WO2010130074A1 - 一种汽车燃油效率改良装置 - Google Patents

一种汽车燃油效率改良装置 Download PDF

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Publication number
WO2010130074A1
WO2010130074A1 PCT/CN2009/001470 CN2009001470W WO2010130074A1 WO 2010130074 A1 WO2010130074 A1 WO 2010130074A1 CN 2009001470 W CN2009001470 W CN 2009001470W WO 2010130074 A1 WO2010130074 A1 WO 2010130074A1
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WO
WIPO (PCT)
Prior art keywords
engine
transmission wheel
clutch
control circuit
battery
Prior art date
Application number
PCT/CN2009/001470
Other languages
English (en)
French (fr)
Inventor
张天立
陈天立
Original Assignee
Chang Ten-Lee
Chen Tien-Li
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
Application filed by Chang Ten-Lee, Chen Tien-Li filed Critical Chang Ten-Lee
Publication of WO2010130074A1 publication Critical patent/WO2010130074A1/zh

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3222—Cooling devices using compression characterised by the compressor driving arrangements, e.g. clutches, transmissions or multiple drives
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60H—ARRANGEMENTS OF HEATING, COOLING, VENTILATING OR OTHER AIR-TREATING DEVICES SPECIALLY ADAPTED FOR PASSENGER OR GOODS SPACES OF VEHICLES
    • B60H1/00—Heating, cooling or ventilating [HVAC] devices
    • B60H1/32—Cooling devices
    • B60H1/3204—Cooling devices using compression
    • B60H1/3205—Control means therefor
    • B60H1/3208—Vehicle drive related control of the compressor drive means, e.g. for fuel saving purposes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/30—Conjoint control of vehicle sub-units of different type or different function including control of auxiliary equipment, e.g. air-conditioning compressors or oil pumps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle

Definitions

  • the utility model relates to a device for saving fuel of an automobile, in particular to an idle speed fuel which can be used to assist the automobile to reduce the idling of each belt driving system in the engine compartment during the traveling, and to reduce the time required to suspend for various transportation factors due to various traffic factors. Consumption, energy-saving devices that are both fuel-efficient and comfortable. Background technique
  • a first driving transmission wheel 11 and a second driving transmission wheel 12 are coaxially arranged on the crankshaft of the engine 1 , and the first driving transmission wheel 11 is first.
  • the transmission assembly 32 is coupled to the first passive transmission wheel 31 of the generator system 3; the second drive transmission wheel 12 is coupled to the second passive transmission wheel 41 of the air conditioning system 4 by the second transmission assembly 42.
  • the driver operates the first ignition switch 9A
  • the battery 6 supplies electric power to the engine provided in the engine 1 to start the ignition system 13 to start the engine.
  • the first active transmission wheel 1 1 and the second initiative are simultaneously driven.
  • the engine is still running at idle speed, making the engine overloaded, directly increasing fuel consumption and reducing fuel efficiency. Summary of the invention
  • the purpose of the utility model is to provide a device capable of automatically adjusting the load of the engine according to the actual operating condition of the Xiangguan system equipped with the vehicle to save fuel consumption.
  • Another object of the present invention is to provide an idling and flame-extinguishing system which is further combined with the use of circuit control, so that the vehicle can be automatically turned off under a long idle state, which saves fuel consumption and can be easily restarted.
  • the vehicle fuel efficiency improvement device of the present invention is movably connected to a central shaft of a crankshaft of the engine, and the central shaft is movably arranged with a first active transmission wheel and a second active transmission wheel.
  • the first driving wheel is connected to the first passive transmission wheel of the generator system by using the first transmission component; the second driving wheel is connected to the second passive transmission wheel of the air conditioning system by using the second transmission component.
  • the engine is provided with an engine speed detecting system.
  • a central axis between the first driving transmission wheel and the crankshaft is movably arranged with a first clutch; and a central clutch is operatively arranged with a second clutch between the first active transmission wheel and the second active transmission wheel.
  • the utility model also provides a control circuit electrically connected to the first clutch, the second clutch, the generator system, the engine speed detecting system and the battery equipped in the automobile.
  • the control circuit can control the first clutch and the second clutch to operate simultaneously or at different times when the signal is received, so that the engine crankshaft is coupled or disconnected from the first active transmission wheel, and/or the first active transmission wheel and the second The active transmission wheel is connected or disconnected, and the control circuit further determines whether to directly supply power to the generator system to operate according to the signal, thereby driving the air conditioning system.
  • the vehicle fuel efficiency improvement device of the present invention may further include a gear position detection system electrically connected to the control circuit and an additional second start ignition switch, when the gear position detection is performed on the basis of the foregoing
  • the control circuit starts to calculate the time.
  • the engine starts the ignition system to execute the flameout command, and the driver can operate the second start ignition switch or The first ignition switch originally installed in the automobile can restart the engine; when the control circuit detects that the battery is lower than a set value, the engine automatically controls the engine to start the ignition system to restart the engine.
