RO131321A0 - System for recovery of braking kinetic energy - Google Patents

Abstract

The invention relates to a system for recovering braking kinetic energy, intended for any type of motor vehicle or hauled vehicle, in order to partially eliminate the conventional hydraulic, pneumatic or electric braking system thereof and recover the braking kinetic energy to use it in the motor vehicle acceleration. According to the invention, the system comprises some motor-hydropumps (A) in connection with a hydraulic distributor (B) by means of some electrically operated valves (1) and a connection (210), and connected to a pneumo-hydraulic tank (D) by means of the same electrically operated valves (1) and a connection (202), the tank (D) being in connection with both the distributor (B), through a connection (217), and some pneumo-hydraulic cylinders (E and F), by some connections (217, 218), the said distributor (B) communicating with the cylinder (E) by a connection (213) and also with the above-mentioned cylinder (F) by a connection (216), and a hydraulic compressor (G) in connection with the motor-hydropumps (A) by some connections (204), and some hydraulic accumulators (H) mounted on the motor-hydropumps (A), as well as some hydraulic controllers (J) mounted between a braking pump (17) and some braking calipers/cylinders (19) and a hydraulic regulator (K) connected by a connection (211) to some electrically operated valves (3 and 4) and with the first electrically operated valves (1).

Description

The present invention relates to a kinetic energy recovery system for braking for any type of vehicle or towed vehicle, partially eliminating its conventional hydraulic, pneumatic or electric braking system and recovering kinetic energy at braking for use in accelerating the vehicle. .

BACKGROUND OF THE TECHNIQUE:

In order to recover the braking energy, electric and hydraulic systems for kinetic energy recovery are known.

A kinetic energy recovery system (often known only as KERS or kers) is a system for recovering kinetic energy when braking a moving vehicle. The recovered energy is stored in a tank (for example, a gas tank, flywheel or high voltage batteries) for later use in acceleration. Examples include state-of-the-art complex systems used in Formula 1 races and simple, easy-to-build, integrated, differential systems such as the Cambridge Passenger / Commercial Kinetic Energy Recovery System (CPC-KERS) kinetic energy recovery system. . The hydraulic systems found in the prior art do not have a wide applicability, they can only be installed on vehicles equipped with gimbal, differential and planetary axes, and cannot be mounted on wheels without planetary axles, with the rocket. These hydraulic systems operate in conjunction with the conventional brakes of the towed vehicle / vehicle and cannot fully recover the available kinetic energy, being divided between the conventional braking system transforming into heat due to the friction and between the recovery system. Another disadvantage of these systems is related to the high costs for modifying the structure of the vehicle so that it can be fitted. In some hydraulic recovery systems the ABS does not work at the same time as the system, in which case the kinetic energy is lost when braking. In some hydraulic recovery systems are used motor pumps with variable blades openings. When applying such a pump in a system that wishes to recover kinetic energy, at a braking event the vehicle will not be able to brake fluently, but unevenly, due to the variation of the surface with which the pump blades operate. More precisely, due to the fact that the section of the blades operating in the pressure chamber formed between the inlet and outlet is changed, due to the eccentric position of the rotor with respect to the stator, pressure fluctuations appear in the system, and

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the braking intensity will be discontinued, causing the vehicle or vehicle to behave as if the drum or brake discs were oval.

Also known are hybrid electric systems that store energy in battery packs. The disadvantage of these systems is due to the fact that in order to recover the braking energy, electric batteries and an electric motor / generator are required, besides the thermal engine of the vehicle, so the costs of adaptation or construction are high.

There are mentioned from the prior art some documents in which hydraulic kinetic energy recovery systems are found, namely: W02010 / 098881, W02006 / 066156,

WO2006 / 122 241.

TECHNICAL PROBLEM:

The technical problem that the present invention solves, eliminating the disadvantages of the aforementioned solutions, is the realization of a kinetic energy recovery system for braking for any type of vehicle or towed vehicle by installing it directly on the towed vehicle / vehicle without any changes in the structure and the components of the towed vehicle / vehicle, by installing hydropumps on its wheels (by mechanically gripping the hub of the wheel, so that the hydropower's rotor becomes integral with it) and not on the planetary or drive shafts, which will play the role of the pump, and when accelerating a hydraulic motor and which, together with the other components of the system, recover the total kinetic energy when braking the towed vehicle / vehicle in a reusable pressure when accelerating it for the purpose of leaving the site or propelling it in motion.

Another technical problem that the system can solve, according to the invention, in a second embodiment, besides the kinetic energy recovery at braking, is to ensure the integral traction in the vehicles with rear traction, by dividing the power of the vehicle and to the other non-wheels. -motors, on which hydropower-motor are mounted.

It is considered to be a towed vehicle / vehicle, which has at least four wheels, and which has a conventional braking system, hydraulic, pneumatic or electric.

In order to recover the kinetic energy, the vehicle under consideration will install the kinetic energy recovery system at the braking, according to the invention, by installing hydropump-motor instead of the brake discs and the stirrups, for the disc braking systems or instead of the shoe and roller cylinders. brake for drum braking systems, on some of the drive or non-drive wheels, whether they are steering or not, whether the vehicle is all-wheel drive, front-wheel drive or rear-wheel drive or equipped with axles,

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so that at least two wheels of the vehicle without hydraulic pumps remain. Due to the fact that the conventional braking system is not completely relinquished, it remains only on some wheels (for example, only on the front wheels or only on the rear wheels), but its operation is delayed and comes into operation only if an emergency braking is performed, the kinetic energy can be recovered in general, in total, but also the wear of the brake pads and discs or of the shoe wheels on these wheels is less.

The system, according to the invention, can be built according to each vehicle or vehicle, so that together with the conventional pneumatic, hydraulic or electric braking system partially left on the vehicle, it can ensure braking in accordance with the safety standards and regulations in force and ensure a increased performance, and in this way braking does not differ from braking only with the conventional system initially located on the machine.

The system, according to the invention, works in conjunction with the ABS, the wheel sensor along with the ABS gear being unmodified.

DETAILED DESCRIPTION OF THE INVENTION:

In the following we present the variants of the kinetic energy recovery system at braking.

In a first embodiment, the braking kinetic energy recovery system, according to the invention, eliminates the disadvantages of the aforementioned solutions by installing a carburetor / towed vehicle on a certain vehicle or towed vehicle. the injection pump, a conventional braking system, which has a brake pump and some brake calipers / cylinders, a direct current electric battery, a reverse gear and a brake pedal, respectively an accelerator, is made up of some hydraulic cylinders, some double circuit solenoid valves, a single solenoid valve, some proportional solenoid valves, a hydraulic contactor, some unisense pressure valves, some pressure switches, some contactors with the stroke, a potentiometer and an electrical switch that work together with some hydropump-motor, in connection with a hydraulic distributor, via double circuit solenoid valves and connected to a tank pneumatic with the same double circuit solenoid valves, the reservoir being connected both to the distributor through a connection on which a one-way valve is found, as well as to the pneumatic hydraulic cylinders, through fittings on which the one-way valves are found, the mentioned distributor communicates with the pneumatic hydraulic cylinder. lower pressure, through a fitting that has a one-way valve and is also connected to the high-pressure pneumatic hydraulic cylinder, through another fitting that has a one-way valve. The system, according to the invention, also has a hydraulic compensator in connection with the hydropump-motor and hydraulic accumulators, mounted on the hydropompelemotor, as well as some hydraulic controllers installed between the brake calipers / cylinders and

6 1 6 - - 0 0 3 6 1 2 C '-05- 2016 Brake pump and a hydraulic regulator that intersects on the acceleration cable between the accelerator pedal and the carburetor / injection pump. The hydraulic pump is composed of a rotor, mounted in a stator, supporting on bearings and guided by some pressure bearings, and closed by a flange by threading it into the stator, and some blades fixed by some sealing elements. , which can slide from the rotor, in some pressure chambers formed between the rotor, stator and flange. The rotor is provided with some fixing holes and a circular clearance, which communicates at the bottom with inclined channels, continued through longitudinal channels, followed by some radial channels, these being in connection with the four radial seats, arranged at 90 degrees. degrees, in which the pallets, mentioned above, in the vicinity of the circular clearance, are found a circular channel, and on the opposite side of the circular clearance, another circular clearance is practiced and in this a circular channel, in the vicinity of the second circular clearance there is still a circular release, and on each of the two faces of the rotor are practiced ring channels. For the centering of the hydropower-motor, on the hub of the vehicle wheel, the rotor is provided with a centering hole, and the circular openings delimited outwards by some shoulders, and with a diameter larger than the centering hole, a circular clearance is provided concentricly with this coupling the handbrake shoe if the hydraulic pumps are mounted on the rear wheels. The stator is cylindrical in shape and is provided on the outside with two diametrically opposed inlet ports and two diametrically opposed outlet ports, the inlet and outlet ports being the same as the surface, each communicating on the inside with a release. The stator is also provided with four circular recesses that decrease in diameter. One of the stator relays is divided into four cylindrical surfaces with the opening at the center of 40 degrees, in two cylindrical surfaces with the opening at the center of 10 degrees and in two cylindrical surfaces with the opening at the center of 90 degrees and the radii at the center equal, and the center radii that describe the surfaces with the opening at the center of 40 degrees decrease to the surfaces with the opening at the center of 10 degrees whose radii are equal to the radii that describe the outer circumference of the rotor, the surfaces of the sealing elements and the surfaces of the blades. The stator is also provided with an axial hole made in stages through three circular openings, intended for mounting the rotor and with a threaded hole made on an outer surface, which communicates with a clearance, through channels and also with another clearance through some channels and finally through a circular channel. On the same outer surface there are also three threaded holes that communicate with a release through longitudinal channels and radial channels. Between two of the stator relays there is an annular channel, and on the outer surface there are two threaded holes for fixing. The flange is provided with two circular recesses between them being an annular channel, and inside a circular recess is positioned a circular channel, which communicates through some channels with another circular channel located on the outer circumference of the flange. The flange also has externally provided a threaded surface which ends in a circular sealing release. On the same flange itself

