JP2019180143A - Power generator for vehicle - Google Patents

Abstract

To provide a power generator for vehicle which performs overall integration of vibrational energy generated when an automobile or a railway vehicle travels, kinetic energy at a braking time of a brake and waste heat energy generated by a vehicle prime mover, and converts the same into electric energy.SOLUTION: A power generator is configured in an automobile or a railway vehicle from: a power generation system which converts vibration cushioning actuation of a shock absorber into actuation of a hydraulic motor, and operates a power generator by actuation of the hydraulic motor, thereby performing battery charge; a power generation system by a brake pedal which detects an actuation operation of the brake pedal, performs a disconnection operation between a hydraulic pump and a drive shaft from a prime mover, and operates the power generator via actuation of the hydraulic motor by actuation of the hydraulic pump by drive shaft connection, thereby performing battery charge; and a power generation system by exhaust heat recovery which generates air of high temperature and a high pressure by use of exhaust heat of the prime mover, and operates the power generator via an air motor by said air of high temperature and high pressure, thereby performing battery charge.SELECTED DRAWING: Figure 1

Description

  The present invention comprehensively unifies vibration energy generated during shock absorbing operation of a shock absorber during traveling of an automobile or track vehicle, braking energy generated by a brake operation, etc., and exhaust heat energy generated by a motor of the vehicle into electric energy. The present invention relates to a vehicular power generation device to be converted.

  In recent years, there has been a growing demand for fossil fuel reduction due to the prevention of global warming. As a countermeasure, hybrid vehicles have spread in place of conventional internal combustion engine vehicles that use petroleum fuel, and electric vehicles and fuels that do not use fossil fuels. Research and development of battery cars are accelerating.

  In addition, in view of the fact that most of the vibrational energy and heat energy generated during the travel of conventional vehicles such as automobiles are lost without being recovered, research and development of technology to recover these energy as electrical energy has been conducted. Accelerating.

  Patent Document 1 focuses on the fact that the shock absorber provided in the suspension of the wheel repeats many vibration buffering operations during traveling, and most of the kinetic energy is lost as heat. The hydraulic fluid in the cylinder of the shock absorber that absorbs the vibration from the cylinder is discharged by the operation of the piston of the cylinder, and the discharged hydraulic oil operates the hydraulic motor generator to generate power, thereby converting the vibration energy into electrical energy. A vehicular power generation device to be converted is disclosed.

  In Patent Document 2, the rotational energy of a hydraulic motor or a motor using compressed air is transmitted to a driving wheel when the vehicle is accelerated and used as auxiliary power of the main power. When the rotation of the main power is higher than the rotation of the auxiliary power, a clutch is used. An auxiliary power device to be disconnected, and a method in which electric power generated by a generator during acceleration by a hydraulic motor or a compressed air motor is sent to a power storage device and used as auxiliary power for initial acceleration of main power is disclosed.

Japanese Patent No. 4571111 JP 2008-189287 A

  However, the device disclosed in Patent Literature 1 cannot effectively recover braking energy when the vehicle brakes are depressed as electric energy, or recover thermal energy discharged from the prime mover as electric energy. There's a problem.

  The apparatus disclosed in Patent Document 2 transmits the rotational energy of a motor using a hydraulic motor or compressed air to a driving wheel during acceleration of the vehicle, and disconnects when the rotation of the main power is higher than the rotation of the auxiliary power. This is a disclosure of technology used for time assistance, and there is a problem that it does not perform comprehensive energy recovery.

  The present invention has been made in view of the above problems, and in automobiles and track vehicles, in addition to converting vibration energy generated in the vibration buffering operation of the shock absorber into electric energy, and further by braking operation. For vehicles that convert braking energy that is lost into electrical energy, and convert thermal energy discharged from automobiles and track vehicles equipped with electric drive units into electrical energy and recover it for overall energy reuse An object is to provide a power generator.

