KR20240045182A - Subgenerator controlled railway vehicle for energy recovery - Google Patents

Abstract

In the case of power devices including construction equipment, generators at industrial sites, vehicles, ships, and aircraft, various types of energy, including fuel, batteries, or alternative energy sources, are converted into kinetic energy and used. However, while using energy in this way, it is necessary to slow down, stop, or brake when necessary. In this case, most of the energy is inevitably converted to heat and consumed in a useless state. The purpose of the present invention is to provide an energy recovery vessel using sensing technology that efficiently recovers wasted energy using a generator and increases energy efficiency by using inertial force derived from a motor. In order to achieve the above object, a sub-generator controlled energy recovery railway vehicle according to an embodiment of the present invention controls a rotating body that receives rotational force from a motor, a first driving shaft connected to the motor, and a second driving shaft connected to the rotating body. A clutch that detects the rotation speed of the first drive shaft and a speed control device that controls the rotation speed of the second drive shaft, and the speed control device includes a first drive shaft rotation speed sensor that detects the rotation speed of the first drive shaft, and a speed control device that detects the rotation speed of the first drive shaft. A plurality of generators, the number of which is connected to the first drive shaft, are determined based on the respective rotation speed values of the second drive shaft rotation speed sensor, the first drive shaft rotation speed sensor, and the second drive shaft rotation speed sensor, which detects the rotation speed. do.

Description

Subgenerator controlled railway vehicle for energy recovery}

The present invention relates to a sub-generator controlled energy recovery railway vehicle.

In the case of power devices including construction equipment, generators at industrial sites, vehicles, ships, and aircraft, various types of energy, including fuel, batteries, or alternative energy sources, are converted into kinetic energy and used. However, while using energy in this way, it is necessary to slow down, stop, or brake when necessary. In this case, most of the energy is inevitably converted to heat and consumed in a useless state. Currently, the most common braking method is to generate friction using hydraulic pressure and dissipate it as heat energy in the wheels. To solve this problem, a method of storing energy using a regenerative braking system is widely known, but this method is generally combined with a method of consuming storable energy as heat energy, which makes it inefficient.

In the case of railway vehicles, a method of controlling the rotation of the main motor by changing the resistance value by inserting a resistance between the supplied power and the main motor, or a braking method using magnetic force of opposite polarity between the rail and the vehicle, are additionally used. All of these methods have the problem of consuming the generated kinetic energy while converting it into unusable energy. In addition, in the case of the regenerative braking method, the main method is to transmit the power generated during dynamic braking to a substation to be used in other power vehicles, but the mechanism becomes complicated to make the electricity generated by the electric motor similar to the voltage of the catenary line. There is a difficulty in that voltage converter and frequency converter must be installed separately. Therefore, there are limitations in deciding whether to use dynamic braking or regenerative braking by comparing the economic feasibility of the energy savings when regenerative braking is adopted and the cost of vehicle and ground-side facility costs and maintenance costs.

The purpose of the present invention is to provide information on a subgenerator-controlled energy recovery railway vehicle that efficiently recovers wasted energy, increases energy efficiency, and alleviates shock.

In order to achieve the above object, a sub-generator controlled energy recovery railway vehicle according to an embodiment of the present invention controls a rotating body that receives rotational force from a motor, a first driving shaft connected to the motor, and a second driving shaft connected to the rotating body. A clutch that detects the rotation speed of the first drive shaft and a speed control device that controls the rotation speed of the second drive shaft, and the speed control device includes a first drive shaft rotation speed sensor that detects the rotation speed of the first drive shaft, and a speed control device that detects the rotation speed of the first drive shaft. A plurality of generators, the number of which is connected to the first drive shaft, are determined based on the respective rotation speed values of the second drive shaft rotation speed sensor, the first drive shaft rotation speed sensor, and the second drive shaft rotation speed sensor, which detects the rotation speed. do.

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

Hereinafter, the structure and operation will be described in more detail through preferred embodiments of the present invention along with reference numerals in the drawings. However, this is presented as a preferred example of the present invention and should not be construed as limiting the present invention in any way.

In order to achieve the above object, a sub-generator controlled energy recovery railway vehicle according to an embodiment of the present invention controls a rotating body that receives rotational force from a motor, a first driving shaft connected to the motor, and a second driving shaft connected to the rotating body. A clutch that detects the rotation speed of the first drive shaft and a speed control device that controls the rotation speed of the second drive shaft, and the speed control device includes a first drive shaft rotation speed sensor that detects the rotation speed of the first drive shaft, and a speed control device that detects the rotation speed of the first drive shaft. A plurality of generators, the number of which is connected to the first drive shaft, are determined based on the respective rotation speed values of the second drive shaft rotation speed sensor, the first drive shaft rotation speed sensor, and the second drive shaft rotation speed sensor, which detects the rotation speed. do.

Additionally, the power generation device includes an engine that converts the chemical energy of fuel into mechanical energy by burning it with oxygen, or a motor that converts electrical energy into mechanical energy. In addition, the mechanical energy is preferably thermal energy, mechanical energy, rotational energy, linear energy, kinetic energy, or energy containing one or more of the above energies to generate rotational force.

