201024118 六、發明說明： 【發明所屬之技術領域】 本發明涉及一種能量回收控制系統，尤其是一種可 將汽車行㈣所產生之震動能量时且轉換成電能，並兼 可有效控制阻尼力的汽車震動能量回收控制裝置及其方法 【先前技術】 目前汽車械於道路的過射，因汽車車體震㈣ 產生之能量相當多，惟現今業界針對汽車行駛震動所進約 ^研發改⑽計，財僅重視如何有賴少汽 =震動，明加驗舒舰，但卻鮮少有可將前述^ 仃所產生之震動能量有效回收的結構設計。 ❿ 電系：般而言，市面上見及有一種習知「氣壓式避震發 =單’該習壓式避震發電系統包括-傳動單元及 及該緩衝單元連桿分別與車輻之車輪轴 端與該傳動ΐ元部具有—活塞桿，該活塞桿一 活塞之上部具衫軸接方式予以連接，該 固定於車輛之車體上，干，該另一活塞桿藉由一固定板 一氣囊相通，該氣h另外’該氣紅内腔藉由—逆止閥與 動一發電機作動。的加壓氣體利用一氣動轉換裝置帶 前述習知「>«=·厥 衝單元之相，^式避震發m主要可利用該緩 i輛行駛時所產生的上下震動幅度有 201024118 效的減緩；同時，當該車輛向上震動時，亦可推動活塞作 以便將該氣囊内的氣體進行加壓’使該氣囊内的加壓 氣體可藉由該氣動轉換裝置帶動該發電機作動，令該車輛 震動所產生之機械能可轉換為電能，以提供避震及同時發 電之目的。然而，該習知氣壓式避震發電系統僅適用於可 使用氣塾避震系統的大型車輛上，並不適用於一般輕型汽 車，另外，該習知氣壓式避震發電系統之整體結構相當複 雜’亦會浪費過多的製造成本；再者，該習知氣壓式避震 發電系統雖可同時達到避震及發電之功能，惟駕駛人或乘 客仍無法依個人實際需求控制其阻尼力大小，更詳言之， 由於未具有可控制阻尼力大小之結構設計或方法，故亦無 法達到可同時控制發電量及舒適性之功能。 又，如中華民國公告M284604號「避震式發電裝置 」新型專利案所示，該習知避震式發電裝置包含一發電機 及一發電模組。該發電機設有一齒輪；該發電模組詨有與 該齒輪嚙合的一齒條，該齒條可與一避震器連動，該齒條 並配合該避震器以帶動該齒輪作動，使該發電機可進行發 電。 月’J述習知「避震式發電裝置」雖同樣可將該避震器 所產生的震動能量轉換為電能，然而，該習知避震式發電 裝置的整體結構設計，僅適用於如腳踏車等車輛，同樣不 適用於一般輕型汽車；另外，該習知避震式發電裝置雖設 有可調整彈簧緩衝強度的-彈力調節桿，惟該彈力調節桿 僅為一般用以調整彈簧鬆緊度的調節桿，故駕驶人仍無法 依個人實際f麵效控織阻尼力別、，亦無法達到可同 201024118 時控制發電量及乘座舒適性之功能。 又’如中華民國公告157575號「藉避震器壓縮發電 之充電結構」新型專利案所示，該習知藉避震器壓縮發電 . 之充電結構主要係於一避震器之本體設置一入油口及一出 ' 、油口，並串聯至-油壓馬達，再於該油壓馬達之後端設置 一發電機。藉此’可利用該避震器之油壓迴路受壓縮後令 該油壓馬達運轉’以便該發電機可進行發電作業。 前述習知「藉避震器壓縮發電之充電結構」雖同樣 稽該避震器所產生的震動能量轉換為電能，然而，該習 知藉避震器壓縮發電之充電結構的油壓馬達，主要係利用 油麼迴路控制該油壓馬達運轉，藉此方可供該發電機順利 進灯發電，惟該油慶馬達之油壓迴路於長期使用後，仍容 易產生如漏油或損壞等缺點，因此利用該油壓馬達搭配該 避震器進祕電的結構設計，其整體實錄並不佳 ;再者 ’該習知藉避震n壓縮發電之充電結構雖可同時達到避震 及發電之功月b ’惟駕歇人或乘客仍無法依個人實際需求控 制其阻尼力大小，亦無法達到可同時控制發電量及乘座舒 適性之功能。 • 【發明内容】 ' 、本發明係提供—種汽車震動能#贼控織置及其 方法以便制於-般^型汽車’且同時提供避震及發電 之作用’並兼可供駕欲人或乘客有效控制其阻尼力以達到 預定需求之 ^電量，為主要之發明目的。 -種汽車震動能量时_裝置及其方法 ，該裝置 201024118 包含一懸吊單元、一發電單元、一能量管理單元、一控制 單元及一儲能單元。該懸吊單元用以吸收汽車行驶所產生 之震動能量；該發電單元連接該懸吊單元，且該發電單元 用以將該懸吊單元所產生之震動能量轉換為電能；該能量 、 管理單元用以設定一發電量需求值；該控制單元連接於該 發電單元及該能量管理單元之間，用以控制該發電單元之 發電量；該儲能單元連接該發電單元，用以儲存該發電單 元所產生之電能。本發明藉由上述裝置所執行之方法步驟 ❹，主要係由該能量管理單元接收駕駛人或乘客所設定之需 求預設值，且藉由該能量管理單元分析汽車之車輛運動參 數’以完成電量換算作業’並依據電量換算作業結果送出 電量需求值至-㈣單元’再由該控制單元依據該發 電量需求值送出-控制訊號至一發電單元，由該發電單元 控制該懸吊單元之阻尼力，以將該懸书單元回饋之震動能 量轉換為電能。藉此，以達到可有效控制發電量、提升駕 驶舒適性、提供良好的操控穩定性及降低結構複雜度等諸 多功效。 【實施方式】 、 為讓本發明之上述及其他目的、特徵及優點能更明 1 λ/董，下文特舉本發明之較佳實施例，並配合所附圖式 ，作詳細說明如下： ，參照第丨圖所示’本發明汽車震動能量回收控制 —匕含一懸吊單元10、一發電單元2〇、一能量管理單 元 （EMS)、一控制單元40及一儲能單元5〇。其中： 201024118 該懸吊單元ίο大致包含有如避震彈簧及阻尼器（ damper)等構件（未繪示）。該避震彈簧係於汽車行駛過 程中產生震動時，可提供一靭性抗阻作用；該阻尼器較佳 可選自-液壓式阻尼器或可達到類似功能之其他型式的阻 、 尼器，當該阻尼器為液壓式阻尼器時，可利用内部液壓回 路提供-個可與汽車車輪及汽車車體之相對位移速度（y， )成正比的阻尼力（F) ’以便於該避震彈簧受壓時，可確 實吸收來自該避震彈簧的震動能量。又，該懸吊單元10 依裝設於汽車車體位置之不同，更可進一步區分為前輪懸 吊單元及後輪懸吊單元，進而可有效吸收汽車行驶所產生 之震動能量。 該發電單元20係為一發電機，該發電機可選自一線 性發電機或-旋轉式發電機（未緣示），且該發電單元2〇 係連接該㈣單元I藉此，該發t單元2G可配合將該 懸吊單元1〇所產生之上下位移的震動能量轉換為電能， φ 卩達到節能之效果。更詳言之’該發電單元2〇亦可經由 控制發電機之輸出功率，以反向控制及改變該懸吊單元 ⑴之阻尼力，藉以提供良好的乘車舒適性，並使該懸吊 ' 單元10可回饋震動能量予該發電單元20，進而轉換為預 - 疋需求之電能。 該能量管理單元30係用以提供駕駛人或乘客設定一 需求預設值，該需求預設值之内容可包含如駕駛人或乘客 ^目中預63L的電量需求或乘全舒適性需求。更詳言之，該 能量管理單元30可設置一控制面板（未緣示），該控制面 板較佳位於汽車内部之駕驶座附近，且該控制面板可設置 201024118 ❹ 鲁 ㈣，叙’以供駕敬人或乘客設定該電量需求或乘坐舒適 Λ丨Λ总、，又，各該按鈕係可提供不同等級之電量需求或乘 二Ϊ性需求的設定功能；例如：該控制面板包含有-高 而求她、-中電量需求触祕電量需求按紐，以 =舒適性f求独、—巾舒紐f求按域低舒適性需 鈕等（僅列舉數個實施態樣，亦可以更為詳細區分各 ，不同等級功能之按藉此，以方便該人或乘客設 疋Ο目中理想之電量需求或乘坐舒適性需求。 ―又，前述能量管理單元3〇在接收駕駛人或乘客所設 疋之電量需求或乘坐舒適性需求後，該能量管理單元3〇 可進-步計算目前車輛運動參數’例如：汽車之實際承載 量可參考乘客數量或載貨量等）、汽車車體上下加速 二、。