DE102017101082B3 - Brake vehicle for energy recovery of motor vehicles and method for energy recovery of motor vehicles by means of a braking vehicle - Google Patents

Abstract

A vehicle is specified for the energy recovery of motor vehicles. The brake vehicle has a coupling device and an energy converter. For example, when driving on slopes, the vehicle brakes on certain sections of the track and absorbs energy. The energy can be stored in mechanical, chemical or electrical form in the vehicle or delivered directly to a power grid. Brake vehicle can work autonomously.

Description

The invention relates to braking vehicles for the recovery of energy, for. As kinetic energy or potential energy can be used by motor vehicles. Furthermore, the invention relates to methods for energy recovery of motor vehicles by corresponding braking vehicles.

Motor vehicles, z. As trucks, must be braked when driving on a slope. In particular, heavy trucks, z. As those with a weight between 20 and 40 tons, have a low air resistance compared to the vehicle weight, so that a brake system is necessary. Lorries can z. B. be braked by means of the service brake or at a low engaged gear on the engine. In addition, truck retarders, z. B. hydraulically operating retarder for braking. Such braking devices are subject to wear and expense in purchase and operation.

Also conceivable is an installation of a recuperation device in a motor vehicle in order to make braking energy at least partially usable again. However, such recuperation devices are expensive, increase the basis weight and thus reduce the loading capacity of the vehicle equipped with it.

From the DE 10 2012 022 006 A1 Trailers are known for commercial vehicles that can support the drive of the commercial vehicle.

There is therefore a desire for braking devices with which the above-mentioned disadvantages can be avoided or reduced.

For this purpose, a braking vehicle for energy recovery of motor vehicles and a method for energy recovery of motor vehicles are given according to the independent claims. Dependent claims indicate advantageous embodiments.

The braking vehicle for energy recovery comprises a coupling device and an energy converter. The coupling device is used for coupling to a motor vehicle. The energy converter serves to convert kinetic energy and / or potential energy into another form of energy.

About the coupling device, the brake vehicle can be coupled to another motor vehicle to z. B. decelerate on a slope. The brake vehicle is an external braking device for a motor vehicle that is not tied to a single motor vehicle. By providing a brake vehicle which can be decoupled from the motor vehicle, the braking can be particularly critical, z. B. steep, hillside streets are outsourced. The original braking device of the motor vehicle is subject to less wear. At the same time, the redundancy of the brake devices is increased, so that the negative effects of a failure of a brake device are reduced.

In contrast to recuperation devices that are permanently mounted on a motor vehicle, a brake device is sufficient to decelerate a plurality of motor vehicles, since the brake vehicle can be coupled to a plurality of motor vehicles. The cost of a braking device, z. B. for recuperation of energy, per motor vehicle fall sharply.

While conventional braking devices convert kinetic or potential energy into heat and virtually completely dissipate the energy, the energy converter of the braking vehicle makes it possible to recycle at least part of the braking energy simultaneously or at a later time.

It is possible that the energy converter for this purpose has a generator, a chemical energy storage, an electrical energy storage or a mechanical energy storage. The generator can z. B. be an asynchronous generator or a synchronous generator. If a chemical energy storage in question, this z. B. comprise an accumulator or consist of an accumulator. If an electrical energy store comes into question, it may include one or many capacitors. As a mechanical energy storage z. B. a flywheel in question. Additionally, the brake vehicle may include a port for dissipating energy into an external power management system. Thus, the energy converter z. B. include a generator that converts the absorbed energy into electrical energy and this via an electrical line to a line system, the z. B. next to the road on which the motor vehicle is driving, is arranged.

The output of energy to the outer power supply system can be done in a direct electrical contact analogous to the power consumption of electrically operated rail vehicles. The current output can also be made without contact and inductively embedded in conductor elements next to or in the road surface of the road.

If the braking energy picked up by the brake vehicle is not permanently delivered to an external energy supply system, but is temporarily stored locally in an energy store, then so this preferably dimensioned so that losses are minimized.

The braking vehicle can be used, for example, on hillside roads that bridge a relatively large difference in altitude with a relatively short route. Such critical slope roads pose a challenge for conventional braking systems anyway. The energy storage is dimensioned so that the potential energy of the motor vehicle to be braked together with the potential energy of the braking vehicle, possibly reduced by corresponding efficiencies, can be recorded.