The rotating body includes wheels of vehicles, screws of helicopters, aircraft, and ships. In addition, it includes an object that performs a rotational movement that acts in the process from the clutch to the wheel or screw. Additionally, the rotating body includes a drive shaft at one end connected to the power generating device and at the other end connected to the rotating body.

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

The wheel includes a wheel. The vehicle includes a vehicle that moves on a road or track. The wheels include electric train wheels, subway wheels, automobile wheels, ship wheels, etc.

The braking 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 that is given artificial force to brake the device.

Meanwhile, the generator according to the present invention is installed spaced apart from one side of the rotating body that receives rotational force from the power generator and is connected to an energy storage device. When the speed of the rotating body is reduced by operation of the braking device, the rotating body It includes being connected to the rotating body to receive rotational force.

Meanwhile, the energy recovery method according to the present invention includes the steps of controlling the speed of a rotating body that receives 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 with the rotating body.

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

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

As shown in Figure 1, which is a schematic diagram showing the schematic configuration according to an embodiment of the present invention, a sensor 72 is installed to measure the pressure of the brake pedal 86 for braking. The sensor 72 is connected to the electronic control device 70 and receives signals. The electronic control device 70 controls the operation of sub-generator 1 (241) or the connecting rotor (described later) so that the energy of the drive shaft 05 can be applied to sub-generator 1 (241). The sensor 72 is preferably a pressure sensor, but it can be replaced by mounting a displacement sensor (or position sensor or pedal stroke sensor) near the brake pedal 86. In addition, it can be replaced with various sensors including the master cylinder hydraulic sensor or brake operation detector (an on-off sensor that only detects operation). The operation of subgenerator 1 (241) or the connecting rotor (described later) is preferably determined by opening and closing solenoid valve 1 (761) connected to the electronic control device (70). The embodiment will be described through the detachment (interruption) of the generator from the drive shaft 05 of the rotating body. If the drive shaft 05 of the embodiment is determined to have a small diameter in a vehicle, additional auxiliary components, including a flywheel, may be installed to increase the diameter.

More specifically, as shown in Figure 2, which is a schematic diagram showing the 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 solenoid valve 1 (761) An actuator including a cylinder 78 is installed. The drive cylinder 78 and solenoid valve 1 (761) are installed near the drive shaft (05), either around the flywheel or the distributor, which exhibits the same movement as the drive shaft (05). Additionally, as another example of a rotating body that exhibits the same movement as the drive shaft 05, it can be installed anywhere around the brake disc. The pressure inside the master cylinder 84, control valve line 892, drive cylinder line 894, drive cylinder housing 782, and pressure reduction line 896 is maintained by fluid. Liquid or gas can be used as the fluid, but liquid is more preferable. Solenoid valve 1 (761) can be converted to an electromagnet by current and determines the opening and closing between the control valve line (892) and the driving cylinder line (894). When 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 as a result, the cylinder piston (788) is integrated and installed. and the piston operation connection portion 789 remain motionless. A check valve 769 is installed in the pressure reduction line 896 to prevent fluid movement due to pressure on the master cylinder 84 from flowing back to the drive cylinder 78 along the pressure reduction line 896. In addition, sub-generator 1 (241) is connected to the piston operation connection part 789 to induce integrated operation, and is installed at a distance 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 reduction line 896. A check valve 769 is installed in the pressure reducing line 896, so 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 current flows from the electronic control device 70 to solenoid valve 1 (761), the transmitted fluid pressure is sequentially applied from the control valve line 892 to the driving cylinder line 894 and the inside of the driving cylinder 78. The applied increased pressure becomes greater than the tension of the drive return spring (784) installed, and the cylinder piston (788) and piston operation connection part (789) operate to move the connected sub-generator 1 (241) in the direction of the drive shaft (05). push it out The rotational force of the drive shaft (05) is applied to sub-generator 1 (241) through friction force, and the applied energy of 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 consumed by friction, thereby reducing the rotation speed. Power is consumed to operate 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), solenoid valve 1 (761) is closed, so that when the brake pedal (86) is not operated, the drive shaft (05) and sub-generator 1 (241) are spaced apart from each other. It is desirable to set the electronic control device 70 so that no energy is applied. When the pressure of the brake pedal 86 is removed and 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). The pressure of the driving cylinder line 894 and the driving cylinder housing 782 is high, but the pressure of the master cylinder 84 and the control valve line 892 is relatively low, so the fluid flows through the pressure reduction line 896 and pressure strikes a balance. At the same time, the cylinder piston 788, piston operation connection part 789, and sub-generator 1 (241) are restored to their original positions by the tension of the drive return spring 784, temporarily increasing the pressure, and this increased pressure fluid is also connected to the pressure reduction line. As it flows to (896), the pressure inside the driving cylinder (78) is restored to its original state. In other words, during restoration, spring tension and Pascal's principle act simultaneously. At this time, even if sub-generator 1 (241) is separated from the drive shaft (05), it continues to store energy in the energy storage device (20) due to inertial force.