  • the main and passive transmission wheels, and the transmission assembly may be a pulley and a belt commonly used in a general automobile drive mechanism, or a sprocket and a chain.
  • the control circuit "receives a signal"
  • the technical means for generating the control action is that when the control circuit detects that the battery power is lower than a set value, the power is automatically supplied from the battery to drive the generator system to operate, and the speed of the first active transmission wheel is detected.
  • the first clutch When the rotation speed of the engine crankshaft is close to or the same, the first clutch is controlled to be connected, the first driving transmission wheel and the crankshaft are connected, and the supply of electric power to the generator system is stopped, and the generator system is driven by the engine; when the control circuit detects the pool When the power is higher than a set value signal, the first clutch is automatically controlled to release the connection between the first active moving wheel and the crankshaft, and the battery is supplied with power to the generator system.
  • the control circuit detects that the battery power is lower than a set value
  • the first clutch and the second clutch are automatically driven to connect the crankshaft with the first active transmission wheel, and The first active transmission wheel and the second active transmission wheel are coupled, and the engine system simultaneously drives the generator system and the air conditioning system to operate.
  • an information display unit electrically connected to the control circuit may be further disposed in the front compartment of the driver's seat, so that the driver can clearly view the battery power and each from the information display unit. Item power consumption information.
  • the first active transmission wheel and the second active transmission wheel are not directly connected to the engine crankshaft, but the first clutch is disposed between the engine crankshaft and the first active transmission wheel. And providing a second clutch between the first active transmission wheel and the second active transmission wheel, and providing a control circuit for controlling the first clutch and the second clutch to operate in time to control the first active transmission wheel and/or the second
  • the drive wheel is driven to rotate.
  • neither the first clutch nor the second clutch operates, allowing the engine to operate under the lightest load condition.
  • the first clutch When it is detected that the battery power is lower than a set value, but the air conditioning system is not used, the first clutch is controlled to connect the first driving wheel to the engine crankshaft, so that the engine drives the generator to generate electric power to charge the battery.
  • the second clutch action is controlled to connect the first active transmission wheel and the second active transmission wheel to be converted into power by the battery. The driving power is turned, and the air conditioning system is driven to operate by the first driving wheel and the second driving wheel.
  • the first clutch and the second clutch are controlled to operate simultaneously, and the first active transmission wheel and the crankshaft are coupled by the first clutch, and the first The second clutch action connects the first active transmission wheel and the second active transmission wheel, so that when the engine is running, the generator is simultaneously driven to generate electric power to charge the battery, and the air conditioning system is driven to operate.
  • the vehicle fuel efficiency improvement device of the present invention further combines the device for controlling the idle stop on the foregoing device base.
  • the control circuit automatically stops the engine when the time reaches a set value, but still To maintain the power consumption of other electrical equipment in the car, in order to save fuel consumption, when starting to drive, operate an additional second ignition switch, or the first start ignition originally equipped with the vehicle Switch to restart the engine.
  • FIG. 1 is a schematic view of a prior art automobile drive device.
  • Figure 2 is a schematic view of the first embodiment of the present invention.
  • Fig. 3 is a schematic view showing the first clutch coupling engine crankshaft and the first active transmission wheel of the first embodiment of the present invention.
  • FIG. 4 is a schematic view showing the second clutch connecting the first active transmission wheel and the second active transmission wheel according to the first embodiment of the present invention.
  • Figure 5 is a schematic view showing the first clutch-engaging engine crankshaft and the first active transmission wheel of the first embodiment of the present invention, and the second clutch connecting the first driving transmission wheel and the second driving transmission wheel.
  • Figure 6 is a schematic view of a second embodiment of the present invention.
  • Fig. 7 is a schematic view showing the first clutch connecting engine crankshaft and the first active transmission wheel of the second embodiment of the present invention.
  • Figure 8 is a schematic view showing the second clutch of the second embodiment of the present invention connecting the first drive transmission wheel and the second drive transmission wheel.
  • Figure 9 is a schematic view showing the first clutch-engaging engine crankshaft and the first active transmission wheel, and the second clutch connecting the first driving transmission wheel and the second driving transmission wheel in the second embodiment of the present invention.
  • FIG. 2 shows a first embodiment of the present invention, comprising an engine 1, a generator system 3, an air conditioning system 4 and a control circuit 5; wherein the engine 1 is connected to a transmission system of the vehicle for providing Automotive power;
  • the engine cymbal also has an engine speed detection system 14.
  • the generator system 3 is provided with a first passive transmission wheel 31;
  • the air conditioning system 4 is provided with a second passive transmission wheel 41.
  • the crankshaft 10 of the engine 1 is movably coupled to a central shaft.
  • the central shaft is movably coupled with a first driving wheel 11 and a second driving wheel 12.
