WO2012165699A1 - Véhicule électrique à ressort - Google Patents

Véhicule électrique à ressort Download PDF

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Publication number
WO2012165699A1
WO2012165699A1 PCT/KR2011/005084 KR2011005084W WO2012165699A1 WO 2012165699 A1 WO2012165699 A1 WO 2012165699A1 KR 2011005084 W KR2011005084 W KR 2011005084W WO 2012165699 A1 WO2012165699 A1 WO 2012165699A1
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WO
WIPO (PCT)
Prior art keywords
spring
pulley
diameter
gear
shaft
Prior art date
Application number
PCT/KR2011/005084
Other languages
English (en)
Korean (ko)
Inventor
신남수
Original Assignee
Shin Nam Soo
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 Shin Nam Soo filed Critical Shin Nam Soo
Publication of WO2012165699A1 publication Critical patent/WO2012165699A1/fr

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/18—Structural association of electric generators with mechanical driving motors, e.g. with turbines
    • H02K7/1807—Rotary generators
    • H02K7/1853—Rotary generators driven by intermittent forces
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
    • B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/30—Electric propulsion with power supplied within the vehicle using propulsion power stored mechanically, e.g. in fly-wheels
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/52—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by DC-motors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03G—SPRING, WEIGHT, INERTIA OR LIKE MOTORS; MECHANICAL-POWER PRODUCING DEVICES OR MECHANISMS, NOT OTHERWISE PROVIDED FOR OR USING ENERGY SOURCES NOT OTHERWISE PROVIDED FOR
    • F03G7/00—Mechanical-power-producing mechanisms, not otherwise provided for or using energy sources not otherwise provided for
    • F03G7/10—Alleged perpetua mobilia
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K53/00—Alleged dynamo-electric perpetua mobilia
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to an automobile, and more particularly, to convert the elastic restoring force of the mainspring into rotational energy, and to operate the generator by accelerating the converted rotational energy so that the power generation action is started.
  • it relates to a self-winding electric vehicle that can generate power over a relatively long time by allowing the automatic winding of the mainspring to proceed through the motor.
  • Electric vehicles which store electrical energy in batteries or capacitors and use them as power sources, have environmentally friendly advantages, but are difficult to travel long distances compared to internal combustion engine vehicles powered by fossil fuels such as gasoline.
  • the electric vehicles so far have been used for the purpose of operating a relatively short distance, or have a problem that can be used very limited in environmentally friendly places such as golf courses.
  • the present invention has been made in order to solve the above-mentioned problems according to the prior art, the object of the present invention is to provide a wind-powered electric vehicle with a wind power source that is environmentally friendly but less installation and operation constraints There is.
  • Another object of the present invention is to provide a self-winding electric vehicle with a mainspring having excellent power generation efficiency.
  • another object of the present invention is that the manual winding of the mainspring can be carried out using an external force, and the automatic winding of the mainspring can be carried out using a motor, so that the power generation action is applied for a relatively long time with a minimum external force. It is to provide a self-winding electric vehicle that can be sustained throughout.
  • Another object of the present invention is to provide a self-winding electric vehicle that can minimize the power required when the manual or automatic winding action of the mainspring is carried out.
  • Wind power generation electric vehicle according to the present invention for achieving the above object
  • a 34-to-1 spring reduction gear 102 arranged on the main shaft 100 and having a one-way bearing gear 3a and a manual one-way gear 3b;
  • a spring 104 connected with the main shaft 100;
  • a motor 106 connected to the one-way bearing gear 3a of the 34 to 1 spring reduction gear 102;
  • a one-way bearing 110 installed at a predetermined interval from the pulley 108 having a diameter of 300 mm and built on the main shaft 100;
  • a shift planetary gear carrier power accelerator 114 which is arranged in the one-way bearing 110 and has a pulley 112 of 80 mm diameter;
  • a shaft 118 arranged at a predetermined interval from the main shaft 100;
  • One to eight power accelerators 122 arranged on the shaft 118 and having a 30 mm diameter pulley 120 connected to the 300 mm diameter pulley 108;
  • a pulley 124 having a diameter of 40 mm which is arranged on the shaft 118 at a predetermined interval from the one to eight power accelerator 122 and connected to the one to eight power accelerator 122;
  • First and second generators 126 and 128 connected to left and right sides of the 40 mm diameter pulley 116, respectively;
  • a battery 130 connected to the first and second generators 126 and 128;
  • the contact between the battery 130 and the motor 106 is composed of a switch 134 to control the operation of the motor 106 by the on / off.
  • the self-winding electric vehicle according to the present invention exhibits the effect of being environmentally friendly, having fewer installation and operation restrictions, and having excellent power generation efficiency.
