JP4078658B1 - Fuel-saving traveling vehicle using repulsion - Google Patents

Abstract

An object of the present invention is to accumulate a surplus power against a running resistance horsepower in a flywheel and use it for repulsive driving to save fuel.
Vehicles powered by flywheels have problems with the need for advanced technology associated with the increase in capacity, and ensuring drivability equivalent to running with an engine alone.
In engine running, driving is performed at a rotational speed / output that provides a minimum fuel consumption rate in an iso-fuel consumption curve, and the surplus power for running resistance horsepower is accumulated in the flywheel. In coasting, the fuel supply to the engine is stopped. The flywheel is installed in parallel with the power transmission to the drive shaft so that it can be connected / disconnected, and the degree of freedom in selecting the operation mode is increased. The capacity of the flywheel can be reduced to the kinetic energy of the vehicle, and the problem can be solved without impairing the fuel saving effect by dealing with general-purpose technology / general-purpose materials. Rotational energy is stored / released without being converted into electrical energy, minimizing losses associated with energy conversion / charging / discharging, device complexity / heavyness, and price increases.
[Selection] Figure 5

Description

The invention of the present application relates to a fuel-saving traveling method and a vehicle that combine engine traveling and repulsive traveling by a vehicle having an internal combustion engine (hereinafter referred to as an engine) as a main power source and a flywheel as an auxiliary power source.

Conventionally, as a fuel saving traveling method, a traveling method using a variable cylinder (see, for example, Patent Document 1), a partial repulsive traveling method using fuel cut that does not use auxiliary power, and a combination of engine traveling and electric motor traveling using a hybrid vehicle. A traveling method, a traveling method using a flywheel as a main power source (see, for example, Non-Patent Document 1 and Non-Patent Document 2) and a saw-toothed traveling method in which engine traveling and traveling using only repulsive force are alternately repeated (for example, Patent Document 2) Etc.) has been proposed, but sufficient savings could not be obtained, mobility / drivability was impaired, or the equipment was complicated and large, and the vehicle weight / vehicle price was reduced. It includes issues such as a significant increase.
In order to further improve the above-mentioned sawtooth traveling method, there has been known a proposal for improving the smooth traveling by using the rotational energy of the flywheel as auxiliary power. For example, the “automatic intermittent coasting operation mechanism of a vehicle” of Patent Document 2 is that.
According to this, "flywheel", "transmission", "automatic transmission device" and "buffer joint" are arranged in series through "automatic clutch" between "motor" and "propeller shaft". "The flywheel must have a large or high-speed type that can hold a large amount of stored energy."
A method for making the vehicle speed constant by coasting using these is described.
The summary is as follows.
When the vehicle reaches a predetermined speed, the vehicle shifts to coasting. In order to prevent a decrease in vehicle speed, the stored energy of the flywheel is released from this point. The rotational speed of the flywheel continues to attenuate as it is released. In order to compensate for the decrease in vehicle speed due to the decay of the rotational speed of the flywheel, the automatic transmission keeps increasing the speed and keeping the vehicle speed constant. Eventually, the stored energy decreases to a predetermined amount. At this time, full power operation (engine running) is started by a signal from the automatic transmission. The rotational speed of the engine at the time of reactivation is lower than the rotational speed at the time of shifting to coasting by the speed increase in the automatic transmission. The engine continues to increase its rotational speed while continuing to accumulate energy in the flywheel. During this time, the automatic transmission continues to reduce the speed increase to keep the vehicle speed constant. Eventually, the engine speed returns to the speed at the time of the initial coasting transition, and the automatic transmission also has no speed increase, that is, when coasting begins. The state is restored and the cycle is completed. Continue to coast again and repeat this cycle.
This proposal does not present quantitative contents such as the capacity of the flywheel, but only provides a conceptual explanation of the operating principle that keeps the speed constant, and does not show a quantitative evaluation of the fuel saving effect.

