Note: Descriptions are shown in the official language in which they were submitted.
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PNEUMATIC HYBRID TURBO TRANSMISSION
CROSS REFERENCE TO RELATED APPLICATION
[Para 1 ] This application is a continuation-in-part of applicant's co-pending
application
Ser. No. 12/269,261 filed November 2, 2008 and PCT/US09/321 18 filed January
27, 2009
the entire contents of which is hereby expressly incorporated by reference
herein.
STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT
[Para 2] Not Applicable
THE NAMES OF THE PARTIES TO A JOINT RESEARCH AGREEMENT
[Para 3] Not Applicable
INCORPORATION-BY-REFERENCE OF MATERIAL SUBMITTED ON A COMPACT DISC
[Para 4] Not Applicable
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BACKGROUND OF THE INVENTION
[Para 5] Field of the Invention:
[Para 6] 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.
[Para 7] Description of Related Art including information disclosed under 37
CFR 1.97
and 1.98:
[Para 8] Most vehicles use 24% of their energy to drive the vehicle 24% for
the cooling
system, 33% for exhaust gas and the remainder of the energy is used for heat
radiation,
engine friction and other losses.
[Para 9] 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.
[Para 10] 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.
[Para 1 1 ] The MCU can use the energy recovered from the breaking system.
[Para 12] The MPU changes the concept of a vehicle design by using the ram
pressure as
useful pressure rather than negative pressure on the vehicle. The frontal area
of the vehicle
is enlarged in front of the radiator to let more air enter into the unit and
reduce the drag
coefficient. This change results in a new concept of an aerodynamic vehicle.
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[Para 13] The MPU 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.
[Para 14] Elimination of the catalytic converter will further reduce cost and
energy that is
lost from passing exhaust gas through the catalytic converter.
[Para 15] 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.
[Para 16] 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.
[Para 17] The multi-purpose unit (MPU) has an automatic transmission that uses
multi-
stage turbines as shown and described in patent application 12/145,469,
12/421,286 and
12/269,261 by the same inventor.
[Para 18] The radial engine is shown and described in the inventor's prior
patent
application 12/238,203 by the same inventor.
[Para 19] Several products and patents have been. Exemplary examples of
patents
covering these products are disclosed herein.
[Para 20] U.S. Patent application number 2007/01 13803 published on May 24,
2007 to
Walt Froloff et al., discloses an Air-Hybrid and Utility Engine that uses
compressed air in
combination with air that is delivered from a conventional intake manifold. In
this
application the air is compressed with a compressor for direct injection in to
cylinders as
needed. While this application uses compressed air from a storage tank the air
is not
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compressed from an air ram system where the forward velocity of the vehicle
generates
some of the compression of the air into the manifold.
[Para 211 U.S. Patent application number 2007/0227801 published October 4,
2007 to
John M. Loeffler discloses a Hydraulic Energy Recovery System with Dual-
Powered Auxiliary
Hydraulics. This patent uses stored hydraulic pressure to turn the wheels of
the vehicle. A
gas powered engine is used to compress the hydraulic fluid and to move the
vehicle as
needed to supplement the hydraulic power system. This type of system is most
ideally used
in vehicles that have an extensive amount of hydraulic systems, such as a
garbage truck or
earth moving equipment. While it provides one mode of vehicle propulsion it
also does not
use air from an air ram system or use regenerative braking to further conserve
energy.
[Para 22] What is needed is a pneumatic hybrid turbo transmission that uses
multiple
different energy conservation methods including using the air entering the
front of the car
to compress air that is used in the intake manifold, hydraulic and pneumatic
storage to
store energy that is lost. The pending application provides a solution to
conserve energy
losses and reduce pollution.
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BRIEF SUMMARY OF THE INVENTION
[Para 23] 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.
[Para 24] 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.
[Para 25] The pneumatic hybrid turbo transmission system uses a plug-in or
external
power source as a second source of power.
[Para 26] Various objects, features, aspects, and advantages of the present
invention will
become more apparent from the following detailed description of preferred
embodiments of
the invention, along with the accompanying drawings in which like numerals
represent like
components.
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BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S)
[Para 27] FIG. 1 shows a block diagram of a first preferred embodiment of a
pneumatic
hybrid turbo-transmission.
[Para 28] FIG. 2 shows a T-S diagram of energy through the pneumatic hybrid
turbo-
transmission in the first preferred embodiment.
