Patent Publication Number: US-2020284233-A1

Title: Hybrid electric hydraulic motor system for vehicles

Description:
FIELD OF THE INVENTION 
     The present invention pertains to an electric hydraulic motor system for providing propulsion and braking during operation of a vehicle such as an airplane, off-road and on-the-road vehicles, trains, and shipping vessels. 
     SUMMARY 
     A hybrid electric hydraulic motor and braking system for vehicles is provided. Generally, the system provides propulsion and/or braking for vehicles such as an on-the-road vehicle, off-road vehicle, aircraft, trains, and/or shipping vessels. 
     In a version of the application, the hybrid electric hydraulic motor system for vehicle has a propulsion mode. The propulsion mode having an ignition stage and a drive stage. The system generally comprises: one or more batteries for storing electricity; an electric motor operably connected to the battery; an internal combustion engine; a vehicle hydraulic system; a first hydraulic pump operably connected to the electric motor for producing hydraulic pressure; a first hydraulic motor operably connected between the first hydraulic pump and the internal combustion engine; a timer valve operably connected between the first hydraulic pump and the first hydraulic motor; a second hydraulic pump operably connected to the internal combustion engine for producing hydraulic pressure; a hydraulic reservoir for storing hydraulic liquid operably connected to the first hydraulic pump, the second hydraulic pump, and the third hydraulic pump; a second hydraulic motor operably connected to the first and second hydraulic pumps; and a motive device operably connected to the second hydraulic motor. 
     While in the ignition stage of the propulsion mode of the system, the battery provides electricity to drive the electric motor which drives the hydraulic pump which provides hydraulic pressure to the first hydraulic motor which operates to start the internal combustion engine, wherein after ignition of the internal combustion engine, the timer valve operates to discontinue hydraulic pressure between the first hydraulic pump and the second hydraulic pump. 
     While in the drive stage of the propulsion mode after and after ignition of the internal combustion engine, the internal combustion engine operates to drive the second hydraulic pump, wherein the first hydraulic pump and the second hydraulic pump operably combine to supply the second hydraulic motor with hydraulic pressure to drive the motive device. 
     In another version of the application, the system may further a decelerating mode having a shut-off stage and a regenerative braking stage. The version further comprising a shut-off system operably connected to the internal combustion engine and the electric motor; a third hydraulic pump operably connected to the motive device for producing hydraulic pressure; and a hydraulic accumulator for storing hydraulic pressure operably connected to the third hydraulic pump. Wherein while in the shut-off stage of the decelerating mode, the shut-off system terminates operation of both the internal combustion engine and the electric motor; and wherein while in the regenerative braking stage of the decelerating mode, the motive device drives the third hydraulic pump which produces hydraulic pressure which is stored for future use in the accumulator. 
     In other versions of the application, the hybrid electric hydraulic system may further include a vehicle brake input operably connected to the hydraulic pressure of the vehicle hydraulic system, the vehicle brake input provides operator input to decelerate the vehicle. 
     In yet another version, the hybrid electric hydraulic system may further include a vehicle direction input operably connected to the hydraulic pressure produced by the system, the vehicle direction input allows selection of the direction of the vehicle in the forward or reverse direction. 
     In a certain version, the hybrid electric hydraulic system may further comprise a second hydraulic accumulator operably connected downstream of the first and second hydraulic pumps for storing hydraulic pressure for future use. 
     In yet other versions of the system may comprise an array of solar panels operably connected to the one or more batteries for producing electricity to be stored in the battery and/or a hydrogen fuel cell for providing electrical energy to either the battery for storage or operably connected directly to the electric motor. 
     This disclosure will now provide a more detailed and specific description that will refer to the accompanying drawings. The drawings and specific descriptions of the drawings, as well as any specific or alternative embodiments discussed, are intended to be read in conjunction with the entirety of this disclosure. The hydraulic hybrid vehicle system may, however, be embodied in many different forms and should not be construed as being limited to the embodiments set forth herein; rather, these embodiments are provided by way of illustration only and so that this disclosure will be thorough, complete and fully convey understanding to those skilled in the art. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
       These and other features, aspects, and advantages of the present invention will become better understood with regard to the following description, appended claims, and accompanying drawings where: 
         FIG. 1  is a schematic view of a first version of the system of the present invention; 
         FIG. 2  is a box diagram of the operating modules of the first version of the application; 
         FIG. 3  is a box diagram of the vehicle inputs of a version of the application; and 
         FIG. 4  is a schematic view of a second version of the system of the present invention. 