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it also finds an axial hole made up of three increasing openings in diameter. The pallets, arranged at 90 degrees from each other, in the radial seats of the rotor are formed of two arms, equipped with cylindrical recesses and finished with a sole. In the cylindrical recesses are placed helical springs that rest on the aforementioned soles, and the arms make common body with a cylindrical piston provided with two circular sealing channels, and with a rectangular piston with rounded edges whose shape in cross-section allows its sliding. through the sealing member. The sealing element is provided with a rectangular clearance correlated as the shape with the rectangular piston of the blade and provided with a sealing channel, and with some fixing holes for fixing on the outer surface of the rotor in some recesses. The outer surface of the sealing member is generated by the same radius as that of the outer circumference of the rotor. In the hydropump-engine two pressure chambers, equal and diametrically opposed, formed by the stator, the outer surface of the rotor and closed by the flange are formed. The inner surfaces of the pressure chambers are defined by the outer surface of the rotor, and their outer surfaces by the surfaces with center openings of 10 degrees, 40 degrees and 90 degrees. The pallets slide controlled in the pressure chambers, at the brakes controlled by the brake pedal, through the brake pump which controls a hydraulic cylinder connected through a connection to the threaded holes of the hydropompelormotor. When accelerating the blades are controlled by the accelerator pedal through the hydraulic compensator, which receives the command from the potentiometer through the electric switch. The blades can slide at the maximum stroke in the pressure chambers formed between the rotor, stator and the flange along the surfaces with 90 degree opening, and the maximum surface with which a blade can operate is equal to the surface of an inlet or outlet port. Hydro-pumps can be mounted on the wheels of the vehicle or towed vehicle, replacing the brake discs and the brake calipers on vehicles equipped with disc braking systems, by coupling the rotor to the hub of the wheel of the vehicle through the mounting holes, so the rotor becomes integral with the hub of the wheel, and by coupling the stator with the bracket support through the threaded mounting holes. Hydraulic pumps can be mounted on the wheels of the vehicle or towed vehicle, replacing the brake shoes and brake cylinders, for vehicles equipped with drum braking systems, by coupling the rotor to the hub of the vehicle wheel through the fixing holes and through the threaded holes. of the stator is fixed on the support of the brake pads, and by means of an intermediate flange it is fixed on the drum through some holes. The intermediate flange also has other holes corresponding to the fixing holes of the rotor, the intermediate flange thus becomes integral with the rotor and is centered on the hub of the wheel through an axial hole corresponding to the center of the rotor. The hydraulic distributor is composed of a tubular body, which has three pairs of threaded holes positioned diametrically opposite so that each pair communicates through holes with decreasing diameters, which are made inside said tubular body. The tubular body is also provided with an axial threaded hole and a radial threaded hole, inside the body

ft, -2 Ο 1 6 - - 003612 t · 15- 20Η tubular sliding piston. The piston is provided at the ends with smaller diameter portions, and in the median portion with some circular channels of which the first channel can communicate with the holes corresponding to the first pair of threaded holes, the second channel can communicate with the holes corresponding to the second pair of holes. threaded holes, and the third channel with the holes corresponding to the third pair of threaded holes. When the piston slides inside the hydraulic distributor, only two of the circular channels can seal the core holes at the same time, so the sum of the passage surfaces obtained by the seal is equal to the surface of the holes with smaller diameter. The piston is also provided with circular sealing channels, and at its head the small diameter portion is inside a helical spring and slides through an axial hole at the head of the tubular body. The pneumatic hydraulic reservoir is cylindrical in shape and is composed of a metal cylinder closed at the ends with hemispheres, from these hemispheres is caught an axis on which a piston provided with two circular sealing channels slides, it is pressed on a hub, also provided with some sealing channels. The same piston separates the tank into two chambers in which oil is found, respectively pressure gas. The pneumatic cylinders are constructively similar to the tank. The hydraulic compensator is composed of an electromagnet mounted to a tubular body which has a radial threaded hole and an axial bore in which a piston slides, held by a helical spring. Both the tubular body and the piston each have a circular sealing channel, and the body is closed at the end opposite the electromagnet with a lid provided with a depressurization hole. The hydraulic accumulators are mounted in two of the threaded holes of the stator and are of cylindrical form being formed by a tubular body threaded to the outside which is closed by a tubular body threaded to the interior. Inside the outer threaded body slides a piston, whose rod penetrates through an axial hole of the inner threaded body being held by a helical spring and provided with a circular sealing channel. The external threaded body is also equipped with an external threaded stutter. The hydraulic controllers consist of a tubular body closed at the ends with two cylindrical bodies and provided inside with a piston. The piston is provided with an axial bore through which it slides along a piston with a rod, which it can actuate, held by a helical spring. The tubular body is provided with an axial hole in which the piston with the axial bore slides and with another axial hole in which the piston with the rod slides, the axial holes have different diameters and are positioned each at one end of the tubular body, the inside being delimited by - a shoulder, which does not allow the piston with the rod to enter the axial hole in which the piston with axial bore slides. The same tubular body is also provided with a longitudinal channel, which communicates at one end with the hole in which the axial bore piston slides through a continuous orifice with a circular channel which communicates with a longitudinal channel, axial bore piston channels and at the other end communicates with the hole in which the piston rod slides. through another hole. The pistons are provided with a circular sealing channel. Between the piston with axial bore and a cylindrical body, inside the tubular body, is positioned a distal ring fixed in the circular channel of the cylindrical body. Also the bodies

ί \ - 2 Ο 1 6 - - 0 0 3 6 1 2 6 -05- 2016 cylindrical ones are equipped with a threaded hole and a circular sealing channel. The hydraulic acceleration regulator is composed of a tubular body, provided with a threaded axial hole and a circular sealing channel, and inside the tubular body slides a rod pressed by a helical spring. At the outer head of the rod is provided a clamping ring, the tubular body being also equipped with another clamping ring.

In the second embodiment, the braking kinetic energy recovery system, according to the invention, is mounted on a rear-wheel drive vehicle, which is intended to recover the kinetic energy when braking, but also the integral traction is made up of the same components as in the first embodiment, the hydropump-motor is mounted on the non-motor wheels of the vehicle, the system being composed of another hydropump-motor similar to the hydropump-motor on the wheels, hydropump-motor which is mounted between the flange of the box and the cardan which sends the movement to the rear wheels through the fixing holes of the rotor which becomes integral with the drive shaft and the flange of the box, and the stator can be mechanically gripped by a cross member mounted between the car's struts or its chassis, the same hydropump-motor is connected by means of an electrovalve with double circuit and of a connection with the pneumatic hydraulic tank, solenoid valve with double u circuit being also connected by another connection and with the pneumatic cylinder with high pressure. On the hydraulic pump there are two hydraulic accumulators, similar constructively to the hydraulic accumulators from the first embodiment. In this embodiment, besides the components listed above, the system also consists of a hydraulic compensator, similar to the hydraulic compensator in the first embodiment, connected to the hydropump-motor through a connection, from a one-way valve mounted on the connection through which solenoid valve with double circuit communicates with the pneumatic cylinder and from a button connected to the electric switch, but also from an solenoid valve mounted on the throttle regulator connection.

Following the application of the invention, the following advantages are obtained:

the braking system of the vehicles is eliminated partially, without removing the ABS (the anti-lock system of the wheels), by installing the motor-hydropumps instead of the brake discs and the stirrups or inside the drums instead of the shoes and the brake cylinders;

eliminates the cost of maintaining or replacing brake discs, brake cylinders, calipers, brake pads / shoes;

it can be mounted on any type of vehicle, without making changes to its structure, so the area of application of the system is very large;

can provide all-wheel drive if fitted to a rear-wheel drive vehicle;

<V 2 ο 1 6 - - 0 0 3 6 1 2 Ρ 05- 2016 in the case of high tonnage vehicles, the delay is eliminated;

the kinetic energy is completely recovered when braking and is used to accelerate the vehicle, thus the urban fuel consumption diminishes reaching the value of the extra-urban consumption;

production costs are reduced due to the simple construction and the small dimensions of the parts;

as an ecological factor, reducing fuel consumption also reduces emissions of pollutants.

