CN201317352Y - Pneumatic brake energy recovery system - Google Patents
Pneumatic brake energy recovery system Download PDFInfo
- Publication number
- CN201317352Y CN201317352Y CNU2008201999200U CN200820199920U CN201317352Y CN 201317352 Y CN201317352 Y CN 201317352Y CN U2008201999200 U CNU2008201999200 U CN U2008201999200U CN 200820199920 U CN200820199920 U CN 200820199920U CN 201317352 Y CN201317352 Y CN 201317352Y
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- 238000011084 recovery Methods 0.000 title abstract 5
- 238000003860 storage Methods 0.000 claims abstract description 32
- 230000007246 mechanism Effects 0.000 claims abstract description 27
- 230000006835 compression Effects 0.000 claims description 4
- 238000007906 compression Methods 0.000 claims description 4
- 230000000694 effects Effects 0.000 claims description 4
- 230000005540 biological transmission Effects 0.000 claims description 3
- 238000012856 packing Methods 0.000 claims description 2
- 238000009428 plumbing Methods 0.000 claims description 2
- 238000005381 potential energy Methods 0.000 abstract description 4
- 230000009347 mechanical transmission Effects 0.000 abstract 1
- 238000009826 distribution Methods 0.000 description 7
- 238000002485 combustion reaction Methods 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 230000002950 deficient Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000012857 repacking Methods 0.000 description 2
- 239000003381 stabilizer Substances 0.000 description 2
- 230000009286 beneficial effect Effects 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000005520 cutting process Methods 0.000 description 1
- 238000013016 damping Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000006073 displacement reaction Methods 0.000 description 1
- 230000005611 electricity Effects 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 238000004146 energy storage Methods 0.000 description 1
- 238000004880 explosion Methods 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 230000006698 induction Effects 0.000 description 1
- 238000009434 installation Methods 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 230000035800 maturation Effects 0.000 description 1
- 238000005457 optimization Methods 0.000 description 1
- 238000002360 preparation method Methods 0.000 description 1
- 230000009467 reduction Effects 0.000 description 1
- 230000004044 response Effects 0.000 description 1
- 230000000630 rising effect Effects 0.000 description 1
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- Valves And Accessory Devices For Braking Systems (AREA)
Abstract
The utility model relates to an automobile brake energy recovery system, in particular to a pneumatic brake energy recovery system. An air compressor is connected with a pair of axles without power input through a mechanical transmission mechanism; the air compressor is connected with an air storage tank through a tube; the air storage tank is connected with air engines; brake clutch gears which can be switched to engage with the toothed belts of the air engines are also arranged on the axles; a control lever of a switching mechanism is linked with a brake pedal; and an air valve lever on the pipeline of the air engines is linked with the pedal. The utility model, which has the advantages of simple structure, convenient control, high energy recovery rate and easy assembly, can convert the mechanical energy into the potential energy of the compressed air during braking, and convert the potential energy of the compressed air into the mechanical energy during energy recovery.
Description
Technical field
The utility model relates to a kind of pneumatic type brake resilience system, is a kind of mechanism of automobile brake resilience, belongs to automobile technical field.
Background technology
Present braking automobile resilience system is based on machine-electric transformant, and the resilience principle is: glancing impact utilizes electrical generator that mechanical energy is converted into electric energy, is stored in the storage battery; Utilize electrical motor that electric energy is converted into mechanical energy during resilience.Though system can also can serve as electrical generator and use after electrical motor is optimized design, should have an electrical motor at least.The resilience system needs the impulse electricity control circuit of a series of complexity, and complex structure is with high costs.Because the structural reason of system own only is used widely on pure electric automobile and HEV (mixed power electric car).The engine installation of automobile just at present, the share of market of pure electric automobile and hybrid vehicle is extremely low, and the regular fuel power vehicle is still the core in market, also is the leading of each big car production manufacturer.Behavior of structure in conjunction with internal-combustion engines vehicle, machine-electric formula brake resilience system installs on internal-combustion engine vehicle, must the electrical motor that at least one can be used as electrical generator be installed on self-propelled vehicle, various sensors, ECU and control circuit thereof, and storage battery should meet certain technical requirements.Described machine-electric formula brake resilience system cost is high, and control is complicated, does not possess economy, therefore, we can say that electromechanical brake resilience system is also inapplicable on the ordinary internal combustion engine automobile.