汽車車體滚動加速度或汽車車速等條件，以便配合先 前駕駛人或乘客所設定之電量需求或乘坐舒適性需求進行 電量換算作業，並根據電量換算作業之結果得出—發電量 需求值，再將該發電量需求值輸送至該控制單元4〇。 該控制單元40係連接於該發電單元2〇及該能量管 理單元30之間，當該控制單元4〇接收來自該能量管理單 元30所輸入之發電量需求值後，該控制單元仙可根據該 發電量需求值設定-_訊號，且將該控觀號發送至^ 發電單元20，作為該發電單元20控制該懸吊單元^ 阻尼力的主要參考依據。 。該儲能單元50係連接該發電單元20，用以儲存該發 電單元20所產生之電能。例如：該儲能單元5〇可選自如 電池或電瓶等。 ' 201024118 請參照第2圖_，依據前述本發日月汽車震動能量 回收控制裝置之技細容，魏量f理單元％、控制單 兀40及儲能單兀50可裝設於汽車6〇之車體&内 該懸吊單it 1G及該發電單元2G大致可裂設於汽車6〇之 前輪62及後輪63等位置’其中該懸吊單元1〇及該發電 單元20可進-錄分為以下數種不同實施方式（係揭示 數種較佳實_，其他可_姻結合_之結構設計， 仍應涵蓋於本發明之實施範圍），其中：201024118 VI. Description of the Invention: [Technical Field] The present invention relates to an energy recovery control system, and more particularly to a vehicle that can convert the vibration energy generated by the vehicle (4) into electric energy and can effectively control the damping force. Vibration energy recovery control device and method thereof [Prior Art] At present, the automobile is over-exposed on the road, and the energy generated by the automobile body vibration (4) is quite large, but now the industry is engaged in the development of the vehicle vibration. Only pay attention to how to rely on Shaoqi = vibration, Ming Jiashushu, but there are few structural designs that can effectively recover the vibration energy generated by the above. ❿ Electric system: Generally speaking, there is a known “pneumatic shock absorber=single” on the market. The pressure-type suspension power generation system includes the transmission unit and the buffer unit connecting rod and the spoke wheel respectively. The shaft end and the transmission unit have a piston rod, and the piston rod is connected to the upper part of the piston in a shaft connection manner, and is fixed on the vehicle body of the vehicle, and the other piston rod is fixed by a fixing plate. The airbag is in communication, and the gas h is additionally 'the gas red inner chamber is operated by the check valve and the dynamic generator. The pressurized gas is coupled with the conventional ">«=· buffer unit by a pneumatic conversion device. The type II shock absorber can mainly use the slowdown of the up and down vibration generated by the slow-moving vehicle to have a slowdown of 201024118; meanwhile, when the vehicle vibrates upward, the piston can also be pushed to perform the gas in the airbag. Pressurizing 'the pressurized gas in the airbag can be driven by the pneumatic conversion device to make the mechanical energy generated by the vibration of the vehicle convert into electric energy to provide the purpose of shock absorption and simultaneous power generation. The conventional pneumatic shock absorber The power generation system is only applicable to large vehicles that can use the gas shock absorber system. It is not suitable for general light vehicles. In addition, the overall structure of the conventional gas pressure suspension power generation system is quite complicated, and it will waste excessive manufacturing costs. However, although the conventional pneumatic suspension power generation system can simultaneously achieve the functions of suspension and power generation, the driver or passenger can still control the damping force according to the actual needs of the individual, more specifically, because there is no