Abstract:
A hybrid turbo transmission for reduced energy consumption is disclosed. A hybrid turbo transmission configured as a multi-purpose unit (MPU). The MPU recovers energy from the cooling system, exhaust system, ram pressure and the breaking system. The MPU unit is an automatic transmission, supercharger, air compressor for other uses, and starter for the engine using a multi-purpose unit that will eliminate the need for a torque converter or clutch, flywheel, catalytic converter, starter and supercharger. The MPU reduces pollution to near zero and reduces the aerodynamic drag coefficient on the vehicle. The MPU uses two or more in-line compressors to transfer power from the power source, such as an internal combustion engine (ICE) to a turbine or multi-stage turbine that acts as an automatic transmission. The hybrid turbo transmission system uses plug-in power as a second source of power.

Description:
CROSS REFERENCE TO RELATED APPLICATION 
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     STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT 
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     THE NAMES OF THE PARTIES TO A JOINT RESEARCH AGREEMENT 
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     INCORPORATION-BY-REFERENCE OF MATERIAL SUBMITTED ON A COMPACT DISC 
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     BACKGROUND OF THE INVENTION 
     1. Field of the Invention 
     This invention relates to improvements in energy consumption in a vehicle. The invention is multi-purpose unit (MPU) for energy recovery from the cooling systems, exhaust system, ram pressure and breaking system. 
     2. Description of Related Art Including Information Disclosed Under 37 CFR 1.97 and 1.98: 
     Most vehicles use 24% of their energy to drive the vehicle 24% for the cooling system, 33% for exhaust gas and the remainder of the energy is used for heat radiation, engine friction and other losses. 
     The MPU recovers some of the energy from the cooling system by capturing the ram pressure through the radiation and using the captured energy in the MPU. 
     The MPU uses energy recovered from the exhaust gas by sending the exhaust gas back into the MPU and using it. The exhaust gas that is being discharged from the cylinder has a high pressure and high temperature. By sending the exhaust back to the MPU the MPU can recover some of the heat and the pressure and convert it into power. 
     The MCU can use the energy recovered from the breaking system. 
     The MPU changes the concept of a vehicle design by using the ram pressure as useful pressure rather than negative pressure on the vehicle. The frontal area of the vehicle is enlarged in front of the radiator to let more air enter into the unit and reduce the drag coefficient. This change results in a new concept of an aerodynamic vehicle. 
     The MPU unit will reduce the pollution significantly by mixing the exhaust gas with fresh air from the air ram and under high temperature and high pressure. 
     Elimination of the catalytic converter will further reduce cost and energy that is lost from passing exhaust gas through the catalytic converter. 
     A first storage tank is used for the engine as a supercharger and to start the engine. A second storage tank is used for energy storage from the braking system and from a plug-in power source. 
     The second storage tank is usable as a compressed air supply to supply high pressure air and for other uses such as but not limited to the suspension system of the vehicle, construction tools and for the braking system. 
     The multi-purpose unit (MPU) has an automatic transmission that uses multi-stage turbines as shown and described in patent application Ser. No. 12/145,469 by the same inventor. 
     The radial engine is shown and described in the inventor&#39;s prior patent application Ser. No. 12/238,203 by the same inventor. 
     Several products and patents have been. Exemplary examples of patents covering these products are disclosed herein. 
     U.S. Patent application number 2007/0113803 published on May 24, 2007 to Walt Froloff et al., discloses an Air-Hybrid and Utility Engine that uses compressed air in combination with air that is delivered from a conventional intake manifold. In this application the air is compressed with a compressor for direct injection in to cylinders as needed. While this application uses compressed air from a storage tank the air is not compressed from an air ram system where the forward velocity of the vehicle generates some of the compression of the air into the manifold. 
     U.S. Patent application number 2007/0227801 published Oct. 4, 2007 to John M. Loeffler discloses a Hydraulic Energy Recovery System with Dual-Powered Auxiliary Hydraulics. This patent uses stored hydraulic pressure to turn the wheels of the vehicle. A gas powered engine is used to compress the hydraulic fluid and to move the vehicle as needed to supplement the hydraulic power system. This type of system is most ideally used in vehicles that have an extensive amount of hydraulic systems, such as a garbage truck or earth moving equipment. While it provides one mode of vehicle propulsion it also does not use air from an air ram system or use regenerative braking to further conserve energy. 
