Low energy consumption vehicle propelled by thermal engine

A thermal engine and energy accumulating flywheel are operatively connected to propel a vehicle, and a regulating means regulates the thermal engine to generally produce a limited constant maximum quantity of energy marginally in excess of that energy necessary to propel the vehicle under a constant desired operating condition. Sufficient energy accumulates in the energy storage flywheel to provide intermittent quantities of energy in a excess of that available from the thermal engine for propelling the vehicle. In this manner, fuel consumption by the thermal engine is significantly reduced and the amount of pollutants emitted is reduced, since the thermal engine is operated in a relatively constant condition to supply energy slightly in excess of that necessary for propelling that vehicle at a constant desired operating condition. Regulating the production of energy by the thermal engine allows a variety of different energy production levels which may be selectively utilized according to the contemplated mode of operation of the vehicle.

BACKGROUND OF THE INVENTION 
1. Field of the Invention 
This invention relates to an improved apparatus and method for powering a 
vehicle by an internal combustion or thermal engine. 
2. Brief Description of the Prior Art 
The historical premise underlying the development of personal passenger 
transportation vehicles powered by internal combustion engines has been 
that, with increases in the weight of the vehicle and the demand for 
performance, the size of the internal combustion engine has been 
increased. Development of vehicles powered by internal combustion engines 
according to this premise has caused significant social problems in modern 
society. One such problem is that the large engines in these vehicles have 
consumed relatively large amounts of energy in the form of petrochemical 
fuel. Another problem is that the internal combustion engines emit 
significant amounts of pollutants into the air, particularly in urban 
areas. Under contemporary standards, the problems of excessive fuel 
consumption and air pollution have become of such importance that laws are 
in effect or will shortly come into effect to regulate and control the 
sales, use and character of vehicles powered by internal combustion 
engines. In addition, indirect restrictions on the use of such vehicles 
have resulted from the relatively high cost of fuel for propelling these 
vehicles. 
In an effort to solve these and other problems associated with vehicles 
powered by internal combustion engines, technology has developed in two 
basic technological areas. The first developmental are has been an attempt 
to modify or improve contemporary internal combustion engines to improve 
fuel economy and decrease pollutant emissions. The second developmental 
area has concentrated on the development of alternative power sources for 
vehicles, other than internal combustion or thermal engines. Developments 
in the second area have proceeded on the assumption that the internal 
combustion engine can never be made to avoid the problems it has created 
and still meet society's contemporary needs for transportation. 
Developments in the first area have proceeded on the theory that the 
internal combustion engine can continue to be utilized if a great deal of 
research, development and resources are committed to improving the 
operation of the engine, and that society must pay the costs of such 
research and development as a price for maintaining its current standards 
of transportation. 
The technical developments of improving fuel economy and decreasing 
emissions has involved a number of different approaches. One approach has 
been to add pollution control equipment to the standard vehicle engine. 
Generally the pollution control equipment has decreased fuel economy and 
engine performance and thus, while limiting emissions, has increased fuel 
consumption. Another approach has been to design different types of 
thermal engines, such as rotary engines, variable stroke engines, Stirling 
cycle engines, etc. In each case, the new engines have generally tended to 
be of increased cost and have not achieved significantly better 
performance regarding fuel economy or emissions. A further approach has 
been a slight reduction in engine size. At this time, reduction in engine 
size has been met with some significant consumer resistance, apparently 
because of certain unstated vehicle performance standards for 
acceleration, hill climbing capability, passing power, etc. One last 
approach has been to reduce the size and weight of the vehicle. Again at 
the present time, some consumers appear to demand certain unstated 
standards in the size and weight of their vehicles. These aspects must be 
viewed with the recognition that limitations of thermodynamic efficiency 
presently available from relatively large internal combustion engines will 
apparently restrict the success in modifying present internal combustion 
engines to significantly improve fuel economy and decrease emissions. In 
fact, major vehicle manufacturers have strongly argued that future 
vehicles powered by internal combustion engines will not be capable of 
meeting fuel mileage and emission standards required by law. 
