WO2001072543A1

WO2001072543A1 - Energy-saving wheel driving device for cars

Info

Publication number: WO2001072543A1
Application number: PCT/JP2000/007527
Authority: WO
Inventors: Yoshio Miura
Original assignee: Yoshio Miura
Priority date: 2000-03-28
Filing date: 2000-10-26
Publication date: 2001-10-04

Abstract

A drive wheel for cars capable of reducing a drive energy to a half or less by providing a new power transmission mechanism in a space between a drive shaft and a tire and also being utilized for energy saving of private use cars, trucks, trailers, construction vehicles, heavy-duty vehicles, and electric cars, wherein the power of the conventional drive shaft (21a) is transmitted to a double-drive shaft (44a) provided on a hollow shaft (40a) of a fixed plate, a gear (44) is provided at one end of the double-drive shaft, a cylinder (48) having an internal gear (48a) is fixed to a rotary plate (47a) connected to the tire and allowed to be rotated on the double-drive shaft, shafts (50, 55) are provided on bosses (40b, 40c) of the fixed plate (40) formed integrally with a body (20) in parallel with the drive shaft (21a) and small gears (53, 54, 58) are installed rotatably on these shafts, and the small gear (58) is positioned at the uppermost above a road surface and the gears are interlocked with each other, whereby only an energy 1/2 to 1/3 of the energy required in a conventional direct tire drive system is required to move the same distance at the same speed to achieve a remarkable energy saving, and the year period in which petroleum in the world is exhausted can be extended to approx. 1.3 times.

Description

Description Energy saving wheel drive for automobile Detailed description of the invention

Industrial applications

The present invention relates to a drive wheel of a motor vehicle. That is, a space is created by using a drum-type brake between the drive shaft and the tire as a disc brake, and in this space, the internal gear that is installed so as to rotate the outer peripheral portion of the tire is driven by the uppermost part of the internal gear. A rotary power transmission mechanism is provided.

As a result, the driving energy of the vehicle can be reduced to half or less.

INDUSTRIAL APPLICABILITY The present invention can be used for all machines that run by turning wheels, such as private cars, trucks, trailers, heavy vehicles, civil engineering vehicles, and electric vehicles.

Conventional technology

Hitherto, as measures to reduce the driving energy of automobiles, measures to improve the efficiency of the engine and the efficiency of the power transmission system have been conceived, but none of them is sufficient.

Problems to be solved by the invention

The present invention aims at halving petroleum energy used in automobiles.

The driving system of an automobile has a power transmission shaft directly connected to the tires via an engine, clutch, differential gear, etc. The only place in this drive system where space for providing an effective energy-saving mechanism can be taken is the center of the tires. Department. At present, there is a drum-type brake here, and it is thought that space cannot be used. However, if this brake is removed and a disk brake that is now in widespread use is used, much space can be secured.

The present invention achieves the above object by providing a new energy saving mechanism in this space.

Means for solving the problem

Fig. 1 shows the current automobile and Fig. 2 shows the object of the present invention.

In the case of a front-wheel drive vehicle, it is the tire 2 that drives the car 1. In the present invention, the tire is provided with an energy saving mechanism inside the tire as shown in Tire 3.

FIG. 3 shows a conventional tire driving mechanism, and FIG. 4 shows a tire driving mechanism according to the present invention.

Conventionally, to drive the tire 4 on the road surface 8, the power of the drive shaft 7 is directly transmitted to the rim boss 6 and the rim 5. The driving energy E at this time is as follows, given the dimensions as shown in FIG.

Ε, = Τ ^ -ωτ, T _ql =: Fo-h ^ Wf 2Νττ / 60

Therefore, E, = W-f-2N7r / 60

Here, W: load applied to the tire, f: coefficient of rolling friction of the tire, N: rotation speed of the tire. On the other hand, the tire driving mechanism of the present invention is as shown in FIG. An internal gear 4a integrated with the tire is provided inside the tire 4, and this is rotated by a small gear 10. The object can be achieved if the shaft 10 is fixed to the vehicle body, the drive shaft 7 is rotatable by the bearing of the rim boss 6, and the power of the drive shaft is transmitted to the small gear 9.

At this time, the driving energy E _2, when the 4 dimensions specifications, the following.