  • the first driving wheel 11 is connected by the first transmission component 32.
  • the first passive transmission wheel 31 of the generator system 3; the second driving transmission wheel 12 is connected to the second passive transmission wheel 41 of the air conditioning system 4 by means of the second transmission assembly 42.
  • a first clutch 2A is erroneously arranged in a central axis between the first driving wheel 11 and the crankshaft 10; a central axis between the first driving wheel 11 and the second driving wheel 12 is movably arranged in a second Clutch 2B.
  • the first driving transmission wheel 11, the second driving transmission wheel 12, the first passive transmission wheel 31 and the second passive transmission wheel 41 may adopt a pulley which is currently widely used, and the first transmission The assembly 32 cooperates with the second transmission assembly 42 to utilize a belt.
  • the first driving transmission wheel 11, the second driving transmission wheel 12, the first passive transmission wheel 31 and the second passive transmission wheel 41 may also adopt a sprocket, and the first transmission component 32 and the second transmission component 42 cooperate with each other - the chain .
  • the control circuit 5 is electrically connected to the first clutch 2A, the second clutch 2B, the generator system 3, the engine speed detecting system 14, and the battery 6 provided in the automobile.
  • the control circuit 5 can control the first clutch 2A and the second clutch 2B to operate simultaneously or at different times, so that the engine crankshaft 10 is coupled or disconnected from the first active transmission wheel 11, and/or the first active The transmission wheel 11 is coupled or disconnected from the second driving transmission wheel 12.
  • the control circuit 5 further determines whether the battery 6 directly supplies power to the generator system 3 to operate according to the signal, thereby driving the air conditioning system 4.
  • the control circuit 5 detects the amount of power stored in the battery 6. If the battery is higher than a set value and does not use the air conditioning system, the control circuit 5 does not drive the first clutch 2A and the second clutch 2B to operate (eg, As shown in Fig. 2, therefore, the engine 1 does not drive the generator system 3 and the air conditioning system 4 when operating, allowing the engine to operate under the lightest load conditions.
  • control circuit 5 when the control circuit 5 detects that the battery 6 is lower than a set value (first set value), it automatically supplies the power from the battery 6 to drive the generator system 3 to operate, and detects When it is detected that the rotation speed of the first driving transmission wheel 11 is close to or the same as the rotation speed of the engine crankshaft 10, the first clutch 2A is driven to operate, the first driving transmission wheel 11 and the crankshaft 10 are coupled, and the supply of electric power to the generator system 3 is stopped. At this time, the engine 1 is driven to operate the generator system 3 to generate electric power to be charged into the battery 6.
  • a set value first set value
  • control circuit 5 When the control circuit 5 detects that the battery 6 is higher than the other set value (second set value), the first clutch 2A is automatically driven to release the connection between the first driving wheel 11 and the crankshaft 10, The engine 1 no longer drives the generator system 3 to operate, and the battery 6 supplies power to the generator system 3; the action is controlled repeatedly.
  • the control circuit 5 detects that the battery 6 is higher than a set value (first set value), and the air conditioner is to be used, the first clutch 2A is not driven by the control circuit 5, The control circuit 5 drives the second clutch 2B to operate to connect the first driving transmission wheel 11 . . . with the second driving transmission wheel 12 . At this time, the electric generator system 3 is directly driven by the electric power of the battery 6 , and then via the first driving transmission.
  • first set value a set value
  • the wheel 11 and the second driving wheel 12 drive the air conditioning system 4 to operate; until the battery 6 has insufficient power, the control circuit adjusts the rotation speed of the generator system 3 still powered by the battery 6, so that the first driving wheel 11
  • the first clutch 2A is driven to connect the first active transmission wheel 11 to the crankshaft 10
  • the generator system 3 drives the generator system 3 to generate electric power to be charged into the battery 6; action.
  • the control circuit 5 has detected that the battery 6 is lower than a set value (first set value) and is driving the generator system 3 to generate power to charge the battery 6, the battery is not yet high.
  • the control circuit 5 drives the first clutch 2A to change from the original operation to the non-operation, and then the control circuit 5 drives the second clutch 2B to operate.
  • the circuit requires the battery 6 to be supplied to the generator system 3, and the rotational speed is adjusted so that the rotational speed of the first active transmission wheel 11 is close to or the same as the rotational speed of the engine crankshaft 10, and then the first clutch 2A is actuated to operate the first active transmission wheel 11 Connected to the crankshaft 10, this procedure eliminates the inconsistency caused by the inconsistent angular velocity between the systems when the engine is turned on and the air conditioner is turned on.
  • the control circuit 5 drives the first clutch 2A and the second clutch 2B to operate simultaneously, the first active transmission wheel 11 and the crankshaft 10 are coupled by the first clutch 2A, and the second clutch 2B is operated to drive the first active transmission wheel 11 and the first
  • the two driving wheels 12 are connected, so that when the engine 1 is running, the generator system 3 can be simultaneously driven to generate electric power to be charged into the battery 6, and the air conditioning system 4 is driven to operate; until the battery 6 returns to the second set value or more, the control is performed.