In addition, it further includes a sensor that measures the operating pressure of the braking device, and an electronic control device that receives a signal from the sensor, and the electronic control device compares the number of the generators connected to the rotating body with a pre-entered value. It is more desirable to select .

In addition, a step of selecting the number and type of the generator connected to the rotating body by comparing the measured pressure with a pre-entered value with an electronic control device connected to a sensor that measures the pressure that controls the rotating body speed. Includes more.

In addition, the electronic control device supplies current to one or more solenoid valves to determine opening and closing of the solenoid valves, and controls the position of one or more generators connected to the solenoid valves by opening and closing the solenoid valves to provide power to the rotating body. It includes determining whether to control the generator.

Meanwhile, when the speed of the rotating body receiving the rotational force from the power generator is reduced by the operation of the braking device, the electronic control device receives a signal from the sensor that measures the braking pressure of the braking device and compares it with the pre-entered value. , Connecting the generator to the rotating body so that the generator receives the rotational force of the rotating body, and controlling the generator to be connected 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 from the coax (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, and for this purpose, it is desirable to increase the number of subgenerators and actuators. As shown in Figure 4, which is a perspective view and Figure 5, which is a front view showing the schematic three-dimensional structure according to an embodiment of the present invention, when a plurality of sub-generators are installed spaced apart from each other on the outside of the drive shaft 05 and the required braking force is not large, Energy is applied by contacting only one sub-generator to the drive shaft (05). If the required braking force is large, a stronger braking force is obtained by contacting multiple sub-generators to increase the amount of energy applied and increasing the deceleration amount of the drive shaft (05). At the same time, a large amount of energy is stored.

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

The electronic control device 70 detects the state of the sensor 72 and sequentially opens solenoid valves 1 (761) to solenoid valves (768) according to preset conditions. If a detailed example is explained with Figure 6, which is a conceptual diagram, when the speed is reduced from 2,600 rpm to 2,000 rpm, solenoid valve 1 (761), solenoid valve 5 (765), and solenoid valve 3 (763) are opened, and thus sub-generator 1 (241), sub-generator 5 (245), and sub-generator 3 (243) contact the drive shaft (05) and 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 the electronic control device 70 detects that correction is required at this stage, the solenoid valve 7 (767) is additionally opened to bring the non-contacting subgenerator 7 (247) into contact with the drive shaft (05) to increase the rotation speed. Energy is saved as it is reduced. If the electronic control device 70 recognizes according to a preset value that the drive shaft 05 will decelerate excessively more than necessary due to contacting something that was not in contact, the sub-generator 7 (247) is contacted and at the same time, the drive shaft 05 is decelerated more than necessary. Close solenoid valve 1 (761) to separate subgenerator 1 (241) from the drive shaft (05). The natural law of inertial force (a force that prevents a stationary sub-generator from moving continuously) and friction force states that the energy that rotates a sub-generator that is not in contact is always greater than the energy that rotates a sub-generator that is in contact and rotating. By using , more fine speed control is possible as above. When the speed of the drive shaft (05) is further reduced, the above procedure is repeated and solenoid valves 1 to 8 are selectively opened and closed to control the speed of the drive shaft (05) and store energy.

In addition, the generator further includes a second generator with 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 spaced apart from the rotating body according to the signal.

As shown in Figure 7, which is a front view according to another embodiment of the invention, more precise speed control is possible when the size of the generator is designed differently. In the case of large deceleration, greater energy can be applied at once by contacting the long diameter subgenerator 3 (243). By installing multiple sub-generators of different sizes and driving the sub-generators with small radii together, finer speed control is possible. The larger the radius of the sub-generator, the greater the inertial force and the greater the applied energy of the drive shaft (05) that rotates the sub-generator. However, this is because, even if there is a separation from the drive shaft (05), it can rotate for a longer time due to the large inertial force. This 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 needed to rotate the stationary sub-generator, but the energy corresponding to this inertial force is generated by the sub-generator from the drive shaft (05). Since it has rotational inertia after being separated from, it does not consume as much energy as the inertial force. In other words, more energy is required when rotating a large-diameter sub-generator, but the principle of inertia is explained in that the large-diameter sub-generator rotates for a longer time after separation. Therefore, energy application according to the present invention can efficiently store a large amount of heat energy except for a small amount of heat energy due to friction generated between the drive shaft 05 and the sub-generator. As described above, the amount of rotational force transmitted through the number, size, and weight of the connected sub-generators can be set differently.

In addition, the contact surface with the sub-generator including the flywheel rotation surface that rotates the same as the drive shaft 05, and the rotation surface of the sub-generator to which energy is applied by friction with the contact surface is a friction surface having a detachable structure of at least one of a friction car or a gear. Includes.

