WO2009151252A4 - Dispositif pour augmenter l'efficacité énergétique d'un véhicule au moyen d'un ressort - Google Patents

Dispositif pour augmenter l'efficacité énergétique d'un véhicule au moyen d'un ressort Download PDF

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Publication number
WO2009151252A4
WO2009151252A4 PCT/KR2009/003076 KR2009003076W WO2009151252A4 WO 2009151252 A4 WO2009151252 A4 WO 2009151252A4 KR 2009003076 W KR2009003076 W KR 2009003076W WO 2009151252 A4 WO2009151252 A4 WO 2009151252A4
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WO
WIPO (PCT)
Prior art keywords
vehicle
sensor
spring
shaft
rotary shaft
Prior art date
Application number
PCT/KR2009/003076
Other languages
English (en)
Korean (ko)
Other versions
WO2009151252A3 (fr
WO2009151252A2 (fr
Inventor
이성
Original Assignee
Lee Sung
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from KR1020080054195A external-priority patent/KR20080108914A/ko
Application filed by Lee Sung filed Critical Lee Sung
Publication of WO2009151252A2 publication Critical patent/WO2009151252A2/fr
Publication of WO2009151252A3 publication Critical patent/WO2009151252A3/fr
Publication of WO2009151252A4 publication Critical patent/WO2009151252A4/fr

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
    • B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
    • B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors

