US20210095644A1 - Thermal hydraulic propulsion system - Google Patents
Thermal hydraulic propulsion system Download PDFInfo
- Publication number
- US20210095644A1 US20210095644A1 US17/019,066 US202017019066A US2021095644A1 US 20210095644 A1 US20210095644 A1 US 20210095644A1 US 202017019066 A US202017019066 A US 202017019066A US 2021095644 A1 US2021095644 A1 US 2021095644A1
- Authority
- US
- United States
- Prior art keywords
- hydraulic
- piston
- propulsion system
- pressure
- hydraulic cylinder
- 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.)
- Abandoned
Links
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Images
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
- F03G—SPRING, WEIGHT, INERTIA OR LIKE MOTORS; MECHANICAL-POWER PRODUCING DEVICES OR MECHANISMS, NOT OTHERWISE PROVIDED FOR OR USING ENERGY SOURCES NOT OTHERWISE PROVIDED FOR
- F03G7/00—Mechanical-power-producing mechanisms, not otherwise provided for or using energy sources not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K7/00—Disposition of motor in, or adjacent to, traction wheel
- B60K7/0015—Disposition of motor in, or adjacent to, traction wheel the motor being hydraulic
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K17/00—Arrangement or mounting of transmissions in vehicles
- B60K17/34—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles
- B60K17/356—Arrangement or mounting of transmissions in vehicles for driving both front and rear wheels, e.g. four wheel drive vehicles having fluid or electric motor, for driving one or more wheels
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- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
- B60K6/12—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable fluidic accumulator
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- B60—VEHICLES IN GENERAL
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- B60K8/00—Arrangement or mounting of propulsion units not provided for in one of the preceding main groups
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
- F03G—SPRING, WEIGHT, INERTIA OR LIKE MOTORS; MECHANICAL-POWER PRODUCING DEVICES OR MECHANISMS, NOT OTHERWISE PROVIDED FOR OR USING ENERGY SOURCES NOT OTHERWISE PROVIDED FOR
- F03G6/00—Devices for producing mechanical power from solar energy
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
- F15B21/12—Fluid oscillators or pulse generators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/4078—Fluid exchange between hydrostatic circuits and external sources or consumers
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- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
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- F16H61/40—Control of exclusively fluid gearing hydrostatic
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- F16H61/4096—Fluid exchange between hydrostatic circuits and external sources or consumers with pressure accumulators
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- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/38—Control of exclusively fluid gearing
- F16H61/40—Control of exclusively fluid gearing hydrostatic
- F16H61/44—Control of exclusively fluid gearing hydrostatic with more than one pump or motor in operation
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K11/00—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves
- F16K11/02—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit
- F16K11/06—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit comprising only sliding valves, i.e. sliding closure elements
- F16K11/072—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit comprising only sliding valves, i.e. sliding closure elements with pivoted closure members
- F16K11/074—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit comprising only sliding valves, i.e. sliding closure elements with pivoted closure members with flat sealing faces
- F16K11/0743—Multiple-way valves, e.g. mixing valves; Pipe fittings incorporating such valves with all movable sealing faces moving as one unit comprising only sliding valves, i.e. sliding closure elements with pivoted closure members with flat sealing faces with both the supply and the discharge passages being on one side of the closure plates
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
- F16K31/00—Actuating devices; Operating means; Releasing devices
- F16K31/02—Actuating devices; Operating means; Releasing devices electric; magnetic
- F16K31/04—Actuating devices; Operating means; Releasing devices electric; magnetic using a motor
- F16K31/041—Actuating devices; Operating means; Releasing devices electric; magnetic using a motor for rotating valves
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
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- F16K31/44—Mechanical actuating means
- F16K31/53—Mechanical actuating means with toothed gearing
- F16K31/535—Mechanical actuating means with toothed gearing for rotating valves
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- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
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- B60K15/03—Fuel tanks
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- B60K2015/0638—Arrangement of tanks the fuel tank is arranged in the rear of the vehicle
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- B60K23/00—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for
- B60K23/08—Arrangement or mounting of control devices for vehicle transmissions, or parts thereof, not otherwise provided for for changing number of driven wheels, for switching from driving one axle to driving two or more axles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B1/00—Installations or systems with accumulators; Supply reservoir or sump assemblies
- F15B1/02—Installations or systems with accumulators
- F15B1/024—Installations or systems with accumulators used as a supplementary power source, e.g. to store energy in idle periods to balance pump load
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B1/00—Installations or systems with accumulators; Supply reservoir or sump assemblies
- F15B1/02—Installations or systems with accumulators
- F15B1/04—Accumulators
- F15B1/08—Accumulators using a gas cushion; Gas charging devices; Indicators or floats therefor
- F15B1/10—Accumulators using a gas cushion; Gas charging devices; Indicators or floats therefor with flexible separating means
- F15B1/16—Accumulators using a gas cushion; Gas charging devices; Indicators or floats therefor with flexible separating means in the form of a tube
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B1/00—Installations or systems with accumulators; Supply reservoir or sump assemblies
- F15B1/02—Installations or systems with accumulators
- F15B1/04—Accumulators
- F15B1/08—Accumulators using a gas cushion; Gas charging devices; Indicators or floats therefor
- F15B1/10—Accumulators using a gas cushion; Gas charging devices; Indicators or floats therefor with flexible separating means
- F15B1/16—Accumulators using a gas cushion; Gas charging devices; Indicators or floats therefor with flexible separating means in the form of a tube
- F15B1/165—Accumulators using a gas cushion; Gas charging devices; Indicators or floats therefor with flexible separating means in the form of a tube in the form of a bladder
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B1/00—Installations or systems with accumulators; Supply reservoir or sump assemblies
- F15B1/26—Supply reservoir or sump assemblies
- F15B1/265—Supply reservoir or sump assemblies with pressurised main reservoir
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B21/00—Common features of fluid actuator systems; Fluid-pressure actuator systems or details thereof, not covered by any other group of this subclass
- F15B21/04—Special measures taken in connection with the properties of the fluid
- F15B21/042—Controlling the temperature of the fluid
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2201/00—Accumulators
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- F15B2201/205—Accumulator cushioning means using gas
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2201/00—Accumulators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2201/00—Accumulators
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2201/00—Accumulators
- F15B2201/30—Accumulator separating means
- F15B2201/31—Accumulator separating means having rigid separating means, e.g. pistons
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2201/00—Accumulators
- F15B2201/30—Accumulator separating means
- F15B2201/315—Accumulator separating means having flexible separating means
- F15B2201/3152—Accumulator separating means having flexible separating means the flexible separating means being bladders
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2201/00—Accumulators
- F15B2201/30—Accumulator separating means
- F15B2201/32—Accumulator separating means having multiple separating means, e.g. with an auxiliary piston sliding within a main piston, multiple membranes or combinations thereof
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/20—Fluid pressure source, e.g. accumulator or variable axial piston pump
- F15B2211/21—Systems with pressure sources other than pumps, e.g. with a pyrotechnical charge
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/20—Fluid pressure source, e.g. accumulator or variable axial piston pump
- F15B2211/21—Systems with pressure sources other than pumps, e.g. with a pyrotechnical charge
- F15B2211/212—Systems with pressure sources other than pumps, e.g. with a pyrotechnical charge the pressure sources being accumulators
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/60—Circuit components or control therefor
- F15B2211/62—Cooling or heating means
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F15—FLUID-PRESSURE ACTUATORS; HYDRAULICS OR PNEUMATICS IN GENERAL
- F15B—SYSTEMS ACTING BY MEANS OF FLUIDS IN GENERAL; FLUID-PRESSURE ACTUATORS, e.g. SERVOMOTORS; DETAILS OF FLUID-PRESSURE SYSTEMS, NOT OTHERWISE PROVIDED FOR
- F15B2211/00—Circuits for servomotor systems
- F15B2211/60—Circuit components or control therefor
- F15B2211/66—Temperature control methods
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H43/00—Other fluid gearing, e.g. with oscillating input or output
- F16H43/02—Fluid gearing actuated by pressure waves
-
- 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
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E10/00—Energy generation through renewable energy sources
- Y02E10/40—Solar thermal energy, e.g. solar towers
- Y02E10/46—Conversion of thermal power into mechanical power, e.g. Rankine, Stirling or solar thermal engines
Abstract
A hydraulic propulsion system converts heat or thermal energy into hydraulic energy, and such hydraulic energy into mechanical work. The hydraulic propulsion system includes a thermal unit, a hydraulic cylinder with pistons and springs mounted therein, one or more hydraulic motors, one or more hydraulic accumulators, and one or more electrical energy generators, as well as a plurality of flow control valves to control the flow of hydraulic fluid between the various components. The hydraulic propulsion system may be enhanced by an energy transmission unit including a wave generator.
Description
- The present disclosure relates generally to hydraulic propulsion systems for generating mechanical work from heat.
- Relatively simple hydraulic systems have been used for thousands of years and throughout the history of civilization, such as for irrigation and the provision of mechanical power using, for example, water wheels. In modern times, hydraulic systems have become increasingly sophisticated, and are used in a wide variety of industries for a wide variety of purposes. In general, hydraulic systems use liquids, and particularly pressurized liquids, to generate, control, and transmit mechanical power.
- In general, hydraulic fluids are liquids selected for their high incompressibility and low compressibility, because increased incompressibility and decreased compressibility generally improves the efficiency of many hydraulic systems. Further, uncontrolled heat and heat changes are often detrimental to hydraulic systems, because they can either destroy or accelerate the deterioration of many hydraulic systems. Additionally, uncontrolled “fluid hammer,” “water hammer,” and other sudden pressure surges and hydraulic shocks are also often detrimental to many hydraulic systems, because they can either destroy or accelerate the deterioration of the hydraulic systems.
- Existing propulsion systems for wheeled vehicles include internal combustion engines, which are appealing due to power density and supporting mobility.
- Existing propulsion systems also include hydraulic hybrid systems, which are appealing in comparison to electrical hybrid systems due to the elimination of complicated or expensive materials, which are needed for electrical hybrid systems (such as those required for batteries). However, hydraulic hybrid systems also have drawbacks. For example, hydraulic hybrid systems are associated with noise, size, and complexity.
- Existing propulsion systems also include battery-powered electric vehicles, which are appealing due to the absence of tailpipe emissions, production of instant torque, and smoother acceleration than conventional internal combustion engines, as well as reduced noise. However, battery-powered electric vehicles also have drawbacks, including the need to establish charging infrastructure, relatively short driving ranges and low top speeds, limited battery lifetime, and temperature sensitivity.
- Existing propulsion systems also include fuel cell vehicles, which are appealing due to the reduction of toxic byproducts, relatively high power density, absence of tailpipe emissions, and relatively low maintenance costs. However, fuel cell vehicles also have drawbacks, including limited fueling infrastructure, costs of production, and potential safety concerns surrounding hydrogen fuel.
- Existing propulsion systems also include external combustion engines such as sterling and steam engines, which are appealing due to the flexibility of fuel types, reduced noise, and efficiency. However, external combustion engines also have drawbacks, including size and scalability of the engines.
- Existing propulsion systems also include hybrid electric vehicles, which are appealing due to reduced emissions compared to traditional internal combustion engines, and the capacity for regenerative braking. However, hybrid electric vehicles also have drawbacks, including increased mass and higher costs.
- There is a continuing need in the art for improved propulsion systems that overcome limitations that have been traditionally associated with such existing propulsion systems.
- Traditional engines for automobiles and other wheeled vehicles include internal combustion engines, hydraulic hybrid systems, battery-powered electric systems, fuel cell systems, external combustion systems, and hybrid electric systems. The thermal hydraulic systems described herein are more efficient than such traditional systems, in part because they omit many of the mechanical and moving components, such as the engine and the hydraulic pump, used to operate such systems. The thermal hydraulic systems described herein use external combustion and provide fuel flexibility. The external combustion portion of this thermal hydraulic system has an efficiency of approximately 70% (i.e., approximately 30% loss occurs in this portion of the system). The fuel flexibility of the thermal hydraulic systems described herein enables the thermal hydraulic systems to use any heat source, including the combustion of solid, liquid, or gaseous fuels, such as gasoline, diesel, natural gas, coal, wood, methane, kerosene, ethanol fuel, compressed bio-methane, hydrogen, biofuels, solar energy, electrical energy, waste from industrial processes, and the like. Additionally, the thermal hydraulic systems described herein are low emissions, low cost, and utilize fluid or hydraulic power, which provide high power density, controllability, and architecture flexibility. The fluid power portion of this thermal hydraulic system has an efficiency of approximately 70% (i.e., approximately 30% loss occurs in this portion of the system). Since the external combustion portion of the thermal hydraulic system and the fluid power portion of the thermal hydraulic system are the only two portions of the thermal hydraulic system creating efficiency losses, the total efficiency is approximately 49% (i.e., 70% external combustion efficiency multiplied by 70% fluid power efficiency). This compares to about 25% total efficiency for internal combustion engine vehicles, when measured in the same way. Internal combustion engine vehicles have many more internal components, each of which contributes additional inefficiencies to the total system efficiency, thereby lowering the total system efficiency.
