GB2354985A - Vehicle energy control system - Google Patents

Vehicle energy control system Download PDF

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Publication number
GB2354985A
GB2354985A GB9921319A GB9921319A GB2354985A GB 2354985 A GB2354985 A GB 2354985A GB 9921319 A GB9921319 A GB 9921319A GB 9921319 A GB9921319 A GB 9921319A GB 2354985 A GB2354985 A GB 2354985A
Authority
GB
United Kingdom
Prior art keywords
energy
vehicle
braking
torque
brake
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.)
Withdrawn
Application number
GB9921319A
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GB9921319D0 (en
Inventor
Dowd Owen O
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Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to GB9921319A priority Critical patent/GB2354985A/en
Publication of GB9921319D0 publication Critical patent/GB9921319D0/en
Publication of GB2354985A publication Critical patent/GB2354985A/en
Withdrawn legal-status Critical Current

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Classifications

    • 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
    • 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
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
  • Braking Arrangements (AREA)

Abstract

It is the purpose of this invention to contain either or both of a vehicles braking energy and or a vehicles power source (e.g. engine) energy when idle or otherwise. This energy is converted into another form , stored and used to propel the vehicle and or other. <H1><B><U>Braking.</U></B></H1> When brake is applied on 15 it operates disc on 6 sending brake torque to 11 a pneumatic compressor which supplies vessels 4 and 5. <H1><B><U>Taxing.</U></B></H1> Pneumatic compressor 16 supplies trickle charge and pneumatic compressor 18 supplies a more substantial charge when the engine is running slowly to vessels 2 and 3. <H1><B><U>Accelerating.</U></B></H1> When accelerator is applied (attached to 15) vessels 2,3,4 and 5 power pneumatic motor 8 to deliver torque to propel the vehicle.