  • the circuit 5 automatically drives the first clutch 2A to release the connection of the first driving wheel 11 and the crankshaft 10, and the battery 6 is supplied with electric power to drive the generator system 3 and the air conditioning system 4 to operate; the action is repeatedly controlled.
  • FIG. 6 to FIG. 9 show another embodiment of the present invention.
  • a gear position detecting system 7 that is electrically connected to the control circuit 5 may be further included.
  • the ignition switch 9B is activated, a first start ignition switch 9A originally provided to the automobile, an engine start ignition system 13 provided in the engine 1, and an information display unit 8.
  • the gear shift lever can be put into neutral (N gear) or parked gear (P gear).
  • the gear detection system 7 will detect that the vehicle gear system is located. The neutral or stop gear, and the control circuit 5 starts calculating the time.
  • the control circuit 5 executes the flameout command to the engine start ignition system 13, but still supplies various electrical equipments provided in the vehicle. The required power, the engine is no longer running and saves fuel consumption.
  • the control circuit 5 monitors the remaining battery power. When the battery 6 is lower than a set value (first set value), the control circuit 5 starts ignition. System 13 restarts engine 1.
  • the driver When it is necessary to continue driving, if the engine is still off, the driver must operate the first start ignition switch 9A or the second start ignition switch 9B to restart the engine by the engine start ignition system 13.
  • the additional second activation ignition switch: 9B is mainly for the convenience of the driver to operate, and therefore can be placed at an appropriate position of the shift lever to facilitate the pressing operation while the gear is being engaged.
  • the information display unit 8 can be disposed in the front compartment of the driver's seat with the display, so that the driver can clearly view the battery power and various power consumption information from the information display unit 8.