_Assuming that the torque of the small gear 9 is T _q2 , the angular velocity is ω ₂ , and the rotation speed is η,

—If the running speed is the same,

DN / d

Also, since the running resistance is the same for both,

F ₀ h, = F _R (h, + h ₂ ), so F _R = h ₁ -F ₀ / (h, + h ₂ )

From the above, E ₂ = _Choς2 · ω ₂

E ₂ = h no (h '+ h ₂ ) -F ₀ ■ 1/2 · Ζπ / 60 -DN

From the above, the energy ratio η is as follows.

η = E ₂ / E, = 1 / (2 + 2B / D)

From the above, the energy saving effect of the present invention is dynamically proved.

Embodiment of the Invention

The present invention is intended to save energy by adding a new mechanism to a conventional automobile drive train.

The drive system in the conventional tire section is as shown in FIG. That is, the drive shaft 21 is connected to the inside 21 a of the vehicle body 20 via the universal joint 22. The tip of the drive shaft 21a is a spline 21b, and the connecting fitting 24 is integrated with a washer 34 and a nut 35, and the tip is covered with a cap 36.

In addition, a bolt 28 is connected to the vehicle body 20, a drive shaft 21a is guided by a bearing 29, and a bracket 28 having a hollow shaft 28a is attached. ing. Bearings 30 and 30a fixed with nuts 31 are provided on the hollow shaft 28a, and an outer ring 25 which is rotatable and integrated with a tire rim 27, bolts 25a and nuts 26 is mounted thereon. Further, the outer ring 25 is integrated with a connecting fitting 24 and a bolt 26.

From the above structure, the power of the drive shaft 21 is transmitted directly to the outer wheel 25 to rotate the tire. On the other hand, there is a drum type brake 32 between the drive shaft system and the tire, and there is no room for improvement up to the present.

The present invention achieves the object by paying attention to the elimination of the drum type brake and performing the same function in another method.

6 and 7 show an embodiment of the present invention. FIG. 6 shows the entirety of the present invention, and FIG. 7 shows a novel power transmission mechanism according to the present invention. The body 20, the drive shaft 21a, the bearing 29, the rim 27, the tire 33, the washer 34, the nut 35, the cap 36, and the tire mounting bolt 26 are the same as before.

The fixing plate 40 integrated with the vehicle body 20 with the bolts 20a has a structure having a hollow shaft 40a, a shaft fixing boss 40b. 40c, and a hole 49a for a brake power pipe. Bearings 41 and 42 are provided on the hollow shaft 40a, a gear 44 is provided at one end, and a dual drive shaft 44a is provided at one end with the connecting bracket 24a and the bolt 24c. The nut 43 fixes the bearings 41 and 42 on the hollow shaft so that the dual drive shaft is rotatable and cannot be moved laterally. The inner periphery of the connection fitting 24a forms a spline groove, engages with the end spline 21b of the drive shaft 21a, and transmits the rotation of the drive shaft 21a to the connection fitting 24a.

The washer 34 and the nut 35 are fixed so that the connection fitting 24a does not come off from the drive shaft 21a. The cap 36 is an end cover of the drive shaft 21a. Further, on the dual drive shaft 44a, a rotating plate 47 which is rotatable via a bearing 45, 46 and which cannot be moved laterally is provided. The nut 46a fixes the bearings 45, 46 on the dual drive shaft. A bolt 25a for fixing the tire rim 27 with a nut 26 is provided on a disc 47a of the rotating plate 47, and a cylinder 48 forming an internal gear 48a is fixed to the outer periphery of the disc 47a with a bolt 47c. Reference numeral 47b denotes a groove for preventing the rotational displacement between the disk 4f and the cylinder 48. 47d shows a state in which the tip of the connection fitting 24a is inserted into a groove provided at the end of the rotary plate 4f. The small gears 53, 54 and 58 for interlocking the internal gear 48a and the gear 44 of the dual drive shaft 44a are rotated on shafts 50 and 55 provided in parallel with the drive shaft 21a via bearings 52 and 57. Provide freely. The nuts 31 and 56 fix the shafts 50 and 55 to the bosses 40c and 40b of the fixing plate 40. Numeral 48b is a brake disk of the disk brake main body 49 projecting from the inner periphery of the cylinder 48, and 49a is a power transmission pipe to the disk brake.