  • the present invention may be a manual winding action of the mainspring by using an external force
  • the automatic winding action of the mainspring may be carried out by using a motor
  • the power generation operation is continued for a relatively long time when one external force is applied
  • the present invention has a number of advantages, such as when the manual or automatic winding of the main winding is carried out, the power required to be minimized.
  • FIG. 1 is a schematic configuration diagram of a wind power electric vehicle according to the present invention.
  • FIG. 2 is an exploded perspective view of “the main part I” of FIG. 1;
  • FIG. 3 is a cross-sectional view taken along line AA ′ in which some components of FIG. 2 are omitted;
  • FIG. 4 is a cross-sectional view taken along the line B-B 'of FIG.
  • FIG. 5 is a cross-sectional view taken along the line AA ′ of FIG.
  • FIG. 6 is a cross-sectional view taken along the line C-C 'of FIG.
  • FIG. 8 and 9 are cross-sectional views taken along line D-D 'of FIG. 5 showing an operating state of the latch module.
  • FIG. 1 is a schematic configuration diagram of a wind-up electric vehicle according to the present invention.
  • the wind-generating electric vehicle includes:
  • a 34-to-1 spring reduction gear 102 arranged on the main shaft 100 and having a one-way bearing gear 3a and a manual one-way gear 3b;
  • a spring 104 connected with the main shaft 100;
  • a motor 106 connected to the one-way bearing gear 3a of the 34 to 1 spring reduction gear 102;
  • a one-way bearing 110 installed at a predetermined interval from the pulley 108 having a diameter of 300 mm and built on the main shaft 100;
  • a shift planetary gear carrier power accelerator 114 which is arranged in the one-way bearing 110 and has a pulley 112 of 80 mm diameter;
  • a shaft 118 arranged at a predetermined interval from the main shaft 100;
  • One to eight power accelerators 122 arranged on the shaft 118 and having a 30 mm diameter pulley 120 connected to the 300 mm diameter pulley 108;
  • a pulley 124 having a diameter of 40 mm which is arranged on the shaft 118 at a predetermined interval from the one to eight power accelerator 122 and connected to the one to eight power accelerator 122;
  • First and second generators 126 and 128 connected to left and right sides of the 40 mm diameter pulley 116, respectively;
  • a battery 130 connected to the first and second generators 126 and 128;
  • the contact between the battery 130 and the motor 106 is composed of a switch 134 to control the operation of the motor 106 by the on / off.
  • the transmission planetary gear carrier power accelerator 114 can obtain an effective gear ratio change without the driver's lever operation.
  • variable speed planetary gear carrier power accelerator is composed of a sun gear, a planetary gear that rotates around the sun gear, and an outermost ring gear.
  • the planetary gear rotates between the sun gear and the ring gear while maintaining a constant distance from each other by a connecting rod. Done.
  • the contact portion 136 is spaced apart from the outermost side surface 1a of the leaf spring constituting the mainspring 104 by a predetermined distance, and is positioned to face the outermost side surface 1a.
  • the contact is caused by being pressurized due to the outermost side surface 1a of the leaf spring, and the switch 134 contacted as described above receives the electricity stored in the battery 130 for a predetermined time.
  • the motor 106 can be operated for a predetermined time by supplying the same.
  • a manual handle 138 is installed at one side of the one to eight power accelerator 122, and the manual handle 138 is connected to the driving shaft 140.
  • the drive shaft 140 is connected to the handle gear 142.
  • handle gear 142 is connected to the manual one-way gear 3b of the 34 to 1 spring reduction gear 102.
  • the spring 104 has an area of 80 mm and a thickness of 2.5 mm.
  • FIG. 2 is an exploded perspective view of “the main portion I” of FIG. 1
  • FIG. 3 is a cross-sectional view taken along the line AA ′ of the components of FIG. 2
  • FIG. 4 is a cross-sectional view taken along the line B-B ′ of FIG. 3.
  • 5 is a cross-sectional view taken along line AA ′ of FIG. 2
  • FIG. 6 is a cross-sectional view taken along line C-C ′ of FIG. 5
  • FIG. 7 is an enlarged view of a pulley 300 mm in diameter
  • FIGS. 8 and 9 5 is a cross-sectional view taken along the line D-D 'of an operating state of the latch module.
  • the 34 to 1 power reducer 102 includes the first and second drive modules 10 and 20, the reduction gear sequence 60, and the support 70 as essential components.
  • the first and second drive modules 10 and 20 are disposed at respective ends of the first and second drive shafts 11 and 21.
  • the deceleration sequence 60 is equal to the sun gear 12 and the pinion 22, and gears are geared to the gears 12 and 22, the center of which is geared to the support shaft 61. , 63) (see FIGS. 2 and 4).
