KR20160062927A - Generator, speed control appartus, electronic control unit, driving apparatus and method - Google Patents

Abstract

In case of a power unit including, construction equipment, a generator at an industrial site, a vehicle, a ship, and an aircraft, various types of energy including a fuel, a cell, or an alternative energy source is transformed into kinetic energy to be used. However, while using energy, the speed of energy is needed to be reduced or stopped, that is, some brakes should be put, if necessary. In this case, most energy is inevitably converted to heat, and accordingly, is consumed in an unuseful state. The present invention provides a driving apparatus capable of effectively collecting wasted energy by using the generator and capable of enhancing energy efficiency by using inertial force originated from the power generator, and a driving method thereof. The driving apparatus according to the present invention comprises: a rotating body for receiving torque from the power generator; a braking apparatus for controlling the speed of the rotating body; the generator installed at a predetermined distance from one side of the rotating body; and an energy storage apparatus connected to the generator. If the braking apparatus is in operation, the generator is connected to the rotating body in order to receive torque from the rotating body.

Description

[0001] GENERATOR, SPEED CONTROL APPARATUS, ELECTRONIC CONTROL UNIT, DRIVING APPARATUS AND METHOD [0002] BACKGROUND OF THE INVENTION [0003]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a generator, a speed control device, an electronic control device, a drive device, and a drive method, and more particularly to a generator, a speed control device, And a driving method thereof.

In the case of power equipment, including construction equipment, industrial field generators, vehicles, ships, and aircraft, a wide variety of energy is converted into kinetic energy, including fuel, batteries or alternative energy sources. However, when energy is used, it needs to be decelerated and stopped or braked if necessary. Inevitably, most energy is turned into heat and consumed in an unusable state. Currently, the most common braking method is to generate frictional force by using hydraulic pressure and to consume thermal energy from the wheel. A method for storing energy in a regenerative braking system to solve this problem is widely known, but it is common that it is accompanied by a method of consuming the stored energy as thermal energy, which is inefficient.

In the case of a railway vehicle, a method of controlling the rotation of the main motor by changing a resistance value between a supplied electric power and the main electric motor, or a braking method using a magnetic force of opposite polarity between the rail and the vehicle is additionally used. This method has a problem in that all the generated kinetic energy is consumed while being converted into energy that can not be used. In the case of the regenerative braking system, it is a mainstream method to transmit power generated during the power generation braking to a substation for use in other power vehicles. However, the mechanism becomes complicated in order to make electricity generated by the motor similar to the voltage of the electric cable, Voltage conversion device, and frequency conversion device must be installed separately. Therefore, there are limitations that it is necessary to determine whether to use power generation braking or regenerative braking by comparing the energy saving amount when the regenerative braking is adopted, the cost of the total of the vehicle and the ground side facility cost and the maintenance cost.

An object of the present invention is to provide a generator, a speed control device, an electronic control device, a drive device, and a drive method for efficiently recovering wasted energy and increasing energy efficiency by using an inertial force derived from the power generation device have.

A driving apparatus according to the present invention includes a rotating body for receiving a rotating force from a power generating device, a braking device for controlling a speed of the rotating body, an energy storing device for storing rotating force of the rotating body, The generator includes a generator for transmitting the rotational force to the device, and the generator installed to be spaced apart from the rotor includes a rotating body for receiving rotational force of the rotating body when the braking device is operated.

Further, the apparatus further includes at least one generator, wherein the plurality of generators include a plurality of generators connected such that the sum of the vectors acting on the rotational center of the rotor is "0 ".

The electronic control apparatus further includes a sensor for measuring an operating pressure of the braking device, and an electronic control device for receiving a signal from the sensor. The electronic control device recognizes the operating pressure of the braking device, And selecting the number of the generators connected to the rotating body and the type of the generator.

Further, it is preferable to further include a connecting rotating body for interrupting the generator and the rotating body, wherein the connecting rotating body is inserted between the rotating body and the generator when the braking device is operated, And transmitting the rotational force to the generator.

In addition, it may further include at least one connecting rotating body, at least one solenoid valve, and at least one generator for interlocking the generator and the rotating body, wherein the connecting rotating body is inserted between the generator and the first driving shaft, The electronic control device receives a signal transmitted from the sensor, recognizes an operating pressure of the braking device, compares the operating pressure with a previously inputted value, determines an opening and closing of the solenoid valve by supplying a current to the solenoid valve, And controlling the position of the connection rotating body connected to the solenoid valve by opening and closing a valve to determine whether to enter the space between the generator and the rotating body.

The electronic control apparatus further includes at least one solenoid valve and a generator, wherein the electronic control device receives a signal transmitted from the sensor, compares the received signal with a previously input numerical value, and supplies an electric current to the solenoid valve to determine opening and closing of the solenoid valve And controlling the position of the generator connected to the solenoid valve by opening and closing the solenoid valve to determine whether the generator is interrupted or not.

The rotating body further includes a clutch including a driving shaft and interrupting the driving shaft. The clutch includes a first driving shaft connected to the power generator and transmitting power to the second driving shaft, To a second drive shaft receiving power from the first drive shaft.

The power regenerative braking device further includes a power regenerative braking device for converting and recovering the rotating momentum into electric energy and exhibiting the braking force.

In the meantime, the generator according to the present invention is installed separately from one side of a rotating body that receives rotational force from the power generating device, and is connected to the energy storage device. When the speed of the rotating body is reduced by the operation of the braking device, And connected to the rotating body for receiving rotational force.

On the other hand, the electronic control apparatus according to the present invention receives a signal from a sensor that measures the braking pressure of the braking device when the speed of the rotating body that receives the rotational force from the power generating device is decelerated by the operation of the braking device, And controlling the generator to be connected to the rotating body so that the generator receives the rotating force of the rotating body so as to be connected to the rotating body by selecting the number and type of the electric generators connected to the rotating body do.

Meanwhile, the speed control device according to the present invention controls the speed of the rotating body that receives the rotating force from the power generating device, and includes a generator, the generator is connected to the energy storage device and is spaced apart from one side of the rotating body, And controlling the speed of the rotating body by the intermittent speed of the generator and the rotating body.

According to another aspect of the present invention, there is provided a driving method including controlling a speed of a rotating body to which a rotating force is transmitted from a power generating device, controlling a speed of the rotating body to be transmitted to the rotating body, And the rotational force of the generator received from the rotating body is stored in the energy storage device.

Also, the step of comparing the measured pressure with the numerical value inputted in advance by the electronic control device connected to the sensor for measuring the pressure for controlling the rotating speed, and selecting the number and type of the generator to be interlocked with the rotating body .

Further, the electronic control unit determines the opening and closing of the solenoid valve by supplying current to one or more solenoid valves, controls the position of at least one generator connected to the solenoid valve by opening and closing the solenoid valve, And determining whether the generator is interrupted or not.

