GB2281883A

GB2281883A - Hybrid power system for a car.

Info

Publication number: GB2281883A
Application number: GB9319030A
Authority: GB
Inventors: Anthony Clifford
Original assignee: Individual
Current assignee: Individual
Priority date: 1993-09-14
Filing date: 1993-09-14
Publication date: 1995-03-22
Also published as: GB9319030D0

Abstract

The system is so designed that it will re-energize the storage cells 14 when on the move or at rest. This operation is automatic by the way of the stored energy in the hydraulic system which is charged by movements of the swinging arm rear suspension 1 and drives a hydraulic motor 11 connected to an alternator 12 which is switched on automatically by a capacity switch. The system is also charged by the stored energy in the flywheels 22 which are connected to the rear wheels. When the car is moving at any speed over 50 km/hr the ram air fans 33 top up the cells. There is a back-up petrol-driven generator 30 which comes on when the other systems do not give the necessary charge. <IMAGE>

Description

HYBRID CAR ACH-O1 POWER SYSTEM The object of the proposed hybrid car design is to improve the existing motor car designs i.e. petrol or diesel, which use too much fuel.

In the next 10-20 years the number of vehicles on our roads will have doubled so producing a car which uses a quarter of the fuel to effect the same end result would be an advantage.

Pure electric cars up to the present have two main disadvantages, low speed and short range.

The design submitted is an electric powered design with a small generating engine unit at the rear. This will give it a good range without depending on the cells being charged up at static points.

The other main source of power would come from the braking system which would be mechanicallylinked to 2 alternating units situated at the rear of the car approximalty in line with the rear wheels.

If a METRO was used as a test vehicle the axles in the rear swinging arms could be modified to extend inwards through UV joints and sliding shafts and joined to rotating discs similar to the disc brakes. When the brakes are applied the rear mounted alternators would move towards the rotating discs momentarily before the brakes come on. The alternators would be fitted with flywheel discs, weighting about 10 pounds each, and these would come into contact with the dics rotating from the rear axles when the brakes are let off the flywheels on the alternators would continue to rotate therefore the power would still be generated even if the car was at rest.

This would be more effective in town use as the brakes are frequently used.

The generator at the rear would be of the portable type used for such things as refridgerators. The generator would be fixed in a manner so that it could easily be taken out for servicing.

The rear mounted generator would come on automatically the charge in the storage cells fell below 40%. These cells would be located along both sides of the car and under the rear seats.

At the front of the car would be mounted 2 additional alternators driven by ram air turbines (fans) which would not operate until sufficient slipstream speed was attained say 30 m.p.h. The ram air fans would be constructed from 2 pairs of METRO cooling fans bolted together (blades in staggered positions.) The fans would be behind a retractable sliding cover which would open automatically, depending on slipstream speed and/or speed of the vehicle.

The car would be driven by an electric motor situated at the front, transmission through an automatic gearbox.

Operating conditions:- If the car was at rest with a head wind of over 30 m p h then the front alternators would operate. If the car was at rest on an upward gradient the rear generator would operate automatically once the master switch is operated.

when the car is rolling downhill the rear alternators would automatically come on independent of the rear brakes.

The rear suspension would also be used to generate energy by way of hydraulics. Two cylinders with pistons (one each side) would charge four hydraulic accumulators as the the swinging arms move up. This would store energy which would automatically be used through the use of a hydraulic motor connected to an alternator.

The fluid, under pressure would be directed to the hydraulic motor when the energy in the cells drops below a certain level, say 80%.

A hydraulic valve would be triggered by the cell level metre.

One hydraulic accumulator would only be discharged at any one time. If the charge in the cells is still below a certain level then another would be used, and so on.

The hydraulic accumulators, plus valves would be housed in an enclosed box under and in the centre of the car.

The sensors monitoring the r.p.m of the 10 LB flywheels and the rear wheels ensure that if the flywheels are rotating at a greater speed than the rear wheels the solonoid valve A would shut off fluid pressure to the actuator B when the brakes are applied.

SUPLEMENT All the necessary electrical components have not been included in the drawing as my knowledge of electrics is limited. Fuse boxes etc will have to be added in construction.

The ram air fans are weighted to about 2 LBS If the weight of the car is approx. 2000LBS and the distance of the pressure pistons, P are k of the distance from the main suspension arm pivot points then the approx. load on the pistons will be about 1500-2000 LBS.

The hydraulic motor which is driven by the accumulators would be about 3" DIA.

The METRO was selected as a test bed because of the front wheel drive, the normal engine being removed, and for the swinging arm rear suspension, but any car of this type could be used.

KEY TO THE DRAWING: ref. item 1 rear suspension arm 2 pressure piston 3 NRV 4 NRV 5 pressure relief valve 5A 2000 - 3000 PSI 6 hydraulic reservoir 6A filter 6B nitrogen tank 7 4" dia. hydraulic accumulator (30" long) 7A spring 8 solenoid valve 9 NRV 10 pressure relief valve lOA 500 PSI 11 hydraulic motor 12 alternator 13 cell capacity 14 cells 15 master switch 15A to accelerator and electric motor 16 axle 17 rear suspension arm 18 flex 19 sliding joint 20 flex joint 21 friction disc 22 101b flywheel 23 alternator 23B return spring 24 actuator 25 alternator support 26 revolution sensor 27 revolution sensor 28A solenoid valve A 28B solenoid valve B 28C solenoid valve 28D restrictor 29 revolution counter switch 30 generator/starter 31 gradient switch 32 alternator 33 ram air fan 34 hydraulic box 35 rectifier 36 external charging point 37 downhill switch

Claims

CLAIMS 1/ The system comprises an electro-hydraulic circuit. The hydraulic circuit is charged by the action of the upward movement of the swinging arm rear suspension. This action charges four hydraulic accumulators which, when needed, drives an hydraulic motor which is connected to an alternator, charging the storage cells.

