| US20100282122A1 | 2010-11-11 |
| [0228] CLAIMS I claim the following about the invention; 1 , An energy conservation system for use on transport systems in motion for recovering the kinetic and potential energy of a moving transport system between deceleration commencing and acceleration resuming, including braking phase; a system applicable to alt drives like fossil fuel, electric & hybrid transport drives; a system for deploying the conserved energy to provide starting traction & cruise drive; a system for use in locomotive generally and illustrated schematically herein for wagons & coaches specifically; a system for use in automot ves generally, including cars & other on-hlghway transport systems, and illustrated schematically herein for heavy commercial vehicles (HCV) and; a system for use in passenger■& goods lift applications; the objective being to reduce emissions & increase energy efficiency of transport systems. 2, The energy conserving system as per Claim 1 for the energy recovery and recovered energy deployment comprising of; a means of tapping the kinetic & potential energy ofa moving transport system which is decelerating and braking subsequently when required, from a plurality of locations; the energy tapping locations being from a plurality of points on transport system drive train; a plurality of drive trains that can be selectively activated to convey the tapped energy to a means of capturing the tapped energy in a Working Medium QNM); a means of .storing the tapped Wfv! energy for subsequent use; a means to provide starting traction and drive to the transport system by using the tapped and stored energy in the WW;, and a means for the monitoring and control the system, to automate the complete process. 3, The energy conserving system based on standard systems as per Claim 1 & 2 for locomotive application which is based o absence of propulsion, as illustrated schematically for a freight wagon or a passenger coach in Figure 1 , Figure 2 & Table 1 using a r as the best WM as described in detail herein and comprising of sob-systems as per tabulation in Position 226 herein: , and the energy conserving system based on standard systems as per Claim 1 & 2 for automotive application which is based on accelerator & brake pedal stroke position feedback, as illustrated schematically in Figure 2, Figure 3, Figure 4, Figure 5, Tabie 2 & Table 3 using air as the best WM as described in detail herein and comprising of subsystems as per tabulation in Position 228 herein. 4. A Ouai Use Vane System as per Figure 7 wrtfi afr as the WM and deployed as per Ffgare 8 & Figure 9, which can work as an air compressor to compress ambient air when ~ mechanical power is input and work as an air motor when compressed air is input, 5. The energy conserving system as per Claim 1 & 2 for locomotive application using a Dual Use Vane System as per Claim 4 above, schematically illustrated in Figure 7, and which is based on absence of propulsion, and as illustrated schematically for a freight wagon or a passenger coach in Figure 8, using air as the best WM, as described in detail herei and comprising of sub-systems as per tabulation in Position 227 herein; and the energy conserving system as per Claim 1 & 2 for automotive application using a Dual Use Vane System as per Claim 4 above, schematically illustrated in Figure 7, and which is based o accelerator and brake pedal strake position feedback, as illustrated schematically in Figure 9, using air as the best1¾$^as described in detail herein and comprising of sub-systems as per tabulation in Position 227 herein, 6. An energy conserving system for the automotive application as per Claim 1 , Claim 2, Claim 3 & Claim 4, and described in detail vide positions 177 to 181 herein, whereby engine clutch operation by driver is eliminated, thereby ensuring enhanced driving safety and driver comfort with manual transmissions, as engine clutch operation is eliminated vide the Engine Clutch Actuator. By this invention, the driver has to operate only the accelerator + brake for manual transmissions, sn lieu of the accelerator + brake + engine clutch presently, 7. A Mechanical Governor Clutch as illustrated schematically in Figure 8 with constant speed output independent of the input speed, to absorb the large drive train speed variation from i maximum transport system velocity to stopped condition, 8. An energy recovery system in its various embodiments, with variations, combinations, applications and equivalents in part or full involving the Positions 1 , 2, 3 &4 above. 9. A means & process to conserve WM potential energy and applicable to locomotive, automotive, lift and all systems based on air as the WM presented herein and as detailed in Positions 221 to 224, referred to as Pressure Swing Compression. |
| AMENDED CLAIMS received by the International Bureau on 19 October 2017 (19.10.2017) I claim the following about the invention: 1. A pneumatic energy conservation system, for recovering the kinetic & potential energy of a moving transport system, a) for use on rail & road transportation systems, including automobiles; b) the system being applicable to all drives like fossil fuel, electric & hybrid transport drives; c) the system being operated between deceleration commencing & acceleration resuming, including the intervening braking phase, if & when braking is actuated, with the system effecting braking itself, by virtue of absorbing the kinetic energy of the system in motion; d) the system being used for deploying the conserved & recovered energy to provide starting traction & drive to the transportation system; e) the objective being to increase transportation system fuel efficiency, reduce emissions & carbon footprint on Well-To-Wheel; reduce capital and operating Life-Cycle-Cost on Cradle-To-Grave basis in the manufacture, operation & disposal of the energy conservation system itself, as also that of the transportation system. 2. The energy conserving system according to Claim 1 , comprising of: a) a plurality of gears mounted on wheels or axles of the transport system to tap the energy; b) the plurality of gears operably coupled to a plurality of geartrains, with different gearing ratios and further comprising of gears, pinions, gearboxes & clutches; c) the plurality of geartrains operably coupled to a plurality of vane compressor & pneumatic motor systems, incorporating solely existing technologies; d) the plurality of the preceding vane systems operably coupled to a plurality of pneumatic accumulators with the Pressure Swing Compression modality; e) the plurality of pneumatic accumulators operably coupled to a plurality of vane systems to provide drive traction by using the stored compressed air in the accumulators; f) a feedback, monitoring and control system, comprising of Process Logic Controller or computerized control & its logic program or software, pressure transducers, position transducers, tachometers, flow regulators, pressure regulators, valves, pressure intensifiers for high pressure operations, which are required to monitor, optimize & synchronize the operation of the geartrains, vane systems and storage systems vis-a-vis the transport system; g) with the particular compressor, pneumatic motor, gear & geartrain combination operated at any given instant being optimized to transport system velocity and permissible gear & geartrain operable speed range, to ensure maximum overall system efficiency; h) with various permutations & combinations thereof and having various alternative pneumatic compressors & drives, with the vane system as the preferred embodiment in this disclosure. 