  • the gear 63 having the larger pitch among the gears 62 and 63 is geared with the pinion 22 integrally formed with the second driving shaft 21 to be interlocked with the first driving module 10.
  • the gear 62 having a small pitch is gear-coupled with the sun gear 12 integrally formed with the first drive shaft 11 (see FIGS. 2 and 6).
  • the deceleration sequence 60 is such that the first and second drive modules 10 and 20 are interlocked with each other.
  • the second drive shaft 21 When the power acts on the first drive shaft 11, the second drive shaft 21 is in a deceleration state in which the rotation speed is reduced compared to the first drive shaft 11, When acting on the second driving shaft 21, the first driving shaft 11 is operated to be in an acceleration state in which the rotation speed thereof is increased compared to the second driving shaft 21.
  • the support 70 is such that the first and second driving shafts 11 and 21 are rotatably penetrated and the support shaft 61 is rotatably supported (see FIGS. 3 and 4).
  • 34 to 1 spring reduction gear 102 made of the essential components described above is further provided with a latch module 90 on the outer diameter of the second drive shaft 21 constituting the teeth (102).
  • the main shaft 100 has a sliding bending portion 81 which is bent inwardly along the circumferential direction on its outer diameter and the engaging portion 82 formed by bending outward in a vertical direction at the end of the sliding bending portion 81.
  • the latch groove 83 having a further provided (see Fig. 2).
  • the latch module 90 is provided with a support frame 91 which is installed on the outer diameter of the second driving shaft 21 on the 34 to 1 spring reduction gear 102 side and is rotated with the second driving shaft 21.
  • An upper portion of the support frame 91 is provided with a latch case 94 including a latch portion 92 and a spring 93 in which the latch portion 92 is shot downward.
  • 92 has a lower end portion having a same or similar shape as that of the latch groove 83 as a convex portion (see Fig. 2). That is, as shown in FIG. 2, the latch portion 92 has a bottom surface of the inclined portion 92a having the same or similar inclination to the sliding bending portion 81 as described above and a vertical direction at the end of the end portion thereof.
  • a cutting surface (92b) proceeds to, the upper end of the cutting surface (92b) and the inclined portion (92a) is formed with a locking jaw (92c), the strut extending upward from the upper surface of the locking jaw (92c)
  • the rod 92d is provided.
  • the spring 93 is interposed on the inner upper surface of the latch case 94 and the latching jaw 92c of the latch portion 92, so that the spring 93 is the latch portion 92 A function of elasticity of a certain strength is performed toward the latch groove 83 (see FIGS. 5, 8 and 9).
  • the second driving shaft 21 of the 34 to 1 spring reduction gear 102 is provided with a latch flow hole 7 penetrating a portion corresponding to the latch portion 92 and the latch groove 83, the latch The portion 92 can be guided through the latch flow hole 7 to the latch recess 83 (see FIGS. 3 and 5).
  • the one-way bearing gear that is rotated only in the direction opposite to the driving direction of the motor 106 described above and not rotated in the opposite direction.
  • (3a) and the passive one-way gear (3b) are respectively provided at a certain distance.
  • the one-way bearing gear (3a) is connected to the pulley of the motor 106 through the power transmission belt.
  • a 300 mm diameter pulley 108 is installed on the main shaft 100 at regular intervals from the 34 to 1 self-winding gear reducer 102, and the main shaft 100 has a predetermined interval from the pulley 108 having a diameter of 300 mm.
  • the coaxial 100 is installed in the one-way bearing 110.
  • a circular tooth 200 is installed on one side of the 300 mm diameter pulley 108, and the circular tooth 200 is fixed by a fixing ring 202.
  • the fixing ring 202 is fixed to the circular tooth 200 so that the 300 mm diameter pulley 108 does not rotate.
  • the shaft 118 is installed at a predetermined distance from the main shaft 100, the shaft 118 is provided with a 30 mm diameter pulley 120 connected to the 300 mm diameter pulley 108 An eight-speed power accelerator 122 is built up.
  • a 40 mm diameter pulley 124 connected to the one-to-eight power accelerator 122 is formed on the shaft 118 at a predetermined interval from the one-to-eight power accelerator 122.
  • a transmission planetary gear carrier power accelerator 114 having an 80 mm diameter pulley 112 is installed on one side of the one-way bearing 110, and a 40 mm diameter is provided on one side of the transmission planetary gear carrier power accelerator 114.
  • the pulley 116 is built up.
  • the 80 mm diameter pulley 112 of the transmission planetary gear carrier power accelerator 114 and the 40 mm diameter pulley 124 of the 1 to 8 power accelerator 122 are connected by a belt.
