JPH05137207A - Brake force regeneration for vehicle - Google Patents

Abstract

PURPOSE:To enhance power regeneration and fuel consumption by providing a retarder, which functions at the time of braking a vehicle, with an electric mechanism which functions as a generator and a motor while furthermore disposing a clutch between the retarder and an engine. CONSTITUTION:A rotor core 33 is fixed through a clutch 2 to an engine crankshaft 11 while an armature 35 and a field coil 36 are arranged closely each other on the outside and inside of the rotor core 33, respectively, in a retarder case 34. At the time of braking a vehicle, the field coil 36 is excited to take out generated power from the armature coil 352 of the armature 35 while at the time of starting the engine or assisting the engine torque, the armature coil 352 is conducted to operate the electric mechanism as a motor.

Description

Detailed Description of the Invention

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a braking force recovery device for a vehicle, which recovers deceleration energy during braking of the vehicle, converts it into electric power, and uses it as a driving force.

[0002]

2. Description of the Related Art Conventionally, as a braking device for a vehicle, a friction mechanism or the like is used to decelerate and the braking force is consumed as frictional heat. However, in a large vehicle or the like, deceleration energy is to be recovered as electric energy by a retarder or the like. A proposal has been made, for example, a battery charger for a vehicle that charges a battery with such electric energy is disclosed in Japanese Patent Laid-Open No. 59-222041.

[0003]

In the proposal disclosed in the above-mentioned publication, the retarder portion is integrated with the flywheel of the engine as shown in the schematic view of FIG. 9, and the engine and the retarder portion are integrated. Since the and are directly connected to each other, when the deceleration energy at the time of braking is collected, a large proportion is consumed by the engine brake, and the power generation efficiency is reduced.

Further, since the engine is operating even during deceleration, there is a problem that it is not preferable in terms of fuel saving.

The present invention has been made in view of the above problems, and an object of the present invention is to improve the above-described power generation efficiency and fuel consumption by disconnecting / connecting the crankshaft of an engine and a flywheel. It is to provide a braking force recovery device.

[0006]

To achieve the above object, according to the present invention, there is provided a magnetic body which is engaged with a crankshaft of an engine to rotate, and a fixed armature which corresponds to the magnetic body. In a braking force recovery device for a vehicle that recovers braking energy as electric power, a predetermined magnetic power is supplied to a rotating magnetic body that is connected to the crankshaft via a clutch mechanism and that has a flywheel, and the armature. There is provided a braking force recovery device for a vehicle, which includes an electric power supply unit that supplies the electric power to drive the rotating magnetic body.

[0007]

The rotor core, which is the rotating part of the retarder, is connected to the crankshaft of the engine via the clutch mechanism, and the corresponding armature not only regenerates the braking energy but also the power from the power supply means. Since it is configured to drive and rotate the rotor core, disengaging the clutch separates the retarder from the engine, so during power regeneration there is no adverse effect of engine braking and power generation efficiency is improved. When powered by electric power, the vehicle can be driven independently of the engine.

[0008]

Embodiments of the present invention will now be described in detail with reference to the drawings.

FIG. 1 is a block diagram showing the configuration of a system according to an embodiment of the present invention, FIG. 2 is a sectional view showing the relationship between the retarder and the first clutch, and FIG. 3 is an explanatory view of the first clutch. ..

In these drawings, reference numeral 1 denotes an engine for driving a crankshaft 11 by combustion energy of fuel, and includes a first clutch 2, a retarder 3 provided with a flywheel 31, a second clutch 4, a transmission 41 and the like. Through wheels 5
1 is rotated to drive the vehicle.

As shown in FIG. 3, the first clutch 2 has, for example, a truncated cone portion 21 mounted slidably only in the axial direction on a shaft 32 of a flywheel, and a coupling for receiving and engaging the truncated cone portion 21. The portion 22 is provided at the end of the crankshaft 11, and the truncated cone portion 21 is moved by using the fork metal fitting 23 so that the connecting portion 22 is engaged with the crankshaft 11.
Is transmitted to the flywheel 31. When operating the fork metal fitting 23, hydraulic oil or air is sent under pressure to the fluid pressure cylinder 24 attached to a predetermined position of the engine 1, whereby the first clutch 2 is connected / disconnected, and therefore the flywheel 31 is operated. Transmission of torque to the provided retarder 3 is controlled.

In addition to the flywheel 31 on the shaft 32 of the retarder 3, a rotor core 33 having magnetic poles 331 whose polarities are alternately changed by rotation is attached to the peripheral portion of the retarder 3, and the magnetic pole 331 has an axial direction. A space 332 for accommodating a field coil described later is provided. An armature 35, which is close to the magnetic pole 331 and receives the induction of the magnetic flux, is attached to the retarder case 34 accommodating the retarder 3 with the armature core 351 and the armature coil 352. A field coil 36 is arranged together with the field core 361 in a portion corresponding to the space 332.

FIG. 4 (a) is an explanatory diagram showing the relationship between the armature or field coil and the rotor core, FIG. 4 (b) is an electric circuit diagram thereof, and the field coil 36 is a vehicle-mounted battery or retarder. Is supplied to the magnetic pole 33 through the field core 361 and the rotor core 33.
1 and magnetizes, and is connected to the armature 35 so that, for example, three-phase AC power is generated by the alternating magnetic field from the magnetic poles 331 generated by the rotation of the rotor core 33.

Therefore, it goes without saying that the braking energy of the vehicle can be recovered as electric power by controlling the power generation output from the armature 35 and using it for charging the battery or as electric power for auxiliary machinery, but the field coil 36 is also available. When the AC power having a predetermined frequency is supplied to the armature coil 352 together with the excitation, the rotor core 33 including the flywheel 31 is rotationally driven by the electromagnetic force between the armature 35 and the magnetic pole 331. There is.