3. A dual function pneumatic vane system, for use in the presently disclosed energy conservation system as per Claim 1 , whereby it is possible to eliminate the separate pneumatic motors to provide traction & drive, required as per Claim 2 c), comprising of: a) a modification of the vane compressor, which is a solely existing technology, to operate as a pneumatic motor when supplied with compressed air; b) the modification comprising of providing a plurality of additional ports (X, Y & Z) to the vane compressor housing and optimization of rotor & vane geometries; c) the plurality of ports (X,Y & Z) being provided with valves to supply and cut-off compressed air supply in motor mode with the compressor mode suction & discharge ports closed; d) or, alternatively, to modify the compressor housing suction and discharge ports, so as to function as compressed air supply & discharge ports in motor mode. 4. An energy conserving system according to Claims 1 & 2, is schematically illustrated as applied to a freight wagon, comprising of: a) a plurality of gears (1 & 7); b) the plurality of gears (1 & 7) operably coupled to a plurality of geartrains (3 & 5); c) the plurality of geartrains (3 & 5) operably coupled to a vane compressor (4); d) the vane compressor (4) operably coupled to a plurality of accumulators (8); e) the plurality of accumulators (8) operably coupled to a pneumatic vane motor (12); f) the vane motor (12) operably coupled onwards to a plurality of geartrains (1 1 & 13) & thereafter to a plurality of gears (9 & 15) to provide traction & drive; g) a feedback, monitoring and control system to operate the energy conservation system; h) the energy flow route for energy recovery process being from gears (1 & 7), to geartrains (3 & 5), to vane compressor (4), to storage in accumulators (8); and the energy flow route for deployment of the recovered energy process being from accumulators (8), to vane motor (12), to geartrains (1 1 & 13), to gears (9 & 15). 5. An energy conserving system according to Claims 1 & 2, is schematically illustrated as applied to a truck trailer, comprising of: a) a plurality of gears (17 & 23); b) the plurality of gears (17 & 23) operably coupled to a plurality of geartrains (19 & 21); c) the plurality of geartrains (19 & 21) operably coupled to vane compressor (20); d) the vane compressor (20) operably coupled to a plurality of accumulators (16); e) the pneumatic accumulators (16) operably coupled to pneumatic vane motor (24); f) the vane motor (24) operably coupled to the vehicle gearbox to provide traction & drive; g) a feedback, monitoring and control system to operate the energy conservation system; h) the energy flow route for energy recovery process being from gears (17 & 23), to geartrains (19 & 21), to vane compressor (20), to storage in accumulators (16); and the energy flow route for deployment of the recovered energy process being from accumulators (16), to vane motor (24) coupled to the truck transmission; i) a plurality of position transducers to provide the accelerator and brake pedal position feedback to the feedback, monitoring & control system, and an actuator to disengage the engine clutch automatically, which is actuated upon feedback of the accelerator being released, to avoid engine braking and the corresponding energy wastage. 6. An energy conserving system according to Claims 1 & 2, further incorporating the system as per Claim 3, is schematically illustrated as applied to a freight wagon, comprising of: a) a plurality of gears (31 , 40, 41 & 50); b) the plurality of gears (31 , 40, 41 & 50) operably coupled to a plurality of geartrains (32-33-34; 37-38-39; 42-43-44 & 47-48-49); c) the plurality of geartrains (32-33-34; 37-38-39; 42-43-44 & 47-48-49) operably coupled to a dual function vane system (36); d) the dual function vane system (36) operably coupled to a plurality of accumulators (51) when operated in compressor mode to recover energy; e) the plurality of accumulators (51) operably coupled to the dual function vane system (36) when operated in motor mode to provide traction & drive to transportation system; f) a feedback, monitoring and control system to operate the energy conservation system; g) the energy flow route for energy recovery process being from gears (31 , 40, 41 & 50), to geartrains (32-33-34; 37-38-39; 42-43-44 & 47-48-49), to dual function pneumatic vane system (36) operated in compressor mode, to storage in accumulators (51); and the energy flow route for deployment of the recovered energy process being from accumulators (51), to dual function pneumatic vane system (36) operated in motor mode, to geartrains (32-33-34; 37-38-39; 42-43-44 & 47-48-49), to gears (31 , 40, 41 & 50). 7. An energy conserving system according to Claims 1 & 2, further incorporating the system as per Claim 3, is schematically illustrated as applied to a truck trailer, comprising of: a) a plurality of gears (52, 62); b) the plurality of gears (52, 62) operably coupled to a plurality of geartrains (53, 54 & 60, 61); c) the plurality of geartrains (53, 54 & 60, 61) operably coupled to a dual function vane system (57); d) the dual function vane system (57) operably coupled to a plurality of accumulators (63), when operated in the compressor mode to recover energy; e) the plurality of accumulators (63) operably coupled to the dual function vane system (57) when operated in motor mode to provide traction & drive to transportation system; f) a feedback, monitoring and control system to operate the energy conservation system; g) the energy flow route for energy recovery process being from gears (52, 62), to geartrains (53, 54 & 60, 61), to dual function vane system (57) operated in compressor mode, to storage in accumulators (63); and the energy flow route for deployment of the recovered energy process being from accumulators (63), to dual function vane system (57) operated in motor mode, to geartrains (53, 54 & 60, 61); to gears (52, 62); h) a plurality of transducers to provide the accelerator and brake pedal position feedback to the feedback, monitoring & control system, and an actuator to disengage the engine clutch automatically based on feedback of the accelerator being released, to avoid engine braking and the corresponding energy wastage. 8. A system as per Claim 5 i) & 7 h), whereby engine clutch operation in road transport systems is automatic, and not requiring driver actuation, ensuring driver uses the two legs to control only two parameters - accelerator & brake - thereby resulting in better vehicle control, driver comfort and driving safety. 9. A mechanical governor clutch, to ensure that the high speed input from the transport system at input shaft (28), is reduced to maximum permissible compressor speed at output shaft (26), thereby eliminating the gearbox in the geartrains in Claim 2 b). 10. In an electrical system based on either battery storage or grid synchronization, the present disclosure which is based on pneumatics, is characterized by: a) having predictable, consistent and stable performance vis-a-vis battery based and grid synchronization systems, which are unpredictable, and subject to many external variables; b) having increased recovery efficiency in double digit percentages vis-a-vis batteries, which recover only a fraction of a percent, as batteries require 2 to 3 hours to charge, whilst braking cycles do not exceed 5 minutes, resulting in the balance bulk of recoverable braking energy being lost; c) having increased round trip efficiency, with only two stage energy conversion, from mechanical to pneumatic and back to mechanical, vis-a-vis batteries which require 8 stages - from mechanical to alternating current to direct current to charging inefficacy to battery inefficacy and vice versa; d) lower operating costs vis-a-vis batteries, which require HVAC systems to maintain narrow operating temperatures, whilst present disclosure operates wherever engines can run; e) being environmental friendly vis-a-vis battery based systems, which have toxic chemicals whilst present disclosure is made of steel, which is 95 % recyclable; f) having lower Life Cycle Cost vis-a-vis battery based systems, which require periodic replacements every 2-3 years, whilst present disclosure lasts 15-20 years; g) having smaller carbon footprint vis-a-vis battery based systems, which use rare elements like lithium & cobalt, whilst present disclosure uses steel. |
[0002] Systems and processes for use on moving transport systems based on deceleration / accelerator status and the principle of energy conservation, for minimizing energy wastage in locomotives, automotsves and lifts, using a Dual Use Vane System,
[0003] TECHNICAL FIELD
[0004] The present invention is an energy conserving system for automotive, locomotive and passenger & goods lift applications to reduce pollution, increase efficiency, make driving safer and enhance life of braking & power plant system b reduce wear & tear.