DESCRIPTION OF FIGURES:

The following are two examples of embodiment of the invention, in connection with the figures from 1 to 37, which represent:

Fig. 1 - the electro-hydraulic diagram of the system for recovering the kinetic energy of braking, in the first embodiment, according to the invention, the meaning on the intake and discharge portions of the hydropump-motor being represented for the forward movement; Fig. 2 - front view of the hydropower-motor;

Fig. 3 - axial section I through the hydraulic pump motor shown in fig. 2;

Fig. 4-front view of the hydropower-motor represented in fig. 2, rotated at 90 degrees fig. 5 - axial section ll-ll hydraulic pump-motor represented in fig. 4;

Fig. 6 - cross section III-III through the hydropump-motor represented in fig. 3;

Fig. 7 - front view of the hydropower-motor rotor;

Fig. 8 - section IV-IV axial through the rotor represented in fig. 7;

Fig. 9 - axial section through the hydropower-motor stator;

Fig. 10 - cross-section through the motor pump stator;

Fig. 11 - front view of the hydraulic pump flange;

Fig. 12 - axial section V-V through the flange shown in fig. 11;

Fig. 13 - enlarged view VI of the flange of fig. 12;

Fig. 14-front view of the hydropower-motor rotor blade;

Fig. 15-isometric view of the hydropower-motor rotor blade;

Fig. 16 - isometric view of the pallet, on which helical springs are shown;

Fig. 17 - top view of the rotor blade sealing member;

Fig. 18 - axial section VII-VII of the sealing element of fig. 17;

Fig. 19-side view of the hydropower-motor rotor;

ν ² ο 1 ⁶ - · η Β 3 6 1 2 ϋ -05- 2015 fig. 20 - cross section VIII-VIII through the rotor shown in fig. 19, in which it is found mounted and a pallet represented in fig. 14 fixed by a sealing member of fig. 18;

Fig. 21-isometric view of the hydropower-motor rotor;

Fig. 22 - axial section through the distributor represented in fig.

Fig. 23 - axial section through hydraulic cylinders represented! in FIG. 1;

Fig. 24 - axial section through the tank and the cylinders shown in fig. 1;

Fig. 25 - axial section through the hydraulic compensator shown in fig. 1;

Fig. 26-axial section through hydraulic accumulators represented! in FIG. 1;

Fig. 27 - partial section of the hydrofoil-motor represented in fig. 5, on which the hydraulic battery is mounted;

Fig. 28 - axial section through the hydraulic controller shown in fig. 1;

Fig. 29 - axial section through the hydraulic acceleration regulator represented in fig.

Fig. 30-isometric view of the hydropump-motor;

Fig. 31 - front view of the hydraulic pump to which an intermediate flange is attached; Fig. 32 - axial section IX-IX of the hydraulic pump-motor assembled with the intermediate flange, of fig. 31;

Fig. 33 - the inlet-outlet diagram for braking, on the forward movement, of the hydropump-motor by means of the double-circuit solenoid valve, represented in fig. 1; Fig. 34 - the admission-evacuation scheme for acceleration, on the forward movement, of the hydropompeimotor by means of the double circuit solenoid valve;

Fig. 35 - the intake / exhaust scheme for braking, in reverse, of the hydropump-motor through the double-circuit solenoid valve;

Fig. 36 - the admission-evacuation scheme for acceleration, in reverse gear, of the hydropump-motor through the double-circuit solenoid valve;

Fig. 37 - the electro-hydraulic diagram of the kinetic energy recovery system for braking, in the second embodiment, according to the invention;

In the following, a detailed description of the kinetic braking energy recovery system, according to the invention, is presented in the first embodiment.

In a first embodiment, mounted on a motor vehicle or towed vehicle provided with a conventional braking system, the kinetic energy recovery system for braking according to the invention, is composed of some actuating elements represented in fig. 1, as follows: some hydraulic pumps A, connected to a hydraulic distributor B and hydraulic cylinders Cl and C2, which communicates with a pneumatic hydraulic tank D and some pneumatic hydraulic cylinders E and F, a hydraulic compensator G, some hydraulic accumulators H , some hydraulic controllers and a hydraulic regulator K,

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Also, the system, according to the invention, is composed of some control and control elements, represented in fig. 1: some solenoid valves with double circuit 1, a solenoid valve with single circuit 2, some proportional solenoid valves 3 and 4, a hydraulic contactor 5, some unisense pressure valves 6, 7, 8, 9 and 10, some pressure switches 11 and 12, contactors with stroke 13 and 14, a potentiometer 15 and an electric switch L.

The system, according to the invention, is mounted on a motor vehicle, on which are a DC electric battery 16, a brake pump 17, a carburetor / injection pump 18, some brake calipers / cylinders 19 and the known brake pedals 20 , respectively of acceleration 21, but also a back contact 22 (back light bulb).

If the system, according to the invention, is mounted on a towed vehicle, then the drive and control and control elements are the same, instead they will communicate or be connected to the brake pump 17 and the electric battery 16 of the vehicle towing the vehicle, and they will receive the command from the brake pedal 20, respectively acceleration 21 of the vehicle, and for the gearbox, the gearbox contact 22 (gearbox bulb) of the vehicle will also be connected to the switch L, thus keeping exactly the same configuration as in fig. 1

The hydropower motor A shown in fig. 2 is made up of a rotor 23, mounted in a stator 24, and closed by a flange 25 and some blades 26 sliding from the rotor 23 fixed by some sealing elements 27.

The rotor 23 is cylindrical in shape and has fixing holes 28 with screws on the wheel hub of the vehicle. The rotor 23 is provided with a circular clearance 29, which communicates at the bottom with inclined channels 30, continued by longitudinal channels 31, followed by some radial channels 32, these being in connection with the four radial seats 33, disposed at 90 degrees, in which the pallets slide 26. In the vicinity of the circular release 29, there is a circular channel 34, and on the opposite side of the circular release 29, another circular release 35 is practiced and at the same time a circular channel 36. In the vicinity of the circular release 35 there is still a circular clearance 37. On each of the two faces of the rotor 23, an annular groove 38 and 39 are practiced. For centering the motor-pump A, on the hub of the vehicle wheel, the rotor 23 is provided with a centering hole 40. With a larger diameter and concentric with the centering hole 40, a circular clearance 40a is provided on the surface of which the hand brake pads are mounted in in case the hydropump-motor A is mounted on the rear wheels of the vehicle. The circular openings 29 and 35, are delimited outwards by the shoulders 41 and 42 respectively.

In the four radial seats 33, slide one pallet 26, consisting of two arms 43, endowed with some cylindrical recesses 44 and finished with each a sole 45. In the cylindrical recesses 44 are placed helical arcs 46, which rest on the soles 45. Arms 43 make body

0-2016-- 003612 t -J5- i® common with a cylindrical piston 47, provided with two circular channels 48, intended for unstitched sealing rings. The arms 43 and the cylindrical piston 47 make a common body and with a rectangular piston 49, with the rounded edges, the shape of which in cross-section must allow its sliding through a sealing element 27, namely by a rectangular clearance 50, correlated with the shape with the rectangular piston 49, and provided with a channel 51, intended for a sealing gasket, not positioned. The sealing element 27 is provided with some fixing holes 52 and is fixed with some non-positioned screws, on the surface 53 of the rotor 23 described by its outer circumference, in some places 54 provided with holes 54a corresponding to the holes 52. Outer surface 55 of the sealing element 27 and the surface 56 of the rectangular pistons 49 of the blades 26, are described by the same radius which also describes the surface 53 corresponding to the outer circumference of the rotor 23. The surface 56a of a blade 26 is the actuating surface.

The stator 24 is cylindrical in shape having two openings 57 diametrically opposed and two openings 58, all diametrically opposed, the openings 57 and the openings 58 being the inlet or outlet openings, equal to the surface, which communicates inside each one with a release 59. The stator 24 is provided with several circular openings that decrease in diameter as follows: a first threaded clearance 60 inside, followed by another circular clearance 61, followed by a circular clearance 62. With decreasing diameters there is still a further clearance 63 and another recess 64. The circumference of the recess 62 is divided into four surfaces 65 corresponding to the recesses 59, two surfaces 66 and two surfaces 67.

The opening at the center of the cylindrical surfaces 65 is 40 degrees, and the opening at the center of the cylindrical surfaces 66, between two adjacent 59 releases, is 10 degrees and the opening at the center of the cylindrical surfaces 67 is 90 degrees.

The radii at the center describing the cylindrical surfaces 67 are equal, but starting from the cylindrical surfaces 67 the radii at the center describing the cylindrical surfaces 65 near the openings 59 decrease to the cylindrical surfaces 66, these having the same radius as the surface 53 of the rotor 23, with the surface 55 of the sealing element 27 and with the surface 56 of the blades 26.

The stator 24 also has an axial hole composed of circular openings 68, 69 and 70, intended for mounting the rotor 23. At the same time it is also provided with a threaded hole 71, made on an outer surface 72, which communicates with the clearance 61, through the channels 73, 74, 75 and 76 and also communicates with the release 63 through the channels 73, 74 and finally through the circular channel 77. On the same surface 72, there is provided a threaded hole 78, and two threaded holes 79, all communicating with the release 70 through longitudinal channels 80 and radial channels 81. Between the recesses 63 and 64 there is an annular channel 82. Also on the surface 72, there are two threaded holes 83 which are coupled with the support of the caliper or the shoe wheels.

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the vehicle, for vehicles equipped with disc braking systems, respectively vehicles equipped with drum braking systems.

In the flange 25 a circular clearance 84 and a clearance 85 are executed, between them being an annular channel 86, and inside the clearance 85 a circular channel 87. The circular channel 87 communicates through channels 88,89 and 90 with another circular channel 91 located on the outer circumference of the flange 25. The flange 25 is provided on the outside with a threaded surface 92 which ends in a circular clearance 93, intended for a sealing orangle, not positioned. The flange 25 is provided with an axial hole composed of three openings 94, 95 and 96.

After inserting the blades 26 into the radial grooves 33 of the rotor 23, the cylindrical pistons 47 of the blades 26 penetrate into the radial grooves 32, and after fixing the sealing elements 27 in the seats 54, the assembly thus obtained at the stator 24. is assembled. the rotor 23 enters the release 64 of the stator 24.

