KR20200070210A - Apparatus for energy recovering, turboprop aircraft including of the same - Google Patents

Abstract

Various kinds of energy including a fuel, a battery or an alternative energy source are converted into kinetic energy for use in the case of a power apparatus including construction equipment, a power generator at an industrial site, a vehicle, a turboprop and an airplane. But, speed reducing and stopping, namely braking, has to be done if necessary while energy is used like that, and, in such case, most energy is unavoidably changed into heat and consumed up in an unusable state. The present invention is to provide an energy recovering apparatus, which efficiently recovers abused energy using a power generator and enhances energy efficiency using an inertia force induced by a power generation device. To achieve the purpose, a turboprop according to an embodiment of the present invention comprises: a rotor receiving a rotating force from a power generation device; a braking device controlling a speed of the rotor; an energy storage device storing the rotating force of the rotor; and a plurality of power generators connected to the energy storage device, wherein the number of power generators connected to the rotor is determined on the basis of a required braking force of the braking device.

Description

Energy recovery device and turboprop including it {APPARATUS FOR ENERGY RECOVERING, TURBOPROP AIRCRAFT INCLUDING OF THE SAME}

The present invention relates to an energy recovery device and a turboprop including the same.

In the case of power devices including generators, vehicles, ships, and aircraft in construction equipment and industrial sites, various types of energy, including fuel or cells or alternative energy sources, are converted into kinetic energy and used. However, when energy is used in this way, deceleration and stop, or braking, should be performed when necessary. In this case, most of the energy is inevitably converted into heat and consumed in an unusable state. Currently, the most common braking method is a method of generating frictional force using hydraulic pressure and consuming it as thermal energy in a wheel or the like. In order to solve this problem, a method of storing energy with a regenerative braking system is widely known, but it is generally used in parallel with a method of consuming 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 the resistance value by putting a resistance between the supply power and the main motor, or a braking method using magnetic force of opposite polarity between the rail and the vehicle is additionally used. All of these methods have a problem in that they are consumed while converting generated kinetic energy into unusable energy. In addition, in the case of the regenerative braking method, the method of transmitting power generated during power generation braking to a substation for use in other power vehicles is mainstream, but the mechanism is complicated to make the electricity generated by the electric motor similar to the voltage of the electric car lane, There is a difficulty in that a voltage converter, a frequency converter, etc. must be installed separately. Therefore, there is a limitation that it is necessary to decide whether to use power generation braking or regenerative braking by comparing the economics of the cost of combining the energy savings and vehicle and ground facilities costs and maintenance costs when regenerative braking is adopted.

An object of the present invention is to provide information on an energy recovery device that efficiently recovers wasted energy and increases energy efficiency, and a turboprop including the same.

Turboprop according to an embodiment of the present invention for achieving the above object is a rotating body receiving the rotational force from the power generating device, a braking device for controlling the speed of the rotating body, an energy storage device for storing the rotational force of the rotating body, It includes a plurality of generators are connected to the energy storage device and the number connected to the rotating body is determined based on the required braking force of the braking device.

According to the present invention, it is possible to efficiently recover energy when 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 showing 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.

Hereinafter, the configuration and operation through the preferred embodiment of the present invention will be described in more detail with reference to the drawings. However, this is provided as a preferred example of the present invention and cannot be interpreted as limiting the present invention by any means.

Turboprop according to an embodiment of the present invention for achieving the above object is a rotating body receiving the rotational force from the power generating device, a braking device for controlling the speed of the rotating body, an energy storage device for storing the rotational force of the rotating body, It includes a plurality of generators are connected to the energy storage device and the number connected to the rotating body is determined based on the required braking force of the braking device.

In addition, the power generating device includes an engine that converts chemical energy of the fuel into mechanical energy by burning with oxygen, or a motor that converts electrical energy into mechanical energy. In addition, the mechanical energy is heat energy, mechanical energy, rotational energy, linear energy, kinetic energy, or it is preferable to generate a rotational force as one or more of the energy.

The rotating body includes a vehicle wheel, a helicopter and a screw of an aircraft and a ship. In addition, it includes an object that performs a rotational movement acting in the process from the clutch to the wheel or screw. In addition, the rotating body includes a drive shaft which is connected to the power generating device at one end and connected to the rotating body at the other end.

The screw includes a device using two or more blade wing feathers on the drive shaft to push or pull the fuselage, thereby using natural laws of action and reaction. The blade wing feather is preferably a spiral surface.

The wheel includes a wheel. The vehicle includes a vehicle that moves on a road or track. The wheel includes an electric 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. The terms used in each industry are different and include a module that is applied with artificial force to brake the device.

On the other hand, the generator according to the present invention is installed spaced apart from one side of the rotating body receiving the rotational force from the power generating device and connected to the energy storage device, when the speed of the rotating body is reduced by the operation of the braking device of the rotating body It is connected to the rotating body to receive the rotational force.

On the other hand, the energy recovery method according to the present invention comprises the steps of controlling the speed of the rotating body receiving the rotational force from the power generator, determining the number of generators connected to the rotating body based on the required braking force, It is preferable to include the step of connecting the generator with the rotating body.

Preferably, the step of determining the number of generators may further include measuring a pressure controlling the speed of the rotating body, and comparing the measured pressure with a previously input value.

Preferably, the generator may further include a second generator having a different weight, wherein at least one of the generator and the second generator is connected to or separated from the rotating body.