  • the information display unit 8 can display information including the power consumption per unit time, the amount of charge of the generator, and the remaining time of the power calculated based on the power consumption and the real-time battery power when the generator stops supplying power.
  • the utility model is characterized in that the dependence of the compressor and the generator system on the engine is minimized, the load of the engine is greatly reduced, and the fuel consumed by the engine at the idle state is reduced, thereby achieving the purpose of reducing fuel consumption and improving fuel efficiency as a whole.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Thermal Sciences (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Description

一种汽车燃油效率改良装置 技术领域
本实用新型涉及一种汽车节油的装置，尤其涉及一种可用以协助汽车减少行进 间引擎室各皮带驱动系统的空转，及减少行进间因各类交通因素须较长时间暂停时 的怠速燃油消耗， 以达省油兼顾行车舒适的节能装置。 背景技术
近年来汽车产业迅速发展， 大幅缩短了交通所需的时间， 但燃烧汽油产生的二 氧化碳却导致温室效应， 破坏空气质量。 汽车引擎所燃烧的汽油， 大约只有 30%用 于产生能量推动汽车， 其余的能量皆转化成热量， 经由散热系统及废气系统浪费掉 了。 面对日益枯竭的石油能源与不断升温的地球暖化问题， 改善既有科技与使用习 惯， 以提升燃料效率即为大家共同的责任， 特别是还伴随着都市空气与噪音污染的 - 汽车产业。 据报导， 美国的石油使用量占全世界的 1 /4， 而其中 55%是用在两亿三 千多万辆的汽车上； 如果按这个比例计算， 全世界的石油使用量， 约有一半是做为 汽车燃料之用， 因此， 汽车对石油的依赖与对环境的破实在太大了。
然而， 即便各大汽车公司过去十年来竭尽全力来开发下世代汽车， 例如气电混 合车等等； 但至今传统的汽、 柴油动力引擎汽车仍占生产量的绝大部分 (估计约九 成以上）， 因此整体而言， 能源节约的成效非常有限。
传统汽、 柴油引擎汽车之所以耗油的原因之一， 是在于引擎怠速时仍在运转， 怠速的时间短者数秒， 长则数分钟， 甚至更长， 如果手动关闭引擎， 则须将排档切 换至空档（N档）或停驻档（P档）才能重新启动； 为了防止过度消耗电力导致电池剩 余电量不足， 车内的电器则必须同时关闭电源， 十分不便。 再如图 1所示， 现有的 汽车驱动装置， 是在引擎 1曲轴同轴地串设一第一主动传动轮 11与一第二主动传 动轮 12 ,第一主动传动轮 11藉由第一传动组件 32连接设在发电机系统 3的第一被 动传动轮 31 ;第二主动传动轮 12藉由第二传动组件 42连接设在空调系统 4的第二 被动传动轮 41。 驾驶者操作第一启动点火开关 9A时， 由电池 6供应电力至设在引 擎 1的引擎启动点火系统 1 3以启动引擎， 引擎运转时， 则同时带动第一主动传动 轮 1 1与第二主动传动轮 12 , 因此， 无论是否使用空调， 空调系统 4都必须被驱动 运转； 无论电池 6的蓄电量是否已满， 引擎 1也必定同时带动发电机系统 3来继续 产生电力对电池 6进行充电。 同样的， 即使车辆行进间须暂停， 引擎在怠速中也维 持运转， 使得引擎的负荷过重， 直接增加了油耗， 降低了燃油效率。 发明内容
本实用新型的目的在于提供一种可以依车辆配备的湘关系统的实际运转状况， 自动调节引擎的负荷， 达到节省燃油消耗的装置。
本实用新型的另一目的在于提供一种进一步结合利用电路控制的怠速熄火系 统， 使车辆在长时间怠速状态下可以自动熄火， 节省燃料的消耗， 并能方便地再起 动。
基于上述目的， 本实用新型所述的汽车燃油效率改良装置， 是在引擎的曲轴活 动地连接一中心轴， 该中心轴活动地串设有一第一主动传动轮与一第二主动传动 轮， 该第一主动传动轮利用第一传动组件连接设于发电机系统的第一被动传动轮； 第二主动传动轮利用第二传动组件连接设于空调系统的第二被动传动轮。所述引擎 设有一引擎转速侦测系统。所述第一主动传动轮与曲轴之间的中心轴活动地串设一 第一离合器； 以及在第一主动传动轮与第二主动传动轮之间的中心轴活动地串设一 第二离合器。本实用新型还提供一控制电路，该控制电路电性连接所述第一离合器、 第二离合器、 发电机系统、 引擎转速侦测系统与配备于汽车的电池。 该控制电路在 接收到一讯号时， 可控制第一离合器与第二离合器同时或不同时动作， 使引擎曲轴 与第一主动传动轮连结或分离， 及 /或该第一主动传轮与第二主动传动轮连结或分 离， 该控制电路还依前述讯号而决定是否直接供应电力予该发电机系统运转， 进而 驱动该空调系统。
