Closed electropneumatic system for propulsion

Abstract

An electropneumatic torque generating system using a pneumatic engine and having a first tank connected to a first of a pair of manifolds with a first discharge connection arrangement so as to be capable of discharging portions of any of the operating gas in the first tank through the first discharge connection arrangement into the first manifold. The system further includes a first gas compressor to thereby discharge operating gases at greater pressures with the first gas compressor inlet being connected to a second of the pair of manifolds through a first input collection connection arrangement so as to be capable of receiving operating gases from that manifold through the first input collection connection arrangement that have flowed from the first manifold. There is further included a second tank being connected to the outlet of the first gas compressor through a first output collection connection arrangement so as to be capable of receiving therein operating gases that have flowed through the first gas compressor.

Description

CROSS-REFERENCE TO RELATED APPLICATION

This application claims the benefit of Provisional Application No. 61/208,202 filed on Feb. 20, 2009 for “NITROGEN GAS/ELECTRIC PROPULSION SYSTEM” and hereby incorporates herein by reference that application.

BACKGROUND

The present invention relates to electrical motor systems and substantially closed pneumatic systems operated jointly as primary systems for providing shaft torque for such operations as propelling vehicles and, more particularly, to such a system as a power source for such vehicle propulsion using selectively engageable electrical and pneumatic subsystems with the electrical subsystem operating electrical motors and compressors and with the pneumatic subsystem operating either new or modified pneumatic motors based on what were initially combustion motors.

Emissions into the earth's atmosphere of greenhouse gases and various other pollutants have become of increasing concern to the public and to many governments in recent years. One source of such gases and other pollutants are motor vehicles, and so there have been efforts made to reduce the amounts thereof being emitted by such vehicles during their operations. Some governments have attempted to reduce such vehicle pollutant contributions through requiring larger fuel mileages to be achieved in future vehicles, or have added or increased fuel sales taxes.

Vehicle manufacturers have modified designs for current vehicle from earlier vehicles, and developed even newer designs for future vehicles, to increase their fuel mileages. They have done so either on their own initiative or in response to new governmental rules, and for some vehicles already being sold to the public for commercial and consumer uses, as well as for future vehicle designs being generated through further research. Thus, there are efforts to develop vehicles that can be operated using hydrogen for the fuel, and there have been vehicles modified to use compressed natural gas for the fuel, both done to reduce undesirable emissions. There have been vehicles provided that operate on solely electrical power and, because of battery limitations, vehicles have also been provided that operate on a combination of electrical motors and combustion motors, i.e. hybrid systems.

However, these various alternative propulsion systems continue to have drawbacks such as still emitting substantial pollution into the atmosphere, limited access to the needed fuel, limited range, and the like. Thus, there is a desire for a propulsion system suitable for vehicles giving good propulsion performance with little pollution and providing good access to the means needed to provide the energy consumed.

SUMMARY

The present invention provides an electropneumatic torque generating system using a pneumatic engine having an engine block with cylindrical openings therein each containing a piston rotatably connected to a crankshaft in said engine block, the engine block supporting a head structure having head recesses therein each across from a corresponding cylinder with the head structure having a pair of port passageways extending therethrough from each head recess to have each of the port passageways in a the pair thereof open in a corresponding one of a pair of manifolds each supported on the pneumatic engine, the system having a first tank, capable of containing an operating gas at a relatively large pressure, and being connected to a first of the pair of manifolds with a first discharge connection arrangement so as to be capable of discharging portions of any of the operating gas in the first tank through the first discharge connection arrangement into the first manifold. The system further includes a first gas compressor having an inlet and an outlet and being capable of increasing pressures of said operating gas received at said inlet thereof to thereby discharge operating gases at greater pressures at the outlet thereof and with the first gas compressor inlet being connected to a second of the pair of manifolds through a first input collection connection arrangement so as to be capable of receiving operating gases from that manifold through the first input collection connection arrangement that have flowed from the first manifold through a head recess and that pair of port passageways corresponding thereto. There is further included a second tank, capable of containing a gas at a relatively large pressure, being connected to the outlet of the first gas compressor through a first output collection connection arrangement so as to be capable of receiving therein operating gases that have flowed through the first gas compressor.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a diagrammatic system representation of an embodiment of the present invention,

FIG. 2A shows perspective view, and FIG. 2B shows a front view of a portion of the invention represented in FIG. 1,

FIG. 3 shows an exploded perspective view of a portion of the invention represented in FIGS. 1 and 2,

FIG. 4 shows a top view of a portion of the invention represented in FIGS. 1, 2 and 3,

FIG. 5A shows a perspective view and FIG. 5B shows a cross section side view of a portion of the invention represented in FIGS. 1, 2, 3 and 4,

FIG. 6 shows a cutaway side view of a portion of the invention represented in FIGS. 1, 3 and 4,

FIG. 7 shows another cutaway side view of a portion of the invention represented in FIGS. 1, 3, 4 and 6,

FIG. 8 shows a cutaway perspective view of an alternative to a portion of the invention represented in FIGS. 1, 3, 4, 6 and 7,

FIG. 9 shows a side view of a portion of the structure shown in FIG. 8, and

FIG. 10 shows a cutaway side view of an alternative to a portion of the invention represented in FIGS. 1, 3, 4, 6, 7 and 8.

DETAILED DESCRIPTION

The present invention, based on jointly operated electrical motor systems, mechanical systems, and a substantially closed pneumatic system, is presented, in the example set out here, as a selective shaft torque generating system, 10, for propelling larger trucks which can easily accommodate therein the additional equipment to be carried for such a system. The system can be used in other kinds of vehicles and as a stationary torque generating system for providing torque to various stationary mechanisms or systems or other apparatuses. A diagrammatic system representation of the present invention for implementation in such trucks is shown in FIG. 1. The primary sources of mechanical shaft torque are a pair of electrical motors, 11, that is supplied electrical energy from batteries and an external charging station, and a pneumatic engine, 12, that is supplied pneumatic energy from a pressurized operating gas. They have the joint operation thereof, and that of the other electrical and pneumatic system components used in this system, controlled by a system control arrangement.

