KR20220042323A - Energy-saving combined braking device using sensing technoloy - Google Patents

Abstract

Power devices including construction equipment, industrial generators, vehicles, ships, and aircraft convert various types of energy, including fuel, batteries, or alternative energy sources, into kinetic energy. However, while using the energy, the power devices need to decelerate and stop, that is, brake, if necessary. In this case, inevitably, most of the energy is converted to heat and consumed in an unusable state. The present invention provides an energy-saving combined braking device using sensing technology to efficiently recover wasted energy by using a generator, and increase energy efficiency by using the inertial force derived from the power generator. An electric vehicle according to an embodiment of the present invention for achieving the above objective includes: a rotating body receiving rotational force from the motor; a clutch for controlling a first drive shaft connected to the motor and a second drive shaft connected to the rotating body; and a speed controller for controlling the rotational speed of the first drive shaft to the rotational speed of the second drive shaft, wherein the speed controller includes: a first drive shaft rotation speed sensor that detects a rotation speed of the first drive shaft; a second drive shaft rotation speed sensor that detects a rotation speed of the second drive shaft; and a plurality of generators in which the number connected to the first drive shaft is determined based on the respective rotation speed values of the first drive shaft rotation speed sensor and the second drive shaft rotation speed sensor.

Description

Energy-saving combined braking device using sensing technology {ENERGY-SAVING COMBINED BRAKING DEVICE USING SENSING TECHNOLOY}

The present invention relates to an energy-saving combined braking device using sensing technology.

In the case of power devices including construction equipment, generators at industrial sites, vehicles, ships, and aircraft, various types of energy, including fuel, cells, or alternative energy sources, are converted into kinetic energy and used. However, while using energy in this way, if necessary, deceleration and stopping, that is, braking is required. 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 as a regenerative braking system is widely known, but it is generally combined with a method of consuming storable energy as thermal energy, which is inefficient due to this.

In the case of railroad cars, 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 the generated kinetic energy is consumed while converting it into energy that cannot be used. Also, in the case of the regenerative braking method, the main method is to transmit the power generated during power generation braking to a substation and use it for other power vehicles, but the mechanism is complicated to make the electricity generated by the motor similar to the voltage of the catenary, and the There is a difficulty in that a voltage converter, a frequency converter, etc. must be installed separately. Therefore, there are limitations in that it is necessary to determine whether to use power generation braking or regenerative braking by comparing the economic feasibility of energy saving when regenerative braking is adopted and the cost of the vehicle and ground-side facility cost and maintenance cost.

An object of the present invention is to provide information on an energy-saving combined braking device using a sensing technology that efficiently recovers wasted energy and increases energy efficiency.

In accordance with an embodiment of the present invention for achieving the above object, a combined energy saving braking device using a sensing technology includes a rotating body receiving rotational force from a power generating device, a first driving shaft connected to the power generating device, and a rotating body. a clutch for controlling the second drive shaft, and a speed control device for controlling the rotation speed of the first drive shaft with the rotation speed of the second drive shaft, wherein the speed control device includes a first drive shaft rotation speed sensor for detecting the rotation speed of the first drive shaft , a second drive shaft rotation speed sensor for detecting the rotation speed of the second drive shaft, a plurality of which is connected to the first drive shaft based on the respective rotation speed values of the first drive shaft rotation speed sensor and the second drive shaft rotation speed sensor includes a generator of

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.

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 presented as a preferred example of the present invention and cannot be construed as limiting the present invention in any sense.

In accordance with an embodiment of the present invention for achieving the above object, a combined energy saving braking device using a sensing technology includes a rotating body receiving rotational force from a power generating device, a braking device controlling the speed of the rotating body, and the rotating body. An energy storage device for storing rotational force, and a plurality of generators connected to the energy storage device and the number of which is connected to the rotating body is determined based on the required braking force of the braking device.

In addition, the power generator includes an engine for converting chemical energy of fuel with oxygen into mechanical energy or a motor for converting electrical energy into mechanical energy. In addition, the mechanical energy is preferably thermal energy, mechanical energy, rotational energy, linear energy, kinetic energy, or energy including one or more of the above-mentioned energy to generate rotational force.

The rotating body includes a wheel of a vehicle, a helicopter, and a screw of an aircraft and a ship. In addition, it includes an object performing rotational motion acting in the process from the clutch to the wheel or screw. In addition, the rotating body includes a drive shaft having one end connected to the power generator and the other end connected to the rotating body.

The screw includes a device that uses the natural law of action and reaction to generate force to push or pull the body by attaching two or more blade blades to the drive shaft. The blade blades preferably have a spiral surface.

The wheel includes a wheel. The vehicle includes a vehicle moving on a road or track. The wheel includes a train wheel, a train wheel, a car wheel, a ship wheel, and the like.

The brake device includes a brake lever, a brake pedal, a brake lever, and a brake pedal, and the terminology used in each industry is different and includes a module to which an artificial force is applied so that the device is braked.