     What is needed is a hybrid turbo transmission that uses multiple different energy conservation methods including using the air entering the front of the car to compress air that is used in the intake manifold, hydraulic and pneumatic storage to store energy that is lost. The pending application provides a solution to conserve energy losses and reduce pollution. 
     BRIEF SUMMARY OF THE INVENTION 
     It is an object of the hybrid turbo transmission to operate as a multi-purpose unit (MPU) is a second engine, supercharge, compressed air storage tank, air compressor, starter for the engine, catalytic converter and automatic transmission. The multi-purpose unit (MPU) reduces the pollution to near zero and further reduces the drag coefficient on the vehicle. 
     The multi-purpose unit has two or more in-line compressors that transfer the power from the power source, such as an internal combustion engine (ICE), to a turbine or multi-stage turbine to act as an automatic transmission. 
     The hybrid turbo transmission system uses a plug-in or external power source as a second source of power. 
     Various objects, features, aspects, and advantages of the present invention will become more apparent from the following detailed description of preferred embodiments of the invention, along with the accompanying drawings in which like numerals represent like components. 
    
    
     
       BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING(S) 
         FIG. 1  shows a block diagram of a first preferred embodiment of a hybrid turbo-transmission. 
         FIG. 2  shows a T-S diagram of energy through the hybrid turbo-transmission in the first preferred embodiment. 
         FIG. 3  shows a block diagram of a second preferred embodiment of a hybrid turbo-transmission. 
         FIG. 4  shows a T-S diagram of energy through the hybrid turbo-transmission in the second preferred embodiment. 
         FIG. 5  shows a graph of the relationship between aerodynamic drag and rolling resistance over a speed range. 
         FIG. 6  shows a block diagram of third preferred embodiment of a hybrid turbo-transmission. 
         FIG. 7  shows a block diagram of fourth preferred embodiment of a hybrid turbo-transmission. 
         FIG. 8  shows a block diagram of fifth preferred embodiment of a hybrid turbo-transmission. 
         FIG. 9  shows a block diagram of sixth preferred embodiment of a hybrid turbo-transmission. 
         FIG. 10  shows a block diagram of seventh preferred embodiment of a hybrid turbo-transmission. 
         FIG. 11  shows a block diagram of eight preferred embodiment of a hybrid turbo-transmission. 
         FIG. 12  Shows a system curve for a three speed Turbo-Transmission. 
         FIG. 13A-13D  shows a three speed turbo-transmission and the fluid flow through each of the three speeds. 
         FIG. 14  shows a side cross sectional view of a three speed turbo-transmission. 
         FIG. 15  shows a side cross sectional view of a five speed turbo-transmission. 
         FIG. 16  shows a system curve for a five speed turbo-transmission. 
         FIG. 17  shows a side cross sectional view of a three speed turbo-transmission with ram air input compressor. 
         FIG. 18  shows a simplified cross sectional view of the engine with eight cylinders on one elliptical crank with cooling fins. 
         FIG. 19  shows a front cross sectional view of one turbine of a turbo-transmission with the valves closed. 
         FIG. 20  shows a front cross sectional view of one turbine of a turbo-transmission with the valves open. 
         FIG. 21  shows a partial isometric view of one-way overrunning clutches or roller clutches that connect the speed turbines to the driven shaft. 
         FIG. 22  shows a partial isometric view of a multiple disc clutch that connects the speed turbines to the driven shaft. 
         FIG. 23  shows a side cross sectional view of a multiple-disk clutch used in the Turbo-Transmission. 
     
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       FIG. 1  shows a block diagram of a first preferred embodiment of a hybrid turbo-transmission.  FIG. 2  shows a T-S diagram of energy through the hybrid turbo-transmission as shown in the block diagrams in  FIG. 1 . As a vehicle moves forward air enters into the front of a vehicle creating drag. In a preferred embodiment the air enters into the front of the vehicle  1 . The ram pressure  47  is compressed as it enters the vehicle creating ram pressure  2 . The ram pressure  2  passes through the radiator  18  of the vehicle where it is heated. Refer to the graph in  FIG. 2  that shows the temperature rise on the vertical axis where the corresponding item numbers are shown with the temperature and work recovery. 