本实用新型所述的汽车燃油效率改良装置，可以在前述的基础上进一步包含均 与该控制电路电性连接的一档位侦测系统与一增设的第二启动点火开关， 当档位侦 测系统侦测到车辆排挡系统位于空档或停驻档时， 控制电路开始计算时间， 到达时 间设定值时， 即对引擎起动点火系统执行熄火指令， 驾驶者可以操作该第二启动点 火开关或原本配备于汽车的第一启动点火开关， 即可重新起动引擎； 所述控制电路 侦测到电池的电量低于一设定值的讯号时， 则会自动控制该引擎起动点火系统重新 起动引擎。
本实用新型所述的汽车燃油效率改良装置中， 所述的主、 被动传动轮， 以及传 动组件， 可以采用一般汽车驱动机构中常用的皮带轮与皮带， 或是链轮与链 。
本实用新型所述的汽车燃油效率改良装置中，所述对于控制电路"接收到一讯号 后产生控制动作的技术手段，是指该控制电路侦测电池的电量低于一设定值的讯号 时， 即自动从电池提供电力驱动发电机系统运转， 并侦测第一主动传动轮的转速与 引擎曲轴的转速接近或相同时， 控制该第一离合器动作， 使第一主动传动轮和曲轴 连结， 并停止供应电力予发电机系统， 由引擎驱动发电机系统运转； 当控制电路侦 测 池的电量高于一设定值的讯号时， 即自动控制该第一离合器解除对第一主动 动轮与曲轴的连结， 改由电池供应电力予发电机系统。 空调系统的电源在接通状态 下， 控制电路侦测电池的电量低于一设定值的讯号时， 即自动驱使第一离合器与第 二离合器动作， 使曲轴与第一主动传动轮连结， 且第一主动传动轮和第二主动传动 轮连结， 由引擎同时驱动发电机系统与空调系统运转。
本实用新型所述的汽车燃油效率改良装置中，可进一步在驾驶座的前舱设置一 电性连接于前述控制电路的信息显示单元，让驾驶者从该信息显示单元清楚查看电 池的电量与各项耗电信息。
本实用新型所述的汽车燃油效率改良装置中，不直接将第一主动传动轮及第二 主动传动轮固定连接于引擎曲轴， 而是在引擎曲轴与第一主动传动轮的间设置第一 离合器， 以及在第一主动传动轮与第二主动传动轮的间设置第二离合器， 并提供一 控制电路来控制第一离合器与第二离合器适时动作 , 以控制第一主动传动轮及 /或 第二主动传动轮被驱动旋转。 另藉由侦测汽车电池储存的电量高于一设定值， 且不 使用空调系统时， 第一离合器与第二离合器均不动作， 让引擎在最轻的负荷状态下 运作。 当侦测到电池的电量低于一设定值， 但不使用空调系统时， 则控制第一离合 器将第一主动传动轮与引擎曲轴连结， 使引擎驱动发电机产生电力充入电池。 当电 池的电量高于一设定值， 且要使用空调系统时 则第一离合器不动作， 而控制第二 离合器动作将第一主动传动轮与第二主动传动轮连结，转换为由电池提供电力驱动 发电 转， 进而经由第一主动传动轮与第二主动传动轮驱动空调系统运转。 当侦 测到电池的电量低于一设定值， 且要使用空调系统时， 则控制第一离合器与第二离 合器同时动作， 藉由第一离合器将第一主动传动轮和曲轴连结， 且第二离合器动作 将第一主动传动轮与第二主动传动轮连结，使引擎运转时， 同时带动发电机产生电 力充入电池， 以及带动空调系统运转。
本实用新型所述汽车燃油效率改良装置在前述的装置基 上进一步结合控制 怠速熄火的装置， 当驾驶者行车暂停时， 藉由控制电路计算时间到达一设定值时自 动将引擎熄火， 但仍维持车内其它电器设备用电的所需， 以节省燃料的消耗， 欲开 始行车时， 则操作一增设的第二启动点火开关， 或原本配备于汽车的第一启动点火 开关， 即可重新启动引擎。 附图说明
图 1为现有技术中的汽车驱动装置的示意图。
图 2为本实用新型中第 实施例的示意图。
图 3 为本实用新型中的第一实施例的第一离合器连结引擎曲轴与第一主动传 动轮的示意图。
图 4 为本实用新型中的第一实施例的第二离合器连结第.一主动传动轮与第二 主动传动轮的示意图。
图 5 为本实用新型中的第一实施例的第一离合器连结引擎曲轴与第一主动传 动轮， 以及第二离合器连结第一主动传动轮与第二主动传动轮的示意图。
图 6为本实用新型中的第二实施例的示意图。
图 7 为本实用新型中的第二实施例的第一离合器连结引擎曲轴与第一主动传 动轮的示意图。
图 8 为本实用新型中的第二实施例的第二离合器连结第一主动传动轮与第二 主动传动轮的示意图。
图 9 为本实用新型中的第二实施例的第一离合器连结引擎曲轴与第一主动传 动轮， 以及第二离合器连结第一主动传动轮与第二主动传动轮的示意图。 具体实施方式
以下配合说明书附图对本实用新型的实施方式做更详细的说明，以使本领域技 术人员在研读本说明书后能据以实施。