  According to an embodiment of the vehicle power generator of the present invention, in an automobile or a track vehicle, the vibration shock absorbing operation of the shock absorber of the vehicle is converted into the operation of the hydraulic motor, and the generator is operated by the operation of the hydraulic motor to charge the storage battery. Detecting the operation of the power generation system and the brake pedal, intermittent operation between the hydraulic pump and the drive shaft from the prime mover, and the operation of the hydraulic motor by the operation of the hydraulic pump by the drive shaft connection, the storage battery A power generation system with a brake pedal that performs charging, and a power generation system with exhaust heat recovery that generates high-temperature and high-pressure air using the exhaust heat of the prime mover and operates the generator via the air motor with the high-temperature and high-pressure air to charge the storage battery It is characterized by comprising.

  According to the present invention, in a track vehicle having an automobile or an electric drive unit, a power generation system for charging a storage battery by converting a vibration buffering operation of a shock absorber into an operation of a hydraulic motor and operating a generator by the operation of the hydraulic motor. And detecting the operation of the brake pedal, intermittently operating the hydraulic pump and the drive shaft from the prime mover, and operating the hydraulic motor by the operation of the hydraulic pump by connecting the drive shaft to charge the storage battery. A power generation system with a brake pedal to perform, a power generation system with exhaust heat recovery that generates high-temperature and high-pressure air using the exhaust heat of the prime mover, operates the generator via the air motor with high-temperature and high-pressure air and charges the storage battery, and more By constructing, it is possible to provide a vehicular power generation device that integrates the overall and promotes the reuse of energy. An effect that can be Ku eliminated.

It is a schematic sectional drawing of the side of the system | strain which converts the vibration energy and braking energy of the vehicle electric power generating apparatus which concerns on one embodiment of this invention into electrical energy. It is a schematic explanatory drawing of the plane of the system | strain which converts the waste heat energy of the vehicle electric power generating apparatus which concerns on one embodiment of this invention into electrical energy. It is a schematic explanatory drawing of the plane of the other example of the system | strain which converts the waste heat energy of the vehicle electric power generating apparatus which concerns on one embodiment of this invention into an electrical energy. It is a control flowchart of the system | strain which converts the waste heat energy of FIG. 3 into electrical energy. It is a perspective view of the sub air tank used for the power generator for vehicles concerning one embodiment of the present invention. FIG. 6 is a cross-sectional view of the sub air tank of FIG. It is a perspective view of other embodiment of the sub air tank of FIG.

  Hereinafter, an outline of an energy recovery system in an embodiment of a vehicle power generator according to the present invention will be described with reference to the drawings, taking an automobile as an example of an automobile and a tracked vehicle. However, the drawings are schematic, and the arrangement of each part, the ratio of dimensions, and the like do not necessarily match the actual ones. FIG. 1 is an explanatory diagram of a system that converts vibration energy and braking energy of a vehicle power generation device according to an embodiment of the present invention into electric energy. 2 and 3 are explanatory diagrams of a system for converting the exhaust heat energy of the vehicle power generation device according to the embodiment of the present invention into electric energy.

  As shown in FIG. 1, the first energy recovery system of the present invention is a system that recovers vibration energy of a shock absorber as electric energy. This system discharges the hydraulic oil in the shock absorber piston by vibration damping operation, stores the discharged hydraulic oil in the oil storage chamber, rotates the hydraulic motor by the hydraulic pressure of the stored hydraulic oil, and operates the generator Power is generated, and the storage battery is charged with the generated electrical energy.

  As shown in FIG. 1, the second energy recovery system of the present invention is a system that recovers braking energy of the vehicle by operating an accelerator or a brake as electric energy. This system detects accelerator and brake operations, connects a hydraulic pump to the propeller shaft during deceleration operation, stores the hydraulic oil in the oil storage chamber by the hydraulic pump, and rotates the hydraulic motor by the hydraulic pressure of the stored hydraulic oil Thus, the generator is operated to generate power, and the generated electric energy is charged in the storage battery.