At the assembly of the rotor 23 in the stator 24 are included a bearing 97, on which the rotor 23 rests, provided by a fuse 98 and sealed by a seal 99 which seals the circular channel 100, formed between the clearance 70 and the inner surface of the circular clearance 29, which thus it connects the inclined channels 30 and the radial channels 81. The bearing 97 and the fuse 98 are closed to the outside of the hydraulic pump  by a non-positioned gland.

Within the same assembly between the shoulder 41 of the rotor 23 and the release 64 of the stator 24, a housing for a seal 101 is created and between the annular channel 38 of the rotor 23 and the annular channel 82 of the stator 24 a pressure bearing 102 is placed.

Once this assembly is made between the rotor 23 and the stator 24, the flange 25 is joined to the stator 24 by means of the threaded surface 92 and respectively the threaded release 60, so the shoulder 42 of the rotor 23 enters the clearance 84 of the flange 25, thus creating a seat for a also 103. Also included in this assembly is a bearing 104 on which the rotor 23 rests, provided by a safety 105 mounted in the space left between the clearance 94 of the flange 25 and the release 35 of the rotor 23, space closed by a cable gland, and Between the annular channel 86 of the flange 25 and the annular channel 39 of the rotor 23 is placed a pressure bearing 106. The pressure bearings 102 and 106 guide the rotor 23 inside the integral assembly formed by the stator 24 and the flange 25.

When carrying out this assembly, between the clearance 62 of the stator 24, the outer surface 53 of the rotor 23 and the flange 25, two pressure chambers 107 are created, delimited by the rotor 23 and the surface 66 of the stator 24, where the blades enter during operation. 26 may slide at the maximum stroke in the pressure chambers 107 along the surface 67, and the surface 56a, the maximum, with which a pallet 26 operates, is equal to the surface of an orifice 57 or an orifice 58.

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P 05-2M6

The hydraulic distributor B, mentioned above and shown in FIG. 22, is composed of a tubular body 108, which has provided pairs of threaded holes 109 and 110, 111 and 112, 113 and 114 diametrically opposed so that the hole 109 communicates with the hole 110 through the holes 115, the hole 111 to communicate with the hole 112 through the holes 116, respectively the hole 113 to communicate with the hole 114 through the holes 117, the holes with decreasing diameters and which are made inside the aforementioned tubular body 108. When you get from the solenoid valve 2 the tubular body 108 is provided with an axial threaded hole 118, and with a radial threaded hole 119. Inside the tubular body 108 slides a piston 120 provided at ends with portions of smaller diameters, and in the median portion with some circular channels 121, 122 and 123 , of which the channel 121 can communicate with the holes 115, the channel 122 can communicate with the holes 116, and the channel 123 with the holes 117. When the holes e 115 are closed by the circular channel 121 and the holes 116 are closed by the circular channel 122, the sum of the passage surfaces obtained by the obturation is equal to the surfaces of the holes 116, and when the holes 116 are closed by the circular channel 122 and the holes 117 are closed by the circular channel 123, the sum of the passage surfaces obtained by the sealing is equal to the surfaces of the holes 117. Also on the piston 120 are circular sealing channels 124, 125, 126, 127 and 128 for sealing gaskets, not positioned. At the free head of the piston 120 the small diameter portion was inside a helical spring 129, and slid through the hole 130 at the head of the tubular body 108.

The hydraulic cylinder Cl shown in fig. 23 is formed by an outer cylindrical body 131, equipped with an internal thread in which a cylindrical body 132 is assembled, the body 131 being provided with a threaded hole 133, and the cylindrical body 132 being provided with a threaded hole 134, these holes 133 and 134 serving to connect the hydraulic cylinder C in the electro-hydraulic diagram shown in fig. 1, according to the invention. Inside the bodies 131 and 132 slides a piston 135 provided with some circular channels 136 and 137 for sealing gaskets, not positioned.

Hydraulic cylinder C2 is identical constructively with hydraulic cylinder Cl.

The pneumatic hydraulic tank D shown in FIG. 24 is cylindrical in shape and is composed of a metal cylinder 138 closed at the ends with hemispheres, from these hemispheres is caught an axis 139 on which slides a piston 140 provided with two circular channels 141 for sealing. The axis 139 also has the role of increasing the resistance of the tank D under pressure. The piston 140 is pressed on a hub 142, also provided with channels 143 in which there are sealing gaskets, not positioned. Piston 140 separates reservoir D into two chambers in which oil, respectively pressure gas, is found. The oil will never be completely discharged from the D tank, but at least one volume of oil equal to the volume of a hemisphere will remain, due to the construction

<V 2 Ο 1 6 - - 003612 Ρ -05- 2016

hub 142. The pneumatic hydraulic tank D is under a small pressure and has a volume greater than the sum of the volumes of cylinders E and F.

The pneumatic cylinders E and F are constructively identical with the tank D, mentioned above. The E and F cylinders are the high pressure cylinders, the E cylinder having a lower pressure and a larger volume than the F cylinder, both the E cylinder and the F cylinder can ensure the braking of the vehicle at the maximum speed it can. touch it, but in different braking spaces. Both the tank D and the cylinders E and F have holes for connection, not positioned.

The hydraulic compensator G shown in fig. 25 is composed of a tubular electromagnet 144 mounted to a tubular body 145 by means of screws, not positioned, which has a radial threaded hole 146, and an axial bore 147 in which it slides a piston 148, retained by a helical spring 149. The body 145 and the piston 148 each provide a circular channel 150, respectively 151, for sealing. The body 145 is closed at the end opposite the electromagnet 144 with a lid 152 provided with a depressurization hole 153.

Hydraulic accumulators H represented! in FIG. 26 are cylindrical in shape being formed of a tubular body 154 threaded to the outside which is closed by a tubular body 155 threaded to the inside, inside the body 154 slides a piston 156, the rod of which penetrates through an axial hole 157 of the body 155 , retained by a helical spring 158 and provided with a circular sealing channel 159. The body 154 is provided with a threaded rod 160 on the outside for mounting this subassembly H in the threaded holes 79 of the stator 24, shown in FIG. 27.

The hydraulic controllers J shown in FIG. 28 are formed by a tubular body 161 closed at the ends with two cylindrical bodies 162 and 163, and provided internally with a piston 164, provided with an axial bore 165 through which it slides along a piston 166, which can act, and retained by a helical spring 167. The body 161 is provided with an axial hole 168, in which it slides the piston 164 and with an axial hole 169 in which it slides the piston 166, the holes 168 and 169 have different diameters and are each positioned at one end of the body 161, the inside being delimited by a shoulder 170, which does not allow the piston 166 to enter the axial hole 168. The body 161 is also provided with a longitudinal channel 171, which communicates at one end with hole 168 through an opening 172 continued with a circular channel 173 communicating with a longitudinal channel 174, channels 173 and 174 of the piston 164, when the piston 164 does not press the spring 167, and at the other common end as with the hole 169 through a hole 175. The piston 164 and 166 are provided with a circular channel 176, respectively 177 for sealing. Between the piston 164 and the body 162 inside the body 161, is positioned a spacer ring 178 fixed in the circular channel 179 of the body 162, the bodies 162 and 163 are equipped with a threaded hole 180 and a circular channel 181, respectively with a threaded hole 182 and a circular channel 183, circular sealing channels. Hydraulic controllers J are mounted on wheels that are not mounted

2- 2 Ο 1 6 - - 003612 Ρ -0S- 20 «motor pumps A, between the brake pump circuits 17 and the brake calipers / cylinders 19 and have the role of regulating pressure in the brake calipers / cylinders 19.

The hydraulic accelerator regulator K shown in fig. 29 is composed of a tubular body 184, provided with a threaded axial hole 185 and a circular channel 186 for sealing. Inside the tubular body 184 slides a rod 187 pressed by a helical spring 188. At the outer head of the rod 187 there is provided a clamping ring 189, and the tubular body 184 is provided with another clamping ring 190. The regulator K is interleaved on the cable acceleration via the clamping rings 189 and 190, dividing the acceleration cable into two parts, one between the ring 189 and the carburetor / injection pump 18 and another between the ring 190 and the accelerator pedal 21.

Hydraulic pumps A can be mounted on two of the wheels of the vehicle instead of the braking discs for vehicles equipped with disc braking systems, the clamping being realized by means of threaded holes 83 of the stator 24 of the support of the vehicle's brake calipers. By means of the fixing holes 28 the rotor 23 is fastened with the studs of the wheel hub becoming integral with it.

Also, these hydraulic pumps A can be mounted in place of the brake shoes on their support, for vehicles equipped with drum braking systems, through the threaded holes 83 of the stator 24, and through an intermediate flange 191 is fixed to the drum by holes 192. The intermediate sheet 191 shown in fig. 32 also has holes 193 which correspond to the fixing holes 28 of the rotor 23, the intermediate flange 191 thus becomes integral with the rotor 23 and is centered on the hub through the axial hole 193a corresponding to the centering hole 40 of the rotor 23.

If considered, a four-wheel motor vehicle, it is optimal for the hydropompelemotor A to be mounted on two of its wheels, so the kinetic energy will be able to be fully recovered, without any modification to the vehicle or its wheel dimensions. Also, the hydropump-motor A can be mounted on one or all of the wheels of a motor vehicle. If it is mounted on two wheels of a vehicle when applying the system, it remains on the vehicle and the brake calipers / cylinders 19, which due to the hydraulic controllers J, will work only in case of emergency braking, thus increasing the safety of the kinetic energy recovery system on braking. applied to the machine even in the event of a malfunction.