controllable damping. The structure design or method of the force size, so it is unable to achieve the function of controlling the power generation and comfort at the same time. Also, as shown in the new patent case of the "Mouse Suspension Power Generation Device" of the Republic of China Announcement No. M284604, the conventional shock absorber The power generation device includes a generator and a power generation module. The generator is provided with a gear; the power generating module has a rack meshing with the gear, and the rack is coupled with a shock absorber, and the rack cooperates with the shock absorber to drive the gear to act The generator can generate electricity. The "shock-type power generation device" of the moon can convert the vibration energy generated by the shock absorber into electric energy. However, the overall structural design of the conventional suspension-type power generation device is only applicable to bicycles, for example. Other vehicles are not suitable for general light vehicles. In addition, the conventional shock absorber power generator has a spring adjustment lever that can adjust the spring buffer strength, but the elastic adjustment rod is only used to adjust the spring tightness. The adjustment lever, so the driver still can not control the damping force according to the actual actual surface, and can not achieve the function of controlling the power generation and riding comfort with 201024118. In addition, as shown in the new patent case of the Republic of China Announcement No. 157575, "Charging Structure for Shock-Reducing Power Generation by Shock Absorber", the conventional charging structure is activated by a shock absorber. The charging structure is mainly set on the body of a shock absorber. The oil port is connected to the 'oil port, and is connected in series to the hydraulic motor, and then a generator is arranged at the rear end of the hydraulic motor. Thereby, the hydraulic circuit of the shock absorber can be compressed and then operated by the hydraulic motor so that the generator can perform power generation work. The above-mentioned conventional "charging structure by means of shock absorber compression power generation" converts the vibration energy generated by the shock absorber into electric energy. However, the conventional hydraulic motor of the charging structure by the shock absorber compression power generation is mainly The oil circuit is used to control the operation of the hydraulic motor, so that the generator can be smoothly driven into the light, but the oil pressure circuit of the oil motor is still prone to such problems as oil leakage or damage after long-term use. Therefore, the use of the hydraulic motor with the shock absorber to enter the secret structure design, the overall record is not good; in addition, the conventional structure of the shock absorber can achieve the shock and power generation Month b 'only the driver or the passenger can not control the damping force according to the actual needs of the individual, nor can it achieve the function of controlling the power generation and the comfort of the seat at the same time. • [Summary of the Invention] ', the