The third energy recovery system of the present invention is a system that recovers exhaust heat energy as electrical energy, as shown in FIGS. This system detects accelerator operation, brake operation, etc., and in certain cases, an air compressor is connected to the propeller shaft, compressed air is generated by the air compressor, stored in the air tank, and exhaust heat installed around the exhaust pipe Pumped to a sub-air tank equipped with a recovery function, generated high-temperature and high-pressure air in the sub-air tank, expanded high-temperature and high-pressure air at once with a throttle valve, and operated the air motor with that pressure and flow rate, thereby Generates electricity and charges the storage battery with the generated electrical energy.
Hereinafter, each energy recovery system will be described.

<System to recover vibration energy as electrical energy>
First, the energy recovery system of the first aspect of the present invention will be described. As shown in FIG. 1, shock absorbers 3 for suspending the vehicle body 2 are arranged on the four wheels 21 provided in the vehicle body 2 corresponding to the respective wheels 21. The shock absorber 3 has a cylinder 31 and a piston 32 provided inside the cylinder 31 so as to be movable up and down. A piston rod 33 is connected to the lower surface of the piston 32. It extends to the outside through an insertion hole 34 provided at the lower end of the.

  The lower end portion of the piston rod 33 is connected to a support plate 23 provided on the wheel 21. A coiled spring 35 is telescopically attached to the outer periphery of the piston rod 33. The upper end of the spring 35 is supported by a support plate 22 provided on a chassis (not shown) of the vehicle body 2, and the lower end of the spring 35 is supported by the support plate 23. It is supported by.

  The interior of the cylinder 31 is hermetically partitioned up and down by a piston 32, and a cylinder upper chamber 36 is formed above the piston 32 to accommodate air. In addition, a cylinder lower chamber 37 is formed on the lower side, and hydraulic oil is accommodated therein. The piston rod 33 is moved up and down by the vibration damping operation caused by the unevenness of the road surface when the vehicle travels, and in conjunction with this, when the piston 32 rises, the hydraulic oil is sucked and the piston 32 descends. Sometimes hydraulic fluid is discharged. The piston 32 repeats this operation as the vehicle body 2 moves up and down.

  The oil storage chamber 4 is a tank that collects and stores the hydraulic oil discharged from the piston 32 in one place via the hydraulic oil supply pipe 41 connected to each cylinder lower chamber 37. A check valve 42 is provided at the inlet of the oil storage chamber 4 so that the stored hydraulic oil does not flow backward. In FIG. 1, the direction in which the hydraulic oil flows is indicated by arrows.

  The hydraulic motor 5 generates torque by the pressure and flow rate of the hydraulic oil stored in the oil storage chamber 4, and the rotating shaft of the hydraulic motor 5 rotates. The rotating shaft of the hydraulic motor 5 is connected to the rotor of the generator 6, and the rotor of the generator 6 is rotated by the rotation of the rotating shaft to generate power.

  The electricity generated by the generator 6 is charged into the storage battery 11 via the feeder line 61 and is supplied to each electric system. Further, when the generator 6 is of an AC type, it is converted into a direct current through a rectifier (not shown) to charge the storage battery 11. The hydraulic oil used for the rotation of the hydraulic motor 5 is stored in the oil storage tank 7 via the hydraulic oil return pipe 43.

  The oil storage tank 7 is disposed above the cylinder 31, and an oil storage space 71 for storing hydraulic oil and an air space 72 for storing air are formed therein. Further, a pressure adjusting valve 73 for adjusting the pressure of air in the air space 72 is provided at the upper end portion of the oil storage tank 7. The hydraulic oil stored in the oil storage space 7 is returned to each cylinder lower chamber 37 via the check valve 74 and the second hydraulic oil return pipe 75.

  As described above, the hydraulic oil from each shock absorber 3 is supplied to the hydraulic motor 5 to operate the generator 6 to generate power, and the storage battery 11 is charged, so that the vibration energy is converted into electric energy. It can be recovered.