This system control arrangement, in initiating a truck propulsion movement generally, directs electric motors 11 to rotate resulting in torque applied to the crankshaft of engine 12, to which these motors are mechanically coupled, to also rotate so as to result in enabling the truck drive wheels to rotate. Upon achieving sufficient speed, the control system switches the torque generation from electric motors 11 to pneumatic engine 12 to again rotate the crankshaft therein to result in continuing to enable the truck drive wheels to rotate.

The system control arrangement has electrical interconnections in a system electrical interconnection arrangement, 13, between those components in selective shaft torque generating system 10 that are electrically operated or energized, in whole or part, and a computer based system control processor (CPU), 14, operated in conjunction with an engine electronic control module (ECM), 15, electrically coupled thereto and to engine 12. In the example of FIG. 1, pneumatic engine 12 is shown as a six cylinder in-line engine, and can be an engine especially designed for service as a pneumatic engine or, alternatively, an engine originally designed as an internal combustion engine, such as a diesel engine, but modified to serve as a pneumatic engine primarily by replacing the original engine head structure with one supporting pneumatic engine operation, and removing unnecessary items such as valves and push rods, and associated support systems components such as water pumps and radiators.

Electronic control module 15 will be especially designed for controlling pneumatic engine 12, if that engine is especially designed for service as a pneumatic engine, based on programmed interactions with processor 14 and data from sensors measuring throttle position or brake pressure for driver foot controls, such as foot throttle and brake combination, 16, various system operating gas pressures, vehicle velocities and temperature in various parts of the pneumatic system, and the like. Alternatively, engine electronic control module 15 will be a modified design of the control module used with the originally designed internal combustion engine (now modified to a pneumatic engine) that originally controlled fuel injection quantities, ignition timing and perhaps variable valve timing, turbocharger power increases and the like in the original internal combustion engine. Engine control will again be based on programmed interactions with processor 14 and data from various sensors. In either instance, computer based system control processor 14 will have available therein corresponding computer programs for interacting with engine electronic control module 15 and will do so based on data received by it from various sensors.

Pneumatic engine 12 has a block structure, 12′, shown in the perspective view of FIG. 2, in which there are provided six in-line cylinders each having a corresponding piston provided therein with each of these pistons rotatably connected by a corresponding connecting rod to a common crankshaft. As is common, this crankshaft is connected to a transmission-drive shaft-axle-wheels arrangement so that torque applied to that crankshaft to cause rotation thereof can thereby cause the wheels to correspondingly rotate if the transmission control is suitably engaged. Engine 12 has individual electrical heating coils, 17, in block structure 12′ about each cylinder for selected heatings thereof, and with these coils being controlled by the system control arrangement, and supplied electrical heating currents, through system interconnection arrangement 13 that includes therein appropriate controllable electrical switches.

Supported on engine block structure 12′ is an engine head arrangement, seen generally in FIG. 2 and in part in the cutaway perspective view of FIG. 3, and having thereon a head structure, 12″, as seen in part in FIG. 3 and in whole in FIG. 4. Head structure 12″ has six in-line domed head recesses, 12″″, provided therein extending upward from the bottom surface thereof as can be seen in part in FIG. 3. Each such domed recess 12″′ in head structure 12″ is located across from a corresponding one of the six in-line cylinders in block structure 12′ in an assembled engine 12.

Also, each of domed recesses 12′″ has two port passageways, 12″″, extending between it and a corresponding one of opposite sides of head structure 12″, as seen in part in FIG. 3 and in whole in FIG. 4, where they will be joined by a tube, 18, to a corresponding opening in a corresponding one of a pair of engine manifolds, an inlet manifold, 12^v, and an outlet manifold, 12^vi, as generally shown in FIG. 1 with each manifold positioned on one side of engine 12 opposite the other and along the port passageways on that side. Each of engine manifolds 12^v and 12^vi is formed of a more or less cylindrical shell tank with six in-line circular openings along a side thereof. Each of those openings is joined by a tube, 18, with a corresponding port passageway 12″″ as is seen in more detail in the top view of engine 12 in FIG. 4. In addition, there is a circular opening in each end of each of manifolds 12^v and 12^vi through which pressurized operating gas can flow in connection with flows of such gas in the six port passageways 12″″ joined to the corresponding manifold.

Engine manifolds 12^v and 12^vi are typically made of aluminum, as are tubes 18, so as to be able to withstand internal gas pressures of typically around six hundred pounds per square inch (psi) but can also be formed of other materials such as composites or other metals. Thus, each manifold has a corresponding one of the two port passageways 12″″ extending from each domed head recess 12″′ so as to reach that manifold such that each domed head recess 12″′ can be accessed from each manifold through a corresponding port passageway 12″″. Each of manifolds 12^v and 12^vi has a resistive heating element, 12^vii, arrayed therein which have the heatings thereof controlled electrically by processor 14 in the system control arrangement. In addition, each of manifolds 12^v and 12^vi has provided therein a manifold pressure sensor, 19, providing manifold operating gas pressure information electrically to the system control arrangement.