Summary of the invention
On general-utility car, be difficult to the problem of installing in order to overcome existing brake resilience system, the purpose of this utility model provides a kind of pneumatic type brake resilience device, it is simple in structure, control is convenient, resilience rate height, easily install, mechanical energy can be converted into compressed-air actuated potential energy, then compressed-air actuated potential energy is converted into mechanical energy during resilience at glancing impact.
Solving the scheme that technical matters of the present utility model adopts is: connect air compressor by mechanical transfer mechanism on a pair of axletree of not drive input, air compressor plumbing connection storage tank, storage tank is connected with air engine again, also be provided with on the axletree with the air engine gear band and switch ingear braking clutch gear, the control operation bar of switching mechanism and brake pedal interlock, the air valve valve rod on the air engine pipe path and pedal interlock.
The axletree and the air compressor of above-mentioned brake resilience device adopt diff as the two bonded assembly mechanical transfer mechanism, differential axle is being fixed brake plate, the braking clutch gear is connected with the axletree sliding block joint and with the brake plate end-face friction by the spline on the axletree, this diff can play the partial function of ABS, make brakig force distribution unbalanced, prevented defective steering stabilizer.Brake pedal is stepped on angle when big more, the thrust of brake control operation pole pair braking clutch gear is big more, friction force between braking clutch gear and brake plate is big more, and the braking clutch gear reduces with relative slippage between brake plate, equates with the brake plate rotating speed until the resilience gear.Between air engine gear and its rotating shaft free-wheel clutch is housed, when air engine was worked, the gear that can drive the air engine arbor rotated, and when not working, when the resilience gear rotates, can't promote air engine and rotate.Switching mechanism is that cogged and rod member are formed in a box, by gear control operation bar and switching driving lever are in transmission connection, when brake pedal is stepped on, drive the control operation bar, gear makes again and switches driving lever and move, and the shift fork that switches on the driving lever is inserted in the braking clutch gear, with this gear along the spline translation, push the brake plate that differential axle is fixed to, make air compressor work at last.
Air extractor duct at air compressor and storage tank all is provided with the air pressure Inductance valve, guarantees that air compressor damping when work is constant, thereby guarantees glancing impact braking force substantially constant.Also be provided with the structure critical valve identical with the air pressure Inductance valve on storage tank, when the jar internal pressure is too high, but release shields; Air valve on the air engine pipe path adopts flow type variable air valve, and along with the change that depresses angle of pedal, how much what valve rod moved can determine compressed-air actuated flow, and then changes the resilience rotating speed of air engine.Be accompanied by reducing of air quality in the storage tank, pressure reduces thereupon, and when air pressure in the storage tank during less than a particular value, the air pressure Inductance valve is closed, and resilience this moment stops.
The structure of above-mentioned air pressure Inductance valve and critical valve is, the piston under the spring of packing in the body cavity is pushed to, and the valve body of piston lower end is provided with admission port, and the sidewall that valve body and piston are fitted is provided with air extractor duct; The compression ratio of air compressor is 10, and theoretical maximum gas pressure is 1.01MPa, and the unlatching value of its air pressure Inductance valve is 0.8MPa; The unlatching value of the air pressure Inductance valve of storage tank air extractor duct is 0.8MPa also, and the unlatching value of critical valve is 2MPa.
The structure of the flow type variable air valve on the air engine pipe path is, effect has pull back spring on the air valve valve rod, air valve valve rod wall band conical grooves, admission port and exhausr port are arranged on the conical grooves of valve body wall over against valve rod, and admission port is in the position of normally off.
The beneficial effects of the utility model are: overcome existing brake resilience system and be difficult to the problem of installing on general-utility car, can on the basis of the automobile non-powered axle being done slightly repacking native system be installed.System architecture is simple, and control is convenient, and resilience rate height can store energy conversion rationally when automobile brake, when the reduction automobile travels on comprehensive road surface, because the energy consumption that braking frequently causes rising.The parts (as: air compressor, air engine, automobile-used center differential etc.) that native system adopts, technology maturation, with low cost at present.System meets car brakeing and rideability index by air compressor, air engine have been carried out reasonable repacking and optimization.The reasonable use of diff in system makes vehicle in the reasonable science of glancing impact brakig force distribution, has the partial function of ABS, prevented that vehicle from causing at the glancing impact wheel lockup that turning efficiency worsens, phenomenons such as brakig force distribution is unbalanced, defective steering stabilizer.