The technological developments of utilizing alternative sources of power 
for vehicles has basically centered around use of electric motors, 
primarily because electric motors do not emit pollutants and the 
generation of electrical power is thought to be within the resource 
capability of most countries without significant reliance on foreign 
sources of energy. However, an electrically powered vehicle under 
contemporary standards is a significantly different type of vehicle than 
can realistically be enjoyed and utilized by society. First of all, an 
electrical vehicle is limited in its long distance operating range. It is 
incapable of storing sufficient energy in its batteries to propel the 
vehicle over relatively long distances, and facilities for recharging 
batteries at predetermined intervals do not exist, which create 
significant limitations in mobility. In addition, present electric 
vehicles are of considerable weight since the electric motors, motive 
drive means and the batteries are generally large and relatively heavy. 
When employed in a vehicle, a high percentage of the energy stored is 
utilized merely in propelling the electric motors, batteries, etc. This, 
of course, reduces the effective range of the electric vehicle and 
decreases energy utilization efficiency for passenger transportation. 
Furthermore, if electric vehicles are to attain the current performance 
standards apparently demanded by the majority of consumers, for whatever 
reasons, the power capacity of the electric motors, the motive drive means 
and the batteries must be further increased. Motors of the capacity 
required are expensive and of large size and weight, which further 
complicates the present weight and efficiency problems. Lastly, to 
regenerate energy during times when the electric vehicle is stopped or 
slowed is relatively ineffective in increasing the range of the vehicle. 
Regeneration of energy in this manner will not supply any significantly 
increased portion of the vehicle's total energy requirements. The 
regeneration apparatus is generally relatively complicated and expensive 
and further adds to the weight of the vehicle. 
In some electric vehicles, energy storage flywheels have been used to 
provide intermittent power capabilities exceeding the capacity of the 
electric motor. However, utilization of flywheels in combination with 
electric motors has not solved any of the foregoing problems regarding the 
weight of the vehicle and the availability of electrical sources for 
replenishing the batteries. Another problem in utilizing a flywheel with 
an electric motor is that the additional weight of the flywheel aggravates 
the already serious weight problem of the electric vehicle. A significant 
problem is that the electric motor is generally incapable of controlling 
an overspeed condition of the flywheel, thereby requiring use of auxilary 
braking and control devices to achieve such control. Another problem with 
vehicles powered by electric motors and flywheels is that the electric 
motor is incapable of supplying additional power for operating the 
accessories of typical vehicles, such as a heater, air conditioner, power 
steering and power brake units. These accessories themselves will 
generally consume more power than is available from a reasonably sized 
electric motor typically used for propelling conventional electric 
vehicles. 
SUMMARY OF THE INVENTION 
It is the general objective of the present invention to achieve a balanced 
and a controlled relationship between the energy production of a thermal 
or internal combustion engine and the average energy requirements for 
operating a vehicle. By this concept, the size of the engine can be 
substantially reduced with an accompanying reduction in fuel consumption 
and the amount of emissions. Furthermore, the contemporary standards of 
vehicle performance, size, weight and comfort are not sacrificed or 
eliminated to obtain the desired decreased fuel consumption and emission 
of air pollutants. 
Other objects of the invention are to provide an improved apparatus and 
method for powering a vehicle with an internal combustion or thermal 
engine which supplies better fuel economy during stop and go commuter 
operation than during relatively high speed turnpike operation, and which 
supplies increased fuel economy at relatively high turnpike speeds over 
that which is typically supplied with present vehicles. 
Further objectives of the invention are to utilize relatively low cost and 
readily available technology to reduce the cost of new vehicles and to 
encourage the replacement of existing conventional engines and propelling 
apparatus in present and pre-existing vehicles. 
Generally summarized, the improved apparatus of the present invention 
includes a relatively small internal combustion or thermal engine in a 
vehicle for supplying energy to an energy accumulating flywheel. An 
infinitely variable ratio transmission means is operatively connected with 
the flywheel for transmitting power for propelling the vehicle. The 
internal combustion engine is regulated and operated as a stationary 
engine, i.e. at a generally constant speed and operating characteristics, 
while energy is stored over a time period by the flywheel. Peak power 
demands for the vehicle, for example during hill climbing, acceleration 
and passing, are obtained from the energy stored in the flywheel. 