As shown in FIG. 1, which is a schematic diagram showing a schematic configuration according to an embodiment of the present invention, a sensor 72 for measuring the pressure of the brake pedal 86 is installed for braking. The sensor 72 is connected to the electronic control device 70 to receive a signal. The electronic control device 70 controls the operation of the sub-generator 1 241 or a connecting rotor (to be 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 detection sensor (or position sensor or pedal stroke sensor) may be installed in the vicinity of the brake pedal 86 to replace it. In addition, it can be replaced with various sensors including a master cylinder hydraulic sensor or a brake operation detector (on-off sensor that detects whether it is activated). The operation of the sub-generator 1 241 or the connecting rotating body (to be described later) is preferably determined by opening and closing the solenoid valve 1 761 connected to the electronic control device 70. An embodiment will be described through a generator being detached (interrupted) to the drive shaft 05 among the rotating bodies. When it is determined that the drive shaft 05 of the embodiment has a small diameter in the vehicle, an auxiliary component may be additionally installed to increase the diameter, including a flywheel.

More specifically, as shown in FIG. 2, which is a schematic diagram showing a schematic configuration according to an embodiment of the present invention, one or more drives connected to the electronic control device 70 and controlled by the solenoid valve 1 761 An actuator comprising a cylinder 78 is installed. The driving cylinder 78 and the solenoid valve 1 761 are installed in the vicinity of the driving shaft 05 either in the vicinity of the flywheel or the distributor that exhibits the same movement as the driving shaft 05. In addition, as another example of the rotating body showing the same movement as the drive shaft 05, it is possible to install anywhere in the vicinity of the brake disc. The pressure inside the master cylinder 84, the control valve line 892, the driving cylinder line 894, the driving cylinder housing 782, and the pressure reducing line 896 is maintained as a fluid. As the fluid, liquid or gas may be used, but liquid is more preferable. The solenoid valve 1 (761) can be converted into an electromagnet by electric current and determines opening and closing between the control valve line (892) and the driving 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) installed inside the drive cylinder (78), and thereby the cylinder piston (788) is integrally installed. And the piston operation connecting portion 789 remain in a non-moving state. A check valve 769 is installed in the depressurization line 896 to prevent fluid movement due to the pressure on the side of the master cylinder 84 from flowing back to the drive cylinder 78 along the decompression line 896. In addition, the sub-generator 1 241 is connected to the piston operation connecting 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 times.

The pressure of the master cylinder 84 is increased by the braking pedal 86, and the increased pressure is transmitted to the control valve line 892 and the decompression line 896. The pressure reducing line 896 is provided with a check valve 769, so that no more pressure is transmitted based on the check valve 769, and pressure is transmitted only to the control valve line 892. At this time, when the electric current flows from the electronic control device 70 to the solenoid valve 1 761, the transmitted fluid pressure is sequentially applied from the control valve line 892 to the drive cylinder line 894 and the drive cylinder 78. The applied pressure increase is greater than the tension of the installed drive return spring 784, and the cylinder piston 788 and the piston operation connecting portion 789 operate to move the subgenerator 1 241 connected together to the drive shaft 05 direction. Push it out. The rotational force of the drive shaft 05 is applied to the sub-generator 1 241 through the frictional force, and the energy of the applied sub-generator 1 241 is stored in the energy storage device 20. In addition, the rotational force of the drive shaft 05 is reduced by the energy applied to the sub-generator 1 241 and the heat energy consumption generated by friction, thereby reducing the rotational speed. Electric power is consumed for the operation of the solenoid valve 1 (761), but compared to the amount of power that can be stored through such operation, it is very incomplete.

When the pressure is removed from the braking pedal 86, solenoid valve 1 761 is closed so that when the braking 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 no energy is applied. When the pressure of the braking pedal 86 is removed and the solenoid valve 1 761 is closed, the restoring force acts to lower the pressure of the master cylinder 84 and the control valve line 892. Although the pressures of the driving cylinder line 894 and the driving cylinder housing 782 are high, the pressures of the master cylinder 84 and the control valve line 892 are relatively low, and fluid flows through the pressure reducing line 896. Balance. At the same time, the cylinder piston 788, the piston operation connecting portion 789, and the sub-generator 1 241 are temporarily restored to the original position by the tension of the drive return spring 784, and this pressure-increased fluid is also depressurized. As it flows to 896, the pressure inside the driving cylinder 78 is restored. That is, when restoring, the principles of spring tension and Pascal work simultaneously. At this time, even if the sub-generator 1 241 is spaced apart from the drive shaft 05, energy is continuously stored in the energy storage device 20 by the inertia force.

In addition, the sensor for measuring the operating pressure of the braking device, and further comprising an electronic control device for receiving a signal from the sensor, the electronic control device is compared to a number previously input the number of the generator connected to the rotating body It is more preferable to select.

In addition, the step of selecting the number and type of the generator that is intermittent with the rotating body by comparing the measured pressure with a previously input value with an electronic control device connected to a sensor for measuring the pressure for controlling the rotating body speed. It includes more.

In addition, the electronic control device determines the opening and closing of the solenoid valve by supplying current to one or more solenoid valves, and controlling the position of one or more generators connected to the solenoid valve by opening and closing the solenoid valve, to the rotating body And determining whether the generator is in control.

On the other hand, the electronic control device receives a signal from a sensor measuring the braking pressure of the braking device when the speed of the rotating body receiving the rotational force from the power generating device is decelerated by the operation of the braking device, and compares it with a previously input value. , Connecting the generator to the rotating body so that the generator receives the rotational force of the rotating body, and controlling the connection to the rotating body by selecting the number and type of the generator connected to the rotating body.

