173results about "Mechanical hybrid vehicles" patented technology

A hybrid propulsion system (100) for use in road vehicle operations, which propulsion system includes a power splitting mechanical transmission (108), suitably a three shaft epicyclic gearbox (117, 118, 119), for coupling to a tailshaft (115) of the vehicle; a first drive unit (105) arranged for regenerative operation and coupled to the power splitting mechanical transmission (108); a second drive unit (110) arranged for regenerative operation and coupled, independently of said first drive unit, to the power splitting mechanical transmission (108); a non-regenerative third drive unit (113) for coupling, in parallel to said power splitting mechanical transmission, to the tailshaft; and a propulsion control system (122) for coordinating operation of the drive units in accordance with a plurality of predetermined modes corresponding to a drive cycle of the vehicle. Two forms of the invention are disclosed, being suited to non-transit and transit operations, respectively. Methods for the optimal control of the hybrid propulsion system of each form of the invention are also disclosed.

A plug-in hybrid propulsion system includes a fast energy storage device that preserves battery life, where the energy storage elements of the hybrid drive train may be charged with externally supplied electricity as well as energy from the engine or regenerative braking. Electronic switches, passive electronics, an enclosure, controller circuitry, and / or control algorithms are used to manage the flow of power between a fuel powered engine, a battery, a fast energy storage system, traction motors, a charger, ancillary systems, an electrical distribution system, and / or a drive train.

A plug-in hybrid propulsion system includes a fast energy storage device that preserves battery life, where the energy storage elements of the hybrid drive train may be charged with externally supplied electricity as well as energy from the engine or regenerative braking. Electronic switches, passive electronics, an enclosure, controller circuitry, and / or control algorithms are used to manage the flow of power between a fuel powered engine, a battery, a fast energy storage system, traction motors; a charger, ancillary systems, an electrical distribution system, and / or a drive train.

A system is provided for monitoring the effectiveness of a braking function in a powered system. The system includes a sensor configured to measure a parameter related to the operation of the powered system. Additionally, the system includes a processor coupled to the sensor, to receive data related to the parameter. Subsequent to activating the braking function, the processor is configured to determine the effectiveness of the braking function of the powered system, based upon whether the parameter data varies by a predetermined threshold. A method and a computer software code are also provided for monitoring the effectiveness of a braking function in a powered system.

A kinetic hybrid device and method for a vehicle may include a planetary gear system configured as a continuously variable transmission comprised of three or four ports. The kinetic hybrid device and method may include a flywheel connected to a first port of the system, a final drive connected to a second port of the system, and the variator for the flywheel connected to a third or fourth port of the system. The prime mover and / or other power sources may share a port with the flywheel, but do not share a port with the final drive.

System and method for the combination of a flywheel and motor / generator inside a wheel hub for hybrid vehicle propulsion. The flywheel and motor / generator are connected by a planetary gear system, in which a first port is connected to the flywheel, a second port is connected to the wheel hub, and a third port is connected to a motor / generator. An additional motor / generator may be used at one of the first port and second port. The system may be used in an electric-kinetic hybrid mode, or in a fuel-kinetic hybrid mode, when used in a vehicle having an internal combustion engine as the prime mover. Efficiency of energy storage and release is significantly improved in comparison to prior art.

The invention is directed toward methods for operating a parallel hybrid vehicle in a manner that responds to the operator's demand for power output, while maximizing engine efficiency and minimizing disruptions in vehicle drivability. According to principles of the present invention, when the driver of a hybrid vehicle makes a demand for power output immediately after a braking event, the power provided to meet the initial demand is from either an ICE or a secondary power source. Which power source is used, and when it is engaged and disengaged, depends on various vehicle operating conditions. Also, the ICE is selectively turned off and on in response to various operating conditions.

A torque converter includes a flywheel rotating about a first axis, the flywheel including a first body portion, a first plurality of permanent magnets mounted in the first body portion, each of the first plurality of permanent magnets extending along a corresponding radial axis direction with respect to the first axis, and a second plurality of permanent magnets mounted in the first body portion, each of the second plurality of permanent magnets being located between a corresponding adjacent pair of the first plurality of permanent magnets, and a generator disk rotatable about a second axis perpendicular to the first axis, the generator disk including a second body portion, and a third plurality of permanent magnets within the second body portion magnetically coupled to the first and second pluralities of permanent magnets.

A flywheel-driven vehicle is powered by an electric motor. The rotation of the flywheel is initiated and maintained by an electric motor, wherein the electric motor is powered alternatively by a plurality of batteries (or sets of batteries). A charger assembly is connected to the plurality of batteries. In operation, one battery at a time powers the electric motor while, simultaneously, the other battery(s) is / are being recharged.