Meanwhile, the driving apparatus according to the present invention includes an inter-vehicle distance sensor for measuring the distance to the preceding vehicle, a vehicle speed sensor for measuring the speed of the vehicle, an electronic control device connected to the inter-vehicle distance sensor and the vehicle speed sensor, And a generator connected to one side of the rotating body, wherein the generator is installed to be spaced apart from the rotating body, and the electronic control device controls the rotation of the generator and the rotating body And determining the interception.

According to the present invention, there is an advantage that energy can be efficiently recovered during braking.

1 is a schematic diagram showing a schematic configuration according to an embodiment of the present invention.
2 is a schematic diagram showing a schematic configuration according to another embodiment of the present invention.
3 is a schematic diagram showing a schematic configuration according to another embodiment of the present invention.
4 is a perspective view illustrating a schematic three-dimensional configuration according to an embodiment of the present invention.
5 is a front view of a schematic configuration according to an embodiment of the present invention.
6 is a conceptual diagram of a schematic configuration according to an embodiment of the present invention.
7 is a front view of a schematic configuration according to another embodiment of the present invention.
8 is a schematic diagram showing a schematic configuration according to another embodiment of the present invention.
9 is a schematic diagram showing a schematic configuration according to another embodiment of the present invention.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. It is to be understood, however, that the same is by way of illustration and example only and is not to be construed in a limiting sense.

A driving apparatus according to the present invention includes a rotating body for receiving a rotating force from a power generating device, a braking device for controlling a speed of the rotating body, an energy storing device for storing rotating force of the rotating body, The generator includes a generator for transmitting the rotational force to the device, and the generator installed to be spaced apart from the rotor includes a rotating body for receiving rotational force of the rotating body when the braking device is operated.

The power generation device includes an engine that converts chemical energy of fuel into oxygen by combustion with oxygen, or a motor that converts electric energy into kinetic energy. The kinetic energy preferably generates a rotational force as heat energy, mechanical energy, rotational energy, linear energy, kinetic energy, or energy containing at least one of the above-mentioned kinetic energy.

The rotating body includes a wheel of a vehicle, a helicopter and an aircraft, and a screw of a ship. It also includes an object that performs rotational motion from the clutch to the wheel or screw. The rotating body includes a driving shaft, one end of which is connected to the power generator, and the other end of which is connected to the rotating body.

The screw includes a device that utilizes the natural law of action, reaction, by applying two or more blade blades to the drive shaft to generate a pushing or pulling force. The blade wing is preferably a helical face.

The wheel includes a wheel. The vehicle includes a vehicle that moves on a road or a track. The wheels include a train wheel, a train wheel, a car wheel, a ship wheel, and the like.

The braking device includes a braking lever, a braking pedal, a brake lever, and a brake pedal, and includes a module that is artificially given a force so that the terms used in each industry are different and the device is braked.

In the meantime, the generator according to the present invention is installed separately from one side of a rotating body that receives rotational force from the power generating device, and is connected to the energy storage device. When the speed of the rotating body is reduced by the operation of the braking device, And connected to the rotating body for receiving rotational force.

According to another aspect of the present invention, there is provided a driving method including controlling a speed of a rotating body to which a rotating force is transmitted from a power generating device, controlling a speed of the rotating body to be transmitted to the rotating body, And the rotational force of the generator received from the rotating body is stored in the energy storage device.

1, which is a schematic diagram illustrating a schematic configuration according to an embodiment of the present invention, a sensor 72 is provided for measuring the pressure of the brake pedal 86 for braking. The sensor 72 is connected to the electronic control unit 70 and receives a signal. The electronic control unit 70 controls the operation of the sub-generator 1 241 or the connection rotating body (described later) so that the energy of the drive shaft 05 can be applied to the sub-generator 1 241. The sensor 72 is preferably a pressure sensor, but a displacement sensor (or position sensor or pedal stroke sensor) may be mounted near the brake pedal 86 to replace it. In addition, various sensors including a master cylinder hydraulic pressure sensor or a brake operation detector (an on-off sensor for detecting operation only) are possible. It is preferable that the operation of the sub-generator 1 241 or the connection rotating body (to be described later) is determined by opening and closing the solenoid valve 1 761 connected to the electronic control unit 70. The embodiment will be described by the fact that the generator is detached (interrupted) to the drive shaft 05 among the rotating bodies. If the drive shaft 05 of the embodiment is determined to have a small diameter in the vehicle, an auxiliary structure may be additionally provided to increase the diameter of the drive shaft 05, including the flywheel and the like.

2, which is a schematic diagram showing a schematic configuration according to an embodiment of the present invention, one or more drives (not shown) connected from an electronic controller 70 and controlled by a solenoid valve 1 (761) An actuator including a cylinder 78 is installed. The drive cylinder 78 and the solenoid valve 1 761 are installed in the vicinity of the drive shaft 05 in either the flywheel or the periphery of the distributor which exhibits the same movement as the drive shaft 05. As another example of the rotating body exhibiting the same movement as the drive shaft 05, it can be installed at any place around the braking disk. The pressure in the interior of the master cylinder 84 and the control valve line 892, the drive cylinder line 894, the drive cylinder housing 782, and the pressure reduction line 896 is maintained by the fluid. As the fluid, a liquid or a gas may be used, but a liquid is more preferable. The solenoid valve 1 761 can be converted into an electromagnet by an electric current and determines opening / closing between the control valve line 892 and the drive cylinder line 894. When the solenoid valve 1 761 is closed, the cup seal 786 is fixed by the tension of the drive return spring 784 provided in the drive cylinder 78, and the cylinder piston 788, And the piston operation connecting portion 789 are kept in a non-moving state. The pressure reducing line 896 is provided with a check valve 769 to prevent fluid movement due to pressure on the master cylinder 84 side from flowing back to the drive cylinder 78 along the pressure reducing line 896. [ Also, the sub-generator 1 241 is connected to the piston operation connection portion 789 to induce an integrated operation, and is spaced apart from the drive shaft 05 so that energy is not applied to each other during normal operation.

The pressure of the master cylinder 84 is increased by the brake pedal 86 and the increased pressure is transmitted to the control valve line 892 and the pressure reducing line 896. [ The pressure reducing line 896 is provided with a check valve 769 so that no more pressure is transmitted with respect to the check valve 769 and pressure is transmitted only to the control valve line 892. At this time, when the electric control device 70 supplies the electric current to the solenoid valve 1 761, the transmitted fluid pressure is sequentially transmitted from the control valve line 892 to the drive cylinder line 894 and the drive cylinder 78 And the cylinder piston 788 and the piston operation connecting portion 789 are operated to connect the sub-generator 1 241 connected together to the drive shaft 05 in the direction of the drive shaft 05 . The rotational force of the drive shaft 05 is applied to the sub-generator 1 241 via the frictional force, and the energy of the applied sub-generator 1 241 is stored in the energy storage device 20. Also, the rotational force of the drive shaft 05 is reduced by the amount of heat energy consumed by friction with the energy applied to the sub-generator 1 (241), so that the rotational speed is reduced. The solenoid valve 1 (761) consumes power for operation but is insufficient in comparison with the amount of power that can be stored through such operation.