The amount of energy applied and reduced by the coaxial 05 is determined by the number of connected generators. When a stronger braking is required, the required braking force is transmitted from the sensor 72 to the electronic control device 70. In this case, a situation in which more energy can be stored, and for this purpose, it is desirable to have a large number of subgenerators and actuators. 4, which is a perspective view showing a schematic three-dimensional configuration according to an embodiment of the present invention, and FIG. 5, which is a front view, spaced apart from the outside of the drive shaft 05 to install a plurality of sub-generators, when the required braking force is not large When only one sub-generator contacts the drive shaft 05 to apply energy, and when the required braking force is large, a larger amount of energy is applied by contacting a plurality of sub-generators to increase the deceleration amount of the drive shaft 05 to obtain stronger braking force. At the same time, it stores a large amount of energy.

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

The electronic control device 70 senses the state of the sensor 72 and sequentially opens the solenoid valve 1 761 to the solenoid valve 8 768 according to a preset condition. When the detailed example is described with reference to FIG. 6, which is a conceptual diagram, when decelerating from 2,600 rpm to 2,000 rpm, the solenoid valve 1 (761), the solenoid valve 5 (765) and the solenoid valve 3 (763) are opened and the subgenerator 1 accordingly. (241), the sub-generator 5 (245), the sub-generator 3 (243) is in contact with the drive shaft 05, energy is applied. The applied energy is stored in the energy storage device 20, and the rotation speed is reduced to 2,000 rpm. If, in this step, the electronic control device 70 detects a situation in which correction is necessary, additionally, the solenoid valve 7 767 is opened, and the subgenerator 7 247, which has not been contacted, is brought into contact with the drive shaft 05 to increase the rotation speed. It saves energy while reducing. If the electronic control device 70 recognizes that the drive shaft 05 will be excessively decelerated more than necessary by contacting the non-contact, the sub-generator 7 247 is contacted at the same time. The solenoid valve 1 (761) was closed to separate the sub generator 1 (241) from the drive shaft (05). The natural law of inertia (the force that the stationary subgenerator does not move continuously) and the frictional force that the energy of rotating the subgenerator that is not in contact is always greater than the energy of rotating the subgenerator that is in contact with it is rotating. As described above, finer speed control is possible as described above. When the speed of the drive shaft 05 is further decelerated, the above procedure is repeated to selectively open and close the solenoid valve 1 to the solenoid valve 8 to control the speed of the drive shaft 05 and store energy.

Further, the generator further includes a second generator having a different weight connected to the rotating body, and it is more preferable that at least one of the generator and the second generator is connected to or separated from the rotating body according to the signal.

As shown in FIG. 7, which is a front view according to another embodiment of the present invention, when the size of the generator is designed differently, more precise speed control is possible. In the case of a large deceleration, a larger diameter of the sub-generator 3 243 may be contacted to apply more energy at once. If multiple sub-generators of different sizes are installed and the sub-generators of a small radius are driven together, finer speed control is possible. The larger the radius of the sub-generator, the greater the inertia force and the more the applied energy of the drive shaft 05 to rotate the sub-generator is required. On the contrary, even if there is a separation from the drive shaft 05, it can rotate for a longer time with a large inertia force. It means you can store more energy. When energy is applied to the sub-generator from the drive shaft 05, a force greater than the inertia force acting on the sub-generator is required to rotate the stationary sub-generator, but the energy corresponding to the inertia force is the sub-generator drive shaft 05 Since it has rotational inertia after being separated from, energy is not consumed as much as inertia. That is, more energy is required when rotating a large-diameter subgenerator, but this explains the principle of inertia that a large-diameter subgenerator rotates for a longer time after separation. Therefore, the energy application according to the present invention can efficiently store a large amount except for a small amount of thermal energy due to friction generated between the drive shaft 05 and the sub-generator. As described above, the number and size of the connected sub-generators and the size of the rotational force transmitted through the weight may be set differently.

In addition, the contact surface with the sub-generator including a flywheel rotating surface that rotates the same as the drive shaft 05 and the rotational surface of the sub-generator receiving energy by friction with the contact surface is a friction surface that is a detachable structure of one or more of a friction difference or a gear. It includes.

In detail, the rotational surface of the drive shaft 05 and the rotational surface of the flywheel represent the same speed, and the sub-generator can be installed at any position where energy of the same speed as the drive shaft 05 can be applied. The rotational surface of the drive shaft 05 is energized by friction after contact with the rotational surface of the sub-generator, and the contact surface of the drive shaft 05 and the rotational surface pair of the sub-generator in contact with each other are friction surfaces that are detachable structures of one or more of a friction difference or gear Can be designed as In the case of a circular cross section, there is a limit to the reliable power transmission due to slippage. Therefore, it is possible to use materials such as wood, leather and rubber, which are materials having a greater frictional force than metal, as a material for a car. As a friction car, a cylindrical friction car (flat friction car) or a conical car is possible, but it is desirable to increase the rotational force through a grooved friction wheel with a V-shaped groove conforming to the circumference on the surface of the friction car. Do. Or, in order to prevent abrasion or heat generation in the structure of the friction car, a gear form in which the shape of the protrusion is formed at regular intervals around the cylindrical car based on the contact surface of the friction car is a preferred example. Spur gears, helical gears, double helical gears, screw gears, as well as sub-generators can be adjusted to accommodate any form, such as curved bevel gears, zero-roll bevel gears, hypoid gears, face gears.

In addition, to further control the generator and the rotating body, a connecting rotating body is further included, and when the braking device is operated, the connecting rotating body is drawn between at least one of the plurality of generators and the rotating body. It is more preferable to receive the rotational force of the rotating body and transmit the rotational force to the generator.