<System that recovers braking energy as electrical energy>
Next, the second energy recovery system of the present invention will be described. As shown in FIG. 1, a prime mover 8 that is a driving source for vehicle travel and a transmission 12 that is connected to the main rotation shaft of the prime mover 8 are disposed at the front of the vehicle body 2. The output shaft of the transmission 12 is connected to the propeller shaft 26 via the joint 25, and power is transmitted to the rear wheel 21 by the differential device 27.

  The hydraulic pump 9 is connected to the output shaft of the transmission 12 via a transmission device 91. The transmission device 91 includes, for example, a clutch mechanism 92 such as an electromagnetic clutch or a mechanical clutch and a drive transmission belt mechanism 93.

  The clutch mechanism 92 opens and closes the connection between the output shaft of the transmission 12 and the drive transmission belt mechanism 93. When the clutch mechanism 92 is closed, the output shaft of the transmission 12 is connected to the drive transmission belt mechanism 93. The drive transmission belt mechanism 93 transmits the rotational movement of the output shaft of the transmission 12 to the drive shaft of the hydraulic pump 9.

  For example, if the drive transmission belt mechanism 93 is composed of a roller having a large diameter and a belt, and the belt is suspended from the roller having a large diameter, the transmission ratio is small (denoted as L). If the belt is suspended on the belt, the transmission ratio becomes large (indicated as H). In this way, the transmission ratio can be changed by switching between two stages.

  As described above, the output shaft of the transmission 12 is connected to the drive shaft of the hydraulic pump 9 via the transmission device 91, and the hydraulic pump 9 operates.

  The hydraulic pump 9 sucks the hydraulic oil stored in the oil storage tank 7 through the hydraulic oil intake pipe 76 and rotates through the second hydraulic oil supply pipe 95 as the drive shaft rotates. To the pressure. The hydraulic oil pumped to the oil storage chamber 4 generates electric power by operating the generator 6 by the hydraulic motor 5 as in the case of the configuration of the second energy recovery system. The electricity generated by the generator 6 is charged into the storage battery 11 via the feeder line 61 and is supplied to each electric system.

  Here, the drive shaft of the hydraulic pump 9 is connected via the drive transmission belt mechanism 93 when the accelerator pedal 96 provided on the vehicle body 2 is released and when the brake pedal 97 is depressed. This will be described in detail below.

  When the accelerator pedal 96 is released, the rotational speed of the prime mover 8 decreases. The accelerator operation detection unit 98 detects that the accelerator pedal 96 has been released, and the transmission device 91 connects the output shaft of the transmission 12 and the drive shaft of the hydraulic pump 9 to the transmission ratio L. As a result, the hydraulic pump 9 rotates, and the hydraulic oil stored in the oil storage tank 7 is sucked in via the hydraulic oil intake pipe 76 and is pumped to the oil storage chamber 4 via the second hydraulic oil supply pipe 95. The hydraulic oil pumped to the oil storage chamber 4 generates electric power by operating the generator 6 by the hydraulic motor 5 as in the case of the configuration of the second energy recovery system.

  When the brake pedal 97 is depressed, the speed is reduced and the rotational speed of the prime mover 8 is reduced. The brake operation detection unit 99 detects that the brake pedal 97 has been depressed, and the transmission device 91 connects the output shaft of the transmission 12 and the drive shaft of the hydraulic pump 9 to the transmission ratio H. As a result, the hydraulic pump 9 rotates at a higher rotational speed than when the accelerator pedal 96 is released, so that a large amount of hydraulic oil is stored in the oil storage tank 7 via the second hydraulic oil supply pipe 95. To the oil storage chamber 4.

  The hydraulic oil pumped to the oil storage chamber 4 rotates the hydraulic motor 5 at a higher rotational speed than when the accelerator pedal 96 is released, and operates the generator 6 to generate high power. The electricity generated by the generator 6 is charged into the storage battery 11 via the feeder line 61 and is supplied to each electric system.