present invention provides a kind of car vibration energy #thief control weaving and its method to make a 'like car' and at the same time provide the role of shock and power generation' Or the passengers effectively control their damping force to achieve the predetermined demand, which is the main purpose of the invention. - A vehicle vibration energy device and method thereof, the device 201024118 comprises a suspension unit, a power generation unit, an energy management unit, a control unit and an energy storage unit. The suspension unit is configured to absorb the vibration energy generated by the driving of the automobile; the power generation unit is connected to the suspension unit, and the power generation unit is configured to convert the vibration energy generated by the suspension unit into electrical energy; the energy, the management unit a power generation demand value is set; the control unit is connected between the power generation unit and the energy management unit for controlling the power generation amount of the power generation unit; the energy storage unit is connected to the power generation unit for storing the power generation unit The electrical energy produced. According to the method step performed by the above device, the energy management unit mainly receives the demand preset value set by the driver or the passenger, and analyzes the vehicle motion parameter of the vehicle by the energy management unit to complete the power consumption. The conversion operation 'and the power demand value is sent to the - (4) unit according to the power conversion operation result, and then the control unit sends the control signal to the power generation unit according to the power generation demand value, and the power generation unit controls the damping force of the suspension unit And converting the vibration energy fed back by the hanging book unit into electric energy. In this way, it can effectively control the amount of power generation, improve driving comfort, provide good steering stability and reduce structural complexity. BRIEF DESCRIPTION OF THE DRAWINGS The above and other objects, features and advantages of the present invention will become more apparent. Referring to the figure of the present invention, the vehicle vibration energy recovery control of the present invention comprises a suspension unit 10, a power generation unit 2, an energy management unit (EMS), a control unit 40 and an energy storage unit 5A. Where: 201024118 The suspension unit ίο generally includes components such as a shock absorber spring and a damper (not shown). The shock absorber spring provides a toughness resistance when the vehicle generates vibration during running; the damper is preferably selected from a hydraulic damper or other type of damper that can achieve similar functions. When the damper is a hydraulic damper, the internal hydraulic circuit can be used to provide a damping force (F) which is proportional to the relative displacement speed (y, ) of the vehicle wheel and the car body, so that the shock absorber spring is protected When pressed, the vibration energy from the suspension spring can be surely absorbed. Moreover, the