JP2010012992A - Traveling support device of vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To support traveling of a vehicle by restraining useless energy consumption due to traveling stopping force caused by wind pressure affecting the front face of a vehicle body and a decompression state generated around a rear face of the vehicle body. <P>SOLUTION: The traveling support device includes a first impeller 1 provided at the front face 10a of the vehicle body and reducing the wind pressure affecting the front face 10a of the vehicle body by rotation in the predetermined direction, a second impeller 2 provided at the rear face 10b of the vehicle body and relaxing the decompression state generated around the rear face 10b of the vehicle body by rotation in the predetermined direction, a first motor 4 for rotating and driving the first impeller 1, the second motor 5 for rotating and driving the second impeller 2, a battery 6 for supplying power to each of the first and the second motors 4, 5, and a control device for rotating and driving each of the first and the second motors 4, 5 during acceleration to forcibly rotate each of the first and the second impellers 1, 2 in the predetermined direction, and switching each of the first and second motors 4, 5 into a regeneration state during deceleration. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle travel support apparatus that supports traveling of various vehicles such as an automobile traveling on a road and a railroad vehicle traveling on a track to improve energy efficiency.

  In general, when the vehicle travels, as shown in FIG. 10, wind pressure corresponding to the vehicle speed v acts on the front surface 100a of the vehicle body, and a pressure space lower than atmospheric pressure is generated near the rear surface 100b of the vehicle body. Acts on the vehicle 100 as a travel stopping force (hereinafter referred to as “stopping force”) f1 and f2 in the direction opposite to the propulsive force F, and thus energy EG sufficient to supplement these blocking forces f1 and f2 is required. In order to suppress wasteful energy consumption with respect to the blocking forces f1 and f2, the wind pressure on the front surface is reduced or the decompressed state near the rear surface is alleviated by making the shape of the vehicle streamlined.

However, in the case of large vehicles such as buses and trucks, there are restrictions on the shape of the vehicle, and the front and rear surfaces of the vehicle body are almost vertical surfaces, so that a large wind pressure acts on the front surface of the vehicle body. The vicinity of the rear surface is in a reduced pressure state, and it is difficult to suppress wasteful energy consumption for the blocking forces f1 and f2.
In order to deal with this problem, an impeller has recently been installed on the front surface of the vehicle body, and during operation, the impeller is rotated by the wind pressure acting on the front surface of the vehicle body to generate an air flow, thereby reducing the wind pressure. What was made into was proposed (for example, refer patent document 1).
Also, for ships, an impeller similar to the above is installed in the upper structure of the hull, and the impeller is rotated by the wind pressure acting on the front surface of the upper structure to generate an air flow, thereby reducing the wind pressure. What was made was proposed (for example, refer patent document 2).

JP 2003-129937 A JP 2007-326535 A

However, since the ones described in Patent Documents 1 and 2 are configured to rotate the impeller only by wind pressure, the impeller may not start depending on the wind direction and its strength, particularly at the start of traveling. . For this reason, the wind pressure applied to the front surface cannot be reduced during acceleration that requires the greatest thrust, and the reduced pressure generated in the vicinity of the rear surface cannot be alleviated. A blocking force acts, and wasteful energy consumption for the blocking force cannot be suppressed.
Moreover, since the thing of patent document 2 drives a generator with an impeller and charges a battery, the load for electric power generation is applied to an impeller, the flow of ventilation is inhibited, and it becomes a braking force. As a result, the function of reducing the wind pressure resistance on the front surface becomes insufficient.

  The present invention has been made by paying attention to the above-described problem. Even in a vehicle such as a bus or a lorry where the front and rear surfaces of the vehicle body are substantially vertical surfaces, the wind pressure acting on the front surface of the vehicle body and An object of the present invention is to provide a vehicle travel support device that supports travel of a vehicle while suppressing wasteful energy consumption against a blocking force caused by a reduced pressure state generated in the vicinity of the rear surface of the vehicle body.