The appropriate dimensioning makes it possible to provide ideally adapted energy storage for different routes. The energy storage can thus be smaller for lower height differences, which saves costs compared to larger energy storage. Larger energy storage devices for larger differences in height can also fully absorb the potential energy of a 40-tonne without having to dissipate braking energy arising from premature filling to conventional measures in the braking vehicle.

By outsourcing the braking function to the braking vehicle, the cost of internal recuperation devices are reduced in a motor vehicle. The basis weight of the motor vehicle is also reduced, so that the possible payload of the motor vehicle is increased.

The existing increase in the redundancy of the brake systems also has the positive effect that in principle slopes can be driven at a higher speed. The need for possible emergency stop routes, z. B. filled with gravel, next to the lane is reduced.

It is possible that the coupling device has a device for coupling to a trailer hitch. Alternatively or additionally, it is possible that the coupling device has a device with a mechanism for coupling to a trailer hitch and / or a device with a snap mechanism for coupling to a closed trailer hitch. Alternatively or additionally, it is possible that the coupling device has a device for coupling to an underrun protection. Alternatively or additionally, it is possible that the coupling device has a device for coupling to towing eyes and / or a vehicle frame. Alternatively or additionally, it is possible that the coupling device comprises a device for clamping to a vehicle frame, a device for attachment to a vehicle frame, a device for coupling to a specially attached counterpart on a motor vehicle and / or a device with rollers for coupling to wheels , having.

The coupling device can thus have one or more devices for connecting the brake vehicle with a motor vehicle to be braked. The coupling device is dimensioned so that it can transmit the downhill power even a heavy motor vehicle at a high gradient completely to the brake vehicle. Ideally, the driver of the motor vehicle can completely deactivate all braking devices of his own vehicle, so that the wear on the motor vehicle to be braked is minimal.

Due to the fact that the brake vehicle has more than one possibility for coupling to the vehicle to be braked, the brake vehicle is not limited to one or a few types of vehicles to be braked. In particular, the device for coupling to the wheels of the vehicle to be braked makes the brake vehicle compatible with virtually all common motor vehicles.

The device for coupling to wheels can act on the wheels of a vehicle side of the motor vehicle or on the wheels of both sides of the motor vehicle. Rolls of the device can have an axis and a cylinder jacket. Between the axis and the associated cylinder jacket one or more bearings, for. B. roller bearings or ball bearings, be arranged to avoid friction losses as possible and to increase the efficiency of converting the energy. The lateral surface of the rollers can be a concave, d. H. hourglass-shaped, have shape to facilitate centering on the wheels of the vehicle to be braked. Per side (left, right) the device for coupling to wheels may have two, three or more rollers.

It is possible for the coupling device to have one or more drawbars for bridging a distance in the direction of travel.

The coupling device of the brake vehicle can be connected to a trailer coupling of the vehicle to be braked, z. B. to a trailer, dock. If the vehicle to be braked has a sufficiently stable underrun protection, then the braking vehicle can also dock there and establish a firm connection between the vehicles. Especially for construction vehicles, the accessibility to an underrun protection is well given.

If vehicles to be braked, z. B. trucks of a carrier, have no towing at the rear end of the last trailer, so they can be retrofitted cost.

It is possible that the coupling device comprises a compensator or a damper for compensating for shocks.

The shocks may be shocks along the direction of travel of the motor vehicle. Impacts can z. B. occur when coupling to the motor vehicle, since it can occur for a short time speed differences between the brake vehicle and the motor vehicle.

It is thus possible for the braking vehicle to move towards the motor vehicle from behind before it is coupled until an optimum distance between the braking vehicle and the motor vehicle has been set. If this distance is set, the braking vehicle adjusts its speed to the motor vehicle, so that the distance remains constant. Now, a frictional connection between the brake vehicle and the motor vehicle can be obtained by means of the coupling device.

Of course, it is possible for the vehicle to be braked to vary its own speed, even when connected to the braking vehicle. So it should be the vehicle to be braked z. B. be possible to stop. The compensator or damper of the coupling device can therefore also sensor elements, for. B. force gauge or pressure gauge to z. B. determine a delay of the motor vehicle. In accordance with the functional principle of a trailer braked on the trailer, the braking vehicle can increase its braking effect in this case. Otherwise, the braking vehicle may also reduce its braking effect should it find that the vehicle is about to accelerate.

