Advanced Hydrostatic Drivetrains

The Hydraulic Hybrid with Advanced Hydrostatic Drivetrain achieves the extremely low fuel consumption of 1,23 L/100km (190 MPG) and emissions of 33 g/km CO2. Driven with Diesel, E-fuels or Hydrogen, the Well-to-Wheel (WTW) or Cradle-to-Grave (CTG) emissions are lower than those of any Batterie-Electric (BEV) or Fuel-Cell-Electric Vehicle (FCEV). Travel is 1.600 km (1,000 miles), and the perfor-mance high: 3 sec. for 0-100 km/h (0-62 mph). Active bumpers on all four sides protect the passengers during an accident. The manufac-turing costs are comparable to those of conventional cars or lower.

The opposed pistons in the Hydraulic Free-Piston Engine (HFPE) of the Advanced Hydrostatic Drivetrain pump pressurized hydraulic fluid into the accumulator for storing energy or driving the hydraulic motors in the wheels directly. The engine runs at constant speed and power to minimize the consumption of energy and emissions. The displacements of the motors are independent, continuously adjustable for controlling the power and speed of the vehicle. For braking, the motors are reversed and pump the entire braking energy back into the accumulator. Friction brakes are not required.

Producing the Hydraulic Hybrid requires significantly less material. The savings are 770 kg (1,700 lbs.) in comparison to conventional cars or 1,280 kg (2,800 lbs.) to Battery-Electric Vehicles (BEV).   The BEV's include critical materials of 276 kg (608 lbs.) and similar amounts for the Fuel-Cell Electric Vehicles (FCEV). The availability of the materials depends to a high degree on foreign sources, potentially interrupting the supply chain, creating socio-economic and political tension and significantly more emissions. The CFRP accumulator for the Hybrid does not depend on imported materials.

Emissions come from the Production, Operation, and the Recycling of vehicles. The emissions from the Production of BEV's are 3 times higher than producing Hydraulic Hybrids. When operating the Hybrid with Diesel, the total emissions of both cars are about the same after 270,000 km (170.000 miles). When operating with Hydrogen, the Cradle-to-Grave (CTG) emissions are lower than those from only the 'Production' of BEV's. The accumulator allows for constant operating conditions of the engine (power, rpm) to optimize the combustion process. Both reduce the consumption and emissions significantly.

The Truck- and Bus-Platform with Advanced Hydrostatic Drivetrain operates like the Hydraulic Hybrid. The drivetrain is smaller, lighter, less costly and more efficient than those of current trucks, reducing the fuel consumption and emissions by 33% to 45% due to the lower specific fuel consumption of the new Hydraulic Free-Piston Engine (HFPE) and full recuperation of the braking energy. Payload, space, driving performance, and comfort are noticeably higher. Refueling and travel times are shorter and travel distances noticeably longer. The Total Costs of Ownership (TCO) are reduced by 12% to 15%. 

The high efficiency, low weight, and ease of power transmission and control of the Hydrostatic Drivetrain for Wind Turbines significantly reduce the costs for generating renewable energies (RE). The detailed cost analysis from the US Department of Energy (NREL-LWST COE) shows a reduction of 21.7% ($/kWh) for the new Hydrostatic Wind Turbine, lowering the costs of current wind turbine power from 131% to 109.3%, closing the gap to conventional plants (100%) by 70%. New offshore concepts with the Hydrostatic Wind Turbine achieve noticeably faster installation and additional savings.

Very high power-density, ease of power transmission and control, and the low fuel consumption of the Advanced Hydrostatic Drivetrain allow for the new 270 kt. (500 kmh./310 mph) High-Speed Helicopter concept with increased payload and space. The rotor and the tiltable propeller provide the thrust for vertical take-off and landing (VTOL) and during the early stage of transition. For horizontal flight, the propeller axis is tilted into horizontal position, providing the thrust and the small wing the lift forces while the rotor is folded into the fuselage to reduce the air drag.

High power density and the ease of controlling and transmitting the high power with the Advanced Hydrostatic Drivetrain leads to an All-Wheel-Drive tracked vehicle with a noticeable reduction in weight and size. The smaller Hydraulic Free-Piston Engine (HFPE) charges the accumulator with pressurized fluid and drives the hydraulic motors in the wheels, improving the maneuverability of the tank, and the space requirements and heat radiation of the drivetrain in the hull. The pressurized fluid from the engine or the accumulator allows to accelerate fast and operate with little radiation of noise and heat.

One, or several independent propulsion units drive the ship. They are small in size and any number of them can be located at any section of the hull. The unit consist of a multi-cylinder Hydraulic Free-Piston-Engine (HFPE) unit driving the hydraulic motor in the propeller pod with pressurized hydraulic fluid. The rotatable pods enable the ship to be steered forward, backward, sidewise and turned on the spot by changing the direction of their thrust. A rudder is not required and the rudder losses are avoided. Maintenance is reduced, and the space for freight noticeably increased.

The Advanced Hydrostatic Drivetrain for the locomotive works like that in the Hydraulic Hybrid. Several Hydraulic Free-Piston Engines (HFPE) drive the wheel motors and charge the accumulators for providing additional energy for acceleration. For the use within an electric grid, a low power, constant speed electric motor with a hydraulic pump provides pressurized fluid for the accumulator of the hydrostatic drivetrain, easing the load for the grid. The grid is not exposed to power peaks and even a reverse flow of energy - from the locomotive into the grid - is feasible.