JPH0423095Y2 - - Google Patents

Description

[Detailed Description of the Invention] [Industrial Application Field] The present invention relates to a vehicle energy regeneration device that regenerates the kinetic energy of a vehicle to improve fuel efficiency.

[Prior art] Recently, with the adoption of air brakes, air cylinders for electronically controlled transmissions, air suspensions, etc.
It is well known that the need for air as a medium is increasing. In order to meet this demand, air compressors have been made larger, but this increases the driving horsepower of the air compressors, resulting in a problem of worsening fuel efficiency.

As a technology for reducing the drive horsepower of an air compressor, the present applicant has disclosed Utility Application No.
61-57138), in which the air compressor is driven by the engine only when the vehicle is braking, but there is a limit to how much drive horsepower can be reduced by this technology.

On the other hand, regarding the technology of collecting exhaust gas into a high-pressure tank when the exhaust brake is activated and blowing it to the turbine of the turbocharger during acceleration to improve acceleration characteristics, the present applicant has published Utility Model Application No. 59-140838.
61-56121)).

Further, techniques for regenerating kinetic energy during braking of a vehicle as driving force during acceleration are disclosed in Japanese Utility Model Application Publications No. 188532/1982 and No. 15539/1988. And these do not directly solve the above problems.

Further, Japanese Patent Laid-Open No. 57-33050 discloses a technique for braking the kinetic energy of an axle by using the reaction force of a compressor. However, with this known technology, exhaust gas countermeasures are insufficient for vehicles with turbocharging, and it is not possible to improve fuel efficiency, especially during acceleration.

[Problems to be Solved] Therefore, an object of the present invention is to provide an energy recovery device for a vehicle that can regenerate kinetic energy during brake operation and also improve acceleration performance.

[Means for Solving the Problems] According to the present invention, in a vehicle energy regeneration device that regenerates kinetic energy of a vehicle to improve fuel efficiency, a first air compressor driven by an engine via a drive means; , a second air compressor driven by a transmission via a clutch, an exhaust turbine and a turbocharger consisting of an air turbine coaxial with the exhaust turbine, the second air compressor being driven via a check valve. The air tank is connected to a pipe connected to the nozzle opening operating section of the air turbine via a control valve, and the control valve is activated when the engine operating state detection means of the vehicle detects acceleration. A control device is provided which opens to supply air to the air turbine and drive the air turbine to increase its rotational speed, and which connects the clutch to accumulate air in the air tank when the brake is applied.

[Description of Effects] Therefore, when the brake is applied, the control device connects the clutch, so the second compressor is driven and pressurized air flows into the air tank via the check valve. During this time, the rotational energy of the engine applied to the transmission is used to drive the second compressor, so there is a braking effect. The high pressure air stored in this air tank can be used as a working medium for an air brake and an air turbine to be described later. Therefore, the capacity of the first air compressor can be reduced by that amount, and the driving horsepower can be reduced accordingly.

During acceleration, the control device opens the control valve, so air is supplied to the air turbine, improving acceleration performance.

[Examples] Examples of the present invention will be described below with reference to the drawings.

In FIG. 1, an engine 1 is equipped with a first air compressor 3 that is driven via a driving means, that is, a belt 2 in the illustrated example, and the discharge side of the compressor 3 is connected to an air circuit L1.
It is connected to a first air tank 5 via a check valve 4. An air pressure governor 21 provided in the first air tank 5
is connected to the first compressor 3 by an electric circuit l1.

On the other hand, a second air compressor 8 that is driven via a compressor clutch 7 is attached to the side of the transmission 6, and the discharge side of the compressor 8 is connected to the air circuit L6 via a check valve 9. It is connected to the second air tank 17.

The discharge side of the first air tank 5 is connected to equipment such as an air brake (not shown) through an air circuit L3, and an air circuit L4 branched from the air circuit L3 is connected to an actuator 11 of the exhaust brake via a solenoid valve 10. . The first air tank 5 and the second air tank 17 are connected to each other via a check valve 18 through an air circuit L5.

The operating portion 7a of the compressor clutch 7 and the pressure sensor 17a provided in the second air tank 17 to detect the air tank pressure P are connected to the control device 14 via a signal line, and the control device 1
4 includes an engine rotation sensor 1 for detecting the engine rotation speed N constituting an engine operating state detection means.
2. Accelerator sensor 1 that detects accelerator opening degree θ
3 and other operating switches such as an exhaust brake switch and a brake air pressure switch (not shown) are connected. Furthermore, the control device 14 provides ON/OFF control signals to the solenoid valve 14 provided in the air circuit L4, and also provides an ON/OFF control signal to the solenoid valve 14 provided in the air circuit L4.
Also in the solenoid valve 19 installed in the air circuit L7 from
It provides ON and OFF control signals, and further sends an opening control signal to an air turbine 20, which will be described later. Note that the signal is also given to a solenoid valve drive circuit (not shown).

The air circuit L7 of the second air tank 17 is
The exhaust turbine 16 of the turbocharger 15 is connected to an air turbine 20 which is provided similarly. The opening control signal from the aforementioned control device 14 is applied to the nozzle opening 20a of the air turbine 20 during operation.