如图 2所示为本实用新型的第一实施例， 包括有一引擎 1、 一发电机系统 3、 一空调系统 4与一控制电路 5 ; 其中， 引擎 1连接至汽车的传动系统， 用来提供汽 车动力； 引擎 Γ还设有一引擎转速侦测系统 14。发电机系统 3设有一第一被动传动 轮 31 ; 空调系统 4设有一第二被动传动轮 41。 引擎 1的曲轴 10活动地连接一中心 轴， 该中心轴活动地串设有一第一主动传动轮 11与一第二主动传动轮 12， 该第一 主动传动轮 11利用第一传动组件 32连接设于发电机系统 3的第一被动传动轮 31 ; 第二主动传动轮 12利用第二传动组件 42连接设于空调系统 4的第二被动传动轮 41。第一主动传动轮 11与曲轴 10之间的中心轴活动地串设一第一离合器 2A; 第一 主动传动轮 1 1与第二主动传动轮 12之间的中心轴活动地串设一第二离合器 2B。在 本实用新型的实施例中， 所述第一主动传动轮 11、 第二主动传动轮 12、 第一被动 传动轮 31与第二被动传动轮 41可以采用目前十分普遍使用的皮带轮，且第一传动 组件 32与第二传动组件 42配合采用皮带。 第一主动传动轮 11、 第二主动传动轮 12、第一被动传动轮 31与第二被动传动轮 41也可以采用链轮，且第一传动组件 32 与第二传动组件 42配合釆用—链条。
所述控制电路 5电性连接第一离合器 2A、 第二离合器 2B、 发电机系统 3、 引 擎转速侦测系统 14与配备于汽车的电池 6。该控制电路 5在接收到一讯号时，可控 制第一离合器 2A与第二离合器 2B同时或不同时动作， 使引擎曲轴 10与第一主动 传动轮 11连结或分离，及 /或该第一主动传轮 11与第二主动传动轮 12连结或分离， 该控制电路 5还依前述讯号而决定是否由电池 6直接供应电力予发电机系统 3运转， 进而驱动空调系统 4。
在实际运作时， 控制电路 5会侦测电池 6储存的电量， 若电量高于一设定值且 不使用空调系统时， 控制电路 5不会驱使第一离合器 2A与第二离合器 2B动作（如 图 2所示）， 因此， 引擎 1运转时不会驱动发电机系统 3与空调系统 4 , 让引擎在最 轻的负荷状态下运作。
如图 3所示， 当控制电路 5侦测到电池 6的电量低于一设定值（第一设定值） 的讯号时， 即自动从电池 6提供电力驱动发电机系统 3运转， 并侦测到第一主动传 动轮 11的转速与引擎曲轴 10的转速接近或相同时， 驱使第一离合器 2A动作， 使 第一主动传动轮 1 1和曲轴 10连结， 并停止供应电力予发电机系统 3 , 此时即转由 引擎 1驱动发电机系统 3运转产生电力充入电池 6。 当控制电路 5侦测到电池 6的 电量高于另一设定值（第二设定值）的讯号时， 即自动驱使第一离合器 2A解除对第 一主动传动轮 11与曲轴 10的连结， 引擎 1不再驱动发电机系统 3运转， 改由电池 6供应电力予发电机系统 3; 如此反复地控制动作。
如图 4所示， 当控制电路 5侦测到电池 6的电量高于一设定值（第一设定值）， 且要使用空调时， 则第一离合器 2A不受控制电路 5驱使动作， 而控制电路 5驱使 第二离合器 2B动作将第一主动传动轮 11..与第二主动传动轮 12连结， 此时， 直接 由电池 6的电力驱动发电机系统 3运转， 进而经由第一主动传动轮 11与第二主动 传动轮 12驱动空调系统 4运转； 直到电池 6的电量不足时，控制电路对仍由电池 6 供电的发电机系统 3的转速加以调节， 使第一主动传动轮 1 1的转速与引擎曲轴 10 的转速接近或相同时， 再驱使第一离合器 2A动作将第一主动传动轮 1 1与曲轴 10 连结， 由引擎带动发电机系统 3产生电力充入电池 6 ; 如此反复地控制动作。 如图 5所示， 当控制电路 5已经侦测到电池 6的电量低于一设定值（第一设定 值）而正在驱使发电机系统 3运转以产生电力充入电池 6，电量尚未高于另一设定值 (第二设定值)且要使用空调时的状况， 控制电路 5驱使第一离合器 2A由原先的动 作改为不动作， 然后控制电路 5驱使第二离合器 2B动作， 控制电路要求电池 6供 电予发电机系统 3 , 同时对转速加以调节使第一主动传动轮 1 1 的转速与引擎曲轴 10的转速接近或相同时再驱使第一离合器 2A动作将第一主动传动轮 11与曲轴 10 连结，此手续可消除引擎运转时开启冷气空调且仍须发电时因系统间角速度不一致 导致的不顺畅。 之后控制电路 5驱使第一离合器 2A与第二离合器 2B同时动作， 藉 由第一离合器 2A将第一主动传动轮 11和曲轴 10连结，且第二离合器 2B动作将第 一主动传动轮 11与第二主动传动轮 12连结， 因此引擎 1运转时， 能同时带动发电 机系统 3产生电力充入电池 6， 以及带动空调系统 4运转； 直到电池 6的电量回复 到第二设定值以上时， 控制电路 5 自动驱使第一离合器 2A解除对第一主动传动轮 11与曲轴 10的连结， 改由电池 6提供电力驱动发电机系统 3及空调系统 4运转； 如此反复地控制动作。
图 6至图 9显示本实用新型的另一实施例，可以在图 2所示及前述的装置基础 上进一步包含均与控制电路 5电性连接的一档位侦测系统 7、 一增设的第二启动点 火开关 9B、 一原本配备于汽车的第一启动点火开关 9A、 一设于引擎 1的引擎启动 点火系统 13， 以及一信息显示单元 8。 驾驶者行车中因各种交通因素需要暂停时， 可将排档杆打入空档（N档）或停驻档（P档） , 此时档位侦测系统 7会侦测到车辆排 挡系统位于空档或停驻档， 并由控制电路 5开始计算时间， 到达一设定的时间时， 控制电路 5即对引擎起动点火系统 13执行熄火指令， 但仍供应车内配备的各项电 器设备所需的电力， 引擎即不再运转而节省燃料的消耗， 控制电路 5会监控电池 6 剩余电量， 当电池 6的电量低于一设定值（第一设定值） ， 控制电路 5会启动点火 系统 13将引擎 1重新启动。 需要继续行驶时， 如引擎仍处于熄火状态， 驾驶者必 须操作第一启动点火开关 9A或第二启动点火开关 9B才可由引擎起动点火系统 13 重新起动引擎。 所述增设的第二启动点火开关: 9B主要是为方便驾驶者操控， 因此. 可以设置在排挡杆的适当位置上， 便于在排档的同时按压操作。