When the pressure is removed from the brake pedal 86, the solenoid valve 1 761 is closed. In a state in which the brake pedal 86 is not operated, the drive shaft 05 and the sub-generator 1 241 are spaced apart from each other It is preferable to set the electronic control device 70 so that the energy is not applied. When the solenoid valve 1 761 is closed while the pressure of the brake pedal 86 is removed, the restoring force acts to lower the pressure of the master cylinder 84 and the control valve line 892. The pressure of the driving cylinder line 894 and the driving cylinder housing 782 is high but the pressure of the master cylinder 84 and the control valve line 892 becomes relatively low so that the fluid flows through the pressure reducing line 896, . At the same time, due to the tension of the drive return spring 784, the cylinder piston 788, the piston operation connecting portion 789, and the sub-generator 1 241 are temporarily restored to their original positions, The pressure inside the drive cylinder 78 is restored to its original state as it flows to the cylinder 896. In other words, during restoration, the spring tension and the Pascal principle work simultaneously. At this time, even if the sub-generator 1 241 is separated from the drive shaft 05, energy is continuously stored in the energy storage device 20 by the inertia force.

The electronic control apparatus further includes a sensor for measuring an operating pressure of the braking device, and an electronic control device for receiving a signal from the sensor. The electronic control device recognizes the operating pressure of the braking device, And selecting the number of the generators connected to the rotating body and the type of the generator.

Also, the step of comparing the measured pressure with the numerical value inputted in advance by the electronic control device connected to the sensor for measuring the pressure for controlling the rotating speed, and selecting the number and type of the generator to be interlocked with the rotating body .

Further, the electronic control unit determines the opening and closing of the solenoid valve by supplying current to one or more solenoid valves, controls the position of at least one generator connected to the solenoid valve by opening and closing the solenoid valve, And determining whether the generator is interrupted or not.

On the other hand, when the speed of the rotating body, which receives the rotational force from the power generator, is decelerated by the operation of the braking device, the electronic control device receives a signal from a sensor for measuring the braking pressure of the braking device, And connecting the generator to the rotary body such that the generator receives the rotary force of the rotary body so that the number and type of the generator connected to the rotary body are selected and connected to the rotary body.

The amount of energy applied and reduced at coaxial (05) is determined by the number of generators connected. When a stronger braking is required, the required braking force is transmitted from the sensor 72 to the electronic control unit 70. In this case, it is possible to store more energy. For this purpose, it is preferable to use a large number of sub-generators and actuators. As shown in FIG. 4, which is a perspective view showing a schematic three-dimensional structure according to an embodiment of the present invention, and FIG. 5, when a plurality of sub-generators are provided apart from the outer periphery of the drive shaft 05, When only the sub-generator is brought into contact with the drive shaft 05 to apply energy, and when the required braking force is large, a larger braking force is obtained by increasing the amount of energy applied by contacting a plurality of sub- At the same time, it stores a large amount of energy.

The speed control device controls the speed of the rotating body to receive rotational force from the power generating device, and includes a generator. The generator is connected to the energy storage device, is spaced apart from one side of the rotating body, And controlling the overall speed by intermittently controlling the generator and the rotating body.

The electronic control unit 70 detects the state of the sensor 72 and sequentially opens the solenoid valve 1 (761) to the solenoid valve 8 (768) according to preset conditions. 6, the solenoid valve 1 (761), the solenoid valve 5 (765) and the solenoid valve 3 (763) are opened and the sub-generator 1 (763) is opened when the speed is reduced from 2,600 rpm to 2,000 rpm. The auxiliary generator 241, the sub-generator 5 (245), and the sub-generator 3 (243) come into contact with the drive shaft 05, The applied energy is stored in the energy storage device 20, and the rotational speed is reduced to 2,000 rpm. If the electronic control unit 70 detects the situation requiring correction at this stage, the solenoid valve 7 (767) is further opened to bring the sub-generator 7 (247), which has not contacted, into contact with the drive shaft 05, The energy is saved while being reduced. If the drive shaft 05 is recognized by a predetermined value in the electronic control unit 70 to be excessively decelerated due to the contact of the non-contact one, the sub-generator 7 (247) The solenoid valve 1 (761) is closed to separate the sub-generator 1 (241) from the drive shaft (05). The inertial force (the stationary sub-generator is not constantly moving) acts on the energy of rotating the sub-generator which is not in contact with the rotating sub-generator, and the natural law of the frictional force The more minute speed control becomes possible as described above. When the speed of the drive shaft 05 is further reduced, the above procedure is repeated and the solenoid valve 1 to the solenoid valve 8 are selectively opened and closed to control the speed of the drive shaft 05 and store the energy.

The sub-generator includes a generator of the same diameter or another diameter, which is spaced apart from the drive shaft 05 and is additionally provided.

As shown in FIG. 7, which is a front view according to another embodiment of the present invention, more precise speed control becomes possible by designing the size of the generator differently. In the case of a large deceleration, a larger-diameter sub-generator 3 (243) can be contacted to apply a greater amount of energy at the same time. If a plurality of sub-generators of different sizes are installed and a sub-generator of small radius is driven together, finer speed control is possible. The larger the radius of the sub-generator, the larger the inertia force and the greater the application energy of the drive shaft 05, which must rotate the sub-generator. However, since the larger the inertia force, Which means that more energy can be stored. When the energy is applied from the drive shaft 05 to the sub-generator, a force stronger than the inertial force acting on the sub-generator for rotating the sub-generator that is stopped is required, The inertial force is not consumed as much as the inertial force. In other words, the principle of inertia is that the larger diameter sub-generators require more energy to rotate, but the larger diameter sub-generators rotate longer after separation. Therefore, energy application according to the present invention can efficiently store a large amount of energy, except a small amount of heat energy due to friction generated between the drive shaft 05 and the sub-generator. The number of sub-generators connected and the magnitude of the rotational force transmitted through the size and weight may be set differently.

In addition, the contact surface with the sub-generator including the flywheel rotation surface that rotates in the same manner as the drive shaft 05 and the rotation surface of the sub-generator, which receives energy by friction with the contact surface, .