Description of drawings
Fig. 1 is a structural representation of the present utility model;
Fig. 2 is the structural representation of the utility model switching mechanism;
Fig. 3 is the utility model energy storage and resilience structural scheme of mechanism;
Fig. 4 is the utility model diff and air compressor connection diagram;
Fig. 5,6 is the variable metering-orifice air valve structure of a utility model scheme drawing;
Fig. 7 is the utility model storage tank structural representation;
Fig. 8 is the utility model air pressure Inductance valve, forced induction valve and critical valve scheme drawing.
In Fig. 1～8, each label is represented successively: air engine 1, pipeline 2, axletree 3, shift fork 4, switch driving lever 5, switching mechanism box 6, air pressure Inductance valve 7, air pressure Inductance valve outlet 7-1, storage tank 8, variable metering-orifice air valve 9, air valve valve rod 9-1, valve gap 9-2, pull back spring 9-3, admission port 9-4, exhausr port 9-5, control operation bar 10, air compressor 11, air pressure Inductance valve 12, switch driving lever 13, differential axle 14, diff 15, brake plate 16, braking clutch gear 17, air engine gear 18, storage tank admission port 19, coupler 20, critical valve 21, spring 21-1, piston 21-2, air extractor duct 21-3, admission port 21-4.
The specific embodiment
The utility model is described in further detail below in conjunction with drawings and Examples.
Shown in Fig. 1,4, the stop mechanism of this pneumatic type brake resilience device is made up of automobile-used diff 15, coupler 20 and the air compressor 11 of assignment system power.The air compressor that this example adopts is a piston type air compressor, and the compression ratio of air compressor 11 is 10, and theoretical maximum gas pressure is 1.01MPa.It is the pressure sensitive valve 12 of 0.8MPa that compressor is installed the unlatching value in the air extractor duct position, promptly has only when compressor cylinder internal gas pressure during greater than 0.8MPa, and the valve that is positioned at air extractor duct is just opened (referring to Fig. 8), makes that gas pours in the storage tank 8 in the compressor cylinder.Suffered resistance is enough when guaranteeing the compressor compresses air, and braking force is steadily sufficient.Mechanism of brakig force distribution mechanism and principle are identical with automobile-used diff, and its rotating speed and torque distribution are consistent with automobile-used diff rotating speed and torque distribution calculated relationship.Vehicle is when braking on curve, and the rotating speed of interior wheel should be less than the rotating speed of foreign steamer.Mechanical characteristic during according to vehicle ' as can be known, the suffered resistance of interior wheel is greater than foreign steamer, so the moment of torsion opposite with interior wheel rotation direction of wheel is greater than foreign steamer in acting on, interior wheel speed is lower than foreign steamer.When with this brakig force distribution mechanism interior foreign steamer being linked to each other, in conjunction with the diff rotation speed relation, the mistake of vehicle when braking on curve is curved functional.
The brake plate 16 of differential axle 14 both sides is by braking clutch gear 17 frictional connectiones on switching mechanism and the axletree 3, when brake, control operation bar 10 actions of switching mechanism, the shift fork 4 promotion braking clutch gears 17 that switch on the driving lever 5,13 are pressed to brake plate 16, rotatablely move through diff 15 differentials, give air compressor 11 by coupler 20 with transmission of power, driving the air compression machine crankshaft rotates, the crankshaft-connecting rod mechanism of air compressor will rotatablely move and be converted into the crank motion of air-compressor piston, thus pressurized air and being stored in the storage tank 8.
Install by response pressure at storage tank 8 air extractor duct places is the air pressure Inductance valve 7 of 0.8MPa, and the effect of this valve is: when air pressure in the storage tank was higher than this value, this valve can self-opening.The air extractor duct of air pressure sensing valve is linked the admission port 9-4 place of variable metering-orifice air valve 9 with pipeline 2, the exhausr port 9-5 of variable metering-orifice air valve receives on the admission port of two air engines 1 with pipeline 2 respectively again, and the valve rod 9-1 of variable metering-orifice air valve 9 links to each other with the acceleration pedal of vehicle.