Definitions

  • the present invention relates to an energy efficiency increasing apparatus for a vehicle, which improves the energy efficiency of a vehicle and improves fuel economy.
  • a vehicle repeats traveling and braking by using energy generated through combustion of fuel such as gasoline in an internal combustion engine installed.
  • the vehicle is provided with a brake system, which is used to decelerate or stop a traveling vehicle and maintain a parked state.
  • a brake system which is used to decelerate or stop a traveling vehicle and maintain a parked state.
  • the kinetic energy of the vehicle is converted into heat energy of the brake pad Friction brake is used most frequently.
  • the braking energy for stopping the vehicle in operation occupies a considerable amount of the energy of the vehicle generated by the combustion of the fossil fuel, most of the braking energy is used for the purpose of stopping the vehicle
  • the brake energy is converted into heat energy by the brake pads and is released to the atmosphere. This release of braking energy causes a decrease in the overall energy efficiency of the vehicle.
  • An object of the present invention is to accumulate the rotational force of a wheel as a spring energy when the vehicle is braking or decelerating and recovers the elastic energy accumulated in the spring when the vehicle starts or accelerates as an auxiliary rotational force for traveling on a wheel axis, To improve energy efficiency of a vehicle and to improve fuel efficiency.
  • a vehicular brake system comprising a first sensor installed on a brake pedal of a vehicle and detecting whether the brake pedal is pressed, a second sensor provided on an accelerator pedal of the vehicle, A third sensor mounted on the rotating shaft and rotatably installed on one side of the wheel shaft; a second sensor installed on the rotating shaft and wound by rotation of the rotating shaft when the vehicle is braked or decelerated, A fourth sensor installed in the first spring and detecting whether the spring is restored to the original shape by detecting a pressure of the spring when the first spring is operated, A controller for receiving a signal from the first sensor, the second sensor, the third sensor and the fourth sensor to generate a control signal; And when the vehicle is braking or decelerating according to a control signal received from the controller, rotational force of the wheel axle is transmitted to the rotational shaft so that elastic energy is accumulated in the spring, and when the vehicle is started or accelerated, Wherein the wheel shaft and the rotation shaft are interlocked with each other so that the auxiliary
  • the apparatus further includes a shaft fixing unit installed on the rotating shaft and fixing the rotating shaft so as not to rotate according to a control signal received from the controller.
  • a vehicle speed sensor is installed on a transmission of a vehicle, and senses a speed of the transmission and transmits the sensed speed to the controller, thereby enabling the controller to determine whether the vehicle is braked or decelerated And a fifth sensor for recognizing the start or acceleration of the vehicle through a combination with the signal of the second sensor.
  • an operation switch installed in the vehicle and controlling operation of the electric unit by transmitting a signal to the controller according to the pressure.
  • the auxiliary rotation force of the rotation shaft transmitted to the wheel shaft by the transmission unit is greater than the rotation force of the wheel shaft.
  • the rotational force of the wheel is accumulated as elastic energy of the spring when the vehicle is braked or decelerated, and the elastic energy accumulated in the spring So that the energy efficiency of the vehicle can be increased and the fuel consumption can be improved.
  • FIG. 1 is a schematic structural view of an energy efficiency increasing apparatus for a vehicle using a spring according to the present invention.
  • FIG. 1 is a schematic structural view of an energy efficiency increasing apparatus for a vehicle using a spring according to the present invention.
  • the energy efficiency enhancing device 1 for a vehicle using the spring according to the present invention is provided on a vehicle (not shown) and adjusts the rotational force of the wheel shaft 7 when the vehicle is braked or decelerated by the elastic energy of the spring 50 And the elastic energy accumulated in the spring 50 at the time of starting or accelerating the vehicle is recycled as the auxiliary rotational force of the wheel shaft 7 so that the energy efficiency of the vehicle can be increased and the fuel consumption can be improved.
  • a first sensor 10 installed on the brake pedal 3 of the vehicle for sensing whether the vehicle is pressurized or not and a second sensor provided on the accelerator pedal 5 of the vehicle for sensing whether the vehicle is pressurized,
  • a third sensor 30 installed on the wheel shaft 7 of the vehicle for sensing the number of revolutions per unit time, a rotary shaft 40 rotatably installed on one side of the wheel shaft 7, (40), and when the vehicle is braking or decelerating, the rotation shaft (50) for rotating the rotating shaft (40) while being elastically restored at the time of starting or accelerating the vehicle and detecting the pressure in accordance with the operation of the spring (50)
  • a fourth sensor 60 installed in the vehicle and detecting signals of the first sensor 10, the second sensor 20, the third sensor 30 and the fourth sensor 60 And a controller 70 for generating a control signal based on the control signal received from the controller 70.
  • the controller 70 is provided between the wheel axle 7 and the rotary axle 40 and controls the rotational force of the wheel axle 7 Elastic energy is stored in the spring 50 so as to be transmitted to the rotary shaft 40.
  • Elastic energy is stored in the spring 50 so as to be transmitted to the rotary shaft 40.
  • the reverse rotation force of the rotary shaft 40 due to the elastic restoration of the spring 50 is forward-
  • the wheel shaft 7 and the rotating shaft 40 are interlocked with each other so that the auxiliary rotating force is transmitted to the main body 7,
  • a power transmission unit 80 for separating the wheel shaft 7 and the rotation shaft 40 from each other so as not to be interlocked with each other.
  • a first sensor 10 is mounted on the brake pedal 3 of the vehicle.
  • the first sensor 10 detects whether the brake pedal 3 is pressed or not by the driver's intention, and actually brakes the brake pedal 3 And may be formed of various types of sensors according to an embodiment of the present invention. However, it may be formed of a piezoelectric sensor installed on the brake pedal 3 to sense the pressure Do.