Specifically, the rotating surface of the drive shaft 05 and the rotating surface of the flywheel are at the same speed, and the sub-generator can be installed at any position where the energy of the same speed as that of the drive shaft 05 can be received. The contact surface of the drive shaft 05 and the rotating surface of the sub-generator are in contact with the rotating surface of the drive shaft 05, . Slip occurs in the case of a circular car having a section, and there is a limit to the reliable power transmission. Therefore, materials such as wood, leather, and rubber, which are materials having greater frictional force than metal, can be used as the material of the car. A circumferential friction wheel (flat friction wheel) or a conical wheel can be used as the friction wheel type, but it is preferable to increase the rotational force through a grooved friction wheel fitted to the circumference on the surface of the friction wheel with a V- Do. Alternatively, in order to prevent wear or heat from being generated in the structure of the friction wheels, it is a preferable example that a gear form in which the shape of the friction wheels is formed at equal intervals around the circumference of the cylinder with respect to the contact surface of the friction wheels. If the position of the spur gear, the helical gear, the double helical gear, the screw gear, as well as the sub-generator is adjusted, it can be applied to any form such as a curved bevel gear, a Zelvo bevel gear, a hypoid gear, and a face gear.

The apparatus further includes a connection rotating body installed to connect and disconnect the drive shaft and the generator. And a connecting rotating body for interrupting the generator and the rotating body, wherein the connecting rotating body is inserted between the rotating body and the generator when the braking device is operated to receive the rotating force of the rotating body And transmitting rotational force to the generator.

In addition, it may further include at least one connecting rotating body, at least one solenoid valve, and at least one generator for interlocking the generator and the rotating body, wherein the connecting rotating body is inserted between the generator and the first driving shaft, The electronic control device receives a signal transmitted from the sensor, recognizes an operating pressure of the braking device, compares the operating pressure with a previously inputted value, determines an opening and closing of the solenoid valve by supplying a current to the solenoid valve, And controlling the position of the connection rotating body connected to the solenoid valve by opening and closing a valve to determine whether to enter the space between the generator and the rotating body.

The electronic control apparatus further includes at least one solenoid valve and a generator, wherein the electronic control device receives a signal transmitted from the sensor, compares the received signal with a previously input numerical value, and supplies an electric current to the solenoid valve to determine opening and closing of the solenoid valve And controlling the position of the generator connected to the solenoid valve by opening and closing the solenoid valve to determine whether the generator is interrupted or not.

8, the sub-generator 1 241 and the drive shaft 05 are spaced apart from each other, and a flywheel 18 and a sub-generator 1 241 ) Is detached and installed. A connecting rotating body 26 is installed between the sub-generator 1 241 and the flywheel 18. The connecting rotating body 26 is connected to the driving cylinder 78 to perform an integrated operation with the cylinder piston and the piston operating connection. The operation of the drive cylinder 78 is controlled by the solenoid valve 1 761 and the sub-generator 1 241 of the embodiment of FIG. 2 is connected to the flywheel 18 in a manner similar to the contact / (26) is provided so as to be contactable / separable between the flywheel (18) and the sub-generator (1) (241). The connection rotating body 26 is in contact with the fly wheel 18 and the sub-generator 1 241 to apply energy, and in a situation where energy supply is not required, the connection rotating body 26 Is separated from the flywheel 18 and the sub-generator 1 (241). And a plurality of such sub-generators and connection rotating bodies are installed to perform efficient energy application.

The connecting rotating body 26 can be designed in any form including a key, a pin, a spline, and a coater. However, when there is a speed difference between the connecting rotating body 26 and the flywheel 18, excessive wear or sparking It is desirable to design a frictional wheel in the form of a conical column (which transmits power between the two shafts in contact with each other). The connection rotating body 26 and the connection rotating body 26 are arranged on the same line as the driving shaft 05 in addition to the design of drawing and separating the connecting rotating body 26 in a state in which they are parallel to the friction shaft, So that an object to which energy is applied may be driven. In this case, it is necessary to minimize wear and vibration by using synchromesh or the like.

Further, the apparatus further includes at least one generator, wherein the plurality of generators include a plurality of generators connected such that the sum of the vectors acting on the rotational center of the rotor is "0 ". This includes setting it to aim at a predetermined "0 ".

Generally, if the interruption of the generator is continued while the sum of the vectors is not "0 ", the contacted components may be unbalanced and the wear rate may be increased or the residuals may be generated. Furthermore, when the braking pressure is high, a large number of large or heavier generators are designed to be interrupted, and if repeatedly interrupted, the failure speed of the components is accelerated. Accordingly, when it is judged that the vehicle is suddenly braked, the plurality of generators are connected to the drive shaft so that the sum of the vectors acting on the center of the drive shaft is directed to "0 ".

More specifically, as a preferable example for determining the rapid braking operation, a braking displacement and a braking pedal movement time value are inputted from a displacement sensor (or a position sensor) and a time sensor attached to the braking pedal 86, And compares it with the speed at which it determines the pre-set sudden braking. Whether or not this sudden braking decision is determined can be determined by trial and error several times. It may be applied as a fixed value, or the operation of the driver may be collected and analyzed and changed and re-stored by a previously entered calculation formula. The calculated braking pedal movement speed is compared with a predetermined braking / deceleration determining speed, and if the braking pedal speed is higher, it is determined to be sudden braking. If it is judged that the vehicle is suddenly driven through the above process, a large number of sub-generators are connected to the drive shaft 05 in order to control the drive shaft 05 quickly. At this time, for the balance of the drive shaft 05 and quick braking, the force of the sub-generator acting as the center of the drive shaft is adjusted to zero. 5, the sub-generator 1 241 and the sub-generator 5 245 are connected at the same time in the case of two directions from two directions to eight directions. The sub-generators located on the other side of the drive shaft 05 are connected at the same time. In the example of the four directions, the sub-generator 1 (241), the sub-generator 3 (243), the sub-generator 5 (245), and the sub-generator 7 (247) are brought into contact simultaneously. In the case of three directions and five directions (not shown in the drawing), the sub generators are simultaneously connected so as to be balanced in the center direction. 9, when the sub-generator 1 241, the sub-generator 2 242, and the sub-generator 3 243 are set in contact with the brake disk 96, the sub- It is preferable that they are also provided on the opposite side of the brake disk 96 and are connected (contacted) at the same time. This principle and the number and position of the sub-generators are not limited to the drawings. Further, the control of the generator intermittent (detachment) starts from when the driver depresses the brake pedal 86. [ The vehicle speed, the change rate of the brake signal, the slip rate of the wheel, and the like. If panic braking or a sudden situation is determined, it is preferable to preferentially perform hydraulic braking control and perform CBS or ABS control.

As shown in Fig. 9 showing another embodiment, the brake disk 96 and the generator may be connected to each other. The rotating body includes a driving shaft and a brake disk 96. The sub-generator 1 (241) to the sub-generator 3 (243) are interlocked with the friction surface in order to receive the rotational force of the brake disk 96. The electronic control unit controls the drive cylinder 78 to determine the positions of the sub-generators 241 to 243 and determine whether or not to transmit the torque. The number and kind of the sub-generators to be interrupted by the brake disc 96 are detachably fitted to the situation according to the above-described conditions.

The rotating body further includes a clutch including a driving shaft and interrupting the driving shaft. The clutch includes a first driving shaft connected to the power generator and transmitting power to the second driving shaft, To a second drive shaft receiving power from the first drive shaft.