Investigations were conducted to improve the above-mentioned technical deficiencies.
These specific contents leading to the invention of the present application will be described together with a few trial calculation examples and test examples.
An object of the present invention is to continuously or intermittently implement a driving cycle consisting of engine driving and repulsive driving to obtain a significant saving in fuel consumption.
The automobile is accelerated at start-up, travels at a constant speed after reaching a predetermined speed, and decelerates when stopped.
At constant speed, the engine supplies less energy than during acceleration, and kinetic energy from repulsion occupies a large specific gravity.
Therefore, when the predetermined speed is reached, the fuel supply to the engine is stopped and the vehicle shifts to repulsive driving.
However, when traveling only by repulsion, the vehicle gradually decelerates due to energy loss due to rolling friction resistance on the road surface of the wheel and air friction resistance of the vehicle body.
A flywheel is provided as a means to compensate for this loss and prevent deceleration to ensure traveling performance equivalent to engine traveling, and the rotational energy stored during engine traveling is supplied as auxiliary power.

Here we consider the characteristics of the engine compared to the electric motor.
In the electric motor, when the operation of energy recovery is not performed, the rolling friction and the air resistance are mostly large and the braking action is small. When the supply of electricity is stopped, the rotation shifts to the inertial force. In contrast, when the fuel supply is stopped in the engine, a large braking action (engine brake) is activated and the engine is decelerated.
This is because there is intake / compression and discharge of air necessary for combustion and explosion of fuel, and this compression process requires work and consumes energy.
In the explosion stroke, more energy than the work in the compression stroke is obtained, the rotation is maintained, and the work to the outside, that is, the vehicle can be driven.
It is important to eliminate or reduce the braking action in order to efficiently perform coasting.

As the means, there are “neutral” to disconnect the engine or “idle” the engine.
In addition to the vehicle drive, the engine also drives auxiliary equipment such as a generator, an air conditioner compressor, a hydraulic pump necessary for a steering handle / brake / transmission, a coolant pump, and the like. In view of the danger of an engine stoppage, just “neutral” is not a wise choice.
It is desirable to stop the engine while securing the driving force for the auxiliary machinery, or to open / spin the cylinder to the atmosphere, and several means are possible for this.
In addition to the “electric drive” of the auxiliary machinery, “add an open or fully-closed mechanism to the existing intake / exhaust valves”, “third valve linked to and communicating with all cylinders” “Provide valves”, “Supply the rotation of the drive shaft to the accessories by bypassing the engine”, and the like.

Next, the heat balance, mechanical efficiency, and fuel consumption rate of the engine are considered.
“Heat balance” Most of the energy of the fuel is lost as heat loss (cooling loss, exhaust loss), and the remaining 30 to 40% is converted into mechanical energy and used as shaft output and mechanical loss.
"Mechanical efficiency" Mechanical loss includes sliding and rolling friction between cylinders / pistons and bearings such as bearings, gas pumping loss due to suction / exhaust including work in the above compression stroke, and driving of auxiliary machinery. There is energy (loss) required.
Because of these losses, “… the mechanical efficiency of an internal combustion engine for automobiles is generally said to be about 85 to 95%, but this is the maximum value of mechanical efficiency, which varies between zero and the maximum value depending on the operating condition. In particular, when engine brakes are used, the net output of the engine is negative and the mechanical efficiency is also negative. ”(Excerpt from the new edition of Automotive Engineering Handbook ('89))
“Fuel consumption rate” “... Actually, f _b (net fuel consumption rate) is determined by the net horsepower _Ne and the engine speed n, and this relationship is generally complicated and needs to be obtained by experiments. In this case, it is convenient to examine the fuel consumption of the car if the results obtained by the experiment are arranged with an equal fuel consumption curve as shown in Fig. 1-23. ”(Excerpt from the new edition of Automotive Engineering Handbook ('89) ) Refer to FIG. 1 "If the mixing ratio and the compression ratio are determined ... When the mixing ratio is constant, P _me (net average effective pressure) is the vertical axis, n (engine speed) is the horizontal axis, etc. If the fuel consumption curve is drawn, it will become a straight line going up to the right as shown in Fig. 1-24 ... (excerpt from the new edition of Automotive Engineering Handbook ('89)) See Fig. 2 " A performance display as shown is often used. It is often expressed by the net mean effective pressure proportional to it instead of torque ... "(Excerpt from Mechanical Engineering Handbook ('93)) See Fig. 3, The following can be understood from Fig. 1, Fig. 2 or Fig. 3. .
Within a certain range, when the rotational speed n is the same, the amount of fuel consumed per work f _b increases as the net average effective pressure (force) P _me decreases, and decreases as P _me increases.
In other words, the engine means that for a certain amount of work, if the engine speed is the same, short-time operation at high output consumes less fuel than long-time operation at low output. To do.

