Patent Application
20090032317
Not Applicable
Not Applicable
Not Applicable
1. Field of Invention
This invention relates to the automotive systems of variable displacement hybrid internal combustion engine, compressor and pump and progressive hydrostatic transmission integration associated with energy recuperation hydraulic or electric system, which are used for high efficiency and unique compact automotive driving.
2. Background of the Invention
The widespread hydrostatic transmission is used to drive wheels and working equipment of widely known machinery-mountainous, construction, agricultural, transportation automotive and other heavy equipment.
Also widely know hybrid cars with engine and power electric units combination.
By way of example, U.S. Pat. No. 5,556,262 to Achten et al. (1996), U.S. Pat. No. 5,495,912 to Gray (1996), U.S. Pat. No. 5,616,010 to Sawyer (1997), U.S. Pat. No. 6,293,231 to Valentin (2001), U.S. Pat. No. 7,011,051 to the same inventor Epshteyn (2006), U.S. patent application “Universal hybrid engine, compressor and pump and method of operation” Ser. No. 11/110,109 (filing date Apr. 20, 2005) to the same inventor Epshteyn, U.S. patent application “Monocylindrical hybrid two-cycle engine, compressor and pump, and method of operation” Ser. No. 11/373,793 (filing date Mar. 10, 2006) to the same inventor Epshteyn and U.S. patent application “Monocylindrical hybrid powertrain and method of operation” Ser. No. 11/637,577 (filing date Dec. 12, 2006) to the same inventor Epshteyn.
While these devices fulfill their respective, particular objective and requirements, the aforementioned patents do not describe the continuously variable displacement monocylindrical hybrids integrate powertrain and method of operation for providing compact design with superefficient functions, increased specific power while minimizing engine size and fuel consumption, and hybrids activating and deactivating jointly with total energy recuperation.
The modern powertrains has the following disadvantages:
Therefore, it can be appreciated that there exists a continuing need for a new and improved super efficient hydraulic hybrid powertrain providing joint operation of the two monocylindrical hybrids having different maximum displacement and recuperation system having better specific data, lesser size and cost than widespread automotive engine and automatic transmission.
The present invention substantially fulfills these needs.
The objectives and advantages of the present invention are:
In accordance with the present invention, the superefficient hydraulic hybrid powertrain, (which we shall refer simply as “hybrid powertrain”) of the vehicle is comprised of at least two different size monocylindrical hybrids engine, compressor and pump forming prime mover. Hybrids have electrohydraulic controllers of displacement volume by swash plate incline angle alteration. Hybrid pumps are coupled in parallel with load stabilizer and hydraulic motor. The hybrids parallel connection enables to activate and deactivate greater size hybrid. Hydraulic motor with variable displacement by differential gear coupled with energy recuperating motor having also variable displacement and coupled with a vehicle wheels. The recuperating motor and energy storage association forms second mover. The differential gear's ring gear is connected to the hydraulic motor shaft, sun gear is connected to the recuperating motor shaft and gear of the planet carrier is mechanically coupled with a vehicle wheels.
Each hybrid is comprised of synchronize mechanism, chain drive, conic reducer, swash plate with turn and shift systems, replenishing and electric hydraulic control system with valves and load stabilizer, recuperating motor associated with energy storage.
The hybrid engine is a two-cycle engine comprised of a cylinder with cooling system, piston with rings, cylinder head with combustion chamber, camshaft, air injection valve and exhaust valve. The engine piston is located between the compressor chamber and combustion chamber.
The compressor is comprised of a piston with rings and the compressor chamber located within the engine cylinder between the engine and compressor pistons. The compressor piston fastened to a hub and counterweight. The compressor is comprised of an intake and output valves located on the side surface of engine cylinder. The output valve is coupled with the air injection valve of the engine by a receiver, which is comprised of a water jacket and is located on the side surface of engine cylinder. The compressor intake valve is connected with the one lobe by means of rod and rocker. The compressor output valve is connected with the second lobe and both lobes fastened to rotor.
The pump housing is the engine cylinder fastened to a valve plate. A rotor is comprised of a stabilizer motor pistons and plunger fastened to the engine piston. The plunger, rotor, compressor piston and hub located coaxially. The rotor is coupled with the engine cylinder by a bearing with a disc spring. The valve plate is comprised of a pump inlet and outlet slots, associated with the pump chamber canal and comprised of a stabilizer motor's inlet and outlet slots. The valve plate fastened to the hydraulic motor.
The rotor axis and replenishing system pump shaft axis located on one center line. Within the valve plate mounted a bearings and intermediate shaft connected the rotor, and replenishing pump shaft.
The synchronize mechanism comprises two axial rods coupled with the swash plate by shoes outside of the rotor and located diametrically opposite within rotor. The first axial rod pivotably coupled to the yoke by shoe, pivotably coupled to the lever, connected to the pump plunger by the assembled crossbar. The lever pivotably coupled with the rotor by sliders and axle and pivotably coupled with a crossbar by sliders. The second axial rod coupled to the counterweight, which pivotably coupled with compressor piston's hub and yoke by shoe, inside of the rotor. The yoke pivotably coupled with a floating support connected by pistons, springs and bearing with a suspension support located outside of said rotor. The suspension support pivotably coupled with swash plate by means of a rods and turning levers.