Hydro-pumps A are hydraulically connected by means of fittings 194 connected to holes 57 and through fittings 195 connected to holes 58, each one solenoid valve with double circuit 1, made up of two valves with double circuit 196 and 197 which are electrically actuated, they alternatively switching the hydraulic circuits 198 and 199 respectively the circuits 200, 201, represented in fig. 33, Valve 196 communicates with the pneumatic hydraulic reservoir D through the connection 202, and valve 197

^ -2016-- 003612 C -05-2118 communicates with the pneumatic cylinders E and F through the connection 203. At the threaded holes 78, of the hydropumps-motor A are hydraulically connected to the hydraulic cylinder C2 and the hydraulic compensator G through some connections 204 connected with a connection 205, and at the holes 71 are connected fittings 206 which communicates with the connection 202. The hydraulic / pneumatic circuits 207 and 208 of the brake pump 17, corresponding to the wheels on which the hydropower-motor A are mounted, are connected to the threaded holes 134 of the cylinders. hydraulics CI, respectively C2. At the hole 133 of the cylinder CI is connected by a connection 209 with solenoid valve 2 connected to the distributor B.

Double-circuit solenoid valves 1 communicate with distributor B through a connection 210 and with regulator K through another connection 211. At the threaded hole 110 of distributor B is connected a connection 212 and valve 6, this communicating with a connection 213 through which the distributor B communicates with cylinder E. At thread 112 of distributor B a connection 215 is connected, which communicates with valve 7 which is connected with another connection 216 and communicates directly with cylinder F, and at threaded hole 114 of distributor B is connected a connection 217 and valve 8 which communicates directly with the tank D. In the tank D there is also connected the cylinder F through a connection 218 on which there is a valve 10, but also the cylinder E through a connection 214 with a valve 9. The cylinder E communicates with the proportional solenoid valve 4 through the connection 213 connected to a connection 219 of the proportional solenoid valve 4. The F cylinder communicates with the proportional solenoid valve 3 through the connection 216 connected with a connection 220. Solenoid valves 3 and 4 as with solenoid valves 1 through a connection 221 connected to the connection 203. At the other two hydraulic / pneumatic circuits 222 of the brake pump 17 are connected the hydraulic controllers J which are interposed between the brake pump 17 and the brake calipers / cylinders 19. On the pedal. The brake contactor 20 is mechanically connected to a travel contactor 13, and to the accelerator pedal 21 a mechanical contactor of the race 14 is connected mechanically, as well as a potentiometer 15. On the cable between the accelerator pedal 21 and the carburetor / injection pump 18 the regulator is interposed. hydraulic K. The electric switch L is electrically connected to a battery 16 found on the vehicle. The elements of the system through electrical circuits are connected to switch L as follows: contactor 13 through circuit 223, contactor 14 through circuit 224, potentiometer 15 through circuit 225, electromagnet 144 of hydraulic compensator G through circuit 226, electrovalves 1 through circuits 227 , solenoid valve 2 through circuit 228, hydraulic contactor 5 through circuit 229, proportional solenoid valves 3 and 4 through circuits 230, respectively 231, pressure switches 11 and 12 through circuits 232 and 233 and reverse contact 22 through circuit 234.

In the following, we present the mode of operation, in the first embodiment, of the kinetic energy recovery system when braking, according to the invention, taking as an example a four-wheel motor vehicle.

O 1 5 - - 0 O 3 6 1 2 ('-05- 20 «

If the vehicle is equipped with the kinetic energy recovery system when braking, according to the invention, and is moving, the rotors 23 of the hydropower motors A describe a rotational movement being integral with the hub of the wheels on which they are mounted, because the blades 26 are not activated, these being withdrawn in the radial seats 33 of the rotors 23. When the driver activates the brake pedal 20, the race contactor 13 sends current through the switch L to the solenoid valve 2, which opens the circuit to the distributor B. At the same time when the pedal is depressed. Brake 20 The brake fluid or the pressure air from the brake pump 17 acts through the hydraulic / pneumatic circuits 222 corresponding to each wheel on which the hydropump-motor A is not mounted, on the hydraulic controllers J which delay the actuation of the brake calipers / cylinders 19 and through the hydraulic / pneumatic circuits 207 and 208 corresponding to the wheels on which they are mounted hydraulic pumps A to hydraulic cylinders Cl and C2. The brake fluid / pressure air enters the hydraulic cylinder Cl through the threaded hole 133 and acts on the piston 134 which pushes the oil through the threaded hole 132, through the connection 209 and solenoid valve 2 to the distributor B. The brake fluid / pressure air enters the cylinder as well. hydraulic C2 which actuated pushes the oil to the threaded holes 78 of the hydropower-motor A, but also to the hydraulic compensator G, in which nothing is actuated in this sense, because the piston 148 cannot be driven by the oil, but only by the electromagnet 144, In the moment the oil enters through the axial hole 118 in the distributor B it acts on the piston 120, which moves axially through the tubular body 108 and through the radial hole 119 on the hydraulic contactor 5, this once actuated sends the current to the switch Lsi from here to the double circuit solenoid valves. 1, thus opening circuit 198 of valve 196 and circuit 201 of valve 197. In ac time elapses the oil pushed from the hydraulic cylinder C2 through the slots 204 penetrates into each hydropump-motor A through the threaded holes 78 and reaches the circular channels 100 and thence through the radial channels 32 under the blades 26 of the hydropump-motor A, acting outwards in pressure chamber 107, taking the oil reached here from tank D through the inlet ports 57.

When the brake pedal 20 is actuated to reduce speed, the oil in the distributor B acts on the piston 120, thus forming a first circuit through the distributor B, through the circular channel 121 which communicates with the holes 115, which connects the threaded holes 109 and

110. At the same time, the oil taken up by the blades 26 is evacuated through the holes 58 of the motor-hydropumps A and passes through the circuits 201 of the valves 197 of the solenoid valves 1 and through the connections 203 and 210 it reaches the distributor B passing through the holes 109 and 110, through valve 6, the slots 212 and 213 reach the reservoir E, where there is gas under pressure. The pressure in the reservoir E, due to the gas cushion, opposes the resistance to the advancement of the oil and implicitly on the blades 26 and the rotors 23 which are integral with the wheel hubs, which leads to the braking of the vehicle. The gas pressure in the E cylinder can brake the vehicle at the maximum speed it can reach. If in the cylinder E the maximum permissible pressure is exceeded (only if a slope is lowered and by braking potential energy is used) then the

Ql-2 Ο 1 6 - - 0 0 3 6 1 2 0 -05- 2016

unisense pressure 9 opens and sends the oil surplus back to reservoir D via connection 214. In this first braking circuit for speed reduction, the blades 26 slide at the maximum stroke of the rotors 23 only when the circular channel 121, of the piston 120, fully opens. the passage of the oil through the holes 115 of the distributor B, made by means of the helical springs 46 of the blades 26 and the helical spring 129 of the distributor B, which compresses differently at the same pressure provided by the hydraulic cylinders Cl and C2.

When the brake pedal 20 is actuated to stop the vehicle, a second circuit opens through the distributor B, by sliding the piston 120, so that the circular channel 122 communicates with the openings 116. The second circuit passes the oil from the connection 210 to the valve 7 and through the slots 215 and 216 it reaches the cylinder F, a cylinder with a higher pressure than the cylinder E, which opposes through the gas cushion a higher resistance to reduce the braking space, so the vehicle is stopped safely. The F-cylinder can brake the vehicle at the maximum speed it can reach, but in a braking space lower than the E-cylinder, but if the F-cylinder increases the pressure above the set maximum value (only if a lower is lowered) the slope and the potential energy is harnessed), open the unisense valve 10 and send the oil through the connection 218 in the tank D.

The cylinders E and F are provided with a pressure switch 11, respectively 12, which is activated at the smallest pressure increase by sending current in the switch L.

The transition between the first circuit and the second circuit of the distributor B, ie between a deceleration brake and a stop brake, is uniformly performed, without pressure fluctuations, so the resistance to advancement increases steadily as the piston 120 slides further through the tubular body 108, fact directly proportional to the actuation of the brake pedal 20. This is possible due to the construction of the distributor B, because when the openings 115 are closed by the circular channel 121 and the openings 116 are closed by the circular channel 122, the sum of the passage surfaces obtained by the shutter is equal to the surfaces holes 116.

When actuating the brake pedal 20 to the maximum, in case of emergency, the piston 120 slides towards the distributor B and connects in the holes 117 and the circular channel 123 forming the third circuit through which the oil passes through the valve 8 and the connection 217 directly into the tank D. The diameter of the holes 117 is smaller than of the other holes 115 and 116, thus obstructing the passage of the oil and opposing a greater resistance to the blades 26, which reduces the space and the braking time.