The first drive shaft and the second drive shaft, which are meant in the present invention, need to be clearly distinguished from the front and rear wheels of the vehicle.

The first drive shaft 15 may be a driving shaft, the second drive shaft 55 may be a slave shaft, and the drive shaft may be a main shaft. However, the first and second drive shafts may be referred to as a first drive shaft, do.

3, which is a schematic diagram showing a schematic configuration according to another embodiment of the present invention, dynamic energy including oxygen and generated heat is generated in a combustion chamber in the engine 12, and a crankshaft Or is converted to rotational energy through the turbine. The converted rotational energy is applied to the first drive shaft 15, the clutch 40, the second drive shaft 55, and the energy output unit. The energy output portion includes wheels in the case of a vehicle. The rotating body includes the first driving shaft 15, the clutch 40, the second driving shaft 55, and an energy output unit. More particularly, the present invention relates to a hybrid vehicle having a first drive shaft 15 for transmitting kinetic energy generated by the engine 12 and a second drive shaft 15 for transmitting kinetic energy applied from the first drive shaft 15, A brake pedal for decelerating the rotational speed of the second drive shaft 55 and a second drive shaft 55 for connecting the clutch 40 and the brake disc 96 to each other, A braking device 80 including a master cylinder 84 and an energy storage device connected to the first drive shaft 15. [

The clutch 40 includes a clutch that utilizes one or more of a force comprising a fluid cohesive force, a friction force, a tension, an elastic force, a magnetic force, an electromagnetic force, and a centrifugal force.

The braking pedal 86, the booster 82, the master cylinder 84, the brake line 88, the brake cylinder 92, the brake caliper 94, and the brake disc 96 are connected do. A clutch line 87, a release piston 59, a release fork 58 and a release lever 46 are connected to the master cylinder 84.

The kinetic energy generated by the engine 12 or the motor, in particular the rotational energy, is transmitted to the first drive shaft 15 and applied to the flywheel 18 to rotate the clutch 40. The clutch 40 is connected to the second drive shaft 55, the brake disc 96, and the energy output portion, and is generally rotated at the same speed. The pressure is transmitted to the master cylinder 84 through the balance device 82 for amplifying the force when the braking pedal 86 is depressed. The master cylinder 84 is filled with fluid and uses the Pascal principle to compress the brake fluid in a small cylinder attached to the master cylinder 84. This force is transmitted to the brake cylinder 92 via the brake line 88, So that it acts on the brake caliper 94 and is converted into a pressing force. Friction with the brake disk 96 connected to the rotating second driving shaft 55 is converted into heat energy and consumed to control the speed. When the force is transmitted using the fluid, the amplification of the force is easy. Since the hydraulic brake operates at a high pressure, a large force can be obtained even when the size of the brake device component, for example, the diameter of the wheel cylinder is small. In addition, since the brake fluid is incompressible, it is possible to operate several wheel cylinders at the same time with a small flow rate if the air gap is small. That is, when the braking pedal is depressed, the line pressure rises rapidly, and the piston of each wheel cylinder immediately operates by this pressure, thereby generating braking force to each wheel.

The coil spring 56 presses the clutch pressure plate 44 against the clutch disc 42 so that the clutch disc 42 is pressed against the friction surface of the flywheel 18 and the clutch pressure plate 44, do. The energy converted in the engine 12 or the motor is transmitted to the flywheel 18 by the first drive shaft 15 and the frictional force generated by the pressing force is converted into a torque acting on the effective radius of the clutch disc 42 And is transmitted to the second drive shaft 55. When the pressure is applied to the braking pedal 86 for braking, the fluid filled in the master cylinder 84 is pressurized by the booster 82 and the brake line 88 and the clutch line 87 Respectively. The fluid for braking flows into the brake line 88 to control the wheels. The release fork 58 is designed so that the lever principle can be used with respect to the release center axis 505, and the release pin 59 is installed so as to be in close contact with the release center shaft 505 at a lower portion thereof. The release piston 59 is filled in the cylinder housing 506 with fluid or air so that when there is pressure from the outside, the contact piston 508 is pushed downwardly of the release fork 58. When the pressure through the clutch line 87 is transmitted to the push rod 504 to raise the pressure inside the cylinder housing 506, the contact piston 508 pushes the lower portion of the release fork 58 and releases the release ring 54- The force is sequentially applied to the clutch plate 46 and the clutch pressure plate 44 so that the clutch 40 is spaced apart and the rotational force of the first drive shaft 15 and the second drive shaft 55 is separated. In other words, when the pressing force of the release ring 54 is greater than the restoring force of the coil spring 56, the release ring 54, the release lever 46, and the clutch pressure plate 44 The clutch pressure plate 44 is disengaged from the clutch disc 42. A clearance is formed between the flywheel 18 and the clutch disc 42 and the clutch pressure plate 44 and the first drive shaft 15 and the second drive shaft 55 ) Can not be transmitted. When the pressure is removed by removing the force from the brake pedal 86, the contact piston 508 is returned by the return spring 502, and the clutch disc 42 is again driven by the restoring force of the coil spring 56, (18) and the clutch pressure plate (44). Accordingly, the energy transmitted from the first drive shaft 15 is transmitted to the second drive shaft 55 through the power of the flywheel 18.

Further, when the pressure through the clutch pedal 806 is transmitted to the clutch rod 804 for leverage to shift, the tension of the connected clutch cable 805 pulls the upper portion of the release fork 58. The releasing lever 46 and the clutch pressure plate 44 are sequentially applied while the lower portion is pushed in the opposite direction in which the upper portion is pulled with respect to the release central axis 505, And the rotational force of the first drive shaft 15 and the second drive shaft 55 is separated. It will be appreciated by those skilled in the art how to save energy using power dissipation that occurs momentarily during a shift through the clutch.

The flywheel 18 and the clutch pressure plate 44 are pressed by the pressing force so that the energy of the first drive shaft 15 and the second drive shaft 55 is transmitted to each other and the speed change or disengagement is separated. 808 are coupled to the clutch 40 by means of the clutches 40, The clutch 40 can be separated from the conventional clutch position and installed at any position between the flywheel 18 and the wheel.

As another preferred embodiment, a magnetic force is generated when a current is supplied to the lead wire by connecting the shaft and the shaft by assembling the yoke and the rotary hub of the clutch with a distance of about 0.8 mm between the friction disk and the fixed flange, The surface and the friction disc can be designed to contact and transmit power. In this case, when the current is interrupted, the magnetic force is extinguished and the clutch is disengaged. In detail, the rotation of the first drive shaft 15 and the second drive shaft 55 is integrated in a state in which the clutch 40 is engaged by supplying current during running, and a signal is inputted from the braking device to the electronic control device Thereby disconnecting the clutch 40 from the electronic control unit. In the case of such an electronic clutch, it is possible to cause the clutch to be disconnected when the current is transmitted and when the current is interrupted, and conversely, the power can be separated when the current is transmitted.

