Method and Equipment for Utilization of Energy Released through Vehicle Movement

Technical Field

The invention concerns increase of operation economy of motor powered and towed vehicles, namely both road vehicles, for example cars of all types, tractors, agricultural, forest and other self-propelled machines, and rail vehicles, furthermore ships, aircrafts and all military engine self-propelled machinery. The invention solves method and equipment for utilization of energy released through vehicle movement, whereas there are utilized both gravitational energy released at vertical movement vehicle or of its parts, and kinetic energy released when braking.

Description of Prior Art

It is known that vertical movements of the whole vehicle and also of its particular parts occur during vehicle travel through movement on bumpiness. Energy of these movements converts into thermal energy, most frequently in springs, suspension springs and in shock absorbers. This energy is not utilised in no manner. Furthermore, it is known that vehicle's kinetic energy converts in brakes while vehicle braking into thermal energy, which is utilised in no manner, too. Furthermore, it is known that through coupling electric generator with a rotating vehicle part while braking there can be got electric energy that is used for charging accumulators consequently. These accumulators can be subsequently used both for electric motor drive of auxiliary vehicle devices and as an auxiliary power supply for ensuring vehicle drive. Disadvantage of such equipment is a high weight of accumulators that increase the vehicle weight and so increase the haulage weight unnecessarily. The further disadvantage is difficult observance of optimum conditions while braking. The further possibility is utilization of obtained electric energy for water decomposition into hydrogen and oxygen that are used as an in ratio adapted mixture for vehicle drive subsequently.

Disadvantage of this solution is a relatively low speed of the electrolytic process, which is associated with that the electrolytic device of required output is

considerably large and demanding with regard to construction of a combustion engine that has to be able to burn both hydrogen and petroleum fuel in various ratios, and furthermore, the vehicle has to be equipped with a water tank that increases vehicle's haulage dead weight unnecessarily.

Disclosure of Invention

The stated disadvantages are solved through the method and equipment for utilization of energy released in vehicle operation according to the invention. The method principle is that mechanical energy of linear and/or rotational movement of at least one vehicle part converts through braking and/or force of gravity to pressure energy of compressed air, which further accumulates, whereupon the pressure energy of compressed air converts to mechanical energy and/or the compressed air is led into a combustion engine for its drive or for output increase. Alternatively, the principle is that air pressure energy converts into mechanical energy ensuring and/or supporting vehicle's driving movement and/or vehicle's moving off. Alternatively, the principle also is that the compressed air is led into an air intake manifold of a combustion engine and/or into a turbocharger. According to further alternative, the principle is that the compressed air is led into a linear or rotary air engine, which is vehicle's combustion engine and/or an engine driving auxiliary vehicle devices. Alternatively, the principle also is that the compressed air is warmed up through lost heat released by a combustion engine.

The principle of the equipment according to the invention is that it consists of an air compression device, of an accumulation tank and of a compressed air utilization device. The air compression device is coupled with at least one vehicle's part and is provided with an air inlet from ambient atmosphere and with compressed air outlet. The compressed air utilization device is provided with a compressed air inlet and the accumulation tank is connected through at least one closable fitting to the compressed air outlet of the air compression device and/or to the compressed air inlet of the compressed air utilization device. Alternatively, the air compression device is at least one compressible bellows situated between two mutually moving vehicle's parts or at least one piston type compressor that consists of at least one air cylinder in that a sliding compressor piston is situated, whereas the air cylinder is connected

with another vehicle's part than the compressor piston. Advantageously, at least one part of the compressible bellows or of the piston type compressor is coupled with a vehicle's part by means of a pivot and/or a joint and/or a linkage mechanism. Alternatively, the air compression device is repeatedly attachable to a vehicle's part that is rotary, whereas the air compression device consists of at least one auxiliary compressor and/or turbine. According to further alternative, the air compression device consists of a camshaft, on which a cam is situated, whereas the camshaft is permanently attached or repeatedly attachable to a vehicle's part that is rotary, whereas the cam working surface is in contact with at least one piston type compressor consisting of at least one air cylinder in that a sliding compressor piston is adapted. According to the further alternative, the piston type compressor is provided with at least one device for prevention of its contact with the cam, advantageously through equipment for fixation of the compressor piston in top dead centre. According to the further alternative, the air compression device is a combustion engine with closed fuel supply, the air intake manifold and/or exhaust manifold of which is a compressed air outlet of the air compression device. An alternative is also when the combustion engine is provided with at least one device for opening of the intake valve at expansion and of the exhaust valve at compression. The compressed air utilization device is a combustion engine connected to fuel supply, whereas the accumulation tank is connected to the air intake manifold and/or to the second inlet of the turbocharger, which is installed in the air intake manifold, where the first turbocharger inlet is opened into ambient atmosphere. Alternatively, the compressed air utilization device is a combustion engine with closed fuel supply, the air intake manifold and/or exhaust manifold of which is a compressed air inlet of the compressed air utilization device. The combustion engine is provided with at least one device for opening of the intake valve at expansion and of the exhaust valve at compression. According to further alternative the compressed air utilization device is a turbine and/or an air engine for drive of auxiliary devices and/or for braking system. Advantage of the method and equipment according to the invention is that a great saving of fuel is reached, because up to 50% of otherwise foiled energy is reused. The energy released in the course of braking or stopping vehicle is comparable to the energy required for moving off or acceleration. Its share in overall energy