Each port passageway 12″″ has operating gas flows therethrough controlled by an electrically controlled cylinder access valve, 20, mounted toward the manifold end of the corresponding tube 18, and those are valves which have the openings and closings thereof controlled electrically by the system control arrangement. These valves are indicated in FIG. 1 and can be better seen in the top view of engine 12 in FIG. 4 and in a perspective view of one of them in FIG. 5. Each of valves 20 has a disk, 20′, inside a cylindrical shell, 20″, approximating the resulting shape of the intersection of a plane with the interior surface of that shell. Disk 20′ has a shaft, 20″′, affixed thereto along a diameter thereof and having both ends of this shaft extending outside the shell with one of those ends affixed to a rotary actuator, 20″″, at a minimum but shown with two separate actuators 20″″ each affixed to a corresponding one of the opposite ends of shaft 20′″. These actuators are positioning servomotors that can rotate disk 20′ a quarter turn from a position with disk fully 20′ across the interior of shell 20″ to fully open the valve, or alternatively to any angle therebetween to thereby select the amount of flow restriction all under the control of the system control arrangement. Upper and lower backing ridges, 20^v, are provided each along about an upper and lower half, respectively, of the circumference of the interior surface of shell 20″ positioned to have each approximately across from opposite edges of shaft 20″′ in the flow direction. These ridges limit the travel of disk 20′ insofar as being rotated, when at the fully closed disk position, in the direction opposite to the rotation direction desired for opening this valve. Ridges 20^v also provide a seal for disk 20′ against them when that disk is in the fully closed position against them because of an “O” ring provided in a groove in the ridges faceing the disk, and further provide mechanical support for disk 20′ against the full pressure of the operating gas encountered thereby when that disk is in the fully closed position.

Also, a pitot tube, 21, and its operating electronic circuitry is provided in each tube 18 between the corresponding valve 20 connected thereto and corresponding port passageway 12″″ to which that tube is connected to measure the stagnation, or total, pressure in the passageway due to operating gas flows therein with respect to the static pressure of the operating gas occurring there. These measurements are the basis for determining the dynamic pressure difference, and so the flow velocity through the passageway. This information is provided electrically from each pitot tube to the system control arrangement.

One of the two circular openings, one in each of the opposite ends of each of manifolds 12^v and 12^vi as indicated above, is a manifold main access opening, and is the opening at that end of the manifold facing the rear of the truck in FIG. 1. On the right side of engine 12 from a driver's point of view, or on the upper side in FIG. 1, an inlet main manifold access valve, 22, is mounted to the outside of manifold 12^v. The outlet of valve 22 extends through the manifold main access opening of inlet manifold 12^v to open to the interior of that manifold. Valve 22 has each of the two separate inlets thereof connected to a corresponding one of two pressurized operating gas inlet conduits, a right side, or upper, inlet conduit, 23, and a left side, or lower, inlet conduit, 24. Inlet main manifold access valve 22 is typically a high pressure multiple ball valve which again has the openings and closings thereof controlled electrically by the system control arrangement (alternatively, this valve function can be provided by two independent high pressure ball valves having their outlets jointly open to the interior of inlet manifold 12^v).

Valve 22 is capable of directing pressurized operating gas from each inlet to its outlet in selected flows independently of the flows in the other through the system control arrangement suitably positioning the corresponding inlet passageway control balls, and also of shutting off gas flows entirely from each inlet to the outlet independently of the gas flows or the shutting off of such flows of the other. The operating gas admitted through valve 22 into inlet manifold 12^v to maintain selected gas pressures therein is further selectively admitted by cylinder access valves 20 through corresponding port passageways 12″″ into corresponding domed recesses 12″′ of head structure 12″ to force the facing pistons in engine block structure 12′ to rotate the crankshaft to which they are rotatably connected.

Right side inlet conduit 23 extends at its opposite end to the engine side orifice of an engine-tanks isolation and control valve, 25, having an engine side pressure monitor, 26, sensing operating gas pressure at that orifice. Also connected to that engine side orifice of valve 25 is a right side repressurized outlet conduit, 27. Engine-tanks isolation and control valve 25 is typically a high pressure ball valve which again has the openings and closings thereof controlled electrically by the system control arrangement and, for one purpose, selectively open and closed so as to maintain a pressure typically around one to two thousand psi when operating gas is flowing therethrough to inlet main manifold access valve 22. The opposite end of conduit 27 is connected to the outlet of a reciprocating piston gas compressor, 28, that, in turn, has its inlet connected to the outlet of an operating gas impurities removal filter, a membrane filtering arrangement, 29. Gas compressor 28 contains alternatively either an electric motor or a pneumatic motor that is selectively energized and controlled electrically by the system control arrangement, and is capable of generating large pressures in the operating gas directed thereto, after that gas has been used to force the pistons in engine 12 to rotate the crankshaft therein, with pressures being increased to typically around six thousand psi at its outlet from typically two or three hundred psi at its inlet.

The inlet of filter 29 has one branch of a right side three branched operating gas collection conduit, 30, connected to it. Another branch of that conduit is connected to the outlet of a right side operating gas replenishment control valve, 31, through which is supplied additional operating gas to compensate for losses of the operating gas occurring during operation of the propulsion system as will be further described below. The remaining branch of right side collection conduit 30 is connected to an outlet main manifold access valve, 32, mounted to the outside of outlet manifold 12^vi at the manifold main access opening at that end of the manifold facing the rear of the truck in FIG. 1. The inlet of valve 32 extends through the manifold main access opening of outlet manifold 12^vi to open to the interior of that manifold.