On the other hand, the generator according to the present invention is installed to be 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. Including being connected to the rotating body to receive the rotational force.

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

Preferably, the step of determining the number of generators may further include measuring the pressure for controlling the speed of the rotating body, and comparing the measured pressure with a pre-entered numerical value.

Preferably, the generator further includes a second generator having a different weight, and may further include the step of connecting or separating at least one of the generator and the second generator from the rotating body.

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 braking pedal 86 for braking is installed. 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 the connecting rotation body (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 may be replaced by mounting a displacement sensor (or a position sensor or a pedal stroke sensor) near the brake pedal 86 . In addition, it is possible to replace with various sensors including a master cylinder hydraulic sensor or a brake operation detector (on-off sensor that detects only whether it works). It is preferable that the operation of the sub-generator 1 241 or the connecting rotation body (to be described later) is determined by the opening and closing of the solenoid valve 1 761 connected to the electronic control device 70 . An embodiment will be described through the detachment (control) of the generator to the drive shaft 05 of the rotating body. 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.

In more detail, 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 from the electronic control device 70 and whose operation is 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 at any place around the flywheel or distributor that exhibits the same movement as the driving shaft 05 . In addition, as another example of a rotating body exhibiting the same movement as the drive shaft 05, it can be installed anywhere around the brake disk. 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, the pressure is maintained as a fluid. Liquid or gas may be used as the fluid, but liquid is more preferred. The solenoid valve 1 (761) can be converted into an electromagnet by current, and determines the opening/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 the piston operation connection portion 789 is maintained in a stationary state. A check valve 769 is installed in the pressure reducing line 896 to prevent the fluid movement due to the pressure on the master cylinder 84 from flowing back to the driving cylinder 78 along the pressure reducing line 896 . In addition, the sub-generator 1 ( 241 ) is connected to the piston operation connection part ( 789 ) to induce an integrated operation, and to be spaced apart from the drive shaft ( 05 ) so that mutual energy is not applied in normal times.

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 . Since a check valve 769 is installed in the pressure reducing line 896 , no more pressure is transmitted based on the check valve 769 , and the pressure is transmitted only to the control valve line 892 . At this time, when a current flows from the electronic control device 70 to the solenoid valve 1 761, the transferred fluid pressure is sequentially applied from the control valve line 892 to the driving cylinder line 894 and the driving cylinder 78. The applied pressure is greater than the tension of the installed drive return spring 784, and the cylinder piston 788 and the piston operation connection part 789 operate to move the sub-generator 1 241 connected together in the drive shaft 05 direction. push to The rotational force of the drive shaft 05 is applied to the first sub-generator 241 through the friction force, and the applied energy of the first sub-generator 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 amount of thermal energy consumed by friction, so that the rotational speed is reduced. Power is consumed for the operation of the solenoid valve 1 (761), but it is very insignificant compared to the amount of power that can be stored through this operation.

When the pressure is removed from the brake pedal 86, the solenoid valve 1 (761) is closed so that the drive shaft (05) and the sub-generator 1 (241) are spaced apart from each other in a state in which the brake pedal 86 is not operated. It is preferable to set the electronic control device 70 so that no energy is applied. When the pressure of the brake pedal 86 is removed and the solenoid valve 1 761 is closed, a restoring force acts to lower the pressure of the master cylinder 84 and the control valve line 892 . Although the pressure of the driving cylinder line 894 and the driving cylinder housing 782 is high, the pressure of the master cylinder 84 and the control valve line 892 is relatively low, and the fluid flows through the pressure reducing line 896 and the pressure will balance the At the same time, the cylinder piston 788, the piston operation connection part 789, and the sub-generator 1 241 are restored to their original positions by the tension of the drive return spring 784 and the pressure is temporarily increased. As it flows to 896, the pressure inside the driving cylinder 78 is restored to its original state. That is, during restoration, spring tension and Pascal's principle act simultaneously. At this time, the sub-generator 1 241 continuously stores energy in the energy storage device 20 by the inertial force, even if there is a separation from the driving shaft 05 .

In addition, it further comprises a sensor for measuring the operating pressure of the braking device, and an electronic control device receiving a signal from the sensor, wherein the electronic control device compares the number of the generators connected to the rotating body with a pre-entered value. It is more preferable to select

In addition, selecting the number and type of the generator intermittent with the rotating body by comparing the measured pressure with a value input in advance with an electronic control device connected to a sensor for measuring the pressure for controlling the speed of the rotating body include more

In addition, the electronic control device supplies current to one or more solenoid valves to determine whether to open or close the solenoid valve, and by opening and closing the solenoid valve, control the position of one or more generators connected to the solenoid valve by opening and closing the solenoid valve. It includes to determine whether the generator is intercepted.

On the other hand, 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, the electronic control device receives a signal from a sensor measuring the braking pressure 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, selecting the number and type of the generator connected to the rotating body, and controlling to be connected to the rotating body.