  When the brake pedal 97 is stepped on in this way, the flow rate of the hydraulic oil pumped from the hydraulic oil storage chamber 4 to the hydraulic motor 5 increases, and thereby the power generation output of the generator 6 can be increased. Further, when the rotational driving force of the propeller shaft 26 is transmitted to the drive shaft of the hydraulic pump 9, a braking force (load) acts on the rotation of the propeller shaft 26, and the traveling state of the vehicle is reduced (so-called engine braking). Running) and an engine braking effect can be obtained.

  As described above, it is detected that the accelerator pedal 96 is released or the brake pedal 97 is depressed, and the hydraulic motor 5 operates the generator 6 to generate electric power by the hydraulic pump 9, thereby generating acceleration performance of the vehicle. The braking energy can be recovered as electric energy without affecting the power.

<System to recover waste heat energy as electrical energy>
Next, a system for recovering exhaust heat energy as electric energy, which is a third energy recovery system of the present invention, will be described with reference to FIGS. Note that the third energy recovery system can be used alone or in combination with the first and second energy recovery systems. The second energy recovery system also operates, but the explanation is complicated, so the description of other systems that operate simultaneously is omitted. 2 and 3 that are the same as in FIG. 1 such as the prime mover 8, the transmission 12, the propeller shaft 26, and the generator 6 are the same or equivalent.

  As shown in FIG. 2, the exhaust heat generated by the prime mover 8 passes through an exhaust manifold 81 and a catalytic converter 82, passes through an exhaust pipe 83 extending in the rear direction of the vehicle body 2, and is below the rear end of the vehicle body 2. It is emitted into the atmosphere through a muffler 84 disposed in the air. A sub air tank 15 that recovers exhaust heat, which will be described later, is provided around an exhaust pipe 83 that is immediately downstream of the catalytic converter 82 provided on the bottom surface of the vehicle body 2. The above-described content is not limited to the internal combustion engine, and exhaust heat generated from the prime mover 8 can be recovered and used for vehicles and electric vehicles equipped with an electric drive unit.

  As in the case of FIG. 1, when the accelerator pedal 96 is released, the rotational speed of the prime mover 8 decreases. The accelerator operation detection unit 98 detects that the accelerator pedal 96 has been released, and the transmission device 91 connects the output shaft of the transmission 12 and the air compressor 13 to the transmission ratio L.

  Thereby, the air compressor 13 rotates, takes in air from the outside, compresses it, and is stored in the air tank 14 disposed in the vehicle body 2. The stored compressed air is pumped to the sub air tank 15. In FIG. 2 and FIG. 3, the air movement is indicated by arrows.

  Similarly to the case of FIG. 1, when the brake pedal 97 is depressed, the speed is reduced and the rotational speed of the prime mover 8 is reduced. The brake operation detection unit 99 detects that the brake pedal 97 has been depressed, and the transmission device 91 connects the output shaft of the transmission 12 and the air compressor 13 to the transmission ratio H.

  As a result, the air compressor 13 rotates at an increased rotational speed, takes in a larger amount of air from the outside than when the accelerator pedal 96 is released, compresses it, and stores it in the air tank 14. The stored compressed air is pumped to the sub air tank 15.

  The sub air tank 15 is a device that recovers exhaust heat from the exhaust pipe 83, and has a substantially cylindrical shape made of metal as shown in the perspective view of FIG. 5 and the cross-sectional view of FIG. When the exhaust pipe 83 penetrates the exhaust pipe 83 in the longitudinal direction, and a large number of substantially honeycomb-structured vent holes 15b are inserted along the longitudinal direction on the peripheral surface in contact with the exhaust pipe 83, and the compressed compressed air passes through the vent hole 15b. It is comprised so that it may be heated.

