Power plants – Pressure fluid source and motor – With control means for structure storing work driving energy
Reexamination Certificate
2001-06-27
2003-04-01
Look, Edward K. (Department: 3745)
Power plants
Pressure fluid source and motor
With control means for structure storing work driving energy
C060S039010, C060S597000
Reexamination Certificate
active
06539711
ABSTRACT:
TECHNICAL FIELD
The present invention relates to an integral multifunctional system for motor vehicles, more specifically for those equipped with internal combustion engines and at least one auxiliary hydraulic mechanism and is applicable predominantly in the construction of passenger cars and lorries as well as buses.
Prior Art
Unknown is a system which similarly to the system of the present invention can perform simultaneously the following functions: utilisation of the energy of the exhaust gases, utilisation of the inertia energy when the driver voluntarily slows down the speed of the vehicle and/or its engine, supply of hydraulic liquid under pressure to auxiliary hydraulic mechanism(s) and collecting the liquid by the latter, as well as assisting the work of the starting system of the engine.
The following is known about the individual functions of the invention:
Turbo compound systems for internal combustion engines where the energy of the exhaust gases is utilized by a turbine which transforms the heat energy into mechanical energy and transfers it through a transmission as additional power to the engine shaft (U.S. Pat. No. 2,585,968, U.S. Pat. No. 4,586,337, U.S. Pat. No. 4,832,311 and U.S. Pat. No. 4,882,906). The basic problems facing the turbo compound systems are the big differences in the frequency of changing the momentary angular velocities and the momentary torque of the turbine and of the engine shaft and the fact that a high efficiency of the gas turbine is achieved at a relatively higher speed of rotation which, besides this, does not maintain a permanent relation with the speed of rotation of the engine shaft in different regimes of operation of the latter. The solution of these problems in some of the known turbo compound systems through a mechanical transmission with big and alternate transmission ratio and hydrodynamic clutch for clearing off the differences in the frequency of changing the momentary angular velocities (U.S. Pat. No. 2,585,968, U.S. Pat. No. 4,586,337, U.S. Pat. No. 4,832,311 and U.S. Pat. No. 4,882,906) lead to shortcomings such as to large volume, weight, complexity and price of the systems and low efficiency coefficient, and in one of the known systems (U.S. Pat. No. 4,832,311) additional shortcoming is the presence of voluminous, complex and unreliable regulated exhaust system of the engine.
Known from U.S. Pat. No. 4,805,409 and U.S. Pat. No. 4,894,992 are also turbo compound systems with electric transmission. Their shortcomings are the big weight and volume and low efficiency coefficient, as well as the complex and expensive devices for regulation of the speed of rotation of the electric engine and its coordination with the speed of rotation of the internal combustion engine.
Known is a turbo compound system (U.S. Pat. No. 5,079,913) with a combined mechanical and electric transmission. It combines the basic shortcomings of the systems with mechanical and systems with electric transmission.
Known are hydraulic systems which provide supply of hydraulic liquid under pressure to auxiliary hydraulic mechanism(s), most frequently a hydraulic booster of the steering system of the vehicle and collection of the liquid by it (them) (U.S. Pat. No. 5,505,276 and U.S. Pat. No. 5,749,431). They consist of a mechanical transmission through which a hydraulic pump is constantly operated by the engine and a hydraulic liquid tank. The shortcomings of such systems are: increased fuel consumption and respectively harmful emissions of the vehicle due to the permanent driving of the pump by the engine, including during most of the time when the auxiliary hydraulic mechanism is not in operation, as well as the circumstance that during the time in question the whole system represents a weight and volume ballast in which certain resources have been invested, but it is not used for useful functions.
Known is a regenerating brake system for vehicle (U.S. Pat. No. 5,050,936) consisting of distribution box located between the gear box and the main transmission of the vehicle connected through at least one electromagnetic clutch with a hydraulic machine which is connected with two hydraulic tanks for low and high pressure, valves, a multitude of sensors for the operative regimes of the engine and the basic brake system of the vehicle, as well as for the location of the brake pedal and a computer connected with the sensors, the valves for the hydraulic machine and the electromagnetic clutch(s). In regime of voluntary slowing down the speed of the vehicle by the driver the computer activates the electromagnetic clutch(s) and the hydraulic machine switches into a pump regime, whereas it operates as a brake which accumulates in the hydraulic tank for high pressure this part of the inertia energy of slowing down which has been transmitted to it. In subsequent acceleration of the vehicle the hydraulic machine switches on as an engine with a liquid from the hydraulic tank for high pressure and utilizes the accumulated energy by transmitting an additional torque to the outlet shaft of the transmission box of the vehicle. In uniform motion the electromagnetic clutch(s) switch out thereby disconnecting the mechanical connection between the transmission of the vehicle and the hydraulic machine. This system has several basic shortcomings. Due to the fact that the system is connected to the transmission of the vehicle after the transmission box, the system operates at low rotation speed and high torque which presupposes big weight and volume of its mechanical and hydraulic units. Besides, the system is complex, with a multitude of units but it fulfils no other functions. As a result, the weight, the volume and the price of the system and its maintenance are too high in comparison with the only function it performs during a relatively small part of the time of operation of the vehicle;
Systems for assisting the operation of the starting system of the engine at the time of its starting are not known.
SUMMARY
The aim of the invention is to create an integral multifunctional system which can reduce the fuel consumption and respectively the harmful emissions of the vehicle provided with internal combustion engine through utilisation of the energy of the exhaust gases of the engine and the inertia energy when the driver voluntarily slows down the speed of the vehicle and/or its engine, simultaneously providing supply of hydraulic liquid under pressure to auxiliary hydraulic mechanisms of the vehicle and collection of the liquid by them, as well as to assist the operation of the starting system of the engine, providing at the same time a maximal simplicity and minimal volume, weight and price of the system through integrated multifunctional using of the prevailing part of its units.
The solution, according to the invention, is found by integral multifunctional system for motor vehicle provided with internal combustion engine and with at least one auxiliary hydraulic mechanism, where the system includes a tank for liquid connected with the outlet of the auxiliary hydraulic mechanism. Characteristic of the system is the fact that it consists of a hydraulic accumulator which, through electrically operated valve, is connected with the inlet of a hydraulic machine whose shaft is connected through a mechanical transmission with the engine shaft of the vehicle, and through a non-return valve the hydraulic accumulator is connected with the outlet of the hydraulic machine, and the hydraulic accumulator is also connected with the inlet of the auxiliary hydraulic mechanism(s). The outlet of the hydraulic machine, through another electrically operated valve, is connected with a hydraulic liquid tank which is also connected with the inlet of the hydraulic machine through a non-return valve, whereas the two electrically operated valves are connected electrically with a microcomputer which is also connected with a sensor for pressure and/or quantity of liquid hydraulically connected with the hydraulic accumulator and the microcomputer is connected with at least one sensor for the operative r
Mann Michael A
Nexsen Pruet Jacobs & Pollard LLC
LandOfFree
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