suspension unit 10 can be further divided into a front wheel suspension unit and a rear wheel suspension unit depending on the position of the vehicle body, thereby effectively absorbing the vibration energy generated by the vehicle. The power generating unit 20 is a generator, and the generator may be selected from a linear generator or a rotary generator (not shown), and the power generating unit 2 is connected to the (4) unit I, thereby The unit 2G can convert the vibration energy of the upper and lower displacement generated by the suspension unit 1 为 into electric energy, and φ 卩 achieves the effect of energy saving. More specifically, the power generating unit 2 can also control and control the output power of the generator to reversely control and change the damping force of the suspension unit (1), thereby providing good riding comfort and allowing the suspension to be ' The unit 10 can feed back the vibration energy to the power generating unit 20, and then convert it into the electric energy required by the pre-turn. The energy management unit 30 is configured to provide a driver or passenger to set a demand preset value, and the content of the demand preset value may include a power demand of 63L or a full comfort requirement, such as a driver or a passenger. More specifically, the energy management unit 30 can be provided with a control panel (not shown), which is preferably located near the driver's seat inside the car, and the control panel can be set to 201024118 ❹ 鲁 (4) Dear people or passengers to set the power demand or ride comfort, and each button can provide different levels of power demand or multi-functional demand setting function; for example: the control panel contains - high Ask her, - the electricity demand touches the electricity demand button, to = comfort f seeking independence, - towel Shu New f to find the domain low comfort button, etc. (only a few implementations, can be more detailed Differentiate each function of different levels of functions to facilitate the person or passenger to set the desired power demand or ride comfort demand. ―Also, the aforementioned energy management unit 3 is set up to receive the driver or passenger. After the power demand or the ride comfort demand, the energy management unit 3 can further calculate the current vehicle motion parameter 'for example: the actual load capacity of the car can refer to the number of passengers or the amount of cargo, etc.), the car body Acceleration II. Conditions such as the rolling acceleration of the car body or the speed of the car, in order to match the power demand or ride comfort demand set by the previous driver or passenger, and calculate the power demand according to the result of the power conversion operation. The power generation demand value is sent to the control unit 4〇. The control unit 40 is connected between the power generating unit 2 and the energy management unit 30. After the control unit 4 receives the power generation demand value input from the energy management unit 30, the control unit can The power generation demand value is set to a signal, and the control number is sent to the power generation unit 20 as a main reference