In detail, the rotation surface of the drive shaft (05) and the rotation surface of the flywheel exhibit the same speed, and the sub-generator can be installed anywhere where it can receive energy at the same speed as the drive shaft (05). The rotating surface of the drive shaft (05) contacts the rotating surface of the sub-generator and then energy is applied through friction. The pair of the contact surface of the driving shaft (05) and the rotating surface of the sub-generator that come into contact in this way is a friction surface that is a detachable structure of one or more of the friction car or gear. It can be designed as In the case of a cross-sectional circular car, there is a limit to reliable power transmission due to slippage. Therefore, materials such as wood, leather, and rubber, which have greater friction than metal, can be used as car materials. The friction wheel type can be a cylindrical friction wheel (flat friction wheel) or a conical wheel, but it is preferable to increase the rotational force through a grooved friction wheel with a V-shaped groove cut in accordance with the circumference of the surface of the friction wheel. do. Alternatively, in order to prevent abrasion or heat generation in the structure of the friction car, a gear shape in which protrusions are formed at equal intervals around the circumference of the cylindrical car based on the contact surface of the friction car is a preferred example that can be implemented. By adjusting the position of the sub-generator, as well as spur gears, helical gears, double helical gears, and screw gears, any type of gear such as curved bevel gear, zero bevel gear, hypoid gear, or face gear can be applied.

In addition, it further includes a connecting rotating body to control the generator and the rotating body, and the connecting rotating body is inserted between the rotating body and at least one generator among the plurality of generators 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 includes one or more connecting rotating bodies, one or more solenoid valves, and one or more generators to interconnect the generator and the rotating body, and the connecting rotating body is inserted between the generator and the first drive shaft, The electronic control device receives a signal transmitted from the sensor, recognizes the operating pressure of the braking device, compares it with a pre-entered value, supplies current to the solenoid valve, and determines opening and closing of the solenoid valve. It includes controlling the position of the connecting rotor connected to the solenoid valve by opening and closing the valve to determine whether or not it is inserted between the generator and the rotor.

In addition, the electronic control device compares the signal and the pre-entered value to select whether to supply current to the solenoid valve to determine opening and closing of the solenoid valve, and controls the position of the connecting rotor connected to the solenoid valve. It is more desirable to determine whether or not there is a connection between the generator and the rotating body.

As shown in FIG. 8, which is another preferred embodiment of the present invention, sub-generator 1 (241) and drive shaft 05 are installed spaced apart, and flywheel 18 and sub-generator 1 (241) exhibit the same movement as the drive shaft 05. ) is installed so that it can be detached. A connecting rotating body 26 is installed between the subgenerator 1 (241) and the flywheel 18. The connecting rotating body 26 is connected to the driving cylinder 78 and operates in an integrated manner with the cylinder piston and the piston operation connection part. The operation of the driving cylinder 78 is controlled by 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/separation condition. (26) is installed to enable contact/separation between the flywheel (18) and subgenerator 1 (241). In situations where energy application is required, the connecting rotor 26 contacts between the flywheel 18 and subgenerator 1 (241) to apply energy, and in situations where energy application is not required, the connecting rotating body 26 ) is spaced apart from the flywheel 18 and subgenerator 1 (241). Efficient energy application is achieved by installing a number of such sub-generators and connecting rotors.

The connecting rotor (26) can be designed in any shape including a key, pin, spline, and cotter, but if there is a speed difference between the connecting rotor (26) and the flywheel (18), there is a risk of excessive wear or sparking. Therefore, it is desirable to design a friction car in the form of a cone (which transmits power by contacting each other between two axes). In addition to the design of inserting and separating the connecting rotor 26 in a state that is parallel to but not on the same line as the above-mentioned friction car, that is, the driving shaft 05, the connecting rotating body 26 and An object to which energy is applied can also be driven. In this case, it is necessary to minimize wear and vibration by using synchromesh, etc.

In addition, it is more preferable that the plurality of generators are arranged in the circumferential direction of the rotating body and that at least two of them are in contact simultaneously so that the resultant force of contact in the direction of the rotating axis of the rotating body is zero.

More specifically, as a preferred example of determining whether or not there is sudden braking, the braking displacement and brake pedal movement time values are input from the displacement detection sensor (or position sensor) and time detection sensor mounted on the brake pedal 86, and the movement speed of the brake pedal is determined. This is calculated and compared with the preset speed to determine whether or not to brake suddenly. The decision to brake suddenly can be made through several trials and errors. It can be applied as a fixed value, or the driver's operations can be collected and analyzed, changed according to a pre-entered calculation formula, and then saved again. The calculated movement speed of the brake pedal 86 is compared with the preset speed for determining whether to suddenly brake, and if the speed is greater, the speed is determined to be sudden braking. If sudden braking is determined through the above process, a plurality of sub-generators are connected to the drive shaft (05) in order 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 at the center of the drive shaft is set to zero. When explaining FIG. 5 as an example, if it is an example of two directions out of two to eight directions, sub-generator 1 (241) and sub-generator 5 (245) are connected simultaneously. Connect the sub-generators located on the other side of the drive shaft (05) at the same time. As an example of four directions, sub-generator 1 (241), sub-generator 3 (243), sub-generator 5 (245), and sub-generator 7 (247) are contacted simultaneously. In the case of 3-way and 5-way (not shown in the drawing), sub-generators are connected simultaneously to achieve balance in the center direction. In addition, in the case of FIG. 9, which will be described later, when sub-generator 1 (241), sub-generator 2 (242), and sub-generator 3 (243) are set to contact the brake disc 96, the sub-generators are It is desirable to install it on the opposite side of the brake disc 96 so that it is connected (contacted) at the same time. This principle and the number and location of subgenerators are not limited to the drawings. Additionally, the control of generator disconnection (detachment) begins when the driver steps on the brake pedal 86. Whether hydraulic braking is controlled is determined by referring to vehicle speed, brake signal change rate, wheel slip rate, etc. If panic braking or an urgent situation is determined, it is desirable to perform hydraulic braking control first and then perform CBS or ABS control.

