
  • This figure shows one contemplated embodiment of a one way clutch using a plurality or dogs or sprags 1 30 connected around a shaft 90.
  • dogs or sprags 1 30 grip onto the shaft 90 to turn the shaft.
  • the dogs or sprags release the shaft and allows the turbine to free spin on the shaft 90. While dogs or sprags are shown and described a number of other one-way clutches or bearing are contemplated that perform equivalently.
  • FIG. 28 shows a partial isometric view of a multiple disc clutch that connects the speed turbines to the driven shaft.
  • FIG. 29 shows a side cross-sectionals view of a multiple-disk clutch used in the turbo-transmission.
  • Figure 28 shows a shaft 90 connected to a multi-disc clutch plate 32 through bearing 1 31 .
  • the multi-disc clutch pack 32 is shown with more detail in figure 23. This configuration uses the pressure of the output flow 25, which comes from the pump, to go through opening 1 38 to push piston 1 39 and lock MR02-1 OU-PCT-TEXT Page 1 9 of 29
  • the moving clutch plate has the turbine blades 1 32 that provide the rotational motion 1 33 on the output shaft 90. In addition to the output flow 25 entering the opening 1 38 flow will also move through the nozzle(s) 1 40.
  • Figure 29 shows a partial cross-sectional view of the turbine with a multiple- disc clutch connected to output shaft 90 with bearing 1 31 .

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Supercharger (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

L’invention concerne une turbotransmission hybride pneumatique destinée à réduire la consommation d’énergie, la turbotransmission hybride pneumatique étant configurée en tant qu’unité à usages multiples (MPU). La MPU récupère de l’énergie depuis le système de refroidissement, le système d’échappement, la pression dynamique et le système de rupture. L’unité MPU est une transmission automatique, un compresseur d’alimentation, un compresseur d’air pour d’autres utilisations, et un démarreur pour le moteur utilisant une unité à usages multiples, éliminant ainsi les besoins en convertisseur de couple ou embrayage, volant, pot catalytique, démarreur et compresseur d’alimentation. La MPU réduit la pollution à un niveau proche de zéro et réduit le coefficient de traînée aérodynamique du véhicule. La MPU utilise deux compresseurs  en ligne ou plus afin de transférer de la puissance depuis la source d’alimentation, telle qu’un moteur à combustion interne (ICE), jusqu’à une turbine ou une turbine à plusieurs étages servant de transmission automatique. Le système de turbotransmission hybride pneumatique utilise un système d’alimentation enfichable en tant que seconde source d’alimentation.
PCT/US2009/046745 2008-06-24 2009-06-09 Turbotransmission hybride pneumatique Ceased WO2009158184A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2011514700A JP2011525580A (ja) 2008-06-24 2009-06-09 空気式ハイブリッドターボ変速機
CA2727060A CA2727060A1 (fr) 2008-06-24 2009-06-09 Turbotransmission hybride pneumatique
EP09770718A EP2288824A1 (fr) 2008-06-24 2009-06-09 Turbotransmission hybride pneumatique

Applications Claiming Priority (6)

Application Number Priority Date Filing Date Title
US12/145,469 2008-06-24
US12/145,469 US7810322B2 (en) 2008-06-24 2008-06-24 Turbo-transmission
US12/269,261 2008-11-12
US12/269,261 US8087487B2 (en) 2008-11-12 2008-11-12 Hybrid turbo transmission
US12/421,286 2009-04-09
US12/421,286 US20090313984A1 (en) 2008-06-24 2009-04-09 Hydraulic hybrid turbo transmission

Publications (1)

Publication Number Publication Date
WO2009158184A1 true WO2009158184A1 (fr) 2009-12-30

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Application Number Title Priority Date Filing Date
PCT/US2009/046745 Ceased WO2009158184A1 (fr) 2008-06-24 2009-06-09 Turbotransmission hybride pneumatique

Country Status (4)

Country Link
EP (1) EP2288824A1 (fr)
JP (1) JP2011525580A (fr)
CA (1) CA2727060A1 (fr)
WO (1) WO2009158184A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2013520630A (ja) * 2010-02-24 2013-06-06 アイゼントロピック リミテッド 改良型の蓄熱システム
US9518786B2 (en) 2010-02-24 2016-12-13 Energy Technologies Institute Llp Heat storage system

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