Accordingly, it is possible that the brake vehicle has a control circuit. Alternatively or additionally, the brake vehicle may be an optical and / or acoustic sensor, for. B. an ultrasonic sensor. Alternatively or additionally, the brake vehicle may include an inductive and / or capacitive sensor, a temperature sensor, a pressure sensor (for detecting the air pressure, eg for determining the current altitude and the current rate of descent), a magnetic sensor, eg. B. a Hall probe, and / or a communication device.

The control circuit can be interconnected with one or more sensors.

Optical and / or acoustic sensors can along the direction of travel, against the direction of travel or orthogonal to the direction of travel, z. B. to the left, to the right or to the top, be directed and z. B. detect the distance to be braked vehicle or the distance to other road users or other objects on the road.

Via the control circuit and the sensors, the vehicle can also have a complete analysis capability for evaluating the surrounding situation, so that the vehicle can also be autonomously, d. H. without any driver intervention.

It is possible that the brake vehicle has its own engine and a controllable chassis.

This and together with the above-mentioned sensors and the control circuit, it is the braking vehicle possible to participate autonomously on the road. The brake vehicle can detect on its own whether coupling to a potential vehicle to be braked is desired. In this case, it automatically couples z. B. at the beginning of a gradient (= distance with negative slope) or at the beginning of a route without incline and brakes the vehicle so that z. B. a constant deceleration rate or a constant speed is maintained. If the gradient is over, the braking vehicle automatically decouples from the motor vehicle and can assume a rest position at the upper end of the gradient and wait for further potential vehicles to be braked.

• – Ankoppeln des Bremsfahrzeugs an ein Kraftfahrzeug an einem ersten Ort;
• – Begleiten des Kraftfahrzeugs und Wandeln von kinetischer Energie und/oder potenzieller Energie des Kraftfahrzeugs in eine andere Energieform durch das Bremsfahrzeug;
• – Abkoppeln des Bremsfahrzeugs vom Kraftfahrzeug an einem zweiten Ort.

A method for energy recovery of motor vehicles by means of a braking vehicle, z. As a brake vehicle as described above, may include the following steps:

• - coupling the brake vehicle to a motor vehicle at a first location;
• Accompanying the motor vehicle and converting kinetic energy and / or potential energy of the motor vehicle into another form of energy by the braking vehicle;
• - Uncoupling the brake vehicle from the motor vehicle at a second location.

It is possible that the braking vehicle decelerates the vehicle to be braked regardless of the gradient of the road. Thus, it is possible that the braking vehicle is working on a slope, on a (positive) slope or on a flat road without incline.

It is possible that the brake vehicle occupies a position at the first location again after uncoupling.

The first location is preferably the beginning of a slope. The second location is preferably at the end of the slope.

It is possible that the first place is higher than the second place. The brake vehicle brakes the motor vehicle and absorbs energy. The brake vehicle stores the energy absorbed in an energy store and, when the energy store is full, partially or completely discharges the stored energy to a delivery station or continuously delivers the absorbed energy to an external energy supply system.

The braking vehicle can - equipped with the appropriate sensors and the appropriate circuit logic - while autonomously participate in the traffic and autonomously make the vote with the vehicles to be braked.

Furthermore, it is possible that the brake vehicle communicates via a communication device with the motor vehicle, another brake vehicle and / or a control station.

Motor vehicles that are interested in braking by such a braking vehicle can indicate this to the braking vehicle by optical, acoustic or electromagnetic signals. Accordingly, motor vehicles can be equipped with an associated transponder, which is significantly cheaper to produce and install, as a separate Rekuperationseinrichtung.

A coupling to the motor vehicle can be done while the vehicle is stationary or while the motor vehicle is driving.

It is possible that the braking vehicle takes over the braking and thus the speed control of the vehicles to be braked while driving. The braking energy is then converted into electrical energy, for example, by means of an asynchronous motor generator installed in the braking vehicle. The energy can either be fed directly into a network built next to the roadway or stored in the energy store while driving. By storing the energy in the vehicle, construction work or changes on or next to the roadway can be avoided. Optionally, an energy collection station, z. B. at the beginning of the slope or at the end of the slope, made available to the energy z. B. to feed into an existing power grid.