  • the signal transmitted from the first sensor 10 to the controller 70 is transmitted to the transmission unit 80 during braking or deceleration of the vehicle by interlocking the wheel shaft 7 and the rotary shaft 40 in the same direction And acts as one of the parameters for generating a control signal for winding the handwind 50 to be wound.
  • the accelerator pedal 5 of the vehicle is provided with a second sensor 20 which detects acceleration of the accelerator pedal 5 of the vehicle and accelerates the accelerator pedal 5 for actual start And may be formed of various types of sensors according to an embodiment of the present invention. However, it may be formed of a piezoelectric sensor installed on the accelerator pedal 5 to sense pressure Do.
  • the signal transmitted from the second sensor 20 to the controller 70 causes the electric motor 80 to interlock the wheel shaft 7 and the rotary shaft 40 in the different directions when the vehicle is started or accelerated, 50 serves as one of the parameters for generating a control signal for causing the elastic rotational force of the rotary shaft 40 to be transmitted by the auxiliary rotational force of the wheel shaft 7.
  • a third sensor 30 is mounted on the wheel shaft 7 of the vehicle and detects whether the actual vehicle is stopped or departing by sensing the revolution speed per unit time of the wheel shaft 7,
  • the controller 70 may detect whether the vehicle is running at a low speed or while driving at a high speed and transmit it to a controller 70 to be described later.
  • an encoder for sensing the number of revolutions of the motor.
  • the signal transmitted from the third sensor 30 to the controller 70 is transmitted to the transmission unit 80 during braking or deceleration of the vehicle by interlocking the wheel shaft 7 and the rotary shaft 40 in the same direction Or when the vehicle is starting or accelerating, the transmission unit 80 is operated as one of parameters for generating a control signal for causing the wheel 50 and the wheel 50 to be wound, So that the elastic rotation force of the rotary shaft 40 by the spring 50 acts as one of the parameters for generating the control signal for transmitting the auxiliary rotary force of the wheel shaft 7.
  • a rotary shaft 40 is rotatably installed at one side of a wheel shaft 7 of the vehicle.
  • the rotary shaft 40 is rotated in conjunction with the wheel shaft 7 to wind the spring 50 on the wheel shaft 7, (Not shown) that is extended to one side of the wheel shaft 7 in the vehicle and fixed to the vehicle body by transmitting elastic rotation force to the wheel shaft 7 while being rotated by the elastic force of the wheel 50 (Not shown).
  • a spring 50 is provided on the rotation shaft 40.
  • the spring 50 is wound by rotation of the rotary shaft 40 during braking or decelerating of the vehicle and accumulates braking energy in the form of elastic energy, At the time of acceleration or deceleration, the rotary shaft 40 is rotated while being elastically restored, and one end thereof is fixed to the rotary shaft 40 and the other end thereof is fixed to a vehicle body (not shown).
  • spring 50 includes all elastic members of different shapes and sizes that allow the accumulation of elastic energy with respect to rotation of the wheel shaft 7 in a certain direction.
  • the fourth sensor 60 is installed in the above-mentioned spring 50.
  • the fourth sensor 60 detects whether the spring 50 is restored to its original state by detecting the pressure in accordance with the operation of the spring 50,
  • the sensor may be formed of various types of sensors according to an embodiment of the present invention. However, the sensor may be installed in the spring 50 to detect the elastic energy of the spring 50, And a piezoelectric sensor that senses the pressure due to the winding and unwinding.
  • the fourth sensor 60 may further cause the controller 70 to detect the pressure of the spring 50 when the pressure is greater than a set value in order to prevent the spring 50 from being damaged due to excessive accumulation of elastic energy, Thereby causing a control signal to cause the shaft 7 and the rotary shaft 40 to be separated from each other.
  • the signal transmitted from the fourth sensor 60 to the controller 70 is transmitted to the wheel 70 by the elastic force of the wheel shaft 7, By acting as one of the parameters for generating the control signal for causing the transmission unit 80 to separate the wheel shaft 7 and the rotary shaft 40 when the vehicle is traveling at a constant speed by the rotation of the wheel shaft 7 And prevents the rotation of the rotary shaft 40 and prevents the rotation of the rotary shaft 40 from being damaged.
  • a controller 70 is installed in the vehicle and includes a first sensor 10, a second sensor 20, a third sensor 30, a fourth sensor 60, and a fifth sensor 60 And generates a control signal for operating the electromotive unit 80, which will be described later, by receiving the signal of the sensor 100, and is formed in the form of a printed circuit board on which a specific control circuit is implemented.
  • the controller 70 may be integrally incorporated in an entire control unit (not shown) of the vehicle itself, or may be formed separately from the entire control unit of the vehicle itself.
  • a transmission unit 80 is provided between the wheel shaft 7 and the rotary shaft 40.
  • the transmission unit 80 is controlled by the control signal received from the controller 70,
  • the rotational force of the rotary shaft 40 is transmitted to the rotary shaft 40 so that the spring 50 can be wound and the reverse rotation force of the rotary shaft 40 due to the elastic restoration of the spring 50 is transmitted
  • the wheel shaft 7 and the rotary shaft 40 are interlocked so that an auxiliary rotary force is transmitted to the wheel shaft 7 so that the rotation of the wheel shaft 7 is not transmitted to the rotary shaft 40 during traveling of the vehicle.
  • the rotation shaft 40 are interlocked with each other.
  • the transmission unit 80 may be operated in accordance with a control signal such that one axis is rotated in the same direction with respect to the other axis, or the other axis is rotated in a different direction with respect to one axis
  • the transmission unit 80 may be integrally formed with the wheel shaft 7 and the rotary shaft 40.
  • the transmission unit 80 may be integrally formed with the wheel shaft 7 and the rotary shaft 40, Includes gears installed.
  • the transmission unit 80 also preferably includes a disk clutch (not shown) for gear protection according to the rotation ratio in the course of its output shaft being transmitted to the wheel axle.
  • the auxiliary rotational force of the rotary shaft 40 transmitted to the wheel shaft 7 by the transmission unit 80 is greater than the rotational force of the wheel shaft 7 at the time of starting or accelerating the vehicle,