The chain drive first sprocket wheel fastened to rotor and associated by chain with a second sprocket wheel mounted by bearing and chain drive housing on the side surface of engine cylinder and connected with engine camshaft by intermediate shaft and conic reducer's first and second gearwheels. Opposite side of the engine camshaft comprises a pulley associated with cooling system pump by means of the belt. The accessory regular units (not illustrated)—electric system generator, steering pump, and air conditioning compressor also associated with the belt.
The swash plate associated with the pump's valve plate by swash plate turn system and swash plate shift system which is same for the smaller and greater hybrids. The swash plate turn system is comprised servo cylinder with piston. The swash plate pin pivotably coupled with servo cylinder piston by rod. The servo cylinder fastened to the valve plate.
The swash plate shift system is comprised of a servo cylinder with piston and lever. The swash plate pivotably coupled with servo cylinder piston by lever and hinge pin. The servo cylinder fastened to the valve plate and the lever pivotably coupled with the servo cylinder ledges and piston.
The swash plate turn hydraulic system is comprised of a continuous and feedback servo electrohydraulic controller with solenoids. A first and second lines of the distributor is connected with the servo cylinder, third line is coupled with the load stabilizer and the fourth line of the distributor is coupled with the tank.
The swash plate shift hydraulic system is comprised of a continuous and feedback servo hydraulic distributor with solenoids. A first and second lines of the distributor is connected with the servo cylinder, third line is coupled with the load stabilizer and the fourth line of the distributor is coupled with the tank.
The electric hydraulic control system is comprised of a first and second hydraulic distributors, valve, two-way valve and replenishing system.
The four-way first hydraulic distributor has a first line connected in parallel to hybrid pumps outlet and hydraulic motor inlet, a second line connected in parallel to hybrid pumps inlet, a third line coupled in parallel with the replenishing pump outlet and hybrid stabilizer motor outlets and fourth line coupled with the load stabilizer.
The three-way second hydraulic distributor has a first line connected in parallel to hybrid stabilizer motor inlets, second line coupled with the energy storage and third line connected to the load stabilizer.
The valve is a four-way valve with solenoids having a first line and second lines connected to recuperating motor, a third line coupled with a replenishing system and fourth line coupled with energy storage.
The two-way valve is a two-position valve by a first and second lines coupled respectively with the load stabilizer and energy storage.
The replenishing system comprises the replenishing pump connected in parallel to an accumulator and relief valve.
There has thus been outlined, rather broadly, some features of the invention in order that the detailed description thereof that follows may be better appreciated. There are, of course, additional features of the invention that will be described hereinafter and which will form the subject matter of the claims appended hereto.
In this respect, before explaining at least one embodiment of the invention in detail, it is to be understood that the invention is not limited in its application to the details of construction and to the arrangements of the components set forth in the following description illustrated in the drawings. The invention is capable of other embodiments and of being practiced and carried out in various ways. Also, it is to be understood that the Patent phraseology and terminology employed herein are for the purpose of description and should not be regarded is limiting.
As such, those skilled in the art will appreciate that the conception, upon which this disclosure is based, may readily be utilized as a basis for the designing of other structures, methods and system for carrying out the several purposes of the present invention. It is important, therefore, that the claims be regarded as including such equivalent constructions insofar as they do not depart from the spirit and scope of the present invention.
It is therefore an object of the present invention to provide a new and improved hybrid powertrain, which has all the advantages of the prior art systems engine, pump and hydraulic motor and none of the disadvantages.
It is another object of the present invention to provide a new and improved hybrid, which may be easy and efficiency manufactured and low price marketed.
It is an object of the present invention to provide decrease in weight and installation space of the hydrostatic hybrid powertrain with total energy recuperation.
It is a further object of the present invention is to provide a less operation cost of the hybrid powertrain.
An even further object of the present invention is to utilize regular accessory systems for the engine and hydrostatic transmission, which will reduce the price.
Lastly it is an object of the present invention to provide a new and super efficient hybrid powertrain with extremely low pollution emission, while minimizing the installation space and cost necessary in particular for an automobile.
In accordance with the present invention, the super efficient hydraulic hybrid powertrain, (which we shall refer simply as “hybrid powertrain”) of the vehicle is comprised of at least two different size monocylindrical hybrids engine, compressor and pump forming prime mover. Hybrids have electrohydraulic controllers of displacement volume by swash plate incline angle alteration. Hybrid pumps are coupled in parallel with load stabilizer and hydraulic motor. This hybrids parallel connection enables to activate and deactivate greater size hybrid. Hydraulic motor with variable displacement by differential gear coupled with energy recuperating motor having also variable displacement and coupled with a vehicle wheels. The recuperating motor and energy storage association forms second mover. The differential gear's ring gear is connected to the hydraulic motor shaft, sun gear is connected to the recuperating motor shaft and gear of the planet carrier is mechanically coupled with a vehicle wheels.
Each hybrid comprises synchronize mechanism, chain drive, conic reducer, swash plate with turn and shift systems, replenishing and electric hydraulic control system with valves and load stabilizer, recuperating motor associated with energy storage.
The hybrid engine is two-cycle engine comprised of a cylinder with cooling system, piston with rings, cylinder head with combustion chamber, camshaft, air injection valve and exhaust valve. The engine piston located between the compressor chamber and combustion chamber.