If the energy is emitted at the end of a gradient, so it is advantageous if at least as much energy remains in the energy storage that the braking vehicle so that it can take its position at the beginning of the gradient without further energy supply. If necessary, this energy must be taken into account when dimensioning the energy store.

By means of sensors or optical image recognition on the gradient, other vehicles that do not require or want additional braking vehicle, z. As motor vehicles with a total weight of less than two tons registered. The information can be evaluated by a braking vehicle or by a fleet of braking vehicles in a central station. A minimum distance to vehicles in front as well as to persons, animals or objects on the road, which are recognized accordingly, can be kept. By sensors on the brake vehicle, the activity of brake lights of the coupled vehicle to be braked registered and processed accordingly. Thus, a driver of the vehicle to be braked by tapping the brake pedal communicate with the brake vehicle, without any wear on the brake devices of the brake vehicle is present. A communication is also by means of a radio link, z. B. via RF signals in the megahertz or gigahertz frequency range or infrared signals possible. A communication between the braking vehicle and a central monitoring station or a vehicle to be braked and the monitoring station is z. B. possible via RF signals.

In order to facilitate coupling to a vehicle to be braked, corresponding potential vehicles to be braked can be equipped with a chip and transponder which signal to the braking vehicle which form of coupling is preferred.

It is also possible that the brake vehicle scans the unique license plate of the vehicle to be braked and compared with a database in which the preferred coupling form is stored.

A central ground station may include a stationary flywheel. In this case, the energy of the flywheel can be supplemented in discrete amounts of energy, namely the quantities that a brake vehicle has picked up from a vehicle to be braked. So that no load peaks occur in an external power supply system, the energy of the flywheel can be continuously supplied to the external power grid. Thus, the brake vehicle also works with systems that are intended for the use of control energy.

Operating principles of the braking vehicle and details of specific embodiments are shown by way of illustration in the schematic figures.

1 shows a brake vehicle close behind a motor vehicle.

2 shows components of a braking vehicle.

3 shows a brake vehicle with sensors.

4 shows a brake vehicle with side mounted sensors.

5 shows a brake vehicle with an additional brake wheel.

6 shows details of a possible coupling device.

7 shows details of a possible coupled coupling device.

8th shows a coupling device with a damper.

9 shows a brake vehicle with a telescopic element in the coupling device.

10 shows a motor vehicle with counterparts for coupling.

11 shows details of an embodiment in which the coupling device acts directly on wheels.

12 shows a different view of the coupling device of 11 ,

13 shows a coupling device with two drawbars, which acts on wheels.

14 shows how braking energy can be continuously delivered to an electrical line.

1 illustrates a central idea of the braking vehicle BFZ. The brake vehicle BFZ is located close behind a motor vehicle KFZ on a slope. The brake vehicle BFZ has a coupling device KV and an energy converter EW. In the example shown, the motor vehicle KFZ to be braked is a truck with a semitrailer. Rear of the trailer is a trailer hitch AHK arranged. The trailer coupling AHK makes it easy for the brake vehicle BFZ to couple the coupling device KV to the truck. If the brake vehicle BFZ and the motor vehicle KFZ are connected, the brake vehicle BFZ can take over braking on the downhill section. The motor vehicle own braking device is spared and the energy of the motor vehicle can be accommodated so that it can be used at the same time when released into an external power grid or at a later date.

2 shows possible details of a brake vehicle BFZ in a side view. The energy converter EW has an energy storage ES. The coupling device KV has a drawbar D in order to fix a distance to the vehicle to be braked.

The energy converter EW can be coupled to the wheels of the braking vehicle BFZ. The energy converter EW can have a generator for converting position energy into electrical energy. Then the energy storage ES has the ability to electrical energy, eg. B. in an accumulator or in a capacitor or a capacitor bank with a plurality of capacitors or a combination of accumulator and capacitors to store.