Valve 32 has each of the two separate outlets thereof connected to a corresponding one of two pressurized, but relatively low pressure, three branched operating gas outlet collection conduits, including to a branch of right side, or upper, outlet collection conduit 30 just described and to a branch of a left side, or lower, outlet collection conduit, 33. Outlet main manifold access valve 32 is typically a relatively low pressure multiple ball valve which again has the openings and closings thereof controlled electrically by the system control arrangement (alternatively, this valve function can be provided by two independent ball valves having their inlets jointly open to the interior of outlet manifold 12^vi)

Valve 32 is capable of directing pressurized operating gas of relatively small pressures from its inlet to each of its outlets in selected flows independently of the flows in the other through the system control arrangement suitably positioning the corresponding outlet passageway control balls, and also of shutting off gas flows entirely from the inlet to each of the outlets independently of the gas flows or the shutting off of such flows in the other. The operating gas admitted into outlet manifold 12^vi by cylinder access valves 20 through corresponding port passageways 12″″ from corresponding domed recesses 12″′ of head structure 12″, after forcing the facing pistons in engine block structure 12′ to rotate the crankshaft, is directed by valve 32 to be repressurized to large gas pressures, as occurs in gas compressor 28 described above, and then stored for reuse.

Returning to inlet manifold 12^v and inlet main manifold access valve 22, left side inlet conduit 24, connected to an inlet of that valve, extends at its opposite end to the engine side orifice of another engine-tanks isolation and control valve, 34, having an engine side pressure monitor, 35, sensing operating gas pressure at that orifice. Also connected to that engine side orifice of ball valve 34 is a left side repressurized outlet conduit, 36. Engine-tanks isolation and control valve 34 is typically a high pressure ball valve which again has the openings and closings thereof controlled electrically by the system control arrangement and, for one purpose, selectively open and closed so as to maintain a pressure typically around one to two thousand psi when operating gas is flowing therethrough to inlet main manifold access valve 22. The opposite end of conduit 36 is connected to the outlet of another reciprocating piston gas compressor, 37, that, in turn, has its inlet connected to the outlet of another operating gas impurities removal filter, a membrane filtering arrangement, 38. Gas compressor 37 contains alternatively either an electric motor or a pneumatic motor that is selectively energized and controlled electrically by the system control arrangement, and is also capable of generating large pressures in the operating gas directed thereto, after that gas has been used to force the pistons in engine 12 to rotate the crankshaft therein, with pressures again being increased typically to around six thousand psi at its outlet from typically two or three hundred psi at its inlet.

The inlet of filter 38 has one branch of left side three branched operating gas collection conduit 33 connected to it. Another branch of that conduit is connected to the outlet of a left side operating gas replenishment control valve, 39, again through which is supplied additional operating gas to compensate for losses of the operating gas occurring during operation of the propulsion system as will be further described below. The remaining branch of left side collection conduit 33 is connected to outlet main manifold access valve 32 as described above.

Each of engine-tanks isolation valves 25 and 34 in FIG. 1 have a tank side orifice each having a corresponding one of a pair of tank side pressure monitor, 40 and 41, respectively, sensing operating gas pressures at those orifices. The tank side orifice of engine-tanks isolation valve 25 in FIG. 1 has a right side front bank tanks conduit, 42, connected between it and engine side orifices of high pressure right side front bank containment tank ball valves, 43, each having the tank side orifice thereof connected to a corresponding one of a right side front bank of high pressure gas containment tanks, 44, mounted in the truck. Each of valves 43 has the openings and closings thereof controlled electrically by the system control arrangement. Similarly, the tank side orifice of engine-tanks isolation valve 25 in FIG. 1 has a right side rear bank tanks conduit, 45, connected between it and engine side orifices of high pressure right side rear bank containment tank ball valves, 46, each having the tank side orifice thereof connected to a corresponding one of a right side rear bank of high pressure gas containment tanks, 47, also mounted in the truck. Each of valves 46 has the openings and closings thereof controlled electrically by the system control arrangement.

Similarly, the tank side orifice of engine-tanks isolation valve 34 in FIG. 1 has a left side front bank tanks conduit, 48, connected between it and engine side orifices of high pressure left side front bank containment tank ball valves, 49, each having the tank side orifice thereof connected to a corresponding one of a left side front bank of high pressure gas containment tanks, 50, again mounted in the truck. Each of valves 49 has the openings and closings thereof controlled electrically by the system control arrangement. Again, similarly, the tank side orifice of engine-tanks isolation valve 34 in FIG. 1 has a left side rear bank tanks conduit, 51, connected between it and engine side orifices of high pressure left side rear bank containment tank ball valves, 52, each having the tank side orifice thereof connected to a corresponding one of a left side rear bank of high pressure gas containment tanks, 53, also mounted in the truck. Each of valves 52 has the openings and closings thereof controlled electrically by the system control arrangement.

The foregoing arrangement for the pneumatic propulsion system is directed by the system control arrangement, through controlling inlet main manifold access valve 22 and the various containment tank valves, to have the more pressurized set of the operating gas right side containment tanks 44 and 47 or left side containment tanks 50 and 53 provide the pressurized operating gas contained therein through the corresponding one of right side inlet conduit 23 and left side inlet conduit 24 to inlet manifold 12^v while closing off the other of inlet conduits 23 and 24 extending from the less pressurized set of the operating gas right side containment tanks 44 and 47 or left side containment tanks 50 and 53. That pressurized gas provided to inlet manifold 12^v is directed by the system control arrangement, through controlling butterfly valves 20, to enter domed head recess 12″′ through corresponding port passageways 12″″ at appropriate times to force downward the pistons in engine block structure 12′ and then exit through corresponding port passageways 12″″ to enter outlet manifold 12^vi. The system control arrangement, in doing so, provides operating gas in quantities and pressures to these pistons in correspondence to the position and pressure sensed of foot throttle and foot brake controls 16.