  A vehicle travel support device according to the present invention is provided on a rear surface of a first impeller provided on a front surface of a vehicle body and capable of reducing wind pressure acting on the front surface of the vehicle body by rotating in a predetermined direction. A second impeller capable of relieving a reduced pressure state generated near the rear surface of the vehicle body by rotating in a predetermined direction, a first motor for rotationally driving the first impeller, a second A second motor for rotationally driving the impeller, a battery for supplying electric power to the first and second motors, and the first and second motors for rotational driving during acceleration. And a control device that forcibly rotates the second impellers in a predetermined direction and switches the first and second motors to the regenerative state during deceleration.

In the vehicle travel support device having the above-described configuration, when the vehicle starts traveling and is accelerated, the first impeller is forcibly rotated in a predetermined direction by the first motor. An air flow is generated, and the wind pressure acting on the front surface of the vehicle body is reduced. Further, since the second impeller is forcibly rotated in a predetermined direction by the second motor, an air flow is generated in the rear surface portion of the vehicle body, and the decompressed state generated in the vicinity of the rear surface of the vehicle is alleviated. As a result, the blocking force that acts on the front and rear surfaces of the vehicle body due to the wind pressure and the reduced pressure state is suppressed, wasteful energy consumption due to the blocking force is suppressed, and the energy efficiency of the vehicle is improved.
Also, since the first and second motors are switched to the regenerative state during deceleration, the rotation of the first and second impellers is subject to a load for power generation by the first and second motors, and the air The smooth flow is hindered, and this acts as a resistance force to promote braking and does not hinder the deceleration of the vehicle.

  In the above-described configuration of the present invention, various types of first and second impellers can be used. Preferably, a plurality of blades extending radially are provided on the disk-like plate surface. Use what was done. According to this embodiment, by rotating the first impeller in a predetermined direction, an air flow from the center of the front surface of the vehicle body toward the outer periphery is generated, and the wind pressure acting on the front surface of the vehicle body is reduced. Further, by rotating the second impeller in a predetermined direction, an air flow from the outer periphery of the rear surface of the vehicle body toward the center is generated, and the reduced pressure state generated near the rear surface of the vehicle body is alleviated.

In a preferred embodiment of the present invention, the controller forcibly rotates the first and second impellers in a predetermined direction by continuing to drive the first and second motors during constant speed traveling. It is something to be made.
According to this embodiment, the wind pressure acting on the front surface of the vehicle body is reduced even when traveling at a constant speed, and the reduced pressure state that occurs in the vicinity of the rear surface of the vehicle body is alleviated. The stopping power of the vehicle acting on the vehicle is suppressed, wasteful energy consumption due to the stopping power is suppressed, and the energy efficiency of the vehicle is improved.

  In another preferred embodiment of the present invention, a clutch is interposed between the rotating shaft of the first impeller and the first motor, and the control device inserts the clutch during acceleration and deceleration. The first impeller and the first motor are connected to each other, the clutch is disengaged during constant speed travel, the connection between the first impeller and the first motor is cut off, and the first impeller is rotated freely.

According to this embodiment, since the clutch is engaged during acceleration, the first impeller is forcibly rotated in a predetermined direction by the first motor. As a result, air flows in the front portion of the vehicle, and wind pressure acting on the front surface of the vehicle body is reduced.
During constant speed traveling, the clutch is disengaged, so that the first impeller shifts from the forced rotation state to the free rotation state, but the rotation state is maintained by receiving wind pressure. As a result, an air flow is generated in the front portion of the vehicle body even during constant speed traveling, and the wind pressure acting on the front surface of the vehicle body is reduced.
Since the clutch is engaged even when decelerating, a load for power generation by the first motor is applied to the rotation of the first impeller, the smooth flow of air is obstructed, and this acts as a resistance force to promote braking. Will not be hindered.

  In addition to the above-described configuration, the vehicle travel support apparatus according to the present invention further includes a regenerative charging circuit for storing regenerative power obtained by bringing the first and second motors into a regenerative state in a battery. It is. With this configuration, part of the battery power consumed during acceleration or the like can be supplemented by regenerative power.

  According to the present invention, even in the case of a vehicle such as a bus or a lorry vehicle in which the front and rear surfaces of the vehicle body are substantially vertical surfaces, it is caused by the wind pressure acting on the front surface of the vehicle body and the decompressed state generated near the rear surface of the vehicle body. It is possible to suppress wasteful energy consumption with respect to the stopping force to be performed, and it is possible to improve the energy efficiency by supporting the traveling of various vehicles.