- According to some disclosed embodiments, a thermal hydraulic propulsion system may be summarized as including a thermal unit and an integrated hydraulic power and control unit. The thermal unit further includes a hydraulic fluid reservoir thermally coupled to a heat source and to a first hydraulic conduit carrying a dilating hydraulic fluid. The hydraulic fluid reservoir exchanges heat between the heat source and the dilating hydraulic fluid. The first portion of the first hydraulic conduit connects to a first flow control valve and to a first chamber of the hydraulic cylinder via first portion of the intermediate conduit. The integrated hydraulic power and control unit includes a hydraulic motor hydraulically coupled to a mechanical device and to a second portion of the first hydraulic conduit carrying a working hydraulic fluid that is different than the dilating hydraulic fluid. The hydraulic motor transfers hydraulic energy from the working hydraulic fluid to mechanically power the mechanical device. The second portion of the first hydraulic conduit connects to a second flow control valve and to a second chamber of the hydraulic cylinder via second portion of the intermediate conduit.
- In another aspect of some embodiments, the propulsion system further includes a transmission unit that includes an energy wave generator and an energy wave converter. The wave generator further includes the heat source that heats the hydraulic fluid reservoir and generates pressure from the dilating hydraulic fluid in the hydraulic fluid reservoir, initiating a high-pressure wave that travels along the first hydraulic conduit, through the first flow control valve to a first chamber of the energy wave converter. The energy wave converter includes the hydraulic cylinder, the hydraulic cylinder containing a first piston, a spring and a second piston. The dilating hydraulic fluid in the energy wave converter exerts pressure against the first piston, compressing the spring that moves the second piston, and initiating a pressure wave in the working hydraulic fluid that travels through the second flow control valve to the hydraulic motor.
- In still another aspect of some embodiments of the propulsion system, the hydraulic motor is coupled to the mechanical device by a shaft, and wherein the mechanical device is a wheel. In one or more embodiments, the propulsion system further includes a second hydraulic motor hydraulically coupled to a second wheel, a third hydraulic motor hydraulically coupled to a third wheel, and a fourth hydraulic motor hydraulically coupled to a fourth wheel. In other embodiments of the propulsion system, the dilating hydraulic fluid has a first coefficient of thermal expansion and the working hydraulic fluid has a second coefficient of thermal expansion that is lower than the first coefficient of thermal expansion. In still other embodiments, the propulsion system further includes a hydraulic accumulator. In yet other embodiments, the propulsion system further includes an electrical energy generator.
- According to some disclosed embodiments, a method of operating a thermal hydraulic pressure wave-based propulsion system may be summarized as including: heating a dilating hydraulic fluid within a first conduit coupled and generating pressure from the dilating hydraulic fluid within a wave generator; positioning a first flow control valve in a closed position to increase pressure of the dilating hydraulic fluid in the first conduit connected to an energy wave converter; moving the first flow control valve from the closed position to an open position to release a pressure wave in a working hydraulic fluid within a second conduit; and using the pressure wave in the working hydraulic fluid to provide energy to a hydraulic motor.
- In another aspect of some embodiments of the method of operating a thermal hydraulic pressure wave-based propulsion system, the energy wave converter includes a hydraulic cylinder containing a first piston connected to a second piston by a spring. In such an embodiment, moving the first flow control valve from the closed position to an open position to release a pressure wave in a working hydraulic fluid within a second conduit further includes: enabling the dilating hydraulic fluid to exert pressure against the first piston, compress the spring that moves the second piston, and initiate a pressure wave in the working hydraulic fluid. In still another aspect of some embodiments, the hydraulic motor drives a first wheel, the method further comprising using the pressure wave to drive a second hydraulic motor and a second wheel, a third hydraulic motor and a third wheel, and a fourth hydraulic motor and a fourth wheel. In yet another aspect of some embodiments, the dilating hydraulic fluid has a first coefficient of thermal expansion and the working hydraulic fluid has a second coefficient of thermal expansion that is lower than the first coefficient of thermal expansion.
- In other embodiments, the method of operating a thermal hydraulic pressure wave-based propulsion system further includes using the pressure wave in the working hydraulic fluid to provide energy to a hydraulic accumulator. In still other embodiments, the method of operating a thermal hydraulic pressure wave-based propulsion system further includes using the pressure wave to provide energy to an electrical energy generator. In yet other embodiments, the method of operating a thermal hydraulic pressure wave-based propulsion system further includes using the pressure wave to move a piston within a hydraulic cylinder. In another aspect of some embodiments, the moving the piston within the hydraulic cylinder includes compressing a spring within the hydraulic cylinder. In still another aspect of some embodiments, the moving the piston within the hydraulic cylinder and compressing the spring within the hydraulic cylinder includes oscillating the piston and the spring within the hydraulic cylinder. In yet another aspect of some embodiments, the oscillating the piston and the spring within the hydraulic cylinder includes oscillating the piston and the spring in resonance within the hydraulic cylinder. In still another aspect of some embodiments, the piston separates the dilating hydraulic fluid from the working hydraulic fluid.
- According to some disclosed embodiments, an energy conversion system may be summarized as including: a hydraulic tank, a hydraulic pump hydraulically coupled to the hydraulic tank, a check valve hydraulically coupled to the hydraulic pump, and a 2/2 hydraulic valve hydraulically coupled to the check valve and a first hydraulic cylinder. The first hydraulic cylinder houses a first piston and a first spring. The energy conversion system also includes a first directional control valve, a second directional control valve, and a third directional control valve. The first directional control valve is hydraulically coupled to the 2/2 hydraulic valve and the first hydraulic cylinder. The first directional control valve is further hydraulically coupled to a second directional control valve and a third directional control valve. The second directional control valve is hydraulically coupled to a second hydraulic cylinder. The second hydraulic cylinder houses a second piston that supports a weight. The third directional control valve hydraulically coupled to a hydraulic motor. The energy conversion system further includes a third hydraulic cylinder hydraulically coupled to the third directional control valve and the hydraulic motor, in which the third hydraulic cylinder houses a third piston and a second spring, a rod mechanically coupled to the third piston, in which the rod mechanically is coupled by a rotational joint to a lever, and a wheel mechanically coupled to the lever, in which the wheel is further mechanically coupled to a shaft.
- In another aspect of some embodiments of the energy conversion system, the hydraulic motor drives a first wheel, a second hydraulic motor and a second wheel, a third hydraulic motor and a third wheel, and a fourth hydraulic motor and a fourth wheel. In still another aspect of some embodiments of the energy conversion system, the dilating hydraulic fluid has a first coefficient of thermal expansion and the working hydraulic fluid has a second coefficient of thermal expansion that is lower than the first coefficient of thermal expansion.
- In some other embodiments, the energy conversion system further includes a pressure wave generator that uses pressure waves in the working hydraulic fluid to provide energy to a hydraulic accumulator. In still other embodiments, the energy conversion system further includes a pressure wave generator that uses pressure wave to provide energy to an electrical energy generator. In yet other embodiments, the energy conversion system further includes a pressure wave generator that uses pressure wave to move a piston within a hydraulic cylinder.
- In some embodiments of the energy conversion system, the hydraulic cylinder further includes a spring, and moving the piston within the hydraulic cylinder compresses the spring within the hydraulic cylinder. In some such embodiments of the energy conversion system, the compression the spring within the hydraulic cylinder causes oscillation of the piston and the spring within the hydraulic cylinder. In some aspects of such embodiments of the energy conversion system, the oscillation of the piston and the spring within the hydraulic cylinder causes oscillation the piston and the spring in resonance within the hydraulic cylinder. In other aspects of such embodiments, the piston separates the dilating hydraulic fluid from the working hydraulic fluid. In still other aspects of such embodiments, the piston separates the dilating hydraulic fluid from the working hydraulic fluid.
- In the drawings, identical reference numbers identify similar elements or acts. The sizes and relative positions of elements in the drawings are not necessarily drawn to scale. For example, the shapes of various elements and angles are not necessarily drawn to scale, and some of these elements may be arbitrarily enlarged and positioned to improve drawing legibility. Further, the particular shapes of the elements as drawn are not necessarily intended to convey any information regarding the actual shape of the particular elements, and may have been selected solely for ease of recognition in the drawings.
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FIG. 1 is a schematic diagram of a thermo-hydraulic gravitational energy conversion system, according to at least one illustrated embodiment. -
FIG. 2A is a schematic diagram of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 2B is another schematic diagram of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 3 is another schematic diagram of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 4 is another schematic diagram of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 5 is another schematic diagram of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 6A is an illustration of a thermal unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 6B is another illustration of a thermal unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 6C is schematic diagram of a thermal unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 7A is a schematic diagram of a flow control valve of an energy transmission unit in a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 7B is a schematic diagram of a flow control valve of an energy transmission unit in a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 7C is a schematic diagram of a flow control valve of an energy transmission unit in a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 7D is an illustration of a flow control valve of an energy transmission unit in a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 7E is an illustration of a flow control valve of an energy transmission unit in a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 7F is a schematic diagram of a flow control valve of an energy transmission unit in a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 8A is an illustration of a hydraulic cylinder of an energy transmission unit in a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 8B is a schematic diagram of a hydraulic cylinder of an energy transmission unit in a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 9 is another schematic diagram of portions of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 10A is a cross-sectional view of an accumulator unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 10B is a perspective view of an accumulator unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 10C is a cross-sectional view of an accumulator unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 10D is a cross-sectional view of an accumulator unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 11 is an illustration of an integrated hydraulic power and control unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 12 is an exploded view of an integrated hydraulic power and control unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 13A is an illustration of portions of an integrated hydraulic power and control unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 13B is a schematic diagram of an integrated hydraulic power and control unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 14 is an illustration of portions of an integrated hydraulic power and control unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 15 is a cross-sectional view of an integrated hydraulic power and control unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 16 is a cross-sectional view of an integrated hydraulic power and control unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 17 is a cross-sectional view of an integrated hydraulic power and control unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 18 is a side view of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 19 is an end view of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 20A is a perspective view of an electrical generator unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 20B is a cross-sectional view of an electrical generator unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 20C is a schematic illustration of an electrical generator unit of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 21A is a perspective view of various components of a hydraulic propulsion system, arranged for incorporation into a wheeled vehicle, according to at least one illustrated embodiment. -
FIG. 21B is a perspective view of various components of a hydraulic propulsion system, arranged for incorporation into a wheeled vehicle, according to at least one illustrated embodiment. -
FIG. 22A is a schematic diagram of a control system for a wheeled vehicle including a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 22B is a schematic diagram of a control system for a wheeled vehicle including a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 23 is a schematic diagram of a control system for a wheeled vehicle including a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 24A illustrates energy transfers within a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 24B illustrates energy transfers within a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 25 illustrates positions of components of a hydraulic propulsion system at different stages of its operation, according to at least one illustrated embodiment. -
FIG. 26 illustrates energy transfers within a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 27A illustrates results of analyses of the capabilities of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 27B illustrates results of analyses of the capabilities of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 28 is a schematic diagram of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 29 is a schematic diagram of a hydraulic propulsion system, according to at least one illustrated embodiment. -
FIG. 30 is a schematic diagram of a hydraulic propulsion system, according to at least one illustrated embodiment. - In the following description, certain specific details are set forth in order to provide a thorough understanding of various disclosed embodiments. However, one skilled in the relevant art will recognize that embodiments may be practiced without one or more of these specific details, or with other methods, components, materials, etc. In other instances, well-known structures associated with the technology have not been shown or described in detail to avoid unnecessarily obscuring descriptions of the embodiments.
- Unless the context requires otherwise, throughout the specification and claims that follow, the word “comprising” is synonymous with “including,” and is inclusive or open-ended (i.e., does not exclude additional, un-recited elements or method acts).
- Reference throughout this specification to “one embodiment” or “an embodiment” means that a particular feature, structure or characteristic described in connection with the embodiment is included in at least one embodiment. Thus, the appearances of the phrases “in one embodiment” or “in an embodiment” in various places throughout this specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics may be combined in any suitable manner in one or more embodiments.
- As used in this specification and the appended claims, the singular forms “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise. It should also be noted that the term “or” is generally employed in its broadest sense, that is, as meaning “and/or” unless the context clearly dictates otherwise.
- The headings and Abstract of the Disclosure provided herein are for convenience only and do not limit the scope or meaning of the embodiments.