The hydraulic controllers J begin to exert pressure on the brake calipers / cylinders 19 from the transition between the second circuit and the third circuit of the distributor B, thus the emergency braking is accompanied by their action, increasing the efficiency. The hydraulic controllers J are mounted between the brake calipers / cylinders 19 and the brake pump 17, having the role

<\ 3 1 0 1 6 - - 0 0 3 6 1 2 ί · -05- 2018 to delay the intervention of the conventional braking system that remains partially on the wheels of the vehicle that are not found hydropump-motor A. The hydraulic controllers J receive through the circuits hydraulic / pneumatic 222 brake fluid / air under pressure, throughout the braking phenomenon. The brake fluid / pressurized air enters a hydraulic controller J through the threaded hole 180 and acts on the piston 164 piston retained by the coil spring 167. When the pressure overcomes the resistance of the coil spring 167 and allows the piston 164 to push the piston 166 then the brake fluid or the pressurized air is pushed through the threaded hole 182 to the brake caliper / cylinder 19 which will brake the wheels. The pistons 166 will act on the brake calipers / cylinders 19 only when the second circuit of the distributor will start to close, by sliding the piston 120 through the distributor B, and the third circuit will start to open, circuits formed between the holes 116 and the channel. circular 122, respectively the holes 117 and the circular channel 123.

When the vehicle is braked, so the blades 26 of the hydropower-motor A operate in room 107, the braking is evenly done without shocks, due to the hydraulic accumulators H that take over the oil surplus under the blades 26. The minimum volume of oil under the blades 26 is when only two of the blades 26 of a hydropower-motor A are slipped at the maximum stroke, when they act against the surfaces 67 of the pressure chamber 107, and the other two being retracted inside the rotors 23, against the surfaces 66. The maximum oil volume is only when all four blades 26 of a hydropumpper A are between surfaces 65 and 67. The difference between the maximum volume and the minimum volume of oil below the blades 26 is taken over by the hydraulic accumulators H so the oil is not sent back to the hydraulic cylinder. C2 and then the brake pedal pressure 20.

When the brake pedal 20 is no longer actuated, the contactor 13 no longer sends current to switch L thus closing the solenoid valve 2, the hydraulic contactor 5 not being pressed by the oil closes circuit 198 of valve 196 and circuit 201 of valve 197 of double circuit solenoid valves 1 through switch L. At the same time if the brake pedal 20 is no longer actuated, the blades 26 in the rotors 23 are also withdrawn, because they are no longer actuated by the pressure exerted in the hydraulic cylinder C2 by the brake pump 17. The brake pump 17 will no longer act on the hydraulic controllers J, so the pistons 164 and 166 return to their original position, and the circular channel 173 will be able to communicate with the hole 172 so the pressure on the brake calipers / cylinders 19 will normalize as in the fences 222.

If at the moment of braking the wheels of the vehicle are locked, the ABS intervenes. The braking kinetic energy recovery system, according to the invention, is designed to work together with the ABS, and if the ABS intervenes and breaks the pressure provided by the brake pump 17, the C2 hydraulic cylinder no longer acts on it. blades 26, and they retract, at the same time the hydraulic cylinder CI no longer acts on the distributor B, thus the oil

(^ - 2 0 1 6 - 003812 f -ΙΒ- 2015 is no longer pumped by the pallets 26, and the circuits through the distributor B are closed, the resistance to advancement will not be stopped and in this case the braking will be interrupted.

When actuating the accelerator pedal 21 the contactor 14 is activated and sends current to the switch L which controls both solenoid valves 1 to open circuit 199 of valve 196 and circuit 200 of valve 197, as well as electromagnet 144 of the hydraulic compensator G, which once activated. on the piston 148 which sliding the oil out of the compensator G through the connection 205 and the connection 204 reaches the threaded holes 78 of the hydropower-motor A and thence under the blades 26, which they actuate outwards of the rotor 23 in the pressure chamber 107. The volume of the oil inside the hydraulic compensator G is equal to the maximum oil volume under the blades 26, when all eight blades 26 of the two hydropower pumps A are between surfaces 65 and 67.

The F cylinder is first discharged to provide additional power due to the accumulated pressure greater than the E cylinder. As soon as the acceleration pedal 21 is actuated and the contactor 14 is activated, this together with the pressure switch 12 which announces the pressure in the F cylinder. accumulated, open by the switch L proportional solenoid valve 3, which allows the oil coming from the cylinder F through the connection 216 to pass to the double circuit solenoid valves 1 through the connection 221 and the connection 203, arriving from here through the circuit 200 of the valve 197 of the solenoid valve 1 and through the same inlet ports 57 inside the pressure chambers 107 acting on the blades 26, which will propel the vehicle, by rotating the rotors 23 and implicitly the wheel hubs. The oil will exit the hydropump-motor A through the holes 58 and will pass through the circuit 199 of the valve 196 and through the connection 202 it will reach the reservoir D. In order to avoid the uncontrolled release of the accumulated pressure in the tank F so that the acceleration does not differ from the acceleration. with the motor of the vehicle, proportional solenoid valves 3 and 4 are used, which are controlled by the potentiometer 15 connected to the accelerator pedal 21. The potentiometer 15 by means of switch L, controls the oil flow passing through proportional solenoid valves 3 and 4.

When one of the solenoid valves 3 and 4 opens, then the pressure oil passes from the connection 221 and In the connection 211 to the accelerator regulator K through the axial hole 185 and pushes the rod 187 which is retained by the helical spring 188, so that the acceleration cable between the regulator K and the carburetor / injection pump 18 relaxes, thus allowing in the event of acceleration the release of the accumulated energy in the E and F tanks and subsequently the intervention of the motor vehicle.

When the cylinder F releases all the stored energy under pressure, the pressure switch 12 is deactivated and no longer sends current to switch L, so the proportional solenoid valve 3 closes and at the same time if the cylinder E has accumulated energy and by default the pressure switch 11 is activated. , then the switch L switches on the circuit between the travel contactor 14 and the pressure switch

£ * - 2 0 1 6 - 0 0 3 6 1 7 f ®- 7116

and opens the proportional solenoid valve 4, which connects between the connection 219 through which the oil from the cylinder E flows and between the connection 221 which carries the oil to the hydropumps-motor A, in which the blades 26 are actuated and the oil reaches through the connection 202 in the tank D. When the cylinder E releases all the energy and there is no pressure to keep the presser 11 activated then it no longer sends current to the switch L and the proportional solenoid valve 3 closes, so the pressure decreases and in the connection 211 so the rod 187 returns to the initial position due to the spring helical 188, and by default the acceleration cable between the carburetor / injection pump 18 is re-tensioned, allowing the vehicle to accelerate with its engine.

The throttle controller K can be replaced with a programmable ecu (electronic control unit), which can control the engine speed, regardless of the speed at which the accelerator pedal is actuated. 21. The electronic control unit (ecu) must be programmed so that through some pressure sensors found! on the E and F cylinders to release the restriction applied to the acceleration with the motor of the vehicle inversely proportional to the release of energy from the E and F cylinders, so that the acceleration is directly proportional to the acceleration pedal stroke 21, and does not differ from the acceleration provided by the vehicle without kinetic energy recovery system at braking.

When the accelerator pedal 21 is no longer actuated, the contactor 14 no longer sends current to the switch L, so the solenoid valves 1 close the circuit 199 of the valve 196 and the circuit 200 of the valve 197 and the electromagnet 144 of the hydraulic compensator G releases the piston 148, returning it to the piston 148. the initial position due to the helical spring 149, so the blades 26 retract into the rotors 23.

For the forward, both braking and acceleration the wheels and by default the rotors rotate in the same direction.

For rear-wheel drive, the rotors 23 will rotate with the wheels of the vehicle, in the opposite direction from the forward movement, thus the holes 58 will become the inlet ports and the holes 57 will become the exhaust ports. When it is desired that the vehicle goes with the rear, and the gearbox is actuated, then the gearbox contact 22 sends current to the switch L.

When reversing, the contact 22 together with the contactor 13 sends current to the switch L which controls the solenoid valves 1 to open the circuit 199 of the valve 196 and the circuit 200 of the valve 197, so that the admission to the hydropump-motor A is made through the holes 58, the remainder of the braking and recovery process remains unchanged.

When accelerating in reverse gear, contact 22 together with contactor 14, sends current to switch Lcare ordering solenoid valves 1 to open circuit 201 of valve 197 and circuit 198 of valve 196, the rest of the process of accelerating and releasing stored energy remaining

¢ ^ - 2 0 1 6 - 003612 ^c 05- 2016

unchanged. If there is no energy accumulated in the cylinders E and F the proportional solenoid valves 3 and 4 will be closed and the vehicle will accelerate with the help of its engine.

Throughout the operation of the system, regardless of the direction of travel or when braking or accelerating, there will be small oil losses between the rotor 23, the stator 24 and the flange 25 of the pressure chambers 107. The oil leaked between the rotor 23 and the stator 24 will reach in a circular channel 77 and thence by a radial channel 74 and a longitudinal channel 73, it will pass into the connection 206 connected with the threaded hole 71 of the stator 24, and from the connection 206 it will reach the connection 202, connection that supplies the hydropump-motor A with oil from reservoir D. The oil escaped between the rotor 23 and the flange 25 reaches the circular channel 87 which communicates with the circular channel 91 through channels 88, 89 and 90, channels of the flange 25, and from the circular channel 91 it passes into the stator 24 through channel 76 which communicates with the threaded hole 71 and implicitly with the connection 206 through channels 75, 74 and 73.

In the following, the detailed description of the braking kinetic energy recovery system, according to the invention, is presented in the second embodiment.

The technical problem that the invention solves, in the second embodiment, besides the kinetic energy recovery is the provision of all-wheel drive for rear-wheel drive vehicles.