Description

2354985 Vehicle Energy Control System This invention concerns the economic
use of energy in vehicles.
A lot of energy used in vehicles today is wasted. Energy is wasted while a motor vehicle engine is idling perhaps at the traf f ic light or in rush hour traf f ic and so on. Energy is also wasted when a vehicle brakes e.g. turning torque into heat friction.
It is the object of this invention to capture either or both of these energies, store them, and use them.
According to the present invention there is provided either or both of a. and b.
a. An apparatus that will provide braking by taking the braking energy (e. g. torque) and turning it into a storable energy (e.g. pneumatically or electrically etc.).
b. An apparatus that will draw from the vehicle power source while (e.g. engine) while idle and or otherwise and turn it into a storable energy (e. g. pneumatically or electrically etc.) There is also provided an apparatus for the storage of this energy and an apparatus for using the energy, this can be some form of motor turning it into torque to propel the vehicle and or other.
An example of the invention will be described using pneumatics with reference to the accompanying drawing in which Figure 1 shows some of a vehicles mechanics with an example of the vehicle energy control system applied.
Figure 2 shows very briefly an alternative method of the systems energy transfer.
Refer to the drawing in Figure 1.
BrakiM-.
When the driver operates the brake pedal (attached to the brake vacuum servo 15) for all heavy and emergency braking the vehicles normal brakes will be activated. For medium -I- and regular braking it will not activate the vehicles normal brakes, instead it will activate a torque transferring system (a heavier depression of the pedal will still operate the vehicles normal brake).
When the brake is operated for medium and regular braking the brake vacuum servo 15 will operate 24 (directional control valve operated by direct application of a vacuum). This will pneumatically engage the clutch in 12 (clutch and speed operated automatic gear system). The brake vacuum servo 15 will also admit a variable amount of atmosphere (depending on the pressure placed on the brake) into 14 (vacuum servo). This will hydraulically operate 6 (brake/Clutch disc with sun and planet gear system for transferring torque).
This will send torque through 7 (adapted differential gearbox) to 12 (clutch and speed operated automatic gear system) and finally to 11 (pneumatic compressor).
Air will be drawn into 11 (pneumatic compressor) through 13 (air intake and filter), compressed and supplied to 25 (A directional control valve operated by a fixed pressure and non return valve).
This system will direct the compressed air to pressure vessel 4. When pressure vessel 4 reaches a fixed pressure it will operate the directional control valve operated by a fixed pressure in 25 and then send the compressed air to pressure vessel 5. When the pressure in pressure vessel 5 exceeds that of 4 it will balance with 4 through the non return valve in 25. This system should help to provide high pressure when required.
The speed operated automatic gear system 12 will automatically gear up the compressor for slow speed braking to help -maintain braking force and keep air pressure high.
When the brake is released the system will disengage.
Tming the 3Lqhicles ppt ger source (e.g. eLigine).
A second supply of compressed air is drawn from the engine. When the engine is running 16 (trickle charge and utility pneumatic compressor) will supply compressed air to operate the system and will supply a trickle charge of compressed air to store.
When the engine slows to idle while perhaps at a traffic light 17 (centrifugal disengagement clutch (engages when engine is idling or at low revs)) will supply torque to 18(pneumatic compressor). This will provide a more substantial supply of compressed air to store.
Both of these compressed air supplies will go to 20 (A directional control valve operated by a fixed pressure and non return valve) which is similar to the system used with 25 supplying first pressure vessel 3 and then 2 etc.
Ac-celeratiM.
When the vehicle is in foward gear and stationary or moving very slowly 29 (Gearbox sensor earths one terminal when the vehicle is in foward gear and stationary or moving very slowly. It earths the other terminal when out of foward gear.) activates operating one solenoid in 21 (double solenoid directional control valve (remains in position until changed by solenoid.)) which will supply compressed air to operate the system.
(when out of foward gear 29 will earth its second terminal operating the other solenoid in 21 cutting off the systems air supply again).
When in foward gear, as the driver depresses the accelerator (attached to brake servo 15) before operating the engine in the normal way the first part of the depression will operate 22 (directional control valve and directional variable flow control valve operated by roller).
The directional control valve in 22 will operate the clutch pneumatically in 9 (clutch and speed operated automatic gear system). It will also operate 23 (directional control valve operated by a direct application of pneumatic pressure). This will admit atmosphere to 14 (vacuum servo) in turn locking the brake/clutch disc in 6 (Brake/Clutch disc with sun and planet gear system for transferring torque).
The directional variable flow control valve in 22 supplies a variable pilot pressure to 27 (directional variable flow control valve operated by direct application of variable pneumatic pressure). The pilot pressure to 27 is exhausted through 26 (fixed flow control valve). 27 (directional variable flow control valve operated by direct application of. variable pneumatic pressure) supplies compressed air from all the pressure vessels to the pneumatic motor 8. This will supply torque and propel or aid the engine in propelling the vehicle. Air from the motor will exhaust through 10 (pneumatic exhaust).
As the vehicle gains speed the speed operated automatic gear system in 9 (clutch and speed operated automatic gear system) will change to a lower gear.
When the vehicle speed becomes greater than the motor contribution speed caused by low pressure or high vehicle speed 28 (motor sensor earths when vehicle speed is greater than motor contribution speed) activates and operates 21 (double solenoid directional control valve (remains in position until changed by solenoid)). This in turn will shut off the air supply to operate the system causing it to disengage.
The vehicle energy control system can be switched on or off by the driver as desired by a control on the dashboard.
To control temperature 19 (temperature control system) circulates coolant from the engines cooling system through the -pressure vessels, the compressor and the inotor. This should prevent these components from becoming to hot or to cold through the compression and releasing of air.
Refer to the drawing in f igure 2.
Here another method for the systems energy transfer is briefly outlined to give a broader idea for application.
The system is very similar to that of figure I except the energy transfer system is in an automatic gearbox and not the differential gearbox.
This automatic gearbox does not use a fluid drive mechanism. Instead it uses clutch 2 which will disengage from the engine 1 when:
a. The brake pedal is applied (this will prevent the engine stalling when the vehicle is stationary-similar to the systems used in some vehicles already).
b. The engine is not contributing torque to propel the vehicle (this means that an idling engine will not place a drag on a moving vehicle and also that an idle engine will not place a drag on the pneumatic motor while propelling the vehicle).
When braking this automatic gearbox will also transmit a variable amount of torque (depending on the amount of pressure placed on the brake pedal) from the axial to the compressor and select gears appropriately.
Line A shows the direction of torque when accelerating.
Torque can come from either or both of the engine I through the clutch 2 and or the pneumatic motor 4 through the clutch 5 (both of which only contributing torque and their clutches disengaging before causing a drag).
The torque is then applied to the gearbox and through the gears in the usual way.
Line B shows the direction of torque when braking.
The torque will enter the gearbox 3 through the axial. It will then go to 7 (Brake/Clutch disc with sun and planet gear system for transferring torque-similar to number 6 used in figure 1). This will transfer a variable amount of torque (depending on the amount of pressure placed on the brake pedal) to 6 (pneumatic compressor). This system will also control the gears to maintain braking force and keep air pressure high (e. g. gear up the compressor for slow speed braking and perhaps heavier high speed braking).
DRAWING CONTENTS Figure 1.
1. Wheels.
2,3,4,5. Pressure vessels.
6. Brake/Clutch disc with sun and planet gear system for transferring torque.
7. Adapted differential gearbox.
8. Pneumatic motor.
9. Clutch and speed operated automatic gear system sensor that activates when vehicle speed exceeds motor speed (see 28).
10. Pneumatic exhaust.
11. Pneumatic compressor.
12. Clutch and speed operated automatic gear system.
13. Air intake and filter.
14. vacuum servo system which is operated by admitting atmosphere.
15. Brake vacuum servo system.
16. Trickle charge and utility pneumatic compressor.
17. Centrifugal disengagement clutch (engages when engine is idling or at low revs).
18. Pneumatic compressor.
19. Temperature control System (Connected to engine cooling system).
20. A directional control valve operated by a fixed pressure and non return valve.
21. Double solenoid directional control valve (remains in position until changed by solenoid).
22. A directional control valve and directional variable flow control valve operated by roller.
&I 23. A directional control valve operated by a direct application of pneumatic pressure.
24. A directional control valve operated by a direct application of a vacuum.
25. A directional control valve operated by a fixed pressure and non return valve.
26. Fixed flow control valve.
27. A directional variable flow control valve operated by direct application of variable pneumatic pressure.
28. Motor sensor earths when vehicle speed is greater than 'motor contribution speed.
29. Gearbox sensor earths one terminal when the vehicle is in foward gear and stationary or moving very slowly. It earths the other terminal when out of foward gear.
Figure 2.
1. Engine.
2. Clutch 3. Adapted automatic gear box.
4. Pneumatic motor.
5. Clutch.
6. Pneumatic compressor.
7. Brake/Clutch disc with sun and planet gear system for transferring torque (as used in figure 1 number 6).
A. Direction of torque when accelerating.
B. Direction of torque when braking.
-7