- In one or more embodiments shown in
FIG. 1 , the thermo-hydraulic gravitational energy conversion system includes a hydraulic tank, a hydraulic pump, a check valve, a plurality of hydraulic valves, a plurality of hydraulic cylinders housing respective pistons and/or springs, a heat exchanger, a hydraulic motor. A piston of one of the hydraulic cylinders may support a weight. A piston of another one of the hydraulic cylinders may be mechanically coupled to a rod, a rotational joint, a lever, a freewheel, and/or a shaft. - The hydraulic liquid taken from the
tank 1, pushed by thehydraulic pump 2 through thecheck valve 3,pipe 4 flows through the 2/2hydraulic valve 5, enterscylinder 7 pushingpiston 6 against the resistance of thespring 8, that can be a mechanical, pneumatic or combination of these, by entrapping compressed gas (nitrogen) in the enclosure of themechanical spring 8. The 2/2 directional control valves (DCV) 9, 10 and 11 keeps enclosed a quantity of liquid.DCV 10 opens and closes the connection to thehydraulic cylinder 12, containing thepiston 13 that support theweight 14.DCV 15 controls the hydraulic connection to theheat exchanger 16. Thehydraulic motor 17 is driven by the flow arriving fromDCV DCVs hydraulic cylinder 18 where apiston 19 pushes aspring 20 and, using therod 21, alever 23, connected by the rotational joint 22. Thelever 23 rotates anfreewheel 24 that generates the rotational displacement of themechanical shaft 25. - The flow provided by
pump 2, flows throughDCV 5 and fills thecylinder 7 by pushing thespring 8 usingpiston 9, in its extreme position.DCV 9 is closed during the filling process ofcylinder 7. By closingDCV 5 andopening DCV weight 14 andpiston 13 is spread on the constant volume liquid entrapped betweenDCV 5,DCV 11 and thehydraulic cylinder 7.Closing DCV 10 andopening DCV 11, the pressurized liquid will flow throughDCV 11 to power thehydraulic motor 17 or thepiston 18 inside thehydraulic cylinder 18. During the emptying process,DCV 10 is closed and thespring 8 ofhydraulic cylinder 7 expands, creating the displaced volume of liquid necessary to flow through thehydraulic motor 17 or inside thehydraulic cylinder 18. After closingDCV DCV 10 opens and transfer the pressure to the fluid entrapped betweenDCV DCV 9 closed,DCV 5 opens and the flow provided by thepump 2 enters thehydraulic cylinder 7 and compress thespring 8 usingpiston 6. When the piston reaches the extreme position withspring 8 compressed at maximum displacement,DCV 5 closes,DCV 9 opens and pressure is distributed among the whole quantity of fluid entrapped and the running cycle is restarted. - In order to assure a more continuous flow, it is considered a second branch marked by the
components 5′, 6′, 7′, 8′, 9′, 10′, 11′ having the same role and functionality like components 5-11, working phase shifted. The second branch comprising ofcomponents 5′-11′ branch may feed in the same manner as 5-11 do, a secondhydraulic cylinder 18 that works in the same principle and powering theshaft 25. In order to compensate leakage or unwanted displacement of themass 14, theDCV 15 opens the connection to theheat exchanger 16 where the heated liquid expand thermally and pushes the weight against gravity. During this process,DCV 10 is closed. -
FIG. 2A shows a schematic diagram of ahydraulic propulsion system 200.Hydraulic propulsion system 200 includes five primary sub-systems, referred to herein as athermal unit 202, asonic transmission unit 203, an integrated hydraulic power andcontrol unit 268, anaccumulator unit 296, and an auxiliarysystems power unit 500. Thethermal unit 202 is used to heat a hydraulic fluid and is coupled to thesonic transmission unit 203 to provide heated hydraulic fluid to thesonic transmission unit 203. Thesonic transmission unit 203 is coupled to the auxiliarysystems power unit 500, to theaccumulator unit 296, and to the integrated hydraulic power andcontrol unit 268 to transfer energy from thethermal unit 202 to the auxiliarysystems power unit 500, theaccumulator unit 296, and the integrated hydraulic power andcontrol unit 268. Theaccumulator unit 296 is coupled to the integrated hydraulic power andcontrol unit 268. Theaccumulator unit 296 stores energy from thesonic transmission unit 203 and provides hydraulic power to the integrated hydraulic power andcontrol unit 268. Any of the hydraulic components described herein as being coupled to one another may also be referred to as “hydraulically coupled” to one another. - Together, the
thermal unit 202 and thesonic transmission unit 203 are used to convert thermal energy directly into hydraulic energy and to transfer the hydraulic energy through waves propagated through a hydraulic fluid to other components of thehydraulic propulsion system 200, where the hydraulic energy is used to perform mechanical (or electrical) work. Such energy transfer by waves propagated through a hydraulic fluid may be referred to herein as “sonic” energy transfer. - As seen in
FIG. 2A , thethermal unit 202 includes a combustion system 205, aheat exchanger 290, and anexhaust system 292. Thethermal unit 202 is described in greater detail in the thermal unit section below. As also seen inFIG. 2A , thesonic transmission unit 203 includes a sonic wave generator, which may also be referred to as a firstflow control valve 220; a dual-actingsonic inertia unit 207; a dual-actingsonic capacity unit 209; and a sonic wave converter valve, which may also be referred to as a secondflow control valve 222. Thesonic transmission unit 203 is described in greater detail in the sonic transmission unit section below. As also seen inFIG. 2A , the integrated hydraulic power andcontrol unit 268 is used as either a double-actingvehicle drive unit 268 a, or anauxiliary power unit 268 b. The integrated hydraulic power andcontrol unit 268 is described in greater detail in the integrated hydraulic power and control unit section below. As also seen inFIG. 2A , theaccumulator unit 296 includes an accumulatorunit control valve 262, a high-pressure accumulator 264, and a low-pressure accumulator 266. Theaccumulator unit 296 is described in greater detail in the accumulator unit section below. As also seen inFIG. 2A , the auxiliarysystems power unit 500 includes a sonicelectrical energy generator 372 and amechanical actuator 424. Theauxiliary power unit 500 is described in greater detail in the auxiliary power unit section below. -
FIG. 2B is a schematic illustration of thehydraulic propulsion system 200, with some modifications to the implementation illustrated inFIG. 2A . As illustrated inFIG. 2B , thehydraulic propulsion system 200 includes athermal unit 202, aheat source 204, and ahydraulic fluid reservoir 206 to be heated by theheat source 204. Thehydraulic propulsion system 200 also includes ahydraulic motor 208 coupled to thethermal unit 202 by a firsthydraulic conduit 210, coupled to a holdingreservoir 212 by a secondhydraulic conduit 214, and coupled to awheel 218, a turbine, or other mechanical device to be turned by ashaft 216. Any of the hydraulic conduits described herein may also be referred to as “pipes” or “hydraulic pipes.” - When the
heat source 204 is used to heat thehydraulic fluid reservoir 206, the pressure of the hydraulic fluid in thehydraulic fluid reservoir 206 increases, initiating a high-pressure wave that travels along the firsthydraulic conduit 210 to thehydraulic motor 208. When the pressure wave meets thehydraulic motor 208, the pressure wave drives temporary rotation of theshaft 216 and thewheel 218 by imparting a transient pressure differential to thehydraulic motor 208, and by an action of thehydraulic motor 208 imparts a transient torque to theshaft 216. The relatively high-pressure hydraulic fluid in the firsthydraulic conduit 210 flows through thehydraulic motor 208, driving rotation of theshaft 216, until the pressure in the firsthydraulic conduit 210 equalizes with the pressure in the secondhydraulic conduit 214 and the holdingreservoir 212. -
FIG. 3 is another schematic illustration of thehydraulic propulsion system 200, with some modifications to the implementation illustrated in the preceding figures. As illustrated inFIG. 3 , thehydraulic propulsion system 200 does not include the holdingreservoir 212, and the secondhydraulic conduit 214 returns hydraulic fluid that passes through and exits thehydraulic motor 208 to thehydraulic fluid reservoir 206. In one implementation, the hydraulic fluid passes through acheck valve 224 to thehydraulic fluid reservoir 206, where it may be heated again by theheat source 204. Thus, the firsthydraulic conduit 210 is a high-pressurehydraulic conduit 210, and the secondhydraulic conduit 214 is a low-pressure hydraulic conduit.FIG. 3 also illustrates that thehydraulic propulsion system 200 includes a firstflow control valve 220 positioned within both the firsthydraulic conduit 210 and the secondhydraulic conduit 214, and a secondflow control valve 222 positioned within both the firsthydraulic conduit 210 and the secondhydraulic conduit 214. - As shown in the implementation illustrated in
FIG. 3 , thehydraulic propulsion system 200 also includes a firstintermediate conduit 226 and a secondintermediate conduit 228. The first and secondflow control valves FIG. 3 , in the respective first positions, the firsthydraulic conduit 210 is diverted to flow through the second intermediate conduit 228 (otherwise stated, in which the secondintermediate conduit 228 forms an intermediate portion of the first hydraulic conduit 210) and the secondhydraulic conduit 214 is diverted to flow through the first intermediate conduit 226 (otherwise stated, in which the firstintermediate conduit 226 forms an intermediate portion of the second hydraulic conduit 214). In the respective second positions, the firsthydraulic conduit 210 is diverted to flow through the first intermediate conduit 226 (otherwise stated, in which the firstintermediate conduit 226 forms an intermediate portion of the first hydraulic conduit 210) and the secondhydraulic conduit 214 is diverted to flow through the second intermediate conduit 228 (otherwise stated, in which the secondintermediate conduit 228 forms an intermediate portion of the second hydraulic conduit 214). - Whether the first and second
flow control valves thermal unit 202 through the firsthydraulic conduit 210 and to thehydraulic motor 208 through the firsthydraulic conduit 210, and relatively low-pressure hydraulic fluid flows out of thehydraulic motor 208 through the secondhydraulic conduit 214 and back to thethermal unit 202 through the secondhydraulic conduit 214. Nevertheless, as the first and secondflow control valves hydraulic conduit 210 and the relatively low-pressure hydraulic fluid of the secondhydraulic conduit 214 alternate between flowing through the firstintermediate conduit 226 and flowing through the secondintermediate conduit 228. - As also shown in
FIG. 3 , thehydraulic propulsion system 200 includes ahydraulic cylinder 230 coupled at a first end thereof to the firstintermediate conduit 226 and coupled at a second end thereof to the secondintermediate conduit 228. Thehydraulic propulsion system 200 also includes apiston assembly 232, including afirst piston 234, asecond piston 236, and aspring 238 interconnecting thefirst piston 234 and thesecond piston 236, housed within thehydraulic cylinder 230. Thepiston assembly 232 separates the relatively high-pressure hydraulic fluid of one of the first and secondintermediate conduits intermediate conduits intermediate conduits piston assembly 232 begins to oscillate within thehydraulic cylinder 230. - In some implementations, the
entire piston assembly 232 oscillates back and forth within the hydraulic cylinder. In some implementations, thepistons spring 238. A spring constant or a stiffness of thespring 238 and/or the masses of thepistons piston assembly 232 oscillates under resonant conditions, or resonates, within thehydraulic cylinder 230. Any of the springs described herein, including thespring 238, can include any suitable elastomeric element or equivalent substitute therefore, including a mechanical helical or disc spring, or a compressed gas. -
FIG. 4 is an additional schematic illustration of thehydraulic propulsion system 200, with some modifications to the implementation illustrated in the preceding figures. As illustrated inFIG. 4 , thehydraulic propulsion system 200 employs sonic waves, which may also be referred to as hydraulic oscillations orhydraulic waves 510, that travel through and/or resonate within the first and secondintermediate conduits flow control valves - As illustrated in
FIG. 4 , thehydraulic propulsion system 200 includes thehydraulic cylinder 230 having a piston assembly positioned therein. The movable piston operates as a dividing wall between the first and secondintermediate conduits flow control valves intermediate conduits hydraulic cylinder 230 by compression and/or extension of the springs therein. Spring constants or stiffness of the springs and/or the mass of the movable piston are selected or designed so that the movable piston oscillates under resonant conditions, or resonates, within thehydraulic cylinder 230. - In another implementation, the piston assembly positioned within the
hydraulic cylinder 230 illustrated inFIG. 4 has a structure similar to the corresponding piston assembly positioned within thehydraulic cylinder 230 illustrated inFIG. 5 , albeit with some differences. In such an implementation, the piston assembly does not include the first andsecond pistons dividing wall 240 with a movable piston, such that thesprings hydraulic cylinder 230 and with the movable piston. -
FIG. 5 is another schematic illustration of thehydraulic propulsion system 200, with some modifications to the implementation illustrated in the preceding figures. As illustrated inFIG. 5 , thehydraulic propulsion system 200 includes ahydraulic cylinder 230 that houses a fixeddividing wall 240. The fixeddividing wall 240 divides thehydraulic cylinder 230 into two distinct and rigid hydraulic chambers. A first one of the chambers houses afirst piston 242 interconnected with the fixeddividing wall 240 by a first elastic element orspring 244, and a second one of the chambers houses asecond piston 246 interconnected with the fixeddividing wall 240 by a second elastic element orspring 248. - The implementation of the
hydraulic propulsion system 200 illustrated inFIG. 5 includes two different hydraulic fluids: a dilating hydraulic fluid, which is selected to have a relatively high compressibility and a relatively high coefficient of thermal expansion (e.g., glycerin, mercury, ethylene glycol, or propylene glycol), and a non-dilating, working hydraulic fluid, which is selected to have a low compressibility and a low coefficient of thermal expansion (e.g., conventional hydraulic fluids and oils, with environmentally friendly water-based solutions commercially available). As illustrated inFIG. 5 , the firstintermediate conduit 226 is divided into a dilatingfluid portion 226 a and a workingfluid portion 226 b separated from the dilatingfluid portion 226 a by thefirst piston 242. The secondintermediate conduit 228 is divided into a dilatingfluid portion 228 a and a workingfluid portion 228 b separated from the dilatingfluid portion 228 a by thesecond piston 246. - In the implementation of the