[Para 29] FIG. 3 shows a block diagram of a second preferred embodiment of a
pneumatic hybrid turbo-transmission with a radial engine.
[Para 30] FIG. 4 shows a T-S diagram of energy through the pneumatic hybrid
turbo-
transmission in the second preferred embodiment.
[Para 31 ] FIG. 5 shows a graph of the relationship between aerodynamic drag
and rolling
resistance over a speed range.
[Para 32] FIG. 6 shows a block diagram of third preferred embodiment of a
pneumatic
hybrid turbo-transmission with a compressor / turbo unit.
[Para 33] FIG. 7 shows a block diagram of fourth preferred embodiment of a
pneumatic
hybrid turbo-transmission with a compressor / turbo unit.
[Para 34] FIG. 8 shows a block diagram of fifth preferred embodiment of a
pneumatic
hybrid turbo-transmission with a compressor unit.
[Para 35] FIG. 9 shows a block diagram of sixth preferred embodiment of a
pneumatic
hybrid turbo-transmission with a compressor unit.
[Para 36] FIG. 10 shows a block diagram of seventh preferred embodiment of a
pneumatic hybrid turbo-transmission with an electrical generator.
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[Para 37] FIG. 1 1 shows a block diagram of eight preferred embodiment of a
pneumatic
hybrid turbo-transmission with an electrical generator.
[Para 38] FIG. 12 shows a block diagram of a ninth preferred embodiment of a
pneumatic
hybrid turbo-transmission without an outside unit.
[Para 39] FIG. 13 shows a block diagram of a tenth preferred embodiment of a
pneumatic
hybrid turbo-transmission with an outside unit.
[Para 40] FIG 14 shows a block diagram of a pneumatic hybrid - transmission
with a
radial engine and a high pressure storage under normal operation.
[Para 41 ] FIG. 15 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.
[Para 42] FIG. 16 Shows a system curve for a three speed Turbo-Transmission.
[Para 43] FIG. 17A-1 7D shows a three speed turbo-transmission and the fluid
flow
through each of the three speeds.
[Para 44] FIG. 18 shows a system curve for a five speed turbo-transmission.
[Para 45] FIG. 19 shows a side cross sectional view of a three speed turbo-
transmission.
[Para 46] FIG. 20 shows a side cross sectional view of a five speed turbo-
transmission.
[Para 47] FIG. 21 shows a side cross sectional view of a three speed turbo-
transmission
with ram air input compressor and a radial engine.
[Para 48] FIG. 22 shows a side cross sectional view of two planetary gear
sets.
[Para 49] FIG. 23 shows a side cross sectional view of one planetary gear set.
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[Para 50] FIG. 24 shows a simplified cross sectional view of the engine with
eight
cylinders on one elliptical crank with cooling fins.
[Para 51 ] FIG. 25 shows a front cross sectional view of one turbine of a
turbo-
transmission with the valves closed.
[Para 52] FIG. 26 shows a front cross sectional view of one turbine of a turbo-
transmission with the valves open.
[Para 53] FIG. 27 shows a partial isometric view of one-way overrunning
clutches or roller
clutches that connect the speed turbines to the driven shaft.
[Para 54] FIG. 28 shows a partial isometric view of a multiple disc clutch
that connects
the speed turbines to the driven shaft.
[Para 55] FIG. 29 shows a side cross sectional view of a multiple-disk clutch
used in the
Turbo-Transmission.
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DETAILED DESCRIPTION OF THE INVENTION
[Para 56] FIG. 1 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 . As a
vehicle moves
forward air enters into the front of a vehicle creating drag. In a preferred
embodiment the
air enters into the front of the vehicle 1 . The ram pressure 47 is compressed
as it enters the
vehicle creating ram pressure 2. The ram pressure 2 passes through the
radiator 18 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.
[Para 57] The radiator 18 has a hood 19 that collects the air 3 after the
radiator 18 where
energy Q1 is recovered from the radiator 18. 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 18. 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).
[Para 58] The mixed exhaust and compressed ram air 5 enters into compressor
(II) 49
that is also powered by the work unit 20 where it is further compressed 6. The
compressed
air after compressor (II) 7 enters into turbine 50 that turns the output shaft
90 that moves
the vehicle. The air after the turbine 9 is vented to the atmosphere.
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[Para 59] 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.
As a vehicle moves forward air enters into the front of a vehicle creating
drag. In a
preferred embodiment the air enters into and air ram in the front of the
vehicle 1. 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 II 49.