Next, the operation will be explained with reference to FIG. 2 and the following drawings.

In FIG. 2, the control device 14 starts control at regular intervals based on a signal from a built-in clock, and determines whether the accelerator opening θ is larger than the specified accelerator opening θ1 based on the signal from the accelerator sensor 13. It is determined whether or not (step S10). If YES, it is determined based on the signal from the engine rotation sensor 12 whether the engine rotation speed N is smaller than the specified engine rotation speed N1 mentioned above (step
S11), if YES, move to the flow shown in Figure 5.
In the case of NO, as well as in the case of NO in step S10, an OFF signal is output to the solenoid valve 19 to close it (step S12). Next, it is determined whether the foot brake is operating based on the signal from the brake air pressure switch (step S13), and if NO, it is determined whether the exhaust brake is operating based on the signal from the exhaust brake switch. It is determined whether or not (step S14). In the case of NO, an OFF signal is output to the actuating section 7a to disconnect the compressor clutch 7 (step S15), and the control ends. In the case of NO, the flow shown in FIG. Move.

FIG. 3 shows an energy storage routine, in which the control device 14 determines whether the air tank pressure P is the maximum air tank pressure based on the signal from the pressure sensor 17a.
Determine whether it is smaller than Pmax (step
If S20) is YES, that is, in the shaded area in Fig. 4, an ON signal is output to the actuating section 7a to connect the compressor clutch 7, and the second compressor 8 is driven by the transmission 6 to actuate the brake during braking. The energy is recovered and the air is stored in the air tanks 5 and 17 (step S21), and the control is ended. If NO, an OFF signal is output to the actuating section 7a and the compressor clutch 7 is disconnected (step S22). , end control.

FIG. 5 shows an energy release routine, in which the control device 14 outputs an OFF signal to the operating section 7a to disengage the compressor clutch 7 (step S30).
Next, it is determined whether the air tank pressure P is greater than the lower limit of the air tank pressure (step S31),
If YES, output an ON signal to the solenoid valve 19 to open the valve, drive the air turbine 20 to improve acceleration (step S32), and end the control; if NO, output the ON signal to the solenoid valve 19 to open the valve. Outputs a signal and closes the valve,
Deactivate air turbine 20 (step
S33), ends control.

FIG. 6 shows a routine for controlling the opening degree of the variable nozzle of the air turbine 20.

The control device 14 starts control at regular intervals based on a signal from a built-in clock, and controls the engine from a built-in opening map shown in FIG. 7 based on signals from the engine rotation sensor 12 and the accelerator opening sensor. The nozzle opening corresponding to the rotational speed N and the accelerator opening is read so that, for example, the larger the engine rotational speed N is and the smaller the accelerator opening θ, the larger the nozzle opening is (step S40), and the nozzle opening actuator 20a The nozzle opening signal is outputted to control the nozzle opening (step S41), and the control ends.

[Effects of the invention] As described above, according to the present invention, the following excellent effects are achieved.

(1) Kinetic energy during braking is recovered into an air tank in the form of high-pressure air by a second compressor driven by the transmission, and is regenerated as part of the working medium for air brakes, etc. By downsizing the first compressor, the driving horsepower can be reduced.

(2) Air from the air tank drives an air turbine coaxial with the turbocharger turbine, resulting in improved acceleration performance.

(3) As a result, energy during braking can be used during acceleration, improving fuel efficiency.

(4) Since the supercharging effect of the engine can be increased during acceleration, smoke emissions can be reduced during acceleration.

[Brief explanation of the drawing]

Fig. 1 is an overall configuration diagram showing an embodiment of the present invention, Fig. 2 is a control flowchart thereof, Fig. 3 is a flowchart of an energy storage routine, Fig. 4 is a control characteristic diagram thereof, and Fig. 5 is a diagram showing its control characteristics. FIG. 6 is a flowchart of the energy release routine, FIG. 6 is a flowchart of control of the exhaust turbine, and FIG. 7 is a diagram of its control characteristics. 3... First air compressor, 8... Second air compressor, 6... Transmission, 7... Compressor clutch, 12... Engine rotation sensor,
13... Accelerator sensor, 14... Control device, 2
0...Air turbine.

Claims (1)

[Scope of utility model registration request] A vehicle energy regeneration device that regenerates kinetic energy of a vehicle to improve fuel efficiency includes a first air compressor driven by an engine via a drive means, and a second air compressor driven by a transmission via a clutch. an air compressor, and a turbocharger consisting of an exhaust turbine and an air turbine coaxial with the exhaust turbine, the second air compressor is connected to an air tank via a check valve, and the second air compressor is connected to the air tank via a control valve. A piping connected to the nozzle opening adjustment part of the air turbine is connected to the control valve, and when the engine operating state detection means of the vehicle detects acceleration, the control valve is opened to supply air to the air turbine and operate the air turbine. An energy regeneration device for a vehicle, comprising a control device that drives the clutch to increase its rotational speed, and connects the clutch when the brake is applied to accumulate air in the air tank.