This concept is considered quantitatively using the iso-fuel consumption curve of FIG.
Incidentally, for convenience of explanation, FIG. 4 shows a virtual iso-fuel consumption line f _b = 220 [g / B · HP-h] and 450 [g / B · HP-h] in FIG. 2 and 2,100 rpm and 3,150 rpm on the vertical axis. The output (HP) scale corresponding to is added and added.
The mean effective pressure on the vertical axis P _me is "the calculated mean pressure on the engine piston, which is the work of one cycle divided by the stroke volume (the piston area multiplied by the distance moved). (Excerpt from Grand Prix Automotive Glossary ('95))
Therefore, the net work amount per unit time, that is, the net output (power) “N _e ” is
In the case of a 4-cycle engine with 2 rotations and 1 cycle
[Net output] = [Net average effective pressure] * [Stroke volume] * [Number of cycles per unit time]
N _e = P _me * V * (1/2) * (n / 60)
Indicated by Here, * indicates multiplication, and so on.
As an example, a trial calculation is performed for a rotational speed of 2,100 rpm in a 4-cycle engine with a stroke volume of 2,200 cc.
The rotational speed of 2,100 rpm exemplified here is the rotational speed of the engine at 60 km / h of the vehicle used in the actual vehicle running test described in (0009) later, and the running resistance horsepower at 60 km / h of the vehicle is 7.4. Horsepower.
Assuming that FIG. 4 is an iso-fuel consumption curve of the engine of the vehicle, the value of the net average effective pressure 2 [kg weight / cm ² ] on the vertical axis is 770 [kg weight-m / sec], that is, 10 horsepower as follows: Equivalent to.
2 * 10 ⁴ * 2,200 * 10 ^-6 * 1/2 * 2,100 / 60 = 770
770 * 0.013 = 10
This horsepower scale is shown on the vertical axis of the figure as the output axis “N _e ” scale when the rotational speed is 2,100 rpm.
As a result, the fuel consumption rate for an output of 7.4 horsepower at a rotational speed of 2,100 rpm can be read as f _b = 400 [g / B · HP-h] from the iso-fuel consumption curve in the figure, while the minimum fuel consumption at a rotational speed of 2,100 rpm. The rate is f _b = 220 [g / B · HP-h], and the corresponding output can be read as 40 horsepower.
When the vehicle travels at a constant speed, the output against the running resistance received from the road surface, air, etc., that is, the running resistance horsepower is constant and is not related to the output (horsepower) of the engine in operation.
On the other hand, the work (amount) performed by the engine is the horsepower (output) multiplied by the operating time. Therefore, there is a relationship of “required horsepower and engine operating time are inversely proportional” necessary to obtain the same amount of work.
In other words, when driving a certain distance at a constant speed, the driving time at 40 horsepower is 7.4 / 40 (about 19%) compared to the driving time at 7.4 horsepower. As you can see, it is about 55%, saving 45%.
{220 * 40 * (7.4 / 40)} / {400 * 7.4 * 1} = 220/400 = 0.55
The surplus energy can be stored in the flywheel within 19% of the engine running at 40 horsepower, and the remaining 81% can be used as auxiliary energy during the repulsive driving period.