The amount of energy applied and reduced from the coaxial 05 is determined by the number of connected generators. When stronger braking is requested, the required braking force is transmitted from the sensor 72 to the electronic control device 70 . In this case, more energy can be stored. As in Fig. 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, a plurality of sub-generators are installed at a distance from the outside of the drive shaft 05, and 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 plurality of sub-generators are contacted to increase the energy applied to increase the deceleration amount of the drive shaft 05 to obtain a stronger braking force. At the same time, a large amount of energy is stored.

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

The electronic control device 70 detects 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. A detailed example will be described together with FIG. 6, which is a conceptual diagram, when decelerating from 2,600 rpm to 2,000 rpm, solenoid valve 1 (761), solenoid valve 5 (765), and solenoid valve 3 (763) are opened and, accordingly, sub-generator 1 241 , the sub-generator 5 245 , and the sub-generator 3 243 contact the drive shaft 05 , and energy is applied thereto. The applied energy is stored in the energy storage device 20, and the rotation speed is reduced to 2,000 rpm. If the electronic control device 70 detects a situation requiring correction in this step, the solenoid valve 7 (767) is additionally opened and the sub-generator 7 (247), which was not in contact, is brought into contact with the drive shaft (05) to increase the rotation speed. reducing and saving energy. If the electronic control device 70 recognizes that the drive shaft 05 will be decelerated excessively more than necessary due to contacting the one that has not been in contact, the sub-generator 7 247 is brought into contact with the contact. Close the solenoid valve 1 (761) that was being made to separate the sub-generator 1 (241) from the drive shaft (05). The natural law of inertial force (a stationary sub-generator acts as a force that does not want to move continuously) and friction force that the energy to rotate a sub-generator that is not in contact is always greater than the energy to rotate a sub-generator that is rotating in contact A more fine speed control is possible as described above by using When the speed of the drive shaft 05 is further reduced, the above procedure is repeated and the solenoid valves 1 to 8 are selectively opened and closed to control the speed of the drive shaft 05 and save energy.

In addition, 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 or spaced apart from the rotating body according to the signal.

7 , which is a front view according to another embodiment of the present invention, if the size of the generator is designed differently, more precise speed control is possible. In the case of a large deceleration, a larger energy may be applied at once by contacting the long-diameter sub-generator 3 ( 243 ). By installing multiple sub-generators of different sizes and driving the sub-generators with a small radius together, finer speed control is possible. As the radius of the sub-generator is larger, the inertial force is large and the applied energy of the drive shaft 05 to rotate the sub-generator is required, but this is because, conversely, even if there is a separation from the drive shaft 05, it can rotate for a longer time with a large inertial force. It means more energy can be stored. When energy is applied from the drive shaft 05 to the sub-generator, a force stronger than the inertial force acting on the sub-generator is required to rotate the stationary sub-generator, but the energy corresponding to the inertial force is the sub-generator's drive shaft 05. Since it has rotational inertia after being separated from it, energy is not consumed as much as the inertial force. That is, more energy is required to rotate the large-diameter sub-generator, but the principle of inertia is explained that the large-diameter sub-generator rotates for a longer time after separation. Accordingly, energy application according to the present invention can efficiently store a large amount of energy 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 magnitude of the rotational force transmitted through the weight can be set differently.

In addition, the contact surface with the sub-generator including the flywheel rotation surface rotating the same as that of the drive shaft 05 and the rotation surface of the sub-generator to which energy is applied by friction with the contact surface are friction surfaces that have a detachable structure of at least one of a friction difference or a gear. includes

In detail, the rotational surface of the drive shaft 05 and the rotational surface of the flywheel exhibit the same speed, and the sub-generator can be installed at any location where energy of the same speed as the drive shaft 05 can be applied. This driving shaft 05 rotating surface is in contact with the rotating surface of the sub-generator and then energy is applied by friction. can be designed as In the case of a circular cross-sectional car, there is a limit to reliable power transmission due to slippage. Therefore, materials such as wood, leather, and rubber, which are materials with greater frictional force than metal, can be used as materials for cars. As a friction wheel type, a cylindrical friction wheel (flat friction wheel) or a cone wheel is possible. Do. Alternatively, in order to prevent abrasion or heat generation in the structure of the friction vehicle, a gear type in which protrusions are formed at equal intervals around the cylindrical vehicle based on the contact surface of the friction vehicle is a preferable example. By adjusting the position of the sub generator as well as spur gears, helical gears, double helical gears, and screw gears, any shape such as curved bevel gears, gerol bevel gears, hypoid gears, and face gears can be applied.

In addition, the generator and the rotating body further include a connection rotation body for intermittent control, the connection rotation body is introduced between at least one of the plurality of generators and the rotation body when the braking device is operated, It is more preferable to receive the rotational force of the rotating body and transmit the rotational force to the generator.