The outer periphery of the fixing plate 40 is in contact with the inner periphery of the cylinder 48, and a groove 40d is provided on the outer periphery. From the above structure, the rotational force of the drive shaft 21a rotates the connection fitting 24a by the spline 21b. This rotational force rotates the dual drive shaft 44a integral with the connection fitting 24a, and the gear 44 of the dual drive shaft 40a rotates a small gear 53 that engages with it. The small gear 54 integrated with the small gear 53 rotates a small gear 58 engaged with the small gear 53, and this rotational force is transmitted to the internal gear 4Sa, and the cylinder 4S rotates. The rotation of the cylinder 4S is transmitted to the rotating disk 47a, and the rim 2F integrated therewith is rotated, so that the tire rotates. Since the small gears 53, 54 and 58 are located on the shafts 50 and 55 on the fixed plate 40, they serve only to transmit the rotation of the drive shaft 21a to the tires. No revolving around. Therefore, the small gear 58 can always be located at the uppermost position with respect to the road surface 8.

Next, another embodiment will be described with reference to FIGS.

FIG. 8 is a side view of the novel power transmission mechanism of the present invention, and FIG. 9 shows the entire view. The difference from the embodiment of FIGS. 6 and 7 is that the small gears 53a, 54a and 58a are increased in size as shown in FIGS. Therefore, the position of the shaft 50a is shifted laterally. However, a shaft 50a is provided at a position where the gear 44 of the dual drive shaft and the internal gear 60a of the cylinder 60 are linked. Another difference is that the cylinder is lengthened, and a brake disc 61 fixed to the cylinder with bolts 61b is provided at the position protruding from the fixing plate 40, the rotation of which is stopped by the groove 61a, and the disc brake is attached to the fixing plate 40. It is fixed with the bolt 62a. Therefore, the brake device is outside the gear box including the fixed plate, the rotating plate, and the cylinder.

Next, comparison of the driving energy with the conventional wheel of the above embodiment will be specifically described.

Figures 8, 9, 10, and 11 are the dimensions.

The driving energy E of the conventional wheel is as described below, as described above.

Ε, = \ ΛΛ2Νττ / 60

Driving energy E ₂ of the wheel according to the present invention, the traveling speed, the running resistance is the same, when the torque acting on the dual-drive shaft T _q2. The angular velocity of the dual-drive shaft and omega ₂

T _q2 = dd ₃ -fW / (d ₂ -2-H) ω ₂ = 2π -d ₂ -D / feO-da'd!)

E ₂ = Τ. _{_{2 · ω 2 = Wf- 7T-}} DN / (60-H)

Therefore, the energy ratio rj is

η = E / Ετ = 1 / (2 + 2B / D) This is consistent with the mechanical proof described above.

Next, another embodiment will be described with reference to FIGS.

FIG. 12 is an overall explanatory diagram showing another novel power transmission mechanism of the present invention. In this embodiment, the gear of the dual drive shaft 44b is a bevel gear, and the cylindrical gear is a bevel gear. Further, a bearing boss 40d is provided on the fixed plate 40, and the shaft 70 is vertically provided rotatably by the bearing 71. Bevel gears 53d and 54d are provided at both ends of the shaft so as to engage with bevel gears 44d and 70a, respectively.

According to the present embodiment, the purpose can be effectively achieved when the distance between the bevel gear 44d and the bevel gear 70a can be increased with a large wheel.

Next, another similar embodiment will be described with reference to FIGS. 13, 14, 15, and 16.

FIG. 13 is an overall explanatory view showing another novel power transmission mechanism of the present invention. FIG. 14 is a view taken along the line A—A of FIG. 13, and FIGS. 5 and 16 show the configuration of the internal tooth chain. This is an example.

In the structure of this embodiment, the gear of the dual drive 44b is a sprocket, and the internal gear of the cylinder 48d is a ring chain. A bearing boss 40f is provided on the fixing plate 40, and the shaft 83 is fixed with a nut 84. At the other end of the shaft 83, a sprocket body 81 having a sprocket 81a engaged with the ring chain, a sprocket 44f of the dual drive shaft 44b and a sprocket 81b interlocked with the chain 85 is rotatably supported via bearings. ing. The ring chain 80 is press-fitted and shrink-fitted inside the cylinder 48d, and the attachment 80a of the ring chain 80 is inserted into the groove of the cylinder 48d to fix it so that it cannot rotate and slide.

According to this embodiment, since all of the power transmission is performed via the rollers 91 of the chain, mechanical noise during driving can be extremely reduced. Further, power transmission can be realized at a lower cost than a gear system.

Incidentally, the manufacturing convenience, FIG. 1 5, as shown in FIG. 1 6, provided flange 48g on the inside of the cylinder 48d, here make groove 48h, by supporting the chain rollers ^{9 1} pin ⁹ 〇, ring chain It is also possible to realize the same structure as described above. Next, the performance characteristics will be described based on FIGS. 17, 18, 18, 18, 19, 20, and 21. FIG.