3 shows further possible details of the brake vehicle BFZ in a side view. Sensors S are arranged on the brake vehicle BFZ such that the space in front of the brake vehicle or behind the brake vehicle can be viewed. Via an antenna ANT, the brake vehicle BFZ can communicate with vehicles to be braked or a central control station.

4 shows in a plan view the possibility to arrange sensors S laterally on the braking vehicle to also observe the areas next to the braking vehicle.

If the brake vehicle BFZ has sufficiently many sensors on sufficiently many sides, then it can move autonomously in the traffic.

5 shows a brake vehicle BFZ in a plan view, wherein the possibility of an additional wheel R is illustrated. Thus, the brake vehicle may have a wheel which is coupled to the energy converter and can be adjusted in height so that there is always an optimal contact pressure by the weight of the brake vehicle BFZ is given to the road, so that the full braking force can be transmitted to the brake vehicle , If the brake vehicle does not develop a braking effect, the central brake wheel R is raised, so that pulling the brake vehicle as possible has no additional power requirement.

6 shows in a side view details of a possible embodiment of the coupling device KV in a side view. The coupling device KV is intended to couple to a sufficiently stable crossbar of a stable underrun protection as a counterpart GS of the coupling device KV. The coupling device KV has a drawbar in the longitudinal direction and a fishing hook as mechanism M for coupling. The catch hook M is rotatably supported by a bolt B about an axis transverse to the direction of travel and parallel to the road. The catch hook M can be opened and closed via a cylinder Z opposite the drawbar. The cylinder Z can be a hydraulic cylinder or a pneumatic cylinder.

7 shows a plan view of an already activated coupling device KV, which is connected to the corresponding counterpart GS, the trailer hitch AHK of the vehicle to be braked.

The mechanism of the coupling device KV can also be coupled to already closed trailer hitches AHK of a vehicle to be braked, z. B. by means of a snap mechanism.

The coupling or the actuation of the coupling device KV can be initiated via a possible control of the brake vehicle.

8th shows in a plan view how a damper DM part of the coupling device KV can be. The damper DM is used to compensate for shock and / or speed differences between the brake vehicle BFZ and a motor vehicle coupled thereto.

9 shows in a plan view the possibility of the coupling device KV with a telescopic mechanism, for. B. a telescopic arm to equip. Depending on whether the coupling device KV is to be coupled to a relatively far rear-mounted trailer hitch, underrun protection, towing eyes or accessible segments of a vehicle frame, the corresponding mechanism of the coupling device KV viewed from the front of the brake vehicle from different degrees in the direction of the vehicle to be braked to grab. In order to maximize flexibility in coupling, such a telescopic boom, which can be operated by electric servomotors, pneumatic cylinders or a hydraulic cylinder, facilitates flexible coupling.

10 shows in a schematic plan view, such. As towing or specially manufactured devices as counterparts GS for the coupling device KV z. B. can be attached to a stable ladder frame of a trailer of a truck to allow coupling with the least possible effort on the part of the operator of the motor vehicle fleet.

11 shows in a side view the possibility to couple the brake vehicle directly to wheels of the vehicle to be braked. In this case, the coupling device has a gripping arm, which is laterally guided past the vehicle to be braked until the coupling device is at the height of the wheels to be coupled. The length of the drawbar D, which has the gripper arm with two or more roles RO as an integral part, can be adjustable.

For clarity shows 12 the corresponding situation in a top view. The rollers RO, which have contact with the wheel R of the motor vehicle to be braked, are rotatably mounted. As a result, the correspondingly coupled wheel and the rollers RO can roll on one another, so that only a horizontal force is transmitted to the brake vehicle BFZ. The rollers RO can be executed ball-bearing or roller bearings.

13 shows a variant of the coupling to the wheels R, in which on each side (left, right) in each case a drawbar attacks the respective rearmost, outermost wheel of the vehicle to be braked.

The in the 11 to 13 shown variants of the coupling device transmit a tensile force and require a contact between the wheel and rollers.

In addition, it is possible that corresponding rollers are provided, which engage from behind to more wheels and transmit a thrust of the braking vehicle to the actual vehicle to be braked. In this case, the motor vehicle and braking vehicle combination is less susceptible to situations where the vehicle to be braked is more decelerating than the braking vehicle. A running of the brake vehicle on the vehicle to be braked or damage to the coupling device in such a situation is avoided.