Next, 6 in FIG. 1 is a power converter, which is connected between the armature 35 of the retarder 3 and the battery 7,
The AC power from the armature 35 is input and converted into DC power for charging the battery 7, or the power from the battery 7 is converted into AC power of a predetermined frequency and supplied to the armature 35 to provide the rotor core. A conversion device for bidirectional high-power such as a rectifier, an inverter, and a converter is provided so as to rotate 33. Incidentally, 61 is a control switch, and 62 is a resistor, both of which are connected to the power converter 6 to control the operation thereof and serve as related electrical resistance.

Numeral 8 is a vehicle-mounted auxiliary equipment, which is operated by being energized by electric power from the battery 7, and is DC /
The power converted into a predetermined power supply voltage by the DC converter 81 is supplied to the auxiliary machinery 8.

Next, the operation of this embodiment thus constructed will be described.

First, when the vehicle starts, the first clutch 2 is disengaged before the engine 1 is operated, the field coil 36 is energized from the battery 7, and the AC power of a predetermined frequency is supplied via the power converter 6 to the armature. 35 to supply rotor core 3
3 is driven to rotate the flywheel 31, and then the first clutch 2 is brought into contact with the crankshaft 11 to connect it, and the engine key is turned on to start the operation of the engine 1. FIG. 5 is an explanatory view showing such an operation at the time of starting. Since the torque due to the operation of the retarder motor in the present embodiment is utilized at the initial stage of starting, noise and black smoke at the time of normal engine start are generated. Without this, it will be possible to smoothly start.

Next, as shown in FIG. 6 during normal running of the vehicle, when acceleration of the vehicle is required, predetermined electric power is supplied to the field coil 36 and the armature 35 to operate the electric motor to drive the engine 1. In addition to assisting the torque, when decelerating, an AC output is introduced from the armature 35 to charge the battery 7 or power the auxiliary machinery 8 to apply a braking force to the vehicle.

When the vehicle is descending a long slope, as shown in FIG. 7, if the engine is stopped, the first clutch 2 is disengaged and the retarder 3 controls the braking force by collecting the electric power, the fuel is not consumed. Therefore, problems such as exhaust gas and noise can be solved.

Further, when the vehicle is decelerated and stopped, FIG.
As described above, a braking force is generated by recovering the electric power that causes the retarder 3 to generate power, and the engine brake is used to decelerate to a predetermined vehicle speed. Then, the first clutch 2 is disengaged, but the power generation operation of the retarder 3 is continued. Decrease the vehicle speed and step on the foot brake to stop when the vehicle is stopped.

Although the present invention has been described with reference to the above embodiments, various modifications are possible within the scope of the gist of the present invention, and these modifications are not excluded from the scope of the present invention.

[0023]

According to the present invention as in the above embodiments,
By connecting the rotor core, which is the rotating part of the retarder, to the crankshaft of the engine via the clutch mechanism and causing the corresponding armature to generate electricity and recover the braking energy into electric power, the clutch disengages from the engine. The effect of being able to separate, therefore the braking energy consumed for engine braking when braking the vehicle is also recovered as electric power, and the engine can be stopped when the vehicle decelerates or descends on a slope, improving fuel efficiency Is obtained.

Further, according to the present invention, since it is possible to supply a predetermined AC power to the armature to electrically operate the armature, the electric torque can be utilized when the engine is started or the vehicle is started, and when accelerating during traveling. Since the driving force of the engine can be applied and the transmission is provided at the rear stage of the retarder, there is an advantage that the torque generated by the electric operation can be effectively utilized.

[Brief description of drawings]

FIG. 1 is a configuration block diagram showing a system according to an embodiment of the present invention.

FIG. 2 is a cross-sectional view showing the relationship between the retarder and the first clutch in the present embodiment.

FIG. 3 is an explanatory diagram of a first clutch thereof.

FIG. 4 is a drawing showing the relationship between an armature or field coil and a rotor core and an electric circuit in the present embodiment.

FIG. 5 is an explanatory view showing an operation at the time of starting the vehicle.

FIG. 6 is an explanatory diagram showing an operation during normal traveling.

FIG. 7 is an explanatory diagram showing an operation during long downhill traveling.

FIG. 8 is an explanatory diagram showing an operation from deceleration of the vehicle to stop of the vehicle.

FIG. 9 is a schematic diagram showing an example of a conventional configuration.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 ... Engine 2 ... 1st clutch 3 ... Retarder 6 ... Electric power converter 7 ... Battery 11 ... Crankshaft 31 ... Flywheel 33 ... Rotor core 35 ... Armature 36 ... Field coil 331 ... Magnetic pole

Claims (3)

[Claims] 1. A braking force recovery device for a vehicle, comprising: a magnetic body that engages with a crankshaft of an engine and rotates; and a fixed armature corresponding to the magnetic body, for collecting braking energy as electric power. It has a rotating magnetic body connected to the crankshaft through a clutch mechanism and provided with a flywheel, and power supply means for supplying a predetermined electric power to the armature to drive the rotating magnetic body. A braking force recovery device for a vehicle characterized by: 2. The power supply means converts the power into DC power for charging a battery when the armature regenerates power, and when driving the rotating magnetic body, the DC power is converted into an AC of a predetermined frequency according to the rotation thereof. 2. The braking force recovery device for a vehicle according to claim 1, wherein the braking force recovery device is a power converter having a bidirectional conversion mechanism for converting into electric power and a battery. 3. The rotating magnetic body is magnetized by induction from a fixed exciting coil.
The vehicle braking force recovery device described.