FIG. 17 is a load energy analysis diagram of a conventional vehicle, and FIG. 18 is a load energy analysis diagram of a new vehicle equipped with the wheel drive device according to the present invention. In the conventional vehicle, the tire 4 is directly rotated on the road surface 8 by the drive shaft 100 to obtain the running speed V. In the new vehicle, a wheel drive device 101 is mounted between the drive shaft 100 and the tire ⁴ , and the same running speed V is obtained by converting the rotational force of the drive shaft ¹⁰⁰ into a tire continuous overturning force. Here, as the analysis conditions, the dimensions of FIG. 1F and FIG. 18 are as illustrated. W is the total vehicle weight, T1 and T2 are the torques required for each drive shaft, and N1 and N2 are the shaft rotation speeds required for each drive shaft at the same running speed. What is analyzed with D0 = 600mm and D = 300mm as an example.

The above analysis results are shown in Figs. 19, 20, and 2 "!.

Figure 19 is intended to determine the relationship of the shaft torque Ding and vehicle gross weight W, it is understood that T2 / T1 = ^1/8 and the torque is reduced. FIG. 20 shows the relationship between the shaft rotation speed Ν and the travel speed V. It can be seen that N2 / N1 = 2J and the rotation speed must be increased. Figure 21 shows the required energy E for each axis based on the relationship between Τ and N. As a result, we can see that E1 / E2 = 1/3.

Nao, the drive shaft rotational speed of the new car must be of 2 to 3 times as compared with the conventional vehicles, the rotation speed of 2000 ~ 3000 r _P m is not a number which is a problem practically. In order to achieve this speed simply by reducing the size of the current car engine, it is necessary to increase the speed by two to three times between the power transmission shaft 111 between the engine 110 and the differential gear 112 as shown in Fig. 22. A machine 120 may be provided. As a result, the rotation speed of the shaft 113 is increased, and the required minimum power can be easily transmitted to the wheel drive device 101. The invention's effect

(1) By using the power transmission mechanism of the present invention for the driving wheels, the driving energy of the vehicle can be reduced

It can be 1 / (2 + 2B / D).

That is, although it depends on the dimensions of B and D, it is about 1/2 to 1/3 of the conventional size.

(2) This is from the fact that about 50% of the world's oil is consumed by automobiles,

The number of years "1. can be extended to about ³ times, can be expected very large energy-saving effect.

(3) If used in a racing car, etc., the same amount of energy (gasoline, etc.) and more than twice the distance

You can run.

(4) If it is used for electric vehicles, solar powered vehicles, etc.

It can exhibit the same performance as a car running on the road.

(5) Driving energy can be further reduced by adopting it in all-wheel drive vehicles.

(6) In order to protect the global environment, greenhouse gas C02 is suppressed, but according to the present invention,

The amount of C02 emitted from automobiles can be halved. (7) Gears, bearings, etc. are hermetically sealed with labyrinth-sealed fixed plates, rotating plates, and cylinders

Therefore, the lubricant can be protected.

(8) Noise from gears is also sealed by fixed plates, rotating plates, and cylinders.

Like boxes, they can be kept to a minimum.

(9) In the case of a wet disc brake, the brake can be built in a sealed gear box.

(10) In the case of dry disc brake, the brake can be installed outside the power transmission mechanism.

It is always in contact with the atmosphere and can easily dissipate heat generated by the disk.

(11) The drive wheels of the present invention can be easily manufactured as

Can be attached to.

(12) Uses the space of conventional drum-type brakes, and vibration and riding comfort are completely impaired

Nothing.

(13) By using a double drive shaft and cylindrical gears as bevel gears, double wheels can be

The power of the drive shaft can be effectively transmitted to the cylindrical gear, and can be realized at low cost.

(14) The dual drive shaft and cylindrical gears are sprockets and ring chains, and the intermediate power transmission unit is also a sprocket type, so that all power transmission units pass through the rollers of the chain, resulting in extremely low mechanical noise. It can be reduced.

(15) The sprocket and chain power transmission system can achieve the purpose at lower cost than the gear system.

(16) A ring chain with high output can be realized by arranging rollers inside the cylinder in a rotatable manner with rollers using pins.