     The radiator  18  has a hood  19  that collects the air  3  after the radiator  18  where energy Q 1  is recovered from the radiator  18 . The air flow after the radiator  3  passes into compressor (I)  48 . Compressor (I)  48  is powered by work unit or engine  20  turn  26  compressor (I)  48  that performs an initial compression of the air  3  from the radiator  18 . A portion of the compressed air from compressor (I) is returned to the work unit to supercharge the engine  8  and the remainder of the compressed air from the compressor (I)  4  is mixed with the exhaust from the work unit  20  and passed into compressor (II)  49 . The work unit  20  produces exhaust, and the heat and pressure from operation and the exhaust is recovered as work Q 2  and mixed with some of the air from compressor (I)  4  and passed into compressor (II). 
     The mixed exhaust and compressed ram air  5  enters into compressor (II)  49  that is also powered by the work unit  20  where it is further compressed  6 . The compressed air after compressor (II)  7  enters into turbine  50  that turns the output shaft  90  that moves the vehicle. The air after the turbine  9  is vented to the atmosphere. 
       FIG. 3  shows a block diagram of a second preferred embodiment of a hybrid turbo-transmission using an air cooling radial configuration engine  23 .  FIG. 4  shows a T-S diagram of energy through the hybrid turbo-transmission. As a vehicle moves forward air enters into the front of a vehicle creating drag. In a preferred embodiment the air enters into and air ram in the front of the vehicle  1 . The ram pressure  47  is compressed as it enters the vehicle creating ram pressure  2 . The ram pressure  2  passes through the compressor (I)  48  and then the compressed air  44  enters through air cooling system for radial engine  23 . Output air  144  is mixed with exhaust air from the engine. The mixed air  43  enters compressor II  49 . 
     The air  1  that enters the front of the vehicle turns both compressor (I)  48  and compressor (II)  49  with a common input shaft  26 . The gas or air  45  after compressor (II)  49  enters into turbine  50  that turns the output shaft  90  that moves the vehicle. The air after the turbine  50  is vented  46  to the atmosphere. 
       FIG. 5  shows a graph of the relationship between aerodynamic drag and rolling resistance over a speed range. In the preferred embodiment the rolling resistance is caused by the wheels rolling on the ground. The aerodynamic drag changes significantly depending upon the speed of the vehicle. Using the air ram pressure, this drag to produce useful work within the vehicle as opposed to causing an impact on the vehicle as aerodynamic drag. 
       FIG. 6  shows a block diagram of third preferred embodiment of a hybrid turbo-transmission.  FIG. 7  shows a block diagram of fourth preferred embodiment of a hybrid turbo-transmission.  FIG. 8  shows a block diagram of fifth preferred embodiment of a hybrid turbo-transmission.  FIG. 8  shows a block diagram of sixth preferred embodiment of a hybrid turbo-transmission.  FIG. 9  shows a block diagram of seventh preferred embodiment of a hybrid turbo-transmission.  FIG. 10  shows a block diagram of eight preferred embodiment of a hybrid turbo-transmission. The front end of these different preferred embodiments is essentially the same. The post turbine  50  has variations that will be described individually. 
     In  FIGS. 6-11 , as a vehicle moved forward, air enters into the front of the vehicle as ram air. The ram pressure  2  passes through the radiator  18  of the vehicle where it is heated. A shroud  19  is located around the radiator  18  for capturing the heated ram air  3  and directs the heated air to the hybrid turbo-engine  57 . A work unit  20 , such as a combustion engine turns with the input shaft  26 , compressor (I)  48 , the compressed and the heated ram air. 
     The majority of the compressed air after compressor (I)  48  is passed to a second compressor (II)  49 . A portion of the compressed air  11  after compressor (I)  48  passes through a check valve  42  and into a first storage tank  16  having cooling fins. A valve  41  passes air from the first storage tank  16  where the compressed air  12  enters the work unit  20  to turbo-charge the work unit  20 . The valve  41  opens when the engine is turned on, in other conditions the valve is closed. Exhaust  10  from the work unit  20  is passed back into the hybrid turbo-engine  57  between compressor (I)  48  and compressor (II)  49  where the fresh air and exhaust air is mixed. 
