ES2244252A1 - Propulsion economizer system for automobile, recovers inertia energy of idle vehicle by means of reversible battery-dynamotor transmission system - Google Patents

Abstract

The system recovers inertia energy of an idle vehicle by means of a reversible battery-dynamotor transmission system. The system ensures the direct and simple connection of a drive motor and an electrical motor, and permits change to electrical propulsion at any time according to necessity. The drive motor and electrical motor are provided with sufficient power for reaching 50 kilometers per hour in urban traffic.

Description

Propellant-economizer system for car.

The present design basically consists of installation of a hybrid propulsion for a utility vehicle Small range Said propulsion system uses two sources of Different energy, according to convenience. On the one hand it is available a conventional alternative engine of short displacement; on the other, and attached to the same transmission at the differential input, a motor DC electric with a particularity: it is about A MOTOR DINA, because it can function as an Energy generator Electric when dragged by the inertia of the vehicle, thus recovering the charge of the batteries.

Background of the invention

There are currently many versions of Electric car both manufactured and in the design phase, in the Different factories of the sector. But all of them have a common feature, which is the limitation in terms of power and autonomy. That is why, in recent times, we tend to Alternative Bimodal Hybrid Vehicle (Electricity + gasoline).

Alternative engines for small Today's utilities are very well designed to go by road with the minimum consumption; in addition, the improvement of aerodynamics and tires have greatly reduced the Resistance to the advance of the vehicle by road. However the traffic by city, raises another problem: resistance by air (aerodynamics) is negligible against resistance by inertia, due to repeated accelerations (must be taken into account account that the energy acquired by the vehicle at each acceleration it is dissipated in the brakes, so the weight of the vehicle takes a very important dimension in its design). Do not forget that the engine under these circumstances never works on the curve of minimum specific consumption, which is usually at about 2500 rpm and a half gases In addition, at traffic light stops it works at idle speed, and The fuel is not used either.

It is also appropriate to join this background the problem of pollution in urban centers, by the massive use of petroleum derived fuels.

Description of the invention

The operation in the electric mode of propulsion, is intended exclusively for urban traffic, where the speed is limited to 50 km / h. In this case the transmission is made by a belt reducer-variator trapezoidal, as seen in Plane 1 (6).

The two vehicle propulsion devices they connect to the same DIFFERENTIAL (3), although the pinion of attack of the electric transmission can be released by a scrollable

In the case of having to reduce speed, release the accelerator pedal, at which time the BATTERY-MOTOR circuit with what happens to GENERATOR-BATTERY. This is achieved by a pair of DIODES or simply by means of a RELAY associated to the pedal, to Change the direction of the direct current. At that time the DINAMOTOR (4) begins to absorb Kinetic Energy by storing it in the batteries (deducting yields); the rest of the deceleration It is done with the brakes dissipating energy to the environment. If the braking is smooth, you may not even have to use them. When the vehicle is almost stopped (<5 km / h) the DINAMOTOR is disengaged by means of the device that will be explained later.

Energy from braking is also used when the vehicle is propelled by the gasoline engine (1). To the remove the gear lever from the conventional gearbox (2), the DYNAMOTER is attached whenever the vehicle goes to a speed between 5 and 70 km / h; the drive is designed so that, between this range of vehicle speeds, the DINAMOTOR maintain a speed of rotation between 3000 and 4000 rpm, for which It is designed (both loading and unloading).

By stepping on the accelerator again if we are in electric propulsion, the circuit is inverted again CHARGING-DISCHARGE of batteries; the sense of current goes to consumption and a POTENTIOMETER interspersed in it and operated by the pedal, communicates the desired power to the Motor to speed up. At the same time, the drive progressively increases the transmission ratio until maximum speed is reached. The Timonería of the pulleys is pushed by a SPINDLE connected to an electric SERVOMOTOR (5).

The potentiometer only acts in the circuit of DOWNLOAD or consumption (when stepping on the accelerator); by inverting the current circuit does not pass through it, so that the intensity of Load as large as possible.

Brief description of the plans

In order to better follow everything that is explained in these articles, the following Plans are attached, which they can perfectly represent one of the many ways in which that you can organize the elements that make up this design.