The fuel efficiency curve is the point where the horizontal axis is the engine speed, the vertical axis is the average effective pressure or shaft torque, and the fuel consumption per work (KW-h or HP-h), that is, the fuel consumption rate is equal. In general, a plurality of curves connected to each other are illustrated. The shape varies depending on the type, type, output scale, etc. of the engine, but is roughly concentric ellipse as shown in FIG. 1 or FIG. The center showing the minimum fuel consumption rate is often in the high speed range where the rotation speed is in the middle speed range, for example, around 3,000 rpm, and the average effective pressure or shaft torque is close to the throttle valve fully open.
Note that the equal fuel consumption curve for each engine is not displayed in a catalog or the like.
The fuel saving traveling method in the above (0007) is for the engine rotation speed of 2,100 rpm when the vehicle traveling speed is 60 km / h.
Here we consider the arbitrarily selected engine speed.
Consider the case where the engine speed is increased to 3,150 rpm while decelerating with a continuously variable transmission to keep the vehicle speed at 60 km / h.
At “2,100 rpm”, when running at 7.4 horsepower, the fuel consumption rate is f _b = 400 [g / B · HP-h]. / 40, and the fuel consumption rate was f _b = 220 [g / B · HP-h]. In other words, if the repulsive driving is used for the distance (or time) where 400 g of fuel is required, 220 g of fuel is sufficient.
At “3,150 rpm”, as in 2,100 rpm, it can be read from FIG. 4 as follows.
When running at 7.4 horsepower, the operating time of the engine can be reduced to 7.4 / 62 at 62 horsepower by using repulsive driving for a fuel consumption rate of f _b = 450 [g / B · HP-h]. F _b = 230 [g / B · HP-h]. Compared to the distance (or time) that requires 400 g of fuel at 2,100 rpm, 450 g is required at 3,150 rpm, and 230 g of fuel is consumed if repulsive driving is used.
The following conclusions can be drawn from the above calculation process.
“To achieve maximum fuel savings when driving at the intended vehicle speed, change the engine speed to a value that indicates the minimum fuel consumption rate in the iso-fuel consumption curve, and the output is horsepower that indicates the minimum fuel consumption rate. Change to `` running while accumulating energy in the flywheel, and switching to backside driving ''
At this time, it is necessary to change the gear ratio in the continuously variable transmission in order to offset the change in the rotational speed of the engine and maintain the vehicle speed at a predetermined speed.
On the other hand, “without changing the engine speed, the output is changed to horsepower that indicates the minimum fuel consumption rate at that speed, and considerable fuel savings can be achieved even when the engine and repulsive power are stored in the flywheel. Is often obtained. "
Here, a similar case is introduced as to what an engine running image (feeling) does not change the running speed by operating the engine with the output of many times the horsepower required for running. Air conditioner compressors are intermittently turned on and off by electromagnetic clutches to liquefy the refrigerant gas. The increase or decrease of the engine output necessary for this is performed instantaneously in synchronization with the ON / OFF of the electromagnetic clutch, and the influence on the running speed is eliminated.

Here, the driving resistance horsepower at 60km / h on a flat road is estimated from the results of an actual vehicle running test. The outline of the vehicle and traveling is as follows.
・ Measurement by actual vehicle travel is performed in the same section
-The vehicle is a minivan, vehicle weight 1,800kg, wheel diameter 618mm
・ Final reduction ratio 4.1 with differential gear
・ The engine is a 2,200cc diesel engine with MT
When running at 60km / h., The engine speed in the top gear is estimated to be about 2,100rpm.
Next, “approximate energy consumption per second at 60 km / h” is obtained.
Repulsive driving from 65km / h to 55km / h. Took about 15 seconds.
From the decrease in energy consumption per second, that is, the kinetic energy of the vehicle, as an approximate value, the running resistance horsepower is 5,550 [kg-m ² / sec ³ ], that is, 7.4 horsepower as follows.
ΔE _m / Δt = 1/2 * 1,800 * {(65,000 / 3,600) ^2- (55,000 / 3,600) ² } / 15
= 5,550 [kg-m ² / sec ³ ]
= 570 [kg weight-m / sec]
= 7.4HP