A powertrain includes a variable ratio transmission device (having an input shaft coupled to an engine and an output shaft coupled to a driven unit, a three-way power split transmission device including three input / output couplings, a first of which is coupled to a flywheel and a second of which is coupled to an electrical machine. The third input / output coupling of the three way power split transmission device is mechanically coupled to the engine and to the input shaft of the variable ratio transmission device.

The prime mover of a power train for use in a motor vehicle normally drives a flywheel by way of a first engageable / disengageable clutch, and the flywheel drives the rotary input member of an automated change-speed transmission assembly by way of a second engageable / disengageable clutch. At least one first auxiliary aggregate (such as the pump of a power steering unit) can receive torque directly from the prime mover, and at least one second auxiliary aggregate (such as the compressor of an air conditioning system) can receive torque from the input member of the transmission assembly or from the prime mover. The rotary output member of the transmission assembly can receive torque from a continuously variable transmission which receives torque from the input member by way of a planetary, or from a planetary which receives torque from a continuously variable transmission. The internal gear of the planetary can be arrested by a stationary brake to thus interrupt the transmission of torque to the output member.

An automated energy generating and energy using system is provided. The system includes at least one electric energy user, at least one electric energy source, and may also include at least one electric energy storage element. These elements are instrumented so that each electric energy user has a sensor for determining an amount of energy used, each electric energy source has a sensor for determining an amount of energy provided, and electric energy storage element has a sensor for determining an amount of energy available in the storage element. A controller is operatively connected to each energy source, energy storage element and sensor. The controller is configured to control a level of operation of the at least one source of energy based upon at least the amount of energy used and the amount of energy available in the storage element, if employed. In this way, an automated electrical energy system is provided.

A kinetic hybrid device and method for a vehicle may include a planetary gear system configured as a continuously variable transmission comprised of three or four ports. The kinetic hybrid device and method may include a flywheel connected to a first port of the system, a final drive connected to a second port of the system, and the variator for the flywheel connected to a third or fourth port of the system. The prime mover and / or other power sources may share a port with the flywheel, but do not share a port with the final drive.

Vehicles of embodiments of the invention are propelled by an electric motor (DC or AC motor) coupled to one of the vehicle's axles. The electric motor is powered by two or more electrical storage devices (e.g., batteries or battery banks or capacitors). The electrical storage devices are charged by alternators driven by a rotating flywheel. The flywheel is selectively coupled to a different one of the vehicle axles, such that movement of the vehicle (caused by the electric motor) causes the rotation of the flywheel.

The invention relates to an implement having an internal combustion engine (1) and a hydraulic system (4, 5, 6) that can be driven by the internal combustion engine (1) for bringing about a working movement. Furthermore, an energy accumulator (10) is provided for the storage of energy in an accumulation phase in which the output delivered by the internal combustion engine (1) is greater than the output currently required by the hydraulic system, and for the delivery of energy in a discharge phase in which the output delivered by the internal combustion engine (1) is smaller than the output currently required by the hydraulic system. The energy accumulator (10) thus serves for balancing output peaks and valleys such that the internal combustion engine (1) may always be operated within an optimum range of rotational speeds.

An automotive vehicle includes a vehicle body, a power transmission system, an energy storage device, a continuously variable transmission, and an electronic control device. The power transmission system includes a power source for driving the automotive vehicle. The energy storage device includes a flywheel. The continuously variable transmission interconnects the power transmission system and the energy storage device. When the automotive vehicle decelerates, the electronic control device connects the flywheel to the power transmission system through the continuously variable transmission, and transfers energy of the power transmission system to the flywheel. When the automotive vehicle accelerates and the electronic control device connects the flywheel to the power transmission system through the continuously variable transmission, energy of the flywheel is transferred to the power transmission system.

An system for storing electrical energy over at least a medium term duration. The energy storage system comprises a motor assembly operatively connectable to at least one of an electrical energy source and an electrical distribution network for providing kinetic energy, a flywheel device operatively connectable to the motor assembly for storing at least one part of the kinetic energy, a generator assembly operatively connectable to the flywheel device for receiving at least one portion of the part of the kinetic energy and generating regenerated electrical energy in response thereto, and a control unit for controlling operation of the energy storage system, which enables an energy storage operating mode for storing the part of the kinetic energy into the flywheel device, and an energy supply operating mode for providing at least one portion of the regenerated energy to at least one of the electrical distribution network and an electrical appliance.