[Para 60] The air 1 that enters the front of the vehicle. The engine 23 turns
both
compressor (I) 48 and compressor (II) 49 with a common input shaft 26. The gas
or air 45
after compressor (II) 49 enters into turbine 50 that turns the output shaft 90
that moves the
vehicle. The air after the turbine 50 is vented 46 to the atmosphere.
[Para 611 FIG. 5 shows a graph of the relationship between aerodynamic drag
and rolling
resistance over a speed range. In the preferred embodiment 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.
[Para 62] In figures 6-1 3, as a vehicle moved forward, air enters into the
front of the
vehicle as ram air. The ram pressure 2 passes through the radiator 18 of the
vehicle where
it is heated. A shroud 19 is located around the radiator 18 for capturing the
heated ram air
3 and directs the heated air to the pneumatic hybrid turbo-engine 57. A work
unit 20, such
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as a combustion engine turns with the input shaft 26, compressor (I) 48, the
compressed
and the heated ram air.
[Para 63] The majority of the compressed air after compressor (I) 48 is passed
to a
second compressor (II) 49. A portion of the compressed air 11 after compressor
(I) 48
passes through a check valve 42 and into a first storage tank 16 having
cooling fins. A
valve 41 passes air from the first storage tank 16 where the compressed air 12
enters the
work unit 20 (ICE) to turbo-charge the work unit 20 (ICE). The valve 41 opens
when the
engine is turned on, in other conditions the valve is closed. Exhaust 10 from
the work unit
20 is passed back into the pneumatic hybrid turbo-engine 57 between compressor
(I) 48
and compressor (II) 49 where the fresh air and exhaust air is mixed.
[Para 64] Figures 6, 8, 10 and 12 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, 11 and 13show 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
12/145,469 and 12/421 /286 that performs as a multi-stage transmission to turn
the
wheels of the vehicle.
[Para 65] Figures 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) 17 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 air
pressure from compressor (II) sent to compressor (III), unit 88 to compress
the air again that
is sent to storage tank (II). IN acceleration mode the valves 94 and 92 close
and the valve
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89 will open. 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) 17 to produce rotational power to turn the output shaft 90.
[Para 66] 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) 17 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 137
then through
valve 79 to the inlet of compressor unit (III) 87. Air flows from the outlet
of compressor (III)
87flows though check valve 93 in pipe 1 38 to storage tank (II) 17. The
pressurized air from
tank (II) 1 7is 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.
[Para 67] Figures 10 and 1 1 show the third preferred embodiment of the energy
recovery
from the braking system 59 including a storage tank (II) 17 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 17 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.
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[Para 68] Figures 12, 13, 14 and 15 show a ninth and tenth preferred
embodiments of
the energy recovery system from the braking system 59 that includes a storage
tank (II) 17
with a wire resistor 100 for external plug-in power and tow planetary gear
sets 120 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).
In acceleration mode the pressurized air from the storage tank (II) 17 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.
[Para 69] FIG. 16 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 lb-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. From
these curves the 1 st Gear curve 76 shows the first gear, Turbinel (Ti) +
Turbine 2 (T2) +
Turbine 3 (T3) in operation. The curve of 2nd Gear 77 shows the second gear,
Turbine 1 +
Turbine 2 in operation. The curve of 3rd Gear 78 shows the third gear, Turbine
1 in
operation. The turbines and gears are described in more detail in figures 17A-
1 7D.
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[Para 70] FIG. 17A-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. When any solenoid valve is on (closed) no flow
will exist to the
solenoid valve and the valve is OFF (open) flow will be allowed to pass though
the valve.
Figure 13A 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 (T1) 51.
Because
solenoids 2 and 3 are ON no flow is made through turbines (T2) 52 or (T3) 53.
Roller
clutches in these turbines allow the turbine to free spin on the output shaft
90. Figure 13D
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 (Ti) 51 and
turbine (T)2
52. Because 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 (Ti) 51, (T2) 52
and (T3) 53
that turn the output shaft 90. The exhaust gas 24 from the turbines where it
is release to
the atmosphere.
[Para 711 Figure 18 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 16.
[Para 72] The turbo transmissions shown in figures 19, 20, are similar to the
turbo-
transmission shown in the inventor's pending application 12/145,469 and
12/421,286 with
the addition of air line 3 from the cooling system, air compressor line 1 1
after compressor
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(I) enters into the engine through a storage tank and exhaust line 10 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 143 to and from a storage tank (II).