In addition, for intermittent control between the generator and the rotating body, further comprising at least one connecting rotating body, at least one solenoid valve and at least one generator, and allowing the connecting rotating body to be introduced between the generator and the first driving shaft, The electronic control device receives the signal transmitted from the sensor, recognizes the operating pressure of the braking device, compares it with a previously input value, supplies current to the solenoid valve to determine the opening and closing of the solenoid valve, and the solenoid And controlling the position of the connecting rotator connected to the solenoid valve by opening and closing a valve to determine whether or not inlet is between the generator and the rotator.

In addition, the electronic control device compares the signal and the previously input value to determine whether or not to supply a current to a solenoid valve to determine opening and closing, and controls the position of the connecting rotor connected to the solenoid valve to control the generator and the It is more preferable to decide whether or not to draw between the rotating bodies.

As shown in FIG. 8, which is another preferred embodiment of the present invention, the sub-generator 1 241 and the drive shaft 05 are installed spaced apart, and the flywheel 18 and the sub-generator 1 241 showing the same movement as the drive shaft 05. ) Is installed to be detached. A connecting rotor 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 operate integrally with the cylinder piston and the piston operation connecting portion. The operation of the driving cylinder 78 is controlled by the solenoid valve 1 761, and the sub-generator 1 241 in the embodiment of FIG. 2 is connected to the flywheel 18 in a manner similar to the contact/spacing condition. 26 is installed so that contact/spacing between the flywheel 18 and the sub-generator 1 241 is possible. In a situation in which energy application is required, the connecting rotor 26 contacts between the flywheel 18 and the sub-generator 1 241 to apply energy, and in a situation in which energy application is not required, the connecting rotor 26 ) Is spaced apart from the flywheel 18 and the sub-generator 1 241. Efficient energy application is performed by installing a number of such sub-generators and connecting rotors.

The connecting rotator 26 can be designed in any form including a key, pin, spline, and coater, but if there is a speed difference between the connecting rotator 26 and the flywheel 18, excessive wear or spark is a concern. Therefore, it is desirable to design a friction difference in the form of a conical column (which transmits power by contacting each other between the two axes). The friction difference, that is, parallel to the drive shaft 05 but not in the same line, is designed to pull in and separate the connecting rotator 26, as well as the connecting rotator 26 and the same as the driving shaft 05. It is also possible to cause an object to be energized to be driven. In this case, it is necessary to minimize wear or vibration by using a synchro mesh.

Further, it is more preferable that the plurality of generators are arranged in the circumferential direction of the rotating body so that at least two of them simultaneously contact so that the sum of the forces in the rotating shaft direction of the rotating body becomes 0.

In more detail, as a preferred example of determining whether or not the sudden braking is performed, the movement speed of the braking pedal is received by receiving the values of the braking displacement and braking pedal movement time from the displacement detection sensor (or position sensor) and the time detection sensor mounted on the braking pedal 86. It calculates and compares this with the speed to determine whether or not a predetermined sudden braking is performed. Whether such a sudden braking decision can be made can be decided by trial and error several times. It can be applied as a fixed value, or the driver's operation can be collected and analyzed, and changed by a pre-entered calculation formula to be stored again. When the calculated speed of the braking pedal 86 is compared with a predetermined speed for determining whether or not the sudden braking is performed, if the speed is greater, it is determined as the sudden braking. When it is determined through the above process that the sudden braking is performed, a plurality of sub-generators are connected to the drive shaft 05 to quickly control the drive shaft 05. At this time, for the balance of the drive shaft 05 and faster braking, the force of the sub-generator acting as the center of the drive shaft is set to zero. Referring to FIG. 5 as an example, in the case of the two directions of the two directions to the eight directions, the subgenerator 1 241 and the subgenerator 5 245 are simultaneously connected. The sub-generators located on the other side of the drive shaft 05 are simultaneously connected. As an example of the 4-direction, 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 at the same time. In the case of 3 directions and 5 directions (not shown in the drawing), the subgenerators are connected at the same time to achieve a balance in the center direction. In addition, in the case of FIG. 9 to be described later, when the subgenerator 1 241, the subgenerator 2 242, and the subgenerator 3 243 are set to contact the brake disc 96, the subgenerators are described above. It is preferable to be installed on the other side of the brake disc 96 to be connected (contacted) at the same time. This principle and the number and location of sub-generators are not limited to the drawings. In addition, control of the generator interruption (desorption) starts when the driver depresses the brake pedal 86. It is determined whether or not the hydraulic braking is controlled by referring to the vehicle speed, the brake signal change rate, and the wheel slip rate. If it is judged that panic braking or an urgent situation is desired, it is preferable to perform hydraulic braking control first, and to perform CBS or ABS control.

As shown in FIG. 9 showing another embodiment, it may be installed to connect the brake disc 96 and the generator. The above-described rotating body includes a drive shaft and a brake disc 96. In order to receive the rotational force of the brake disc 96, the sub-generators 1 241 to Sub-generators 3 243 are installed to be intermittent with the friction surface. The driving cylinder 78 is controlled by the electronic control device to determine the position of the sub-generators 241 to 243 and determine whether to transmit the rotational force. The number and type of the sub-generators intermittent with the brake disc 96 are detached according to the conditions as described above.

In addition, the rotating body includes a first driving shaft connected to the power generating device and a second driving shaft receiving power from the first driving shaft, and further comprising a clutch that regulates power between the first driving shaft and the second driving shaft. It is more preferable to include.

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

Further, according to the viewpoint of those skilled in the art, the first driving shaft 15 may be understood as a main shaft, the second driving shaft 55 may be a driven shaft, and the driving shaft may be understood as a main shaft, but hereinafter described as a first driving shaft, a second driving shaft, and a driving shaft. do.