  Further, as shown in FIG. 5, the exhaust gas discharged from the prime mover 8 enters the exhaust pipe 83 from the left arrow direction and is discharged from the right arrow. The compressed air pumped from the air tank 14 enters from the air supply port 15a and is discharged from the exhaust port 15c. However, the reverse is also possible in terms of structure. Further, a pressure control valve 29 (not shown) is provided.

  The compressed air fed into the sub air tank 15 is heated by the heat of the exhaust pipe 83 when passing through the vent hole 15b as described above, and generates high-temperature and high-pressure air. The generated high-temperature and high-pressure air is pumped to the air motor 16, the high-temperature and high-pressure air is expanded at once by the throttle valve 28, and the air motor 16 is operated by the pressure and flow rate, whereby the generator 6 generates power. The electricity generated by the generator 6 is charged into the storage battery 11 via the feeder line 61 and is supplied to each electric system. Further, the high-temperature and high-pressure air used for the rotation of the air motor 16 is reduced in temperature and released into the atmosphere.

  Further, the compressed air stored in the air tank 14 can be controlled so as to rotate the propeller shaft as an assist function at the start of the vehicle in addition to the above-described charging purpose. The compressed air stored in the air tank 14 enters from the air supply port 15a of the sub tank 15, and is discharged from the exhaust port 15c in a high temperature and high pressure state. The compressed air discharged from the sub-tank 15 is further compressed and pressurized by a throttle valve 28 on the flow path, and is then used for the rotational movement of the anomaly machine 12 connected to the propeller shaft 26. Assists high-load start and enables smooth start of the vehicle.

  As described above, the accelerator operation and the brake operation are detected, the high-temperature and high-pressure air generated in the compressor 13, the air tank 14, and the sub air tank 15 is expanded at a stretch, and the air motor 16 is activated. By generating electricity, the exhaust heat energy can be recovered as electric energy without affecting the acceleration performance of the vehicle. Moreover, not only can high-temperature and high-pressure air be used as electric energy for charging, but also it can be used as assist energy at the time of starting the vehicle that directly rotates the propeller shaft 26. The generator 6 is configured to be able to generate power using both the hydraulic motor 5 and the air motor 16 as drive sources.

<Other examples of systems that recover waste heat energy as electrical energy>
Next, another example of the embodiment of FIG. 2 will be described with reference to a schematic explanatory diagram of FIG. 3 and a control flowchart of FIG. Note that one of the differences between FIG. 3 and FIG. 2 is that the catalytic converter 82 is built in the sub air tank 15 and they are integrated. Another difference is that a control circuit 100 is provided for controlling the transmission device 91 and the throttle valve 28 by measuring the temperature in the sub air tank 15 in addition to detecting the accelerator operation and the brake operation. .

  The sub air tank 15 in FIG. 3 has a structure in which the exhaust pipe 83 in FIG. 5 is replaced with a catalytic converter 82, as shown in FIG. That is, the catalytic converter 82 passes through the central portion of the substantially elliptic cylindrical shape in the longitudinal direction, and a large number of substantially honeycomb-structured air holes 15b are inserted along the longitudinal direction on the peripheral surface in contact with the catalytic converter 82, and the compressed air is pumped. Is configured to be heated when passing through the vent hole 15b.

  The reason why the appearance of the sub air tank 15 shown in FIG. 7 is flatter than that of FIG. 5 is that it is necessary to reduce the thickness in order to dispose it on the bottom surface of the vehicle. Although the temperature sensor 47 and the pressure control valve 29 are not shown in the figure, it goes without saying that they are provided at optimum positions according to the arrangement position in the vehicle body 2 and the direction of piping and wiring.

  Also, as shown in FIG. 7, the exhaust gas discharged from the prime mover 8 enters the catalytic converter 82 from the left arrow direction and is discharged from the right arrow. The compressed air pumped from the air tank 14 enters from the air supply port 15a of the sub air tank 15 and is discharged from the exhaust port 15c, but the reverse is also possible.