hydraulic propulsion system 200 illustrated inFIG. 5 , when theheat source 204 is used to heat thehydraulic fluid reservoir 206, the pressure of a dilating hydraulic fluid in thehydraulic fluid reservoir 206 increases, initiating a high-pressure wave that travels along the firsthydraulic conduit 210, through the firstflow control valve 220 and the dilatingfluid portion 226 a of the firstintermediate conduit 226 to the first chamber of thehydraulic cylinder 230. At thehydraulic cylinder 230, the dilating hydraulic fluid exerts a relatively high pressure against thefirst piston 242, thereby compressing thespring 244 and initiating a relatively high-pressure wave in the working hydraulic fluid that travels along the workingfluid portion 226 b of the firstintermediate conduit 226, through the secondflow control valve 222 and the firsthydraulic conduit 210 to thehydraulic motor 208. - The relatively high-pressure wave in the working hydraulic fluid travels through the
hydraulic motor 208, as described above, and then along the secondhydraulic conduit 214, through the secondflow control valve 222 and the workingfluid portion 228 b of the secondintermediate conduit 228 to the second chamber of thehydraulic cylinder 230. At thehydraulic cylinder 230, the working hydraulic fluid exerts a pressure against thesecond piston 246, thereby extending thespring 248 and initiating a relatively high-pressure wave in the dilating hydraulic fluid that travels along the dilatingfluid portion 228 a of the secondintermediate conduit 228, through the firstflow control valve 220, the secondhydraulic conduit 214, and thecheck valve 224, back to thethermal unit 202. - Referring still to
FIG. 5 , when the first and secondflow control valves heat source 204 is used to heat thehydraulic fluid reservoir 206, the pressure of the dilating hydraulic fluid in thehydraulic fluid reservoir 206 increases, initiating a high-pressure wave that travels along the firsthydraulic conduit 210, through the firstflow control valve 220 and the dilatingfluid portion 228 a of the secondintermediate conduit 228 to the second chamber of thehydraulic cylinder 230. At thehydraulic cylinder 230, the dilating hydraulic fluid exerts a relatively high pressure against thesecond piston 246, thereby compressing thespring 248 and initiating a relatively high-pressure wave in the working hydraulic fluid that travels along the workingfluid portion 228 b of the secondintermediate conduit 228, through the secondflow control valve 222 and the firsthydraulic conduit 210 to thehydraulic motor 208. - The relatively high-pressure wave in the working hydraulic fluid travels through the
hydraulic motor 208, as described above, and then along the secondhydraulic conduit 214, through the secondflow control valve 222 and the workingfluid portion 226 b of the firstintermediate conduit 226 to the first chamber of thehydraulic cylinder 230. At thehydraulic cylinder 230, the working hydraulic fluid exerts a pressure against thefirst piston 242, thereby extending thespring 244 and initiating a relatively high-pressure wave in the dilating hydraulic fluid that travels along the dilatingfluid portion 226 a of the secondintermediate conduit 226, through the firstflow control valve 220, the secondhydraulic conduit 214, and thecheck valve 224, back to thethermal unit 202. - Thus, as the first and second
flow control valves intermediate conduits pistons hydraulic cylinder 230 with respect to the fixeddividing wall 240 by compression and/or extension of thesprings springs pistons pistons hydraulic cylinder 230. - As the hydraulic fluid flows through the various hydraulic conduits of the
hydraulic propulsion system 200, the hydraulic fluid undergoes a thermodynamic cycle. In one implementation, as the hydraulic fluid is heated within a constant volume of thehydraulic fluid reservoir 206, a pressure of the hydraulic fluid therein increases (e.g., from 10 bar to 100 bar). As pressure waves move through thehydraulic propulsion system 200 and the hydraulic fluid actuates thehydraulic motor 208, the volume of the hydraulic fluid increases (e.g., from 1.00 L to 1.01 L) and the pressure decreases (e.g., from 100 bar to 10 bar). As the hydraulic fluid cools, the volume decreases (e.g., from 1.01 L to 1.00 L), thereby completing the cycle. - Thermal Unit
-
FIGS. 6A-6C are illustrations of portions of thehydraulic propulsion system 200 that include a thermal unit.FIGS. 6A and 6B illustrate a three-dimensional model of athermal unit 202, andFIG. 6C illustrates a schematic diagram of thethermal unit 202. As illustrated inFIG. 6A , thethermal unit 202 includes anair filter 280 and afan 282 for drawing air into thethermal unit 202 through theair filter 280. Theair filter 280 and thefan 282 are positioned within an air intake of thethermal unit 202, as well as within ahousing 278 of thethermal unit 202. Theair filter 280 and thefan 282 may be referred to collectively as an “air preparation” portion of thethermal unit 202. - As illustrated in
FIGS. 6A and 6B together, thethermal unit 202 also includes anozzle 284, afuel injector 286, and anigniter 288 for controlling the flow of air through thethermal unit 202 and initiating combustion within thethermal unit 202. These three components are located in a “combustion” portion of thethermal unit 202. As also illustrated inFIG. 6A , thethermal unit 202 further includes anelongate coil 290 wound throughout a “heat exchange” portion of thethermal unit 202. A hydraulic fluid (such as the one of the dilating hydraulic fluids discussed herein) flows into and through theelongate coil 290, so that heat from the combustion of the fuel in the “combustion” portion of thethermal unit 202 is exchanged from the air flowing through thethermal unit 202 to the hydraulic fluid within theelongate coil 290. The air flowing through thethermal unit 202 then flows past theelongate coil 290, through an “exhaust”portion 292 of thethermal unit 202. The air then flows either into the environment or an “after-treatment”portion 294 of thethermal unit 202. - Sonic Transmission Unit
-
FIGS. 7A-7F illustrate a three-dimensional model and schematic diagrams of aflow control valve 402 of thesonic transmission unit 203. The flow control valves of thesonic transmission unit 203 in thehydraulic propulsion system 200 described herein have the same or similar features as one another, and the same or similar features as that offlow control valve 402 of thesonic transmission unit 203, as illustrated inFIGS. 7A-7F . As illustrated inFIGS. 7A and 7F , theflow control valve 402 of thesonic transmission unit 203 includes afirst inlet 404, asecond inlet 406, afirst outlet 408, and asecond outlet 410, and two potential open positions. In the first potentialopen position 412, illustrated inFIG. 7B ,inlet 404 is coupled tooutlet 408 andinlet 406 is coupled tooutlet 410. In the second potentialopen position 414, illustrated inFIG. 7C ,inlet 404 is coupled tooutlet 410 andinlet 406 is coupled tooutlet 408. -
FIGS. 7D and 7E illustrate a plan view and a perspective view, respectively, of a three-dimensional model of theflow control valve 402 of thesonic transmission unit 203. As illustrated inFIGS. 7D and 7E , theflow control valve 402 of thesonic transmission unit 203 includes anouter frame 416, arotatable gear 418 mounted within theouter frame 416, and amotor 419 mounted within theouter frame 416. Themotor 419 engages with therotatable gear 418 so that themotor 419 can be actuated to turn therotatable gear 418. Therotatable gear 418 includes afirst slot 420 and a second slot. Thefirst slot 420 extends at least partially into a first side of thegear 418 toward a second side of thegear 418 opposite to the first side. Thesecond slot 422 extends at least partially into the first side of thegear 418 toward the second side of thegear 418. - The
rotatable gear 418 is rotatable so that thefirst slot 420 overlaps with thefirst inlet 404 and thefirst outlet 408 to couple thefirst inlet 404 to thefirst outlet 408, and so that thesecond slot 422 overlaps with thesecond inlet 406 and thesecond outlet 410 to couple thesecond inlet 406 to thesecond outlet 410, to provide the first potentialopen position 412. Similarly, therotatable gear 418 is rotatable so that thefirst slot 420 overlaps with thefirst inlet 404 and thesecond outlet 410 to couple thefirst inlet 404 to thesecond outlet 410, and so that thesecond slot 422 overlaps with thesecond inlet 406 and thefirst outlet 408 to couple thesecond inlet 406 to thefirst outlet 408, to provide the second potentialopen position 414. In addition to providing one of the first and second potentialopen positions rotatable gear 418 is rotatable so that thefirst slot 420 only overlaps with one of theinlets outlets second slot 422 only overlaps with one of theinlets outlets valve 402 provides a closed position rather than an open position. -
FIGS. 8A and 8B are additional illustrations of portions of thehydraulic propulsion system 200, with some modifications to the implementations illustrated in the preceding figures. In particular,FIGS. 8A and 8B illustrate a three-dimensional model and a schematic diagram, respectively, of ahydraulic cylinder 230 and related components of thesonic transmission unit 203 in thehydraulic propulsion system 200. As illustrated inFIGS. 8A and 8B , thehydraulic cylinder 230 includes a first inlet/outlet 250, and second inlet/outlet 252, a third inlet/outlet 254, and a fourth inlet/outlet 256. Depending on the positions of the first and secondflow control valves sonic transmission unit 203, thehydraulic cylinder 230 has either afirst inlet 250, asecond inlet 252, afirst outlet 254, and asecond outlet 256, or afirst inlet 254, asecond inlet 256, afirst outlet 250, and asecond outlet 252. - As described above with respect to
FIG. 5 , thehydraulic cylinder 230 of the sonic transmission unit illustrated inFIGS. 8A and 8B houses a fixeddividing wall 240, which divides thehydraulic cylinder 230 into two distinct and rigid hydraulic chambers. Each hydraulic chamber is itself divided into two sub-chambers that are separated by additional dividingwalls 241. A first one of the chambers houses afirst piston 242 and a first elastic element orspring 244 coupled to thefirst piston 242 and to the dividingwall 240 in its first sub-chamber, as well as athird piston 243 and a third elastic element orspring 245 coupled to thethird piston 243 and to a wall opposite the dividingwall 240 in its second sub-chamber. A second one of the chambers houses asecond piston 246 and a second elastic element orspring 248 coupled to thesecond piston 246 and to the dividingwall 240 in its first sub-chamber, as well as afourth piston 247 and a fourth elastic element orspring 249 coupled to thefourth piston 247 and to a wall opposite the dividingwall 240. Thehydraulic cylinder 230 illustrated inFIGS. 8A and 8B includes a dilating fluid that flows into and out of thehydraulic cylinder 230 through the first inlet/outlet 250 and the second inlet/outlet 252, and a working fluid that flows into and out of thehydraulic cylinder 230 through the third inlet/outlet 254 and the fourth inlet/outlet 256. The working fluid is separated from the dilating fluid within thehydraulic cylinder 230 by the first andsecond pistons - When relatively high-pressure waves travelling through the dilating fluid enter the
hydraulic cylinder 230 through the first andsecond inlets second pistons pistons second springs fourth pistons fourth springs springs outlets hydraulic cylinder 230 through theoutlets - When relatively high-pressure waves travelling through the working fluid enter the
hydraulic cylinder 230 through theinlets fourth pistons fourth springs second pistons springs springs pistons outlets hydraulic cylinder 230 through theoutlets - Thus, as the first and second
flow control valves hydraulic cylinder 230 through theinlets inlets pistons hydraulic cylinder 230 with respect to the fixeddividing wall 240. Thesprings springs hydraulic cylinder 230, thesprings springs pistons springs hydraulic cylinder 230 for a given frequency or given frequencies of the relatively high-pressure waves. - Accumulator Unit
-
FIG. 9 is a schematic illustration of portions of thehydraulic propulsion system 200 that include the accumulator unit. As illustrated inFIG. 9 , thehydraulic propulsion system 200 includes a set of fourhydraulic motors hydraulic motors 208 and the gear sets 260 are used to drive the wheels of a wheeled vehicle, such as the four wheels of an automobile or a truck. - Each of the
hydraulic motors 208 is hydraulically coupled with one another in parallel rather than in series, which allows thehydraulic motors 208 to be independently coupled to a respective wheel of the wheeled vehicle, and allows for variable, continuous, and independent speed and torque variation at each of the four wheels. Thehydraulic motors 208 are coupled to wheels of a wheeled vehicle on axles with open differentials, or in pairs, such as on axles with locking differentials. Thehydraulic motors 208 are vane-typehydraulic motors 208. -
FIG. 9 also illustrates that thehydraulic propulsion system 200 includes a thirdflow control valve 262, which is actuated to move between its two positions either independently of, or in unison with, the first and secondflow control valves hydraulic accumulator 264 and a low-pressurehydraulic accumulator 266. -
FIGS. 10A and 10B are additional illustrations of portions of thehydraulic propulsion system 200, with some modifications to the implementations illustrated in the preceding figures.FIGS. 10A and 10B illustrate perspective cross-sectional and perspective views, respectively, of a three-dimensional model of anaccumulator unit 296, which acts as a dual high-pressure and low-pressure accumulator unit by incorporating both the high-pressure accumulator 264 and the low-pressure accumulator 266. As illustrated inFIGS. 10A and 10B , theaccumulator unit 296 includes a rigid, cylindrical housing 298 coupled at a first end to afirst end cap 300 and at a second end opposite the first end to asecond end cap 302. - The
first end cap 300 includes afirst port 304 at a center portion thereof and asecond port 306 at a peripheral portion thereof. Thesecond end cap 302 includes athird port 308 at a center portion thereof and afourth port 310 at a peripheral portion thereof. The first andthird ports pressure accumulator 264 to the thirdflow control valve 262. The second andfourth ports pressure accumulator 266 to the thirdflow control valve 262. - The
accumulator unit 296 also includes afirst disc spring 312 positioned against an interior surface of thefirst end cap 300 surrounding thefirst port 304, asecond disc spring 314 positioned against an interior surface of thesecond end cap 302 surrounding thethird port 308, and an elastomer, cylindrical dividing wall 316, which is welded to the first and second disc springs 312 and 314, and which separates thehigh pressure accumulator 264 from thelow pressure accumulator 266. As high pressure accumulates within thehigh pressure accumulator 264 and/or low pressure accumulates within thelow pressure accumulator 266, the first and second disc springs 312 and 314 extend, and the elastomer dividing wall 316 bows outward, thereby storing energy within theaccumulator unit 296. As high pressure is released from thehigh pressure accumulator 264 and/or low pressure is released from thelow pressure accumulator 266, the first and second disc springs 312 and 314 and the elastomer dividing wall 316 relax, thereby releasing the energy stored within theaccumulator unit 296. -