  • the auxiliary rotating force of the rotating shaft 40 transmitted to the wheel shaft 7 by the transmission unit 80 described above is smaller than the rotating force of the wheel shaft 7, the rotation of the rotating shaft 40 is transmitted to the wheel shaft 7 Since the rotation of the wheel shaft 7 can act as an obstruction element.
  • the rotation number of the output shaft (not shown) of the transmission unit 80 when the auxiliary rotation force is transmitted to the wheel shaft 7 by the above-described transmission unit 80 at the start or acceleration of the vehicle Is greater than the number of revolutions of the wheel shaft (7).
  • the shaft fixing unit 90 is mounted on the rotary shaft 40.
  • the shaft fixing unit 90 is configured to rotate the wheel shaft 7 and the rotary shaft 40 in response to a control signal received from the controller 70
  • the elastic energy of the accumulated spring 50 is maintained as it is at the time of starting or accelerating the vehicle by fixing the rotation shaft 40 so as not to be rotated so that the rotating shaft 40 is rotated in accordance with the control signal received from the controller 70, Or gripping both sides of the outer circumferential surface of the gripper, or releasing the gripping state.
  • a fifth sensor 100 is mounted on the transmission 9 of the vehicle which transmits a signal through the sensing of the speed change of the transmission 9 to the controller 70, To allow the power of the wheel shaft 7 to be stored as the elastic energy of the spring 50 by causing the second sensor 20 to recognize the braking or deceleration of the vehicle through combination with the signal of the first sensor 10, The elastic energy of the spring 50 is transferred to the wheel shaft 7 as auxiliary energy so as to detect the speed change position of the transmission 9 As shown in FIG.
  • the signal transmitted from the fifth sensor 100 to the controller 70 is transmitted to the high speed end of the vehicle after the vehicle starts to travel and all the elastic energy of the spring 50 is transmitted as the auxiliary torque of the wheel shaft 7 And acts as one of the parameters for generating the control signal for causing the transmission unit 80 to separate the wheel shaft 7 and the rotary shaft 40 together with the signal of the fourth sensor 60 when the vehicle is traveling And prevents the rotation of the rotary shaft 40 due to the rotation of the wheel shaft 7 during the acceleration so as to prevent the rotation of the rotary shaft 40 from being damaged.
  • an operation switch 110 is provided in the interior of the vehicle.
  • the operation switch 110 transmits a signal to the controller 70 in response to the pressure, thereby controlling whether the electric unit 80 is operated or not.
  • the operation of the energy efficiency increasing apparatus 1 for a vehicle using the spring according to the present invention can be turned on or off.
  • the off state of the operation switch 110 is a state in which the elastic energy of the spring 50 is stored or the elastic energy is reduced to the wheel axle 7 and then the rotational axis 40 and the wheel axle 7 are disengaged To keep the status constant.
  • the driver can turn off the operation of the energy efficiency increasing apparatus 1 using the spring according to the present invention during the downhill running or the slow running operation through the operation of the operation switch 110, So that more options can be given to the driver.
  • the controller 70 detects that the current vehicle is gradually slowing down for stopping by inputting signals of the first sensor 10, the third sensor 30, and the fifth sensor 100, 80 and the shaft fixing unit 90 so that the transmission unit 80 can rotate about the rotational axis 40 in the direction in which the spring 50 is wound with respect to the rotational direction of the wheel shaft 7 And the shaft fixing unit 90 releases the gripping state so that the rotation shaft 40 can be rotated.
  • the rotation shaft 40 is rotated and the spring 50 on the rotation shaft 40 is wound, Energy is accumulated in the elastic energy form of the spring (50).
  • the controller 70 When the controller 70 senses that the elastic energy of the spring 50 has been accumulated at the set maximum value by the signal of the fourth sensor 60, the controller 70 transmits a control signal to the electromotive unit 80 and the shaft fixing unit 90 The power transmission unit 80 releases the interlocked state of the wheel shaft 7 and the rotation shaft 40 and the shaft fixing unit 90 protects the manual winding 50 by gripping the rotation shaft 40 so as not to be rotated.
  • the transmission unit 80 and the shaft fixing unit 90 releases the interlocked state between the wheel shaft 7 and the rotary shaft 40 and the shaft fixing unit 90 grasps the rotary shaft 40 in such a manner that the rotary shaft 40 can not be rotated, 50 to be maintained until the vehicle starts or accelerates.
  • the transmission unit 80 interlockingly transmits the control signal to the transmission unit 80 and the shaft fixing unit 90 so that the rotation shaft 40 can be rotated in the other direction with respect to the rotation direction of the wheel shaft 7,
  • the shaft fixing unit 90 releases the gripping state so that the rotation shaft 40 can be rotated so that the spring 50 is released by the elastic energy accumulated in the spring 50, And this reverse rotation force is again switched forward by the transmission unit 80 so that an auxiliary rotational force can be provided to the wheel shaft 7.
  • the controller 70 When the controller 70 senses the exhaustion of the elastic energy accumulated in the spring 50 by the signal of the fourth sensor 60, the controller 70 transmits a control signal to the transmission unit 80 and the shaft fixing unit 90 The transmission unit 80 releases the interlocked state of the wheel shaft 7 and the rotary shaft 40.
  • the shaft fixing unit 90 grasps the rotary shaft 40 again so that the rotary shaft 40 can not be rotated, As a result, the rotary shaft 40 and the spring 50 do not operate at all when the vehicle is running at a constant speed except for stopping and starting.
  • the signal of the fourth sensor 60 acts as a main parameter for interrupting provision of the auxiliary torque at the start and stop of the vehicle.
  • the controller 70 senses that the current vehicle is gradually slowing down for stopping the vehicle by inputting signals of the first sensor 10, the third sensor 30 and the fifth sensor 100 during the running of the vehicle, The operation is repeated again.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Vehicle Body Suspensions (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

