JPH02189229A - Method and apparatus for reproducing vehicle energy - Google Patents

Abstract

PURPOSE: To improve fuel consumption by accumulating gas compressed by an engine at the time of inertia move of a vehicle in a tank, and driving an air motor by gas pressure in the tank at the time of retraveling of the vehicle to input its power to an engine power transmission system. CONSTITUTION: A valve 22 interposed in an exhaust manifold pipe 18 of a four-cycle engine 10 is closed at a proper time, so exhaust gas is introduced through a check valve 28 to an air tank 26 to be accumulated. To an intake system comprising an air cleaner 30, a carbureter 34, and an intake manifold 14 to supply air to the engine 10, a pipe 36 provided with a bypass valve 38 to bypass the carbureter 34 is connected. A crankshaft 12 of the engine 10 is connected through a transmission shaft 42, a transmission 42, and a differential device 46 to a rear axle 48, and an electromagnetic clutch 76 to properly receive input of power of an air motor 78 using exhaust gas pressure in the tank 26 as a power source is interposed midway of the transmission shaft 42.

Description

DETAILED DESCRIPTION OF THE INVENTION FIELD OF INDUSTRIAL APPLICATION The present invention relates to motor vehicles, and in particular to a device for regenerating the kinetic energy normally wasted during braking or coasting.

[Prior Art/Problems to be Solved by the Invention] Currently, when a driver attempts to slow down or stop a vehicle from a running state, the driver either takes his or her foot off the accelerator pedal and causes the vehicle to move by coast, or moves the vehicle more rapidly. If you want to stop or slow down your vehicle, step on the brake. In either case, the kinetic energy of the vehicle is dissipated as heat through friction in the wheel bearings, air and engine, and friction in the brakes when the brakes are applied.

In this way, the kinetic energy stored by the movement of the vehicle is wasted as heat. However, the fuel and therefore
In order to conserve natural resources, it is desirable to recycle such kinetic energy to perform useful work.

U.S. Pat. No. 4,590,767 describes a kinetic energy regeneration device that recovers energy by compressing air using energy from a drive train portion of a vehicle and later uses it to drive the vehicle. However, this device is extremely complex, requires an auxiliary compressor, and the engine itself is not used for energy recovery.

Similarly, U.S. Pat. No. 3,913,699 describes a device that uses regenerative braking to store energy in the form of compressed air, but this device is also extremely complex, requires an auxiliary compressor, and the engine itself is not used for energy regeneration.

Also, US Pat. No. 4,361,204 uses a separate compressor to store compressed air and use it to drive an air motor. This auxiliary compressor is also a complex and expensive device.

U.S. Pat. No. 4,227,587 describes a kinetic energy recovery device that uses hydraulics to transfer and reuse energy. However, the use of hydraulic devices suffers from leakage problems and is complex and requires auxiliary pumps and the like.

It is therefore an object of the present invention to be relatively simple in construction, do not require a pump or compressor, be relatively lightweight, and
The object of the present invention is to provide a method and apparatus for regenerating vehicle kinetic energy that is relatively inexpensive and does not require hydraulic components. Furthermore, it is an object of the present invention to use the vehicle engine itself in the regeneration process;
The goal is to use the engine for multiple purposes. Furthermore, it is an object of the present invention to conserve natural resources, including excavation fuel, provide a highly efficient vehicle, reduce brake wear, and aid energy independence.

[Means to solve the problem]