The compressor comprised of a piston with rings and the compressor chamber located within the engine cylinder between the engine and compressor pistons. The compressor piston fastened to a hub and counterweight. The compressor is comprised of an intake and output valves located on the side surface of engine cylinder. The output valve is coupled with the air injection valve of the engine by a receiver, which is comprised of a water jacket and is located on the side surface of engine cylinder. The compressor intake valve is connected with the one lobe by means of rod and rocker. The compressor output valve is connected with the second lobe and both lobes fastened to rotor.
The pump housing is the engine cylinder fastened to a valve plate. A rotor is comprised stabilizer motor pistons and plunger fastened to the engine piston. The plunger, rotor, compressor piston and hub located coaxially. The rotor is coupled with the engine cylinder by a bearing with a disc spring. The valve plate is comprised a pump inlet and outlet slots associated with the pump chamber canal and comprised stabilizer motor's inlet and outlet slots. The valve plate fastened to the hydraulic motor.
The synchronize mechanism comprises two axial rods coupled with the swash plate by shoes outside of the rotor and located diametrically opposite within rotor. The first axial rod pivotably coupled to the yoke by shoe, pivotably coupled to the lever, connected to the pump plunger by the assembled crossbar. The lever pivotably coupled with the rotor by sliders and axle and pivotably coupled with a crossbar by sliders. The second axial rod coupled to the counterweight, which pivotably coupled with compressor piston's hub and yoke by shoe, inside of the rotor. The yoke pivotably coupled with a floating support connected by pistons, springs and bearing with a suspension support located outside of said rotor. The suspension support pivotably coupled with swash plate by means of a rods and turning levers.
The chain drive first sprocket wheel fastened to rotor and associated by chain with a second sprocket wheel mounted by bearing and chain drive housing on the side surface of engine cylinder and connected with engine camshaft by intermediate shaft and conic reducer's first and second gearwheels. Opposite side of the engine camshaft comprises a pulley associated with cooling system pump by means of the belt. The accessory regular units (not illustrated)—electric system generator, steering pump and air conditioning compressor also associated with the belt.
The swash plate associated with the pump's valve plate by swash plate turn system and swash plate shift system which is same for the smaller and greater hybrids.
The swash plate turn system is comprised servo cylinder with piston. The swash plate pin pivotably coupled with servo cylinder piston by rod. The servo cylinder fastened to the valve plate.
The swash plate shift system is comprised of a servo cylinder with piston and lever. The swash plate pivotably coupled with servo cylinder piston by lever and hinge pin. The servo cylinder fastened to the valve plate and the lever pivotably coupled with the servo cylinder ledges and piston.
The swash plate turn hydraulic system is comprised of a continuous and feedback servo electrohydraulic controller with solenoids. A first and second lines of the distributor is connected with the servo cylinder, third line is coupled with the load stabilizer and the fourth line of the distributor is coupled with the tank.
The swash plate shift hydraulic system is comprised of a continuous and feedback servo hydraulic distributor with solenoids. A first and second lines of the distributor is connected with the servo cylinder, third line is coupled with the load stabilizer and the fourth line of the distributor is coupled with the tank.
The electric hydraulic control system is comprised of a first and second hydraulic distributors, valve, two-way valve and replenishing system.
The four-way first hydraulic distributor has a first line connected in parallel to hybrid pumps outlet and hydraulic motor inlet, a second line connected in parallel to hybrid pumps inlet, a third line coupled in parallel with the replenishing pump outlet and hybrid stabilizer motor outlets and fourth line coupled with the load stabilizer.
The three-way second hydraulic distributor has a first line connected in parallel to hybrid stabilizer motor inlets, second line coupled with the energy storage and third line connected to the load stabilizer.
The valve is a four-way valve with solenoids having a first line and second lines connected to recuperating motor, a third line coupled with a replenishing system and fourth line coupled with energy storage.
The two-way valve is a two-position valve by a first and second lines coupled respectively with the load stabilizer and energy storage.
The replenishing system comprises the replenishing pump connected in parallel to an accumulator and relief valve.
The same reference numerals refer to the same parts through the various figures.
Arrow located on
Arrows located on hydraulic lines (
Arrows located on
Arrows located on
With reference now to the drawings, and in particular, to
Specifically, it will be noted in the various Figures that the device relates to a hybrid powertrain of vehicle for providing a new and superefficient hybrid powertrain with extremely low pollution emission, while minimizing the installation space and cost necessary in particular for an automobile.
In accordance with the present invention the superefficient hydraulic hybrid powertrain, (which we shall refer to simply as “hybrid powertrain”) of vehicle comprises at least two different maximum displacement monocylindrical hybrids engine, compressor and pump forming prime mover. Pumps coupled in parallel with load stabilizer and hydraulic motor, which by differential gear coupled with recuperating motor. Each hybrid comprises synchronize mechanism, chain drive, conic reducer, swash plate with turn and shift systems, replenishing and electric hydraulic control system with valves and load stabilizer, recuperating motor associated with energy storage.
The smaller size monocylindrical hybrid 28 (
Hybrids arrangement on the vehicle provides free space 58 (
Each monocylindrical hybrid two-cycle engine comprised of a cylinder 64 (
The compressor is comprised of a piston 92 (
The pump housing is the engine cylinder fastened to a valve plate 34 (
The synchronize mechanism comprises a two axial rods 184, 186 (
The chain drive first sprocket wheel 262 (
A swash plate turn and shift systems of the smaller and greater hybrids is same.