Claims (5)

Claims.
1. A vehicle energy control system comprises of either or both of a. and b.
a. An apparatus that will provide braking in a vehicle by taking the braking energy (e.g. torque) and turning it into a storable energy (e.g. pneumatically or electrically etc.).
b. An apparatus that will draw from the vehicle power source (e.g. engine) while idle and or otherwise and turn it into a storable energy (e. g. pneumatically or electrically etc.) There is also provided an apparatus for the storage of this energy and an apparatus for using the energy, this can be some form of motor turning it into torque to propel the vehicle and or other.
2. A vehicle energy control system as claimed in claim 1 that when braking apparatus a. of claim 1 is used the apparatus may also comprise if appropriate:
a. a combined brake/clutch mechanism that can brake by transfer of energy or variably brake by transfer of energy as required.
b. a gearing system, a staged gearing system or a staged automated gearing system to aid transfer of energy.
If both a. and b. are used and if appropiate that they may operate manually or automatically in a combined manner to improve efficency.
3. A vehicle energy control system as claimed in claims 1&2, that any part of such a system may be switched on or off automatically or manually as required.
4. A vehicle energy control system as claimed in claims 1-3, may be used partially or fully as a vehicles braking system and a vehicles accelerating system.
5. A vehicle energy control system substantially as described herein with reference to Figures 1&2 of the accompanying drawings.
--6
GB9921319A 1999-09-09 1999-09-09 Vehicle energy control system Withdrawn GB2354985A (en)