Since the stored flywheel energy supplies intermittent peak power demands, 
the capacity of the engine may be considerably reduced and, consequently, 
balanced to provide limited constant power slightly in excess of that 
power required for operating the vehicle at its maximum constant speed in 
desired situations. The engine becomes more efficient since it operates at 
or near its maximum capacity during a high proportion of time, in 
distinction to conventional large engines which are operated infrequently 
at maximum capacity and efficiently. In addition, the engine can be 
controlled to supply a reduced level of power in slow speed operation, 
such as local commuting situations, where the maximum vehicle speed is 
limited by traffic. This control and regulation achieves even greater fuel 
consumption economy at variable low speeds than the fuel consumption 
economy achieved at relatively high constant speeds. The infinitely 
variable ratio transmission assures that the vehicle's speed will be 
widely variable with relation to the speeds of the flywheel and the 
engine, which is necessary since the flywheel and engine may decrease in 
rotational speed as the speed of the automobile increases, in distinction 
to conventional vehicles where the speed of the engine increases as the 
speed of the vehicle increases. 
In summary, utilization of the present invention, will result the following 
major benefits which have heretofore eluded a reasonably effective 
solution: 
The total amount of air pollutants from vehicles will be reduced due to the 
substantially reduced size and regulated operating conditions of the 
internal combustion engine, the reduction being in the order of 60%; and 
The fuel consumption by vehicles will be substantially reduced since the 
internal combustion engine is much smaller, and can be controlled and 
regulated at conditions which supply only a slightly increased amount of 
power over that required to propel the vehicle at desired constant speeds, 
the mileage increase being in the order of 300%. 
With these objectives, and benefits in mind, a fuller appreciation of the 
invention and its advantages may be obtained from the following brief 
description of the drawings, description of the preferred embodiments and 
the appended claims.

DESCRIPTION OF PREFERRED EMBODIMENTS 
The present invention may generally be understood from FIG. 1 as comprising 
a vehicle 10 powered by a relatively low power internal combustion engine 
12 or other thermal engine. Rotational output power from the internal 
combustion engine 12 is supplied through a clutch 14 for rotating an 
energy storage flywheel 16. The energy storage capability of the flywheel 
16 is determined by the weight, configuration and rotational speed of the 
energy storage flywheel 16, which are determined in accordance with the 
output power from the internal combustion engine 12 and the power 
requirements for operating the vehicle 10. The rotation energy available 
from the energy storage flywheel 16 is coupled through an infinitely 
variable ratio transmission 18 to conventional vehicle drive means 20 
connected for propelling the vehicle 10 by drive wheels 22 or the like. 
The infinitely variable ratio transmission 18 is required for operating 
the vehicle drive means 20 since it is contemplated that at certain times 
the energy storage flywheel 16 will be decreasing in rotational speed as 
the drive wheels 22 are increasing in rotational speed, in distinction to 
conventional propulsion systems where the engine speed increases as the 
speed of the drive means increases. 
The power output of the internal combustion engine 12 under its operating 
conditions and the energy storage capability of the flywheel 16 under its 
operating conditions are predetermined to achieve a more realistic balance 
between energy production and energy utilization under desired operating 
conditions of the vehicle 10. Balancing energy production to energy 
utilization recognizes that, under normal operating conditions only 
intermittent periods of high energy output are required, while at other 
times, very low or no energy output is required. It is within this concept 
of energy balance that the internal combustion engine is chosen to operate 
at a power output and within limits of generally constant speed to supply 
energy production over time which is integrated by the flywheel for use in 
propelling the vehicle during intermittent high energy requirement 
situations, such as acceleration, passing and hill climbing, as well as 
for use in constant energy use situations such as steady turnpike driving. 
The size of the internal combustion engine 12 is selected to supply at 
least the usual sustained and constant energy requirements of the vehicle. 
Those sustained energy requirements are usually the power required to 
propel the vehicle at a constant, maximum speed and the power required for 
operating the vehicle accessories such as air conditioning, power steering 
and the electrical alternator or generator, for example. Power required to 
propel the vehicle at its top desired, constant highway speed is basically 
dependent upon the air resistance of the vehicle at that speed and the 
rolling friction of the vehicle. Other factors such as grades encountered 
in an intended area of operation may be considered. Typically, for an 
average American compact automobile, about fifteen horsepower is required 
for propulsion fifty-five miles per hour and about twenty-five horsepower 
is required for propulsion at seventy miles per hour. In a relatively 
large American luxury car, approximately twenty-five horsepower is 
required for propulsion at fifty-five miles an hour and forty-five 
horsepower is required for propulsion at seventy miles an hour. Generally 
speaking, the size of the internal combustion engine according to the 
invention can be reduced from 2 to 17 times over the size of conventional 
engines in present vehicles. 