The swash plate turn system is comprised servo cylinder 294 (
The swash plate shift system is comprised of a servo cylinder 304 (
The swash plate turn hydraulic system is comprised of a continuous and feedback servo electrohydraulic controller 318 (
The swash plate shift hydraulic system is comprised of a continuous and feedback servo electrohydraulic controller 336 with solenoids 338, 342. A first and second lines 344, 346 of the controller is connected with the servo cylinder 304, third line 348 is coupled with the load stabilizer and the fourth line of the distributor is coupled with the tank.
The electric hydraulic control system is comprised of a first and second hydraulic distributors, valve, two-way valve and replenishing system.
The four-way first hydraulic distributor 354 has a solenoid 356, first line 358 connected in parallel to hydraulic motor 36 inlet and hybrid pumps outlet by lines 362, 364, a second line 366 by line 368 connected in parallel to hybrid pumps inlet, a third line 372 by line 376 coupled in parallel with the replenishing pump 172 outlet and hybrid stabilizer motors outlets and fourth line 382 by line 384 coupled with the load stabilizer. The hydraulic motor 36 outlet coupled with hybrid stabilizer motors inlets by line 386.
The three-way second hydraulic distributor 388 has a solenoids 392, 394, first line 396 connected in parallel to hybrid stabilizer motors inlets and hydraulic motor 36 outlet by line 398, second line 402 coupled with valve 406 and energy storage 408 by line 412 third line 414 by line 384 connected to the load stabilizer 334.
The valve 406 is a four—way valve with solenoids 416, 418 having a first and second lines 422, 424 connected to recuperating motor 42, third line 376 coupled with a replenishing system and fourth line 426 by line 412 coupled with energy storage 408.
The two-way valve 428 is a two-position valve having solenoid 432 coupled by lines 414, 384 with load stabilizer and by line 412 with energy storage 408.
The replenishing system comprises the replenishing pump 172 connected in parallel to an accumulator 438 and relief valve 442.
The foregoing is considered as illustrative only of the principles of the invention. Further, since numerous modification and changes will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and described, and accordingly, all suitable modification and equivalents may be resorted to, falling within the scope of the invention.
The hybrid powertrain super efficient operation provides the crucial factor—engines operation occurs with permanent load independent of the power alteration required by vehicle. Hybrid engines and pumps permanent load determines load stabilizer (LS), which is a standard pneumohydraulic accumulator with small fluid pressure change during engine cycle. Such a super efficient operation provided by continuously variable displacement volume of a two different size monocylindrical hybrids engine, compressor and pump. The greater size hybrid engine can be activated and deactivated respectively by switching on and switching off the fuel supply. This provides unique wide range of the hybrids displacement continuously alteration and enables to control entire range of engines power alteration without change of the engines mean effective pressure. The permanent engine load and engines continuously variable displacement volume proportional to the fuel supply per cycle defines extremely low specific fuel consumption. Re-use of energy utilizes two different modes of energy recuperation: the vehicle regenerative acceleration and the vehicle regenerative breaking. These two types of energy recuperation are the total energy recuperation process enables significant reduction of the prime mover size and simultaneously preserving acceleration magnitude of the standard car.
The vehicle hydraulic hybrid powertrain has starting, restarting, idling and work modes of operation, load stabilizer and energy storage charging by means of prime mover. Also, the hybrid powertrain provides the vehicle reverse movement.
The operator initiates the start. Switching from start to idle mode is automatic. The work mode is initiated automatically after the accelerator pedal (not illustrated) is depressed. Engine start.
The operator switches start by key ignition (not illustrated) and the solenoid 392 switches distributor 388 to the engine start (
During one half of rotor revolution, while the pump chamber canal 146 (
So during the engine piston downwards motion (
During engine piston return stroke (
The stored LS energy provides of the monocylindrical engine start up by means of activating jointly the stabilizer motor (in capacity of the starter) and pump plunger during the engine piston upwards motion and activating the stabilizer motor during the engine piston downwards motion.
The rotor by chain drive and conic reducer activate the engine camshaft, which by means of the pulley with belt actuate cooling system standard pump and conventional accessory units: electric system generator, steering pump (not illustrated).
The starter is able to fast start and restart hybrid engine and capable of rapid activating of greater size hybrid engine. This process occurs during of smaller size hybrid engine operation. Such independent operation provides by supercharging of fluid from hybrid pumps to connecting in parallel hydraulic motor and load stabilizer. The high-power starter enables a quiet starting process to occur, and also enables an engine to shut down at every red traffic light with decreased fuel consumption. This is very valuable in particular for automobiles drive train.
The rotor angular velocity increases after the start up. A rotor speed sensor (not illustrated) switches the solenoid 356 (
During the engine piston downwards motion (
The pump displacement volume equals the stabilizer motor displacement volume. During the half rotor revolution (the engine piston downwards motion,
So the engine piston return stroke provides the stabilizer motor used the LS energy and actuated the hybrid motion. The stabilizer motor actuated the hybrid motion independent of the engine piston direction movement.
The energy of combustion pressure is transmitted to the piston-plunger during its movement from the top end position (TEP) to the bottom end position (BEP). This process is illustrated in
The counterweight 226 and hub 96 (
The synchronize mechanism axial rods 184, 186 (
So the synchronize mechanism provides the engine and compressor valves with motion, with consequent performance in compliance with a two—stroke working cycle; and each engine piston stroke from TEP to BEP is a power stroke.