This pressurized operating gas reaching outlet manifold 12^vi is at a reduced pressure relative to the gas in inlet manifold 12^v in having done work on the pistons in engine block structure 12′. That gas reaching outlet manifold 12^vi is directed by the system control arrangement, through controlling outlet main manifold access valve 32 and the various containment tank valves, to have the less pressurized set of the operating gas right side containment tanks 44 and 47 or left side containment tanks 50 and 53 receive the outlet manifold 12^vi reduced pressure operating gas through the corresponding one of branched operating gas collection conduits 30 and 33 but only after being filtered by the corresponding one of filter 29 and 38 and being repressurized by the corresponding one of gas compressors 28 and 37. The repressurized gas moves on through the corresponding one of repressurized outlet conduits 27 and 36 to the gas containment tanks. Once the gas pressures in the previously less pressurized side containment tanks increases sufficiently, and the gas pressures in the previously more pressurized side containment tanks decreases sufficiently, the system control arrangement substitutes the previously less pressurized side apparatus for the previously more pressurized side apparatus, and vice verse, and thereafter directs the repeating the cycle of the more pressurized containment tank side providing operating gas to inlet manifold 12^v and the less pressurized containment tank side receiving operating gas from outlet manifold 12^vi.

Maintaining operating gas quantities in this just described arrangement for the pneumatic propulsion system requires replenishment for gas losses occurring during operation thereof. Thus, each of right and left side operating gas replenishment control valves 31 and 39 has additionally connected to it one end of a corresponding one of a pair of operating gas replenishment tanks, 54, through a corresponding one of a pair of replenishment conduits, 55, and extending between them as seen in FIG. 1. Each of replenishment control valves 31 and 39 again has the opening and closing thereof controlled electrically by the system control arrangement. Each of replenishment tanks 54 is part of an operating gas replenishment system provided to replenish the small losses of the operating gas occurring during operation of pneumatic engine 12.

Replenishment tanks 54 are each connected at an opposite end thereof to an outlet of a corresponding one of a pair of gas generator valves, 56, by a corresponding one of a pair of gas generator conduits, 57. The inlet of each of valves 56 is connected to a corresponding outlet of a gas generator, 58. Each of gas generator valves 56 also has the opening and closing thereof controlled electrically by the system control arrangement. The operating gas replenishment system has a multistage reciprocating air compressor, 59, for compressing outside atmospheric air that is forced through a compressor conduit, 60, into and through operating gas generator 58 assuming the use of nitrogen in the system of FIG. 1 as the operating gas rather than using atmospheric air as the system operating gas. Gas compressor 59 contains an electric motor selectively energized and controlled electrically by the system control arrangement and is capable of generating at its output air pressures substantially greater than atmospheric pressure.

Although various gases, including air, could be used as the working fluid in the pneumatic system for operating pneumatic engine 12, nitrogen is selected because it can be provided relatively cheaply from air and can achieve large rates of mass transport through the pneumatic system. As indicated, atmospheric air is first compressed and then heated to about 120° F. before entering the nitrogen gas generator where membrane gas separation technology is used to separate the desired nitrogen from oxygen in the received air. This separation provides nitrogen with adequate purity including having so little water therein as to be capable of avoiding water freezing problems in the pneumatic system in very cold weather. This lack of water in the nitrogen so obtained, and the ability to obtain nitrogen without significant heating, makes the nitrogen so obtained relatively easy to compress to thereby reach very large gas pressures. Thus, nitrogen gas from gas generator 58 is stored in replenishment tanks 54.

As indicated above, in addition to or in place of that mechanical torque provided by the pneumatic propulsion system based on operating pneumatic engine 12, mechanical shaft torque can also be applied to the crankshaft of engine 12, or an extension thereof, by the electrical propulsion system based on electrical motors 11. Those two motors are each mechanically coupled to that crankshaft, or its extension, by a suitable mechanical coupling arrangement such as, typically, a “Gilmore” drive system. The traveling belt coupling pulleys on the output shafts of motors 11 to pulleys on the crankshaft, or its extension, as shown in FIGS. 1 and 2, is a typical representation of such a coupling arrangement but other arrangements such as gear trains or traveling chains can be used. Although the mechanical coupling is shown in those figures to be made to the crankshaft, or its extension, at the rear of engine 12, the coupling could alternatively be made to the crankshaft, or its extension, at the front of engine 12.

Motors 11 are typically brushless direct current motors or induction motors and may have operating or control electrical circuitry, or both, provided therewith such as motor controllers that are electrically connected to computer based system control processor 14 through interconnection arrangement 13. These motors are typically affixed to, and supported by, engine block structure 12′.

Motors 11 are supplied with electrical power from a set of electrical power batteries, 70, that are electrically connected to battery system 12, mounted in the truck, through system electrical interconnection arrangement 13 as indicated in the diagram of FIG. 1. Batteries 70 are typically lithium ion batteries, and are rechargeable through an external access connection plug, 71. Batteries 70 may have power conversion or power conditioning electrical circuitry, or both, provided therewith. Thus, they also provide electrical power through system electrical interconnection arrangement 13 for computer based system control processor (CPU) 14 and engine electronic control module (ECM) 15 for controlling the operation of selective shaft torque generating system 10 of FIG. 1. Typically, this electric propulsion system starts the truck moving with motors 11 under the control of CPU 14 and is then supplemented by the pneumatic system operating pneumatic engine 12 under the control of CPU 14 in the propulsion of the truck.

In addition to external charging of batteries 70 through external access connection plug 71, batteries 70 are subject to two other sources of recharging energy during operation of the truck by selective shaft torque generating system 10. A plurality of rotatable charging devices, 72, such as alternators, are each mechanically coupled to some corresponding one of the various shafts that rotate during operation of the truck. The resulting charging currents developed therein are sent to batteries 70 through system electrical interconnection arrangement 13 to recharge them. Thus, a plurality of devices 72 are indicated in FIG. 1, and shown mounted in FIG. 2 on a plate at the front of engine 12 each with a pulley on its input shaft rotatably joined in common with the others by a traveling belt going around them, idler tensioning pulleys, and the pulley on a rotating shaft in engine 12 forcing the belt to move shown to be the camshaft there, but could be the crankshaft. Similarly, devices 72 are indicated in FIG. 1 to be mounted on a plate near axles in the truck to which they are mechanically coupled so that rotation of the axles also rotates the input shafts of devices 72.