1 to 3 show the appearance of a bus 10 in which the driving support apparatus of the present invention is introduced.
The bus 10 in the illustrated example has a front surface 10a and a rear surface 10b of the vehicle body that are substantially vertical. The first impeller 1 is located below the windshield of the front surface 10a, and the second impeller 2 is located on the rear surface. , Each provided. Although not shown, the first and second impellers 1 and 2 are entirely covered with a breathable cover.

Each of the first and second impellers 1 and 2 is formed by projecting a plurality of blade plates 12 and 22 that are radially curved and extend on disk-shaped plate surfaces 11 and 21. The first impeller 1 rotates in the direction indicated by the arrow A in FIG. 2, whereby an air flow from the center toward the outer periphery is generated, and the wind pressure acting on the front surface 10 a of the vehicle body of the bus 10 is reduced. The second impeller 2 rotates in a direction indicated by an arrow B in FIG. 2, whereby an air flow from the outer periphery toward the center is generated, and a reduced pressure state generated in the vicinity of the rear surface 10 b of the bus 10 is relaxed. .
In the illustrated example, the first and second impellers 1 and 2 are provided one by one at the center of the width of the front surface 10a and the rear surface 10b of the vehicle body of the bus 10, but the present invention is not limited to this. As shown in FIG. 4, it is possible to adopt other modes such as providing one at each of the four corners of the rear surface 10b of the vehicle body.

The first and second impellers 1 and 2 described above constitute the travel support device of the present invention. FIG. 5 shows a schematic configuration of the travel support device.
The rotary shafts 13 and 23 of the first and second impellers 1 and 2 are rotatably supported on the vehicle body by bearings 14 and 24, respectively. The rotating shaft 13 of the first impeller 1 is connected to the first motor 4 via an electromagnetic clutch (hereinafter referred to as “clutch”) 3. When the clutch 3 is engaged, the first impeller 1 and the first motor 4 are connected. When the clutch 3 is disengaged, the connection between the first impeller 1 and the first motor 4 is cut off, and the first impeller 1 becomes free to rotate. The rotating shaft 23 of the second impeller 2 is connected to the second motor 5 via a coupling 30.

  Each of the first and second motors 4 and 5 is constituted by a direct current motor, and is driven to rotate by receiving power supplied from the battery 6. When the first and second motors 4 and 5 are switched to the regenerative state, the regenerative power obtained thereby is stored in the battery 6 via regenerative charging circuits 42 and 52 described later. In the figure, the dynamo 7 generates an electromotive force by receiving the rotation of the engine 70, and the electric power is stored in the battery 6.

FIG. 6 shows a circuit configuration for realizing the operation of each of the motors 4 and 5 described above. The power of the battery 6 is supplied to the first and second motors 4 and 5 by power supply circuits 41 and 51, respectively. It is supposed to be supplied via. Further, when the power supply to the motors 4 and 5 is stopped and the motors 4 and 5 are operated as generators, the electric power generated by the motors 4 and 5 is supplied to the battery 6 via the regenerative charging circuits 42 and 52, respectively. It is regenerated.
In the figure, S ₁ and S ₂ are change-over switches S ₁ and S ₂ that are change-controlled by the control device 8, and power supply circuits 41 and 51 are provided at the change-over terminal indicated by a and change-over terminals indicated by b. Are connected to regenerative charging circuits 42 and 52, respectively. The control device 8 is constituted by a microcomputer, controls the speed of each of the motors 4 and 5, calculates the acceleration α by inputting the vehicle speed v detected by the vehicle speed sensor 81, and selects the changeover switch S ₁ according to the acceleration α. , together with the operating switch the S _2, a clutch 3 on and off control.