In addition, it further comprises one or more connecting rotators, one or more solenoid valves, and one or more generators for intermittent control between the generator and the rotating body, so that the connecting rotating body is introduced between the generator and the first drive 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 a current to the solenoid valve, determines opening and closing of the solenoid valve, and the solenoid Controlling the position of the connecting rotation body connected to the solenoid valve by opening and closing the valve includes determining whether to enter between the generator and the rotation body.

In addition, the electronic control device compares the signal and the pre-entered numerical value, selects whether to supply current to the solenoid valve, determines whether to open or close the solenoid valve, and control the position of the connection rotation body connected to the solenoid valve It is more preferable to determine whether to enter between the generator and the rotating body.

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 to be spaced apart, and the flywheel 18 and the sub-generator 1 241 exhibiting the same movement as the drive shaft 05 are shown in FIG. ) to be detached. 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 operation connection part. 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 similar manner to the contact/separation condition. (26) is installed so that contact / separation between the flywheel 18 and the sub-generator 1 (241) is possible. In a situation where energy application is required, the connecting rotor 26 is in contact between the flywheel 18 and the sub-generator 1 241 to apply energy, and in a situation where energy application is not required, the connecting rotating body 26 ) is spaced apart from the flywheel 18 and the sub-generator 1 (241). Efficient energy application is performed by installing a plurality of such sub-generators and connecting rotors.

The connecting rotating body 26 can be designed in any shape including a key, a pin, a spline, and a coater, but if there is a speed difference between the connecting rotating body 26 and the flywheel 18, there is a risk of excessive wear or sparks Therefore, it is desirable to design the friction difference in the form of a cone (which transmits power by contacting each other between the two shafts). In addition to the above friction difference, that is, the design for drawing in and separating the connecting rotary body 26 in a state parallel to the drive shaft 05 but not on the same line, as well as the connecting rotary body 26 and the connecting rotary body 26 on the same line with the drive 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 or the like.

In addition, it is more preferable that at least two of the generators are arranged in the circumferential direction of the rotating body so that the resultant force of the forces in contact in the direction of the rotating shaft of the rotating body becomes 0 at the same time.

In more detail, as a preferred example of determining whether to brake suddenly, the brake pedal movement speed is determined by receiving the brake displacement and brake pedal movement time values from the displacement detection sensor (or position sensor) and the time detection sensor mounted on the brake pedal 86 . It is calculated and judged by comparing this with the preset speed that determines whether or not to brake suddenly. Whether to make such a sudden braking decision may be determined by trial and error several times. It can be applied as a fixed value, or the driver's manipulation can be collected and analyzed, changed according to a pre-entered calculation formula, and stored again. By comparing the calculated moving speed of the brake pedal 86 with a preset speed for determining whether to brake suddenly, if the speed is greater, it is determined as sudden braking. When it is determined that sudden braking is performed through the above process, a plurality of sub-generators are connected to the driving shaft 05 in order to quickly control the driving shaft 05 . At this time, the force of the sub-generator acting as the center of the drive shaft for balance of the drive shaft 05 and faster braking is set to zero. When explaining FIG. 5 as an example, if it is an example of 2 directions among 2 directions to 8 directions, the sub-generator 1 ( 241 ) and the sub-generator 5 ( 245 ) are simultaneously connected. The sub-generators located on the other side of the drive shaft 05 are connected at the same time. As an 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 at the same time. In the case of 3 directions and 5 directions (not shown in the drawing), the sub-generators are connected at the same time to achieve a balance in the central direction. In addition, in the case of FIG. 9, which will be described later, when the sub-generator 1 241, the sub-generator 2 242, and the sub-generator 3 243 are set to contact the brake disc 96, the sub-generators are It is preferable to be installed on the opposite side of the brake disc 96 so that they are connected (contacted) at the same time. This principle and the number and position of sub-generators are not limited to the drawings. In addition, the control of the generator interruption (desorption) starts when the driver steps on the brake pedal 86 . It is determined whether hydraulic braking is controlled by referring to the vehicle speed, the change rate of the brake signal, and the slip rate of the wheel. If it is judged as panic braking or an imminent situation, it is desirable to prioritize hydraulic braking control and to perform CBS or ABS control.

As 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-generator 1 (241) to the sub-generator 3 (243) are installed to intermittently contact the friction surface. The electronic control device controls the driving cylinder 78 to determine the positions of the sub-generators 241 to 243 and to determine whether to transmit the rotational force. The number and types of the brake disc 96 and the intermittent sub-generators are detachable according to the situation according to the conditions as described above.

In addition, the rotating body includes a first drive shaft connected to the power generator and a second drive shaft receiving power from the first drive shaft, and a clutch for controlling power between the first drive shaft and the second drive 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 wheels and the rear wheels of the vehicle to be understood.