To achieve this objective, the vehicle energy regeneration method of the present invention comprises: (a) an engine that converts a fuel source into mechanical energy to drive the vehicle and compresses gas when said engine is mechanically rotated; b) a tank for storing the compressed gas; (c) a gas motor for converting the energy of the compressed gas into mechanical energy when driving the vehicle;
and (d) coupling mechanical energy from the engine to the wheels of the vehicle to drive the vehicle, and coupling mechanical energy from the wheels of the vehicle to the engine when the vehicle is coasting. A vehicle is provided that has a transmission that rotates the engine and compresses the gas, and operates the transmission to transmit mechanical energy from wheels of the vehicle to the engine to rotate the engine, thereby compressing the gas. converting the kinetic energy of the coasting vehicle into compressed gas energy, storing the gas compressed by the engine in the tank when the vehicle coasts, and when the vehicle moves again, the gas compressed by the engine; Converting the fuel energy into mechanical energy to drive the vehicle, rotating the gas motor with the gas stored in the tank, and coupling the mechanical output of the gas motor to the transmission when the vehicle is moving again. ,
The present invention is characterized in that it assists the driving of the engine and regenerates the kinetic energy accumulated by the inertially moving vehicle.

Furthermore, the vehicle kinetic energy regeneration device of the present invention converts a fuel source into mechanical energy to drive the vehicle, and when the vehicle moves by inertia, the engine rotates due to the kinetic energy of the vehicle and is supplied with compressed gas. a vehicle configured to have an exhaust pipe that discharges exhaust gas from the engine when running on the fuel and discharges the compressed gas from the engine when rotating due to the kinetic energy of the vehicle; and the engine. transmits the mechanical output of the engine to the drive train of the vehicle to drive the vehicle when the engine is supplied with fuel to generate power, and when the vehicle coasts the kinetic energy of the vehicle's movement is transmitted to the drive train of the vehicle to drive the vehicle; a transmission that connects the vehicle to the engine so as to rotate the engine and compress the supplied gas; a tank that stores the compressed gas supplied by the engine; control means for connecting an exhaust pipe of the engine to an exhaust outlet in response to coasting of the vehicle; and a control means for connecting the exhaust pipe of the engine to the tank in response to coasting of the vehicle; a motor operated by the compressed gas; and a drive for coupling the mechanical output of the air motor to the transmission to drive the vehicle. connection means; tank valve means for selectively supplying compressed gas from the tank to the motor; and an exhaust valve for connecting an exhaust pipe of the engine to the tank when the vehicle is moving under its kinetic energy. and control means for operating the valve means, the kinetic energy of the vehicle is stored as compressed gas, and the compressed gas is later utilized when driving the vehicle, thereby saving fuel.

〔Example〕

Next, preferred embodiments of the present invention will be described with reference to the drawings.

The kinetic energy regeneration device according to the invention is installed to operate in conjunction with a conventional engine in a vehicle, as shown in FIG.

A normal 4-stroke engine 10 has a crankshaft 1
2, an intake manifold (multi-branched pipe device) 14, and an exhaust manifold 16. The exhaust manifold 16 is the manifold pipe 1
Join the 8th. An electrically controlled exhaust valve 22 is placed in the pipe 18. Valve 22 is normally open and allows exhaust gas to pass through exhaust pipe 19 and into muffler 20 and tail pipe.

However, valve 22 closes when control voltage is applied from part A of accelerator switch 24 and generator relay switch 25. When the exhaust valve 22 is closed, air in the tube 18 and any exhaust air is introduced into the air tank via the inlet check valve 28. Tank 26 preferably has a volume of approximately 100 to 200 liters. The larger the tank, the more kinetic energy it stores,
You can save money.

Trucks and other large vehicles can carry larger tanks.

Air is supplied to the engine 10 from the intake port of the air cleaner 30, and this air is supplied to the two-tube manifold 32. Connect the right side output of manifold 32 to a conventional capretor 34. The carburetor 34 is also supplied with fuel (gasoline, diesel, oil, not shown), and its output (fuel mixture) is sent to a pipe 36 connected to the intake manifold 14.
Then, it is supplied to the engine 10.

Air cleaner 30 also supplies air to the left side output of manifold 32 which is connected to pipe 36 via carburetor bypass valve 38 . Valve 38 is normally closed, directing all of the air from cleaner 30 to carburetor 34, and opening valve 38 when control voltage from section A of accelerator switch 24 is applied. When the carburetor bypass valve 38 opens,
Air from cleaner 30 is supplied directly to pipe 36, which in turn supplies manifold 14 and engine 1o.