In this embodiment, during the acceleration shown in FIG. 7 (when the acceleration α is positive), the first and second impellers are supplied with electric power from the battery 6 to the first and second motors 4 and 5. 1 and 2 are forcibly rotated. During constant speed travel (when acceleration α is almost zero), the second impeller 2 maintains the forced rotation state, while the first impeller 1 switches from the forced rotation state to the free rotation state. . At the time of deceleration (when the acceleration is negative), the power supply to the first and second motors 4 and 5 is cut off, and the motors 4 and 5 are switched to the regenerative state to act as generators.
During the constant speed running, the first motor 4 may be supplied with electric power to maintain the forced rotation state of the first impeller 1 as well. Alternatively, the rotational speed of the first motor 4 may be monitored by a sensor, and power may be supplied to the first motor 4 when the rotational speed becomes a predetermined value or less.

FIG. 8 shows a flow of control by the above-described control device 8. In FIG. 8, “ST” is an abbreviation of “step” (STEP), and shows each procedure in the flow of control.
When the engine 70 is started, the determination in ST1 is “YES”, and the control device 8 reads the vehicle speed v detected by the vehicle speed sensor 81 (ST2). Since the vehicle speed v is zero when the engine is started, the determination in ST3 is “NO”, and the control device 8 sets the clutch 3 and the changeover switches S ₁ and S ₂ to the initial state (ST 4). In this embodiment, the clutch 3 is engaged, and the selector switches S ₁ and S ₂ are both switched to the switching terminal a to connect the power supply circuits 41 and 51 to the battery 6.

When the vehicle 10 starts traveling, the vehicle speed v is generated and the determination in ST3 is “YES”, and the control device 8 calculates the acceleration α from the vehicle speed v to determine whether the vehicle 10 is accelerating (ST6). Acceleration α is equal to or greater than a predetermined threshold value A (however, A is a value close to zero a A> 0) If a determination of ST6 is "YES", reaches a predetermined value greater than or equal to V ₀ of the vehicle speed v If so, the process proceeds to ST8, and the control device 8 determines whether or not the selector switches S ₁ and S ₂ are on the side of the switching terminal a and whether or not the clutch 3 is engaged (ST 8, 10, 12). In this case, both determinations are “YES” due to the initialization of ST4. However, when ST6 becomes “YES” and the process proceeds to ST7 and further to ST8 during the travel, any of ST8, 10, 12 is selected. "NO", the changeover switch _S 1 in ST9,13, switching _{S 2} is turned in the clutch 3 in ST11, is performed respectively.

At the time of acceleration, the power of the battery 6 is supplied to the first motor 4 from the power supply circuit 41, and the first motor 4 forcibly rotates the first impeller 1 in a predetermined direction. As a result, an air flow is generated in the front portion of the vehicle body, and the wind pressure acting on the front surface 10a of the vehicle body is reduced. The power of the battery 6 is also supplied from the power supply circuit 51 to the second motor 5, and the second motor 5 forcibly rotates the second impeller 2 in a predetermined direction. As a result, an air flow is generated in the rear surface portion of the vehicle body, and the reduced pressure state generated in the vicinity of the rear surface 10b of the vehicle is alleviated.
As a result, as shown in FIG. 9, the blocking forces f1 and f2 acting on the front surface 10a and the rear surface 10b of the vehicle body 10 due to the wind pressure and the reduced pressure state are suppressed, the propulsive force F is generated, and the slight blocking force f1 is generated. , F2 is merely required to supplement energy EG, wasteful energy consumption can be suppressed, and the vehicle energy efficiency can be improved.

  Next, when the vehicle 10 starts traveling at a constant speed, the acceleration α is almost zero and B <α <A (where B is a value close to zero since B <0), and the determinations of ST 6 and 15 are made. Both are “NO” and proceed to ST22. In ST22, it is determined whether or not the clutch 3 is disengaged. If the determination is "NO", the control device 8 disengages the clutch 3 (ST23), and the first impeller 1 is free from the state of forced rotation. Transition to the rotation state.

  As described above, when traveling at a constant speed, the clutch 3 is disengaged and the first impeller 1 shifts to a freely rotating state. However, the first impeller 1 has inertia and the first impeller 1 receives wind pressure. Therefore, the rotation state is maintained. As a result, an air flow is generated in the front portion of the vehicle body even during constant speed traveling, and the wind pressure acting on the front surface 10a of the vehicle body is reduced.