for the power generation unit 20 to control the damping force of the suspension unit. . The energy storage unit 50 is connected to the power generating unit 20 for storing electrical energy generated by the power generating unit 20. For example, the energy storage unit 5 can be selected from, for example, a battery or a battery. ' 201024118 Please refer to Figure 2 _, according to the technical details of the above-mentioned sun and moon vehicle vibration energy recovery control device, the Wei volume unit 100, the control unit 40 and the energy storage unit 50 can be installed in the car 6〇 The suspension body unit 1G and the power generation unit 2G are substantially rupturable at positions such as the front wheel 62 and the rear wheel 63 of the automobile 6 wherein the suspension unit 1 and the power generation unit 20 are accessible. The recording is divided into the following several different implementations (the disclosure of several preferred implementations, and other structural designs that can be combined with the _ marriage combination) should still be covered by the scope of the present invention, wherein:
請參照第3圖所*，該懸吊單元1〇係褒設於汽車6〇 之前輪62位置’該前輪62係藉由一控㈣621連接該汽 車60之車體6卜該懸吊單元1〇具有一阻尼器桿件^ , 該阻尼器桿件11結合於該控制f 621及該車體61之間， 且該阻尼器桿件11具有-磁性部m，另於該阻尼器桿 件η外部結合-避震彈簧12。該發電單元2G係為一線 性發電機，該線性發電機結合該車體61且具有—電磁線 圈2卜該電磁線圈21對位於該阻尼器桿件n之磁性部 ⑴。藉此’該汽車60於行駿過程中，該懸吊單元1〇^ 阻尼器桿件11所產生的上下婦震動能量，可利用該磁 性部111及電磁線圈21彼此之間的磁交鍵作用，使該 電單元20可相對產生電能。 請參照第4圖所示，該發電單元2〇係為一旋轉 電機，該旋轉式發電機結合該車體6卜且該旋轉式發電 機具有-轉動軸22。該懸吊單元1〇係裝設於汽車恥之 後輪63位置，該後輪63係、藉由一拖氧臂631 60之車體61，該懸吊單元具有一阻尼器桿件13 2 201024118 避震彈簧14 ’該阻尼器桿件i3 一端結合該轉動轴22，另 一端結合該拖矣臂631，該避震彈簧14結合於該車體61 及該拖曳臂631之間。藉此’該汽車60於行駛過程中， 該懸吊單元1G之阻尼器桿件13上下位移作動的過程中， 了同時1動該轉動軸22轉動，使該發電單元2〇可將該阻 尼器桿件13所產生的上下位移震動能量轉換成電能。 e "月參照第1及5冑所示，本發明汽車震動能量回收 控制方法係藉由上述裝置執行各相關步驟，其步驟包含一 需求設定步驟S1、-發電量控制步驟S2、—阻尼力調整 步驟S3及-電能儲存步驟S4。藉由上述步驟流程，除可 同時提供避震及發電之作用外，並兼可供駕驶人有效控制 阻尼力以達到預定之發電量及乘坐舒適性。 該需求設定步驟S1係由駕驶人或乘客將一需求預設 值輸入至該能篁管理單元％，該需求預設值較佳包含駕 駛人或乘客〜目中理想之電量需求或乘坐舒適性需求。 該發電量控制步驟S2可藉由該能量管理單元3〇分 = ^ 60之車輛運動參數，該車輛運動參數較佳包含如 ，飞車之實際承載重量、汽車車體上下加速度、汽車車 ^滾動加速度或汽車車逮等；藉此，㈣能量管理單元 〇 :利用以先前所輸入之電量需求或乘坐舒適性需求， 量I;:拍：運動參數完成電量換算作業後，得出-發電 ^ 單元4G，再由該控制單元40送 出一控制訊號至該發電單元2〇。 < 制訊號’再利用如控制輸出發電單元20依據該控 制輸出功率等手段來改變該懸吊單元 201024118 ίο ，該發電單元2()=制可調絲轉雜之功能；同時 .轉換為符合駕駛人或乘客預定需求之^回饋之震動能量 該電能儲存步驟S4係將該發電單 、 轉送至該儲能單元50進行儲::：2〇所產生之電 S4亦可選擇不執行，而可直接將電能應中2=2驟 關裝置，同樣可達到節能之目的應用於4 6〇之相 ❹綠，本發0錢車鶴能量㈣控制裝置及其 生的震動能;轉確6〇行敬過程中所產 4電能M相⑧量时之節能功效； 駛人本發明於回收能量的過程中，可進一步由駕 或乘客主動控制該懸吊單元10之阻尼力，使駕駛人 =乘客可絲人實際需求適當·峻為理想的乘坐舒適 並兼可提供汽車60較佳的搡控穩定性，亦即本發明 I同時達電量及舒適性之魏；再者，相較於先 © 讀術所提及之各習知發電线，本發赋車震動能量回 收控fi裝置之結構亦相當精簡，以便於朝向模組化方向設 • ^並可適如電動車等輕贱車，進而提升整體實用 雖然本發明已彻上職佳實施例揭示，然其並非 用以限定本發明，任域習此技藝者在不麟本發明之精 神和範圍之内’相對上述實施觸行各種更動與修改仍屬 本發明所保護之技術範疇，因此本發明之保護範圍當視後 附之申請專利範圍所界定者為準。 201024118 【圖式簡單說明】 第1圖：本發明汽車震動能量回收控制裝置之結構示 意方塊圖。 ’ 第2圖：本發明汽車震動能量回收控制裝置裝設於汽 、車時之結構示意圖。 第3圖：本發明汽車震動能量回收控制裝置應用於汽 車前輪位置之結構示意圖。 第4圖：本發明汽車震動能量回收控制裝置應用於汽 ❹ 車後輪位置之結構示意圖。 第5圖：本發明汽車震動能量回收控制方法之步驟方 塊不意圖。 