If the vehicle uses fuel injectors (not shown) in place of a carburetor, bypass valve 38 replaces a set of valves that bypass their associated fuel injectors and supply air instead of the normal fuel mixture. to be introduced into the engine. References below to carburetor bypass valves should also be understood to include fuel injector bypass valves.

The crankshaft 12 of the engine IO is connected on the output side (right side) of the engine to a conventional flywheel (not shown) and via a transmission shaft 40 to a conventional automatic or manual transmission 42 . Preferably, in the case of an automatic transmission, the transmission 42 is provided with a torque converter lock-up mechanism that directly couples the shaft 40 to the drive shaft 44 while the vehicle is moving or decelerating.

The output of transmission 42 is connected through a conventional drive shaft 44 and differential 46 to a rear axle 48 and rear wheels 50 of the vehicle. A front wheel drive can also be used instead of the rear wheel drive shown.

Most of the remaining components are provided in accordance with the invention as best seen in FIGS. 1 and 3. A speedometer tick-off cable 52 connects the transmission 42 to a tick-off gearbox 54, which has two output cables 56,58. cable 56
is connected to a conventional speedometer 60 and cable 58 is connected to a generator 62. A generator 62 is connected to the coil of a relay 64 having a single pole single throw switch 25. When the vehicle is moving, cable 5
2.56 and 58 generate an electrical output that operates speedometer 60 and generator 62, which in turn operates relay 64, thereby closing switch 25, i.e., when the vehicle speed exceeds approximately 8 kph (5 mph). so that it is energized or “on” when the device is turned on.

One side of the vehicle battery 68 is grounded and the other side is connected to the arm of the single pole double throw (A/B) accelerator switch 24 . The A side of the switch 24 is connected to the switch 25 of the relay 64, and then the on/off switch 7 of the dash board.
Connect to 0. The output of switch 70 is provided to exhaust valve 22 and capretor bypass valve 38 as described above.

The B side of switch 24 connects to switch 72 of a main pressure release valve (MRV) 74 from air tank 26 . This switch 72 is connected to the air motor 78 to the transmission shaft 40.
It connects to an electromagnetic (IEM) clutch 76 that is connected to. Air motor 78 can be a high efficiency turbine or piston driven motor. 8M clutch 76 may be a solenoid driven mechanical clutch coupled to shaft 40 by a gear, or it may be a magnetically controlled iron particle clutch.

The switch 24 is operated by the accelerator pedal 80.

When the pedal 80 is pushed in as shown in FIG.
The arm of the switch 24 connects to the B side, and when the pedal 80 is released (see FIG. 2), the arm of the switch 24 connects to the A side.

As shown in FIG.
2 to a conventional butterfly valve or throttle 84 that is part of the carburetor 34. A mechanical link 86 from the accelerator 80 connects to a mechanically or lever-operated accelerator actuation valve 88 that connects to the main pressure release valve 74.
and the air motor 78.

When the accelerator 80 is depressed, the link 86 opens the valve 88, thereby allowing air to flow into the rear motor 78 from the valve 74.

The air tank 26 has a safety pressure release valve 90 which, if the pressure becomes too high, will e.g.
It is set so that it opens when atmospheric pressure is reached to release the pressure inside the tank 26. The main valve 74 is set to open and allow air to flow out at an operating pressure suitable for the air motor 78, for example, 5 to 6 atmospheres. When the valve 74 opens, the MRV switch 72 is closed and energized (on), and the switch 24 is turned on.
A voltage can be applied to the clutch 76 that is applied to the output. When the clutch 76 is energized, the air motor 78
Combined with 0.

Engine 10 may be a gasoline or diesel engine. However, diesel engines are preferred because they can build up greater pressure than when mechanically driven by the kinetic (inertial) energy of the vehicle. Additionally, the engine may be a Wankel or Lochli type engine, a turbine engine, or any other engine that acts as a near compressor when driven by the freewheeling motion of the vehicle.

1 at 1' When the vehicle first starts from the off state, the pressure in the air tank 26 is zero, ie equal to atmospheric pressure.