所述信息显示单元 8可以配合显示器设置在汽车驾驶座的前舱，让驾驶者从信 息显示单元 8清楚查看电池的电量与各项耗电信息。所述信息显示单元 8可以显示 包括单位时间的耗电量， 发电机的充电量， 发电机停止供电时根据耗电量、 实时的 电池电量所推算的用电剩余时间等信息。 本实用新型的特点在于尽量减少压缩机与发电机系统对引擎的依赖，大幅降低 引擎的负荷， 以及减少引擎在怠速状态下所消耗的燃料， 达到整体减少燃料消耗而 提升燃油效率的目的。
以上所述仅为用以解释本实用新型的较佳实施例，并非企图据以对本实用新型 做任何形式上的限制 , 因此， 凡有在相同的创作精神下所作有关本实用新型的任何. 4爹饰或变更， 皆仍应包括在本实用新型意图保护的范畴。

Claims

权利要求
1. 一种汽车燃油效率改良装置， 其特征在于， 包括有：
一引擎， 具有曲轴， 该曲轴活动地连接一中心轴， 该中心轴活动地串设有一第 一主动传动轮与一第二主动传动轮， 所述引擎设有一引擎转速侦测系统；
一第一离合器， 活动地串^于该中心轴， 且该第一离答器位于该第一主动传动 轮与引擎曲轴之间；
一第二离合器， 活动地串设于该中心轴， 且该第二离合器位于该第一主动传动 轮与第二主动传动轮之间；
一发电机系统， 连接有一第一被动传动轮， 该第一被动传动轮与该第一主动传 动轮以一第一传动组件连接；
一空调系统， 连接有一第二被动传动轮， 该第二被动传动轮与该第二主动传动 轮以一第二传动组件连接；
一控制电路， 电性连接所述第一离合器、 第二离合器、 发电机系统、 所述引擎 的引擎转速侦测系统；
一电池， 电性连接所述控制电路；
所述控制电路在接收到一讯号时，可控制所述第一离合器与第二离合器同时或 不同时动作， 使引擎曲轴与第一主动传动轮连结或分离， 及 /或该第一主动传轮与 第二主动传动轮连结或分离，该控制电路还依所述讯号而决定是否直接供应电力予 该发电机系统运转， 进而驱动该空调系统。
2. 如权利要求 1所述的汽车燃油效率改良装置, 其特征在于， 进一步包含有 均与该控制电路电性连接的一档位侦测系统、一引擎起动点火系统与一第二启动点 火开关， 该第二启动点火开关还电性连接所述电池， 当所述档位侦测系统侦测到车 辆排挡系统位于空档或停驻档时， 所述控制电路会开始计算时间， 当到达设定的时 间时， 即对该引擎起动点火系统执行熄火指令， 操作该第二启动点火开关则可控制 该引擎起动点火系统重新起动引擎，所述控制电路侦测该电池的电量低于一设定值 的讯号时， 则会自动控制该引擎起动点火系'统重新起动引擎。
3. 如权利要求 1或 2所述的汽车燃油效率改良装置， 其特征在于， 所述第一 主动传动轮与第一被动传动轮均为皮带轮， 且该第一传动组件为皮带。
4. 如权利要求 1或 2所述的汽车燃油效率改良装置， 其特征在于， 所述^二 主动传动轮与第二被动传动轮均为皮带轮， 且该第二传动组件为皮带。
5. 如权利要求 1或 2所述的汽车燃油效率改良装置， 其特征在于， 所述第一 主动传动轮与第一被动传动轮均为链轮， 且该第一传动组件为链条。
6. 如权利要求 1或 2所述的汽车燃油效率改良装置， 其特征在于， 所述第二 主动传动轮与第二被动传动轮均为链轮， 且该第二传动组件为链条。
如权利要求 1所述的汽车燃油效率改良装置， 其特征在于， 所述控制电路 侦测该电池的电量低于一设定值的讯号时， 即自动从该电池提供电力驱动该发电机 系统运转， 并侦测到第一主动传动轮的转速与引擎曲轴的转速接近或相同时， 控制 该第一离合器动作，使第一主动传动轮和曲轴连结，并停止供应电力予发电机系统， 由引擎驱动发电机系统运转， 当控制电路侦测该电池的电量高于一设定值的讯号 时， 即自动控制该第一离合器解除对第一主动传动轮与曲轴的连结， 改由电池供应 电力予发电机系统。
8. 如权利要求 7所述的汽车燃油效率改良装置， 其特征在于， 所述空调系统 的电源在接通的状态下， 该控制电路侦测该电池的电量低于一设定值的讯号时， 即 自动控制该第二离合器动作， 使第一主动传动轮和第二主动传动轮连结， 由引擎驱 动该空调系统运转。
9. 如权利要求 1或 2所述的汽车燃油效率改良装置， 其特征在于， 所述控制 电路进一步电性连接一信息显示单元。
10. 如权利要求 9所述的汽车燃油效率改良装置， 其特征在于， 所述的信息显 示包括单位时间的耗电量， 发电机的充电量， 发电机停止供电时根据耗电量、 实时 的电池电量所推算的用电剩余时间。
PCT/CN2009/001470 2009-05-15 2009-12-16 一种汽车燃油效率改良装置 WO2010130074A1 (zh)

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