consumption is dependent on style of driving, and in unfavourable situation, for example when driving through city or when driving in undulated relief, it can reach up to 50% of overall energy consumed for operation. The energy released through vehicle movement is got, accumulated and utilised at minimum dead vehicle weight increase. The equipment is reliable, it works in wide spread of conditions, it requires no fulfilment of specific technical requirements and no addition of further compounds needed for operation, for example water for electrolysis into hydrogen and oxygen.

Figure Description in Drawings

Figures 1 up to 7 relate to the example 1, whereas Figure 1 shows an overall scheme of a sample version according to Example 1. Figure 2 shows a schematic representation of the air compression device containing a bellows placed at vehicle's front wheel and a piston type compressor placed at vehicle's rear wheel. Figure 3 shows the air compression equipment consisting of a set of three radially oriented piston type compressors and of a cam detachable from a vehicle's rotating part. Figure 4 presents a detail from the Figure 3. Figure 5 presents the compressed air utilization device, which is a turbine coupled with crankshaft of a combustion engine. Figure 6 presents the compressed air utilization device, which is a combustion engine connected to fuel supply that is provided with a turbocharger. Figure 7 presents the compressed air utilization device, which is a combustion engine convertible to a pneumatic motor in a pneumatic motor mode. Figures 8 up to 14 are related to the example 2, whereas Figure 8 presents an overall scheme of a sample version according to Example 2. Figure 9 shows the air compression device consisting of a piston type compressor coupled with a car by means of linkage mechanism. Figure 10 shows a schematic representation of the air compression device, which contains 6 auxiliary compressors connected to wheel shafts, crankshaft and cardan shaft placed between a clutch and differential. Figure 11 shows a more detailed representation of one of the auxiliary compressors, including its connection to a vehicle's rotating part. Figure 12 presents the air compression device consisting of four cylinders combustion engine convertible to a compressor and Figure 13 shows the same in more detailed representation. Figure 14 presents the compressed

air utilization device consisting of a combustion engine connected to fuel supply, the air intake manifold of which is attachable to compressed air source.

Examples of Embodiment

Example 1

The equipment for utilization of energy released through vehicle movement according to Example 1 is installed in a passenger car fitted with a turbocharged petrol engine and consists of several air compression devices 1, of an accumulation tank 2 and of several compressed air utilization devices 3. Each air compression device I is coupled with some vehicle's part 4, 7 and is provided with the air inlet 5. from ambient atmosphere and with compressed air outlet 6. All compressed air outlets 6 of the air compression device are connected through the closable fitting 9 to the accumulation tank 2. Each compressed air utilization device 3_ is provided with the compressed air inlet 8. All compressed air inlets 8 of the compressed air utilization device 3 _. are connected through the outlet closable fittings 34 with the accumulation tank 2.

One of the air compression device I is the compressible bellows K) fixed parallel with the shock absorber 47 of the front wheels 37 to two mutually movable vehicle's parts 4, 7, where the first vehicle's part 4 represents a body and the second part 7 represents a mechanism for attachment of the front wheel 37. Further device of the air compression devices X is the piston type compressor H, which consists of one air cylinder \2 that is fixed through the joint 15 to the first vehicle's part 4, which is represented by a fixed body part. Inside the air cylinder 12, the sliding compressor piston D _. is situated, the piston rod 36 of which is connected through the joint 15 with the second body part 7 that is the rear wheel arm 4L Another device of the air compression devices 1 is a set of radially oriented piston type compressors VL, the air cylinders VZ of which are connected through the pivots 14 to the first vehicle's part 4 representing a body. Inside each air cylinder V2, the sliding compressor piston 13 _. is situated, the piston rod 36 of which bears on opposite side of the piston H on the working surface 21 of the cam 20, the camshaft 19 of which is connected to the second vehicle part 7 that is the rotating front wheel 37 in

this case. Each piston type compressor ϋ is further provided with the device 22 for contact prevention of the cam 20 with the piston rod 36. The device 22 for contact prevention of the cam 20 with the piston rod contains the sliding pin 38 _. controlled on the basis of pulse led from driver's cabin by means of the solenoid 39. One of the compressed air utilization devices 3_ is also the turbine JjS coupled with combustion engine crankshaft 23.