In addition, according to the perspective of those skilled in the art, the first drive shaft 15 may be understood as a driving shaft, the second drive shaft 55 is a driven shaft, and the drive shaft may be understood as a main shaft, but hereinafter described as a first drive shaft and a second drive shaft and a drive 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 including thermal energy is generated by combining with oxygen in the combustion chamber in the engine 12, and the crankshaft connected to the combustion chamber Alternatively, it is converted into rotational energy through a 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 unit includes a wheel in the case of a vehicle. The rotating body includes the first drive shaft 15 , the clutch 40 , the second drive 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 mechanical energy generated by the engine 12 and transmits the mechanical energy applied from the first drive shaft 15 or During braking, the clutch 40 is separated to block power transmission, and the second drive shaft 55 that connects the clutch 40 and the brake disk 96 and a brake pedal that reduces the rotational speed of the second drive shaft 55 ( 86 ), a boosting 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 using one or more of a transmission force including a cohesive force, a frictional force, a tension, an elastic force, a magnetic force, an electromagnetic force, and a centrifugal 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 connected and installed. do. In addition, a clutch line 87 , a release piston 59 , a release fork 58 , and a release lever 46 are connected to the master cylinder 84 .

Mechanical energy generated by the engine 12 or the motor, specifically rotational energy, is transmitted to the first drive shaft 15 and applied to the flywheel 18 to rotate the clutch 40 . In normal time, that is, during driving, the clutch 40 is connected, so it is transmitted to the second drive shaft 55 , the brake disk 96 , and the wheels that are the energy output units, all of which rotate at the same speed. When braking, when the brake pedal 86 is depressed, the pressure is transmitted to the master cylinder 84 through the booster 82 for amplifying the force. The master cylinder 84 is filled with fluid, and using Pascal's principle, the brake fluid in the small cylinder attached to the master cylinder 84 is compressed, and this force rides the brake line 88 and the brake cylinder 92. The pressure is sequentially transmitted to the brake caliper 94 and converted into a compression force. It causes friction with the brake disk 96 connected to the rotating second drive shaft 55 and is converted into thermal energy and consumed while controlling the speed. When power is transmitted using latex, it is easy to amplify the power. Since hydraulic brakes are operated at high pressure, large forces can be obtained even with small brake component sizes, eg wheel cylinder diameters. Also, since brake fluid is incompressible, if the air gap is small, several wheel cylinders can be operated simultaneously 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 is also immediately operated by this pressure to generate a braking force on each wheel.

When power is transmitted, the coil spring 56 presses the clutch pressure plate 44 against the clutch disk 42, and the clutch disk 42 is compressed between the friction surface of the flywheel 18 and the clutch pressure plate 44. do. 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 compression force is converted into a torque acting on the effective radius of the clutch disk 42. It is transmitted to the second drive shaft (55). When pressure is applied to the brake pedal 86 for braking, as described above, the fluid filled in the master cylinder 84 is pressurized by the booster 82, and the brake line 88 and the clutch line 87 according to Pascal's principle. ) are transmitted to each. 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 central axis 505 , and is installed so that the release piston 59 is in close contact with the lower part based on the release central axis 505 . The release piston 59 is designed so that when the cylinder housing 506 is filled with fluid or air and there is external pressure, the contact piston 508 is pushed downward in the release fork 58 direction. 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 part of the release fork 58 and the release ring 54 - release lever (46) - As the force is sequentially applied to the clutch pressure plate 44, a separation occurs inside the clutch 40, and the rotational force of the first drive shaft 15 and the second drive shaft 55 is separated. In other words, when the force pressing the release ring 54 is greater than the restoring force acting as the compression force of the coil spring 56, the release ring 54, the release lever 46, and the clutch pressure plate 44 installed in the lever principle The clutch pressure plate 44 is separated from the clutch disk 42 . When the clutch pressure plate 44 is separated from the clutch disk 42 , a gap is created between the flywheel 18 , the clutch disk 42 , and the clutch pressure plate 44 , and the first drive shaft 15 and the second drive shaft 55 . ), the torque between them cannot be transmitted. In addition, 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 disk 42 is the flywheel again by the restoring force of the coil spring 56 . It is compressed between (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 .

In addition, when the pressure through the clutch pedal 806 is transmitted to the clutch rod 804 in a lever principle for shifting, the tension of the connected clutch cable 805 pulls the upper part of the release fork 58 . While the lower part is pushed in the opposite direction to which the upper part is pulled based on the release central axis 505, a force is sequentially applied to the release ring 54 - the release lever 46 - the clutch pressure plate 44, and the clutch 40 inside There is a separation between the rotational force of the first driving shaft 15 and the second driving shaft 55 . As described above, it is determined by those skilled in the art whether or not to store energy using the power separation that occurs temporarily during shifting through the clutch.

In order that the flywheel 18 and the clutch pressure plate 44 are compressed by the pressing force, the energy of the first drive shaft 15 and the second drive shaft 55 is transmitted to each other and separated during shifting or braking, the conventional transmission ( 808), an embodiment in which the clutch installed adjacent to the clutch 40 is coupled to the clutch 40 is presented. By separating the clutch 40 from the conventional clutch position, it can be installed anywhere between the flywheel 18 and the wheel, at one or more positions.