With the capacity of the internal combustion engine determined, peak energy 
demands for propelling the vehicle under conditions such as acceleration, 
passing and hill climbing are determined for the purpose of selecting the 
characteristics of the energy storage flywheel 16 for the vehicle. The 
amount of energy stored in the energy storage flywheel is dependent upon 
its mass or weight and its configuration and is directly related to the 
square of its rotational speed. Typically, a flywheel having a diameter of 
approximately 15 to 18 inches and a weight of 200 to 400 pounds and 
rotated at a top rotational speed of approximately 9,000 RPM will deliver 
sufficient intermittent peak power requirements equal to or exceeding 
those of a conventional vehicle powered only by a conventional internal 
combustion engine. A flywheel of this size will also fit conveniently 
within an engine compartment of a conventional vehicle. Furthermore, the 
energy storage flywheel 16 will usually provide sufficient energy for 
climbing typically encountered road grades over periods of time under 
relatively good and sustained vehicle speeds. One exemplary flywheel 
assembly is more fully disclosed in Flywheel Energy Accumulator, Ser. No. 
786,544, filed on the filing date herein by the same inventor. 
The clutch 14 is used to disconnect the engine 12 from the energy storage 
flywheel 16 when starting the engine 12, since a typical small engine 
starter is incapable of rotating the flywheel while starting the engine. 
The infinitely variable ratio transmission 18 is coupled to the energy 
storage flywheel 16 for quickly removing stored energy from the flywheel 
under peak power requirements. An infinitely variable ratio transmission 
is required, since the energy storage flywheel will typically be 
decreasing in rotational speed while supplying energy for increasing the 
rotational speed of the drive wheels 22 of the vehicle 10. Therefore, 
conventional transmissions of relatively few fixed ratios or steps are 
inappropriate for use in conjunction with the present invention. 
The vehicle drive means 20 is of conventional design and may comprise, for 
example, a conventional differential and rear axle assembly utilized in 
the majority of present day internal combustion engine powered vehicles. 
A more specific appreciation of one embodiment of the invention may be 
obtained to reference to FIG. 2. In this embodiment, the internal 
combustion engine 10a is of the type having a vertical power output shaft 
24. The engine 10a also includes a typical intake manifold 26 to which a 
conventional carburetor 28 is connected to deliver fuel to the engine 10a. 
In the well known manner, variable levels of vacuum are created within the 
intake manifold 26 depending upon the opening of the throttle valve in the 
carburetor 28 and the engine operating conditions. Fuel and air are mixed 
in the carburetor 28 and delivered to the intake manifold 26 where the 
fuel and air mixture is distributed to the combustion chambers or other 
power conversion apparatus within the engine 10a. 
Rotational power from the vertical output shaft 24 from the engine 10a is 
coupled through the clutch 14a to a shaft 30. The clutch 14a may be of the 
conventional automatic centrifical type, the hydrodynamic coupling type or 
other type allows shafts 24 and 30 to remain uncoupled at low rotational 
speeds of the shaft 24 but couples shafts 24 and 30 together at high 
speeds. 
Rotational energy from the engine 10a at shaft 30 is supplied to a flywheel 
34 of the flywheel assembly 16a by means of a nylon and urethane cable 
chain and sprocket arrangement 36 shown in greater detail in FIG. 3. A 
relatively large sprocket 37 is attached to shaft 30 and a relatively 
small sprocket 38 is attached to an axle shaft 39 attached to the flywheel 
34 of the flywheel assembly 16a. A nylon and urethane cable chain 40 
mechanically connects sprockets 37 and 39 to rotate these sprockets and 
supply power from shaft 30 to the shaft 39. 