In addition, the energy storage device 20 connected directly or indirectly to the drive shaft 05, the first drive shaft 15, and the second drive shaft 55 can be added to save the energy to be consumed and further increase the energy efficiency. It is also preferable that the rotating body is integrally formed with the second drive shaft to perform the same rotational motion. That is, controlling the speed of the rotating body can be interchanged by controlling the speed of the second drive shaft.

In the case of a vehicle traveling on a road or a railway line, which is a preferred embodiment of a power unit including a construction equipment, a generator of an industrial site, a ship, a railway, and an aircraft, if the starting state is classified, a neutral state including idling, A decelerating state in which the accelerator is applied, a state in which the pressure is removed by the inertia force but the speed is reduced by friction, and a braking state in which the vehicle is braked by applying pressure to the braking pedal. The braking state can be established as described above, and the generator can be interrupted.

It is preferable that the clutch 40 is engaged in the acceleration state so that the energy of the first drive shaft 15 can be applied to the second drive shaft 55 so that the operation can be performed according to the intention of the driver. In the neutral state, the braking state, and the deceleration running state, the clutch 40 is disengaged and the energy of the first drive shaft 15 is stored in connection with the energy storage device 20 when necessary. In the decelerating driving state, the first driving shaft 15 is separated using the inertial force, and the wheel including the second driving shaft 55 is rotated, so that the vehicle can be driven using the inertial force that has been consumed conventionally.

The second drive shaft 55 and the first drive shaft 15 are separated from each other and move with independent energy and the first drive shaft 15 or the second drive shaft 15 55 are applied to the generator.

2 and 8, the energy converted from the power source including the engine and the motor is transmitted to the wheel via the first drive shaft 15, the clutch, and the second drive shaft 55, so that the frictional force The vehicle moves to the road or track. The clutch 40 is installed between the wheels from the sub-generator 1 (241). Since the rotational speed of the power source is faster than the corresponding vehicle speed up to a constant speed, energy is applied from the power generating device to the wheel so that the vehicle obtains acceleration. On the other hand, when the speed of the vehicle is high, the integration of the power generator and the wheel interferes with the movement. Therefore, the first drive shaft 15 and the second drive shaft 55 are separated by the clutch 40.

More specifically, when the operation of the acceleration generating device including the accelerator pedal 89 or the accelerator lever (or Mascot) is removed during the operation of the power generator, the power of the first drive shaft 15 and the second drive shaft 55 . When the pressure is removed from the accelerator pedal 89, it is recognized by the connected electronic control device 70 and the current supply to the clutch 40 is blocked. It may be applied at the same time as the operation is started. However, it is preferable that the electronic control device 70 is set and detached so as to operate at a predetermined speed or higher. The clutch 40 is disengaged when there is no pressure on the accelerator pedal at a speed of at least 30 km / h, more preferably at a speed of 60 km / h or more, and the rotational energy of the first drive shaft 15 is transmitted to the energy storage device 20). The actuators including the plurality of drive cylinders 78 are connected to the first drive shaft 15 in order to maintain the rotational speeds of the first drive shaft 15 and the second drive shaft 55 at the same time when the clutch 40 is separated. .

It is also possible to use the speed sensor together and not to judge whether the accelerator pedal 89 is operated or not. The rotational speed of the first drive shaft 15 corresponding to the vehicle speed of the vehicle at the constant speed is set, and the values are compared to separate the power while the accelerator pedal 89 is not pressed. It is possible to appropriately select whether the clutch 40 is designed to be operated by the removal of the accelerator pedal 89 during the deceleration running state, whether the clutch 40 is operated by a signal from the speed sensor, or whether the clutch 40 is operated in parallel.

The first drive shaft 15 is connected to the first drive shaft 15 or the second drive shaft 55 in a decelerating driving state to detect a change in rotational speed and an electronic controller 70 connected to the speed sensor. It is preferable to determine whether or not the clutch 40 is detached between the first drive shaft 55 and the second drive shaft 55.

More specifically, a vehicle speed sensor 726 for detecting the speed of the vehicle and a first drive shaft rotational speed sensor 724 for detecting the rotational speed of the power generator are connected to the electronic control unit 70, The first drive shaft 15 and the second drive shaft 55 are separated by the clutch 40 when the rotation speed of the first drive shaft 15 is higher than the rotation speed of the first drive shaft 15. [

The generator can be installed on the first drive shaft (15). When the generator is installed to be detachable from the first drive shaft 15, it is preferable to store the energy while maintaining the same speed as the movement of the second drive shaft 55.

In the case of a vehicle requiring a power source of 3,000 rpm for a constant speed of 100 km / h, the clutch 40 maintains the engagement state at a traveling speed of 100 km / h or less at the same number of revolutions. The clutch 40 is maintained in the engaged state even when the same rotational speed and moving speed of 110 km / h are being applied to the accelerator pedal 89, . If the vehicle is moving at a speed of 110 km / h or more, and there is no pressure on the accelerator pedal 89 with a rotational speed of 3,000 rpm, the first drive shaft rotational speed (rotational speed of 3,000 rpm) And the clutch 40 is disengaged when the electronic control unit 70 recognizes that the corresponding constant speed of speed is 100 km / h. The second drive shaft 55 and the wheels are rotated by the already moving acceleration and inertia, and the vehicle is moved, so that the rotation of the relatively slow first drive shaft 15 is not hindered. If the rotational speed of the power source for the constant-speed motion of 60 km / h of the vehicle is 1,800 rpm, the same setting as described above is performed. That is, the first drive shaft rotational speed corresponding to the high speed is set from the first drive shaft rotational speed corresponding to the low speed constant-velocity motion, and the first drive shaft rotational speed is set to be lower than the corresponding constant- The clutch 40 is disengaged when it is rotated slowly. In this way, it is possible to fine-tune everything from low speed to high speed running, but it is preferable from the viewpoint of energy efficiency to focus on setting at medium speed and high speed in terms of efficiency. The second drive shaft rotational speed sensor 722 can also be replaced by a corresponding vehicle speed sensor 726. The transmission or the fluid clutch temporarily releases the integration of the first drive shaft 15 and the second drive shaft 55, and the electronic control device 70 senses this. In the above example, although the speed range is broadly described for the sake of understanding, it is preferable to set the speed range to be detached due to a minute difference in actual application.

If the power is separated from the decelerating driving state, the moving speed of the vehicle will be delayed immediately after a certain time in the ascending slope. In this case, the power separation time is shortened. On the other hand, in the downward slope, there is an advantage that the potential energy works together and the vehicle can travel in a certain section without energy supply of the power source.