[0005] The present invention is based on the accelerator position in case of automotive application and on propulsion status in case of the locomotive application. It is applicable to all drives like fossil fuel, electric & hybrid transport drives, and operates between deceleration commencing and acceleration resuming, including the braking phase,
[0006] The system can use pneumatic, hydraulic or electric as energy transfer Working
Medium (WM) or a permutation & combination of theSartous media.
[0007] The pneumatic variant of the present inventBn as- detailed herein is the best.
[0008] BACKGROUND ART
[0009] Several initiatives have been taken to reduce pollution from, and increase efficiency of, natural energy resources for transportation like:
1 , Ensure better combustion of fossil fuels by using turbochargers & light-weighting
2, Electric & Hybrid drive technologies using battery storage / ultra capacitors
3, Regenerative braking [US 10/033,347]
4, Flywheel energy recovery systems, [PCT/IB2007/003139}
5, Hydraulic energy regenerative braking systems. [US 14/315,063]
010] For all the systems; the brake is the basis for recovering the kinetic energy i motion.
[0012] In trains, normally, the kinetic energy of a moving train is recovered from the locomotive only by regenerative braking and during braking only. The bogies {wagons / freight cars / coaches) do not recover any energy, neither during deceleration nor braking, and all the kinetic energy is tost.
[0013] Grid Synchronization solutions for the regenerative braking energy are 'use or lose' and require sophisticated grid management systems to manage the portion of recovered energy.
[0014] Flywheel storage systems are mass based, The system weight depends on the quantum of energy to be recovered. And the high flywheel speeds also needs to be managed
[0015] Onboard batteries are heavy and need periodic replacement
[0016] Onboard battery based systems require eight conversion steps to recover kinetic energy and return recovered " energy for traction at the wheel. Mechanical - alternating current - direct current -~ charging inefficacy - battery inefficacy and vice versa.
[0017] Batteries need temperature monitoring and control. For example, they do not recharge or recover energy in freezing temperatures and also when fully charged.
[0018] Ultracapacitors store less than 20 % that of the batteries of similar weight.
[0019] Train bogies do not recover any energy and do not provide any drive / traction.
[0020] For braking energy recovery, limited kinetic Retgy is recovered for onboard storage in batteries / ultracapacitors, as charging durations " arelb'rkf and braking durations are short,
[0021] Braking induces spike loads, which reduce battery life.
[0022] Batteries and oltracapacitors use lithium, coalt and other rare earth materials, for which ores are in short supply.
[0023] Battery and ultracapacitor manufacturing technologies are mostly proprietary.
[0024] The Life Cycle Ownership Cost for battery 1 ultracapacitor systems is very high.
[0025] The emissions on Cradle-To-Grave basis for batteries / ultracapacitors very high.
[0026] Recycling and disposal of batteries & ultracapacitors is hazardous.
[0027] Batteries are hazardous. 200 grams batteries in mobile phones have exploded. With battery packs of 500 to 1000 kg, the risks are proportionately higher.
[0028] Furthermore, batteries & ultracapacitors are governed by the law of diminishing return.
[0029] Hydraulic energy recovery systems depend on a non-compressible fluid to process energy. They work at high pressures, require heavy construction accumulators, prone to teaks and have slow response times.
Ό030] SUMMARY OF INVEMT ON - SOLUTION TO PROBLEM 0031] in locomotives, through this invention, it is possible to conserve energy on ail the bogies and also the locomotive during both, deceleration & braking. The thus conserved energy is also used by the invention to provide starting traction & drive to the train.
[0032] No grid / external infrastructure required.
[0033] Pneumatic accumulators are very light and well established in auto & loco applications.
[0034] With light-weighting, the Dual Use Vane System has lower weight vis-a-vis hydraulic, flywheel, battery & ultracapacitor based systems and lasts the lifetime of the transport system - no battery, ultracapacitor or oil replacement / disposal,
[0035] Only three stage energy conversion - mechanical to pneumatic to mechanical.
[0036] The system will work without performance degradation, be it polar or equatorial.
[0037] Pneumatic accumulators are lighter vis-a-vis other storage systems like hydraulic accumulators, batteries, ultracapacitor,
[0038] All train bogies having the invented system recover energy and provide drive / traction.
[0039J Large quantum of energy can be recovered in short time.
[0040] Easily absorbs braking induced spike loads, No^system deterioration.
[0041] Complete system is of steel. Iron ores are abundant & uniformly distributed globally.
[0042] The manufacturing technologies, processes and materials for all the elements of the invention are open, proven & well established - no proprietary knowhow or materials required.
[0043] The Life Cycle Ownership Cost is comparatively the lowest.
[0044] The emissions of steel on Cradle-To-Grave basis is comparatively the lowest.
[0045] Recycling and disposal of steel is well established with over 90 % recovery.
[0048] No hazards involved in steel recycling or disposal.
[0047] The present invention has comparatively the highest energy processing and storage capacity per unit system weight. < .
[0048] The present invention, unlike hydraulics, is based on pneumatics. The energy processing medium is air, a compressible fluid. With low pressures, the accumulators are lighter, Response is faster and leakages are fewer.
[0049] In automotives / trucks, through this invention, it is possible to conserve energy based on the accelerator, position, seamlessly migrating j from deceleration phase to braking phase energy recovery. [0050] As the clutch operation gets automated, the driver has to operate the accelerator and brake only. This increases driving safety and driver comfort.
[005 . 1] Vide present invention, the kinetic energy of any moving transport system is recovered steadily, continuously & in a controlled manner between deceleration commencing & acceleration re
f 0053] The energy recovery process commences with deceleration based on accelerator status - well before braking. Correspondingly, the Deceleration Phase Energy Conservation is faster, over a longer period - commencing at higher transport system velocities and covering the entire velocity range. This is based on deceleration - accelerator status.
