Hybrid turbo transmission

• US 8,087,487 B2
• Filed: 11/12/2008
• Issued: 01/03/2012
• Est. Priority Date: 11/12/2008
• Status: Expired due to Fees

• Current Assignee: Rez Mustafa
• Original Assignee: Rez Mustafa
• Inventors: Mustafa, Rez
• Primary Examiner(s): Olszewski, John R
• Application Number:
  US12/269,261
• Publication Number:
  US 20100116578A1
• Time in Patent Office: 1,147 Days
• Field of Search: 180/165, 180/2.1, 180/2.2, 180/301, 180/302, 415/61, 415/62, 416/201.R, 416/175, 605/98, 602/89, 123/559.1, 123/561, 123/241, 123/243, 123/44.R, 123/44.C, 123/54, 123/197.1, 123/41.69, 123/41.7
• US Class Current: 180/302
• CPC Class Codes: B60K 2016/006 wind power driven
• CPC Class Codes: B60K 3/04 of turbine type
• CPC Class Codes: B60K 6/12 by means of a chargeable fluidic accumulator
• CPC Class Codes: F01B 9/06 the piston motion being transmitted by curved surfaces
• CPC Class Codes: F01D 1/02 with stationary working-fluid guiding means and bladed or like rotor, e.g. multi-bladed impulse steam turbinesF01D1/24 takes precedence; without stationary working-fluid guiding means F01D1/18
• CPC Class Codes: F01D 13/00 Combinations of two or more machines or engines F01D15/00 takes precedence; combinations of two or more pumps F04; fluid gearing F16H
• CPC Class Codes: F02B 33/32 Engines with pumps other than of reciprocating-piston type with crankcase pumps F02B33/02
• CPC Class Codes: F02B 75/222 with cylinders in star arrangement
• CPC Class Codes: F03D 9/12 storing kinetic energy, e.g. using flywheels
• CPC Class Codes: F03D 9/25 the apparatus being an electrical generator F03D9/22 takes precedence
• CPC Class Codes: F05B 2240/941 which is a land vehicle
• CPC Class Codes: F16H 41/22 Gearing systems consisting of a plurality of hydrokinetic units operating alternatively, e.g. made effective or ineffective by filling or emptying or by mechanical clutches
• CPC Class Codes: F16H 47/10 using two or more power-transmitting fluid circuits
• CPC Class Codes: Y02E 10/72 Wind turbines with rotation axis in wind direction
• CPC Class Codes: Y02E 60/16 Mechanical energy storage, e.g. flywheels or pressurised fluids
• CPC Class Codes: Y02E 70/30 Systems combining energy storage with energy generation of non-fossil origin
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/90 Energy harvesting concepts as power supply for auxiliaries' energy consumption, e.g. photovoltaic sun-roof

Abstract

A hybrid turbo transmission for reduced energy consumption is disclosed. A hybrid turbo transmission configured as a multi-purpose unit (MPU). The MPU recovers energy from the cooling system, exhaust system, ram pressure and the breaking system. The MPU unit is an automatic transmission, supercharger, air compressor for other uses, and starter for the engine using a multi-purpose unit that will eliminate the need for a torque converter or clutch, flywheel, catalytic converter, starter and supercharger. The MPU reduces pollution to near zero and reduces the aerodynamic drag coefficient on the vehicle. The MPU uses two or more in-line compressors to transfer power from the power source, such as an internal combustion engine (ICE) to a turbine or multi-stage turbine that acts as an automatic transmission. The hybrid turbo transmission system uses plug-in power as a second source of power.