The system of kinetic energy recovery at braking, according to the invention, in the second embodiment, represented in fig. 37, is installed on a rear-wheel drive vehicle to recover kinetic energy, but also to provide the vehicle with all-wheel drive. In this embodiment, the configuration of the first embodiment of the braking energy recovery system, according to the invention, is preserved, provided that the hydropompelemotor A is mounted on the non-motor wheels of the vehicle (the front wheels in this case), and between the flange of the output shaft of the gearbox and the drive shaft that transmits the movement from the gearbox to the rear wheels, another hydropump-motor A 'is mounted, similar to the hydropump-motor A. The hydropump-motor A' is mounted between the flange of the gearbox. and cardan through the holes 28 'of the rotor 23' which becomes integral with the cardan and the flange of the box. The 24 'stator can be mechanically attached to a cross member mounted between the car's side rails or its chassis.

The hydropump-motor A 'is connected by means of a double circuit ele, similar to the solenoid valves 1, and of a connection 235 with the tank D. The solenoid valve 1' is connected by another connection 236 and with the cylinder F, and receives control by a circuit 237 from the electric switch L. On the hydropump-motor A 'there are two hydraulic accumulators H', constructively similar to the hydraulic accumulators H.

In order to ensure all-wheel drive, you also need: a hydraulic compensator G ', similar to the hydraulic compensator G', connected to the hydropump-motor A 'through a

c

Oc 2 0 1 6 - - 003612 C -05- 2015 connection 238 and at switch L through circuit 239; a unisense valve 240 mounted on the connection 236; a button 241 connected to the switch L through a circuit 242; but also by a solenoid valve 243 mounted on the connection 211 and connected by a circuit 244 to the switch L.

In order to recover the kinetic energy when braking, the system, in this embodiment, works the same under the same configuration as in the first embodiment.

In case you need non-motorized wheels for extra traction, in inadequate conditions of road and weather to be able to move smoothly on snow, sand or rough terrain, then push button 241, mounted on the vehicle , which sends current to the switch L, which sends current to the electromagnet 144 'of the hydraulic compensator G' and activates it to the solenoid valve 243 which it closes, because the acceleration regulator K is no longer needed to accelerate, because the propulsion is desired and with the help of the motor of the vehicle, the electromagnet 144 'once activated acts on the piston 148' which activates the blades 26 'to slide in the pressure chambers 107' of the hydropump-motor A '. The rotor 23 'being in solidarity with the drive shaft, when pressing the acceleration pedal 21 takes the movement from the drive shaft and sends with the blades 26' the oil coming from the tank D through the connection 235 to the cylinder F through the connection 236, in which energy will accumulate below the form of pressure, energy that will be released when the accelerator pedal 21 is pressed to the hydraulic pumps A on the non-motor wheels, rotating them. Thus, the hydropumpper A 'will be used to distribute the power sent to the drive wheels and to the non-drive wheels.

In the case of entering the gearbox of the vehicle, the gearbox contact 22 sends current to the electric switch L which will not only change the circuits of valves 196 and 197 of the solenoid valve 1, but also the circuits of the valves 196 'and 197' of the solenoid valve. Γ.

When the button 241 is deactivated, the solenoid valve 243 is opened which allows the oil to pass through the connection 211 to the regulator K, and the electromagnet 144 'is deactivated, so the blades 26' are withdrawn into the rotor 23 'of the hydropump-motor A'.

The oil losses between the rotor 23 ', the stator 24' and the flange 25 'of the pressure chambers 107' will reach via the connection 245 connected to the threaded hole 71 'of the stator 25' in the connection 235 through which the hydropump-motor A 'is fed from tank D.

All the elements in this second embodiment noted with '(for example Aj are similar constructively, presenting the same technical features and the same components, but can differ only by the scale at which they are made compared to those noted without' (for example G) and described in detail in the first embodiment and represented in the corresponding figures.

Claims (21)