As another preferred embodiment, leave about 0.8mm between the yoke, which is the body of the clutch, and the rotary rotor hub, and assemble it with a friction disk and a fixing latch to connect the shaft and the shaft and flow a current to the lead wire, magnetic force is generated and friction of the rotary rotor hub It can be designed so that the surface and the friction disk are in contact to transmit power. In this case, when the current is cut off, the magnetic force is lost and the clutch is disconnected. In detail, the rotation of the first drive shaft 15 and the second drive shaft 55 is integrated while the clutch 40 is engaged by supplying current while driving, and a signal is input from the brake device to the electronic control device during braking. This cuts off the current from the electronic control device to separate the coupling of the clutch 40 . In the case of such an electromagnetic clutch, power is transmitted when current flows and the clutch can also be disengaged when current is cut off, and conversely, it is possible to disconnect power when 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 motion. That is, controlling the speed of the rotating body is interchangeable with controlling the speed of the second drive shaft.

In the case of a vehicle moving on a road or track, which is a preferred embodiment among power devices including construction equipment, generators at industrial sites, ships, railroads, and aircraft, when the engine is started, the neutral state including idling, and pressure on the accelerator It can be divided into the acceleration state applied, the deceleration driving state in which the pressure is removed to the accelerator but the speed is reduced by friction while moving by inertial force, and the braking state in which the vehicle is braked by applying pressure to the brake pedal. With respect to the braking state, it is possible to control the generator by installing it as described above.

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 operation can be performed as intended by the driver. In the neutral state, the braking state, and the decelerating driving state, the clutch 40 is disconnected and, if necessary, the energy of the first drive shaft 15 is connected to the energy storage device 20 and stored. 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 conventionally consumed inertial force.

When the accelerator pedal operation is removed or the brake pedal 86 is operated, the second drive shaft 55 and the first drive shaft 15 are separated to move with independent energy, and the first drive shaft 15 or the second drive shaft ( 55) energy 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 drive shaft 15 , the clutch and the second drive shaft 55 to provide frictional force. vehicle moves along a road or track. The clutch 40 is installed between the sub-generator 1 241 and the wheel. Up to a certain speed, since the rotational speed of the power source is faster than the corresponding vehicle speed, energy is applied from the power generator to the wheels and the vehicle acquires acceleration. On the other hand, when the vehicle speed is high, the first drive shaft 15 and the second drive shaft 55 are separated by the clutch 40 because the integration of the power generating device and the wheels rather prevents movement.

More specifically, when the operation of the accelerator generating device including the accelerator pedal 89 or the accelerator lever (or mascon) is removed during the operation of the power generating device, the power of the first driving shaft 15 and the second driving shaft 55 is removed. make it separate. When the pressure is removed from the accelerator pedal 89 , the connected electronic control device 70 recognizes and blocks supply of current to the clutch 40 . It can be applied as soon as the operation starts, but it is preferable to set it in the electronic control device 70 so that it is operated from a certain speed or more so that it is detached. When there is no pressure on the accelerator pedal at a vehicle speed of at least 30 km/h or more, more preferably at a speed of 60 km/h or more, the clutch 40 is disconnected, and if necessary, the rotational energy of the first drive shaft 15 is converted into an energy storage device ( 20) is saved. When the clutch 40 is separated, an actuator including a plurality of driving cylinders 78 in the above to maintain the same rotational speed of the first driving shaft 15 and the second driving shaft 55 is the first driving shaft 15 participate in the rotation of

In addition, it is not determined by whether the accelerator pedal 89 operates or not, it can be operated by using the speed sensor together. The rotational speed of the first drive shaft 15 corresponding to the vehicle speed of the constant speed motion of the vehicle is set, and the power is separated while the accelerator pedal 89 is not depressed by comparing the values. During the deceleration 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, operated by a signal from a speed sensor, or in parallel.

In addition, in the deceleration driving state, a speed sensor connected to the first drive shaft 15 or the second drive shaft 55 to detect a change in rotational speed and an electronic control device 70 connected to the speed sensor, the first drive shaft 15 It is preferable to determine whether the clutch 40 between the and the second drive shaft 55 is detached.

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

The generator may be installed to be detachably attached to the first drive shaft 15 . When the generator is installed to be detachably attached to the first drive shaft 15 , it is preferable to store energy while maintaining the same speed as that of the second drive shaft 55 .