As shown in FIG. 9 showing another embodiment, the brake disc 96 and the generator can be connected to each other. The rotating body includes a drive shaft and a brake disc 96. In order to receive the rotational force of the brake disc 96, sub-generators 1 (241) to 3 (243) are installed to interconnect with the friction surface. The electronic control device controls the driving cylinder 78 to determine the positions of the sub-generators 241 to 243 and whether to transmit rotational force. The number and type of the brake disc 96 and the intermittent sub-generator are adjusted to suit the situation according to the conditions described above.

In addition, the rotating body includes a first drive shaft connected to the power generating device and a second drive shaft that receives power from the first drive shaft, and further includes a clutch that controls power between the first drive shaft and the second drive shaft. It is more desirable to include it.

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

In addition, according to the perspective of those skilled in the art, the first drive shaft 15 may be understood as a main shaft, the second drive shaft 55 as a driven shaft, and the drive shaft may be understood as a main shaft. However, hereinafter, they will be described as a first drive shaft, a second drive shaft, and a drive shaft. do.

As shown in Figure 3, which is a schematic diagram showing the schematic configuration according to another embodiment of the present invention, mechanical energy including heat energy is generated by combining with oxygen in the combustion chamber within the engine 12, and the crankshaft connected to the combustion chamber Or, it is converted into rotational energy through a turbine. The rotational energy converted in this way 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 wheels 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 locations between the first drive shaft 15, which transmits the mechanical energy generated from the engine 12, and the wheels from the engine 12, and transmits the mechanical energy applied from the first drive shaft 15. During braking, the clutch 40 is separated and blocks power transmission, and the second drive shaft 55 connecting the clutch 40 and the brake disc 96 and the brake pedal to reduce the rotational speed of the second drive shaft 55 ( 86), a booster 82, a braking device 80 including a master cylinder 84, and an energy storage device connected to the first drive shaft 15.

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

In addition, for the braking condition, the brake pedal (86), booster (82), master cylinder (84), brake line (88), brake cylinder (92), brake caliper (94), and 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, specifically rotational energy, generated by the engine 12 or motor is transmitted to the first drive shaft 15 and applied to the flywheel 18 to rotate the clutch 40. In normal times, that is, during driving, the clutch 40 is connected, and the energy is transmitted to the second drive shaft 55, the brake disc 96, and the wheel, which is the energy output unit, so that they all rotate at the same speed. When braking, when the brake pedal 86 is pressed, pressure is transmitted to the master cylinder 84 through the booster 82 to amplify the force. The master cylinder (84) is filled with fluid, and Pascal's principle is used to compress the brake fluid in the small cylinder attached to the master cylinder (84), and this force travels through the brake line (88) to the brake cylinder (92). Pressure is sequentially transmitted to the brake caliper 94 and converted into compressive force. It causes friction with the brake disc 96 connected to the rotating second drive shaft 55, and is converted into heat energy and consumed to control the speed. When transmitting force using latex, it is easy to amplify the force. Because hydraulic brakes operate at high pressure, large forces can be achieved even when the size of the braking system components, for example the diameter of the wheel cylinder, is small. Also, since brake fluid is incompressible, if the air gap is small, multiple wheel cylinders can be operated simultaneously with a small flow rate. In other words, when the brake pedal is pressed, the line pressure rises rapidly, and this pressure causes the piston of each wheel cylinder to immediately operate to generate braking force to each wheel.

During power transmission, the coil spring 56 presses the clutch pressure plate 44 against the clutch disc 42, and the clutch disc 42 is pressed between the friction surface of the flywheel 18 and the clutch pressure plate 44. do. The energy converted from the engine 12 or motor is transmitted to the flywheel 18 by the first drive shaft 15, and the friction 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 brake pedal 86 for braking, as described above, the fluid filled in the master cylinder 84 is pressured by the booster 82 to form the brake line 88 and the clutch line 87 according to Pascal's principle. ) are transmitted respectively. The fluid for braking flows into the brake line 88 to control the wheels. In addition, the release fork 58 is designed to use the lever principle based on the release central axis 505, and the release piston 59 is installed in close contact with the lower part based on the release central axis 505. The release piston 59 is designed to be 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 toward the lower part 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 part of the release fork 58 and releases the release ring 54-release lever. (46) - As force is sequentially applied to the clutch pressure plate (44), a gap occurs inside the clutch (40), thereby separating the rotational forces of the first drive shaft (15) and the second drive shaft (55). In other words, when the force pressing the release ring 54 becomes greater than the restoring force acting as the compressing force of the coil spring 56, the release ring 54, release lever 46, and 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 created 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 brake pedal 86, the contact piston 508 is returned by the return spring 502, and the clutch disc 42 returns to the flywheel by the restoring force of the coil spring 56. It is pressed between (18) and the clutch pressure plate (44). Therefore, 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 pressure through the clutch pedal 806 is transmitted to the clutch rod 804 in a lever principle for shifting, the upper part of the release fork 58 is pulled by the tension of the connected clutch cable 805. Based on the release central axis 505, the lower part is pushed in the opposite direction to which the upper part is pulled, and force is sequentially applied to the release ring (54) - release lever (46) - clutch pressure plate (44) and inside the clutch (40) A separation occurs and the rotational forces of the first drive shaft 15 and the second drive shaft 55 are separated. It is up to those skilled in the art to determine whether to store energy using the power separation that temporarily occurs when shifting gears through a clutch.