FIG. 10C is another illustration of portions of thehydraulic propulsion system 200, with some modifications to the implementations illustrated in the preceding figures. In particular,FIG. 10C illustrates a cross-sectional view of analternative accumulator unit 540, which acts as a dual high-pressure and low-pressure accumulator unit by incorporating both the high-pressure accumulator 264 and the low-pressure accumulator 266. Theaccumulator unit 540 includes afirst inlet port 542 that allows access for a relatively high-pressure fluid to thehigh pressure accumulator 264, and asecond inlet port 544 that allows access for a relatively low-pressure fluid to thelow pressure accumulator 266. When a high-pressure fluid is provided to the high-pressure accumulator 264 through thefirst inlet 542 and/or a low-pressure fluid is provided to the low-pressure accumulator 266 through thesecond inlet 544, the respective pressures turn apiston 546 within theaccumulator 540. This compresses a plurality of disc springs 548 and a plurality of hose-type elastomer springs 550 interconnected with the disc springs 548, thereby storing energy for later use in the compression of thesprings - In one implementation, the
springs support shaft 552 running the length of theaccumulator 540, to provide support and stability for thesprings accumulator 540 includes a plurality ofmassive bodies 554 coupled to thesprings 548 and/or 550. Theaccumulator 540 is coupled to a hydraulic conduit of thehydraulic propulsion system 200 that carries oscillating pressure waves, as described herein, so that theaccumulator 540 can also store energy in the oscillation of themasses 554 and thesprings springs massive bodies 554 are selected or designed so that these components oscillate under resonant conditions, or resonate, within theaccumulator 540. -
FIG. 10D is another illustration of portions of thehydraulic propulsion system 200, with some modifications to the implementations illustrated in the preceding figures.FIG. 10D illustrates a cross-sectional view of an alternative implementation of anaccumulator unit 556, which acts as a dual high-pressure and low-pressure accumulator unit by incorporating both the high-pressure accumulator 264 and the low-pressure accumulator 266. Theaccumulator unit 556 has the same features as theaccumulator unit 540, except that it includes athird inlet port 558 that allows access for a relatively high-pressure fluid to thehigh pressure accumulator 264, afourth inlet port 560 that allows access for a relatively low-pressure fluid to thelow pressure accumulator 266, and asecond piston 562 coupled to thesprings piston 546. - When a high-pressure fluid is provided to the high-
pressure accumulator 264 through thefirst inlet 542 and/or thethird inlet 558, and/or a low-pressure fluid is provided to the low-pressure accumulator 266 through thesecond inlet 544 and/or thefourth inlet 560, the respective pressures move thepistons 546 and/or 562 within theaccumulator 540, thereby compressing thesprings 548 and/or 550, and storing energy for later use in the compression of thesprings springs pistons - As shown in some embodiments,
FIGS. 11-17 illustrate a three-dimensional model of an integrated hydraulic power andcontrol unit 268 of thehydraulic propulsion system 200. As illustrated inFIG. 11 , the integrated hydraulic power andcontrol unit 268 includes a first one of thehydraulic motors 208 a (as described above), a second one of thehydraulic motors 208 b (as described above), a first dual rotational directionalflow control valve 274, and a second dual rotational directionalflow control valve 276. - As described in greater detail above, the first and second
hydraulic motors hydraulic motors hydraulic motors hydraulic motors -
FIG. 12 illustrates an exploded view of an implementation of the integrated hydraulic power andcontrol unit 268. As shown inFIG. 12 , thehydraulic motors integrated housing 318, which includes a first hollow cylindrical housing portion for the firsthydraulic motor 208 a and a second hollow cylindrical housing portion for the secondhydraulic motor 208 b. Thehousing 318 also includes a first high-pressure port 320, which is coupled to the firsthydraulic conduit 210, a first low-pressure port 322, which is coupled to the secondhydraulic conduit 214, a second high-pressure port 324, which is coupled to the high-pressure accumulator 264, and a second low-pressure port 326, which is coupled to the low-pressure accumulator 266. - The first
hydraulic motor 208 a includes a firstrotatable housing 328 positioned to rotate about its central longitudinal axis within the first hollow cylindrical housing portion of thehousing 318, and a secondrotatable housing 330 positioned to rotate about its central longitudinal axis within the firstrotatable housing 328. Together, the first and secondrotatable housings housing 318 and the moving components of the firsthydraulic motor 208 a housed therein. - The first
hydraulic motor 208 a also includes arotor 332 positioned to rotate about its central longitudinal axis within the secondrotatable housing 330, therotor 332 having a plurality of radially-orientedvane grooves 336 within whichrespective vanes 334 are seated. In one implementation, therotor 332 has an outer diameter of 100 mm, a length of 100 mm, and an eccentricity of 6 mm within the secondrotatable housing 330 when positioned therein. The firsthydraulic motor 208 a also includes a journal bearing 338, which is rigidly coupled to therotor 332 and to anoutput shaft 354 for transferring power or torque from the firsthydraulic motor 208 a to awheel 356 of a wheeled vehicle. The firsthydraulic motor 208 a also includes anend cap 340 that is coupled to thehousing 318 by a plurality ofscrews 342 to seal the other components of the firsthydraulic motor 208 a within thehousing 318. - As illustrated in
FIG. 12 with respect to the secondhydraulic motor 208 b, thehousing 318 includes aseparation wall 344 that extends longitudinally out of the second hollow cylindrical housing portion and, when the integrated hydraulic power andcontrol unit 268 is assembled, extends longitudinally through the center of therotor 332. The first and secondhydraulic motors - As also illustrated in
FIG. 12 , the first dual rotational directionalflow control valve 274 includes arotor 346 and astepper motor 348 for controlling therotor 346, and the second dual rotational directionalflow control valve 276 includes arotor 350 and astepper motor 352 for controlling therotor 350. -
FIG. 13A illustrates another view of the integrated hydraulic power andcontrol unit 268 with some components removed.FIG. 13B illustrates a schematic drawing of the connections of the integrated hydraulic power andcontrol unit 268 to other components of thehydraulic propulsion system 200, includingoutput shafts 354 for transferring power or torque from the first and secondhydraulic motors wheels 356 of a wheeled vehicle. InFIG. 13A , the first and second dual rotational directionalflow control valves pressure ports ports ports -
FIG. 14 illustrates another view of some components of the integrated hydraulic power andcontrol unit 268. In particular,FIG. 14 illustrates that therotor 346 of the first dual rotational directionalflow control valve 274 includes afirst conduit 362 and asecond conduit 364, and that therotor 352 of the second dual rotational directionalflow control valve 276 includes athird conduit 366 and afourth conduit 368. Thefirst conduit 362 is used to couple the first high-pressure port 320 to the upper inlet/outlet chamber 358 or to the lower inlet/outlet chamber 360, depending on the orientation of therotor 346. Thesecond conduit 364 is used to couple the first low-pressure port 322 to the upper inlet/outlet chamber 358 or to the lower inlet/outlet chamber 360, depending on the orientation of therotor 346. Thethird conduit 366 is used to couple the second high-pressure port 324 to the upper inlet/outlet chamber 358 or to the lower inlet/outlet chamber 360, depending on the orientation of therotor 350. Thefourth conduit 368 is used to couple the second low-pressure port 326 to the upper inlet/outlet chamber 358 or to the lower inlet/outlet chamber 360, depending on the orientation of therotor 350. - The
conduits respective rotors respective rotors respective rotor conduits rotor 346 are spaced apart from one another longitudinally along the length of therotor 346, and are oriented such that their central longitudinal axes are oriented approximately 90 degrees apart from one another about a central longitudinal axis of therotor 346. Similarly, theconduits rotor 350 are spaced apart from one another longitudinally along the length of therotor 350, and are oriented such that their central longitudinal axes are oriented approximately 90 degrees apart from one another about a central longitudinal axis of therotor 350. Thus, thestepper motor 348 can be used to rotate therotor 346 such that thefirst conduit 362 is oriented to couple the first high-pressure port 320 to the upper inlet/outlet chamber 358 and thesecond conduit 364 is oriented to couple the first low-pressure port 322 to the lower inlet/outlet chamber 360. Such an orientation of therotor 346 is illustrated inFIG. 14 . Thestepper motor 348 can be used to rotate therotor 346 by 90 degrees from such an orientation so that thefirst conduit 362 is oriented to couple the first high-pressure port 320 to the lower inlet/outlet chamber 360 and thesecond conduit 364 is oriented to couple the first low-pressure port 322 to the upper inlet/outlet chamber 358. - Similarly, the
stepper motor 352 can be used to rotate therotor 350 such that thethird conduit 366 is oriented to couple the second high-pressure port 324 to the upper inlet/outlet chamber 358 and thefourth conduit 368 is oriented to couple the second low-pressure port 326 to the lower inlet/outlet chamber 360. Such an orientation of therotor 350 is illustrated inFIG. 14 . Thestepper motor 352 can be used to rotate therotor 350 by 90 degrees from such an orientation, such that thethird conduit 366 is oriented to couple the second high-pressure port 324 to the lower inlet/outlet chamber 360 and thefourth conduit 368 is oriented to couple the second low-pressure port 326 to the upper inlet/outlet chamber 358. -
FIGS. 15 and 16 illustrate cross-sectional views of the integrated hydraulic power andcontrol unit 268 taken along lines 15-15 and 16-16, respectively, inFIG. 11 .FIG. 17 illustrates a cross-sectional view of the integrated hydraulic power andcontrol unit 268 taken along line 17-17 inFIGS. 15 and 16 . As illustrated inFIGS. 15-17 , relatively high-pressure hydraulic fluid flows into the integrated hydraulic power andcontrol unit 268 through the first or the second high-pressure ports 320 and/or 324, through theconduit 362 and/or theconduit 366, through theupper inlet chamber 358 to the region thereof above theseparation wall 344, where it flows radially outward through one or more conduits orchannels 370 of therotor 332, to an open space between an outer surface of therotor 332 and an inner surface of the secondrotatable housing 330. Once located in this open space, the relatively high-pressure hydraulic fluid interacts with the outer surface of therotor 332, the inner surface of the secondrotatable housing 330, and thevanes 334, in accordance with the principles of standard vane-type hydraulic motors, to induce rotation of therotor 332 within the secondrotatable housing 330 as its pressure decreases. Once the pressure of the hydraulic fluid has decreased and has been used to drive rotation of therotor 332, the hydraulic fluid flows radially inward through one or more of theconduits 370, through thelower outlet chamber 360, and out of the integrated hydraulic power andcontrol unit 268. The hydraulic fluid then flows through theconduit 364 and/or theconduit 368, and through the first or the second low-pressure ports 322 and/or 326. - In order to drive rotation of the
rotor 332 in a direction opposite to that described above, relatively high-pressure hydraulic fluid flows into the integrated hydraulic power andcontrol unit 268 through the first or the second high-pressure ports 320 and/or 324, through theconduit 364 and/or theconduit 368, through thelower inlet chamber 360 to the region thereof below theseparation wall 344, where it flows radially outward through one or more conduits orchannels 370 of therotor 332, to the open space between therotor 332 and the secondrotatable housing 330. The relatively high-pressure hydraulic fluid induces rotation of therotor 332 within the secondrotatable housing 330. The hydraulic fluid then flows radially inward through one or more of theconduits 370, through theupper outlet chamber 358, and out of the integrated hydraulic power andcontrol unit 268 through theconduit 362 and/or theconduit 366, and through the first or the second low-pressure ports 322 and/or 326. - While the foregoing description has focused on the second
hydraulic motor 208 b, the firsthydraulic motor 208 a has the same or a similar, or a mirror-image configuration, and functions in the same ways as described for the secondhydraulic motor 208 b. Because the firsthydraulic motor 208 a and the secondhydraulic motor 208 b are coupled to one another in parallel and are fed by the same high-pressure hydraulic fluids, the respective rotors and shafts and/or wheels coupled thereto rotate independently of one another, such as at different speeds, providing a differential effect for the integrated hydraulic power andcontrol unit 268. -
FIGS. 18 and 19 are illustrations of portions of the integrated hydraulic power and control unit of thehydraulic propulsion system 200. In particular,FIGS. 18 and 19 illustrate an alternativehydraulic motor assembly 564, in side and end views, respectively. As illustrated inFIG. 18 , thehydraulic motor assembly 564 includes avalve 566 mounted to the hub or bearing of awheel 568 of a vehicle, as well as astepper motor 570 that can be actuated to open or close thevalve 566 to allow a pressurized hydraulic fluid to pass therethrough. Thestepper motor 570 can actuate thevalve 566 to open and provide a high-pressure hydraulic fluid to a pair ofpistons pistons pistons pistons wheel 568, which is urged by the high-pressure hydraulic fluid to press against thewheel 568 and move thewheel 568 in a forward direction. - The
stepper motor 570 can also actuate thevalve 566 to open and provide a high-pressure hydraulic fluid to apiston 574. In some embodiments, thepiston 574 comprises a solid piston. In other embodiments, thepiston 574 comprises a highly viscous fluid. In one embodiment, thepiston 574 is mounted near the rear end of thewheel 568, which is urged by the high-pressure hydraulic fluid to press against thewheel 568 and move thewheel 568 in a reverse direction.FIG. 19 illustrates that thehydraulic motor assembly 564 is coupled to, and/or powered by, thesonic transmission unit 203 and/or theaccumulator unit 296. -
FIGS. 20A-20C illustrate a three-dimensional model of anelectrical generator unit 372 of thehydraulic propulsion system 200, a cross-sectional view thereof, and a schematic illustration thereof, respectively. In particular,FIG. 20A illustrates an embodiment in which theelectrical generator unit 372 includes amain body 374, anouter shell 376, a first inlet/outlet port 378, and a second inlet/outlet port 380.FIG. 20B illustrates an embodiment in which themain body 374 contains theelectrical generator unit 372. Theelectrical generator unit 372 includes afirst spring 382, afirst piston 384, asecond spring 386, asecond piston 388, and a connectingrod 390. Thefirst spring 382 is engaged with afirst end cap 392 and with thefirst piston 384, thesecond spring 386 is engaged with asecond end cap 394 and with thesecond piston 388, and the connectingrod 390 is engaged with thefirst piston 384 and thesecond piston 388. -