Next, when the vehicle decelerates and the acceleration α becomes equal to or less than the threshold value B, the determination in ST15 is “YES”, and the control device 8 determines whether the changeover switches S ₁ and S ₂ are switched to the changeover terminal b. Then, it is determined whether or not the clutch 3 is engaged (ST16, 18, 20). When each determination is “NO”, the changeover switches S ₁ and S ₂ are switched in ST 17 and 21, and the clutch 3 is engaged in ST 19.

During deceleration, the first and second motors 4 and 5 are cut off from the power supply circuits 41 and 51 by the changeover switches S ₁ and S ₂ and connected to the regenerative charging circuits 42 and 52 to enter the regenerative state. Since the clutch 3 is engaged and the first motor 4 and the first impeller 1 are connected to each other, the first and second impellers 1 and 2 rotate to rotate the first and second impellers 1 and 2, respectively. A load for power generation by the motors 4 and 5 is applied, and the smooth flow of air is hindered. This acts as a resistance force to promote braking and does not hinder the deceleration of the vehicle 10. In addition, since the regenerative power obtained by entering the regenerative state is stored in the battery 6, a part of the power of the battery 6 consumed during acceleration or the like is supplemented by the regenerative power.

  In the above embodiment, it is determined whether the vehicle 10 is in the acceleration state, the low-speed traveling state, or the deceleration state based on the acceleration α, and the first and second motors 4 and 5 are determined according to the determination result. Although the operation state and the on / off of the clutch 3 are switched, the present invention is not limited to this, and pressure sensors are provided on the front surface 10a and the rear surface 10b of the vehicle body, and the first and second values are taken into account in consideration of the measurement values of the pressure sensor and the like. It is also possible to switch the operating state of the motors 4 and 5 and the on / off of the clutch 3.

It is a side view which shows the external appearance of the bus | bath in which the driving assistance device of this invention was introduced. It is a front view which shows the external appearance of the bus | bath of FIG. It is a rear view which shows the external appearance of the bus | bath of FIG. It is a rear view of the bus | bath which shows the other Example of a 2nd impeller. It is explanatory drawing which shows schematic structure of the Example of a driving assistance device. It is a block diagram which shows the electric constitution of the Example of a driving assistance device. It is explanatory drawing which shows an example of the change of the vehicle speed of a bus | bath. It is a flowchart which shows the flow of control by a control apparatus. It is explanatory drawing which shows the effect by this invention. It is explanatory drawing which shows the subject of background art.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 1st impeller 2 2nd impeller 3 Clutch 4 1st motor 5 2nd motor 6 Battery 8 Control apparatus 41,51 Power supply circuit 42,52 Regenerative charge circuit

Claims (5)

  A first impeller provided on the front surface of the vehicle body and capable of reducing wind pressure acting on the front surface of the vehicle body by rotating in a predetermined direction; and a vehicle body provided by rotating in a predetermined direction on the rear surface of the vehicle body A second impeller capable of alleviating the reduced pressure state generated in the vicinity of the rear surface, a first motor for rotationally driving the first impeller, and a second impeller for rotationally driving the second impeller Two motors, a battery for supplying power to each of the first and second motors, and at the time of acceleration, each of the first and second impellers is driven by rotating the first and second motors. And a control device that switches the first and second motors to a regenerative state during deceleration by forcibly rotating in a direction.   2. The vehicle travel support device according to claim 1, wherein each of the first and second impellers has a plurality of blade plates extending radially on a disk-shaped plate surface.   3. The control device according to claim 1, wherein the control device continues driving of the first and second motors at a constant speed to forcibly rotate the first and second impellers in a predetermined direction. Vehicle driving support device.   The vehicle travel support apparatus according to claim 1 or 2, wherein a clutch is interposed between the rotation shaft of the first impeller and the first motor, and the control apparatus The first impeller is engaged with the first impeller and the first motor at the time and during deceleration, and the clutch is disengaged during constant speed running and the first impeller and the first motor are disconnected. A vehicle travel support device that sets the vehicle in a freely rotating state.   A vehicle driving assistance device according to any one of claims 1 to 4, comprising a regenerative charging circuit for storing regenerative power obtained by bringing the first and second motors into a regenerative state in a battery. A vehicle driving support apparatus further provided.

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