As shown in FIG. 3, which is a schematic diagram showing a schematic configuration according to another embodiment of the present invention, mechanical energy is generated that is combined with oxygen in the combustion chamber in the engine 12 and includes thermal energy, and the crankshaft connected to the combustion chamber Or it is converted to rotational energy through a turbine. The converted rotation 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 unit includes a wheel 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 specifically, it is installed at one or more positions between the first drive shaft 15 and the engine 12 to transmit the dynamic energy generated in the engine 12, and transmits the applied dynamic energy from the first drive shaft 15 or When braking, the brake 40 (separately blocks the transmission of power) and the brake pedal (reducing the rotational speed of the second drive shaft 55 and the second drive shaft 55 connecting the clutch 40 and the brake disc 96) 86), a power distribution device 82, a braking device 80 including a master cylinder 84, and an energy storage device connected to the first driving shaft 15.

The clutch 40 includes a clutch that uses one or more of transmission force, friction force, tension, elastic force, magnetic force, electromagnetic force, and centrifugal force, including a cohesive force.

In addition, for the braking state, the brake 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 installed in connection. do. Further, 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 dynamic energy generated by the engine 12 or the motor, in particular, the rotational energy is transmitted to the first driving shaft 15 and applied to the flywheel 18 to rotate the clutch 40. During normal driving, that is, during driving, the clutch 40 is connected to the second driving shaft 55, the brake disc 96, and the wheels which are the energy output units, so that they all rotate at the same speed. When braking, pressure is transmitted to the master cylinder 84 through the booster 82 for amplifying the force when the brake pedal 86 is stepped on. The master cylinder 84 is filled with latex, and compresses the brake fluid in a small cylinder attached to the master cylinder 84 using the Pascal principle, and this force rides the brake line 88 to break the cylinder 92 Pressure is sequentially transmitted to the brake caliper 94 and is converted into a compressive force. It causes friction with the brake disc 96 connected to the second driving shaft 55 that is rotating, and is converted into thermal energy and consumed to control the speed. When the force is transmitted using latex, it is easy to amplify the force. Since the hydraulic brake is operated at a high pressure, a large force can be obtained even if the size of the brake component, for example, the diameter of the wheel cylinder is small. In addition, since the brake fluid is incompressible, if the air gap is small, several wheel cylinders can be operated at the same time with a small flow rate. That is, when the brake pedal is depressed, the line pressure rises rapidly, and the piston of each wheel cylinder immediately operates by this pressure, thereby generating braking force in each wheel.

When the power is transmitted, the coil spring 56 is pressed against the clutch disc 42 to press the clutch pressure plate 44, so that the clutch disc 42 is compressed between the friction surface of the flywheel 18 and the clutch pressure plate 44. do. The energy converted from 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 torque acting on the effective radius of the clutch disc 42 It is transmitted to the second drive shaft (55). When pressure is applied to the braking pedal 86 for braking, as described above, the fluid filled in the master cylinder 84 is pressurized by the booster 82, and according to Pascal's principle, the brake line 88 and the clutch line 87 ) Respectively. The fluid for braking flows into the brake line 88 to control the wheel. In addition, the release fork 58 is designed to use the lever principle based on the release center axis 505, and the release piston 59 is installed in close contact with respect to the release center axis 505. The release piston 59 is filled with fluid or air in the cylinder housing 506 so that when there is pressure from the outside, the contact piston 508 is pushed out in the downward direction of the release fork 58. When the pressure through the clutch line 87 is transmitted to the push rod 504 to increase the pressure inside the cylinder housing 506, the contact piston 508 pushes the lower portion of the release fork 58 and release ring 54 and release lever (46)-As the force is sequentially applied to the clutch pressure plate 44, separation occurs within the clutch 40, and the rotational force of the first driving shaft 15 and the second driving shaft 55 is separated. In other words, when the force pressing the release ring 54 is greater than the restoring force acting as the pressing force of the coil spring 56, the release ring 54, the release lever 46, and the clutch pressure plate 44 installed on the lever principle The clutch pressure plate 44 is separated from the clutch disc 42. When the clutch pressure plate 44 is separated from the clutch disc 42, a gap is formed between the flywheel 18, the clutch disc 42, and the clutch pressure plate 44, and the first drive shaft 15 and the second drive shaft 55 ) Torque cannot be transmitted. In addition, when the pressure is removed by removing the force from the braking pedal 86, the contact piston 508 is returned by the return spring 502, and the clutch disc 42 is flywheel again by the restoring force of the coil spring 56. It is compressed between (18) and the clutch pressure plate (44). Therefore, the energy transmitted from the first driving shaft 15 is transmitted to the second driving shaft 55 through the power of the flywheel 18.

In addition, when the pressure through the clutch pedal 806 is transmitted to the clutch rod 804 for shifting, the tension of the connected clutch cable 805 pulls the upper portion of the release fork 58. While pushing the lower part in the opposite direction in which the upper part is pulled relative to the release center shaft 505, the force is sequentially applied to the release ring 54-the release lever 46-the clutch pressure plate 44 and the clutch 40 inside The separation between the first driving shaft 15 and the rotational force of the second driving shaft 55 is separated. It is determined by a person skilled in the art whether to store energy using power separation temporarily generated when shifting through the clutch.

The flywheel 18 and the clutch pressure plate 44 are compressed by the pressing force, so that the energy of the first driving shaft 15 and the second driving shaft 55 are mutually transmitted and separated during shifting or braking. 808) has been presented an embodiment of coupling a clutch installed adjacent to the clutch (40). The clutch 40 may be separated from the conventional clutch position and installed between the flywheel 18 and the wheel, and installed at any one or more positions.