14 shows the possibility to deliver electrical energy generated in the energy converter EW continuously via a carry line ÜL to an external electrical line EL. This can be done by a direct electrical contact between the energy converter EW and the external electrical line EL.

Alternatively, it is also possible that the energy contactless, z. B. via induction loops as part of the electrical line EL, z. B. embedded in the road surface of the roadway, is transmitted.

The motor vehicle and method are not limited to the details shown. Vehicles with additional components, eg. As wheels, circuits, electrical lines, axles, differentials, steering linkages, suspension elements, damping elements and the like are also included.

LIST OF REFERENCE NUMBERS

• AHK:

  trailer hitch

  ANT:

  antenna

  B:

  bolt

  BFZ:

  braking vehicle

  D:

  shaft

  DM:

  damper

  EL:

  external electrical line

  IT:

  energy storage

  EW:

  energy converters

  GS:

  Counterpart to the coupling device

  Car:

  to be braked motor vehicle

  KV:

  coupling device

  R:

  wheel

  RO:

  role

  S:

  sensor

  OL:

  transmission line

  Z:

  cylinder

Claims (9)

Braking vehicle (BFZ) for the energy recovery of motor vehicles (motor vehicles), comprising A coupling device (KV) for coupling to a motor vehicle (motor vehicle), An energy converter (EW) for converting kinetic energy and / or potential energy into another form of energy, - a motor, - a controllable chassis, - a control circuit and - a sensor that is selected from An optical and / or acoustic sensor (S), An ultrasonic sensor (S), An inductive and / or capacitive sensor (S), A temperature sensor (S), A pressure sensor (S), A magnetic sensor (S), and / or a Hall probe, wherein the engine, the landing gear, the control circuit and the sensor are provided for that the brake vehicle can take a position at the point of coupling to the motor vehicle after uncoupling again. Braking vehicle according to the preceding claim, wherein the energy converter (EW) A generator, an asynchronous generator, a synchronous generator, A chemical energy store, an accumulator, A capacitor, - A mechanical energy storage, a flywheel and / or A connection for dissipating energy into an external energy supply system (EL) having. Brake vehicle according to one of the preceding claims, wherein the coupling device (KV) A device for coupling to a trailer hitch (AHK), A device with a mechanism for coupling to a trailer hitch (AHK) or with a snap mechanism for coupling to a closed trailer hitch, A device for coupling to an underrun protection, A device for coupling to towing eyes, A device for coupling to a vehicle frame, A device for clamping to a vehicle frame, A device for attachment to a vehicle frame, - A device for coupling to a specially attached counterpart (GS) on a motor vehicle (motor vehicle) and / or - Has a device with rollers (RO) for coupling to wheels (R). Braking vehicle according to one of the preceding claims, wherein the coupling device (KV) comprises a compensator or damper (DM) for compensating for shocks. Braking vehicle according to one of the preceding claims, further comprising a communication device. Method for energy recovery of motor vehicles (motor vehicles) by means of a braking vehicle (BFZ), comprising the steps Coupling the brake vehicle (BFZ) to a motor vehicle (motor vehicle) at a first location, Accompanying the motor vehicle (motor vehicle) and converting kinetic energy and / or potential energy of the motor vehicle (motor vehicle) into another form of energy by the braking vehicle (BFZ), Decoupling the brake vehicle (BFZ) from the motor vehicle (motor vehicle) at a second location, - Re-taking a position in the first place after uncoupling. Method according to the previous claim, wherein - the first place is higher than the second place, The braking vehicle (BFZ) brakes the motor vehicle (motor vehicle) and thereby absorbs energy, - The braking vehicle (BFZ) stores the energy absorbed in an energy store (ES) and, when the energy store (ES) is full, partially or completely delivers the stored energy to a dispensing station or - The braking vehicle (BFZ) continuously emits the absorbed energy to an external power supply system (EL). Method according to one of the two preceding claims, wherein the brake vehicle (BFZ) operates autonomously and is controlled on the basis of data determined by sensors (S) by a control circuit. Method according to one of the three preceding claims, wherein the brake vehicle (BFZ) communicates via a communication device with the motor vehicle (KFZ), another braking vehicle (BFZ) and / or a control station.

Images