  As shown in FIG. 3, the control circuit 100 that performs control according to the present embodiment includes, for example, a microcomputer 101 and an input / output circuit 102. The microcomputer 101 includes a CPU that performs arithmetic processing and a control program. Contained ROM, RAM that temporarily stores data, A / D converter that converts analog signal inputs such as temperature signals into digital signals, I / O ports that process input / output signals such as contact signals, etc. ing.

  The control circuit 100 is mounted on a printed circuit board, housed in a circuit board case, and disposed inside the vehicle. The control circuit 100 performs input processing of the signal of the accelerator operation detection unit 98, the signal of the brake operation detection unit 99 and the signal of the temperature sensor 47, and the control of the transmission device 91.

  Hereinafter, the description overlapping with the description of FIG. 2 is omitted, and the control operation will be mainly described with reference to the flowchart of FIG. In step (S01) of FIG. 4, the control circuit 100 inputs a signal from the accelerator operation detection unit 98 and determines whether or not the accelerator pedal 96 is depressed. When the accelerator pedal 96 is depressed, in step (S02), a control signal for separating (opening) the output shaft of the transmission 12 and the air compressor 13 is output to the transmission device 91 by the clutch mechanism 92. Then, the process goes to step (S06).

  With this control signal, in the transmission device 91, the clutch mechanism 92 disconnects the output shaft of the transmission 12 and the air compressor 13, and the air compressor 13 stops generating compressed air.

  If the accelerator pedal 96 is not depressed, in step (S03), a signal from the brake operation detector 99 is input to determine whether or not the brake pedal 97 is depressed. If the brake pedal 97 is not depressed, a control signal for setting the transmission ratio to L is output to the transmission device 91 in step (S04). Then, the process goes to step (S06).

  With this control signal, the transmission device 91 connects the output shaft of the transmission 12 and the air compressor 13 to the transmission ratio L. The air compressor 13 takes in air from the outside, compresses it, and stores it in the air tank 14.

  When the brake pedal 96 is depressed, a control signal for setting the transmission ratio to H is output to the transmission device 91 in step (S05). Then, the process goes to step (S06).

  With this control signal, the transmission device 91 connects the output shaft of the transmission 12 and the air compressor 13 to the transmission ratio H. The air compressor 13 rotates at a higher rotational speed, takes in air from the outside and compresses it, More air is stored in the air tank 14 than when the accelerator pedal 96 is released.

  In step (S06), the control circuit 100 inputs a signal from the temperature sensor 47 provided in the sub air tank 15, converts the signal into a digital signal by a built-in A / D converter, and measures the temperature. Then, it is determined whether or not the temperature has reached the first set value. If the temperature does not reach the first set value, the throttle valve 28 is closed in step (S07). Then, the process returns to step (S01).

  When the temperature does not reach the first set value, it is determined that the prime mover 8 is in a warm-up operation state immediately after starting. The reason why the throttle valve 28 is closed is that the catalytic converter 82 is not effective unless the temperature rises to some extent. Therefore, it is not preferable from the viewpoint of environmental protection to recover the exhaust heat without the temperature rising. It is.

  If the temperature exceeds the first set value, it is determined in step (S08) whether or not the temperature has reached the second set value. If the temperature does not reach the second set value, the throttle valve 28 is opened in step (S09). Then, the process returns to step (S01).

  By opening the throttle valve 28, high-temperature and high-pressure air is expanded at a stretch, and the air motor 16 is operated by the pressure and flow rate, whereby the generator 6 generates power. The electricity generated by the generator 6 is charged into the storage battery 11 via the feeder line 61 and is supplied to each electric system.

  If the temperature exceeds the second set value, the throttle valve 28 is fully opened in step (S10). Then, the process returns to step (S01). This is because it is desirable that the throttle valve 28 be fully opened to increase the flow rate of compressed air in the sub air tank 15 and the temperature of the catalytic converter 82 to be lowered because the catalyst activity decreases if the temperature of the catalyst is excessively increased.