[0054] During braking, upon actuation of the brake, the system seamlessly increases the kinetic energy absorption quantum for the Braking Phase.Energy Recovery vide a speed increaser / back-driven gearbox, and the high pressure compression / pneumatic storage rapidly absorbs the kinetic energy of the moving.systef¾.
[0055] By use of high pressure reciprocating co pr©s¾ers - 50 to 100 bar - the appropriately reconfigured system can 'soak up 1 / recover the bulk of the deceleration & braking energy by varying the compressed air discharge pressure— low pressure discharge during deceleration and high pressure discharge during braking.
[0056] The system can effectively work as a main brake system - the mechanical brakes can be used for only 10 to 20 meters prio to the stopping location only, or during emergencies.
[0057] In automotives / trucks, the additional benefit of the invention is enhanced driver safety & comfort, as instead of operating the accelerator + brake + clutch, h has to operate the accelerator + brake only. - the clutch operation is automated through this invention,
[0058] For both - automotive H locomotive - use is made of matured & field proven materials & technologies, unlike technologies like ultra-capacitors, high efficiency batteries etc. , where there is no clear visibility about thei viability / maturing time / costs / the carbon foot-print to manufacture / their disposal costs.
[0059] For both— automotive & ■ locomotive— Total control . on the rate & amount of energy recovered, across the entire velocity range, by varying discharge air pressure - enabling enhanced & uniform recovery. During initial deceleration at higher velocity, the compressed air discharge is routed to accumulators with tower pressure upto 7 bar pressure.
During braking phase / at lower velocity, the compressed air discharge is routed to the higher pressure accumulators where pressure is over 7 bar, thereby enhancing the braking effect, [0080] A special Dual Use Vane System is also devised to operate as an air compressor and also as an air motor. This reduces the system weight & complexity considerably.
[0061 ] Sustainabifity - With rising demand, cost of exotic raw materials like Lithium, Cobalt & rare earth materials will increase sharply. The invention herein uses steel, which is available abundantly and has a century old track record of being a very well behaved commodity.
It must be noted that even with the present low volumes of battery / ultracapacitor use, based on cost and emissions on Life Cycte Costs & Cradle-To-Grave basis, the costs are quite high.
[0062] The present invention integrates seamlessly with the 'Eco Driving' philosophy. Though 'Eco Driving" has been researched extensively for road transport, it is relevant for locomotive transport also - unless the route ahead is clear, acceleration is stopped. Acceleration is resumed only when route ahead is clear.
[0063] The present invention integrates seam!es¾!y-w4th and benefits greatly from the
Autonomous Vehicle trend as the deceleration commencement can be automated based on turns and gradients in roads as available in geospatia! maps like Google Maps and global positioning systems. This aspect is also equally relevant for the locomotive application.
[0064] DESCRIPTION OF DRAWINGS
The following drawings are used to illustrate the innovation as applied to the two applications -~ Locomotive & Automotive:
Figure 1 - Locomotive Application - Layout of system elements in the Freight Wagon
Figure 2 - Graph of Accelerator Position for automotive application and Propulsion Status for locomotive application versus time for a representative driving cycle
Figure 3 - Automotive Application - Layout options of energy conservation system for live / differential ax e mounting
Figure 4 - Automotive Application - Layout of system for dead axle mounting in a Heavy
Commercial Vehicle trailer (HCV)
Figure 5 - Automotive Application - Illustration of the location of the drive on the automotive gearbox / transmission
Figure 6 ~ Concept of a centrifugal speed limiting servo clutch
Figure 7 - Port configuration options of Dual Use Vane System (Courtesy; CAGi).
Figure 8 - Locomotive Application - Layout of system elements in the Freight Wagon using
Dual Use Vane System and bevel gearing
Figure 9 - Automotive Application ■ - Layout, of system elements in a HCV Trailer using '
Dual Use Vane System and bevel gearing
10085] DEFINITIONS & MOTES ON INNOVATION
The following are to be noted for a proper understanding of the present invention:
[0066] Deceleration is defined as state of transport system wherein energy used for propulsion is zero for locomotive application; and foot is off the accelerator for automotive application.
[0087] A Rail Freight Wagon Is considered for illustrating the process in a locomotive. The system can be adapted to other applications e.g ^ metro rails & high speed transport systems, [0068] When deceleration commences, the Deceleratu^Phase Energy Recovery becomes operational and comes online,
[0069] Deceleration mandatorily precedes braking, and does not necessarily culminate In braking and / or stoppage of transport system.
[0070] Deceleration Phase Energ Recovery commences energy recovery from the moving transport system at higher velocities & at ' an earlier point in time, thereby increasing the energy recovery period / duration and quantum of energy Recovered.
[0071] The detailed description of the energy conserving process as presented herein is based on pneumatics with a vane based system as the present best configuration. The energy conserving process can also be realized with the use of various Working Medium ' s (W ) like hydraulic or electric medium in lieu of pneumatics, by using equivalent drives &. controls correspondingly, or permutations and combinations of various media and corresponding drives, controls and technologies.
{0072] A commercially available two speed gearbox with integral clutch is considered herein.
[0073] Various equivalent systems can be used in lieu of the two speed gearbox considered herein. For illustration purposes, the two speed gearbox can be replaced with a single stage spiral bevel gear driveiine as shown schematically, in Figures 8 <¾ 9. On one s de of the vane system, the driveline will be of reduction configuration, and ο the opposite side, it will be of speed increaser configuration, the ratio based on vane system maximum permissible speed.
[0074] To increase the specific energy and reduce vane system weight, the rotor mass between the vanes can be hollowed out by appropriate casting process. Also, the shaft can be of the hollow type to affect light-weighting.
[0075] Alternative pneumatic systems like radial piston, lobe compressors, screw compressors etc. and higher pressures can also be used. Ciutches & speed variation drives in lieu of gearboxes can be of the electromagnetic type.
[0078] Air actuated pressure intensifiers / boosters can be uss to reduce the accumulator volume / sizes, as the holding period is not long.
[0077] This documentation is in two parts corresponding to the two applications - Locomotive & Automotive. Each application description is divided into two sub-sections as Section I - Energy Conservation & Section II - Conserved Energy Deployment- Each of the sub-sections is divided into two oarts - System Elements and Process Desc iption,
[0078] Also included is a brief description of the application to goods &. passenger lifts.