When the moving speed of the vehicle is faster than that of the corresponding power generator, that is, when the power is separated, the rotational speed of the second driving shaft 55 is faster than the rotational speed of the first driving shaft 15, The first drive shaft 15 and the second drive shaft 55 are separated by the clutch 40 as well. Similarly to the braking state, the rotational speed detected by the second drive shaft rotational speed sensor 722 and the first drive shaft rotational speed sensor 724 is connected to the electronic control unit 70 to recognize the rotational speed difference, (Or the motor speed is rapidly advanced) through the throttle valve and the intake air control function connected to the first drive shaft 70 and the rotation speed of the first drive shaft 15 at the rotation speed of the second drive shaft 55 You can fit it.

The rotation of the second drive shaft 55 is reduced faster than the rotation speed of the first drive shaft 15 due to the friction between the connected wheel and the bottom surface due to the resistance of the air only by the resistance of the air, do. That is, when the power is separated and the accelerator pedal 89 is not depressed, the speed of the first drive shaft 15 is faster than that of the second drive shaft 55. When the speed of the second drive shaft 55 is higher in the power separation state, the ignition cycle is rapidly advanced as described above, but when the speed of the first drive shaft 15 is higher, the rotational energy can be stored . The vehicle speed is maintained without additional energy supply due to the inertia force involved in the movement of the vehicle and the rotational energy of the first drive shaft 15 separated by the clutch 40 is equal to the rotational speed of the second drive shaft 55 As shown in FIG.

2, at least one drive cylinder 78 connected to the electronic control unit 70 and controlled in operation by the solenoid valve 1 761 is installed as a preferred example of the actuator in the above case. The master cylinder 84 is involved in the braking operation, and the pressure regulating device 85 is involved during traveling.

The actuator includes a kinetic power generating device for converting at least one of a pressure including hydraulic pressure and air pressure and an electric force, a restoring force, and a piezoelectric force into a kinetic force.

When the traveling speed of the vehicle is faster than the rotation speed of the first driving shaft 15 corresponding thereto, the electronic control device 70 sends a current to the pressure regulating device 85 to increase the pressure, 892 and the decompression line 896. Subsequent operations control speed in the braking state and are similar to storing energy. When the speed difference between the first drive shaft 15 and the second drive shaft 55 disappears, the pressure is returned from the pressure adjusting device 85 and the solenoid valve 1 761 is closed so that the flywheel 18 and the sub- It is preferable to set the electronic control device 70 so that energy is not applied to each other by leaving a gap therebetween. The restoration process is similar to that in the braking state. If the uphill inclination is severe, the rotation speed of the second drive shaft 55 is decelerated at a higher speed. In this case, the difference between the rotation speed of the first drive shaft 15 and the rotation speed of the first drive shaft 55 becomes worse. If the accelerator pedal 89 is depressed, the operation of all the systems is stopped. If the clutch 40 is engaged and the vehicle is accelerated but the accelerator pedal 89 is not depressed, And stores the energy of the second drive shaft (15) for a reduced rotational speed of the second drive shaft (55). In this case, it is preferable to have a large number of sub generators and actuators, and the detailed operation is similar to the case of the braking state.

The generators may be connected in series or in parallel, but a parallel arrangement is more preferred.

It further includes an accelerator pedal actuation detector.

When a pressure is generated in the accelerator pedal 89, an on / off sensor that detects the operation of the accelerator pedal 89 connected to the accelerator pedal 89 senses the pressure, It is preferable that the clutch 40 is engaged to integrate the first drive shaft 15 and the second drive shaft 55 so that the driver can control the same. When the pressure is transmitted from the accelerator pedal 89, it is preferable that the electronic control device 70 connected thereto senses the pressure and the clutch 40 is engaged.

In this case, the braking force is transmitted to the second drive shaft (not shown) while the clutch 40 is not engaged and is kept in the disengaged state. At this time, 55 to control the vehicle, and the rotational inertia of the first drive shaft 15 can be applied to the energy storage device.

In the neutral state, conventionally, even if the first drive shaft 15 and the second drive shaft 55 are separated, all the energy is wasted or controlled inefficiently even if the first drive shaft 15 and the second drive shaft 55 are stored. According to the present invention, the power is separated by the clutch 40, and the energy of the separated first drive shaft 15 is applied to the generator, thereby facilitating energy efficiency.

Further, the generator is detachably attached to the second drive shaft (55). The rotational force of the first drive shaft 15 is separated from the second drive shaft 55 so that the first drive shaft 15 is separated from the second drive shaft 55. In this case, Most of the rotational inertia of the rotor. The second drive shaft 55 rotates in the same direction as the brake disc 96 and is integrated with the brake disc 96 so that the second drive shaft 55 rotates in unison with the brake disc 96. [ The rotational force can only be consumed by some heat energy. This is because it is more preferable to use the hydraulic brake in consideration of safety. However, since the energy including the rotational inertia is proportional to the mass, energy efficiency is further increased if the energy of the second drive shaft 55, which has a larger amount of energy than the first drive shaft 15, is stored.

The drive shaft 05 is divided into the first drive shaft 15 and the second drive shaft 55 by the power charge apparatus 40 and the energy of the first drive shaft 15 is received. It is possible to install the second drive shaft 55 in a similar structure so as to receive the energy of the second drive shaft 55, and it will be understood by those skilled in the art based on the above description.

The power regenerative braking device further includes a regenerative braking device (regenerative braking device) for converting and recovering rotational force or kinetic energy into electric energy to exhibit braking force.

More specifically, after recognizing whether braking by the braking pedal 86 occurs, the demanded braking force by the braking pedal 86 is calculated. The required braking force is distributed to the hydraulic braking force and the regenerative braking force, and the hydraulic braking force for restricting the wheel and the regenerative braking force generated when the energy is stored. The construction of such a power regenerative braking device is obviously understood by those skilled in the art and will be omitted.

It is preferable that such a power regenerative braking device be able to receive the energy of the drive shaft 05. [ Although the power regenerative braking device has the advantage of storing energy efficiently at the time of braking, there is a disadvantage that the driver can feel sudden braking due to the change of the circuit. When the above-mentioned clutch is operated, the inertia force is temporarily operated, and the vehicle is perceived to be tilted in the running direction. When the power regenerative braking device and the clutch system operate at the same time, mutual problems are canceled and a large amount of energy can be recovered through the two systems.

Meanwhile, the driving apparatus according to the present invention includes an inter-vehicle distance sensor for measuring the distance to the preceding vehicle, a vehicle speed sensor for measuring the speed of the vehicle, an electronic control device connected to the inter-vehicle distance sensor and the vehicle speed sensor, And a generator connected to one side of the rotating body, wherein the generator is installed to be spaced apart from the rotating body, and the electronic control device controls the rotation of the generator and the rotating body And determining the interception.

As the inter-vehicle distance sensor, a method of detecting the inter-vehicle distance by a principle such as a laser radar or a camera is generally used. It is possible to determine the situation with the preceding vehicle through the inter-vehicle distance sensor together with the vehicle speed sensor that measures the speed of the vehicle, thereby enabling the electronic control unit 70 to determine whether to decelerate further. When it is determined that additional deceleration is required, the vehicle speed is decelerated by connecting to the generator to receive the energy of the drive shaft, and energy is stored.