       FIGS. 6 ,  8  and  10  show that the exhaust gas will be release into the atmosphere after the turbine  50 , and will be a typical transmission  56  after the turbine  50 .  FIGS. 7 ,  9  and  11  show that the exhaust gas will be released in tin to the atmosphere after the multi-stage turbine transmission is found in the inventor&#39;s prior application Ser. No. 12/145,469 that performs as a multi-stage transmission to turn the wheels of the vehicle. 
       FIGS. 6 and 7  show the first preferred embodiment of the energy recovered from the braking system  59  that includes a storage tank (II)  17  with a wire resistor  100  for using external (plug-in) power. A compressor/turbine unit with a planetary gear set  88 . The unit works as a compressor when using a foot operated brake and that opens the valve  94  to feed the compressor with high pressure air after compressor (II) to in the inlet of the compressor, the valve  89  closes and the throttling valve is operated by the gas pedal to close the valve  92  that will open to let compressed air from the compressor  88  to go into the tank  17 . The unit works as a turbine when the throttling valve  97  on line  138  that is operated by the gas pedal to open the valves  92  and  94  will close and the valve  89  on air line  148  that will open. Air line  139  has a valve  94  and a check valve  93 . 
       FIGS. 8 and 9  show the second preferred embodiment of the energy that is recovered from the braking system  59  that includes a storage tank (II)  17  with a resistance wire  100  for external plug-in power. A compressor unit (III)  87  is connected to the output shaft  90  with an engageable coupling  86 . The engageable coupling  86  allows the compressor unit (III)  87  to operate when a user engages a brake pedal. Operation of the brake pedal opens valve  79  on air line  137  and valve  97  will close. The compressed air from after compressor (II) is sent to inlet compressor (III)  87  though pipe  137  then through valve  79  to the inlet of compressor unit (III)  87 . Air flows from the outlet of compressor (III)  87  flows though check valve  93  in pipe  138  to storage tank (II)  17 . The pressurized air from tank (II)  17  is sent back to turbine  50  for acceleration or to move the vehicle by opening the throttling valve  97  and closing the valve  79  and disengaging the compressor shaft from output shaft  86 . 
       FIGS. 10 and 11  show the third preferred embodiment of the energy recovery from the braking system  59  including a storage tank (II)  17  with a wire resistor  100  for external plug-in power and wire resistor  99  from electrical generator  98 . Electrical generator  98  operates from a foot pedal to generate power that is sent through wire(s)  95  to a wire resistor  99  inside the tank  17 . The temperature and the pressure inside the tank will rise and the throttling valve  97  will be closed. The pressurized air from tank  17  is sent back to turbine  50  for acceleration or to move the vehicle by opening the throttle valve  97 . The valve  96  is open all the time except when the vehicle is off and the engine is not running. 
       FIG. 12  shows a system power curve for the Turbo-Transmission. The left vertical axis  71  is head in ft for a pump. The right vertical axis  73  is Torque in lb-ft for turbines on an output shaft. The upper horizontal axis  70  is N for the speed for a turbine in Revolutions per Minute (RPM). The bottom horizontal axis  72  is Q for Gallons per Minute (GPM) for a pump or turbine. Solid curved lines  74  represent system curves for a pump at different N, RPM(s). Dashed curved lines  75  represent system curves for turbines. From these curves the 1 st  Gear curve  76  shows the first gear, Turbine  1  (T 1 )+Turbine  2  (T 2 )+Turbine  3  (T 3 ) in operation. The curve of 2 nd  Gear  77  shows the second gear, Turbine  1 +Turbine  2  in operation. The curve of 3 rd  Gear  78  shows the third gear, Turbine  1  in operation. The turbines and gears are described in more detail in  FIGS. 13A-13D . 