In a further battery recharging system, speed sensors, 73, are shown on two of the axles to provide information to CPU 14 to be used in a regenerative braking system in which, at higher truck speeds, motors 11 are converted to electrical generators upon sensing pressure on foot brake 16 under control of CPU 14. The electrical energy developed is delivered to batteries 70 through system electrical interconnection arrangement 13 with this energy development creating a reverse torque in what is then the generator shaft to result in slowing the crankshaft rotation rate to also aid in the braking.

CPU 14 also controls the providing of information as to the status of selective shaft torque generating system 10 including system problem indications and measures of the energy being delivered by the electrical and pneumatic propulsion systems, as well as the energy reserves in batteries 70 and in tanks 44, 47, 50 and 53. This information is provided on a drivers cab display, 74, in the operating cab of the truck. A pair of external monitor panels, 75, provided on opposite sides of the truck, and not in the truck cab. Each panel has an electrical connector, 76, to allow connecting test and evaluation equipment to system 10, and a display monitor, 77, to display information previously stored by CPU 14 or currently generated by CPU 14.

In addition, there is also an emergency system shutdown manually operated button, 78, on each of external monitor panels 75 to cause system operation of the operating gas system to cease upon the manual pushing of either of those buttons to thereby result in closing both of inlet and outlet main manifold access valves 22 and 32, engine-tanks isolation valves 25 and 34, right and left side front bank ball valves 43 and 49, and right and left side rear bank ball valves 46 and 52 in situations such as a gas leak occurring with the truck having been stopped with the driver not in the cab. Similar valve closings will be directed to occur by CPU 14 when the truck is being operated and such leaks and other system malfunctions are detected by CPU 14 through the various sensors providing information thereto.

However, other valves would be opened in such situations at least so as to prevent the operating gas in the cylinders of engine block structure 12′ and corresponding domed head recesses 12″′ from being trapped therein. The remaining one of the two circular openings, one in each of the opposite ends of each of manifolds 12^v and 12^vi as indicated above, is an ambient air access opening, and is the opening at that end of the manifold facing the front of the truck in FIG. 1. Each has an orifice of a corresponding one of two ambient air access valves, 80 and 81, opening therethrough to the interior of the manifold that the opening is in. Ambient air access valves 80 and 81 are typically relatively low pressure ball valves having the opening and closing thereof controlled electrically by the system control arrangement. Ambient air access valve 80, as an inlet valve, has the other orifice thereof either open to the atmosphere or, alternatively, if provided, connected to the outlet of an air supply supercharger, 82, mounted on a bracket mounting plate that is supported by and extends frontward a short distance from engine 12 from where it is bent to extend upward to support the supercharger. Thus, supercharger 82 is positioned in front of the plurality of devices 72 mounted on a plate at the front of engine 12, and is mechanically coupled to a front extension of the crankshaft in engine 12 typically by a belt around a pulley on that extension. Supercharger 82 draws ambient air from the atmosphere through an air filter, 83, and delivers pressurized air through first a filter (not shown) provided in or at its outlet and then through a conduit, 84, to access valve 80. Ambient air access valve 81, as an outlet valve, has the other orifice thereof open to the atmosphere typically through a muffler, 84, at least if a supercharger is provided. Thus, if butterfly valves 20 are opened appropriately by CPU 14 as well as ambient air access valves 80 and 81, ambient air will replace the operating gas otherwise trapped in an emergency system shut down.

Beyond the minimum of supplied air in the absence of a supercharger, however, supercharger 82 in being provided at the inlet of inlet valve 80 can be selectively engaged by CPU 14 to deliver much more air through that valve to inlet manifold 12^v, typically 2000 cubic feet per minute (cfm), and do so selectively in its being mechanically coupled to the crankshaft of engine 12 in a coupling arrangement that also includes an electrically operated clutch having its engagement and disengagement controlled by CPU 14. Engine 12, having torque delivered to its crankshaft by operating the electrical propulsion system to at least some degree (as well as the electromechanical initial torque system described below), can thus have large amounts of air under pressure delivered to domed head recesses 12″′ through inlet valve 80, inlet manifold 12^v and butter fly valves 20 to aid in providing torque to the crankshaft to allow the truck to travel some distance despite the emergency cessation of the operation of the pneumatic propulsion system based on the operating gas stored in the containment tanks.

Returning to the operation of engine 12 and FIG. 3, after operation of electric motors 11 by the system control arrangement to achieve the speed at which pneumatic engine 12 is to supply torque to the crankshaft therein, a further system is used to force the pistons in engine block structure 12′ downward in addition to the operating gas pressure provided from the banks of gas containment tanks through inlet manifold 12^v to domed head recesses 12′″ in head structure 12″ across from those pistons. Gas pressures in these recesses would have to be much greater than what they are in the description above to get these pistons moving downward sufficiently quickly for pneumatic engine 12 to be reasonably responsive to demands for additional torque to achieve corresponding increases in truck speed when that engine is being depended upon for torque generation.

Thus, to avoid the need for such large operating gas pressures in domed head recesses 12″′, there is further provided a “push-top” piston system to provide an initial mechanical downward impulse to the pistons thus serving as sort of an “initial torque” propulsion system. This mechanical impulse is provided at the beginning of each forcing of each piston downward in the corresponding engine block structure 12′ cylinder following that piston having reached its uppermost position in the cylinder. Once the piston has begun its downward travel in its cylinder, the pressure of the operating gas admitted to a corresponding domed head recess 12″′ through a suitably opened corresponding butterfly valve 20 from inlet manifold 12^v serves to increase the downward momentum of that piston.