FIG. 20B illustrates an embodiment in which theelectrical generator unit 372 also includes a coiledwire 396 that surrounds themain body 374 and is positioned within theouter shell 376.FIG. 20C illustrates an embodiment in which thefirst inlet 378 is coupled by first andsecond conduits hydraulic conduits first conduit 398 and a relatively low-pressure hydraulic fluid to thesecond conduit 400, and a relatively low-pressure hydraulic fluid to thefirst conduit 398 and a relatively high-pressure hydraulic fluid to thesecond conduit 400. The rate at which the fourth flow control valve alternates between such positions is selected, based on the masses of thefirst piston 384,second piston 388, and connectingrod 390, and based on the spring constants or stiffness of the first andsecond springs first piston 384,second piston 388, and connectingrod 390 within themain body 374 of theelectrical generator unit 372. - In some embodiments, the connecting
rod 390 is made of a magnetic material so that its resonance within themain body 374 of theelectrical generator unit 372 induces an electrical current within the coiledwire 396. This electrical current is used to power auxiliary systems of a wheeled vehicle or other systems primarily driven by the operation of the integrated hydraulic power andcontrol unit 268. In some implementations, such auxiliary systems include an electrical alternator, a fan, a fuel pump, a power steering pump, and/or an air conditioning compressor. - Application to Wheeled Vehicles
- The thermal hydraulic systems described herein are particularly suitable for use in wheeled vehicles such as automobiles, due to the absence of an internal combustion engine, a hydraulic pump, and other relatively heavy, complex components, which weigh down a vehicle and add to efficiency losses. Omitting such components reduces the overall weight of the vehicle and thereby improves fuel efficiency, reduces the number of parts, streamlines maintenance, and lowers emissions. In other implementations, the thermal hydraulic systems described herein can be used to power other mechanical systems, such as the propellers of an aircraft or a boat.
-
FIGS. 21A and 21B illustrate three dimensional models of thehydraulic propulsion system 200, with a combination of the features ofhydraulic propulsion system 200 described herein arranged for incorporation into a wheeled vehicle. As illustrated inFIG. 21A , thehydraulic propulsion system 200 is arranged with theaccumulator unit 296 at the front of the wheeled vehicle, with an auxiliary systems actuator 424 positioned behind theaccumulator unit 296, and with at least one front axle integrated hydraulic power andcontrol unit 268 positioned behind the auxiliary systems actuator 424 to drive one or more pairs offront axles 426 and one or more pairs offront wheels 428. This embodiment of thehydraulic propulsion system 200 further includes athermal unit 202 positioned above the front axle integrated hydraulic power andcontrol unit 268, anelectrical generator unit 372 positioned behind the front axle integrated hydraulic power andcontrol unit 268, and asonic transmission unit 203 positioned behind theelectrical generator unit 372. -
FIG. 21A also illustrates that thehydraulic propulsion system 200 is arranged with one ormore control pedals 430 positioned near the front of the vehicle to allow an operator of the vehicle to control the operation of thehydraulic propulsion system 200 and to thereby control the motion of the vehicle.FIG. 21A illustrates that thehydraulic propulsion system 200 is arranged with afuel tank 432 at the rear end of the vehicle, and with a rear axle integrated hydraulic power andcontrol unit 268 positioned in front of thefuel tank 432 to drive one or more pairs ofrear axles 434 and one or more pairs ofrear wheels 436. In some implementations, thehydraulic propulsion system 200 includes a plurality of front axle integrated hydraulic power andcontrol units 268 to drive a corresponding plurality of pairs offront axles 426 andfront wheels 428, as well as a plurality of rear axle integrated hydraulic power andcontrol units 268 to drive a corresponding plurality of pairs ofrear axles 434 andrear wheels 436. Such implementations can be used in large, multi-axle vehicles such as trucks, tractors, construction equipment, farm equipment, and the like. - The
hydraulic propulsion system 200 also includes a plurality ofhydraulic conduits 438 that extend from the front of the vehicle to the rear of the vehicle, which supply fuel from thefuel tank 432 to thethermal unit 202 and which supply high-pressure hydraulic fluid from thesonic transmission unit 203 and/or from theaccumulator unit 296 at the front of the vehicle to the rear axle integrated hydraulic power andcontrol unit 268 at the rear of the vehicle. Thehydraulic conduits 438 also return low-pressure hydraulic fluid from the rear axle integrated hydraulic power andcontrol unit 268 at the rear of the vehicle to thesonic transmission unit 203 and/or to theaccumulator unit 296 at the front of the vehicle. In some embodiments, thehydraulic propulsion system 200 also includes a battery to power any of the various components thereof.FIG. 21B illustrates an implementation similar to, although different than, the implementation illustrated inFIG. 21A . For example,FIG. 21B illustrates thethermal unit 202, the integrated hydraulic power andcontrol unit 268, theelectrical generator unit 372, theaccumulator unit 296, and thesonic transmission unit 203. -
FIGS. 22A and 22B illustrate control systems through which an operator of a motor vehicle or other system powered by thehydraulic propulsion system 200 interacts with thehydraulic propulsion system 200.FIG. 22A illustrates that one such control system includes a pedal 430 mechanically coupled to the piston of a firsthydraulic cylinder 440, which is hydraulically coupled by a firsthydraulic conduit 442 to a secondhydraulic cylinder 444. The piston of the firsthydraulic cylinder 440 is mechanically coupled to ahydraulic motor 208 to control its operation. The firsthydraulic conduit 442 is coupled to a plurality of additionalhydraulic conduits 446, which are coupled to three additionalhydraulic motors 208 such that the pedal 430 can be used to control operation of four wheels of a wheeled vehicle. -
FIG. 22B illustrates that another such control system includes amanual lever 448 coupled to the thirdflow control valve 262 and to afuel pump 450 that is used to pump fuel to thethermal unit 202. Actuation of themanual lever 448 increases the power provided by thehydraulic propulsion system 200 by providing the hydraulic energy stored in theaccumulator unit 296 through the thirdflow control valve 262 and by providing additional heat energy within thethermal unit 202. -
FIG. 23 illustrates anelectronic control system 452, which may be referred to as a “drive-by-wire”control system 452, through which an operator of a motor vehicle or other system powered by thehydraulic propulsion system 200 interacts with thehydraulic propulsion system 200.FIG. 23 illustrates that thecontrol system 452 includes an engine control unit (sometimes referred to as an “ECU”) 462, which comprises a central processing unit and/or other electronic components and circuitry for storing data, accepting signals from components of thehydraulic propulsion system 200 as input, processing the input signals and stored data to generate output signals, and transmitting the output signals to components of thehydraulic propulsion system 200. - The
control system 452 also includes apedal 430, which when actuated by an operator of thehydraulic propulsion system 200 generates and transmits a signal X to theECU 462. Thecontrol system 452 also includes amanual lever 448, which when actuated by an operator of thehydraulic propulsion system 200 generates and transmits a signal to theECU 462. In one embodiment, the signal may be a signal R to indicate that the operator desires thehydraulic propulsion system 200 to drive the wheels of the vehicle in reverse. In another embodiment, the signal may be a signal 2WD to indicate that the operator desires thehydraulic propulsion system 200 to drive only two wheels, such as with a single integrated hydraulic power andcontrol unit 268. In still another embodiment, the signal may be a signal AWD to indicate that the operator desires thehydraulic propulsion system 200 to drive all four wheels, such as with two integrated hydraulic power andcontrol units 268. In yet another embodiment, the signal may be a signal Brake Energy Recovery System (BERS) to indicate that the operator desires thehydraulic propulsion system 200 to act as a brake energy recovery system, in which thehydraulic motors 208 a-208 d are inverted and operated as hydraulic pumps to extract energy from the wheels of the vehicle and store that energy as hydraulic energy in theaccumulator unit 296. Thecontrol system 452 may also include a key 464, that when actuated by an operator of thehydraulic propulsion system 200, generates and transmits a signal to theECU 462 indicating that the operator desires components of thehydraulic propulsion system 200, such as thethermal unit 202, to be started. - The
control system 452 also includes a plurality ofcontrol wires hydraulic motors 208 so that the ECU can transmit control signals to thehydraulic motors 208, and so that thehydraulic motors 208 can generate and transmit input signals, such as to signify the speed at which thehydraulic motors 208, or wheels coupled thereto, are moving (e.g., rotating). Thecontrol system 452 also includes acontrol wire 466 that electronically couples the ECU to the thirdflow control valve 262 so that the ECU can transmit control signals to the thirdflow control valve 262. Thecontrol system 452 further includes acontrol wire 468 that electronically couples the ECU to thefuel pump 450 so that the ECU can transmit control signals to thefuel pump 450. Thecontrol system 452 additionally includes acontrol wire 470 that electronically couples the ECU to theigniter 288 so that the ECU can transmit control signals to theigniter 288. Moreover, thecontrol system 452 includes one ormore control wires 472 that electronically couple the ECU to one or more additional flow control valves so that the ECU can transmit control signals to any of the other flow control valves described herein. - During a control algorithm or method for controlling the
hydraulic propulsion system 200, when a wheeled vehicle or other system powered by thehydraulic propulsion system 200 is powered on, such as with the key 464, thesystem 200 performs an overall system check and a pressure check of the high-pressure accumulator 264 in particular. Then, when an operator indicates that the vehicle is about to be driven, such as by using the key 464, thesystem 200 opens the thirdflow control valve 262 to hydraulically open theaccumulator unit 296 to a pair of integrated hydraulic power andcontrol units 268 to allow theaccumulator 296 to power operation of the vehicle's wheels. Thesystem 200 also starts up thefuel pump 450 to pump fuel into thethermal unit 202, use theigniter 288 to ignite the fuel within thefuel pump 450, and begin actuating the firstflow control valve 220 and/or the secondflow control valve 222. In this manner, thesystem 200 provides power to thehydraulic cylinder 230 to induce resonance of the springs and pistons within thehydraulic cylinder 230 and to generate pressure waves as described above. - When the
thermal unit 202 and thehydraulic cylinder 230 are powered up and the hydraulic energy stored in theaccumulator unit 296 is no longer needed, thesystem 200 closes the thirdflow control valve 262 to hydraulically close theaccumulator unit 296 off from the pair of integrated hydraulic power andcontrol units 268, and uses thethermal unit 202 and thehydraulic cylinder 230 to power operation of the vehicle's wheels. Theaccumulator unit 296 is filled during such operation when thethermal unit 202 and thehydraulic cylinder 230 provide more power than needed to power the vehicle's wheels. When an operator of the vehicle actuates thepedal 430, signals are sent to the integrated hydraulic power andcontrol units 268 to increase the speed of the vehicle. When thethermal unit 202 and thehydraulic cylinder 230 provide less power than needed to power the vehicle's wheels, the system uses thefuel pump 450 to pump additional fuel to thethermal unit 202 and opens the thirdflow control valve 262 to hydraulically open theaccumulator unit 296 to the integrated hydraulic power andcontrol units 268 to allow theaccumulator 296 to provide additional power to the vehicle's wheels. - When the operator of the vehicle actuates a pedal or other physical control device, such as the
manual lever 448, to indicate that the operator desires the vehicle to slow down and thehydraulic propulsion system 200 to act as a brake energy recovery system, thesystem 200 inverts thehydraulic motors 208 a-208 d, and uses them as hydraulic pumps to extract energy from the wheels of the vehicle, thereby slowing the vehicle, and stores that energy as hydraulic energy in theaccumulator unit 296. When the wheeled vehicle or other system powered by thehydraulic propulsion system 200 is powered off, such as with the key 464, thesystem 200 keeps thethermal system 202 and thehydraulic cylinder 230 operating and stores the hydraulic energy generated by thethermal system 202 and thehydraulic cylinder 230 in theaccumulator unit 296 until theaccumulator unit 296 reaches its capacity. Thethermal system 202 and thehydraulic cylinder 230 are then powered off. -
FIGS. 24A and 24B illustrate energy transfers within thehydraulic propulsion system 200 at a conceptual level. In one implementation,FIG. 24A illustrates that thethermal unit 202 burns fuel, and thereby provides heat energy, at a relatively constant rate, and consistently converts that heat energy to hydraulic energy using a heat exchanger, at 474. The first and secondflow control valves hydraulic cylinder 230 then convert that hydraulic energy into pressure waves travelling through thehydraulic propulsion system 200, so that at least some of the energy is stored in the resonant vibrations of the components of the hydraulic cylinder 230 (as described above) at 476, and/or in theaccumulator unit 296, at 478. This stored energy is then released to provide hydraulic propulsion, such as at one or more integrated hydraulic power andcontrol units 268, at 480. - Thus, increased efficiency is achieved by using continuous combustion and conversion of thermal energy to hydraulic energy, and by transmitting power to the wheels of a vehicle hydraulically using hydraulic pressure waves. Further, increased flexibility is achieved by providing energy storage as described herein and releasing such stored energy when needed to meet the demands of the vehicle or the operator of the vehicle. Overall system efficiency is also improved by recovering energy when a wheeled vehicle is braking, as described herein.