2/ A seperate electrical system, independent to the system decribed in 1/ is operated by the operation of the rear brakes. When the brakes are applied the hydraulic pressure operates two actuators which are connected to two alternators, attached to 5kg. Flywheels.

These flywheels continue to rotate when the brake pressure is released.

The energy stored in these flywheels continue to rotate the alternators, so even when the vehicle is at rest say at traffic lights, the storage cells will still be charged.

3/ At the front of the vehicle their is situated 2 ram air fans connected to 2 alternators which operate at speeds above 50km/hr. These also top up the storage cells.

4/ A capacity-indicator switch is incorporated in the system described in 1/. When the electical charge in the storage cells falls. The switch operates solenoid valves on the accumulators, allowing hydraulic pressure to operate the hydraulic motor joined to an alterator. The four accumulators are situated, together with the solenoid valves in the centre of the vehicle. As the capacity in the cells drop a solenoid valve opens, by way of the capacity-indicator switch.

5/ The system is also charged by way of a small petrol driven generator. This generator only comes into operation when the rest of the other system fails to keep the cells charged.

6/ Sensors calibrating the Q.P.M of the rear wheels in relation to the flywheels as mentioned in 2/ make sure that the friction plates do not come into contact with the flywheels when the flywheels are rotating faster than the road wheels.

Amendments to the claims have been filed as follows 1. Fig.1. Shows a diagramatic side view of a self-energizing electro-hydraulic power system for a smallcar, e.g.Rover Metro. This system is designated ACH-01-01.

Operation.- As the rear swinging arm 1 moves upwards at Y hydraulic fluid is pressurerized by piston and cylinder 2 .The piston has a non-return valve which closes on the upward stroke.

The pressurizing cylinder is supplied by resevoir 3 through a non-return valve 18. The cylinder is attached to the car structure at 17.

2. The pressurized fluid passes through non-return valve 4 and pressurizes four accumulators (only one shown) The distance X , being approximatly one quarter the length of the swinging arm, and the diameter of the piston (50mm) results in a pressure generated of approx. 200kgs/sq.cms.

3. The four accumulators supply hydraulic fluid to a piston operated hydraulic motor 8, through a solenoid valve 6, and a pressure reducing valve 7. The pressure between 7 and 8 is approx. 30kgs/sq.cms.

4. The alternator 9 charges the cells 10. Cell capacity is monitored by meter 11. When the cell capacity drops to 90 the meter 11 will open solenoid 6. If the cell capacity continues to drop electric current will flow through lines A,B,C, to open the other solenoid valves in sequence. A pressure relief valve 13, is fitted in the system and set at 200kgs/sq.cms. The resevoir 3 is press urised with nitrogen to 0.22kgs/sq.cm.,and is 30 litres capacity. The supply line S is of larger diameter than the pressure line P to avoid cavitation.

FqRrweK Amendments to the claims have been tiled as follows 1 The system is an electro-hydraulic circuit which is charged by the action of the upward movement of the swinging arm rear suspension. This action charges four hydraulic accumulators, which, when needed an hydraulic motor which is connected to an alternator, charging the cells.
2 A seperate electrical system, independent to the system described in 1 is operated by the operation of the rear brakes. When the brakes are applied, hydraulic pressure operates two actuators which are connected to alternators attached to 5gm. flywheels. These flywheels continue to rotate when the brake preesure is released. The energy stored in these flywheels continue to rotate the alternator so that when the vehicle is at rest the storage cells will be charged.
3 At the front of the vehicle their are 2 ram air fans connected to 2 alternators. These operate at speeds above 50km/hr. These top up the storage cells.
4. The alternator 12 charges the cells 14. Cell capacity is monitored by meter 13. When the cell capacity drops to 80S the meter 13 will open solenoid 8. If the cell capac ity continues to drop electric current will flow to open the other solenoid valves in sequence. A pressure relief 5, is fitted in the system and set at 200kgs/sq.cm.

The resevoir 6 is pressurised to 0.22kgs/sq.cm. and is 35 litres capacity. The system line S is of larger dia.

than pressure line P to avoid cavitation.

4 A cell capacity switch is incorporated in the system.

When the electrical charge in the storage cells falls the switch operates solenoid valves in sequence allowing hydraulic pressure from the accumulators to operate the hydraulic motor joined to an alternator. The accumulators are situated together with the sequence valves in the centre of the vehicle.

5 The system is also charged by a small petrol or gas driven generator. This only comes into operation when the rest of the other system fails to keep the cells charged.

6 Sensors calibrating the r.p.m. of the rear wheels in relation to the flywheels, as mentioned in claim 2 make certain that the friction plates do not come into contact with the flywheels when the flywheels are rotating faster than the road wheels.

Amendments to the claims have been filed as follows 1. Fig.1. Shows a diagramatic side view of a self-energizing electro-hydraulic power system for a small car,e.g.Rover Metro. This system is designated ACH 01-01.

Operation- As the rear swinging arm 1 moves upwards hydraulic fluid is pressurized by piston and cylinder 2.The pistons have non-return valves which close on the upward stroke.

The pressurizing cylinders are supplied by resevoir 6 through a non-return valve 6A. The cylinders are attached to the car structure.

2. The pressurized fluid passes through non-return valves 3 & 4 and pressurizes four accumulators 7.

The distance X, being one quarter the length of the swinging arm, and the diameter of the pistons(50mm)result in a pressure generated of 200kgs/sq.cm.

3. The four accumulators supply hydraulic fluid to a piston operated hydraulic motor 11, through solenoid valves 8, and a pressure reducing valve 10. The pressure beween 10 & 11 is approx. 30kgs/sq.cm.