       FIG. 13A-13D  shows a three hybrid speed Turbo-Transmission and the air flow through turbines. The chart shown in  FIG. 13D  identifies the activation of the three solenoids to allow flow through the three turbines. The solenoids are designated as ON or OFF and their activation or de-activation allows or prevents flow from the pumps  48 , 49  through the turbines  51 - 53 . When any solenoid valve is on (closed) no flow will exist to the solenoid valve and the valve is OFF (open) flow will be allowed to pass though the valve.  FIG. 13A  represents a third gear where solenoid  1  is OFF and  2  and  3  are ON. Input shaft  26  turns pumps  48 ,  49  that supplies output flow  25  through turbine (T 1 )  51 . Because solenoids  2  and  3  are ON no flow is made through turbines (T 2 )  52  or (T 3 )  53 . Roller clutches in these turbines allow the turbine to free spin on the output shaft  90 .  FIG. 13D  represents second gear where solenoid  2  is OFF and solenoids  1  and  3  are ON. Input shaft  26  turns pump  48 ,  49  that supplies output flow  25  through turbine (T 1 )  51  and turbine (T)  2   52 . Because solenoid  2  is OFF no flow is made through turbine or (T 3 )  53 . Roller clutch in this turbine allow the turbine to free spin on the output shaft  90 .  FIG. 13C  represents first gear where solenoid  3  is OFF and solenoids  1  and  2  are ON. Input shaft  26  turns pumps  48 ,  49  that supplies output flow  25  through turbines (T 1 )  51 , (T 2 )  52  and (T 3 )  53  that turn the output shaft  90 . The exhaust gas  24  from the turbines where it is release to the atmosphere. 
     The turbo transmissions shown in  FIGS. 14 ,  15 , are similar to the turbo-transmission shown in the inventor&#39;s pending application Ser. No. 12/145,469 with the addition of air line  3  from the cooling system, air compressor line  11  after compressor (I) enters into the engine through a storage tank and exhaust line  10  from engine. Another difference is that the air after the turbines exhausts out the end of the transmission. Air after the compressor (II) can pass  143  to and from a storage tank (II). 
       FIG. 14  shows a side cross sectional view of a three speed Turbo-Transmission. The turbo-transmission is essentially round and components shown on the top of this figure are also shown on the bottom of this figure. A brief look at  FIGS. 19 and 20  show a cross section view of three sets of valves around the turbo-transmission and each of the three sets has eight valves it is contemplated that more or less than eight valves can be used. Rotational bearings  27 ,  28  and  29  support the various input  26  and output  90  shafts as the power is transmitted to the input shaft  26  through the pumps to turbo-transmission to the output shafts  90  and  91 . One or more trust bearings  33  maintain the turbines in position from the thrust being exerted on them. In operation input shaft  26  is turned by a motor or the like. When input shaft  26  is turned it will turn pumps  48 , 49 . A portion of the flow  37  will be used to operate solenoids  81 - 83  that control valves  61 - 63  that allow one or more of the turbines  51 - 53  to turn. Valves  61 - 63  are maintained in the open position with spring(s)  69 . 
     The output flow  25  from pumps  48 , 49  will push against first turbine  51  and will turn the turbine on. Output flow from turbine  51  will push through the nozzle  112  to redirect flow to turbine  52  and will turn the turbine on. The flow then goes through nozzle  113  to redirect the flow to another turbine  53  and turn the turbine on and then the flow  24  will release the air to the atmosphere. The pressure after the pump  49  will be larger than the pressure at the nozzle  112 . The pressure through each successive turbine will drop gradually as the fluid flows though each turbine. Specifically the pressure at nozzle  112  will be greater than the pressure at nozzle  113  and the pressure at nozzle  113  will be larger than the pressure after turbine  53 . 
     In this figure, flow  37  is shown passing through only valves  82  and  83  because valve  81  is closed. Flow through the solenoids  82  and  83  then flows into valves  61  and  62  that block flow through the opening. The output flow will push through nozzles  112  and  113  to turn their respective turbines. Turbines  52  and  53  are connected to the shaft with one-way clutches  101  and  102  the turn the shaft and also allow the turbines  52  and  53  to free spin on the shaft when flow, or insufficient flow, is not running though the turbines. A planetary gear set is located after the turbo-transmission on the output shaft that is connected to ring gear  31 , carrier  32  and sun gear or output shaft  91  and will be located forward of clutch  35  and reverse brake  34  and parking gear and the speed sensor. 
       FIG. 15  shows a side cross sectional view of a five speed turbo-transmission. The transmission shown in this figure is similar to the transmission shown in  FIG. 14 . The major differences are that this turbo transmission has five turbines to simulate a five speed transmission. Output flow  25  from the pump  49  is fed to the solenoids  81 - 85  and the turbines. In this figure solenoid  83  is off therefore the valve  63  is open. When this valve  63  is open flow  24  will be released to the atmosphere. The remaining valves  61 ,  62 ,  64  and  65  will be closed and no flow will go through the opening to output flow  24 . In this figure the turbines are connected to the shaft  90  with one-way clutches  101 - 104 . Flow to and through a turbine will turn on the turbine and engage the clutch(s). 