The movement of the synchronize mechanism components in oil within pump chamber provides high quality lubrication and increase the efficiency. The compressor piston and axial rod have equal strokes. The lever gives the piston-plunger an increased stroke, in accordance with the lever ratio.
The yoke rotates simultaneously about two different axes. One axis is the axis of the rotor. The other axis is the axis of the cylindrical surface floating support 202 (
Thus the opposing movement of the compressor and the engine pistons allows the space under the engine piston to function as chamber of the compressor. This ensures, that the noise is decreased, because static energy is used, that is air pressure, instead of air high speed, i.e. kinetic energy as in a conventional blower. Because the pistons are moving in opposing directions, the engine piston becomes in essence a compressor piston. This results in direct energy transmission for air compression, and provides increased efficiency.
The opposing movement provides simple and high-quality balancing of the system because the compressor piston jointly with the counterweight compensates for the inertial forces influencing the engine piston and pump plunger set. This considerably decreases the vibration and determines the stationary connection of the engine cylinders and hydraulic motor by valve plate. Such connection causes unique solid monoblock design of the hydrostatic transmission without pipes and hoses between pumps and motors.
The pistons' opposing movement provides a compressor displacement volume greater than the volume of the engine, because it is formed by the superposition of the motions of the engine and compressor pistons. This increases air mass intake and specific power of the engine. The idling mode continues as long as the accelerator pedal is not depressed.
The accelerator pedal (not illustrated) depression increases the rotor angular velocity and a speed sensor (not illustrated) switches off the solenoid 392 (
The
The
During return stroke of the engine piston the fluid goes from hydraulic replenishing system via lines 376, 366 (
Due to direct energy transmission the engine piston return stroke occurs with minimum energy loss and minimum specific fuel consumption. Also this decreases weight, cost and installation space of the hybrid.
The yoke, floating support and suspension support pivotably coupled with the swash plate forms double-sided tie for axial rods and by spring 242 (
The energy of combustion pressure is transmitted to the piston-plunger during its movement from the TEP to the BEP during a half revolution of the rotor.
The greatest part of the power flow is the pump supply directly from the pump outlet to the hydraulic motor.
The pump plunger fixed to the engine piston provides direct energy transmission. This allows use of one simple unit hybrid instead of two complicated and heavy regular units (an engine and a pump). Also the hybrid solves the problem of using reciprocating engine and compressor without a crankshaft or connecting rods. This increases efficiency and decreases fuel consumption. The pump plunger disposition on the rotor's centerline allows a considerable increase of rotor speed rotation and transmission power in comparison with a conventional variable displacement pump.
All these factors enable us to increase the pump power to equal the maximum engine power.
The second, and much smaller, part of the power flow uses the interaction of the underside of the engine piston with the compressor piston to compress air. The compressor piston motion is provided by fluid pressure on the hub 96 (
The third and smallest part of the power flow is transmitted to an engine and compressor valves and accessory units.
The location of the piston-plunger inside the cylinder and simultaneously inside the hub 96 and the minimum magnitude of side forces as it moves, allow the engine piston length to be minimized. The location of the compressor piston and the hub simultaneously within the cylinder and the rotor allows the compressor piston length to be minimized. This provides a compact design, minimizes piston mass and forces of inertia.
The pump plunger and hub interaction without side forces from inclined lever provides interaction sliders 212 of the lever 206 with stay 252 (
The axial rod 184 (
Thus the power strokes of the engine, pump and compressor are taking place simultaneously, with direct energy transfer, without any intermediate mechanisms and without a side force influence from the counterweight and lever. This increases the specific power and the hybrid longevity.
In work mode, the synchronize mechanism provides movement of the compressor piston and the rotation of the rotor, in synchronization with the piston-plunger movement, irrespective of the engine load or rate of acceleration.
In the hybrid, the weight and installation space are smaller than in the conventional system engine-pump thanks to the direct energy transmission.
The piston-plunger in BEP and the compressor piston in TEP simultaneously complete their power stroke. The air is compressed in the receiver to maximum pressure.
The piston-plunger movement from BEP to TEP (
Because of its location on the side surface of the cylinder, the compressor intake valve diameter can be made much larger than the intake valve of a regular engine, with equal displacement volume. The intake air is cooler because it does not pass through the combustion chamber as with a conventional engine. This increases volumetric efficiency and air mass in the compressor chamber. Such joint factors improve the engine operation in all conditions and particular at low atmospheric pressure, for example, high above sea level.
The engine piston movement from BEP to TEP is comprised of three successive processes: combined clearing, joint compression, and finish compression (of the air in case of diesel, or of the mixture in case of gasoline engine) by the engine piston.
The combined clearing process (
At first open the valve 82 and later opened the valve 78. The piston-plunger moves from BEP to TEP and displaces the burned gases (the first factor). During engine piston motion after the valve 78 open high pressurized fresh air, injected from the receiver through the open valve 78 also displaces the burned gases (the second factor). The clearing process provides the high-pressurized fresh air, which was compressed in the previous stroke while the engine piston moved downward.
This combined action intensifies the exhaust process and increases the volumetric efficiency. The additional cooling (intercooling) of air by the water jacket of the receiver is the third factor. Thus the three joint factors improve the filling process (of the air in case of diesel, or of the mixture in case of gasoline engine) and increase the specific power of the engine. The combined clearing process ends when the exhaust valve is closed.