The structure of variable metering-orifice air valve 9 is shown in Fig. 5,6, and during shown position, air valve is a buttoned-up status.Pulling air valve valve rod 9-1, the spring force that valve rod overcomes pull back spring 9-3 moves up, when the conical grooves on the valve rod arrives air valve admission port 9-4, air valve admission port 9-4 and exhausr port 9-5 UNICOM, the air valve partly open, and with the increase of displacement of valve rod amount, valve rod 9-1 aperture increases, until the air valve standard-sized sheet.
When stepping on vehicle accelerator pedal, variable metering-orifice air valve 9 is opened (opening the big or small angle of stepping on by acceleration pedal determines).At this moment, if air pressure Inductance valve 7 is for opening (be in the storage tank air pressure greater than 0.8MPa), pressurized air will arrive air engines 1 by pipeline 2, drive air engine 1 and work.Along with the air pressure of storage tank 8 reduces, when air pressure during less than 0.8MPa, air pressure Inductance valve 7 is closed, and resilience stops.When bend the throttle, if air pressure Inductance valve 7 is closed, air engine 1 is not still worked.
See Fig. 1,2, resilience clutch switching mechanism structure mainly is made up of the axletree 3 and the brake plate 16 of control operation bar 10, switching mechanism box 6, switching driving lever 5 and 13, shift fork 4, braking clutch gear 17, wounded in the battle key.Wherein control operation bar 10, switch driving lever 5 and 13, bar on the modulus of cutting identical with spragging gear modulus in the switching mechanism box 6.Control operation bar 10 1 ends link to each other with vehicle brake pedal.When stepping on brake pedal, pulling control operation bar 10 moves forward, and spragging gear rotates, thereby two switching driving levers 5 and 13 are moved inward.Because two shift fork 4 ends that switch driving levers 5 and 13 all insert in the groove of braking clutch gear 17, move inward along the spline of axletree 3 thereby promote the braking clutch gear, thereby with brake plate 16 frictions.Brake plate is connected on the driven disc of braking with hex screw, brakes on the differential axle 14 that driven disc is installed in diff 15.17 thrusts of switching 4 pairs of brakings of shift fork clutch gear are big more, the friction force of braking clutch gear and brake plate 16 is big more, the slip rate more little (speed discrepancy is more little) that braking clutch gear 17 and brake plate are 16 is braked driven disc rotation, thereby drives stop mechanism work.
Owing on the vehicle braked pedal pull back spring is housed all, during loosen the brake, the brake pedal return, pulling control operation bar 10 returns (moving backward) are under the effect of switching mechanism, two switch shift fork 4 outwards moves, braking clutch gear 17 outwards moves along spline, and braking clutch gear 17 and 16 thrusts of brake plate reduce, and friction force reduces, brake clutch gear at last and separate, with air engine gear 18 engagements on the air engine 1 with brake plate.As long as step on vehicle accelerator pedal this moment, air engine 1 has air to feed and works.
See Fig. 1,3,7, stored energy mechanism mainly is that storage tank 8 and attached parts thereof are formed, the F-Zero of neglecting vehicle greatly of storage tank 8 volumes and Vehicle preparation quality and decide.Air pressure is too high in the storage tank when preventing that braking frequency and rate of braking are excessive, cause the storage tank explosion to damage, answer erection insurance valve 21 on the storage tank 8, the structure of critical valve 21 and principle and air pressure Inductance valve 7 similar (Fig. 8), the unlatching atmospheric pressure value is 2MPa, when air pressure was worth greater than this, critical valve 21 was opened release.Valve air gate 21-3 leads to atmosphere.The outlet 7-1 of air pressure sensing valve 7 links to each other with the admission port 9-4 of variable metering-orifice air valve 9, and the storage tank admission port 19 usefulness pipelines 2 of storage tank 8 link to each other with the air extractor duct of air pressure Inductance valve 12 on being positioned at air compressor.
Claims (5)
1, a kind of pneumatic type brake resilience device, it is characterized in that: on a pair of axletree of not drive input, connect air compressor by mechanical transfer mechanism, air compressor plumbing connection storage tank, storage tank is connected with air engine again, also be provided with on the axletree with the air engine gear band and switch ingear braking clutch gear, the control operation bar of switching mechanism and brake pedal interlock, the air valve valve rod on the air engine pipe path and pedal interlock.