As a preferred example, in the case of a vehicle that requires rotation of 3,000 rpm as a power source for constant speed motion of 100 km/h, the clutch 40 maintains the engaged state at the same rotation speed and a moving speed of 100 km/h or less. The same rotational speed, a moving speed of 110 km/h, and even when pressure is applied to the accelerator pedal 89, the clutch 40 maintains the engaged state to accelerate the vehicle through the accelerator pedal 89 as the driver desires. will raise If this vehicle is moving at a speed of 110 km/h or more, if the rotation speed is 3,000 rpm and there is no pressure on the accelerator pedal 89, the first drive shaft rotation speed (at the rotation speed of 3,000 rpm) rather than the movement speed (110 km/h) The corresponding constant speed is 100 km/h), which is recognized by the electronic control device 70 as a slow case, and the clutch 40 is separated. Due to the already moving acceleration and inertia, the second driving shaft 55 and the wheel rotate and the vehicle moves, and the relatively slow rotation of the first driving shaft 15 is not prevented. If the rotational speed of the power source for the constant speed motion of 60 km/h of this vehicle is 1,800 rpm, the same settings as above are made. That is, the first drive shaft rotation speed corresponding to the high speed is set from the first drive shaft rotation speed corresponding to the low constant speed motion, and the first drive shaft 15 is higher than the corresponding constant speed motion speed in a state where the accelerator pedal 89 is not depressed. This is a method of disengaging the clutch 40 when it rotates slowly. In this way, detailed settings from low to high speed are possible, but in terms of efficiency, it is desirable from the viewpoint of energy efficiency to focus on settings at medium and high speeds. The second drive shaft rotation speed sensor 722 may be replaced with a corresponding vehicle speed sensor 726 . The transmission or the fluid clutch temporarily breaks the integration of the first drive shaft 15 and the second drive shaft 55, and the electronic control device 70 detects this. In the above example, the speed range has been broadly described for understanding, but in actual application, it is preferable to set it to be detached by a minute difference.

If the power is separated in the deceleration driving state, the moving speed of the vehicle will be slowed down immediately after a certain period of time on an uphill slope. In this case, the time for separating the power is shortened. On the other hand, on a downhill slope, the potential energy acts together, which has the advantage of being able to drive a certain section without energy supply from a power source.

When the moving speed of the vehicle is faster than the rotation speed of the corresponding power generating device, that is, when the rotation speed of the second drive shaft 55 is faster than the rotation speed of the first drive shaft 15 when the power is separated, the above and Similarly, the first drive shaft 15 and the second drive shaft 55 are separated by the clutch 40 . Like the braking state, the rotation speed detected by the second drive shaft rotation speed sensor 722 and the first drive shaft rotation speed sensor 724 is connected to the electronic control device 70 to recognize the rotation speed difference, and the electronic control device If the ignition cycle is accelerated (or the motor speed is accelerated) through the throttle valve connected to 70 and the intake air control function, etc., the rotation speed of the first drive shaft 15 is set to the rotation speed of the second drive shaft 55 can match

Unless it is a downhill road in which potential energy exists, the rotation of the second drive shaft 55 decreases faster than the rotation speed of the first drive shaft 15, the speed of which is reduced only by air resistance due to friction between the connected wheel and the floor. do. That is, the speed of the first drive shaft 15 is faster than the speed of the second drive shaft 55 in a state in which the power is separated and the accelerator pedal 89 is not depressed. When the speed of the second drive shaft 55 is higher in the power separation state, the ignition cycle proceeds faster as described above, but when the speed of the first drive shaft 15 is faster, the rotational energy can be stored. . The vehicle speed is maintained without additional energy supply by the inertial force involved in the movement of the vehicle, and the rotational energy of the first driving shaft 15 separated by the clutch 40 is set at the same speed as the rotational speed of the second driving shaft 55 . It can be stored and maintained as

As a preferred example of the actuator in this case, as shown in FIG. 2 , one or more driving cylinders 78 connected from the electronic control device 70 and whose operation is controlled by the solenoid valve 1 761 are installed. During braking, the master cylinder 84 is involved, and during driving, the pressure adjusting device 85 is involved.

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

When the moving speed of the vehicle is faster than the corresponding rotation speed of the first drive shaft 15, the electronic control device 70 sends a current to the pressure adjusting device 85 to increase the pressure, and the pressure increase is applied to the control valve line ( 892) and the reduced pressure line 896. After that, the operation is omitted because it is similar to storing energy while controlling the speed in the braking state. In addition, when the speed difference between the first drive shaft 15 and the second drive shaft 55 is eliminated, 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 spaced apart from the generator. The subsequent restoration process is similar to that in the braking state. When the uphill slope is severe, the rotation speed of the second drive shaft 55 is decelerated to a higher speed. In this case, the difference from the rotation speed of the first drive shaft 15 becomes more severe. If the accelerator pedal 89 is depressed, the operation of all systems is stopped, and the clutch 40 is engaged to accelerate the vehicle. The energy of (15) is stored as much as the decrease in the rotation speed of the second drive shaft 55 . In this case, it is preferable to set the number of sub-generators and actuators to a large number, 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 structure is more preferable.

Also, it further includes an accelerator pedal actuation detector.

When pressure is applied to 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 movement speed and rotation speed are strong and weak. Regardless, it is preferable that the clutch 40 is coupled to integrate the first drive shaft 15 and the second drive shaft 55 so that the driver can control it. When pressure is transmitted from the accelerator pedal 89, it is sensed by the electronic control device 70 connected thereto, and the clutch 40 is engaged.