As another preferred embodiment, the gap between the yoke, which is the body of the clutch, and the rotating rotor hub is about 0.8 mm, and assembled by a friction disc and a fixed flare to connect the shaft and the shaft, and when a current flows through the lead wire, magnetic force is generated to generate friction in the rotating rotor hub. It can be designed to transmit power by contacting the surface and the friction disk. In this case, when the current is cut off, the magnetic force is lost and the clutch is separated. In detail, the rotation of the first driving shaft 15 and the second driving shaft 55 is integrated in a state in which the clutch 40 is coupled by supplying current during driving, and when braking, signals are input from the braking device to the electronic control device. And disconnects the clutch 40 by blocking the current from the electronic control device. In the case of such an electronic clutch, power can be transmitted when the current flows, and the clutch can be separated when the current is cut off. On the contrary, it is possible to separate the power when the current is transmitted.

In addition, by adding an energy storage device 20 that is directly or indirectly connected to the drive shaft 05, the first drive shaft 15, and the second drive shaft 55, energy to be consumed can be stored and energy efficiency can be further increased. In addition, it is preferable that the rotating body is integrated with the second driving shaft to perform the same rotational movement. That is, controlling the speed of the rotating body can be mutually substituted by controlling the speed of the second driving shaft.

In the case of a vehicle moving on a road or a track, which is a preferred embodiment of a power device including a construction equipment, a generator in an industrial site, a ship, a railroad, or an aircraft, when the start state is divided, the neutral state including idling and the pressure on the accelerator It can be divided into an accelerated state applied, a decelerating driving state in which the pressure is removed by the inertia force and the speed decreases due to friction, and a braking state in which the vehicle is braked by applying pressure to the brake pedal. The braking state can be installed as described above to control the generator.

In the accelerated state, it is preferable that the clutch 40 is engaged so that the energy of the first drive shaft 15 can be applied to the second drive shaft 55 so that the driver can operate as intended. In the neutral state, the braking state, and the decelerating driving state, the clutch 40 is separated, and if necessary, the energy of the first driving shaft 15 is connected to the energy storage device 20 to be stored. In the decelerating driving state, the first drive shaft 15 is separated using the inertia force, and the wheel including the second drive shaft 55 rotates, so that it is possible to drive using the inertia force that was previously consumed.

When the accelerator pedal operation is removed or the brake pedal 86 is operated, the second driving shaft 55 and the first driving shaft 15 are separated to move with independent energy, and the first driving shaft 15 or the second driving shaft ( The energy of 55) is applied to the generator.

In the decelerating driving state, as shown in FIGS. 2 and 8, energy converted from a power source including an engine or a motor is transmitted to the wheels through the first driving shaft 15, the clutch, and the second driving shaft 55 to generate frictional force. The vehicle moves along the road or track. The clutch 40 is installed between the sub-generator 1 241 and the wheels. Up to a certain speed, the rotational speed of the power source is faster than the speed of the corresponding vehicle, so energy is applied from the power generating device to the wheels so that the vehicle obtains acceleration. On the other hand, when the speed of the vehicle is fast, since the integration of the power generating device and the wheels hinders movement, the first driving shaft 15 and the second driving shaft 55 are separated by the clutch 40.

More specifically, when the operation of the acceleration generator including the accelerator pedal 89 or the accelerator lever (or mascon) is removed during the operation of the power generator, the power of the first driving shaft 15 and the second driving shaft 55 is removed. Let it separate. When the pressure is removed from the accelerator pedal 89, it is recognized by the connected electronic control device 70 to block current supply to the clutch 40. It can be applied at the same time as the operation starts, but it is preferable to set and detach the electronic control device 70 to operate from a certain speed or higher. At least 30 km/h of vehicle speed or more, more preferably at 60 km/h or more, when the accelerator pedal has no pressure, the clutch 40 is separated, and if necessary, the rotational energy of the first drive shaft 15 is stored in energy ( 20). When the clutch 40 is detached, an actuator including a plurality of driving cylinders 78 in the first driving shaft 15 to maintain the same rotational speeds of the first driving shaft 15 and the second driving shaft 55 Is involved in the rotation.

In addition, it is possible to operate by using a speed sensor together, rather than determining whether or not the accelerator pedal 89 is operated. The rotational speed of the first drive shaft 15 corresponding to the vehicle speed of the vehicle's constant speed movement is set, and the values are compared to separate power while not stepping on the accelerator pedal 89. During the decelerating driving state, it is possible to appropriately select whether the clutch 40 is designed to operate by removing the operation of the accelerator pedal 89, whether to operate with a signal by a speed sensor, or in parallel.

In addition, the first drive shaft 15 is connected to the first drive shaft 15 or the second drive shaft 55 in a decelerated driving state to sense a rotation speed change and an electronic control device 70 connected to the speed sensor. It is preferable to determine whether or not the clutch 40 is detached between the and the second drive shaft 55.

More specifically, the vehicle speed sensor 726 for detecting the speed of the vehicle and the first driving shaft rotational speed sensor 724 for detecting the rotational speed of the power generating device are connected to the electronic control device 70, and the moving speed of the vehicle Is faster than the rotational speed of the corresponding first drive shaft 15, the first drive shaft 15 and the second drive shaft 55 are separated by the clutch 40.