Sprocket 37 is typically at least twice the diameter of sprocket 39, to 
increase the rotational of shaft 39 with respect to shaft 30 by at least 
two times. This speed increase is for the purpose of causing the flywheel 
34 to rotate at a relatively high speed, allowing a considerable amount of 
energy may be stored. For a conveniently sized flywheel 34 to fit within 
the conventional automobile and to store sufficient energy for suppling 
peak power requirements for a conventional automobile, it must generally 
be rotated at approximately 9,000 RPM. It is typical that most internal 
combustion engines are limited to a maximum rotational speed of less than 
5,000 RPM, thus allowing the two to one ratio of upgearing to be 
advantageously used. 
The nylon and urethane cable chain and sprocket arrangement 36 avoids 
excessive noise of conventional beveled, spur or helical gears at the high 
rotational speeds contemplated. To avoid excessive noise with direct 
coupled conventional gear drives requires the utilization of precision 
ground and lapped gears, which are very expensive. The present nylon and 
urethane cable chain and sprocket arrangement 36 requires no lubrication 
and runs relatively noiselessly. If the power requirement of a single 
cable chain 40 is exceeded, a plurality of such cable chains can be 
connected in parallel with each cable chain being carried by its own set 
of sprockets. 
Benefits of operating the internal combustion engine in the upper range of 
its rotational speed are that, at higher speeds the engine generally tends 
to produce more torque and horsepower output and operates at its maximum 
thermodynamic efficiency. Since the energy stored by a rotating flywheel 
is proportional to the square of its rotational speed, utilization of the 
internal combustion engine allows energy to be supplied to the flywheel 
more rapidly at the higher rotational speeds than with other energy supply 
means such as conventional electrical motors where the torque output 
generally decreases with increasing speed. This is important because the 
flywheel accumulates 75% of its stored energy in the upper half of its 
safe rotational speed range. 
One flywheel assembly which may be suitable and conveniently used in a 
conventional personal transportation vehicle is disclosed in the 
aforementioned Flywheel Energy Accumulator filed by the inventor herein. 
The flywheel assembly 16a is generally comprised of the single axle shaft 
39 having the relatively heavy disc-like flywheel 34 connected thereto for 
rotation. A cage 42 is provided for supporting the shaft 39 housing the 
rotating flywheel and for positioning the flywheel 34 in a desired 
orientation. The energy storage efficiency of the flywheel 34 can be 
increased by evacuating the volume in which it rotates, and to this end, 
cage 42 is of relatively air tight construction and is provided with an 
opening 44 for evacuating the interior of cage 42. The opening 44 is 
connected to the intake manifold 26 of the internal combustion engine 10a 
by a conduit 46 to allow the vacuum created in the intake manifold 26 to 
evacuate the flywheel cage 42. As a result, the efficiency in maintaining 
and storing energy by the rotating flywheel 40 is increased. 
The flywheel 34 of the flywheel assembly 16a is positioned with its axis of 
rotation along shaft 39 vertical in the vehicle in FIG. 2. Positioned in 
this manner, the gyroscopic effects of the flywheel do not adversely 
affect the maneuverability of the vehicle. 
One form of the infinitely variable ratio transmission is a conventional 
hydrostatic transmission 18a. Hydrostatic transmissions are well-known in 
the art and are commercially available. In general the hydrostatic 
transmission 18a comprises a conventional hydraulic pump 48 coupled 
through hydraulic hoses or conduits 50 to a hydraulic motor 52. The pump 
48 is operatively connected to utilize rotational energy from the flywheel 
34 by means of another nylon and urethane cable chain and sprocket 
arrangement 54. Since relatively large amounts of energy can be 
transferred from the rotating shaft 39 of the flywheel assembly 16a, a 
plurality of nylon and urethane cable chains and sprockets are connected 
in parallel between the input shaft 56 of the pump 48 and the rotating 
shaft 39. A control 58, which serves as the accelerator pedal in the 
vehicle, controls the amount of hydraulic fluid conducted from the pump 48 
to the hydraulic motor 52. The pump 48 functions as a variable capacity 
hydraulic pump for supplying variable energy to the motor 52. A power 
output shaft 60 of the hydraulic motor 52 is connected to a conventional 
rear axle and differential 20a in the vehicle. 
The engine 10a, the flywheel assembly 16a and the hydraulic pump 48 will be 
typically located in the conventional engine compartment of the vehicle. 