La présente invention concerne un dispositif pour augmenter l'efficacité énergétique d'un véhicule au moyen d'un ressort, qui accumule des forces de rotation des roues sous forme d'énergie élastique du ressort pendant le freinage ou la décélération du véhicule, et qui réutilise l'énergie élastique accumulée dans le ressort sous forme de forces de rotation auxiliaires pour commander les essieux de la roue lors du démarrage ou d'une accélération du véhicule, ce qui permet d'augmenter l'efficacité énergétique et d'améliorer dans un même temps l'efficacité du carburant du véhicule. Le dispositif pour augmenter l'efficacité énergétique d'un véhicule au moyen d'un ressort selon la présente invention comprend : un premier capteur monté sur la pédale de frein du véhicule pour détecter si la pédale de frein est actionnée ou pas; un deuxième capteur monté sur la pédale d'accélérateur du véhicule pour détecter si la pédale d'accélérateur est actionnée ou pas; un troisième capteur monté sur un essieu de roue du véhicule pour détecter les rotations par unité de temps; un arbre rotatif monté rotatif sur un côté de l'essieu de la roue; un ressort monté sur l'essieu rotatif de façon que ledit ressort soit enroulé sous l'effet de la rotation de l'essieu pendant le freinage ou la décélération du véhicule et fasse tourner l'essieu rotatif sous l'effet d'une élasticité rétablie pendant le démarrage ou l'accélération du véhicule; un quatrième capteur monté dans le ressort pour détecter si le ressort est rétabli ou pas par détection de la pression en fonction de l'actionnement du ressort; une unité de commande montée dans le véhicule pour recevoir des signaux en provenance du premier capteur, du deuxième capteur, du troisième capteur, et du quatrième capteur et pour générer un signal de commande; et une unité de commande électrique qui est située entre l'essieu de la roue et l'arbre rotatif, et qui interverrouille l'essieu de la roue et l'arbre rotatif de sorte que, conformément au signal de commande reçu en provenance de l'unité de commande, la force de rotation de l'essieu puisse être transmise à l'arbre rotatif pour accumuler une énergie élastique dans le ressort pendant le freinage ou une décélération du véhicule, et que la force de rotation inverse de l'arbre rotatif générée par le rétablissement de la force élastique du ressort soit convertie en direction avant pour transmettre une force de rotation auxiliaire à l'essieu de roue pendant le démarrage ou l'accélération du véhicule, et qui sépare l'essieu de roue et l'arbre rotatif de façon que ces derniers ne soient pas interverrouillés l'un à l'autre immédiatement après le rétablissement du ressort.
PCT/KR2009/003076 2008-06-10 2009-06-09 Dispositif pour augmenter l'efficacité énergétique d'un véhicule au moyen d'un ressort WO2009151252A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR10-2008-0054195 2008-06-10
KR1020080054195A KR20080108914A (ko) 2007-06-11 2008-06-10 태엽을 이용한 차량용 에너지효율 증대장치