     
    
    
     DESCRIPTION 
     In the following description, for purposes of explanation and not limitation, specific details are set forth such as particular architectures, interfaces, techniques, etc. in order to provide a thorough understanding of the present invention. However, it will be apparent to those skilled in the art that the present invention may be practiced in other versions that depart from these specific details. In other instances, detailed descriptions of well-known devices and methods are omitted so as not to obscure the description of the present invention with unnecessary detail. 
     Moreover, the description is not to be taken in the limiting sense but is made merely for the purpose illustrating the general principles of the invention, since the scope of the invention is best defined by the appended claims. Various inventive features are described below that can each be used independently of one another or in combination with other features. 
     Unless otherwise defined, all technical terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the invention belongs. As used in the specification and the appended claims, the singular forms “a,” “an,” and “the” include plural references unless the context clearly dictates otherwise. Any reference to “or” herein is intended to encompass “and/or” unless otherwise stated. 
     With reference now to  FIG. 1  and  FIG. 2 , a hybrid electric hydraulic motor system for vehicles having a propulsion mode  126  and a decelerating mode  128  is provided which embodies the concepts of the present invention and generally designated by the reference numeral  100 . A vehicle as defined herein can be any current and future forms of transport which move between two or more points. The forms of transport may or may not be designed to carry human beings. For example, the electric hydraulic motor system  100  may be operably integrated with on road and off-road vehicles, trucks, aircraft, trains, boats and shipping vessels. 
       FIG. 1  is a schematic view of a first version of the electric hydraulic motor system for vehicles, particularly suited for on and off-road vehicles. As illustrated, the system  100  generally comprises a first hydraulic pump  112  driven by an electric motor  118  and a second hydraulic pump  114  driven by an internal combustion engine  120 . The first and second hydraulic pumps  112  and  114  combine to produce hydraulic pressure P 1 +P 2 =P T  within the vehicle hydraulic system  116 . The system  100  further comprises a motive device hydraulic motor  122  or second hydraulic motor which is powered by the vehicle hydraulic system  116  total pressure P T  which operates to mechanically drive the motive device  124  which imparts mechanical movement to the vehicle. The motive device  124  can be one or more vehicle wheels, aircraft propeller, ship or boat propellers or any other mechanical means of propulsion. 
     Referring to  FIG. 1 , the vehicle hydraulic system  116  generally comprises a hydraulic tank or hydraulic reservoir  138  for storing hydraulic fluid, the hydraulic lines connecting the first, second, and third hydraulic pumps  112 ,  114 , and  140 , the engine start hydraulic motor  134 , the motive device hydraulic motor  122 , the first and second accumulators  142 ,  144 , and vehicle controls  146 . 
     As illustrated by  FIG. 2 , the version  100  generally comprises a propulsion mode  126  and a decelerating mode  128 . The propulsion mode  126  comprises an ignition stage  130  and a drive stage  132 . Generally, the ignition stage  130  includes operation to start the internal combustion engine  120  utilizing the hydraulic system  116  and battery  110  of the vehicle. The drive stage  132  generally operates to use both the electric motor  118  and the internal combustion engine  120  to produce combined hydraulic pressure Pt within the vehicle hydraulic system  116  to drive the motive device  124 . 
     In further detail and now referring back to  FIG. 1 , while in the ignition stage  130 , the version  100  of the system further comprises an engine start hydraulic motor  134  operably connected to the internal combustion engine  120 , the vehicle hydraulic system  116 , and the first hydraulic pump  112 . In the version, a timer valve  136  is operably positioned between the hydraulic motor  134  and the first hydraulic pump  114 . Thus, during the ignition stage  130 , the battery  110  provides power to the electric motor  118  which drives the first hydraulic pump  112  which provides hydraulic pressure P 1  to the vehicle hydraulic system  116 . Initially, the timer valve  136  is opened allowing hydraulic pressure to flow to the engine start hydraulic motor  134  which operates to start the internal combustion engine  120 . After ignition of the internal combustion engine  120 , the timer valve  126  actively closes and discontinues hydraulic pressure P 1  between the first hydraulic pump  112  and the engine start hydraulic motor  134 . 