The joint compression process is shown in the
The exhaust valve 82 is closed and the air injection valve 78 is open. The engine piston continues movement, and, jointly with the air injection, increases air pressure in the cylinder because the air pressure within the receiver is greater than that within the combustion chamber. The joint compression process ends when the injection valve is closed.
During the finish compression process (
Thus the two-cycle engine of the hybrid uses inexpensive four-cycle engine cylinder head, with the intake valve functioning as an air injection valve and having different timing by comparison with four-cycle engine. This valve replaces conventional two-cycle engine cylinder wall air ports, and improves the two-cycle engine operation by use inexpensive air compressor. This solves the problem of boosting the two-cycle engine power by super high pressurized air injection and enables to realize a great potential possibility of a two-cycle engine—at least twice the specific power of a four-cycle engine with other things being equal.
The engine, compressor and pump operation is the function of the two independent arguments: first—the swash plate angle, second—the distance between the rotor centerline and the swash plate hinge pin axis. The first argument determines the engine, compressor and pump displacement volume. The second argument determines the engine compression ratio. The widely known engine compression ratio determines the kind of fuel (fuel octane rate) and determines a very important requirement: the engine compression ratio must be independent of the engine displacement volume change while the engine operates with the given fuel. This requirement executes in full the hybrid synchronize mechanism in accordance with the next proof based on diagrams (
Proof of unique features: continuously variable displacement and independently continuously variable compression ratio of the hybrid engine.
The hybrid's compressor piston stroke h per half rotor revolution is equal to the axial rod stroke and in accordance with the widely know axial mechanism is
h=L tan Θ (1.1)
where L is the distance between axial rod axis, Θ—swash plate angle
The engine piston stroke H greater than the compressor piston stroke h in accordance with the lever ratio i=(a+b)/b where a, b is the lever arms.
H=ih=iL tan Θ (1.2)
where H is the engine piston stroke. Engine compression ratio Λ is
Λ=(δ+H)/δ (1.3)
where δ is the engine piston clearance
Let swash plate hinge pin axis is dispose on the line connecting an axial rod sphere centers. Then
Θ=0, H=0 and δ=0. (1.4)
The engine piston clearance δ is
δ=iε tan Θ (1.5)
where ε—distance between the axial rod and swash plate hinge pin axis.
The equations (1.2), (1.3), (1.4) and (1.5) defines the engine compression ratio.
Λ=1+L/ε (1.6)
ε=B−L/2 (1.7)
where B is the distance between the rotor centerline and the swash plate hinge pin axis. The equations (1.6) and (1.7) gives engine compression ratio.
Λ=(2B+L)/(2B−L) (1.8)
hence
B=L(Λ+1)/2(Λ−1) (1.9)
The proof gives us:
Let the distance between axial rods axis is L=60 mm and engine works with the compression ratio Λ=10 and the equation (1.9) gives B=36.7 mm.
If the other fuel requires two times greater engine compression ratio Λ=20 the equation (1.9) gives B=33.2 mm.
This example illustrate that the distance B small change determines great engine compression ratio alteration. Also this example illustrates the effective and easy method of the engine transformation into an omnivorous engine by means of the distance B alteration.
The
The swash plate turn mechanism and swash plate turn hydraulic system provides of the engine operating with the variable displacement volume and the invariable engine compression ratio while the swash plate hinge pin is fixed.
The swash plate shift mechanism and swash plate shift hydraulic system provides of the engine operating with a different kind of fuel, and the engine becomes, in essence, an omnivorous engine.
The engine, compressor and pump variable displacement volume gives the additional ability of adapting the engine power to the automotives wider variable load and speed range.
The
The
The prime mover with two different sizes monocylindrical hybrid engines and with ability to activate and deactivate greater size monocylindrical hybrid engine provides extremely wide range of the engines displacement alteration for super efficient operation.
This wide range defines a continuously variable ratio of smaller and greater hybrids displacement sum to smaller hybrid minimum displacement in accordance with next calculation. Below is the calculation displacement ratio of the powertrain.
This calculation describes displacement ratio of a two different size monocylindrical hybrids association with continuously variable displacement volume and activating and deactivating greater size hybrid.
R=(V1+V2)/V1min (2.1)
where R is a two hybrid engines variable displacement ratio, V1 is a smaller hybrid engine variable displacement, V1 min is a smaller hybrid engine minimum displacement, V2 is a greater hybrid engine variable displacement The
V1=R1V1min and V2=R2 V2min (2.2)
where R1 is a smaller hybrid engine variable displacement ratio, R2 is a greater hybrid engine variable displacement ratio The
V2min=KV1min (2.3)
where K is a ratio of a greater hybrid engine minimum displacement to smaller hybrid engine minimum displacement. Equation (2.1), (2.2), (2.3) gives displacement ratio of the powertrain
R=(R1V1min+KR2V1min)/V1min=R1+KR2 (2.4)
hence the maximum displacement ratio of the powertrain is
R
max
=R
1
max
+KR
2
max (2.5)
The hybrid displacement ratio defines the swash plate incline angle. Let the smaller hybrid and greater hybrid has equal maximum incline angle displacement ratio
R1max=R2max=C (2.6)
hence equation (2.5) gives the maximum displacement ratio of the powertrain
R
max
=C(1+K) (2.7)
1. The engine piston stroke and the engine displacement is proportional to the tangent of swash plate incline angle (see above the proof of the independent change of engine displacement volume from the engine compression ratio). The maximum of swash plate incline angle is equal 18 degree (in accordance with “Sauer” company standard variable pumps) and the minimum of swash plate incline angle 7 degree gives C=2.65. If K=3.0 ratio Rmax=10.6.