[0079] The best configurations of present invention ampresented for the illustrated
applications. However, it is to be appreciated thatfurWer- refinements and applications based on the process herein per se, as also other fields of application, such as lifts / escalators, with corresponding benefits, with variations, combinations, and equivalents of the specific embodiment, method, and examples herein are possible. The invention should therefore not be limited by the described embodiment, applications, method, and examples, but by all embodiments and methods within the scope, spirit and philosophy of the invention generally per se, and principally with regards to the process and process sequence, the Mechanical Governor Clutch & Dual Use Vane System.
[0080] DESCRIPTION OF EMBODIMENT - LOCOMOTIVE APPLICATION
[0081] This section is with reference to Figure 1 and following aspects are to be noted:
1. A cross beam / structure, required for mounting compressor, gearbox etc, is not shown
2. Every gearbox has an integral electromagnetic clutch which is not shown separately
3. Only one gearbox is operational at a given time by enpa ng the corresponding clutch. [0082] SECTION I - ENERGY CONSERVATION [00831 SYSTEM ELEMENTS
[0084] The ' description below is with reference the Recovery Section as shown in Figure 1.
[0085] The energy recovery application comprises two drive trains coupled to Compressor 4. One drive-train comprising Gear 1 , Pinion 2 & Gearbox 3 is used for deceleration phase energy recovery from higher velocities and the other drive-train comprising Gearbox 5, Pinion 6 & Gear 7 is used at lower velocities / for braking phase energy recovery.
[0086] The Gear 1 is mounted on the wheel axle. It meshes with Pinion 2.
[0087] Pinion 2 is mounted on a cross beam and is connected to an electromagnetic clutch.
[0088] An electromagnetic clutch is provided between Pinion 2 & Gearbox 3 and is integral with Gearbox 3. The clutch is normally disengaged type.
[0089] Gearbox 3 is a standard two speed gearbox. The speed change is operated electrically. One side of Gearbox 3 Is coupled to the dutch and the other side to Compressor 4. The Gearbox 3 operates as a speed reduction gearbox.
[0090] Compressor 4 is a vane type compressor it6¾xtended shaft on both sides.
[00913 Gearbox 5 is a standard two speed gearbox. The s ' peed change is operated electrically. One side of Gearbox 5 is coupled to the clutch and the other side to Compressor 4. The Gearbox 5 operates as a speed increaser gearbox.
[0092] An electromagnetic clutch is provided between Pinion 6 & Gearbox 5 and is integral with Gearbox 5. The clutch is normally disengaged type.
[0093] The Pinion 6 is mounted on a cross beam. Its output is to Gearbox 5 clutch,
[0094] The Gear 7 is mounted on the axle, and engages Pinion 6,
[0095] A series of Accumulators 8 are used to store compressed air at different pressures.
[0098] Thermally insulated accumulators will improve efficiency by preventing heat dissipation.
[0097] PROCESS DESCRIPTION
[0098] Deceleration Phase Energy Recovery. Upon deceleration commencing at the higher velocities, the drive-train vide Gear 1 , Pinion 2, Gearbo 3 & Compressor 4 is activated, Balance drive-trains are dormant - the clutches disengaged.
[0099] For illustration, the operating cycle commences with trie wagon decelerating from a velocity of, say, 150 k per hour. Hypothetical, it is assumed that the post-reduction maximum Compressor 4 speed corresponds to the wagon velocity at 148 KM per hour.
[0100] At wagon velocity of 148 KMPH, the Gearbox 3 clutch is engaged and drive
transmission to Gearbox 3 from Gear 1 Pinion 2 is started. The higher reduction ratio of Gearbox 3, i - 5, is used first. The output from Gearbox 3 drives the Compressor 4 at peak speed. As the wagon velocity reduces, the Compressor 4 speed reduces linearly.
[0101] At the threshold wagon velocity at which the i™ 1 ratio post-reduction Gearbox 3 output speed equals the maximum permissible Compressor 4 speed, the Gearbox 3 speed change is affected from ratio i ~ 5 to i = 1. Peak Compressor 4 speed / energy recovery is resumed.
[0102] Braking Phase Energy Recovery. At median or tower velocities or during the braking phase, unless there is an emergency braking, and subject to the deceleration being
inadequate, the drivelme vide Gearbox 5, Pinion 8 & Gear 7, is activated. As Gearbox 5 is back-driven to work as a speed increaser the lower ratio I - 1 is used first. Upon the
Compressor 4 speed reducing due to the slowing wagon,- the gear i— 1 ratio is changed to i ™ 5 when the Gearbox 5 output speed equals the maximum permissible Compressor 4 speed.
[0103] For enhancing energy recovery during braking ¾s also increase braking effect, the Compressor 4 discharge is routed to the with pressure over 8 bar.
[0104] The energy recovery system operation process sequence is illustrated in Table 1 .
[0105] TABLE 1 - Energy Conservation - Operating sequence ' or Figure 1
based on graph as per Figure 2
[0106] Summarily, the Compressor 4 is working when the deceleration commences - including braking - till acceleration is resumed. Only when the acceleration is resumed, Gearbox 3 & 5 clutches disengage and Compressor 4 stops, or when the wagon comes to a stop.
[0107] SECTION II - CONSERVED ENERGY DEPLOYMEMT [0108| SYSTEM ELEMENTS
[0109] This section refers to the Drive Section as shown in Figure 1.
[0110] The drive & traction system comprises twp drive trains coupled to Air Motor 12 - comprising Gear 9, Pinion 10 & Gearbox 11 to provide starting traction and Gearbox 13, Pinion 14 & Gear 15 for providing cruise mode drive.
[0111] Gear 9 - The Gear 9 is mounted on the axle. Gear 9 meshes with Pinion 10.
[0112] Pinion 10 - The Pinion 10 is mounted on a cross beam with the balance elements of the drive train.
[0113] An electromagnetic clutch is provided between Pinion 10 & Gearbox 11 and is integral with Gearbox 11. The clutch is normally disengaged type,
[0114] Gearbox 1 1 is a standard two speed gearbox. The speed change is operated
electrically. One side of Gearbox 11 is coupted to the clutch and the other side to Air Motor 12. The Gearbox 11 operates as a speed reduction gearbox,
[0115] Air Motor 12 - A vane type air motor with shaft extensions on both sides coupled to two drive trains has been considered. One side drive train comprising Gear 9; Pinion 10 & Gearbox 11 provides drive for starting traction and the other side comprising Gearbox 13, Pinion 14 and Gear 15 is used to provide boost drive for cruise,
[0116] Gearbox 13 is a standard two speed gearbox. The speed change is operated
electrically. One side of Gearbox 13 is coupled to the clutch and the other side to Air fviotor 12. The Gearbox 13 operates as a speed reduction gearbox.