FIG. 24B illustrates some of these technological improvements of thehydraulic propulsion system 200, including that anoutput 482 of thethermal unit 202, which corresponds to the amount of energy added to storage, is relatively level, and that an amount of energy withdrawn fromstorage 484, which corresponds to an amount of energy provided to thehydraulic motors 208, is relatively highly variable to meet highly variable operating demands.FIG. 25 illustrates several components of thehydraulic propulsion system 200 at different operating stages of a wheeled vehicle. As illustrated inFIG. 25 , when a vehicle is stationary at 486, the flow control valves described herein are arranged so that thepropulsion system 496, including thethermal unit 202, the first and secondflow control valves hydraulic cylinder 230, provides hydraulic energy to theaccumulator unit 296 and not to thehydraulic motors 208. When a vehicle is accelerating at 488, the flow control valves described herein are arranged so that thepropulsion system 496 and theaccumulator unit 296 provide hydraulic energy to thehydraulic motors 208. When a vehicle is experiencing variable demand at its individual wheels, such as when the vehicle is cornering, at 490, the flow control valves described herein are arranged so that thepropulsion system 496 and theaccumulator unit 296 provide hydraulic energy to thehydraulic motors 208, and the individualhydraulic motors 208 are actuated individually based on the respective demands. - When a vehicle is driving in reverse at 492, the flow control valves described herein are arranged so that the
propulsion system 496 and theaccumulator unit 296 provide hydraulic energy to thehydraulic motors 208, to run thehydraulic motors 208 in the opposite direction as when the vehicle is accelerating. When a vehicle is braking at 494, the flow control valves described herein are arranged so that thehydraulic motors 208 are inverted to operate as hydraulic pumps and as brakes for the vehicle, and to provide hydraulic energy to theaccumulator unit 296. -
FIG. 26 illustrates energy transfers between system components, including the demand of thehydraulic motors 208, the output of thepropulsion system 496, and the amount of energy stored in theaccumulator unit 296, at different stages of operation of a wheeled vehicle.FIG. 26 illustrates that as a vehicle moves at a constant and relatively low speed, and thehydraulic motors 208 demand a constant level of power, thepropulsion system 496 provides power to thehydraulic motors 208 and to theaccumulator unit 296, until theaccumulator unit 296 reaches its capacity, as indicated instages FIG. 26 . As the vehicle accelerates, as indicated instages FIG. 26 , thepropulsion system 496 increases its power output and the accumulator provides additional power to meet the increased demand. - When the vehicle travels at a constant and relatively high speed, as indicated in
stage 5 illustrated inFIG. 26 , thepropulsion system 496 operates at the increased power output level to meet the demand. When the vehicle is braking, as indicated instage 6 illustrated inFIG. 26 , thehydraulic motors 208 are inverted and operated as hydraulic pumps to provide hydraulic energy to theaccumulator unit 296. When the vehicle then begins travelling at a constant, intermediate speed, as indicated instage 7 illustrated inFIG. 26 , thepropulsion system 496 increases its power output to meet the increased demand, and once again provides any excess power to theaccumulator unit 296. -
FIGS. 27A and 27B illustrate the results of several analyses of the efficiency and capabilities of thehydraulic propulsion system 200. Such analysis has shown that for 35 kW of total thermal energy produced by thethermal unit housing 278 of thethermal unit thermal unit 202, with 27 kW transferred to the hydraulic fluid within thethermal unit 202. Of this 27 kW, such analysis has shown that about 1 kW is expected to be lost to hydraulic flow losses, about 1 kW is expected to be lost in the operation of thehydraulic motors 208, about 1 kW is expected to be used in the operation of the mechanical auxiliary systems actuator 424, 3 kW is expected to be used in the operation of theelectrical generator unit 372, and about 2 kW is expected to be lost to other associated or auxiliary losses, with about 19 kW expected to be transferred to the wheels of the vehicle, for an overall efficiency of between 50%-60%. -
FIG. 28 illustrates a schematic diagram of thehydraulic propulsion system 200, with some modifications to the implementations illustrated in the preceding figures, and formed in part of schematic diagrams previously illustrated, such as those ofFIGS. 6C, 8B, 13B, and 20C .FIG. 28 illustrates that thehydraulic propulsion system 200 includes thethermal unit 202, as illustrated inFIG. 6C , coupled to thehydraulic cylinder 230 and components thereof, as illustrated inFIG. 8B , by the firstflow control valve 220.FIG. 28 also illustrates that thehydraulic propulsion system 200 includes a double-sidedpressure relief valve 498 coupled on one side to the firstintermediate conduit 226 and on another side to the secondintermediate conduit 228, to open a direct conduit between the first and secondintermediate conduits -
FIG. 28 also illustrates that thehydraulic propulsion system 200 includes two integrated hydraulic power andcontrol units 268, as illustrated inFIG. 23B , coupled to thehydraulic cylinder 230 by respective secondflow control valves 222. WhileFIG. 23B illustrates that bothhydraulic motors 208 housed within a single integrated hydraulic power andcontrol unit 268 are coupled to thehydraulic cylinder 230 by a common first dual rotational directionalflow control valve 274,FIG. 28 illustrates that eachhydraulic motor 208 is coupled to thehydraulic cylinder 230 by a single, respective flow control valve.FIG. 28 also illustrates that one or both of the integrated hydraulic power andcontrol units 268 include agearbox 260 mounted between therespective output shafts 354 and therespective wheels 356, to allow an operator of the wheeled vehicle to further control the speed and power of thewheels 356. -
FIG. 28 also illustrates that thehydraulic propulsion system 200 includes an auxiliarysystems power unit 500, which includes the auxiliary systems actuator 424 and theelectrical generator unit 372, as illustrated inFIG. 20C , and which are used to power auxiliary systems of a wheeled vehicle, such as an electrical alternator, a power steering pump, and/or an air conditioning compressor.FIG. 28 also illustrates that thehydraulic propulsion system 200 includes theaccumulator unit 296, including thehigh pressure accumulator 264 and thelow pressure accumulator 266, and which are coupled to thehydraulic cylinder 230 by the second and/or thirdflow control valves FIG. 28 also illustrates that thehydraulic propulsion system 200 includes thefuel pump 450 arranged to pump fuel from thefuel tank 432 to thefuel injector 286 of thethermal unit 202.FIG. 28 also illustrates that thehydraulic propulsion system 200 includes abattery 502, which is coupled to and charged by theelectrical generator unit 372, and which is coupled to, and used to actuate, components of thefuel pump 450, thefan 282 of thethermal unit 202, theigniter 288 of thethermal unit 202, and/or any or all of thehydraulic motors 208 and/or flow control valves described herein. -
FIG. 29 illustrates another schematic diagram of thehydraulic propulsion system 200, with some modifications to the implementations illustrated in the preceding figures. Specifically,FIG. 29 illustrates that thehydraulic propulsion system 200 includes ahydraulic motor 504 that is actuated by passing high-pressure waves to induce ahydraulic pump 506 to pump hydraulic fluid from the secondhydraulic conduit 214 into thethermal unit 202.FIG. 29 also illustrates that thehydraulic propulsion system 200 includes aflow control valve 508, which is used to ensure that components coupled to the hydraulic conduits thereof are at the same pressure. Additionally,FIG. 29 illustrates that thehydraulic propulsion system 200 includes ahydraulic cylinder 230 and apiston assembly 512 similar to that illustrated inFIG. 4 , with an additional mass 520 coupled to thepiston 514. Thehydraulic cylinder 230 and thepiston assembly 514 provide thesystem 200 with sonic inertia. - Furthermore,
FIG. 29 illustrates that thehydraulic propulsion system 200 includes additionalhydraulic cylinders 230 that each house arespective piston 522 coupled to an end of thehydraulic cylinder 230 by arespective spring 524.Respective chambers 526 within each of thehydraulic cylinders 230 that are hydraulically separated from the rest of thehydraulic propulsion system 200 by thepistons 522 are coupled to one another and to ahydraulic compressor 528 and to apressure reduction valve 530, which controls the pressure within thechambers 526 and provides thesystem 200 with sonic capacity. -
FIG. 29 also illustrates that thehydraulic propulsion system 200 includes fourhydraulic motors 208, each coupled to arespective wheel 356 of a wheeled vehicle. Further,FIG. 29 illustrates that each of thehydraulic motors 208 is coupled in parallel with the otherhydraulic motors 208, including by incorporatingbypass valves 532 between pairs ofhydraulic motors 208, so that each of thewheels 356 is powered and rotates independently of theother wheels 356.FIG. 29 additionally illustrates that theaccumulator unit 296 is hydraulically coupled to the rest of thehydraulic propulsion system 200 by a firstflow control valve 534, which can be opened to allow high-pressure fluid to flow into or out of theaccumulator unit 296 while the vehicle is moving forward, and asecond control valve 536, which can be opened to allow high-pressure fluid to flow into or out of theaccumulator unit 296 while the vehicle is moving backward. The filling and emptying of theaccumulator unit 296 is monitored in part by using apressure gauge 538. -
FIG. 30 illustrates another schematic diagram of thehydraulic propulsion system 200, with some modifications to the implementations illustrated in the preceding figures. Specifically,FIG. 30 illustrates that thehydraulic propulsion system 200 includes a first plurality of flow control valves G1, G2, G3, G4, G5, G6, and G7, on a first side of thehydraulic cylinder 230, for controlling the flow of a dilating hydraulic fluid, and a second plurality of flow control valves H1, H2, H3, H4, H5, H6, H7, and H8, on a second side of thehydraulic cylinder 230, for controlling the flow of a working hydraulic fluid, wherein each of the flow control valves is indicated by a diamond.FIG. 30 illustrates that thehydraulic propulsion system 200 also includes a plurality of air breathers, indicated by circles, a plurality of pressure transducers, indicated by squares, and a plurality of pressure transducers, indicated by hexagons. - U.S. Provisional Patent Application Nos. 62/496,784, filed Oct. 28, 2016, 62/498,336, filed Dec. 21, 2016, 62/498,337, filed Dec. 21, 2016, 62/498,347, filed Dec. 21, 2016, 62/498,338, filed Dec. 21, 2016, and 62/577,630, filed Oct. 26, 2017, as well as U.S. Non-Provisional patent application Ser. No. 15/731,360, filed Jun. 1, 2017, and Romanian Patent Application No. A/10070/2017 filed Oct. 27, 2017, are hereby incorporated herein by reference, in their entireties.