FIGS. 1, 3 and 4 show a “push-top” piston system based on the use of linear actuator solenoids, 90, to deliver the desired mechanical impulses to the pistons, and thus provide an electromechanical initial torque system. Six pistons, 91, are shown in FIG. 3 each below a corresponding one of domed head recesses 12″′ in head structure 12″. A corresponding impulse rod, 92, is affixed to the top of each of pistons 91, and this rod fits through a corresponding cylindrical opening in head structure 12″ within which the rod is tightly sealed to the sides of that opening but still free to slide back and forth therein as the seal is self-lubricating. Mounting cylindrical shells, 93, are mounted on head structure 12″ each at the upper orifice of a corresponding cylindrical opening in head structure 12″ to have a common axis of symmetry therewith, or are mounted through the corresponding cylindrical opening in head structure 12″.

Linear actuator solenoids 90 are mounted to have their actuator shafts extend through mounting cylindrical shells 93 into the cylindrical opening below in head structure 12″, if the shell is mounted across from the cylindrical opening, to meet the corresponding impulse rod 92 after its piston has reached its uppermost position in the corresponding cylinder. Otherwise, the actuator shafts extend through cylindrical shells 93 if they are mounted in the corresponding cylindrical openings. A corresponding cover, 94, is provided over each solenoid 90 to protect it and its wiring, and to also seal therein any operating gas escaping thereto from the corresponding head recess 12″′ through its cylindrical shell 93. In operation, CPU 14 directs each solenoid 90 in the situation of its corresponding piston being in its uppermost position to have its actuator shaft deliver a downward impulse to the corresponding impulse rod 92 to thereby impulsively force the attached piston downward.

This linear actuator solenoids 90 based implementation is more fully seen in the partial cutaway views of FIGS. 6 and 7 with FIG. 6 showing a representational cutaway view of a single cylinder in engine block structure 12′ having a piston 91 at its uppermost position therein reached during its operational reciprocating cycle. Impulse rod 92 extends upward in cylindrical shell 93 to meet the actuator shaft therein of the corresponding solenoid 91.

FIG. 7 is a more detailed cutaway view showing the length of the cylinder in engine block structure 12′ and the connection between the piston 91 shown there through a connecting rod extending therefrom beneath it to the crankshaft below at the bottom of the figure that is rotatably mounted in that block structure, and to which the torques developed by the various propulsion systems are applied in operating selective shaft torque generating system 10. Piston 91 is shown toward the lower position it reaches during its operational reciprocating cycle.

Other mechanical impulse generating system can alternatively be used to develop the mechanical force impulses to be selectively delivered to impulse rods 92. An all mechanical implementation alternative is shown in FIGS. 8 and 9 which is especially suited to adapting some combustion engines to serve as a pneumatic engine since the original engine overhead cam shaft above engine head structure 12″ is replaced in the same position by a substitute cam shaft, 95, that is suited for operating pneumatic engine 12 in this arrangement though being similarly mechanically coupled to the engine crankshaft to operate in synchronism therewith. Overhead cam shaft 95 has a lobe thereon at the proper peripheral angle about the shaft axis for delivering a force impulse to a corresponding impulse rod 92 at the proper time through a rocker arm, 96, in a rocker arm assembly. The cam shaft lobe strikes one end of rocker arm 96 forcing it to rotate about a fulcrum bar, 97, so that the opposite end of rocker arm 96 strikes the corresponding impulse rod 92 thereby forcing piston 91 downward.

A pneumatic push-top piston system implementation as an alternative is shown in FIGS. 1 and 10 with the system shown in dashed line form because of being an alternative. A further reciprocating piston gas compressor, 98, that, in turn, has its inlet connected to the to the outlet valve outlet of a plurality of double valve (inlet and outlet) pneumatic linear actuators, 99, each mounted above a corresponding impulse rod 92 so that the actuator shaft therein can be forced against that impulse rod. Gas compressor 98 contains an electric motor selectively energized and controlled electrically by the system control arrangement, and is capable of generating large pressures at its outlet in the operating gas directed thereto at its inlet from the outlet valve outlets of each of linear actuators 99 after that gas has been used in those actuators to force impulse rods 92, and so pistons 91 affixed thereto, downward. The outlet of gas compressor 98 is connected to a plurality of push-top piston operating gas containment tanks, 100, through an arrangement including being connected first to a compressor outlet-tank inlet conduit, 101, that is in turn connected to each of the inlets of a pair of inlet ball valves, 102 and 103.

The outlet of valve 102 is connected to one end of a first tank conduit, 104, and the outlet of valve 103 is connected to one end of a second tank conduit, 105. First tank conduit 104 is shown with two of tanks 100 in a first set of tanks each connected thereto through a corresponding one of a pair of first set ball valves, 106. Second tank conduit 105 is shown with two of tanks 100 in a second set of tanks each connected thereto through a corresponding one of a pair of second set ball valves, 107. The opposite ends of first and second tank conduits 104 and 105 are each connected to the inlets of a pair of outlet ball valves, 108 and 109. The outlets of each of outlet ball valves 108 and 109 are connected to an outlet conduit 110 that is connected to the inlet valve inlet of each of double valve pneumatic linear actuators 99.

The operating gas directed to gas compressor 98 at its inlet from the outlet valve outlets of each of linear actuators 99 after that gas has been used in those actuators to force downward impulse rods 92, as indicated above, comes through a actuator outlet-compressor inlet conduit, 111. Conduit 111 is a three branched conduit and has connected to the remaining one of its branches a replenishment conduit, 112, that is connected to it through a replenishment valve, 113. This pneumatic push-top piston system alternative has each of the valves therein, the inlet and outlet valves of pneumatic linear actuators 99, inlet ball valves 102 and 103, first and second set ball valves 106 and 107, and outlet ball valves 108 and 109 again have the opening and closing thereof controlled electrically by the system control arrangement.