[Para 73] FIG. 19 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 19
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. In operation 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.
[Para 74] The output flow 25 from pumps 48, 49 will push against first turbine
51 and
will turn the turbine on. Output flow from turbine 51 will push through the
nozzle 112 to
redirect flow to turbine 52 and will turn the turbine on. The flow then goes
through nozzle
1 13 to redirect the flow to another turbine 53 and turn the turbine on and
then the flow 24
will release the air to the atmosphere. The pressure after the pump 49 will be
larger than
the pressure at the nozzle 112. The pressure through each successive turbine
will drop
gradually as the fluid flows though each turbine. Specifically the pressure at
nozzle 1 12 will
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be greater than the pressure at nozzle 1 1 3 and the pressure at nozzle 1 13
will be larger
than the pressure after turbine 53.
[Para 75] In this figure, flow 37 is shown passing through only valves 82 and
83 because
valve 81 is closed. Flow through the solenoids 82 and 83 then flows into
valves 61 and 62
that block flow through the opening. The output flow will push through nozzles
1 12 and
1 13 to turn their respective turbines. Turbines 52 and 53 are connected to
the shaft with
one-way clutches 101 and 102 the turn the shaft and also allow the turbines 52
and 53 to
free spin on the shaft when flow, or insufficient flow, is not running though
the turbines. A
planetary gear set(s) 119/120 is located after the turbo-transmission on the
output shaft 91
for the driving mode. The parking gear and the speed sensor is locted on the
output shaft
91.
[Para 76] 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 19. 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. In this figure 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. In
this figure the
turbines are connected to the shaft 90 with one-way clutches 101-104. Flow to
and
through a turbine will turn on the turbine and engage the clutch(s).
[Para 77] 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
19 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
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mixed with exhaust gas from the engine. The engine 23 disclosed in the
inventor's prior
application 12/228,203.
[Para 78] FIG. 22 shows a cross-sectional view of two planetary gear sets 120.
The first
gear set is used in driving mode where it locks the multi-disc clutch 32. In
reverse mode,
braking band 127 is locked. For neutral, the multi-disc clutch 32 and the
brake band 127 is
free and the system has a piston 109 that pushes against the multi-disc clutch
32,
planetary gear carrier 35, planetary gear 107, sun gear 108 and common ring
gear 126.
The ring gear 126 has a one-way clutch to let the ring gear 105 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. For reverse mode, the turbines act as
pumps when the
brakes are applied. The reverse mode is performed by locking the brake band
128 and
releasing the disc clutch 32.
[Para 79] Figure 23 shows a cross sectional view of one planetary gear set 1
19 and is
similar to the first gear shown and disclosed in Figure 22.
[Para 80] 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 12/228,203
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.
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[Para 81 ] 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. In figure 25, 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). In figure 26, the solenoid,
82 is closed
and flow is blocked from all the valves 62a-62h, whereby allowing flow 39
through the
opening after turbine 52 (not shown). Note that the spring(s) 69 maintains the
valve(s)
open in figure 26.
[Para 82] 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. When the turbine 132 turns in one direction the
dogs or
sprags 130 grip onto the shaft 90 to turn the shaft. When the turbine 132
stops or turns
1 33 in the opposite direction, 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.
[Para 83] 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 131. 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 138 to push piston 1 39
and lock
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the disk clutch 141. The moving clutch plate has the turbine blades 132 that
provide the
rotational motion 1 33 on the output shaft 90. In addition to the output flow
25 entering the
opening 138 flow will also move through the nozzle(s) 140.
[Para 84] Figure 29 shows a partial cross-sectional view of the turbine with a
multiple-
disc clutch connected to output shaft 90 with bearing 131. When the
differential pressure
before or after the turbine is sufficient to turn the turbine and lock the
multi-disc clutch
then the power will transfer to output shaft 90. The pressure 25 will turn the
turbine 132
and push through opening 138 where it will push piston 1 39 against the disk
clutch 141
and lock the turbine to output shaft 90.
[Para 85] Thus, specific embodiments of a pneumatic hybrid turbo-transmission
have
been disclosed. It should be apparent, however, to those skilled in the art
that many more
modifications besides those described are possible without departing from the
inventive
concepts herein. The inventive subject matter, therefore, is not to be
restricted except in the
spirit of the appended claims.