     In certain versions of the system  100 , the hydraulic reservoir  138  may provide a low pressure P L  to assist the first hydraulic pump  112  with providing pressure to the engine hydraulic motor  134  throughout the ignition stage  130 . 
     After the ignition of the internal combustion engine  120  and closure of the timer valve  136  during the ignition stage  130 , the system  100  transitions to the drive stage  132  of the propulsion mode  126 . As described above, the battery  110  powers the electric motor  118  which drives the first hydraulic pump  112  which produces a first amount of pressure P 1  within the vehicle hydraulic system  116  and the internal combustion engine  120  operates to drive the second hydraulic pump  114  to produce a second amount of pressure P 2  within the vehicle hydraulic system  116 . The first and second hydraulic pressures P 1  and P 2  are combined to achieve hydraulic pressure Pt which is supplied to the motive device hydraulic motor  122  which in turn drives the motive device  124  or wheels of the vehicle. 
     In certain versions, hydraulic pumps  112 ,  114 , and  140  are interchangeable with the hydraulic motor  122 ,  134  depending on the directional flow of the hydraulic pressure. Thus, hydraulic pump  114  and the engine start hydraulic motor  134  are the same device and hydraulic pump  140  and the motive device hydraulic motor  122  are the same device, the direction of the hydraulic pressure determining type of operation. 
     In certain versions of the system  100 , the hydraulic reservoir  138  may provide a low pressure P L  to assist both the first and second hydraulic pump  112 ,  114  for producing the P T  pressure which is supplied to the hydraulic system  116  and the motive device hydraulic motor  122  to drive the motive device  124  throughout the drive stage  132 . 
     In a version, a first hydraulic accumulator  142  may be operably connected to the hydraulic system  116  which operates to store excess hydraulic pressure P T  for future use and to cope with extremes of demand using a less powerful pump, to respond more quickly to a temporary demand, and to smooth out pulsations. The first hydraulic accumulator  142  may be operably positioned downstream of the first and second hydraulic pumps  112 ,  114  for storing hydraulic pressure for future use. 
     Referring to  FIG. 4 , the system  100  may further integrate vehicle controls  146  which operate from low pressure derived from the hydraulic system  116 . The vehicle controls  146  may include a vehicle direction input  162  regarding operator selection of direction of the vehicle such as forward and reverse. Further the vehicle controls  146  may further comprise a brake input  164  for the operator so decelerate the vehicle. Further vehicle controls may include an accelerator input  170  such as a throttle, gas pedal, lever, or equivalent in order to engage the system  100  into the propulsion mode  126 , thereby starting the electric motor  118  and internal combustion engine  120  actuating the motive device  124 . 
     In certain versions of the electric hydraulic system  100 , the vehicle hydraulic system  100  may utilize check valves  117  which only allow the hydraulic pressure within the hydraulic system  116  move in one direction. Preferably, check valves  117  are two-port valves, meaning they have two openings in the body, one for fluid to enter and the other for fluid to leave. 
     As illustrated in  FIG. 2 , in certain versions of the application, the electric hydraulic system  100  may further include a decelerating mode  128  which may comprise a shut-off stage  148  for turning off the internal combustion engine  120  and the electric motor  118  in order to cease producing hydraulic pressure P 1 , P 2  to the vehicle hydraulic system  116 , and a regenerative braking stage  150  for providing a mechanism which slows the vehicle by converting vehicle kinetic motion into hydraulic pressure. 