[0117] An electromagnetic clutch is provided between Pinion 14 & Gearbox 13 and is integral with Gearbox 13. The clutch is. normally disengaged type.
[0118] Pinion 14 - The Pinion 14 is mounted on a cross beam. Its input is from Gearbox 13 clutch.
[01 19] Gear 15 - The Gear is mounted on the axle. Input is received from Pinion 14. [01201 PROCESS DESCRIPTION [0121] For starting traction, the drive-train with elements Gear 9, Pinion 10, Gearbox 11 & Air Motor 12 are activated. Balance drive-trains are dormant - the clutches disengaged.
{0122] For illustration, the operating cycle commences with the wagon starting from stationary state. At start, the Air Motor 12- output is provided to the Gearbox 11 with reduction ratio t = 5, and onward to Pinion 1 Q & Gear 9 to drive the wagon wheel.
[0123] Upon the wagon attaining the maximum possible velocity corresponding to the maximum permissible Air Motor 12 speed, th Gearbox .11 ratio is changed from i = 5 to i = 1 . The drive is provided from Air Motor 12 output to Gearbox 11 with the ratio i = 1 , and onward to the Pinion 0 & Gear 9 till the maximum permissible Air Motor 12 speed is attained, The Gearbox 1 1 clutch is thereafter disengaged.
[0124] For cruise drive boost, the drive train with elements Gearbox 13, Pinion 14 & Gear 15 are activated. The balance drive trains are dormant - their clutches disengaged,
[0125] ' At the pre-set wagon velocity, Gearbox 13 clutch is- engaged to provide drive with the ration i - 5 ( and onward to the Pinion 14 & Gear 15 ' ,. till maximum Air Motor 12 speed is attained.
[0126] Upon the wagon attaining the maximum possi e velQcity as per maximum permissible Air Motor 12 speed, the Gearbox 13 ratio is changed from i ~ 5 to i - 1. The drive is provided from Air Motor 12 output to Gearbox 13 with the ratio I = 1 , and onward to the Pinion 14 & Gear 15, till the maximum Air Motor 12 speed is attained. The Gearbox 11 clutch is thereafter disengaged,
[0127] With reference to Figure 2 S the recovered energy deployment is active from To to Ti (A to B),T4 to Ts (E to F) &Ts to TV(I to J) depending on the gearing ratios available and wagon velocity. To the extent thai compressed air Is available, cruise driv rs active from Ti to T2 {B to C). T3 to T .(D to E) & Ts to Ts (F to G).
[0128] ALTERNATIVE DRIVE TRAIN ARRANGEMENT BASED ON DUAL USE VANE
SYSTEM SANS TWO SPEED GEAR BOXES
[0129] Figure 8 illustrates the layout of the energy conservation system based on a Dual Use Vane System 36, configured as per. Figure 7, which works as a compressor when Kinetic energy of the wagon is input as mechanical energy and as a vane motor when the stored compressed air is input.
[0130] The arrangement comprises four drive trains with different reduction rations made of bevel gears. All drive trains are coupled to the Dual Use Vane System 38.
[0131] For energy recovery, the reduction drive train comprising Gear 31 , Gear 32, Clutch 33, Gear 34 & Gear 35 is used at the highest speeds and has maximum reduction ratio. Clutch 38, Clutch 43 & Clutch 48 are disengaged when Clutch 33 is engaged. The Dual Use Van
System operates as a compressor for energy recovery.
[0132] As the wagon speed reduces, the reduction drive train comprising Gear 35, Gear 37, Clutch 38, Gear 39 & Gear 40 is used at intermediate speeds. Clutch 33, Ciutch 43 & Clutch 48 are disengaged when Clutch 38 is engaged.
[0133] As the wagon speed reduces further below Dual Use Vane System maximum speed, the back driven drive train comprising Gear 41 , Gear 42, Clutch 43, Gear 44, Gear 45 & back driven speed increaser Gearbox 46 is used at lower speeds / for initial braking. Clutch 33,
Clutch 38 & Clutch 48 are disengaged when Clutch 43. ss engaged.
[0134] For braking or as the wagon speed reduces further below Dual Use Vane System maximum speed, the back driven drive train comgriss¾Gear 45, Gear 47, Clutch 48, Gear 49,
Gear 50 & back driven speed increaser Gearbox 46 is used at lowest speeds / for full braking.
Clutch 33, Clutch 38 & Clutch 43 are disengaged when Clutch 48 is engaged.
[0135] For providing starting traction or cruise drive, the Dual Use Vane System works as a vane type motor. The compressed air is input to the Dual Use Vane System.
[0138] The drive process for recovered energy deployment is in reverse sequence vis-a-vis the energy recovery process.
[0138] This section is with reference to Figure 4 and following aspects are to be noted;
1. System mounting frame / cross beam (not shown} to be integral with axle
2. Gearbox clutch is integral with Gearbox and not shown separately
3. The two gearboxes work on mutually exclusive basis
4. Gearbox 19 is reduction system & Gearbox 21 is speed increaser system. 5. An electromagnetic actuator Is provided to disengage the engine clutch automatically upon actuation when the foot is off the accelerator. The same will be referred to as th Engin Clutch Actuator for the Automotive Application section hereafter.
[0139] SECTION I - ENERGY CONSERVATION [0140] SYSTEM ELEMENTS
[0141] The energy recovery application comprise two drive trains coupled to Compressor 20. The drive-train comprising Gear 17, Pinion 18 & Gearbox 19 is for Deceleration Phase Energy Recovery and the drive-train comprising Gearbox 21 , Pinion 22 & Gear 23 is for Braking Phase Energy Recovery.
[0142] Ring Gear 17 - The Ring Gear 17 is mounted on the wheel, it meshes with Pinion 18 [0143] Pinion 18 - The Pinion 18 is mounted on the axle. Its output is to an electromagnetic clutch.
(0144] An electromagnetic clutch is provided betweeaPinion 18 & Gearbox 19. The clutch is integral with Gearbox 19 and not shown separately.^*© clutch is normally disengaged type.
[0145] Gear Box 19 is a standard two speed gearbox. The speed change is operated electrically. One side of Gearbox 19 is coupled to the clutch and the other side to Compressor 20. The Gearbox 19 operates as a speed reduction gearbox.
[0146] Compressor 20 is a vane type compressor with extended shaft on both sides.
[0147] Gearbox 21 is a standard two speed gearbox. The speed change is operated
electrically. One side of Gearbox 2 is coupled to the clutch and the other side to Compressor 20. The Gearbox 21 operates as a speed increaser gearbox.