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WO2009151252A2 WO2009151252A2 (fr) 2009-12-17
WO2009151252A3 WO2009151252A3 (fr) 2010-03-25
WO2009151252A4 true WO2009151252A4 (fr) 2010-07-29

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PCT/KR2009/003076 WO2009151252A2 (fr) 2008-06-10 2009-06-09 Dispositif pour augmenter l'efficacité énergétique d'un véhicule au moyen d'un ressort

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US20220363285A1 (en) * 2021-05-14 2022-11-17 Boris Valerevich PANKOV Device for generating a graphical user interface and a system for generating a graphical user interface

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JPH05238285A (ja) * 1992-02-26 1993-09-17 Hiroyuki Sato 車両用発進加速装置
KR200144458Y1 (ko) * 1994-10-25 1999-06-15 정몽규 자동차의 제동시 유휴에너지 이용장치
KR100189569B1 (ko) * 1994-11-23 1999-06-01 정몽규 자동차의 제동시 유휴에너지 이용장치
JP3616847B2 (ja) * 2001-12-25 2005-02-02 川崎重工業株式会社 陸上移動体の回生制動装置
KR20050116351A (ko) * 2005-09-09 2005-12-12 정보문 Abs와 복합제어 되는 유압식 주차브레이크 자동제어장치 및제어방법

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WO2009151252A3 (fr) 2010-03-25
WO2009151252A2 (fr) 2009-12-17

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