The switch 70 of the dash board is turned on so that the kinetic energy regeneration device can be operated.

When the engine 10 starts, atmospheric air is sucked into the air cleaner 30. Air passes through the pipe 32 to the capretor 3
4, mixed with fuel, pipe 36 and manifold 1
4 and is sent to the engine 10, where this fuel mixture is combusted to generate power. This causes the transmission shaft 40 to rotate, causing the drive shaft 44, axle 48, and wheels 50 to rotate, thereby causing the vehicle to travel.

Vehicle exhaust gas flows out through the exhaust manifold 16, pipe 18 and normally open valve 22 into the exhaust pipe 19, muffler 20 and tail pipe. The exhaust gas does not flow into the air tank 26 because it flows more easily through the exhaust path passing through the valve 22 and the pipe 19 than by overcoming the resistance of the check valve 28.

FIG. 1 actually shows the state after the vehicle is driven by the air motor 78. However, the difference between the state after the air motor is driven and the actual state is that there is no pressure inside the tank 26,
The point is that valve 74 is closed, switch 72 is open, air motor 78 is not rotating, air motor clutch 76 is disengaged, and no air flows from tank 26 to air motor 78.

When throttle valve 84 is open, fuel mixture flows from carburetor 34 into the engine. Since no pressure is built up in the tank 26, the main relief valve 74 is closed as shown in FIG. 3, and the switch 72 is open (de-energized).
, the clutch 76 of the air motor 78 is disengaged, and therefore the shaft 40 does not rotate the air motor 78. When the accelerator pedal 80 is pressed, the switch 24 assumes the B state,
When this output B becomes conductive, the output A becomes the ground potential. However, since switch 72 is open, switch 72
2. BJ specific output As mentioned above, no effect occurs.

When the speedometer cable 52, the cable 5, and the generator 62 rotate, the speedometer switch 25 is closed by the relay 64, but since the "A" output of the accelerator switch 24 is at ground potential as described above, no effect occurs.

In this state, the kinetic energy regeneration device has no effect and the vehicle operates normally.

For example, when the vehicle first slows down to stop at a traffic light or to pick up a passenger, the pressure in the air tank 26 (see Figure 2) is equal to atmospheric pressure.

The kinetic energy or movement of the vehicle continues to propel the vehicle forward and the wheels 50 (see FIG. 2) continue to rotate. This wheel motion is transmitted to the axle 48, drive shaft 44, transmission 42, power transmission shaft 40, and engine 10, so that the engine continues to rotate due to the kinetic energy of the vehicle instead of its own power.

At this time, since the driver's foot is off the pedal 80, enough fuel mixture is supplied to the carburetor 34 to maintain the idle state. The "A" output of switch 24 is activated. Speedometer switch 25 is generator 6
The carburetor bypass valve 38 is activated because the switch 70 on the dash board continues to be conductive, and this valve 38 is opened to release air due to the normal vacuum condition of the rotating engine 10. valve 38
It will be introduced after. The rotating engine compresses this air and forces the compressed air (along with some exhaust gases) out of exhaust manifold 16 and into manifold tubes 18 .

Since the 'AJ output of switch 24 is conductive and switches 64 and 70 are closed, exhaust valve 22 is activated, closing valve 22 and blocking exhaust pipe 19. As a result, the compressed air in the pipe 18 flows into the air tank 26 through the check valve 28, and the pressure in the tank increases.

If the deceleration continues for a long time and the deceleration is sufficient, the tank 26
The pressure inside will eventually increase to a large value, for example, 13 atmospheres. A value sufficient to operate motor 78, e.g.
When increasing the pressure to 5 to 6 atmospheres, the main relief valve 74 opens MR.
Close the V switch valve 72. However, clutch 76 is not engaged. That is, this is because the "B" output of switch 24 is not in a conductive state. Since the lever operation valve 88 is closed when the accelerator pedal is in the lifted state, air pressure does not reach the air motor 78.