The flywheel 18 and the clutch pressure plate 44 are compressed by compression force, so that the energy of the first drive shaft 15 and the second drive shaft 55 is transferred to each other and separated during shifting or braking, compared to a conventional transmission device ( An embodiment in which a clutch installed adjacent to 808) is coupled to the clutch 40 is presented. The clutch 40 can be separated from the conventional clutch position and installed anywhere between the flywheel 18 and the wheels, in one or more locations.

In another preferred embodiment, the distance between the yoke, which is the body of the clutch, and the rotary rotor hub is about 0.8 mm, and the shaft is connected by assembling it with a friction disk and a fixing fletch, and when current flows through the lead wire, magnetic force is generated to reduce the friction of the rotary rotor hub. It can be designed to transmit power through contact between the surface and the friction disk. In this case, when the current is cut off, the magnetic force is extinguished and the clutch is separated. In detail, current is supplied during driving to integrate the rotation of the first drive shaft 15 and the second drive shaft 55 with the clutch 40 engaged, and when braking, a signal is input from the braking device to the electronic control device. This blocks the current from the electronic control device and disengages the clutch 40. In the case of such an electronic clutch, it is possible to transmit power when current flows and disengage the clutch when the current is cut off, and conversely, it is possible to disengage power when current is transmitted.

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

In the case of vehicles moving on roads or tracks, which are preferred examples of power devices including construction equipment, generators at industrial sites, ships, railways, and aircraft, the starting state can be divided into a neutral state including idling, and a neutral state including idling, with no pressure on the accelerator. It can be divided into an acceleration state applied, a deceleration state in which pressure is removed from the accelerator but the vehicle moves by inertial force and the speed is reduced by friction, and a braking state in which pressure is applied to the brake pedal and the vehicle is braked. For the braking state, it is possible to control the generator by installing it as described above.

In an acceleration 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 it as intended. In the neutral state, braking state, or deceleration driving state, the clutch 40 is separated, and when necessary, the energy of the first drive shaft 15 is connected to the energy storage device 20 to store it. In a decelerated driving state, the first driving shaft 15 is separated using inertial force, and the wheel including the second driving shaft 55 rotates, allowing driving using the inertial force that was previously consumed.

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

In a decelerated driving state, as shown in FIGS. 2 and 8, energy converted from a power source including an engine or motor is transmitted to the wheels through the first drive shaft 15, the clutch, and the second drive shaft 55 to generate friction force. Vehicles move on roads or tracks. The clutch 40 is installed between subgenerator 1 (241) and the wheels. Up to a certain speed, the rotational speed of the power source is faster than the corresponding vehicle speed, so energy is applied from the power generator to the wheels and the vehicle gains acceleration. On the other hand, when the vehicle speed is high, the integration of the power generator and the wheels actually hinders movement, so the first drive shaft 15 and the second drive shaft 55 are separated by the clutch 40.

More specifically, when the operation of the acceleration generator including the accelerator pedal 89 or the acceleration lever (or mascone) is removed during the operation of the power generator, the power of the first drive shaft 15 and the second drive shaft 55 Let this separate. When pressure is removed from the accelerator pedal 89, the connected electronic control device 70 recognizes it and blocks the current supply to the clutch 40. It can be applied at the same time as driving begins, but it is preferable to set it in the electronic control device 70 to operate at a certain speed or higher so that it can be attached and detached. When there is no pressure on the accelerator pedal at a vehicle speed of at least 30 km/h, more preferably at a speed of 60 km/h or higher, the clutch 40 is separated, and when necessary, the rotational energy of the first drive shaft 15 is stored in an energy storage device ( 20) Save it. When the clutch 40 is separated, in order to keep the rotation speed of the first drive shaft 15 and the second drive shaft 55 the same, the actuator including the plurality of drive cylinders 78 described above is connected to the first drive shaft 15. participates in the rotation of

In addition, it can be operated by using a speed sensor instead of determining whether it is operated by the accelerator pedal 89. The rotational speed of the first drive shaft (15) corresponding to the vehicle speed of the vehicle's uniform motion is set, and this value is compared to disconnect the power while the accelerator pedal (89) is not pressed. During deceleration driving, it is possible to appropriately select whether to design the clutch 40 to operate by removing the accelerator pedal 89, to operate it with a signal from a speed sensor, or to operate it in parallel.