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

As a preferred example, in the case of a vehicle in which a power source requires rotation of 3,000 rpm for a constant speed movement of 100 km/h, the clutch 40 maintains the engagement state at the same rotational speed and a movement speed of 100 km/h or less. The same rotational speed, a movement speed of 110 km/h, and even in a state in which pressure is applied to the accelerator pedal 89, the clutch 40 remains engaged so that the vehicle accelerates through the accelerator pedal 89 as desired by the driver. Will increase. If the vehicle moves at a speed of 110 km/h or more, and the rotational speed is 3,000 rpm and there is no pressure in the accelerator pedal 89, the first driving shaft rotational speed (at a rotational speed of 3,000 rpm) is higher than the moving speed (110 km/h). The corresponding constant velocity is 100 km/h), which is recognized by the electronic control unit 70, and the clutch 40 is separated. With the acceleration and inertia already moving, the second driving shaft 55 and the wheel rotate and the vehicle moves, and the rotation of the relatively slow first driving shaft 15 is not disturbed. If the rotational speed of the power source for the constant speed movement of 60km/h of this vehicle is 1,800rpm, the same setting as above is performed. That is, a first driving shaft rotation speed corresponding to a high speed is set from a first driving shaft rotation speed corresponding to a low speed constant speed movement, and a first driving shaft 15 is applied to the first driving shaft 15 rather than the corresponding constant speed movement without stepping on the accelerator pedal 89. This is a method of separating the clutch 40 in the case of slow rotation. In this way, it is possible to set all the details from low speed to high speed driving, but it is desirable in terms of energy efficiency to focus on the medium speed and high speed settings in terms of efficiency. The second driving shaft rotational speed sensor 722 can also be replaced by a corresponding vehicle speed sensor 726. The transmission or fluid clutch temporarily disengages 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, the speed range has been described for the sake of understanding, but in actual application, it is preferable to set it to be detached due to minute differences.

When the power is separated in the decelerated driving state, the moving speed of the vehicle will be delayed immediately after a certain time on the uphill slope, in which case the power separation time is shortened. On the other hand, in the downhill slope, the potential energy acts together, so there is an advantage that a certain section can be driven without supplying energy from a power source.

When the moving speed of the vehicle is faster than the rotational speed 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 rotating speed of the first driving shaft 15, Likewise, the first driving shaft 15 and the second driving shaft 55 are separated by the clutch 40. As in the braking state, the rotational speeds detected by the second driving shaft rotational speed sensor 722 and the first driving shaft rotational speed sensor 724 are connected to the electronic control device 70 to recognize the rotational speed difference, and the electronic control device. If the ignition cycle is rapidly advanced (or the motor speed is advanced) through the throttle valve and suction air control function connected to (70), the rotational speed of the first driving shaft 15 is compared to the rotational speed of the second driving shaft 55. Can match.

Unless the potential energy exists, the rotation of the second driving shaft 55 decreases faster than the rotational speed of the first driving shaft 15, which is reduced only by air resistance due to friction between the connected wheel and the bottom surface. do. That is, when the power is separated and the accelerator pedal 89 is not stepped on, the speed of the first driving shaft 15 is higher than that of the second driving shaft 55. When the speed of the second driving shaft 55 is faster in the power separation state, the ignition cycle is advanced as described above, but when the speed of the first driving shaft 15 is faster, the rotational energy can be stored. . The vehicle speed is maintained without additional energy supply by 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 the same as the rotational speed of the second drive shaft 55 You will be able to save while maintaining the.

In the above case, a preferred example of the actuator is, as shown in FIG. 2, one or more driving cylinders 78 connected to the electronic control device 70 and controlled by the solenoid valve 1 761 are installed. When braking, the master cylinder 84 is involved, and while driving, the pressure regulating device 85 is involved.

The actuator includes a motor power generating device that converts one or more of pressure and electric power, restoring power, and piezoelectric power including hydraulic pressure and air pressure into kinetic force.

When the moving speed of the vehicle is faster than the rotational speed of the corresponding first driving shaft 15, the electronic control device 70 sends a current to the pressure regulating device 85 to increase the pressure, and the increased pressure is applied to the control valve line ( 892) and the decompression line 896. Subsequent operation is omitted, similar to controlling the speed in braking and saving energy. In addition, when the speed difference between the first driving shaft 15 and the second driving shaft 55 disappears, the pressure is returned from the pressure regulating 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 spaced apart from the generator. The subsequent restoration process is similar to that in braking. When the uphill slope is severe, the rotational speed of the second driving shaft 55 is decelerated at a faster speed. In this case, the difference from the rotational speed of the first driving shaft 15 becomes more severe. If the accelerator pedal 89 is depressed, all system operations are stopped, and the clutch 40 is engaged to accelerate the vehicle, but if the accelerator pedal 89 does not need to be depressed, the first drive shaft in the power disconnected state The energy of (15) is stored by the second drive shaft 55 as much as the decrease in rotational speed. In this case, it is desirable to have a large number of subgenerators and actuators, and the detailed operation is similar to that of the braking state.

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

In addition, it further includes an accelerator pedal actuation detector.

When 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 detects this, and the dynamics of the moving speed and the rotational speed Regardless, it is preferable that the clutch 40 is coupled to integrate the first driving shaft 15 and the second driving shaft 55 so that the driver can control them. When pressure is transmitted from the accelerator pedal 89, a method of sensing the electronic control device 70 connected thereto and coupling the clutch 40 is preferable.

In addition, a case where the braking pedal, rather than the accelerator pedal 89, may be depressed in a state in which power is separated, the clutch 40 is not coupled and maintains the separating state while the braking force is applied to the second driving shaft ( 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, in the prior art, even if the first driving shaft 15 and the second driving shaft 55 are separated, all of the energy is wasted or stored, and the storage is inefficiently controlled. Power is separated by the clutch 40 according to the present invention, and the energy of the separated first drive shaft 15 is applied to the generator to increase energy efficiency conveniently.