In addition, in a state in which the power is separated, there may be a case in which the brake pedal is pressed instead of the accelerator pedal 89. In this case, the clutch 40 is not engaged and maintains the separated state while the braking force is applied to the second drive 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, conventionally, even if the first drive shaft 15 and the second drive shaft 55 are separated, all energy is wasted or stored inefficiently. 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 to conveniently increase energy efficiency.

In addition, the generator is detachably attached to the second drive shaft 55 . In this case, in addition to the advantage of being able to store and utilize a large amount of the rotational force generated by the second drive shaft 55 , the rotational force of the first drive shaft 15 is separated from the second drive shaft 55 to separate the first drive shaft 15 as described above. ), most of the rotational inertia is stored. When the vehicle is braked due to frictional force generated in the brake disc 96, the second driving shaft 55 performs the same rotational motion as the brake disc 96 and is integrated with the brake disc 96 and rotates. The rotational force is inevitably consumed as some thermal energy. This is because it is more preferable to use a hydraulic brake considering safety in parallel. Nevertheless, since energy including rotational inertia is proportional to mass, energy efficiency is further increased when the energy of the second drive shaft 55 having a larger amount of energy than the first drive shaft 15 is stored in parallel.

In the above description, the energy of the first drive shaft 15 is applied by separating the drive shaft 05 into the first drive shaft 15 and the second drive shaft 55 by the power cleavage device 40 . A similar structure can be installed so that the energy of the second drive shaft 55 can be applied.

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.

In more detail, after recognizing whether or not braking by the braking pedal 86 occurs, the required braking force by the braking pedal 86 is calculated. The required braking force is divided into hydraulic braking force and regenerative braking force, and it is executed as the sum of the hydraulic braking force binding the wheel and the 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, so it will be omitted.

It is preferable that such a power regenerative brake device can receive energy from the drive shaft 05 . Although the power regenerative brake device has the advantage of efficiently storing energy during braking, it has a disadvantage that the driver may feel sudden braking due to a change in the circuit. When the clutch is actuated, the inertia force is temporarily operated, and a feeling of the vehicle being drawn in the driving direction is received. When the power regenerative brake device and the 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.

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

As the inter-vehicle distance sensor, a method of detecting the inter-vehicle distance using a laser radar or a camera is generally used. The situation with the preceding vehicle can be determined through the inter-vehicle distance sensor together with the vehicle speed sensor for measuring the speed of the vehicle, and through this, the electronic control device 70 can determine whether to further decelerate. When it is determined that additional deceleration is necessary, it is connected to a generator to receive energy from the drive shaft, decelerates the vehicle speed, and stores energy.

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

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

The present invention relates to a power device that can be designed to constitute a driving shaft including a turboprop, a train, a construction equipment, an industrial generator, a ship, an aircraft, a rocket, and military equipment, including a vehicle moving on a road or track in the above. include cases. In addition, it can be applied to a power vehicle using various power methods including steam, electricity, diesel, and a turbine and a vehicle towed therewith as described above. In addition, even in the case of an electric rolling stock equipped with only a device that receives power from trolly lines and converts electric power into mechanical power, a power transmission device that has mechanical kinetic energy including rotational motion The above method can be applied to any position. As a preferred example, the rotational energy and detachment of the wheel shaft may be designed to be possible.

05 Drive shaft 761 solenoid valve 1
12 Engine 765 solenoid valve 5
15 1st drive shaft 769 check valve
18 flywheel 78 drive cylinder
20 Energy storage device 782 drive cylinder housing
241 Sub generator 1 784 Drive return spring
245 sub generator 5 786 cup seal
26 Connecting Rotating Body 788 Cylinder Piston
40 Clutch 789 Piston Action Connection
42 Clutch disc 80 Brake system
44 Clutch pressure plate 804 Clutch rod
46 Release lever 805 Clutch cable
502 return spring 806 clutch pedal
504 pushrod 808 gearbox
505 Release center shaft 82 Booster
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 Brake line
58 Release fork 89 Accelerator pedal
59 Release Piston 892 Control Valve Line
70 Electronic Control Unit 894 Drive Cylinder Line
72 Sensor 896 Pressure Relief Line
722 Second drive shaft rotation speed sensor 92 Brake cylinder
724 1st drive shaft rotation speed sensor 94 Brake caliper
726 vehicle speed sensor 96 brake disc

Claims (1)

a rotating body receiving rotational force from the motor;
a clutch for controlling a first driving shaft connected to the motor and a second driving shaft connected to the rotating body;
And a speed control device for controlling the rotation speed of the first drive shaft to the rotation speed of the second drive shaft,
The speed control device is
a first drive shaft rotation speed sensor detecting the rotation speed of the first drive shaft;
a second drive shaft rotation speed sensor for detecting the rotation speed of the second drive shaft;
a plurality of generators, the number of which is connected to the first drive shaft is determined based on the respective rotation speed values of the first drive shaft rotation speed sensor and the second drive shaft rotation speed sensor; Energy-saving combined braking device using sensing technology including

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