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

More specifically, the vehicle speed sensor 726, which detects the speed of the vehicle, and the first drive shaft rotation speed sensor 724, which detects the rotational speed of the power generation device, are connected to the electronic control device 70 and determine the vehicle's moving speed. 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 can be installed to be detachable from the first drive shaft (15). When installing the generator to be detachable from the first drive shaft 15, it is desirable 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 that requires the power source to rotate at 3,000 rpm for constant speed movement of 100 km/h, the clutch 40 maintains the engaged state at the same rotation speed but at a moving speed of 100 km/h or less. The rotation speed is the same and the moving speed is 110 km/h, and even when pressure is applied to the accelerator pedal 89, the clutch 40 maintains the engaged state and accelerates the vehicle through the accelerator pedal 89 as desired by the driver. will increase. If this vehicle moves at a speed of 110 km/h or more, and the rotation speed is 3,000 rpm and there is no pressure on the accelerator pedal (89), the first drive shaft rotation speed (at a rotation speed of 3,000 rpm) is higher than the moving speed (110 km/h). In the case where the corresponding constant speed is slow (100 km/h), the electronic control device 70 recognizes it and the clutch 40 is separated. With the already moving acceleration and inertia, the second drive shaft 55 and the wheels rotate and the vehicle moves, and the relatively slow rotation of the first drive shaft 15 is not interrupted. If the rotational speed of the power source for this vehicle's constant speed movement of 60 km/h is 1,800 rpm, the same settings as above are made. That is, the first drive shaft rotation speed corresponding to high speed is set from the first drive shaft rotation speed corresponding to low-speed constant speed movement, and the first drive shaft 15 is lowered than the corresponding constant speed movement speed without pressing the accelerator pedal 89. This is a method of disengaging the clutch 40 when it rotates slowly. In this way, detailed settings are possible from low to high speeds, but in terms of energy efficiency, it is preferable to focus on settings at medium and high speeds. The second drive shaft rotation speed sensor 722 can also be replaced with a corresponding vehicle speed sensor 726. The transmission or fluid clutch temporarily disconnects 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 was explained broadly for understanding, but in actual application, it is desirable to set it so that attachment and detachment occur by minute differences.

If power is separated in a decelerated driving state, the vehicle's moving speed will slow down after a certain period of time on an uphill slope, and in this case, the power separation time is short. On the other hand, in a downhill slope, potential energy acts together, so there is an advantage that a certain section can be driven without energy supply from a power source.

If the moving speed of the vehicle is faster than the rotation speed of the corresponding power generator, that is, when the power is disconnected, the rotation speed of the second drive shaft 55 is faster than the rotation speed of the first drive shaft 15, the above and Likewise, the first drive shaft 15 and the second drive shaft 55 are separated by the clutch 40. As in 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 difference in rotation speed, and the electronic control device If the ignition cycle is advanced quickly (or the motor speed is accelerated) through the throttle valve and intake air control function connected to (70), the rotation speed of the first drive shaft (15) is adjusted to the rotation speed of the second drive shaft (55). You can fit it.

Unless it is a downhill road where potential energy exists, the rotation of the second drive shaft (55) decreases faster than the rotation speed of the first drive shaft (15), where the speed is reduced only by air resistance due to friction between the connected wheels and the floor. do. That is, in a state where the power is disconnected and the accelerator pedal 89 is not pressed, the speed of the first drive shaft 15 may be faster than the speed of the second drive shaft 55. In the power disconnected state, if the speed of the second drive shaft 55 is faster, the ignition cycle progresses quickly as above, but if 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 due to the inertial force involved in the movement of the vehicle, and the rotational energy of the first drive shaft 15 separated by the clutch 40 is converted to the same speed as the rotation speed of the second drive shaft 55. You can save it while maintaining it.

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

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

If 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 increased pressure is applied to the control valve line ( 892) and the pressure reduction line 896. The operation after that is similar to controlling speed and storing energy in a braking state, so it is omitted. In addition, when the speed difference between the first drive shaft 15 and the second drive shaft 55 disappears, the pressure is restored in the pressure adjusting device 85, and solenoid valve 1 (761) is closed, so that the flywheel 18 and the sub It is desirable to set the electronic control device 70 so that the generators are spaced apart from each other so that energy is not applied to each other. The subsequent restoration process is similar to that in the braking state. When the uphill slope is steep, the rotation speed of the second drive shaft 55 is decelerated to a faster rate, and in this case, the difference from the rotation speed of the first drive shaft 15 becomes more severe. If the accelerator pedal 89 is pressed, the operation of all systems is stopped, and the clutch 40 is engaged to accelerate the vehicle. However, if the accelerator pedal 89 does not need to be pressed, the first drive shaft is in a power disconnected state. The energy of (15) is stored as much as the decrease in rotation speed of the second drive shaft (55). In this case, it is desirable to have a large number of sub-generators and actuators, and the detailed operation is similar to that in the braking state.

Generators can be connected in series or parallel, but a parallel structure is more preferable.