【主要元件符號說明】 10 懸吊單元 11 阻尼器桿件 111 磁性部 12 避震彈簧 13 阻尼器桿件 14 避震彈簧 20 發電單元 21 電磁線圈 22 轉動軸 30 能量管理單元 40 控制單元 50 儲能單元 60 汽車 61 車體 62 前輪 621 控制臂 63 後輪 631 拖曳臂 —13 —Referring to FIG. 3, the suspension unit 1 is disposed at the front wheel 62 of the automobile. The front wheel 62 is connected to the body 6 of the automobile 60 by a control (four) 621. There is a damper rod member ^, the damper rod member 11 is coupled between the control f 621 and the vehicle body 61, and the damper rod member 11 has a magnetic portion m and is external to the damper rod member η Combined with the shock absorber spring 12. The power generating unit 2G is a linear generator which is coupled to the vehicle body 61 and has a magnet coil 2 which is located in the magnetic portion (1) of the damper lever n. Therefore, during the process of the automobile 60, the suspension unit 1 〇 the damper rod 11 generates the vibration energy of the upper and lower sides, and the magnetic interaction between the magnetic portion 111 and the electromagnetic coil 21 can be utilized. So that the electrical unit 20 can generate electrical energy relatively. Referring to Fig. 4, the power generating unit 2 is a rotating electric machine which is coupled to the vehicle body 6 and has a rotating shaft 22. The suspension unit 1 is mounted at the position of the rear wheel 63 of the automobile. The rear wheel 63 is a body 61 of the dragging arm 63170. The suspension unit has a damper rod 13 2 201024118 The shock spring 14' has one end coupled to the rotating shaft 22 and the other end coupled to the trailing arm 631. The shock spring 14 is coupled between the vehicle body 61 and the trailing arm 631. Therefore, during the running of the automobile 60, the damper rod 13 of the suspension unit 1G is displaced up and down, and the rotating shaft 22 is rotated at the same time, so that the power generating unit 2 can be used for the damper. The upper and lower displacement vibration energy generated by the rod 13 is converted into electric energy. e "Monthly Referring to Figures 1 and 5, the vehicle vibration energy recovery control method of the present invention performs various related steps by the above apparatus, the steps including a demand setting step S1, a power generation amount control step S2, a damping force Step S3 and - electrical energy storage step S4 are adjusted. Through the above steps, in addition to providing the functions of suspension and power generation, the driver can effectively control the damping force to achieve the predetermined power generation and ride comfort. The demand setting step S1 is to input a demand preset value to the energy management unit % by the driver or the passenger, and the demand preset value preferably includes the driver or the passenger to the desired power demand or the ride comfort demand. . The power generation amount control step S2 can divide the vehicle motion parameter of the power management unit 3 by ^=60, and the vehicle motion parameter preferably includes, for example, the actual weight of the flying vehicle, the acceleration and acceleration of the vehicle body, and the rolling of the automobile. Acceleration or car arrest, etc.; thereby, (4) energy management unit 〇: using the previously input power demand or ride comfort demand, quantity I;: 拍: motion parameter to complete the power conversion operation, the - power generation unit 4G, and then the control unit 40 sends a control signal to the power generating unit 2〇. < system signal 'reuse', such