In case of diesel hybrid engine rotor revolutions change from 800 rpm to 2400 rpm the ratio of revolution is
Rrmax=3.0 and RmaxRrmax=31.8. (2.8)
Such an extremely wide range of the product displacement and cycle per min allows the preservation of the constant magnitude of the engines mean effective pressure during entire range of power alteration (from idling to maximum power) because the engine power is proportional to product of the mean effective pressure, engine displacement volume and engine cycle per min.
For example if the idling power is 5 hp, equation (2.8) gives the maximum power 159 hp due the engine displacement volume with the engine cycle per min alteration and constant load (mean effective pressure) of the prime mover. This causes super efficient operation in all conditions.
2. The difference of the engines size is a very important feature. In case of two equal displacement hybrid engines, K=1.0 and the equation (2.7) gives Rmax=5.3. In case of two different size engines the ratio is Rmax=10.6. Thus the combination of different size hybrid engines provides exponential increase of the monocylindrical hybrids maximum displacement ratio. In case of utilization of three different size hybrid engines the maximum displacement ratio of prime mover can be greater than 20. This is unique parameter of the super efficient powertrain.
Total Energy Recuperation.
The maximum output power of the regular engine determines the maximum acceleration magnitude of the vehicle so the standard mid-size car achieves 60 mph in about 10 sec by utilization of 200 hp engine. It is clear that smaller size engine can not provide the same result without breakthrough solution. Such a breakthrough solution is the total energy recuperation, which includes regenerative acceleration and regenerative braking and enables maximum decrease of the prime mover size.
Vehicle regenerative acceleration includes initial and final range and occurs during the accelerator pedal (not illustrated) depression. Because accelerator pedal electrically associated (not illustrated) with solenoid 416 (
The prime mover transmit power to the vehicle wheels by hydraulic motor and via ring gear and gear of the planet carrier. Simultaneously the sun gear transmit the excess power to the recuperating motor, which operate in the pump mode, charges the energy storage and forms stand-by energy. The sun gear rotates in opposite direction (
During the energy storage charging the revolution of the sun gear decreases spontaneously, the gear of the planet carrier increase revolution and accelerate the car.
The initial acceleration range of the vehicle ends spontaneously when sun gear and the recuperating motor's shaft stop (
Threshold of speed is provided by fully loaded smaller size prime mover and maximum displacement (maximum torque) of hydraulic motor. The increase of threshold of speed requires power of the prime mover and additional energy.
During the final range of the car acceleration the threshold of speed is spontaneously increased by the stand-by energy (
During the final range of the car acceleration the differential gear operates in the integrator mode, summarize the engines power and stand-by energy and transmits the total power to car wheels by the planet carrier gear. Diagrams on
The calculation below describes how fully loaded small size prime mover can achieve the same result as partially loaded large size engine.
This analysis based on mechanical work balance. Let the car acceleration magnitude A (m/sec2), car movement total resistance force F (kg.) (inertia force, rolling resistance force and air resistance force) and prime mover power are permanent. Prime mover power N1 (h p) determines the car threshold speed V (m/sec.), η1 is the transmission efficiency (from hybrid's pump output via hydraulic motor and differential gear to car wheels), and conversion factor is 1 h p=75 kg. m/sec. Hence the prime mover power is
N
1
=FV/75 η1 (3.1)
During the car acceleration initial range duration t (sec.) prime mover work on wheels is F V t=F A t2 and work of the force F equal F L1=0.5 F A t2 where L1 is the car travel distance (m) during acceleration initial range. During acceleration initial range the increase of energy storage (stand-by) energy E (kg. m) equals difference between prime mover work on car wheels and work of the force F, hence
E=(FVt−FL1)η2=0.5FAt2η2 (3.2)
where η2 is the recuperation system efficiency (from hydraulic motor via recuperating motor and differential gear to energy storage). The car acceleration final range duration is (T−t) where T (sec.) is the total regenerative acceleration duration. In this case the combined action of the prime mover work F V (T−t)=F A t (T−t) and stand-by energy 0.5 F A t2 η22 (where η22 transfer efficiency in both pumping and motoring) equals the work of force F during the car acceleration final range. The mechanical work balance during acceleration final range is
FAt(T−t)+0.5FAt2η22=F(L−L1)=0.5FA(T2−t2) (3.3)
where L is the car total travel distance during regenerative acceleration (m)
Using η1=η2=η the equation (3.3) becomes
(1−η22)t2−2Tt+T2=0, (3.4)
hence
t=T/(1+η) (3.5)
Using (3.1), (3.4), (3.5) the fully loaded prime mover power magnitude is
N
1
=FV/75η=FAt/75η=FAT/(1+η)75η (3.6)
Because the standard engine power is
N=FAT/75η (3.7)
the equation (3.6) is
N
1
=N/(1+η) (3.8)
The size of the fully loaded prime mover is (1+η) times smaller than size of standard car engine with the same car acceleration magnitude (because the engine power proportional to the engine displacement). If η=0.8 the engine displacement can be 1.8 times smaller. Thus preserves the acceleration magnitude of conventional car by utilizing the engine with considerable smaller size, weight and cost.