[0148] An electromagnetic clutch is provided between Pinion 22 & Gearbo 21.. The clutch is integral with Gearbox 21 and not shown separately. The dutch is normally disengaged type, {0149 Pinion 22 ~ The Pinion 22 is mounted on the cross beam with output to Gearbox 21 dutch.
[0150] Gear 23 - The Gear 23 is mounted on the wheel, and engages Pinion 22.
[0151] A series of Accumulators 16 are used to store compressed air at different pressures.
[01521 Thermally insulated accumulator, wiii Improve efficiency by preventing heat dissipation.
101531 PROCESS DESCRIPTION [0154] For the purpose of illustrating the process, ihe acceterator is referred to as being in Zero Position when it is totally released, the foot is off the acceterator and deceleration commences, [0155] Deceleration ' Phase Energy Recovery. Upon deceleration commencing at the higher velocities, the Engine Clutch Actuator disengages the engine clutch automatically and the drive-train vide Gear 17, Pinion 18, Gearbox 19 & Compressor 20 is activated.. Balance drive- trains are dormant - the clutches disengaged.
1
[0156] For illustration, the operating cycle commences with the HCV decelerating from a velocity of, say, 100 U per hour. Hypothetical^, it is assumed that the post-reduction maximum compressor speed corresponds to the HCV velocity at 98. kM. per hour.
[0157] At HCV velocity of 98 kM per hour, the Engine Clutch Actuator disengages the engine dutch and the Gearbox 19 clutch is engaged to drive Gearbox 19 from Gear 17 & Pinion 18, The higher reduction ratio of Gearbox 19, i = 5, is 'used first. The output from Gearbox 19 drives the Compressor 20 at peak speed. As the HCV velocity reduces, the Compressor 20 speed reduces linearly.
[0158] At the threshold HCV velocity at which the,.,! ^5¾tio of Gearbox 19 post-reduction output speed equals the maximum permissible Compressor 20 speed, the Gearbox 19 speed change is affected from ratio i = 5 to i ~ 1. Peak Compressor 20 speed and energy recovery resumes after the gear change.
[0159] in case the accelerator is pressed, the Engine Clutch Actuator engages the main engine clutch. In case the accelerator is not pressed and braking is required, the Engine Clutch Actuator keeps the engine clutch disengaged and Braking Phase Energy Recovery process commences. t
[0160] Braking Phase Energy Recovery. At the lower / median velocities or when braking commences, the driveline with Gearbox 21 , Pinion 22 & Gear 23 is activated. The Engine Clutch Actuator keeps the engine dutch disengaged.
[0181] Unless there is an emergency braking, and subject to the deceleration rate being inadequate, the driveline vide Gearbox 21 , Pinion 22 & Gear 23, is activated. As Gearbox 21 is back-driven to work as a speed increaser, the lower ratio i ~ 1 is used first. Upon the
Compressor 20 speed reducing due to the slowing HCV, the gear i ™ 1 ratio is changed to I ~ 5 when the Gearbox 21 output speed equals the maximum permissible Compressor 20 speed.
[0162] For enhancing energy recovery during braking as also increase braking effect, the Compressor 20 discharge is routed to the Accumulators 18 with pressure over 8 bar.
[0183] Upon the foot being off the brake pedal and acceterator pedal being depressed, th« Engine Clutch Actuator engages the engine dutch.
[0164] The process sequence detailing the system operation is illustrated in Table 2,
[0165] The process sequence duly Integrating the present invention with Deceleration Fue Cutoff System is illustrated in Table 3.
[0166] TABLE 2 - Operating sequence fo -Figure 4 based on Graph as per
Figu e 2
[0187] TABLE 3 - Process sequence of invention integrated with Deceleration Fuel Cut-Off
[0188] An optional location for energy recovery is from the differential / live axle on the single rear drive axle truck is illustrated in Figure 3. [01-69] SECTIO II - CONSERVED ENERGY DEPLOYMENT [0170] SYSTEM ELEMENTS
[0171] For the HCV / automotive application, a pneumatic Vane Motor 24 with an in-line reduction gearbox with integral clutch is coupled to the Countershaft 24 of the HCV
transmission as shown in Figure 5.
[0172] PROCESS DESCRIPTION
[0173] Upon the accelerator being pressed, the compressed air stored in the Accumulators 18 is supplied to the Vane Motor 24 which drives the HCV Transmission Countershaft 24 to provide boost power.
(0174] With reference to Figure 2, the starting and / or traction drive is active from To to Tt (A to B), TA to Ts (E to F) & Ts to Tg (I to J), To the extent that compressed air is available, cruise drive is boost is provided from Ti to Ta (B to C), Ts to Ί* (D to E) & Ts to Ts (F to G).
[0175] Connecting the vane motor to the HCV Transmission Countershaft 24 entails the following benefits:
1 , As power is being added throug countershaft in addition to main shaft from the engine, the gearbox transmission stages cars be reduced, reducing its complexity and weight
2, As vane motor are bi-directional drives, reverse gear with directio reversal can be readily accommodated.
3, The vane motor would operate in the optimum speed for maximum torque and
disengage thereafter between gear stage changes.
[01 8] Figure 3 illustrates two installation location options of the energy conserving system in a live or a single axle commercial vehicle. Option A illustrates the location of the compressor.
[01771 PROCESS CONTROL AND SYSTEM OPTIMIZATION
[0178] The accelerator and the brake pedals are provided with linear transducers to measure the pedal position. The transducers provide position feedback to the Engine Management Unit for process control. [0179] The engine dutch pedal is connected to art Engine Clutch Actuator vide appropriate linkages, duly anchored to a suitable rigid structure. The Engine Clutch Actuator is activated based on the feedback from the transducer & engine management system to conform ' to the functional process logic requirements and mitigate engine braking by disengaging the engine clutch upon accelerator coming to Zero Position,
[ΟΊ80] A level sensor to detect positive gradient and a sensor in the gear shift knob to detect drivers hand when it rests on the knob are two situations when the energy conserving system remains inactive and engine clutch remains engaged.
Alternatively, depressing the accelerator slightly ensures engine clutch gets engaged.
[0181 ] For the multi axle trailers having several dead axles, each of the dead axles can have a compressor + clutch + gearbox system to enhance energy recovery in multiples.
[0182] ALTERNATIVE DRIVE TRAIN ARRANGEMENT BASED ON DUAL US VANE
SYSTEM SANS TWO SPEED GEAR BOXES & TRANSMISSION MODIFICATION
[0183] Figure 9 illustrates the layout of the energy conservation system based on a Dual Use Vane System 57 as per Figure 7, which works as a compressor when kinetic energ of the HCV Is input as mechanical energy and as a vane motor when the stored compressed air is input to the Dual Use Vane System 57.