The control 58 is operatively connected into the passenger compartment for 
access by the operator of the vehicle. The conduits 50 conduct energy in 
the form of pressurized hydraulic fluid from the pump 48 in the engine 
compartment to the motor 52 connected to the rear axle and differential 
20a, thereby eliminating the conventional drive shaft in the vehicle. 
For the purpose of controlling the speed of the engine 10a, a speed control 
62 is located for access by the operator of the vehicle. The speed control 
62 may take one form of a simple mechanical throttle connected to the 
carburetor 28. In this manner, an extremely simple form of a constant 
speed control for the engine 10a is provided. 
By utilizing an internal combustion engine, the typical vehicle accessories 
64 of most conventional vehicles can be easily operated and maintained. 
The output shaft 24 of the engine 10a will supply rotational force for 
operating a conventional alternator or generator, a conventional power 
steering pump, and a conventional air conditioning compressor. The intake 
manifold 26 will supply energy for operating conventional power brakes. 
Furthermore, if the internal combustion engine 10a is of the water cooled 
variety, which is typical, the conventional heater in the automobile may 
be easily operated. For these reasons and others, substitution of the 
present invention in a present or preexisting automobile can be 
conveniently accomplished. 
An alternative embodiment of the present invention may be understood by 
reference of FIG. 4. In this embodiment a horizontal shaft internal 
combustion engine 10b is utilized. The horizontal output shaft 24b from 
the engine 10b is coupled through the clutch 14b to a horizontal shaft 
32b. A nylon and urethane cable chain and sprocket arrangement 66, similar 
to that shown in FIG. 3, couples rotational energy from the shaft 32b to 
the axle shaft 68 of a first flywheel assembly 16b. Energy from the first 
flywheel assembly 16b is coupled by a second cable chain and sprocket 
arrangement 70 to the axle shaft 72 of a second flywheel assembly 16c. The 
output from axle shaft 72 to the second flywheel assembly 16c is 
operatively connected to the infinitely variable ratio transmission 18b. 
Another form of an infinitely variable ratio transmission, is disclosed in 
Infinitely Variable Ratio Permanent Magnet Transmission, Ser. No. 786,545, 
filed on the filing date herein by the inventor herein. Output from the 
transmission 18b is connected to a conventional drive shaft 78 which in 
turn is connected in the usual manner to the conventional rear axle and 
differential assembly 20b. Operation of the transmission 18b is controlled 
by the control 58 located for access by the vehicle operator. 
In the embodiment of the invention shown in FIG. 4, the internal combustion 
engine 10b and the two flywheel assemblies 16b and 16c are intended to be 
utilized in the conventional engine compartment in the vehicle. The shafts 
24b, 32b, 68 and 72 are aligned generally horizontally with their axes 
parallel to the longitudinal axis of the vehicle. 
The flywheels of the flywheel assemblies 16b and 16c are connected to 
rotate of the same speeds in opposite directions by the nylon and urethane 
cable chain and sprocket arrangement 70, better illustrated in FIG. 5. 
Connected in this manner, the flywheels counterrotate to cancel the 
gyroscopic effects created by each flywheel to avoid effects on vehicle 
maneuverability. In FIG. 5, the nylon and urethane cable chain 80 is 
placed in figure-eight shape around the equally sized sprockets 82 and 84. 
In this manner, shaft 68 rotates in one direction and shaft 72 rotates in 
the opposite direction at the same speed. Although not shown, means such 
as rubbing block may be employed at the position 83 where the cable chain 
80 crosses itself to prevent undue wear on the cable chain. 
Shown in FIG. 4, the air-tight cages of the flywheel assemblies 16b and 16c 
may be evacuated by vacuum from the intake manifold 26b from the engine 
10b, in a manner similar to that previously described in conjunction with 
FIG. 2. 
For the purpose of controlling the rotational speed and hence the energy 
accumulated by the flywheels of the flywheel assemblies 16b and 16c, there 
is provided a governor 86 connected by conventional means 88 to sense the 
rotational speed of the flywheels, shown in FIG. 4. The governor 86 is 
connected by linkage means 90 and by a fuel control 92 to control the 
carburetor 28b, and hence, operation of the internal combustion engine 
10b. A speed control 62b is operatively connected to the governor 86 for 
limiting the speed and instantaneous power output of the engine 10b. The 
speed control 62b is located for access by the operator of the vehicle and 
may have a plurality of speed control settings 94a, 94b and 94c. 