       FIG. 16  shows a system curve for a five speed hybrid turbo transmission. The transmission shown in this figure is similar to the three speed transmission that is shown and described in  FIG. 12 . 
       FIG. 17  shows a side cross sectional view of a three speed hybrid turbo-transmission that is similar to the transmission shown and described in  FIG. 13  except the air ram enters the first compressor (I)  48  before the radial engine  23  and the compressed air goes through air cooling system of the radial engine  23  to compressor (I)  49  after being mixed with exhaust gas from the engine. The engine  23  disclosed in the inventor&#39;s prior application Ser. No. 12/228,203. 
       FIG. 18  shows a simplified cross sectional view of the radial engine with eight cylinders on one elliptical crank with cooling fins. The components of these cylinders is similar to previous described in the inventor&#39;s pending application Ser. No. 12/228,203 with the cylinder(s)  230  having an internal piston  240  connected to a fixed piston arm through a bearing  244  to an elliptical crank  330  that turns drive shaft  331 . A fuel injector  270  and a spark plug  271  exist on the top or head of the cylinder. Each piston  240  has a piston arm  41  that connects through a bearing onto the elliptical crank  330  that turns the drive shaft  331 . The cylinders could be various types of mixed cylinders selected between engine cylinders and compression cylinders based upon desire, need or use. Cooling vanes  201  are placed between the cylinders to provide cooling of the engine. 
       FIG. 19  shows a front cross sectional view of one turbine of a turbo-transmission with the valves closed.  FIG. 20  shows a front cross sectional view of one turbine of a Turbo-Transmission with the valves open. While it is shown with eight valves  62   a - 62   h  existing around the turbo-transmission it is contemplated that more or less than eight valves can be used. In  FIG. 9 , the solenoid,  82  is open and flow enters all the valves  62   a - 62   h , whereby pushing the valves closed. In this orientation flow will be blocked from exiting the opening after turbine  52  (not shown). In  FIG. 20 , the solenoid,  82  is closed and flow is blocked from all the valves  62   a - 62   h , whereby allowing flow  39  through the opening after turbine  52  (not shown). Note that the spring(s)  69  maintains the valve(s) open in  FIG. 20 . 
       FIG. 21  shows a partial isometric view of one-way overrunning clutches or roller clutches that connect the speed turbines to the driven shaft. This figure shows one contemplated embodiment of a one way clutch using a plurality or dogs or sprags  130  connected around a shaft  90 . When the turbine  132  turns in one direction the dogs or sprags  130  grip onto the shaft  90  to turn the shaft. When the turbine  132  stops or turns  133  in the opposite direction, the dogs or sprags release the shaft and allows the turbine to free spin on the shaft  90 . While dogs or sprags are shown and described a number of other one-way clutches or bearing are contemplated that perform equivalently. 
       FIG. 22  shows a partial isometric view of a multiple disc clutch that connects the speed turbines to the driven shaft.  FIG. 23  shows a side cross-sectionals view of a multiple-disk clutch used in the turbo-transmission.  FIG. 22  shows a shaft  90  connected to a multi-disc clutch plate  32  through bearing  131 . The multi-disc clutch pack  32  is shown with more detail in  FIG. 23 . This configuration uses the pressure of the output flow  25 , which comes from the pump, to go through opening  138  to push piston  139  and lock the disk clutch  141 . The moving clutch plate has the turbine blades  132  that provide the rotational motion  133  on the output shaft  90 . In addition to the output flow  25  entering the opening  138  flow will also move through the nozzle(s)  140 . 
       FIG. 23  shows a partial cross-sectional view of the turbine with a multiple-disc clutch connected to output shaft  90  with bearing  131 . When the differential pressure before or after the turbine is sufficient to turn the turbine and lock the multi-disc clutch then the power will transfer to output shaft  90 . The pressure  25  will turn the turbine  132  and push through opening  138  where it will push piston  139  against the disk clutch  141  and lock the turbine to output shaft  90 . 
     Thus, specific embodiments of a hybrid turbo-transmission have been disclosed. It should be apparent, however, to those skilled in the art that many more modifications besides those described are possible without departing from the inventive concepts herein. The inventive subject matter, therefore, is not to be restricted except in the spirit of the appended claims.