When the vehicle decelerates to about 8 kph, generator 62 no longer rotates fast enough to generate enough voltage to operate relay 64. This causes relay switch 25 to open. This causes valves 22 and 38 to open and close, respectively. Closing valve 38 stops air from entering the engine and allows only the idle fuel mixture to enter the engine. Opening of valve 22 allows exhaust gas to exit the exhaust pipe in the normal manner.

Sufficient pressure has built up in the tank 26 and the main relief valve 7
If the vehicle is driven again before opening 4, a situation similar to that described above for the first driving state occurs, but
The difference is that the pressure inside the tank 26 is slightly increased.

If the vehicle is driven again after the main relief valve 74 is opened due to the accumulation of sufficient pressure in one tank when the tank is open, a situation similar to that described above for the operation in the first driving state will occur. However, the difference is that the tank is sufficiently pressurized and the air motor 78 rotates to assist in driving the vehicle.

Specifically, the pressure within tank 26 causes valve 74 to open and MR.
Close the V switch 72. At this time, rB of switch 24
, since the output is in a conductive state, the air motor is connected to the transmission shaft 40.
mechanically coupled to Since the accelerator 80 is depressed at this time, the valve 74 opens and air flows into the air motor from the tank 26. This causes the air motor to rotate, adding additional power to the power already being applied to shaft 40 by the engine.

The power added by the air motor allows the vehicle to run with less fuel consumption than without the air motor. In this way, the vehicle's kinetic energy, which would normally be wasted as friction when the vehicle slows down, is stored as compressed air, and the stored energy is regenerated and used to drive the vehicle, reducing engine power. Save fuel when driving.

Furthermore, the kinetic energy of the vehicle also saves vehicle braking.

That is, by using the engine as a compressor to convert the kinetic energy of the vehicle into compressed air, it creates a drag force on the vehicle, causing it to slow down more quickly than it would normally slow down due to inertia.

When the pressure in tank 26 drops below that needed to keep valve 74 open, i.e. below the pressure needed to rotate air motor 78, valve 74 closes and the air motor is turned off. The switch 72 is opened and the clutch 76 is disengaged. In this way, the kinetic energy regeneration device is decoupled and the vehicle runs entirely on fuel power. Without valve 74, the air pressure in tank 26 would be removed from the air motor and would have no effect.

Under theoretical ideal conditions, the regenerator of the present invention would be able to reduce the initial speed to 70%, assuming that only the air motor is used to drive the vehicle after it has coasted to a stop from the initial speed.
It has been calculated that enough energy can be stored to drive the vehicle at a speed of 50%.

To isolate this device, the driver simply opens switch 70 on the dash board, which prevents opening of capretor bypass valve 38 and also prevents closure of exhaust valve 22 so that no pressure builds up in tank 26. .

〔Effect of the invention〕

As mentioned above, the present invention provides a vehicle energy regeneration system that is relatively simple in construction, does not require a pump or compressor, is relatively lightweight, relatively inexpensive, and does not require hydraulic components. Can be done. According to the invention, the vehicle engine is used as a compressor in the kinetic energy regeneration process. Additionally, it reduces wear on the vehicle's brakes and saves fuel.

The above description merely describes preferred embodiments of the present invention, and it goes without saying that various modifications can be made within the scope of the claims. For example, the device may be controlled by a microprocessor connected to a sensor or hydraulic device. The device can be used in any vehicle, such as cars, trains, trucks, elevators, and boats.

The air motor clutch may be omitted, although this will result in a slight decrease in efficiency. All controls may also be provided manually instead of by automatic actuation means as shown.