[0184J The arrangement comprises two drive trains with different reduction rations made of bevel gears. Both drive trains are coupled to the Dual Use Vane System 57.
[0185] The Dual Use Vane System operates as a compressor for energy recovery. For energy recovery, the reduction drive train comprising Gear 52, Gear .53, Gear 54, Gear 55 and Clutch 58 is used at the highest speeds and has maximum reduction ratio. Clutch 58 is disengaged when Clutch 56 is engaged.
[0186] As the HCV speed reduces, the Clutch 56 is disengaged and Clutch 58 is engaged. The speed increaser drive tram comprising Gear 59, Gear 80, Gear 61 & Gear 82 is used a lower HCV speeds.
[0 87] For both the HGV velocity ranges, if braking is actuated, the compressed air is routed to the higher pressure accumulators.
[0188] For providing starting traction or. cruise drive, the Dual Use Vane System works as a vane type motor. The compressed air is input to the Dual Use Vane System. [0 89] The drive process for recovered energy deployment is in reverse sequence vis-a-vis the energy recovery process.
[0191] Goods & passenger lifts are used for vertical movement of materials and humans respectively.
[0192] The movement is characterized by upward movement being powered provided by a motor and gearbox in a lift room and downward movement by gravity.
[0193] A Dual Use Vane System is used that can act as a compressor when mechanical energy is input to the system as the lift moves down and as a motor when compressed air is input to the system as the lift moves up. A clutch and a two speed gearbox is integrated with the Dual Use Vane System. The output from the gearbox is connected to the lift drive shaft end opposite to the electric motor shaft end.
[0194] A clutch is provided on the electric drive, which, is disengaged when not required.
[0195] When the lift is going down by gravity, the. electric motor clutch is disengaged and the Dual Use Vane System clutch is engaged, The portsl¾Trthe Dual Use Vane System
corresponding to the compressor mode are activated and compressed air is generated. The speed of the descent is varied by varying the compressor mode compressed air discharge pressure. The compressed air is stored in a series of accumulators,
[0196] When the lift has to move up, the compressed air in the accumulators is used toidnve the Dual Use Vane System as a motor. The boost power supplements the electric motor drive train and hence ensures correspondingly lower power consumption of the lift.
[0197] DESCRIPTION OF EMBODIMENT - MECHANICAL GOVERNOR CLUTCH -~
FIGURE 6
[0198] To ensure that the shaft input speed does not exceed the maximum permissible compressor speed, a centrifugal governor type clutch is proposed as per Figure 8.
[0199] The compressor side clutch plate 25 starts disengaging from gearbox output clutch plate 27 as speed crosses maximum permissible compressor speed. Ball weight 30 is shown in extreme positions.
[0200] As speed reduces, compressor side clutch plate 25 starts re-engaging the gearbox side clutch plate 27.
[0201] Torque limit is constant (by friction area). Slip sets in if torque or input speed is more.
[0203] The Dual Use Vane System will be referred to as the Vane System in this section.
[0204] The basic construction of a vane compressor and vane motor are broadly similar - a siator & rotor with vanes, with the later placed eccentrically in the former. The innovation is of using a vane compressor as a vane motor also. Such a compressor + motor module reduces weight & complexity of the system as tabulated in section Summary Of Main Parts below.
[0205] Two options of the Dual Use Vane System design are illustrated in Figure 7 as Option A & Option B and how they operate is described below.
[0207] This description refers to Figure 7 Option A.
[0208] The Dual Use Vane System operates in OompiBSSor configuration when mechanical energy is provided to the rotor shaft. Ambient in through the Suction port and
compressed air is delivered at the Discharge port.
[0209] To facilitate the Dual Use Vane System to operate in motor configuration, the Suction and Discharge ports are provided with manifolds and valves by which they can shut air flow off
& on. An additional port Z is provided which remains closed in compressor mode.
[0210] To operate the Dual Use Vane System as an air motor, the additional port Z operates as an exhaust port in the motor configuration on the Vane System stator / casing,
[0211] In the air motor configuration, compressed air is input at Suction port or Discbarge port
(depending on the direction of rotation desired) and exhaust is through the port 2.
[0212] When a r flows from Suction port and exhaust is at port Z, the Discharge port is closed, and the Dual Use Vane System will run in clockwise direction as a motor. When compressed air flows from Discharge port and exhaust is at port Z, the Suction port is closed and the Vane System will run in counterclockwise direction.
[0213] All the ports of the Dual Use Vane System are activated / opened or deactivated / closed and their control is based on the deceleration / acceleration cycle of the transport system through valve banks controlled by the Power-plant / Engine Management System. [0215] This description refers to Figure 7 Option B.
[0216] The vane system operates in compressor configuration when mechanical energ is provided to the rotor shaft. Ambient air is drawn in through the Intake port and compressed air is delivered at the Exhaust port.
(0217} To operate the Vane System as an air motor, three ports are provided - inlet ports X & Y and exhaust port Z,
[0218] When motor configuration is operational, the compressor configuration Suction and Discharge ports are closed.
[0219] Activating ports X & Z with compressed air input at port X and exhaust at port Z provides counterclockwise direction of rotation.
[0220] Activating ports Y & Z with compressed air input at port Y and exhaust at port Z provides clockwise direction of rotation.
10221} - DESCRIPTIO OF EMBODIMENT - PRESSURE SWING COMPRESSION
|0222} The efficiency of the system is improved by 'reuse' of the exhaust ai after driving / exiting the air motor, which is at 2-3 bar, by using two or more accumulators cyclically.
(0223] Instead of release to atmosphere, the exhaust air from the air motor at 2-3 bar is routed and stored In Accumulator A. When energy recovery cycle starts, the compressed air is first routed to Accumulator A till the pressure reaches 10-11 bar. When the .drive cycle starts, the air from Accumulator A is used to drive the motor and the exhaust air at 2-3 bar from the air motor is routed to Accumulator B. When energy recovery cycle starts, the compressed air is first routed to Accumulator B till the pressure reaches 10-11 bar.
{Ό224] This 'cycle 1 is repeated, thereby maximizing the overall system efficiency. The pressure in any accumulator swings between 2-3 bar and 0-1 bar and is never atmospheric pressure, A pressure intensifier can be used to increase the stored air pressure beyond 12 bar pressure, as the typical compresso discharge pressure is maximum 12 bar.
[0227] The summary of the subsystems are as f©!!o¾gr based on Dual Use Vane System;
Coupled to transmission system.
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