The plurality of speed control settings for the engine and flywheels allows 
the engine to supply only that limited maximum energy which will be 
utilized according to selected conditions of operation of the vehicle. For 
example in a relatively slow stop and go local traffic, a low speed 
setting at 94a will be utilized whereby only that energy necessary for 
moving the vehicle at a maximum of speed 40 miles an hour would be 
supplied by the engine while the flywheel assemblies accumulate an energy 
reserve for supplying intermittent larger requirements for repeated 
accelerations after recurring stops. In this manner, less fuel is consumed 
by the engine and operation of the vehicle becomes more economical than if 
the engine is supplying varying energy for repeated intermittent large 
requirements. A medium speed setting 94b is utilized for example, for town 
and country driving, limiting the upper speed to 50 miles per hour while 
allowing the flywheel assemblies to accumulate enough energy for supplying 
peak intermittent requirements. A high speed setting 94c is utilized when 
the vehicle is operated at relatively high turnpike and freeway speeds. In 
this manner, the engine 10b consumes only the fuel necessary in balancing 
its energy production to vehicle energy utilization during a number of 
different modes of operation. By this arrrangement, it is apparent that 
less energy is consumed and more fuel economy results from lower constant 
speed settings. This economy of operation, available with the present 
invention, will provide better fuel mileage in commuter operation then at 
constant turnpike operation because the engine is operating under constant 
conditions at preselected lower speeds. 
The governor 86 serves a further purpose of limiting the rotational speed 
of the flywheels to a safe maximum speed. It is possible that the energy 
of the moving vehicle may increase the speed of the flywheels above a 
predetermined maximum safe limit. If such a situation should occur, there 
is a potential that the flywheels will shatter or disintegrate. This 
situation is avoided by the present arrangement, since the fuel to the 
carburetor may be limited or cut off by the fuel control 92 and the 
internal combustion engine operated as a brake to absorb energy from the 
flywheels. When operated as a brake, the engine 10b acts as an air pump by 
compressing the intake air and exhausting the air. 
It is apparent that considerable energy can be accumulated by a rotating 
flywheel. This energy may be rapidly removed by the infinitely variable 
ratio transmission and supplied for propelling the vehicle when required 
for conditions such as acceleration, hill climbing, passing, etc.. Since 
peak power demands from a vehicle generally occur at infrequent and 
intermittent time periods, the relatively small capacity internal 
combustion engine can supply sufficient energy to the rotating flywheel to 
be accumulated over a period of time for supplying these peak demands 
while the engine also supplies the continual requirements for operating 
the vehicle under constant predetermined conditions. 
The internal combustion engine may be relatively small in capacity, for 
example, for fifteen to fifty horsepower, to achieve such results. 
Consequently, the amount of fuel consumed and pollutants emitted by a 
relatively small engine is considerably less than with a relatively large 
engine. A general idea of the decrease in fuel consumption can be seen 
from the following table where horsepower reduction is compared to an 
increase in mileage obtainable. 
______________________________________ 
MILEAGE IMPROVEMENT ESTIMATOR 
Horespower 
Mileage Horsepower Mileage 
Reduction Increase Reduction Improvement 
______________________________________ 
1.5 Times 50% 5.0 Times 400% 
2.0 Times 100% 5.5 Times 450% 
2.5 Times 150% 6.0 Times 500% 
3.0 Times 200% 6.5 Times 550% 
3.5 Times 250% 7.0 Times 600% 
4.0 Times 300% 7.5 Times 650% 
4.5 Times 350% 8.0 Times 700% 
______________________________________ 
Furthermore, since the amount of fuel consumed is significantly reduced, 
the amount of pollutants emitted into the air is also substantially 
reduced. 
The preferred embodiments of the present invention have been specifically 
described so as to enable a relatively full and complete understanding of 
the present invention. It should be understood, however, that the scope of 
the present invention is defined by the following claims, which are 
intended to encompass a scope of invention to the extent that the prior 
art allows.