     Referring to  FIG. 1 , the shut-off stage  148  of a version of the electric hydraulic system  100  further comprises a shut-off system  152  which operably connects the vehicle hydraulic system  116 , the vehicle brakes  164 , and to the ignition system of both the internal combustion engine  120  and the electric motor  118 . The shut-off system  152  is configured to detect an increased predetermined amount of pressure within the vehicle hydraulic system  116  indicating that the vehicle motive device  124  is no longer engaged and that the vehicle is decelerating and transitioning into the decelerating mode  128 . In a version of the system  100 , once the pressure increase threshold is observed by the shut-off system  152 , the shut-off system  152  operably discontinues electric power to the ignition of both the electric motor  118  and the internal combustion engine  120 . Therefore, terminating the production of further hydraulic pressure generated by the internal combustion engine  120  and the electric motor  118  to the vehicle hydraulic system  116  via hydraulic pumps  112 ,  114 . Thus, minimizing energy expenditure while the vehicle is decelerating and not being required to propel the vehicle. Thereafter, when the vehicle is caused to transition to the propulsion stage  130  by engagement of the motive device  124 , for example, engaging the accelerator input  170  such as a throttle or gas pedal, the vehicle hydraulic system  116  observes a decrease in pressure. When the pressure decreases below a predetermined threshold, the shut-off system  152  is operably configured to recontinue operation of the ignition of both the electric motor  118  and the internal combustion engine  120 , allowing them to operate to produce hydraulic pressure within the vehicle hydraulic system  116 . 
     In a certain version of the application, the shut-off system  152  comprises a spring valve which is configured to move to a first position (upward) when an increase pressure threshold is observed, thus triggering the shut-off system  152  to discontinue operation of the ignition of each of the electric motor  118  and the internal combustion engine  120 . In the opposite manner, the spring valve is configured to move to a second position (downward) when a decrease pressure threshold is observed, thus triggering the shut-off system  152  to recontinue operation of the ignition system of both the internal combustion engine and the electric motor (See  FIG. 1 ). 
     In a version of the application, the version  100  may include a regenerative braking stage  150  implemented while the vehicle brakes  164  are applied and/or while the vehicle is caused to decelerate. The version of the system  100  further comprises a third hydraulic pump  140  and a second hydraulic accumulator  142 . The second hydraulic accumulator  142  is operatively configured to store hydraulic pressure for future use which is produced during the regenerative braking stage  150 . Wherein while the vehicle decelerates, the motive device  124  or vehicle wheels, propeller provide kinetic mechanical energy to drive the third hydraulic pump  140  which produces hydraulic pressure P B  which is stored in the second accumulator  142  for future use. Thus, the kinetic motion of the moving vehicle is used to store energy while simultaneously decelerating the vehicle. In certain versions, the hydraulic reservoir  138  provides a low hydraulic pressure which is combined with the hydraulic pressure produced by the third hydraulic pump  140  to produce pressure P B . 
       FIG. 3  illustrates a version  200  of the hydraulic electric system that does not have a regenerative braking function. The version  200  may be best suited for aircraft, ships, and other vehicles that do not have a braking input. 
     Preferably, the batteries  110  utilized in the electric hydraulic system  100  is are rechargeable batteries such as lithium ion. A single battery unit can be utilized or multiple batteries can be utilized in parallel or series to provide a battery bank for storing electrical power. 
     In certain version of the application, alternative power sources may be utilized to drive the electric motor  118  or provide a charge to the batteries  110 . As illustrated in  FIG. 1 , the electric hydraulic system  100  may further comprise the use of a hydrogen fuel cell  158  operatively connected directly to the electric motor  118  or the batteries  110 . Alternatively, other sources of power, particularly clean energy solutions may be utilized, such as a solar panel array  160  operably connected to charge batteries  110 . 
     The previously described versions of the present invention have many advantages, including providing a system that is economical, reduces the need for fossil fuels and lowers emissions and noise pollution. 
     The disclosures of the following U.S. patents are incorporated in their entirety by reference herein: U.S. Pat. Nos. 5,311,973; 4,007,817; 5,839,554; 9,351,359; 5,415,603; 7,237,634; 6,644,427; 8,079,437; 4,593,779; 6,330,498; 8,118,253; 8,016,228; 4,759,178, 5,494,075, 7,112,910; 5,404,859, and 5,609,145. 
     Although preferred versions of the invention have been described in considerable detail, other versions of the invention are possible. 
     All the features disclosed in this specification (including and accompanying claims, abstract, and drawings) may be replaced by alternative features serving the same, equivalent or similar purpose unless expressly stated otherwise. Thus, unless stated otherwise, each feature disclosed is one example only of a generic series of equivalent or similar features.