Additionally, it further includes an accelerator pedal operation detector.

When pressure is generated in the accelerator pedal 89, an on/off sensor that detects the movement of the accelerator pedal 89 connected to the accelerator pedal 89 detects this, and the strength and weakness of the movement speed and rotation speed are detected. 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 preferable to detect it in the electronic control device 70 connected to it and engage the clutch 40.

In addition, there may be cases where the brake pedal, rather than the accelerator pedal 89, is stepped on while the power is disconnected. In this case, the clutch 40 is not engaged and remains disconnected, and 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 were separated, all energy was wasted or even if it was stored, it was controlled inefficiently. According to the present invention, power is separated by the clutch 40, and energy from the separated first drive shaft 15 is applied to the generator, thereby conveniently increasing energy efficiency.

Additionally, the generator is detached from 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 from the second drive shaft 55, the rotational force of the first drive shaft 15 is separated from the second drive shaft 55 and the first drive shaft 15 as described above. ) stores most of the rotational inertia. When friction occurs in the brake disc 96 and the vehicle is braked, the second drive shaft 55 performs the same rotational movement as the brake disc 96, so that the second drive shaft 55 rotates integrated with the brake disc 96. Some of the rotational power is inevitably consumed as heat energy. This is because it is more desirable to use hydraulic brakes in parallel for safety reasons. Nevertheless, since energy including rotational inertia is proportional to mass, energy efficiency is further increased when energy of the second drive shaft 55, which has a greater amount of energy than the first drive shaft 15, is stored in parallel.

In the above, it was explained that the drive shaft 05 is separated into the first drive shaft 15 and the second drive shaft 55 by the power charging device 40 and the energy of the first drive shaft 15 is applied. A similar structure can be installed to receive energy from the second drive shaft 55, and it is obvious for those skilled in the art to understand this based on the above-mentioned information.

In addition, it may further include a power regenerative braking device that converts and recovers rotational energy of the rotating body into electrical energy and exerts 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 distributed into hydraulic braking force and regenerative braking force, and is executed as the sum of the hydraulic braking force that restrains the wheel and the regenerative braking force generated while storing energy. Since the configuration of this power regenerative braking device is clearly understood by those skilled in the art, it will be omitted.

It is desirable for this power regenerative braking device to be able to receive energy from the drive shaft (05). Although the power regenerative braking device has the advantage of efficiently storing energy during braking, it has the disadvantage that the driver may feel sudden braking due to changes in the circuit. When the above-described clutch is activated, inertial force temporarily operates and the vehicle feels pulled in the driving direction. When the power regenerative braking device and the clutch system are operated simultaneously, there is an advantage in that a large amount of energy can be recovered through the two systems while canceling out each other's problems.

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

A common method of detecting the distance between vehicles using the principle of a laser radar or camera is used as the vehicle distance sensor. The situation with the vehicle ahead can be determined through the vehicle distance sensor along with the vehicle speed sensor that measures the vehicle's speed, and through this, the electronic control unit 70 can determine whether to further decelerate. If it is determined that additional deceleration is necessary, the vehicle speed is reduced by connecting to a generator to receive energy from the drive shaft and the energy is stored.

The above principle can also be used in a smart cruise control system. Smart cruise control (SCC, Smart Cruise Control) is a system that uses radar to measure the distance between vehicles in front of a preceding vehicle and controls the vehicle to maintain the distance between vehicles. When controlling a vehicle to maintain the distance between vehicles, the controlled energy can be stored.

Additionally, the present invention can be applied to an in-wheel motor after adjusting the length of the drive shaft 05 or the lengths 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 configure a drive shaft including turboprops, electric vehicles, construction equipment, industrial generators, ships, aircraft, rockets, and military equipment, including vehicles moving on the roads or tracks described above. Includes cases. In addition, it can be applied as above to power vehicles and vehicles towed by various power methods including steam, electricity, diesel, and turbine. In addition, even in the case of electric rolling stock, which is equipped with only a device that receives power from trolley lines and converts electrical power into mechanical power, it is a power transmission device that has mechanical kinetic energy including rotational movement. The above method can be applied to any location. As a preferred example, it can be designed to enable rotational energy and detachment of the wheel axis.

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 driving cylinder housing
241 Subgenerator 1 784 Drive return spring
245 Subgenerator 5 786 Cup seal
26 Connector 788 Cylinder piston
40 Clutch 789 Piston operation connection
42 Clutch disc 80 Braking device
44 Clutch pressure plate 804 Clutch rod
46 Release lever 805 Clutch cable
502 Return spring 806 Clutch pedal
504 pushrod 808 transmission
505 Release central axis 82 Multiplying device
506 Cylinder Housing 84 Master Cylinder
508 Contact piston 85 Pressure adjustment device
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 reduction line
722 2nd 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 that receives rotational force from a motor;
A clutch that controls a first drive shaft connected to the motor and a second drive shaft connected to the rotating body;
It includes a speed control device that controls 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 that detects the rotation speed of the first drive shaft;
a second drive shaft rotation speed sensor that detects 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; Sub-generator controlled energy recovery railway vehicle including