Claims

1. A hybrid turbo transmission comprising:

a power source providing power connected through a first axis of rotation to at least a first compressor;

said at least a first compressor outputs power by means of compressed air or gas to drive a turbine or multi-stage turbines;

said turbine or multi-stage turbines are connected through a second axis of rotation to a work unit;

wherein said power source is a radial configured internal combustion engine configured with an air cooling system whereby;

said at least a first compressor is located in front of said radial configured internal combustion engine;

a second compressor is located behind said radial configured internal combustion engine;

said at least a first compressor operates from ram air entering into a front of said at least a first compressor where at least a portion of said compressed ram air will enter into said radial configured internal combustion engine and at least a portion of said compressed ram air will pass though said air cooling system;

warmed air that exits said air cooling system is then mixed with exhaust gas from said radial configured internal combustion engine where it is passed into said second compressor, and

after the mixed exhaust and said warmed air exits said second compressor it is transferred back for use in said at least a first compressor.

2. The hybrid turbo transmission according to claim 1 wherein said ram pressure is energy recovered from aerodynamic ram air that enters through an air cooling system radiator where it gains thermal heat energy and enters into said at least a first compressor in a vehicle having an enlarged front opening wherein;

said energy that is recovered increases as a function of vehicle speed.

3. The hybrid turbo transmission according to claim 1 wherein said at least a first compressor produces high pressure air and at least some of said high pressure air is redirected to an inter-cooling storage tank then to said internal combustion engine to supercharge intake air into said internal combustion engine, and at least some of said high pressure air is mixed with said exhaust gas from said internal combustion engine and directed to said second compressor to produce higher pressure mixed air that is used by said turbine or multi-stage turbines, whereby said mixed air produces low pollution whereby eliminating the need for a catalytic converter.

4. The hybrid turbo transmission according to claim 3 wherein energy is recovered from a braking system, said braking system comprises;

a second storage tank for storing high pressure air with a pressure relief valve in said second tank for safety;

a regenerative braking system whereby braking converts kinetic energy from slowing a vehicle into pressurized air that is stored in said second storage tank;

said kinetic energy is converted from operation of a compressor turbo unit located after a transmission to pressurize air that is initially compressed from said compressor/turbo unit II to create a higher pressure air in said second storage tank;

air from within said second storage tank that is passed through said compressor/turbo unit to generate energy that starts and or accelerates said vehicle as a fully or partially pneumatic vehicle as needed.

5. The braking and deceleration energy recovery system according to claim 4 wherein said compressor/turbo unit operates and a braking compressor from braking said vehicle, said turbine or multi-stage turbines generates power to start or move said vehicle;

said compressor/turbo unit is selected from a group of centrifugal type, displacement type, hydraulic pump type or equivalent;

said compressor/turbo unit is connected to said vehicle with a planetary gear set, sun gear and carrier ring to provide a forward operation of said compressor, a reverse operation of said turbine and a neutral when said compressor/turbo unit is not engaged, and

said electrical and hydraulic control coordinates between brake and vehicle control of said vehicle based upon action of the user.

6. The hybrid turbo transmission according to claim 3 wherein energy is recovered from a braking system, said braking system comprises;

a second storage tank for storing high pressure air;

a regenerative braking system whereby braking converts kinetic energy from slowing a vehicle into pressurized air that is stored in said second storage tank with a pressure relief valve for safety;

said kinetic energy is converted to turn a third compressor located after a transmission and pressurize air that is initially compressed from said second compressor to create a higher pressure air in said second storage tank;

high pressure from said second storage tank is transferred to a first turbine engine through a pipe having a throttling valve operated by a gas pedal or by a vehicle control unit of said vehicle;

under normal operation said throttling valve will be open whereby said high pressure air in said second storage tank is essentially equal to a pressure in said first turbine;

a valve in said pipe remains open at all times except when said engine in said vehicle is off, and

said vehicle operates as a fully or partially pneumatic vehicle as needed, and

said electrical and hydraulic control coordinates between brake and vehicle control of said vehicle based upon action of the user.