- The various embodiments described above can be combined to provide further embodiments. These and other changes can be made to the embodiments in light of the above-detailed description. In general, in the following claims, the terms used should not be construed to limit the claims to the specific embodiments disclosed in the specification and the claims, but should be construed to include all possible embodiments along with the full scope of equivalents to which such claims are entitled. Accordingly, the claims are not limited by the disclosure.
Claims (28)
1. A thermal hydraulic propulsion system, comprising:
a thermal unit including a hydraulic fluid reservoir thermally coupled to a heat source and to a first hydraulic conduit carrying a dilating hydraulic fluid, wherein the hydraulic fluid reservoir exchanges heat between the heat source and the dilating hydraulic fluid, the first portion of the first hydraulic conduit connecting to a first flow control valve and to a first chamber of the hydraulic cylinder via first portion of the intermediate conduit; and
an integrated hydraulic power and control unit including a hydraulic motor hydraulically coupled to a mechanical device and to a second portion of the first hydraulic conduit carrying a working hydraulic fluid that is different than the dilating hydraulic fluid, wherein the hydraulic motor transfers hydraulic energy from the working hydraulic fluid to mechanically power the mechanical device, the second portion of the first hydraulic conduit connecting to a second flow control valve and to a second chamber of the hydraulic cylinder via second portion of the intermediate conduit.
2. The propulsion system of claim 1 , further comprising a transmission unit that includes an energy wave generator and an energy wave converter,
wherein the wave generator includes the heat source that heats the hydraulic fluid reservoir and generates pressure from the dilating hydraulic fluid in the hydraulic fluid reservoir, initiating a high-pressure wave that travels along the first hydraulic conduit, through the first flow control valve to a first chamber of the energy wave converter, the energy wave converter including the hydraulic cylinder, the hydraulic cylinder containing a first piston, a spring and a second piston,
wherein the dilating hydraulic fluid in the energy wave converter exerts pressure against the first piston, compressing the spring that moves the second piston, and initiating a pressure wave in the working hydraulic fluid that travels through the second flow control valve to the hydraulic motor.
3. The propulsion system of claim 2 , wherein the hydraulic motor is coupled to the mechanical device by a shaft, and wherein the mechanical device is a wheel.
4. The propulsion system of claim 3 , wherein the propulsion system further comprises a second hydraulic motor hydraulically coupled to a second wheel, a third hydraulic motor hydraulically coupled to a third wheel, and a fourth hydraulic motor hydraulically coupled to a fourth wheel.
5. The propulsion system of claim 2 , wherein the dilating hydraulic fluid has a first coefficient of thermal expansion and the working hydraulic fluid has a second coefficient of thermal expansion that is lower than the first coefficient of thermal expansion.
6. The propulsion system of claim 2 , further comprising a hydraulic accumulator.
7. The propulsion system of claim 2 , further comprising an electrical energy generator.
8. A method of operating a thermal hydraulic pressure wave-based propulsion system, comprising:
heating a dilating hydraulic fluid within a first conduit coupled and generating pressure from the dilating hydraulic fluid within a pressure wave generator;
positioning a first flow control valve in a closed position to increase pressure of the dilating hydraulic fluid in the first conduit connected to an energy wave converter;
moving the first flow control valve from the closed position to an open position to release a pressure wave in a working hydraulic fluid within a second conduit; and
using the pressure wave in the working hydraulic fluid to provide energy to a hydraulic motor.
9. The method of claim 8 , wherein the energy wave converter includes a hydraulic cylinder containing a first piston connected to a second piston by a spring, and wherein moving the first flow control valve from the closed position to an open position to release a pressure wave in a working hydraulic fluid within a second conduit further comprises:
enabling the dilating hydraulic fluid to exert pressure against the first piston, compress the spring that moves the second piston, and initiate a pressure wave in the working hydraulic fluid.
10. The method of claim 8 , wherein the hydraulic motor drives a first wheel, the method further comprising using the pressure wave to drive a second hydraulic motor and a second wheel, a third hydraulic motor and a third wheel, and a fourth hydraulic motor and a fourth wheel.
11. The method of claim 8 , wherein the dilating hydraulic fluid has a first coefficient of thermal expansion and the working hydraulic fluid has a second coefficient of thermal expansion that is lower than the first coefficient of thermal expansion.
12. The method of claim 8 , further comprising using the pressure wave in the working hydraulic fluid to provide energy to a hydraulic accumulator.
13. The method of claim 8 , further comprising using the pressure wave to provide energy to an electrical energy generator.
14. The method of claim 8 , further comprising using the pressure wave to move a piston within a hydraulic cylinder.
15. The method of claim 14 , wherein moving the piston within the hydraulic cylinder includes compressing a spring within the hydraulic cylinder.
16. The method of claim 15 , wherein moving the piston within the hydraulic cylinder and compressing the spring within the hydraulic cylinder includes oscillating the piston and the spring within the hydraulic cylinder.
17. The method of claim 16 , wherein oscillating the piston and the spring within the hydraulic cylinder includes oscillating the piston and the spring in resonance within the hydraulic cylinder.
18. The method of claim 15 , wherein the piston separates the dilating hydraulic fluid from the working hydraulic fluid.
19. An energy conversion system, comprising:
a hydraulic tank;
a hydraulic pump hydraulically coupled to the hydraulic tank;
a check valve hydraulically coupled to the hydraulic pump;
a 2/2 hydraulic valve hydraulically coupled to the check valve and a first hydraulic cylinder, wherein the first hydraulic cylinder houses a first piston and a first spring;
a first directional control valve, a second directional control valve, and a third directional control valve, wherein the first directional control valve is hydraulically coupled to the 2/2 hydraulic valve and the first hydraulic cylinder, and wherein the first directional control valve is further hydraulically coupled to a second directional control valve and a third directional control valve, wherein the second directional control valve is hydraulically coupled to a second hydraulic cylinder, the second hydraulic cylinder housing a second piston that supports a weight, and wherein the third directional control valve hydraulically coupled to a hydraulic motor;
a third hydraulic cylinder hydraulically coupled to the third directional control valve and the hydraulic motor, wherein the third hydraulic cylinder houses a third piston and a second spring,
a rod mechanically coupled to the third piston, the rod mechanically coupled by a rotational joint to a lever, and
a wheel mechanically coupled to the lever, wherein the wheel is further mechanically coupled to a shaft.
20. The system of claim 19 , wherein the hydraulic motor drives a first wheel, the method further comprising using the pressure wave to drive a second hydraulic motor and a second wheel, a third hydraulic motor and a third wheel, and a fourth hydraulic motor and a fourth wheel.
21. The system of claim 19 , wherein the dilating hydraulic fluid has a first coefficient of thermal expansion and the working hydraulic fluid has a second coefficient of thermal expansion that is lower than the first coefficient of thermal expansion.
22. The system of claim 19 , further comprising a pressure wave generator that uses pressure waves in the working hydraulic fluid to provide energy to a hydraulic accumulator.
23. The system of claim 19 , further comprising a pressure wave generator that uses pressure waves to provide energy to an electrical energy generator.
24. The system of claim 19 , further comprising a pressure wave generator that uses pressure waves to move a piston within a hydraulic cylinder.
25. The system of claim 24 , wherein the hydraulic cylinder further includes a spring, and moving the piston within the hydraulic cylinder compresses the spring within the hydraulic cylinder.
26. The system of claim 25 , wherein compressing the spring within the hydraulic cylinder causes oscillation of the piston and the spring within the hydraulic cylinder.
27. The system of claim 26 , wherein oscillation of the piston and the spring within the hydraulic cylinder causes oscillation the piston and the spring in resonance within the hydraulic cylinder.
28. The system of claim 24 , wherein the piston separates the dilating hydraulic fluid from the working hydraulic fluid.
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US17/019,066 US20210095644A1 (en) | 2016-10-28 | 2020-09-11 | Thermal hydraulic propulsion system |
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US201662496784P | 2016-10-28 | 2016-10-28 | |
US201662498338P | 2016-12-21 | 2016-12-21 | |
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ROA/2017/00883 | 2017-10-27 | ||
PCT/US2017/058883 WO2018081651A1 (en) | 2016-10-28 | 2017-10-27 | Thermal hydraulic propulsion system |
ROA201700883A RO133265A2 (en) | 2017-10-30 | 2017-10-30 | Thermal hydraulic propulsion system |
US201862644138P | 2018-03-16 | 2018-03-16 | |
US16/355,645 US10794370B2 (en) | 2016-10-28 | 2019-03-15 | Thermal hydraulic propulsion system |
US17/019,066 US20210095644A1 (en) | 2016-10-28 | 2020-09-11 | Thermal hydraulic propulsion system |
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US17/019,066 Abandoned US20210095644A1 (en) | 2016-10-28 | 2020-09-11 | Thermal hydraulic propulsion system |
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CA (1) | CA3037295A1 (en) |
RO (1) | RO133265A2 (en) |
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Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
AU2022224818B1 (en) * | 2022-03-30 | 2023-02-02 | Idea Invent Evolve Pty Ltd | Energy storage device with a variable volume chamber |
Families Citing this family (7)
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AU2017382277A1 (en) | 2016-12-21 | 2019-04-04 | A & A International, Llc | Integrated energy conversion, transfer and storage system |
US11441617B2 (en) | 2016-12-21 | 2022-09-13 | A & A International, Llc | Hydraulic clutches, gearboxes, transmissions, and energy recovery systems |
EP3559450A4 (en) | 2016-12-21 | 2020-12-02 | A&A International, LLC | Renewable energy and waste heat harvesting system |
AU2017382293A1 (en) | 2016-12-21 | 2019-04-04 | A & A International, Llc | Renewable energy and waste heat harvesting system |
CN110248849B (en) | 2016-12-21 | 2022-10-25 | A&A国际有限公司 | Integrated energy conversion, transfer and storage system |
US11448268B2 (en) | 2018-08-03 | 2022-09-20 | A & A International, Llc | System and method for hydraulic transformer clutches |
DE202018105346U1 (en) * | 2018-09-18 | 2019-12-19 | Vogelsang Gmbh & Co. Kg | Suction device for discharging a mixed fluid, in particular containing faeces, from a collecting container |
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US3666038A (en) | 1970-10-08 | 1972-05-30 | Fma Inc | Air pulsing system |
US5101925A (en) * | 1988-04-22 | 1992-04-07 | Walker Frank H | Hydraulic wheel motor and pump |
US4888949A (en) * | 1988-07-18 | 1989-12-26 | Rogers Roy K | Propulsion system for a small vehicle |
US5165245A (en) * | 1991-05-14 | 1992-11-24 | Air Products And Chemicals, Inc. | Elevated pressure air separation cycles with liquid production |
US6290184B1 (en) * | 1998-11-27 | 2001-09-18 | Von Friedrich C. Paterro | Flying craft with water and air propulsion source |
US7549499B2 (en) * | 2005-03-03 | 2009-06-23 | International Truck Intellectual Property Company, Llc | Hydraulic hybrid four wheel drive |
US7891453B2 (en) | 2007-07-02 | 2011-02-22 | Schlumberger Technology Corporation | Energy storage in an elastic vessel |
US20090205892A1 (en) * | 2008-02-19 | 2009-08-20 | Caterpillar Inc. | Hydraulic hybrid powertrain with exhaust-heated accumulator |
US8037678B2 (en) | 2009-09-11 | 2011-10-18 | Sustainx, Inc. | Energy storage and generation systems and methods using coupled cylinder assemblies |
US7958731B2 (en) | 2009-01-20 | 2011-06-14 | Sustainx, Inc. | Systems and methods for combined thermal and compressed gas energy conversion systems |
EP2401500A1 (en) | 2009-02-23 | 2012-01-04 | Novopower Ltd. | Pressurized-gas powered compressor and system comprising same |
US8616323B1 (en) | 2009-03-11 | 2013-12-31 | Echogen Power Systems | Hybrid power systems |
US9109614B1 (en) * | 2011-03-04 | 2015-08-18 | Lightsail Energy, Inc. | Compressed gas energy storage system |
US8851043B1 (en) | 2013-03-15 | 2014-10-07 | Lightsail Energy, Inc. | Energy recovery from compressed gas |
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2017
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Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
AU2022224818B1 (en) * | 2022-03-30 | 2023-02-02 | Idea Invent Evolve Pty Ltd | Energy storage device with a variable volume chamber |
WO2023183961A1 (en) * | 2022-03-30 | 2023-10-05 | Idea Invent Evolve Pty Ltd | Energy storage device with a variable volume chamber |
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US20190211809A1 (en) | 2019-07-11 |
WO2018081651A1 (en) | 2018-05-03 |
US10794370B2 (en) | 2020-10-06 |
CA3037295A1 (en) | 2018-05-03 |
RO133265A2 (en) | 2019-04-30 |
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