[Brief explanation of the drawing]

FIG. 1 is a diagrammatic illustration of a vehicle having an energy regeneration device according to the present invention in running conditions using normal power and regenerated power; FIG. FIG. 3 is a diagrammatic illustration similar to FIG. 1; FIG. 3 is a circuit diagram of the electrical components of the device of FIG. 2; 10... Engine 12... Crankshaft 14... Intake manifold 16... Exhaust manifold 18... Manifold pipe 20... Muffler 22... Exhaust valve 24... Accelerator switch 25... Relay switch 26... Air tank 28... Check valve 30... Air cleaner 32... Two branch pipe manifold 34... Carburetor or fuel injector 36...
・Carburetor output pipe 38... Carburetor bypass valve 40... Transmission shaft 42... Transmission 44... Drive shaft 46... Differential device 48... Rear axle 50... Rear wheel (rear wheel) 52... Speedometer tick-off cable 54... Tick-off gear box 56... Speedometer cable 58... Generator drive cable 60... Speedometer 62... Generator (generator) 64...・Relay 68...Battery 7
0... Datsushi board switch 72... Pressure release valve (MRV) switch 74...
・Pressure release valve 76...Air motor clutch 7
8...Air motor 80...Accelerator 82.
...Throttle link 84...Throttle 86...
・Accelerator valve link 88...Accelerator operating valve 90・
...Safe pressure release valve Figure 3 Procedures (Method) 1. Indication of the incident 1999 2. Name of the invention Special 01G Vehicle energy regeneration method and device 3. Person making the amendment Relationship with the incident

Claims (1)