Here, the kinetic energy of the vehicle and the inertial energy (rotational kinetic energy) of the flywheel will be considered.
“Vehicle kinetic energy” is expressed by the following equation.
E _m = 1/2 {MV ² }
M: Vehicle weight (mass), V: Speed
The kinetic energy at 60 km / h in a model vehicle with a weight of 1,800 kg is 250,000 [kg-m ² / sec ² ] as shown below. 167,000 [kg-m ² / sec ² ] (67%) will be consumed.
1/2 * 1,800 * (60,000 / 3,600) ² = 250,000
5,550 * 30 = 167,000
167,000 / 250,000 = 0.67
On the other hand, “energy of rotational movement of the flywheel” is expressed by the following equation.
_{E r = 1/2 {Iω} 2} = 1 / 2mv 2
I: Moment of inertia ω: Angular velocity I = mr ² ω = v / r
m: Weight of flywheel r: Same as above, radius v: Same as above, peripheral speed
The shape of a flywheel is usually a wheel, but for the sake of simplification, it is assumed that a mass of 30 kg is uniformly distributed on a 0.5 m diameter ring made of a thin line with negligible thickness, and the rotational speed Describe about 5,000rpm.
The energy of rotational movement of a flywheel is 257,000 [kg-m ² / sec ² ], which roughly corresponds to the kinetic energy of a vehicle at a speed of 60 km / h. When 167,000 [kg-m ² / sec ² ] (about 65%) is consumed, the rotational speed is reduced to about 2,960 rpm.
1/2 * 30 * {0.5 * π * (5,000 / 60)} ² = 257,000
{5,000 ² * (257,000-167,000) / 257,000} ^1/2 = 2,960
In engine running, while maintaining 60km / h. For 7.4 horsepower out of 40 horsepower, the surplus 32.6 horsepower supplies 65% of energy to the flywheel and restores the rotational speed to 5,000rpm.

The principle of fuel saving by coasting has been explained using an example of a model vehicle at 60 km / h, but it is not limited to 60 km / h. On the other hand, it can be widely applied to various vehicles having an engine.
There is an iso-fuel consumption curve as shown in Fig. 1, Fig. 2 or Fig. 3 for each vehicle type, and different driving resistance horsepower for each vehicle (vehicle type) / speed / road surface condition (uphill / downhill) / weather / climate. To do. An economical driving method corresponding to various driving situations / traveling environments can be read from the fuel efficiency curve data and assembled using the above principle.
In this fuel-saving driving method, the energy stored in the flywheel during engine driving is used for the subsequent coasting, and the engine cycle corresponding to the next driving situation is continued and the traveling cycle consisting of engine driving and coasting is performed. repeat.
Furthermore, if the energy is accumulated not only when the engine is running but also when the vehicle is stopped, it can be used as the energy at the time of starting, so a greater fuel saving effect can be obtained.

Here, we consider the appropriate scale of flywheel capacity and intermittent driving cycle length.
The application of flywheels ranges widely from small-scale ones that transmit energy during the engine explosion process to other processes such as compression processes, to large-scale energy storage for leveling power demand day and night. Over. There are also attempts to apply it to automotive power. (See above, Non-Patent Document 1 and Non-Patent Document 2)
The energy storage capacity of the flywheel is proportional to the mass as described in (0010) and is proportional to the square of the rotational speed.
Increasing the rotational speed is more effective for increasing the capacity, but as the speed of rotation increases, advanced technology is required and the equipment becomes complicated.
Selection of high-strength materials to cope with large centrifugal forces, high-precision machining and non-contact bearings to maintain a balance for high-speed rotation, countermeasures against windage that increases rapidly at high speeds, and damage to high-speed rotating bodies Safety measures.
These problems do not require special advanced technology at a rotational speed of about 10,000 rpm or less, and can be handled by general-purpose technologies / materials currently used in the automobile industry.
On the other hand, it is desirable to increase the cycle length and decrease the number of cycles in terms of responsiveness, wear, and drivability / habitability of the equipment such as the engine, flywheel, continuously variable transmission, and clutch.
As a guideline for the clutch ON / OFF frequency, the operation of the electromagnetic clutch of the compressor of the air conditioner that repeats every tens of seconds or every minute will be helpful.
Based on the above considerations and examples, the rotation speed of the flywheel is about 10,000 rpm or less, the storage capacity is less than the kinetic energy at the maximum practical speed of the vehicle, and the energy transfer range to the flywheel is about 70 to 80% of the capacity. If this is the case, the cycle length can be secured for several tens of seconds, and a practical fuel-saving travel can be assembled.