Plan 1 is a plan view of the whole mechanic with the different elements that compose it, as well as the assembly of these, and the assembly of the entire device in the Vehicle frame and transmission to the wheels. Plane 2 and the  Plane 3 are two axonometric perspective views that complement to the first. Plane 4 is a detailed outline of all elements regardless of their assembly and Plane 5 is the electrical scheme of control and force. Plane 6 represents everything the electric drive assembly as well as the control of the drive, also by electric motor. Finally, the Plane 7 proposes the 5 assembly of the two differential inputs by two sprockets of attack, as well as the assembly of the same next to the Manual gearbox.

Proposal for realization of the invention

The assembly and operation of all devices that form the set object of the invention are detailed in the plans and explained more extensively to continuation.

The drive and transmission assembly of the Practical model to develop consists of the following elements:

- ALTERNATIVE EXPLOSION ENGINE, 4 stroke. From displacement 900 cm3 and 45 hp of power at 5000 rpm.

- CLUTCH DRIVE CLUTCH conventional. Disc diameter 140 mm.

- 5-speed manual GEARBOX, with helical gears in constant tap and selection by synchronizers

The three elements described above are connected to each other forming a rigid block, and supported elastically by the car frame.

- DIFFERENTIAL double entry, both of relationship 0.3 reduction. The first entry is by means of attack pinion helical or hypoid in constant intake, permanently attached to the Secondary manual gearbox. Transmit the power from the alternative engine. The second entry is through pinion of helical or hypoid attack in constant shot, but only in solidarity with the axis in which it is mounted by the action of a movable with internal gear on the pinion itself. Through it select the power transmission from the Engine electric.

The differential is mounted on the same block Rigid than the manual gearbox.

- Belt REDUCER-VARIATOR trapezoidal, with reduction ratio that varies between 0.2 and 0.7, according to the opening of the pulleys. The wheelhouse to vary the same It is powered by a SPINDLE, according to Plan 7 detail. This transforms the rotation movement from a small electric motor in translation movement. The engine is governed by a CONTROL ELECTRICAL whose inputs are lap sensors.

- Magnetic clutch of dust that allows to separate the DINAMOTOR of the rest of the transmission, by order of the same ELECTRONIC CONTROL mentioned above, according to Plan 5. Disc diameter 70 mm.

- GENERATOR-POWER MOTOR continuous, nominal voltage 24 V and nominal power from 7 hp to 3000 rpm Windings with COMPOUND winding in PARALLEL SERIES. SERIAL winding communicates more power, so it will be connected in those started by a device associated with the drive control, according to Plan 5. Once achieved a certain speed, the winding is connected SERIES-PARALLEL, cheaper.

The three elements described above are permanently connected to each other as can be seen in Plane 6. The coupling between the output shaft of the drive and the input shaft to the Differential is made using pulleys and belt.

- Lithium Ion BATTERIES, mounted with output at 24 V. Capacity 400 Ah.

In short, the operation of the vehicle by electric motor can be selected whenever there is charge in the batteries, which are planned for an autonomy of 2 h (about 100 Km) In any case, the economizer device can increase of the order of 10% this autonomy. In addition, there is always the possibility of running with the explosion engine, which obviously While it is running it will be recharging the batteries.

Claims (3)

1. Automobile economizer drive system, for a hybrid vehicle petrol engine-electric motor; characterized in that the circuit that closes batteries and electric motor is reversible, and can recover and store part of the inertial energy that the moving vehicle possesses. The operation as an engine allows the vehicle to be self-propelled, and when it starts working as a generator it allows a smooth braking. The operating step of the dynamotor from one mode to another is controlled by a diode valve that is operated by the accelerator pedal. 2. Economizer propeller system for automobile, according to claim 1, characterized in that the dynamotor junction box optimizes its operation by acting on the circuit that closes the rotor and stator windings, as follows: to achieve greater starting torque windings they will be in series, and to maintain constant speed in motor mode, as well as for braking in generator mode, it is changed to windings in series-parallel, with better performance; All this is governed by the accelerator pedal. 3. Automobile economizer propellant system, according to claim 1, characterized in that it has the alternative motor and the electric dynamotor connected to the transmission by the same differential; both propulsions attack the crown of this one with hypoid pinions in constant intake, but the one corresponding to the electric propulsion / braking has an adjustable synchronizer to be able to decouple it. The electric propulsion / braking is done through a V-belt drive whose transmission ratio is optimized by a dynamometer speed controller.