[Claims] 1. (a) an engine that converts a fuel source into mechanical energy to drive a vehicle and compresses gas when said engine is mechanically rotated; (b) said compressed gas; (c) a gas motor that converts the energy of the compressed gas into mechanical energy when driving the vehicle;
and (d) coupling mechanical energy from the engine to the wheels of the vehicle to drive the vehicle, and coupling mechanical energy from the wheels of the vehicle to the engine when the vehicle is coasting. a vehicle having a transmission for rotating the engine and compressing the gas; operating the transmission to transmit mechanical energy from wheels of the vehicle to the engine to rotate the engine, thereby compressing the gas; converting the kinetic energy of the freewheeling vehicle into compressed gas energy; storing the gas compressed by the engine in the tank when the vehicle coasts; and storing the gas compressed by the engine when the vehicle moves again; converting the fuel energy into mechanical energy to drive the vehicle, rotating the gas motor with the gas stored in the tank, and coupling the mechanical output of the gas motor to the transmission when the vehicle is moving again; . A method for recovering and reusing vehicle kinetic energy, comprising: assisting the driving of the engine and regenerating the kinetic energy accumulated by the inertially moving vehicle. 2. Converting a fuel source into mechanical energy to drive a vehicle;
an engine that is rotated by the kinetic energy of the vehicle and supplied with compressed gas when the vehicle moves by inertia;
A vehicle configured to have an exhaust pipe that discharges exhaust gas from the engine when running on the fuel and discharges the compressed gas from the engine when rotating due to the kinetic energy of the vehicle; The mechanical output of the engine is transmitted to the drive train of the vehicle to drive the vehicle when supplied to generate power, and the kinetic energy of the vehicle's movement is transmitted to the engine when the vehicle is coasting. a transmission coupling the vehicle to the engine to rotate the engine and compress the supplied gas; and a tank containing compressed gas supplied by the engine; control means for connecting the exhaust pipe of the engine to the exhaust outlet and connecting the exhaust pipe of the engine to the tank in response to coasting of the vehicle; exhaust valve means selectively connected to any of the tanks; a motor operated by the compressed gas; and drive coupling means for coupling the mechanical output of the air motor to the transmission to drive the vehicle. tank valve means for selectively supplying compressed gas from the tank to the motor; and operating the exhaust valve means to connect an exhaust pipe of the engine to the tank when the vehicle is moving under its kinetic energy. 1. A vehicle energy regeneration device, comprising: control means for accumulating the kinetic energy of the vehicle as compressed gas, and saving fuel by later utilizing the compressed gas when driving the vehicle. 3. The vehicle energy system according to claim 2, further comprising a fuel-air mixing means for supplying a fuel mixture to the engine, and a bypass means for selectively bypassing the mixing means to supply and compress the gas to the engine. playback device. 4. A claim comprising an accelerator and a switch connected to operate according to the position of the accelerator, the switch being connected to the bypass means to selectively bypass the mixing means when the accelerator does not operate. Item 3. Vehicle energy regeneration device according to item 3. 5. The vehicle energy regeneration device according to claim 4, wherein the drive coupling means includes a clutch, and the switch is configured to operate the clutch when the accelerator is operated. 6. The vehicle energy regeneration device according to claim 5, further comprising sensor means for preventing said switch from operating said clutch unless the pressure within said tank is accumulated to a predetermined value. 7. The vehicle energy regeneration device according to claim 2, wherein the tank is provided with an inflow check valve for accommodating compressed gas from the engine. 8. Vehicle energy regeneration according to claim 2, wherein the vehicle is provided with an accelerator for controlling fuel supply to the engine, the exhaust valve means is provided with a valve, and the control means is configured to operate in response to the position of the accelerator. Device. 9. The vehicle energy regeneration device according to claim 2, wherein the drive coupling means includes a clutch that selectively couples the mechanical output of the motor to the drive train of the vehicle. 10. The vehicle energy regeneration device according to claim 9, wherein the control means is configured to engage the clutch in response to the position of the accelerator. 11. The vehicle energy regeneration device according to claim 2, wherein said tank valve means for selectively supplying said compressed gas from said tank to said motor includes a pressure relief valve provided at an output portion of the tank. 12. The vehicle energy regeneration system of claim 11, further comprising pressure sensing means for engaging said clutch in response to the condition of said pressure relief valve at the output of said tank. 13. An internal combustion engine that converts a fuel source into mechanical energy to drive a vehicle, is rotated by the kinetic energy of the vehicle when the vehicle moves by inertia, and is supplied with compressed air, and runs on the fuel. A vehicle configured to have an exhaust pipe that discharges exhaust gas from the engine when the vehicle rotates, and discharges the compressed air from the engine when the vehicle rotates due to the kinetic energy of the vehicle; When the engine generates a motor, the mechanical output of the engine is transmitted to the drive train of the vehicle to drive the vehicle, and when the vehicle coasts, the kinetic energy of the movement of the vehicle is transmitted to the engine to drive the vehicle. a transmission connecting the vehicle to the engine so as to rotate the engine and compress the supplied air; a tank accommodating the compressed air supplied by the engine and having a check valve at its inlet; control means for connecting an exhaust pipe of the engine to the exhaust outlet in response to the vehicle traveling and connecting the exhaust pipe of the engine to the tank in response to the vehicle coasting; an air motor operated by air; a drive coupling means for coupling the mechanical output of the air motor to the transmission to drive the vehicle; and when a predetermined pressure is accumulated in the tank, when the vehicle is driven; and pressure sensing means for supplying the compressed air from the tank to the motor. 14. Fuel-air mixing means for supplying a fuel mixture to the engine; and bypass means for selectively bypassing the mixing means to supply and compress the air to the engine when the vehicle is coasting. 14. A vehicle energy regeneration device according to claim 13. 15. Claim comprising an accelerator and a switch connected to operate according to the position of the accelerator, the switch being connected to the bypass means to selectively bypass the mixing means when the accelerator is not operated. Item 1
4. The vehicle energy regeneration device according to 4. 16. The vehicle energy regeneration device according to claim 15, wherein the drive coupling means includes a clutch, and the switch is configured to operate the clutch when the accelerator is operated. 17. The vehicle energy regeneration device according to claim 16, further comprising sensor means for preventing said switch from operating said clutch unless the pressure in said tank is accumulated to a predetermined value. 18. The vehicle energy regeneration device according to claim 13, wherein the vehicle is provided with an accelerator for controlling fuel supply to the engine, the control means is provided with a valve, and the control means is configured to operate in response to the position of the accelerator. . 19. The vehicle energy regeneration device according to claim 13, wherein the drive coupling means includes a clutch that selectively couples the mechanical output of the motor to the drive train of the vehicle. 20. The vehicle energy regeneration device according to claim 19, further comprising the clutch control means for engaging the clutch in response to the position of the accelerator.