A specific device configuration is illustrated in FIG. 5 and each function will be described.
The configuration is roughly divided into three parts: an “engine part”, a “wheel-wheel part”, and a “drive shaft part”.
The engine part consists of a clutch (1) and an engine. Auxiliary machinery uses the rotational power or electric drive of the engine.
The flywheel part consists of a clutch (2), a bidirectional continuously variable transmission (R-CVT), and a flywheel. The bi-directional continuously variable transmission (R-CVT) was given R-CVT with the meaning of bi-directional to make it R-CVT. Although the presence or absence of a real two-way-type continuously variable transmission is unknown output, adding mechanism and structure to the continuously variable transmission, the input shaft / output shaft at the time of energy storage in the flywheel, contrary to the time of energy release The function is switched to the axis / input axis. Taking a belt-type CVT as an example, there is a fixed pulley / movable drive pulley on the input side, and a fixed pulley / movable driven pulley on the output side. See FIG. 6. In order to make the two-way equivalent , it is necessary to add a driven and drive mechanism to each movable pulley so that the functions can be switched.
For driving the drive pulley and the driven pulley, a hydraulic type, a motor type or the like is used. The continuously variable transmission includes a belt type and a toroidal type.
The drive shaft portion includes a clutch (3), a continuously variable transmission (CVT), a drive shaft and a differential / reduction gear.
A control device such as a computer incorporates information such as fuel efficiency curve data and basic conditions for various driving modes, receives instructions from the driver, makes judgments based on information from each of the above devices, and each device / device. Control.

The following table shows examples of operation modes and operating conditions of equipment and devices.
Fig. 7 shows the concept of engine running and repulsive running at 60km / h.
Real Kaihei 5-42652 JP 51-51606 Latest Technology of Electric Vehicle ('99) New technical terms for cars Engine / Power ('98)

First, in the “automatic intermittent coasting operation mechanism of a vehicle” of Patent Document 2 cited in (0002) as background art, an engine, a flywheel, a transmission, a drive shaft, and the like are arranged in series.
For this reason, it is necessary to keep increasing the rotation speed of the engine while keeping the rotation speed of the engine constant and increasing the speed of the flywheel, that is, not storing energy. This means that it cannot be set to a specific rotational speed at which the minimum fuel consumption rate in the iso-fuel consumption curve can be obtained or kept constant, and the “best economy” operation that is the original purpose cannot be performed. Furthermore, since they are arranged in series, the flywheel cannot be disconnected even under conditions where rapid acceleration is required, and the operation is carried with an extra load on the back, resulting in a loss of mobility / drivability.
Next, the use of a flywheel adopted or proposed for automobiles, which is introduced in Non-Patent Document 1 and Non-Patent Document 2 cited in (0002), is characterized by the following two points.
One is “increasing storage capacity and using it as a main power source”. In this case, an increase in size / increase in speed is unavoidable, and there are various problems as described in (0012), which have not yet been put into practical use.
The other is not directly stored / stored as rotational energy, but after being “converted into electrical energy” via a generator / motor, stored as electrical energy in a storage battery or stored in a flywheel as rotational energy. For this reason, the number of devices / equipment increases / complexes, and loss due to energy conversion, and loss due to charging / discharging in the case of battery storage are inevitable.
Lastly, in Patent Document 1 cited in (0002), since the cylinders in operation are supplemented for the cylinders that are inactive, high-power operation is performed as described in (0008), and the fuel consumption rate is generally small. Become. However, the engine rotation speed does not always correspond to the minimum fuel consumption rate on the iso-fuel consumption curve, and there is still a problem in drivability / liability such as lack of smoothness in the engine rotation speed.
The challenge is to obtain a fuel saving method that makes the best use of the engine's capabilities with a simpler device / method without impairing running performance and habitability.

In the invention of the present application, the flywheel is installed “not in series” with the drive shaft, “in parallel” as shown in FIG. 5 via a bidirectional continuously variable transmission (R-CVT), and three clutches. Combined with the action of (clutch (1) to (3)), the degree of freedom of individual control of the three parts of the engine / flywheel / drive shaft is dramatically increased.
By combining these three parts, as described in (0014), it is possible to select an optimal fuel saving traveling method based on a wide range of equal fuel consumption curves in accordance with the traveling situation.
Accumulation of energy into the flywheel and extraction of energy from the flywheel must be carried out through a two-stage continuously variable transmission with “rotational energy” without energy conversion. By “limited to auxiliary power source”, it is possible to deal with general-purpose technology / general-purpose materials in the automobile industry, and to be simple, small-scale and highly reliable.
According to these solutions, it is not necessary to improve the existing engine, and the ability of the existing engine, which is highly developed, can be utilized to the maximum regardless of the type of engine.