A kinetic hybrid device and method for a vehicle may include a planetary gear system configured as a continuously variable transmission comprised of three or four ports. The kinetic hybrid device and method may include a flywheel connected to a first port of the system, a final drive connected to a second port of the system, and the variator for the flywheel connected to a third or fourth port of the system. The prime mover and / or other power sources may share a port with the flywheel, but do not share a port with the final drive.

A big wheel motive power source is provided. The big wheel motive power source comprises a large mass wheel capable of rotation and having a mass comprising at least one-third the weight of a vehicle in which it is located, or at least twice the weight of a conventional engine for that vehicle. A small horsepower, continuously running engine is operably connected to the large mass wheel and generates the rotation of large mass wheel. The large mass wheel may be further connected to at least one driven wheel, whereby the rotation of the large mass wheel provides a primary motive power source for a vehicle. A ratchet-type worm engaged drive, a control system, and a exhaust removal system are also disclosed for use with the present inventive device.

A torque converter device comprises a flywheel rotatable about a first axis, the flywheel including a first body portion having a first radius from a circumferential surface and a first radius of curvature, a first plurality of magnets mounted in the first body portion, each having first ends disposed from the circumferential surface of the first body portion, and each of the first ends of first plurality of magnets having a second radius of curvature similar to the first radius of curvature of the first body portion, a second plurality of magnets mounted in the first body portion, each of the second plurality of magnets being disposed from the circumferential surface of the first body portion, and a generator disk rotatable about a second axis angularly offset with respect to the first axis, the generator disk including a second body portion, and a third plurality of magnets within the second body portion for magnetically coupling to the first and second pluralities of magnets.

One embodiment of a hydraulic regenerative braking system for a vehicle having at least one drive wheel includes first (24) and second (32) hydraulic machines operable as pumps or motors. One of the hydraulic machines operates in conjunction with the vehicle drive wheels, while the other hydraulic machine operates in conjunction with a flywheel arrangement (28) to store and receive energy. The hydraulic machines are connected to each other such that when one is operating as a pump, it provides fluid to the other to operate that machine as a motor. A control system is provided to receive inputs related to the operation of the vehicle, and to control the fluid flow through the hydraulic machines.

The invention discloses a vehicle vibration isolator for recycling vibrating energy, comprising a vibration isolator body and an installing lining sleeve, being characterized in that vibration isolator also comprises a sleeve cylinder, a vibration isolating core, a connecting rod and a repositioning spring; the repositioning spring is provided in the sleeve cylinder; the two ends of the repositioning spring are respectively connected to the sleeve cylinder and the vibration isolator body; the vibration isolator body is provided with a cavity; the vibration isolator core can be arranged in the cavity in the moving way up and down on the vibration isolator body; the upper end of the vibration isolator core is connected to the sleeve cylinder via the connecting rod; the vibration isolator core is provided with the magnetic polity; the vibration isolator body is provided with the magnetic body by the winding. The invention absorbs the energy produced by the vibration of the vehicle by the straight line generator, directly outputting the power for the use. The vibration isolator can be used on all sorts of the vehicles such as the riding vehicle, business vehicle, electronic vehicle, hybrid power vehicle and so on, comprising the engineering vehicle and tanks and so on.

The power transmission system for use in a vehicle includes a power split device to perform power distribution among a flywheel for storing rotational energy as mechanical energy, an internal combustion engine and an electric rotating machine. The power transmission system is provided with an interrupting device configured to interrupt power transmission between a group of the flywheel and the electric rotating machine and a group of the internal combustion engine and drive wheels of the vehicle when rotational energy stored in the flywheel is transmitted to the electric rotating machine through the power split device under condition that power is transmitted between the internal combustion engine and the drive wheels.

A torsion vibration damper for a drive train of a motor vehicle, in particular a drive train of a hybrid vehicle, comprising: a spring support and a force transmission flange configured rotatable relative to the spring support, wherein at least one compression spring is provided between the spring support and the force transmission flange for transferring a mechanical torque, wherein a housing of the spring support is configured so that in a radial direction of the torsion vibration damper, at least one longitudinal end of the compression spring is supported at / in the spring support housing and / or a clearance remains between windings of a center section of the compression spring and a wall of the spring support.

A power generating system includes a torque converter system receiving a rotational motion having a first torque from a source and producing a rotational output having a second torque different from the first torque, a transfer system having a first portion coupled to the rotational output of the torque converter system and a second portion magnetically coupled to the first portion, and a generator system coupled to the transfer system to produce and electrical output.