CLAIMS <2 O 1 6 - - O 0 3 6 1 2 on -15- 2016 1. Brake kinetic energy recovery system, in a first embodiment, considering a vehicle or towed vehicle equipped with a brake pump (17) and some brake calipers / cylinders (19), an electric battery (16) DC, a carburetor / injection pump (18), a gearbox contact (22) and a brake pedal (20), respectively an accelerator (21), consists of hydraulic cylinders (CI and C2), some double-circuit solenoid valves (1), a solenoid valve (2), some proportional solenoid valves (3 and 4), a hydraulic contactor (5), some one-way pressure valves (6,7,8,9 and 10) , pressure switches (11 and 12), contactors with stroke (13 and 14), a potentiometer (15) and an electrical switch (L), characterized in that it is composed of hydropump-motor (A), in connection with a hydraulic distributor (B), via solenoid valves (1) and a connection (210) and connected to a pneumatic reservoir (D) by means of the needles solenoid valves (1) and of a connection (202), the reservoir (D) being connected both to the distributor (B) through the connection (217) and to the pneumatic hydraulic cylinders (E and F), through the fittings (214 and 218 respectively ) on which the one-way valves (9 and 10) are located, said distributor (B) communicates with the cylinder (E) through the connection (212) connected to the connection (213) and also is connected with the cylinder (F), mentioned above , through the connection (216), and from a hydraulic compensator (G) in connection with the motor-pumps (A) through some connections (204) and from some hydraulic accumulators (H), mounted on the motor-pumps (A), as well and from some hydraulic controllers (J) mounted between the brake pump (17) and the brake calipers / cylinders (19), and a hydraulic regulator (K) that interposes on the acceleration cable between the accelerator pedal (21) and the carburetor / injection pump (18) and which is connected by a connection (211) with solenoid valves (3 and 4) and solenoid valves (1). 2. Brake kinetic energy recovery system according to claim 1, characterized in that the hydropump-motor (A) is composed of a rotor (23), mounted in a stator (24), resting on some bearings (97 and 104) and guided by some pressure bearings (102 and 106), and closed by a flange (25) by threading it into the stator (24) and some blades (26) fastened by some sealing elements (27) , sliding from the rotor (23), into the pressure chambers (107). 3. Brake kinetic energy recovery system according to claims 1 and 2, characterized in that the rotor (23) is provided with some fixing holes (28) and a circular release (29), which communicates at the bottom. with inclined channels (30), followed by longitudinal channels (31), followed by some radial channels (32), these being in connection with the four radial seats (33), arranged at 90 degrees, in which they slide the pallets ( 26), previously mentioned, in the vicinity of the circular clearance (29), there is a circular channel (34), and in the opposite side of the circular clearance (29), another circular clearance (35) is practiced and in this a circular channel (36) ), in the vicinity of the circular clearing (35) still being found Ο 2 0 1 6 - - 0 0 3 6 1 2 fi -05- 2016 circular clearance (37), and on each of the two faces of the rotor (23) are practiced ring channels (38 and 39), for hydropump centering -motor (A), on the wheel hub of the vehicle, the rotor (23) being provided with a centering hole (40) and with a circular clearance (40a), and the circular releases (29 and 35) being delimited outwards by some shoulders ( 41 and 42 respectively). 4. Brake kinetic energy recovery system according to claims 1,2 and 3, characterized in that the stator (24), cylindrical in shape, is provided on the outside with two holes (57) diametrically opposed and two holes (58), diametrically opposed, the openings 57 and the openings 58 being the inlet or outlet openings, equal to the surface, each communicating on the inside with one release (59), the stator (24) also being provided with several circular openings that decrease. in diameter, a first threaded release (60) inside, followed by another circular release (61), continued with a circular release (62), a release (63) and a last release (64). 5. Brake kinetic energy recovery system according to claims 1 to 4, characterized in that the clearance (62) of the stator (24) is divided into four surfaces (65) corresponding to the releases (59), with opening at the center of 40 degrees, in two surfaces (66), with the opening at the center of 10 degrees and in two surfaces (67), with the opening at the center of 90 degrees and the rays at the center equal, and the rays at the center describing the surfaces cylindrical (65) from the openings (59) decrease to the cylindrical surfaces (66) whose radii are equal to the radii describing the outer surface (53) of the rotor (23), of the surfaces (55) of the sealing elements (27) and of the surfaces (56) of the pallets (26). 6. Brake kinetic energy recovery system according to claims 1 to 5, characterized in that the stator (24) is provided with an axial hole made in stages through circular openings (68, 69 and 70), intended mounting of the rotor (23) and with a threaded hole (71), made on an outer surface (72), which communicates with the release (61), through channels (73, 74, 75 and 76) and also with the release ( 63) through the channels (73, 74) and finally through a circular channel (77), on the same surface (72) being provided a threaded hole (78) and two threaded holes (79), the three holes communicating with the release (70) through longitudinal channels (80) and radial channels (81), between the openings (63 and 64) an annular channel (82) is found, also on the surface (72) there are two threaded holes (83). ). 7. Brake kinetic energy recovery system according to claims 1 to 6, characterized in that the flange (25) is provided with circular openings (84 and 85), between which an annular channel is practiced (86). , and inside the recess (85) is positioned a circular channel (87), which communicates through some channels (88, 89 and 90) with a circular channel (91) located on the outer circumference of the flange (25), which is provided at exterior with threaded surface (92)% α-1 ο 1 6 - - 0 0 3 6 1 2 Ο -05- 2016 ending in a circular clearance (93) of sealing, on the same flange (25) there is also an axial hole composed of three releases ( 94, 95 and 96) increasing in diameter. 8. Brake kinetic energy recovery system according to claims 1 to 7, characterized in that the blades (26), arranged at 90 degrees from each other, in the radial seats (33) of the rotor (23) are formed. out of two arms (43), equipped with cylindrical recesses (44) and finished with a sole (45), in the cylindrical recesses (44) are placed helical springs (46) which rest on the soles (45), and the arms (43) share a common body with a cylindrical piston (47) provided with two circular channels (48), for sealing, and with a rectangular piston (49), with the rounded edges, piston (49) whose shape in cross-section allows it to slide through the sealing element (27). 9. Brake kinetic energy recovery system according to claims 1 to 8, characterized in that the sealing element (27) has a rectangular release (50) correlated as the shape with the rectangular piston (49) of the blade (26). ), and provided with a channel (51), sealing, and with some fixing holes (52) for fixing on the outer surface (53) of the rotor (23), in the seats (54) provided with corresponding holes (54a) with the holes (52), and the outer surface (55) being generated by the same radius as that of the outer circumference of the rotor (23). 10. Brake kinetic energy recovery system according to claims 1 to 9, characterized in that two pressure chambers (107), equal and diametrically opposed, delimited by the release (107) are formed in the hydropump-motor (A). 62) of the stator (24), the outer surface of the rotor (23) and closed by the flange (25), the inner surfaces of the pressure chambers (107) being defined by the outer surface of the rotor (23), and the outer surfaces thereof by the surfaces (65, 66 and 67). 11. Brake kinetic energy recovery system according to claims 1 to 10, characterized in that the blades (26) slide controlled in the pressure chambers (107), at the brakes controlled by the brake pedal (20), by by means of the brake pump (17) which controls the hydraulic cylinder (C2) connected by the connection (205) and the fittings (204) to the threaded holes (78) of the motor-pumps (A), and on acceleration the blades (26) are controlled by the pedal of acceleration (21) by means of the hydraulic compensator (G), which receives the command from the potentiometer (15) by means of the electric switch (L), the compensator (G) communicating with the threaded holes (78) also through the same slots (205 and 204). 12. Brake kinetic energy recovery system according to claims 1 to 11, characterized in that the blades (26) can slide at maximum travel in the pressure chambers (107) along the surfaces (67), and the maximum surface (56a) with which a pallet (26) can operate is equal to the surface of an orifice (57) or an orifice (58). A C \ - 2 O 1 6 - - 0 0 3 6 1 2 O -05- 2016 13. Brake kinetic energy recovery system according to claims 1 to 12, characterized in that the hydropumps (A) are mounted on the wheels of the towed vehicle or vehicle, replacing the brake discs and the stirrups on the vehicles equipped with disc braking systems, by coupling the rotor (23) to the hub of the vehicle wheel through the mounting holes (28), thus the rotor (23) becomes integral with the hub of the wheel, and by coupling the stator (24) with the bracket support through the threaded holes (83 ). 14. Brake kinetic energy recovery system according to claims 1 to 13, characterized in that the hydropumps (A) are mounted on the wheels of the towed vehicle or vehicle, replacing the brake shoes and the brake cylinders, for vehicles equipped with drum braking systems, by coupling the rotor (23) to the hub of the vehicle wheel through the fixing holes (28) and through the threaded holes (83) of the stator (24) are fixed on the brake shoe support, and by means of a the intermediate flanges (191) are fixed to the drum through the holes (192), the intermediate flange also has some holes (193) which correspond to the fixing holes (28) of the rotor (23), the intermediate flange (191) thus becoming integral with the rotor ( 23) and is centered on the hub of the wheel through the axial hole (193a) which corresponds to the centering hole (40) of the rotor (23). Brake kinetic energy recovery system according to claim 1, characterized in that the hydraulic distributor (B) is composed of a tubular body (108), which has threaded holes (109 and 110), (111 and 112), (113 and 114) placed diametrically opposite such that the hole (109) communicates with the hole (110) through the holes (115), the hole (111) communicates with the hole (112) through the holes (116), respectively the hole (113) communicates with the hole (114) through the holes (117), the holes with decreasing diameters and which are made inside said tubular body (108), which is also provided with an axial threaded hole (118), and with a radial threaded hole (119), inside the tubular body (108) slides a piston (120) provided at ends with portions of smaller diameters, and in the median portion with some circular channels (121, 122 and 123), of which the channel (121) can communicate with the holes (115), the channel (122) can communicate with the holes (116) and the channel (123) with the holes (117), when the holes (115) are closed by the circular channel (121) and the holes (116) are closed by the circular channel (122), the sum of the passage surfaces obtained by filling is equal to the surfaces of the holes (116), and when the holes (116) are closed by the circular channel (122) and the holes (117) are closed by the circular channel (123), the sum of the passage surfaces obtained by the obturation is equal to the surfaces of the holes ( 117), also on the piston (120) there are practiced circular sealing channels (124, 125, 126,127 and 128), and at the end of the piston (120) the small diameter portion is inside a helical spring (129), and slides through the hole (130) at the head of the tubular body (108). Ζ c \ - 2 Ο 1 6 - - 0 0 3 6 1 2 O -05- 2016 16. Brake kinetic energy recovery system according to claim 1, characterized in that the pneumatic-hydraulic reservoir (D) is cylindrical in shape and consists of a metal cylinder (138) closed at the ends with hemispheres, these hemispheres are trapped. an axis (139) on which slides a piston (140) provided with two circular channels (141), sealing, this being pressed on a hub (142), also provided with some channels (143), sealing, the same piston (140) separating the reservoir (D) into two chambers in which oil and gas under pressure are found. Brake kinetic energy recovery system according to claim 1, characterized in that the hydraulic compensator (G) is composed of an electromagnet (144) mounted to a tubular body (145) having a radially threaded hole ( 146) and an axial bore (147) in which a piston (148) slides, retained by a helical spring (149), both the body (145) and the piston (148) having provided a circular channel (150, respectively 151) , sealing, and the body (145) is closed at the end opposite the electromagnet (144) with a lid (152) provided with a depressurization hole (153). 18. Brake kinetic energy recovery system according to claims 1 and 6, characterized in that the hydraulic accumulators (H), which are mounted in the threaded holes (79) of the stator (24), are cylindrical in shape and are formed from - a tubular body (154) threaded to the outside which is closed by a tubular body (155) threaded to the inside, inside the body (154) slides a piston (156), the rod of which penetrates through an axial hole (157) of the body (155) being retained by a helical spring (158) and provided with a circular channel (159), for sealing, the said body (154) being endowed with a screw (160) threaded to the outside. 19. Brake kinetic energy recovery system according to claim 1, characterized in that the hydraulic controllers (J) are mounted between the brake calipers / cylinders 19 and the brake pump 17 and are formed by a tubular body (161). closed at the ends with two cylindrical bodies (162) and (163), and provided inside with a piston (164), provided with an axial bore (165) through which it slides along a piston (166), which it can actuate , and held by a helical spring (167), the body (161) is provided with an axial hole (168), in which it slides the piston (164) and with an axial hole (169) in which it slides the piston (166), the holes ( 168) and (169) have different diameters and are positioned at each end of the body (161), the inside being delimited by a shoulder (170), which does not allow the piston (166) to enter the axial hole (168) , the same body (161) is also provided with a longitudinal channel (171), which communicates at one end with the hole (168) p in an orifice (172) continued by a circular channel (173) communicating with a longitudinal channel (174), channels (173) and (174) of the piston (164), when the piston (164) does not press the spring ( 167), and at the other end communicates with the hole (169) through an orifice (175), the pistons (164) and (166) are provided with a circular channel (176), respectively (177) for sealing, and between the piston (164) and the body (162) inside the body (161), is positioned one Ζ 0 1 6 - - 0 0 3 6 1 2 Ο 0S- 2010 spacer ring (178) fixed in the circular channel (179) of the body (162), the bodies (162) and (163) are endowed with a threaded hole ( 180) and a circular channel (181), respectively with a threaded hole (182) and a circular channel (183), circular sealing channels. Brake kinetic energy recovery system according to claim 1, characterized in that the acceleration hydraulic regulator (K) is composed of a tubular body (184), provided with a threaded axial hole (185) and a circular groove (186), for sealing, and inside the tubular body (184) slides a rod (187) pressed by a helical spring (188), at the outer head of the rod (187) being provided a clamping ring (189), and the tubular body (184) being also equipped with another clamping ring (190). 21. Brake kinetic energy recovery system, in the second embodiment, considering a rear-wheel drive vehicle, which is intended to recover kinetic energy at braking, but also providing all-wheel drive, consists of the same components as in the first embodiment, characterized by the fact that, the hydropump-motor (A) is mounted on the non-motor wheels of the vehicle, the system being composed of a hydropump-motor (AQ similar to the hydropump-motor (A), hydropump- motor (A ') which is mounted between the flange of the box and the drive shaft which sends the movement to the rear wheels through the holes (28') of the rotor (23 ') which becomes integral with the drive shaft and the flange of the box, and the stator (24') can be attached mechanically from a cross member mounted between the side rails of the vehicle or its chassis, with hydraulic pump (A ') being connected some hydraulic accumulators (H'), constructively similar to hydraulic accumulators (H), and hydropom the pa-motor (A ') communicates through a double-circuit solenoid valve (1'), constructively similar to the solenoid valves (1), and of a connection (235) with the tank (D), the solenoid valve (1 ') being also connected through another connection (236) and with the cylinder (F), and receives the command through a circuit (237) from the electrical switch (L), but also from a hydraulic compensator (G '), similar to the compensator hydraulic (G), connected to the hydraulic pump (A ') through a connection (238), from a one-way valve (240) mounted on the connection (236), from a button (241) connected to the switch (L), but and from an solenoid valve (243) mounted on the connection (211) and connected to the switch (L) by a circuit (244),