Further one of the compressed air utilization devices 2 is the combustion engine 21 connected to fuel source, provided with the turbocharger 32, the second outlet 3J. of which represents the compressed air inlet 8 and the first inlet 3_3 of which is opened through the suction flap 48 and through the air filter 49 into ambient atmosphere.

Another compressed air utilization device 3_ is the combustion engine 23_ that is provided with means 28 for opening of the intake valve of each cylinder at expansion and the exhaust valve at compression of each cylinder, and that is switched on the basis of pulse led from driver's cabin into pneumatic motor mode. In this case, the air intake manifold 25 of this combustion engine 23 represents the compressed air inlet 8, whereas the air intake manifold 25 is separated through the suction flap 48 from ambient atmosphere.

The compressed air utilization device 3_ is also a linear pneumatic motor intended for control of opening of windows. In the course of drive, vehicle's groups, subgroups and some parts impart a motion. During run over bumpiness, the vehicle springs, which causes vertical movement of vehicle's parts, e.g. of wheel that runs over bumpiness. Vertical movements of vehicle's non-rotating parts are transferred on the air compression devices 1 that are situated between these parts. In the course of vehicle's braking on the basis of driver's actuation or by means of a control unit, there occurs connection of other air compression devices 1 to vehicle's rotating parts and so torque transfer from a vehicle's rotating part to the air compression device 1 and thus compressed air production. The compressed air produced by the air compression devices 1 is accumulated in the accumulation tank 2, from where if required it is led into the compressed air utilization device 3, where it is used as pressure energy for vehicle drive or for output increase. Control of all devices is managed with the help of a control unit not shown in drawings.

Example 2

The equipment for utilization of energy released through vehicle movement according to Example 2 is installed in a lorry fitted with a diesel engine and consists of several air compression devices I ₅ of an accumulation tank 2 and of several compressed air utilization devices 3. Each air compression device 1 is coupled with some vehicle's part 4, 7 and is provided with the air inlet 5_ from ambient atmosphere and with compressed air outlet 6. Each compressed air utilization device 3_ is provided with the compressed air inlet S. All compressed air outlets 5 _. of the air compression device I are connected through the inlet and outlet closable fitting 35 to the accumulation tank 2, same as all compressed air outlets 8 _. of the ςompressed air utilization device 3_.

One of the air compression devices 1 is the piston type compressor H, which consists of one air cylinder Yl that is fixed through the joint 14 to the first vehicle's part 4, which represents a body. Inside the air cylinder 12, the sliding piston 13 _. of the compressor is situated, the piston rod 36 of which is connected through the joint 14 with the linkage mechanism W coupled with the second vehicle's part 7 that represents a suspension arm.

Next ones of the air compression devices 1 are the auxiliary compressors 17 connected to the shafts of all wheels 37, 41 as well as to the crankshaft and to the cardan shaft 40 between the clutch 50 and differential 5JL The bodies of auxiliary compressors 1/7 are coupled with the first vehicle's parts 4, while the rotor of each auxiliary compressor 17 is coupled through the belt transmission 43_with the second rotating vehicle's part 7 representing by the wheel shaft 37, 4_1, the combustion engine crankshaft 23 or the cardan shaft 40 between the clutch 50 and the differential 51. .

Another air compression device I is the combustion engine 23 that is provided with the device 28 for opening of intake valve at expansion and exhaust valve at compression and that is switched into the compressor mode on the basis of pulse led from the driver's cabin. The exhaust manifold 26 of this combustion engine 23 represents the compressed air outlet 6 in this case. The exhaust manifold 26 is further separable through the exhaust flap 52 from ambient atmosphere. One of the compressed air utilization devices 1 is the combustion engine 23

connected to fuel supply, the air intake manifold 25 of which represents the inlet 8 of the compressed air utilization device 3. The suction manifold 25. is separable through the suction flap 48 from ambient atmosphere.

The next one of the compressed air utilization devices 3 is vehicle's braking system, where the compressed air distribution manifold is provided with the compressed air inlet 8 that is connected to the accumulation tank 2.

Another compressed air utilization device 3 is the linear pneumatic motor intended for tipping body with load or another linear pneumatic motor intended for lifting and lowering body's tailboard. The compressed air utilization device 2 is also the vehicle's combustion engine 23 that is switched into pneumatic motor mode on the basis of pulse led from driver's cabin in the same way as described in Example L The device according to Example 2 works likewise the device described in Example 1.

Industrial Utility

The device according to the invention can be further used at all devices, where mechanic energy at braking or damping of oscillations is foiled needlessly and where it could be used compressed air energy.