7. The hybrid turbo transmission according to claim 3 wherein energy is recovered from a braking system, said braking system comprises;

a second storage tank for storing high pressure air with a pressure relief valve for safety;

a regenerative braking system whereby braking converts kinetic energy from slowing a vehicle into electrical energy using an electric generator which is used to power a resistance wire to heat air within said second storage tank to increase the air pressure within said second storage tank;

high pressure from said second storage tank is transferred to a first turbine engine through a pipe having a throttling valve operated by a gas pedal or by a vehicle control unit of said vehicle;

under normal operation said throttling valve will be open whereby said high pressure air in said second storage tank is essentially equal to a pressure in said first turbine;

a valve in said pipe remains open at all times except when said engine in said vehicle is off;

said vehicle operates as a fully or partially pneumatic vehicle as needed, and

said electrical and hydraulic control coordinates between brake, electric generator and vehicle control of said vehicle based upon action of the user.

8. The hybrid turbo transmission according to claim 3 wherein energy is recovered from a braking system, said braking system includes an electrical connection to an external power supply and or batteries on said vehicle that connects to a resistance wire or a second resistance wire located within a second storage tank that will heat air in said second storage tank to increase air pressure within said second storage tank for use to start or propel said vehicle.

9. The hybrid turbo transmission according to claim 1 that further includes a transmission apparatus having an outer housing defining an interior region containing said compressed air or gas;

wherein the turbine or multi-stage turbines is multi-stage turbines, and said multi-stage turbines are composed of a first turbine and a second turbine;

an input shaft being coupled to said power source to receive energy there from;

the input shaft being couple to said at least a first compressor to transfer energy from said power source into the gas and then to said first turbine;

said first turbine is positioned in front of said at least a first compressor and is fixed to an output shaft;

at least a second turbine located after said first turbine rotationally secured to said output shaft with a one-way overrunning clutch or multiple-disc clutch wherein;

all one-way overrunning clutches will be locked in the same direction of said first turbine and will be free to rotate in an opposing direction without appreciable drag on said output shaft, and

said turbines will transfer power when a differential pressure before and after each of said turbines is sufficient to turn said turbines and lock said one-way overrunning clutch or multi-disc clutch and to transfer power to said output shaft.

10. The transmission apparatus according to claim 9 wherein a plurality of valves are located after each turbine to discharge gas after each of said turbines.

11. The transmission apparatus according to claim 9 that further includes a set of valves that are opened or closed under control of corresponding solenoids.

12. The transmission apparatus according to claim 11 wherein a nozzle is located between each turbine to redirect the gas to other turbines or to an open valve.

13. The transmission apparatus according to claim 11 wherein all said turbines before said open valves will be in driven rotation and all turbines after the last open set of said valves will be in free rotation on said output shaft because no gas is flowing through the remaining turbines.

14. The transmission apparatus according to claim 11 wherein all of said solenoids are operable manually to act as a manual transmission or by a transmission control module that acts as an automatic transmission.

15. The transmission apparatus according to claim 11 wherein all said valves operate by pressurized gas that is created by said at least a first compressor through said solenoid.

16. The transmission apparatus according to claim 11 wherein said solenoids open pistons that allow and prevent said compressed air or gas through one or more of said turbines.

17. The transmission apparatus according to claim 9 wherein each said turbine has a different blade size and or angle to create a different gear ratio.

18. The transmission apparatus according to claim 9 that further includes a planetary gear set, sun gear, carrier, ring gear that provides reverse, neutral, and forward operations.

19. The transmission apparatus according to claim 9 wherein said transmission uses two separate controllers where a first controller controls each of the turbines operation and a second controller controls the vehicle operation for reverse, neutral and forward.

20. The transmission apparatus according to claim 9 wherein the number of turbines in said transmission will correspond to the number of gears in the transmission.

21. The transmission apparatus according to claim 9 wherein each of said turbines is connected to a one-way overrunning clutch whereby each of said turbines transfers power when differential pressure before and after each of said turbines is sufficient to run said one-way overrunning clutch into engagement with said output shaft.

22. The transmission apparatus according to claim 9 wherein each of said turbines is connected to a multi-disc clutch whereby each of said turbines transfers power when differential pressure before and after each of said turbines is sufficient to run said multi-disc clutch into engagement with said output shaft.