In addition, the generator is to be detached from the second drive shaft (55). In this case, in addition to the advantage that a large amount of rotational force generated in the second drive shaft 55 can be stored and utilized, the rotational force of the first drive shaft 15 is separated from the second drive shaft 55 and as described above, the first drive shaft 15 ) Will store most of the rotational inertia. When a vehicle is braked due to frictional force generated in the brake disc 96, the second drive shaft 55 performs the same rotational motion as the brake disc 96 and is integrated with the brake disc 96 to rotate the second drive shaft 55. The rotational force has to be consumed with some heat energy. This is because it is more preferable to use a hydraulic brake in consideration of safety in parallel. Nevertheless, since the energy including the rotational inertia is proportional to the mass, the energy efficiency is further increased when storing the energy of the second driving shaft 55 having a larger amount of energy than the first driving shaft 15 in parallel.

In the above, it has been described that the driving shaft 05 is separated into the first driving shaft 15 and the second driving shaft 55 by the power charging device 40 to receive the energy of the first driving shaft 15. It can be installed to receive the energy of the second drive shaft 55 in a similar structure, which is obvious to those skilled in the art based on the above.

In addition, it may further include a power regenerative brake device that converts and recovers the rotational energy of the rotating body into electrical energy and exerts a braking force.

More specifically, after recognizing whether braking by the brake pedal 86 occurs, the required braking force by the brake pedal 86 is calculated. The required braking force is divided into hydraulic braking force and regenerative braking force, and is executed as the sum of the hydraulic braking force constraining the wheel and regenerative braking force generated while storing energy. The configuration of such a power regenerative brake device is clearly understood by those skilled in the art, and will be omitted.

It is preferable that such a power regenerative brake device can receive the energy of the drive shaft 05. The power regenerative brake device has the advantage that it can efficiently store energy when braking, but it has the disadvantage that the driver can feel the sudden braking due to a change in the circuit. When the above-described clutch is operated, the inertial force is temporarily operated and the vehicle feels that the vehicle is in the driving direction. When the above-described power regenerative brake device and the above-described clutch system are operated at the same time, there is an advantage that a large amount of energy can be recovered through the two systems, while mutual problems are offset.

The vehicle according to another embodiment of the present invention for achieving the above object is an inter-vehicle distance sensor that measures the distance from the preceding vehicle, a vehicle speed sensor that measures the speed of the vehicle, an electronic control connected to the inter-vehicle distance sensor and the vehicle speed sensor It is preferable to include a plurality of generators in which the number connected to the rotating body is determined based on the device, the rotating body receiving the rotational force from the power generating device, and the required braking force.

The inter-vehicle distance sensor is generally a method of detecting the inter-vehicle distance using a laser radar or a camera. In addition to the vehicle speed sensor for measuring the speed of the vehicle, the situation with the preceding vehicle may be determined through the inter-vehicle distance sensor, and through this, the electronic control device 70 may determine whether to decelerate further. When it is determined that additional deceleration is necessary, the vehicle is decelerated by connecting the generator to receive the energy of the drive shaft, and energy is stored.

The above principle can also be utilized in a smart cruise control system. Smart cruise control (SCC) is a system that controls a vehicle to maintain a distance between vehicles by measuring a distance between vehicles with a radar using a radar. When the vehicle is controlled to maintain the distance between the vehicles, it is possible to store controlled energy.

In addition, the present invention can be applied in 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 is a power device that can be designed to constitute a drive shaft including a turboprop, an electric vehicle, a construction equipment, an industrial site generator, a ship, an aircraft, a rocket, and military equipment, including a vehicle moving a road or a track in the above. Case. In addition, it can be applied as described above to power vehicles using various power systems including steam, electricity, diesel, and turbines and vehicles towed therein. In addition, in the case of an electric rolling stock equipped only with a device that converts electrical power into mechanical power by receiving power from trolly lines, a power transmission device having mechanical kinetic energy including rotational motion Any of the above positions makes it possible to apply the above method. As a preferred example, the rotational energy of the wheel shaft can be designed to be removable.

05 Drive shaft 761 Solenoid valve 1
12 Engine 765 Solenoid Valve 5
15 1st drive shaft 769 check valve
18 Flywheel 78 Driving cylinder
20 Energy storage device 782 Driving cylinder housing
241 Subgenerator 1 784 Drive return spring
245 Subgenerator 5 786 Cup Seal
26 Connecting rotator 788 cylinder piston
40 Clutch 789 Piston action connection
42 Clutch disc 80 Brake
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 supply
506 Cylinder housing 84 Master cylinder
508 contact piston 85 pressure regulator
54 Release ring 86 Brake pedal
55 2nd drive shaft 87 Clutch line
56 Coil spring 88 Break line
58 Release Fork 89 Accelerator Pedal
59 Release piston 892 Control valve line
70 Electronic control device 894 Driving cylinder line
72 sensor 896 decompression line
722 Second drive shaft speed sensor 92 Brake cylinder
724 First drive shaft speed sensor 94 Brake caliper
726 Vehicle speed sensor 96 Brake disc

Claims (1)

A rotating body receiving rotational force from a power generator;
A braking device that controls the speed of the rotating body;
An energy storage device that stores the rotational force of the rotating body;
Turboprop comprising a plurality of generators that are connected to the energy storage device and the number connected to the rotating body is determined based on the required braking force of the braking device.

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