The solenoidal and pneumatic push-top piston system implementations can be operated together in a combined push-top piston system implementation. Thus, the actuator shaft in a pneumatic linear actuator 99 can further have a solenoidal coil provided thereabout to be operated simultaneously with the operation of that actuator 99.

While the invention has been described with reference to an exemplary embodiment(s), it will be understood by those skilled in the art that various changes may be made and equivalents may be substituted for elements thereof without departing from the scope of the invention. In addition, many modifications may be made to adapt a particular situation or material to the teachings of the invention without departing from the essential scope thereof. Therefore, it is intended that the invention not be limited to the particular embodiment(s) disclosed, but that the invention will include all embodiments falling within the scope of the appended claims.

Claims

1. An electropneumatic torque generating system using a pneumatic engine having an engine block with cylindrical openings therein each containing a piston rotatably connected to a crankshaft in said engine block, said engine block supporting a head structure having head recesses therein each across from a corresponding said cylinder with said head structure having a pair of port passageways extending therethrough from each said head recess to have each of said port passageways in a said pair thereof open in a corresponding one of a pair of manifolds each supported on said pneumatic engine, said system comprising:

a first tank, capable of containing an operating gas at a relatively large pressure, and being connected to a first of said pair of manifolds with a first discharge connection arrangement so as to be capable of discharging portions of any of said operating gas in said first tank through said first discharge connection arrangement into said first manifold,

a first gas compressor having an inlet and an outlet and being capable of increasing pressures of said operating gas received at said inlet thereof to thereby discharge said operating gases at greater pressures at said outlet thereof, said first gas compressor inlet being connected to a second of said pair of manifolds through a first input collection connection arrangement so as to be capable of receiving said operating gases from that manifold through said first input collection connection arrangement that have flowed from said first manifold through a head recess and that said pair of port passageways corresponding thereto, and

a second tank, capable of containing a gas at a relatively large pressure, being connected to said outlet of said first gas compressor through a first output collection connection arrangement so as to be capable of receiving therein said operating gases that have flowed through said first gas compressor.

2. The system of claim 1 further comprising a first manifold control valve in said first discharge connection arrangement through which said operating gases from said first tank must flow to be discharged into said first manifold.

3. The system of claim 2 further comprising a first manifold recess valve positioned between a selected said head recess and said first manifold.

4. The system of claim 2 further comprising a second manifold control valve in said first input collection connection arrangement through which said operating gases from said second manifold must flow to be received by said first gas compressor inlet.

5. The system of claim 4 further comprising a first manifold recess valve positioned between a selected said head recess and said first manifold.

6. The system of claim 5 further comprising a second manifold recess valve positioned between said selected head recess and said second manifold.

7. The system of claim 1 further comprising a second manifold control valve in said first input collection connection arrangement through which said operating gases from said second manifold must flow to be received by said first gas compressor inlet.

8. The system of claim 7 further comprising a second manifold recess valve positioned between said selected head recess and said second manifold.

9. The system of claim 1 further comprising said second tank being connected to a selected one of said first and second manifolds with a second discharge connection arrangement so as to be capable of discharging portions of any of said operating gas in said second tank through said second discharge connection arrangement into said selected one of said first and second manifolds.

10. The system of claim 9 further comprising a second gas compressor having an inlet and an outlet and being capable of increasing pressures of said operating gas received at said inlet thereof to thereby discharge said operating gases at greater pressures at said outlet thereof, said second gas compressor inlet being connected to that one of said first and second manifolds other than said selected one of said first and second manifolds through a second input collection connection arrangement so as to be capable of receiving said operating gases from that manifold through said second input collection connection arrangement that have flowed from said selected manifold through a head recess and that said pair of port passageways corresponding thereto, and said first tank being connected to said outlet of said second gas compressor through a second output collection connection arrangement so as to be capable of receiving therein said operating gases that have flowed through said second gas compressor.

11. The system of claim 9 wherein said second tank is connected to said first manifold with said second discharge connection arrangement.

12. The system of claim 11 wherein said first manifold control valve is a valve arrangement in both said first and second discharge connection arrangements and through which said operating gases from said first tank and said second tank must flow to be discharged into said first manifold.

13. The system of claim 10 wherein said second gas compressor inlet is connected to said second manifold with said second input collection connection arrangement.

14. The system of claim 13 wherein said second manifold control valve is a valve arrangement in both said first and second input collection connection arrangements and through which said operating gases from said second manifold must flow to be received said first and second gas compressors.

15. The system of claim 1 further comprising a first manifold recess valve positioned between a selected said head recess and said first manifold.

16. The system of claim 12 further comprising a second manifold recess valve positioned between said selected head recess and said second manifold.

17. The system of claim 1 further comprising an electrical motor mechanically coupled to said crankshaft.

18. The system of claim 17 further comprising a battery and power conditioning system for selectively providing electrical power to said motor, and further comprising mechanically rotatable shaft electrical power generating devices electrically connected to said battery and power conditioning system for recharging said battery and yet further comprising mechanically coupling said rotatable shaft so as to be capable of being rotated as a result of rotation of said crankshaft.

19. The system of claim 1 further comprising a said piston having an impulse rod affixed thereto extending through a corresponding said head recess and through said head structure so as to be engageable by a mechanical force generator capable of delivering a mechanical force thereto.

20. The system of claim 1 further comprising an operating gas replenishment system connected to at least one of said first and second input collection connection arrangements, said operating gas replenishment system being capable of injecting additional quantities of operating gas into said one of said first and second input collection connection arrangements.

21. The system of claim 1 further comprising said first manifold having an access port at which a gas alternative to said operating gas can be provided therein.

22. The system of claim 20 further comprising a supercharger for providing said alternative gas to said first manifold.