as control output power generation unit 20 according to the control output power and other means to change the suspension unit 201024118 ίο, the power generation unit 2 () = function of adjustable wire twisting; at the same time, converted to match The driver or the passenger reserves the vibration energy of the demand. The electric energy storage step S4 transfers the power generation slip to the energy storage unit 50 for storage:::2: The electric power generated by S4 may also be selected not to be executed, but may be Directly put the electric energy into the 2=2 sudden shut-off device, which can also be used for energy saving purposes. It is applied to the 4 6〇 phase of the green, the original 0 money vehicle crane energy (four) control device and its vibration energy; In the process of recovering energy, the driving force of the suspension unit 10 can be further controlled by the driver or the passenger to control the damping force of the suspension unit 10, so that the driver=passenger can The actual needs of the Silk Man are appropriate. The ideal ride comfort and the better control stability of the car 60, that is, the invention of the present invention I achieve the power and comfort of the Wei; in addition, compared to the first reading The various known power generation lines mentioned, this issue The structure of the vehicle vibration energy recovery control device is also relatively simple, so as to be oriented toward the modular direction, and can be adapted to a light vehicle such as an electric vehicle, thereby improving the overall utility. Although the present invention has been disclosed in the above-described preferred embodiment, However, it is not intended to limit the present invention, and it is within the spirit and scope of the present invention to make various changes and modifications to the above-described embodiments. The scope of protection is subject to the definition of the scope of the patent application. 201024118 [Simplified description of the drawings] Fig. 1 is a block diagram showing the structure of the vehicle vibration energy recovery control device of the present invention. Fig. 2 is a schematic view showing the structure of the automobile vibration energy recovery control device of the present invention installed in a steam or a vehicle. Fig. 3 is a structural schematic view showing the application of the vehicle vibration energy recovery control device of the present invention to the front wheel position of the automobile. Fig. 4 is a schematic view showing the structure of the vehicle vibration energy recovery control device of the present invention applied to the rear wheel position of the automobile. Fig. 5: The steps of the method for controlling the vibration energy recovery of the automobile of the present invention are not intended. [Main component symbol description] 10 Suspension unit 11 Damper rod 111 Magnetic part 12 Shock absorber spring 13 Damper rod 14 Shock absorber spring 20 Power generation unit 21 Electromagnetic coil 22 Rotary shaft 30 Energy management unit 40 Control unit 50 Energy storage Unit 60 Car 61 Body 62 Front wheel 621 Control arm 63 Rear wheel 631 Trailing arm — 13 —