The mid size car (such as Toyota Camry or Ford Taurus) with approximately same data such as overall height H=1.420 m, overall width W=1.850 m, weight G=1500 kg, engine N=200 h p and displacement 3L, achieves speed about V1=60 mph (26.7 m/sec.) during T=10 sec. If the car acceleration is permanent then A=V1/T=2.67 m/sec.2
The total resistance force is F=F1+F2+F3 where F1 is the rolling resistance force, F2 is the air resistance force and F3 is the inertia force. The F1=0.015G=22.5 kg (0.015 is the factor of rolling resistance). The F2=0.3H W ρ V12/2=0.15·1.417·1.854·0.1·26.72=28.1 kg, where ρ=0.1 kg s2/m4 is the air density, 0.3 is the factor of air resistance and ρ V12/2 air resistance pressure. The F3=G A/q=1500·2.67/9.81=408.2 kg where q is the acceleration of gravity. The total resistance force (according to car speed 26.7 m/s) is F=458.8 kg. A maximum required power of car wheels is 458.8 26.7/75=163.3 h p. This corresponds of the efficiency η1=163.3/200=0.816 of transmission from engine output to car wheels.
This example illustrates that required acceleration determine the engine power magnitude. Hence mid size standard car engine utilizes 200 hp only when the vehicle achieves 60 miles per hour (26.7 m/sec.). During all time of car acceleration the engine operates with partial load causes low efficiency of the engine work.
The regenerative acceleration utilization allow mid size car to achieve the same acceleration magnitude by means of constant and fully loaded engine with N=200/(1+0.816)=110 h p (instead of 200 hp) if the transmission efficiency is η1=0.816. Analysis of a regenerative acceleration gives us:
1. The regenerative acceleration enables us to utilize extremely smaller engine size. The size of the fully loaded prime mover is 1+η times (η is the recuperation system efficiency from energy storage via recuperating motor and differential gear to car wheels) smaller than size of partial loaded standard car engine with the same car acceleration magnitude.
2. The regenerative acceleration provides high efficiency engine operation and considerably decrease fuel consumption and emission in most heavy mode operation—car acceleration.
The recuperating system can be hydraulic or electric. The electric motor (not illustrated) with electric accumulator provides the plug in function.
The regenerative acceleration system also provides the function of the regenerative braking by utilization recuperating motor in the braking mode (pump mode) operation.
Both the regenerative acceleration and the regenerative braking increase stand-by energy.
Vehicle Regenerative Braking
Vehicle regenerative braking occurs during the brake pedal (not illustrated) depression. Because the brake pedal position electrically associated with solenoid 418 (
Extremely small size of the prime mover allows install driver seat at the vehicle fore and increase the vehicle interior space.
The total energy recuperation considerably decreases the fuel consumption.
Widely known specific fuel consumption (SFC) is used to describe the fuel efficiency of an engine design. The SFC is defined as fuel-flow per horsepower produced or this is the rate of fuel supply per cycle divided by the product of mean effective pressure and engine displacement volume in accordance with formula
SFC=S/MV (4.1)
where S is the fuel supply per cycle, M is the mean effective pressure and V is the engine displacement volume. Constant fluid pressure of load stabilizer determines constant mean effective pressure M. The unique wide range of engine displacement volume V alteration (which is proportional to the fuel supply per cycle S) provides constant SFC in accordance with formula (4.1). This process is controlled by on board computer.
Vehicle Reverse.
The operator switches reverse of the vehicle and (
Charging of the energy storage by prime mover pump.
If the energy storage fluid pressure is insufficient, the signal of the fluid pressure sensor switches solenoids 356, 432 (valve 406 is in neutral position). The pump charges energy storage to the same maximum fluid pressure as a fluid pressure of load stabilizer.
Charging of the Load Stabilizer.
The low fluid pressure magnitude of the load stabilizer initiate the signal from fluid pressure sensor (not illustrated) and on board computer (not illustrated) automatically switches on the distributor's 354 solenoid 356 (
During the engine piston power stroke (
So the load stabilizer is charged by prime mover pump independently from operation of the greater size hybrid engine. The fluid pressure of load stabilizer determines the hybrid engines load and the hybrid engines mean effective pressure. If the fluid pressure achieves maximum, the electric signal from the sensor switches the solenoid 394 off (
Thus the hybrid engine pump rapidly and automatically charges the load stabilizer. The electrohydraulic system provides permanent load of the prime mover by constant fluid pressure of load stabilizer. This permanent load is independent of the vehicle power alteration and this is the crucial factor of hybrid engines super efficient operation.
The hybrid powertrain has the following unique features of the hybrid engines: extremely wide range of continuously variable volume displacement change; activating and deactivating of the greater size engine; minimal and constant specific fuel consumption during entire range of the power change; total energy recuperation process including regenerative braking and regenerative acceleration; extremely compact design of a seven seats mid-size car instead of five seats without change of the overall width and length of standard car. All the above makes extremely cost-effective mid-size passenger car (about 1500 kg weight) and enables to achieve at least 80 mpg in city conditions.
The following illustrate the approximate fuel economy of the super efficient powertrain use in a car under city driving conditions by comparison with standard car.
The super efficient hydraulic hybrid powertrain enables at least:
Thanks to the foregoing advantages the hybrid may be used in trucks, locomotives, boats, aircraft, portable power systems, construction machinery, motorcycles, automobiles and other kind of the automotive and equipment.