Priority Applications (1)

Application Number Priority Date Filing Date Title
GB9921319A GB2354985A (en) 1999-09-09 1999-09-09 Vehicle energy control system

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
GB9921319A GB2354985A (en) 1999-09-09 1999-09-09 Vehicle energy control system

Publications (2)

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GB9921319D0 GB9921319D0 (en) 1999-11-10
GB2354985A true GB2354985A (en) 2001-04-11

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GB9921319A Withdrawn GB2354985A (en) 1999-09-09 1999-09-09 Vehicle energy control system

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Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2407545A (en) * 2003-11-01 2005-05-04 Hossein Ameri Method for retrieving lost energy in a moving vehicle
CN102102549A (en) * 2009-12-22 2011-06-22 王立华 New energy automobile and novel gas dynamical system thereof
GB2476953A (en) * 2010-01-14 2011-07-20 George Nicholson Cowan Air hybrid vehicle

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1348797A (en) * 1970-08-19 1974-03-20 Sundstrand Corp Regenerative transmission
GB1357696A (en) * 1971-02-15 1974-06-26 Maurer H Arrangement for recovering the braking energy of vehicles
US3986575A (en) * 1975-03-21 1976-10-19 Ernst Eggmann Hybrid motor unit with energy storage
GB1559226A (en) * 1976-09-17 1980-01-16 Maschf Augsburg Nuernberg Ag Motor vehicle with hybrid transmission
US4441573A (en) * 1980-09-04 1984-04-10 Advanced Energy Systems Inc. Fuel-efficient energy storage automotive drive system
GB2228720A (en) * 1986-12-10 1990-09-05 Chang Jimmy Chen Kun Kinetic energy reclaiming system for vehicle
GB2322345A (en) * 1995-09-29 1998-08-26 Fuji Heavy Ind Ltd Hybrid vehicle drive arrangement

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB1348797A (en) * 1970-08-19 1974-03-20 Sundstrand Corp Regenerative transmission
GB1357696A (en) * 1971-02-15 1974-06-26 Maurer H Arrangement for recovering the braking energy of vehicles
US3986575A (en) * 1975-03-21 1976-10-19 Ernst Eggmann Hybrid motor unit with energy storage
GB1559226A (en) * 1976-09-17 1980-01-16 Maschf Augsburg Nuernberg Ag Motor vehicle with hybrid transmission
US4441573A (en) * 1980-09-04 1984-04-10 Advanced Energy Systems Inc. Fuel-efficient energy storage automotive drive system
GB2228720A (en) * 1986-12-10 1990-09-05 Chang Jimmy Chen Kun Kinetic energy reclaiming system for vehicle
GB2322345A (en) * 1995-09-29 1998-08-26 Fuji Heavy Ind Ltd Hybrid vehicle drive arrangement

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2407545A (en) * 2003-11-01 2005-05-04 Hossein Ameri Method for retrieving lost energy in a moving vehicle
CN102102549A (en) * 2009-12-22 2011-06-22 王立华 New energy automobile and novel gas dynamical system thereof
GB2476953A (en) * 2010-01-14 2011-07-20 George Nicholson Cowan Air hybrid vehicle

Also Published As

Publication number Publication date
GB9921319D0 (en) 1999-11-10

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