  In this case, as in step (S05) in step (S10), a control signal for setting the transmission ratio to H is output to the transmission device 91 so as to generate a large amount of compressed air. You can also.

  As described above, the air motor 16 is activated by the high-temperature and high-pressure air generated in the compressor 13 and the sub air tank 15 according to the detection of the accelerator operation and the brake operation and the temperature in the sub air tank 15, and the generator 6 generates power. Thus, the exhaust heat energy can be recovered as electric energy without affecting the acceleration performance of the vehicle. Further, by incorporating the catalytic converter 82 in the sub air tank 15 and performing temperature measurement and control, it is possible to further improve the exhaust gas purification function and contribute to environmental protection.

  The present invention can provide a power generation apparatus for a vehicle that can realize a system for recovering three types of energy and promotes the reuse of energy in a comprehensive manner by adopting the above-described configuration. it can.

  Moreover, the vehicle power generation device 1 according to the present invention is not limited to the embodiment described above, and various modes can be adopted within the scope of the gist of the present invention.

  In the first and second energy recovery system embodiments, even if the prime mover 8 is an internal combustion engine of a gasoline vehicle or a diesel vehicle, a vehicle having an electric drive unit such as an electric vehicle or a hybrid vehicle, or an electric drive It may be a motor for a track vehicle.

  In the above-described embodiment, the transmission device 91 has been described with respect to the clutch mechanism 92 and the drive transmission belt mechanism 93. However, the present invention is not limited to this. For example, the gear ratio may be switched using a gear.

  Further, the internal structure of the heat exchange of the sub air tank 15 is not limited to the honeycomb structure as shown in FIG. 5, and any structure having a function of transferring heat from the exhaust pipe 83 to the compressed air can be used. Such a structure or shape may be used.

  In addition, the temperature sensor 47 provided in the sub air tank 15 is input to measure the temperature, and it is determined whether the temperature has reached the first set value or whether the temperature has reached the second set value. In accordance with this, the three-stage control of discontinuity of closing, opening, and full opening of the throttle valve 28 was performed. Based on the measured value, the microcomputer 101 performs PID calculation processing, and the opening degree of the throttle valve 28 is continuously increased. Of course, it is possible to perform simple control.

  Further, in the description of the embodiment of FIGS. 1 and 2, the detection of the accelerator operation and the brake operation and the control of the transmission device 91 have been described without using the control circuit 100, but if the control circuit 100 is used, more Needless to say, it can be easily realized.

DESCRIPTION OF SYMBOLS 1 Vehicle power generation device 2 Car body 3 Shock absorber 4 Oil storage chamber 5 Hydraulic motor 6 Generator 7 Oil storage tank 8 Motor 9 Hydraulic pump 11 Storage battery 12 Transmission 13 Compressor 14 Air tank 15 Sub air tank 16 Air motor 21 Wheel 28 Throttle valve 31 Cylinder 32 Piston 33 Piston rod 47 Temperature sensor 82 Catalytic converter 83 Exhaust pipe 91 Transmission device 92 Clutch mechanism 93 Drive transmission belt mechanism 96 Accelerator pedal 97 Brake pedal 98 Accelerator operation detector 99 Brake operation detector 100 Control circuit

Claims (1)

A power generation system for charging a storage battery by converting a vibration absorbing operation of a shock absorber of an automobile or a track vehicle into an operation of a hydraulic motor and operating a generator by the operation of the hydraulic motor;
Brake that detects the operation of the brake pedal, performs intermittent operation between the hydraulic pump and the drive shaft from the prime mover, and operates the hydraulic motor by the operation of the hydraulic pump by connecting the drive shaft to charge the storage battery A power generation system with pedals,
A power generation system by exhaust heat recovery that generates high-temperature and high-pressure air using the exhaust heat of the prime mover and operates the generator via the air motor with the high-temperature and high-pressure air to charge the storage battery,
A vehicular power generator.

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