The invention of the present application is a technology that makes the most of the performance of an engine without requiring modification of an existing engine, and can be applied to a wide range of vehicles regardless of the size and type of the engine. Combined with the fact that it can respond to the situation, it can be expected to have epoch-making effects on global environmental protection such as carbon dioxide emission reduction.

The invention of the present application is not limited to vehicles of a specific type, form, and scale, but relates to a basic technology related to fuel saving that can be widely applied to various vehicles. Accordingly, various / various embodiments are possible depending on the purpose, and the best feature is that there is a best feature for each embodiment. For example, the types of engines include a 4-cycle / 2-cycle gasoline engine, diesel engine, and the like, and the types of vehicles include a wide range of trucks (large to small), passenger cars (large to small, sports / RV / sedan, etc.). As described in (0016), since the three parts of the engine part / the flywheel part / the drive shaft part are highly independent, the degree of freedom is large, and the operation mode suitable for each purpose can be selected and combined. Furthermore, by limiting the use of the flywheel to auxiliary power during repulsive driving, the required capacity can be reduced, and the degree of freedom in selecting the shape, dimensions / materials and rotational speed is great.
For example, in the case of a family car instead of a luxury car, as shown in (0010) instead of the maximum speed, it is necessary to select a flywheel with a maximum rotation speed of about 5,000 rpm in consideration of the frequent use of 60 km / h. This is one of the best forms.
Each of the best embodiments using this basic technology is left to a vehicle construction specialist with abundant peripheral technology.

As a partial example of repulsive running, there is an actual vehicle running test for obtaining a running resistance horsepower described in (0009).
A trial calculation example of the fuel saving effect using the equal fuel consumption curve described in (0007) will be given as a desktop example. However, since the equal fuel consumption curve used is not publicly disclosed as described in (0008), it is refused to be a virtual one.
In addition, although it is not an embodiment as an invention of the present application, “in the air conditioner, the output is increased almost instantaneously while maintaining the engine rotation speed, and surplus energy is used for the operation of the compressor, and The fact that the ON / OFF cycle is repeated in increments of minutes by switching with an electromagnetic clutch is an example of a similar implementation of the accumulation of rotational energy during engine travel.
A similar example of engine running is driving during climbing with "Cruise Control" that maintains a constant speed.

This technology can be applied not only to gasoline engine passenger cars, but also to diesel and other trucks and track vehicles, and can be used to save fuel on a wide range of vehicles, regardless of engine type and scale.

Equal fuel consumption curve (excerpt from the new edition of Automotive Engineering Handbook ('89)) Equal fuel consumption curve (excerpt from the new edition of Automotive Engineering Handbook ('89)) Consumption curve (Excerpt from Mechanical Engineering Handbook ('93)) Application example of iso-fuel consumption curve Configuration of repulsive vehicle equipment using flywheel as auxiliary power Example of structure of continuously variable transmission belt type CVT (Excerpt of car mechanism and mechanism illustration Takeshi Hosokawa Grand Prix (2003) excerpt) Conceptual diagram of engine running / repulsive running

Claims (2)

  A vehicle including an engine part, a flywheel part, a drive shaft part, and a control device such as a computer for controlling each part. The engine part comprises an engine and a clutch (1), and the flywheel part is a clutch (2 ), A bidirectional type continuously variable transmission, and a flywheel, and the drive shaft portion includes a clutch (3), a continuously variable transmission, and a drive shaft. Rotational power can be transmitted and received selectively through a gear provided in the engine, and the control device such as the computer has built-in data on the fuel consumption curve of the engine and corresponds to the minimum value of the fuel consumption rate. The engine is driven at the rotational speed and output to drive the vehicle, and the surplus power for the running resistance horsepower is accumulated as rotational energy in the flywheel without converting energy. Vehicle, wherein the engine running, that controls switching so as to alternately performed a coasting to drive the vehicle at a rotational energy stored in the flywheel stops fuel supply to the engine The bidirectional continuously variable transmission of the flywheel part can transmit the rotational power from the clutch (2) to the flywheel and can also transmit the rotational power from the flywheel to the clutch (2) by switching operation. The vehicle according to claim 1,