The above principle can be applied to a smart cruise control system. The Smart Cruise Control (SCC) is a system for controlling a vehicle by measuring the distance between the preceding vehicle and a preceding vehicle by using a radar. It is possible to store the controlled energy when the vehicle is controlled to maintain the inter-vehicle distance.

The present invention can be applied to an in-wheel motor after adjusting the length of the drive shaft 05 or the length of the first drive shaft 15 and the second drive shaft 55, or removing the drive shaft 05. [

The present invention relates to a power unit capable of designing a drive shaft including a turboprope, a train, a construction equipment, an industrial field generator, a ship, an aircraft, a rocket, ≪ / RTI > In addition, the present invention can be applied to a power car using various power systems including steam, electric power, diesel, and turbine, and a vehicle towed thereto. Also, in the case of an electric rolling stock equipped only with a device that receives electric power from trolley lines and converts the electric power into mechanical power, a power transmission device having mechanical kinetic energy including rotational motion, The above method can be applied. As a preferable example, the rotational energy of the wheel shaft can be designed to be detachable.

05 Drive shaft 761 Solenoid valve 1
12 engine 765 solenoid valve 5
15 First drive shaft 769 Check valve
18 flywheel 78 drive cylinder
20 Energy storage unit 782 Drive cylinder housing
241 Sub-generator 1 784 Drive return spring
245 Sub Generator 5 786 Cup Seal
26 Connection Rotation 788 Cylinder piston
40 Clutch 789 Piston action connection
42 Clutch disc 80 Brake device
44 Clutch pressure plate 804 Clutch rod
46 Release lever 805 Clutch cable
502 Return spring 806 Clutch pedal
504 push rod 808 transmission
505 Release center shaft 82 Power unit
506 Cylinder housing 84 Master cylinder
508 Contact Piston 85 Pressure regulator
54 Release ring 86 Brake pedal
55 second drive shaft 87 clutch line
56 coil spring 88 brake line
58 Release Fork 89 Accelerator Pedal
59 Release Piston 892 Control Valve Line
70 Electronic control unit 894 Driving cylinder line
72 sensor 896 pressure reducing line
722 Second drive shaft rotation speed sensor 92 Brake cylinder
724 First drive shaft rotational speed sensor 94 Brake caliper
726 vehicle speed sensor 96 brake disc

Claims (15)

A rotating body that receives rotational force from the power generating device;
A braking device for controlling a speed of the rotating body;
An energy storage device for storing the rotational force of the rotating body;
And a generator for transmitting the rotational force of the rotating body to the energy storage device,
Wherein the generator installed to be spaced apart from the rotating body is connected to the rotating body to receive a rotating force of the rotating body when the braking device is operated. The drive system according to claim 1, further comprising one or more generators, wherein the plurality of generators are connected such that the sum of the vectors acting on the rotational center of the rotor is "0 & The electronic control apparatus according to claim 1, further comprising: a sensor for measuring an operating pressure of the braking device; and an electronic control device for receiving a signal from the sensor, wherein the electronic control device recognizes an operating pressure of the braking device, And selecting the number of the generators connected to the rotating body and the type of the generator, 2. The electric rotating machine according to claim 1, further comprising a connecting rotating body for interrupting the generator and the rotating body, wherein when the braking device is operated, the connecting rotating body is drawn between the rotating body and the generator, And transmitting rotational force to the generator and transmitting rotational force to the generator 5. The electric power steering apparatus according to claim 4, further comprising a sensor, an electronic control device, at least one connecting rotating body, at least one solenoid valve and at least one generator for interrupting the generator and the rotating body, Wherein the electronic control unit receives the signal transmitted from the sensor and recognizes the operating pressure of the braking device and compares the operating pressure with a previously inputted value to supply current to the solenoid valve, Determining whether to open or close the valve and controlling the position of the connection rotating body connected to the solenoid valve by opening and closing the solenoid valve to decide whether to enter the space between the generator and the rotating body. 4. The solenoid valve according to claim 3, further comprising at least one solenoid valve and a generator, wherein the electronic control device receives a signal transmitted from the sensor and compares the received signal with a numerical value inputted in advance and supplies a current to the solenoid valve, And controlling the position of the generator connected to the solenoid valve by opening and closing the solenoid valve so as to determine whether the generator is interrupted or not in the rotating body. 7. The power generating apparatus according to any one of claims 1 to 6, wherein the rotating body further includes a clutch including a drive shaft and interrupting the drive shaft, the clutch including a first drive shaft connected to the power generator, And a second drive shaft receiving power from the first drive shaft. 7. The drive device according to any one of claims 1 to 6, further comprising a power regenerative braking device for converting and recovering rotational motive force into electrical energy and exhibiting braking force, And the energy storage device is installed to be spaced apart from one side of the rotating body that receives the rotating force from the power generating device. When the speed of the rotating body is reduced by the operation of the braking device, A generator When the speed of the rotating body, which receives rotational force from the power generator, is decelerated by the operation of the braking device, receives a signal from a sensor for measuring the braking pressure of the braking device, An electric control unit for connecting the generator to the rotating body so as to receive the rotational force of the generator, and controlling the number and type of the electric generators connected to the rotating body to be connected to the rotating body The generator is connected to the energy storage device and is spaced apart from one side of the rotor and interrupted with the rotor to control the speed of the rotor, And controlling the speed of the electric motor by controlling the intermittent speed of the generator and the rotating body. Controlling the speed of the rotating body to receive rotational force from the power generating device;
A generator installed to be spaced apart from one side of the rotating body is connected to the rotating body to receive rotational force of the rotating body;
And storing the rotational force of the generator received from the rotating body in an energy storage device 13. The electronic control apparatus according to claim 12, wherein an electronic control device connected to a sensor for measuring a pressure for controlling the speed of the rotating body compares the measured pressure with a previously inputted value to determine the number and types of the electric generators to be interlocked with the rotating body Further comprising the step of: 14. The solenoid valve according to claim 13, wherein the electronic control unit supplies current to at least one solenoid valve to determine opening and closing of the solenoid valve, and controls the position of at least one generator connected to the solenoid valve by opening and closing the solenoid valve, And determining whether or not the generator is interrupted or not based on the rotating body An inter-vehicle distance sensor for measuring a distance to the preceding vehicle;
A vehicle speed sensor for measuring the speed of the vehicle;
An electronic control unit connected to the headway distance sensor and the vehicle speed sensor;
A rotating body that receives rotational force from the power generating device and transmits motion force to the vehicle;
And a generator installed in connection with one side of the rotating body, wherein the generator is installed to be spaced apart from the rotating body, and the electronic control device determines intermittence of the generator and the rotating body.

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