(17) Since the driving torque of the vehicle can be reduced to 20% or less of the conventional one, the strength of the power transmission system can be reduced, and as a result, the engine can be downsized and the total weight of the vehicle body can be reduced.

(18) If a gearbox is provided in front of the differential gear, it is easy

Energy saving vehicles can be realized. Brief description of the drawing

i is an external view of a conventional front-wheel-drive automatic army.

FIG. 2 is an explanatory view showing a state in which the front wheel drive is equipped with the eco-friendly weaving wheel drive device of the present invention.

3 is a scientific model diagram for driving a conventional village wheel.

FIG. 4 is a mechanical model diagram of the present invention.

FIG. 5 is an explanatory view of a conventional drive shaft unit.

FIG. 6 is an overall view showing one embodiment of the invention.

FIG. 6 is a detailed view showing one embodiment of the present invention.

8 and 9 show another embodiment of the present invention, and are overall explanatory views including dimensions for mechanical analysis.

Fig. 10 and Fig. 1 show another embodiment of the invention, which is a detailed description 1 including mechanical analysis dimensions. FIG. 12 is an overall explanatory diagram showing another embodiment of the present invention.

FIG. 13 is an overall explanatory diagram showing another novel power transmission mechanism of the present invention.

FIG. 14 is a view from A—A in FIG.

FIG. 15 is a sectional view showing another example for realizing the ring chain of the present invention.

FIG. 16 is a side view of FIG.

Fig. 17 is a load energy analysis diagram of a conventional vehicle.

FIG. 18 is an analysis diagram of load energy of a new vehicle equipped with a wheel drive device according to the present invention. Fig. 19 is an explanatory diagram of the relationship between the new and old 9-axis torque and the total weight of the vehicle.

Fig. 20 is an explanatory diagram of the new and old relationship between the shaft speed and the traveling speed.

Fig. 21 is an explanatory diagram of the relationship between the new and old required energy of the required input shaft when the traveling speed is constant.

Figure 22 Gearbox installation instructions 11:

Explanation of reference numerals

1 Automobile 2 Conventional wheel 3 Wheel with energy-saving wheel drive 21a Drive shaft 21b Spline 24, 24a Connection bracket 25 Wheel 26 Nut 27 Rim

28 Bracket 28a, 40a Hollow shaft 30 Bearing 32 Drum brake 33 Tire 4O, 4Oa, 40d Fixing plate 41, 42, 45, 46 Bearing 44 Gear 44a, 44b Double partition shaft 44d, 53d, 54d Bevel gear 47, Aid times Wheel board

48.48d Cylinder 48a Internal gear 48b, 61 Disc 49, 62 Disc brake 50, 53a, 56, 56a Shaft 53, 53a, 54, 54a, 58 No J, Gear

F Oa, 71 Bevel gear F 0 Vertical axis

44f 81a, 81b Sprocket 80 Ring chain 81 Sprocket body 85 Chain 100 Drive shaft (input shaft) 101 Wheel drive 110 Engine 120 Gearbox

Claims

The scope of the claims

I. A connecting bracket connected by an end spline at the end of the traveling drive shaft, one end of which is bolted, and rotatable via a bearing on the hollow shaft of a fixed plate that is bolted to the vehicle body. A heavy drive shaft is provided, and the other end of the shaft is used as a gear. Further, a rotating plate is provided on the outer periphery of the dual drive shaft so as to be rotatable via a bearing and to be bolted to the rim of the tire. Also, a cylinder forming an internal gear on the inner periphery is connected to one of the rotating plates. On the other hand, two shafts are provided in parallel with the drive shaft on a fixed plate provided on the exit side of the traveling drive shaft, which forms a pair with the rotating plate, and small shaft gears that are rotatable via bearings are provided on these shafts.

In the above structure, the two small gears engaged with each other make the gear of the dual drive shaft and the internal gear integrated with the cylinder interlock, and the small gear engaged with the internal gear is the most of the internal gear. An energy-saving wheel drive device for automobiles, which is provided at the top.

2. The energy-saving wheel drive device for an automobile according to claim 1, wherein the double drive shaft gear is a bevel gear, the cylindrical gear is a bevel gear, and the bevel gears at both ends of the vertical shaft guided by a fixed plate are interlocked with each other.

3.The gear of the double drive shaft is a sprocket, the gear of a cylinder is a ring chain, the sprocket body with sprocket teeth on both ends is provided on the intermediate shaft of the fixed plate, and all are used for chain power transmission. , Energy saving wheel drive for automobiles.