2, by the described pneumatic type brake of claim 1 resilience device, it is characterized in that: adopt diff with air compressor bonded assembly mechanical transfer mechanism on the described axletree, differential axle is being fixed brake plate, the braking clutch gear is connected with the axletree sliding block joint and with the brake plate end-face friction by the spline on the axletree, between air engine gear and its rotating shaft free-wheel clutch is housed; Switching mechanism is in transmission connection the control operation bar by gear with switching driving lever, the shift fork that switches on the driving lever is inserted in the braking clutch gear.
3, by the described pneumatic type brake of claim 2 resilience device, it is characterized in that: the air extractor duct at air compressor and storage tank all is provided with the air pressure Inductance valve, also is provided with the structure critical valve identical with the air pressure Inductance valve on storage tank; Air valve on the air engine pipe path adopts flow type variable air valve.
4, by the described pneumatic type brake of claim 3 resilience device, it is characterized in that: the structure of air pressure Inductance valve and critical valve is, piston under the spring of packing in the body cavity is pushed to, the valve body of piston lower end is provided with admission port, and the sidewall that valve body and piston are fitted is provided with air extractor duct; The compression ratio of air compressor is 10, and theoretical maximum gas pressure is 1.01MPa, and the unlatching value of its air pressure Inductance valve is 0.8MPa; The unlatching value of the air pressure Inductance valve of storage tank air extractor duct is 0.8MPa also, and the unlatching value of critical valve is 2MPa.
5, by the described pneumatic type brake of claim 3 resilience device, it is characterized in that: the structure of the flow type variable air valve on the air engine pipe path is, effect has pull back spring on the air valve valve rod, air valve valve rod wall band conical grooves, admission port and exhausr port are arranged on the conical grooves of valve body wall over against valve rod, and admission port is in the position of normally off.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2008201999200U CN201317352Y (en) | 2008-10-27 | 2008-10-27 | Pneumatic brake energy recovery system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CNU2008201999200U CN201317352Y (en) | 2008-10-27 | 2008-10-27 | Pneumatic brake energy recovery system |
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| CN201317352Y true CN201317352Y (en) | 2009-09-30 |
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| Application Number | Title | Priority Date | Filing Date |
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| CNU2008201999200U Expired - Fee Related CN201317352Y (en) | 2008-10-27 | 2008-10-27 | Pneumatic brake energy recovery system |
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| CN (1) | CN201317352Y (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101786448A (en) * | 2010-03-19 | 2010-07-28 | 张坤 | Air pressure type braking energy recovery and auxiliary startup system |
| CN102975697A (en) * | 2012-11-24 | 2013-03-20 | 中北大学 | Automobile braking energy recovery and active auxiliary braking automatic control system |
| CN104709265A (en) * | 2015-03-23 | 2015-06-17 | 重庆大学 | Automobile air rotary compression energy storage type braking system |
| CN105644529A (en) * | 2016-03-22 | 2016-06-08 | 山东理工大学 | Regenerative braking device for motor train trailer |
| CN106394518A (en) * | 2016-10-27 | 2017-02-15 | 槐耀选 | Resistance and rotating energy combined system |
-
2008
- 2008-10-27 CN CNU2008201999200U patent/CN201317352Y/en not_active Expired - Fee Related
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101786448A (en) * | 2010-03-19 | 2010-07-28 | 张坤 | Air pressure type braking energy recovery and auxiliary startup system |
| CN102975697A (en) * | 2012-11-24 | 2013-03-20 | 中北大学 | Automobile braking energy recovery and active auxiliary braking automatic control system |
| CN102975697B (en) * | 2012-11-24 | 2015-10-21 | 中北大学 | Automobile-used Brake energy recovery and initiatively auxiliary braking autonomous cruise speed system |
| CN104709265A (en) * | 2015-03-23 | 2015-06-17 | 重庆大学 | Automobile air rotary compression energy storage type braking system |
| CN104709265B (en) * | 2015-03-23 | 2017-10-17 | 重庆大学 | Automobile air rotary compression energy storage type brake system |
| CN105644529A (en) * | 2016-03-22 | 2016-06-08 | 山东理工大学 | Regenerative braking device for motor train trailer |
| CN106394518A (en) * | 2016-10-27 | 2017-02-15 | 槐耀选 | Resistance and rotating energy combined system |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C17 | Cessation of patent right | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20090930 Termination date: 20121027 |