Pneumatic hybrid turbo transmission

• US 8,235,150 B2
• Filed: 06/09/2009
• Issued: 08/07/2012
• Est. Priority Date: 06/24/2008
• Status: Expired due to Fees

• Current Assignee: Rez Mustafa
• Original Assignee: Rez Mustafa
• Inventors: Mustafa, Rez
• Primary Examiner(s): Olszewski, John R
• Application Number:
  US12/481,159
• Publication Number:
  US 20090313990A1
• Time in Patent Office: 1,155 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
• US Class Current: 180/2.2
• CPC Class Codes: F01N 5/02 the devices using heat
• CPC Class Codes: F01N 5/04 the devices using kinetic energy
• CPC Class Codes: F02B 33/40 of non-positive-displacement type
• CPC Class Codes: F02B 37/164 the bypassed air being used in an auxiliary apparatus, e.g. in an air turbine
• CPC Class Codes: F02B 41/10 in exhaust turbines use of exhaust turbines for charging F02B37/00
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries

Abstract

A pneumatic hybrid turbo transmission for reduced energy consumption is disclosed. A pneumatic 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 pneumatic hybrid turbo transmission system uses plug-in power as a second source of power.

Claims

1. A pneumatic hybrid turbo transmission comprising:

an outer housing defining an interior region containing gas or air;

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

an input shaft being couple to a pump(s) to transfer energy from said power source into the gas or air and then to a turbine or a multi-stage turbine;

a first turbine positioned in front of said pump(s) and is fixed to an output shaft;

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

a plurality of valves located after each turbine that are opened to discharge air or gas after each turbine or closed to allow flow to said second or subsequent turbine(s);

said plurality of valves that are opened or closed under control of corresponding solenoids to change a drive ratio between said input and said output shaft 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 the differential pressure before and after 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.

2. The pneumatic hybrid turbo transmission according to claim 1 wherein said power source is an internal combustion engine,

and additional power is recovered from at least one of a cooling system, an exhaust system, a ram pressure system and a braking system.

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

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

4. The pneumatic hybrid turbo transmission according to claim 2 wherein a first compressor produces high pressure air and at least some of said high pressure air is redirected to an inter-cooling storage tank I 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 exhaust from said exhaust from said internal combustion engine and directed to a second compressor to produce higher pressure mixed air that is used by said turbine(s), whereby said mixed air produces low pollution.

5. The pneumatic hybrid turbo transmission according to claim 4 wherein recovered energy from said braking system comprises;

a storage tank II 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 storage tank II with a pressure relief valve for safety;

said kinetic energy is converted to turn a compressor III located after a transmission and pressurize air that is initially compressed from a compressor II to create a higher pressure air in said storage tank II through a pipe line having a valve that is operated by a brake pedal or by a vehicle control unit of said vehicle;

high pressure from said storage tank II 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;

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 a user.

6. The pneumatic hybrid turbo transmission according to claim 4 wherein recovered energy from said braking system comprises;

a storage tank II 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 uses to power a resistance wire to heat air within said storage tank II to increase the air pressure within said storage tank II;

high pressure from said storage tank II 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;

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 a user.

7. The pneumatic hybrid turbo transmission according to claim 4 wherein recovered energy from said braking system comprises;

a first planetary gear set, sun gear, carrier, ring gear that provides reverse, neutral, and forward operation of a vehicle;

a second planetary gear set, sun gear, carrier and ring gear located between last turbine and said first planetary gear;

wherein a turbine shaft located before said second planetary gear set will turn in the same direction of said output shaft located after said second planetary gear set, therefore all turbines will act as a motor;

when brakes are applied said turbine shaft will be in a reverse rotation by said second planetary gear set, therefore

all of said turbines will act as pumps that will pump low pressure air to a storage tank II through a conduit having a valve that is opened when said brakes are applied;

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

said kinetic energy is converted to turn said turbines in reverse rotation that are located in a transmission and pressurized air from exhaust air to a higher pressure air in said storage tank II through a pipe having a valve that is opened by a braking pedal or by a vehicle control unit of said vehicle;

high pressure from said storage tank II is transferred to said first turbine through a pipe having a throttling valve that is operated by a gas pedal or by a vehicle control unit for said vehicle for acceleration or to move said vehicle;

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

said electrical and hydraulic control coordinated between brake and vehicle control of said vehicle based upon action of a user.

8. The pneumatic hybrid turbo transmission according to claim 4 that further includes an electrical connection to an external power supply and or batteries on said vehicle that connects to at least one resistance wire located within a storage tank II that will heat air in said storage tank II to increase air pressure within said storage tank II for use to start or propel said vehicle.

9. The pneumatic hybrid turbo transmission according to claim 2 wherein recovered energy from said braking system comprises;

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

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

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

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

10. The pneumatic hybrid turbo transmission according to claim 9 wherein said compressor/turbo unit operates as a compressor from braking said vehicle, turbine 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 forward operation of said compressor, a reverse operation of said turbine and a neutral operation when said unit is not engaged or used for any type of engagement, and

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

11. The pneumatic hybrid turbo transmission according to claim 1 wherein a nozzle is located between each turbine to redirect the gas to other turbines or to an open valve.

12. The pneumatic hybrid turbo transmission according to claim 1 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.

13. The pneumatic hybrid turbo transmission according to claim 1 wherein each said turbine has a different blade size and or angle to create a different gear ratio.

14. The pneumatic hybrid turbo transmission according to claim 1 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 pneumatic hybrid turbo transmission according to claim 1 wherein all said valves operate by pressurized gas that is created by a last compressor through said solenoid.

16. The pneumatic hybrid turbo transmission according to claim 1 that further includes a planetary gear set, sun gear, carrier, ring gear that provides reverse, neutral, and forward operations.

17. The pneumatic hybrid turbo transmission according to claim 1 wherein said transmission uses two separate controllers where one controller controls the turbine operation and a second controller controls the vehicle operation for reverse, neutral and forward.

18. The pneumatic hybrid turbo transmission according to claim 1 wherein the number of turbines in said transmission will correspond to the number of gears in the transmission having five of said turbines and five of said solenoids wherein operation of a first turbine corresponds to a fifth gear or overdrive gear, operation of a first and second turbine corresponds to a fourth gear operation of a first, second and third turbine corresponds to a third gear, operation of a first, second, third and fourth turbine corresponds to a second gear, operation and operation of a first, second, third, fourth and fifth turbine corresponds to a first gear.

19. The pneumatic hybrid turbo transmission according to claim 1 wherein said turbine is connected to a one-way overrunning clutch whereby said turbine transfers power when differential pressure before and after said turbine is sufficient to run said one-way overrunning clutch into engagement with said output shaft.

20. The pneumatic hybrid turbo transmission according to claim 1 wherein said turbine is connected to a multi-disc clutch whereby said turbine transfers power when differential pressure before and after said turbine is sufficient to run said multi-disc clutch into engagement with said output shaft or uses fluid pressure on a piston in said multi-disc clutch for engagement.

21. The pneumatic hybrid turbo transmission according to claim 1 wherein said solenoids open pistons that allow and prevent gas through one or more of said turbines.

22. The pneumatic hybrid turbo transmission according to claim 1 wherein said power source is a radial configured internal combustion engine configured with fluid and or an air cooling system whereby;

said at least one compressor(s) is located in front of said radial configured internal combustion engine;

at least a second compressor(s) is located behind said radial configured internal combustion engine;

said compressor operates from ram air entering into a front of said compressor where at least a portion of 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 at least a second compressor(s).