  • first and second generators 126 and 128 are provided on the left and right sides of the 40 mm diameter pulley 116, respectively.
  • the handle gear 142 is connected to the belt to the manual one-way gear (3b) of the 34 to 1 spring reduction gear 102,
  • the handle gear 142 transmits power to the manual one-way gear 3b installed on the main shaft 100.
  • the first drive shaft 11 of the 34 to 1 spring reduction gear 102 is rotated in the right direction when viewed based on FIG. 1. Accordingly, when the second drive shaft 21 of the 34 to 1 spring reduction gear 102 is decelerated than the first driving shaft 11 of the 34 to 1 spring reduction gear 102, It rotates to the right direction which is the same direction as the 1st drive shaft 11 of the 1-up gear reducer 102.
  • FIG. 1 illustrates that the first drive shaft 11 of the 34 to 1 spring reduction gear 102 is rotated in the right direction when viewed based on FIG. 1.
  • the main shaft 100 rotates clockwise, that is, in the right direction when viewed with reference to FIG. 1 due to the mutual engagement of the latch 92 and the latch groove 83.
  • the main winding 104 connected to the main shaft 100 is subjected to a manual winding action, and the spring 104 is reinforced with elastic resilience due to such a winding action.
  • the one-way bearing 3c inserted on the main shaft 100 does not rotate in the left direction, that is, the rotational direction of the main shaft 100 described above with reference to FIG. Since the structure is rotatable, the bearing 3c presses the outer diameter of the main shaft 100 so that the bearing 3c rotates in the same direction and speed as the main shaft 100, and thus the outer diameter of the bearing 3c.
  • the 300 mm diameter pulley 108 is rotated in the same direction as that, and the driving force of the main shaft 100 is transmitted to the one-to-eight power accelerator 122 to operate the tooth 122.
  • the power of the main shaft 100 is sequentially accelerated through the transmission planetary gear carrier power accelerator 114 having a pulley 112 having a diameter of 80 mm, and the rotating force thus accelerated is a one-way bearing ( It is provided to the generators 126 and 128 through the 40 mm diameter pulley 116 built in 110 to generate power and produce electricity.
  • the mainspring 104 if the above-described power generation action is continued for a predetermined time, the mainspring 104 is the outermost side of the leaf spring as shown in Figure 1 due to the continuous unwinding action ( 1a) presses the contact portion 136 of the switch 134 so that the contact portion 136 is contacted.
  • the switch 134 supplies the electricity stored in the battery 130 to the motor 106 for a predetermined time so that the motor 106 may be operated for a predetermined time. To be controlled.
  • the belt tension is applied to the one-way bearing 3a connected to the pulley of the 34: 1 gear spring 102 and the belt tension is applied due to the orbital motion of the power transmission belt.
  • the first drive shaft 11 of the 34: 1 power reducer 102 is rotated in the right direction when viewed based on FIG. 1. Therefore, the second drive shaft 21 of the 34: 1 clock gear reducer 102 is decelerated than the first drive shaft 11 of the 34: 1 clock gear reducer 102, but the second drive shaft 21 It rotates to the right direction which is the same direction as the one drive shaft 11.
  • the switch 136 cuts off the electricity provided to the motor 106, so that the motor 106 is stopped.
  • the aforementioned automatic winding action of the mainspring 104 is stopped or completed.
  • the wind power generation electric vehicle is the manual winding action of the mainspring is carried out by the external force is input through the manual handle, the power generation action is carried out by the loosening action of the spring, the electricity produced by the power generation is stored in the battery
  • the mainspring is over-loosed, the automatic winding of the mainspring is carried out using the electricity stored in the battery, and thus, when the external force is input through the manual handle, the power generation operation can be continued for a considerable time. Done.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un véhicule électrique à ressort, qui transforme la force de restauration élastique d'un ressort en énergie de rotation, accélère l'énergie de rotation ainsi transformée pour actionner une génératrice afin que celle-ci commence à produire de l'énergie électrique, et produit de l'énergie électrique pendant une durée relativement longue par l'enroulement automatique du ressort au moyen d'un moteur lors de la détection d'un déroulement excessif du ressort. L'invention comprend: un arbre d'entraînement principal (100); un réducteur de ressort 34/1 (102), qui est monté sur l'arbre d'entraînement principal (100) et est équipé d'un engrenage porteur unidirectionnel (3a) et d'un engrenage manuel unidirectionnel (3b); le ressort (104), qui est relié à l'arbre d'entraînement principal (100); le moteur (106), qui est relié à l'engrenage porteur unidirectionel (3a) du réducteur de ressort 34/1 (102); une poulie (108), qui présente un diamètre de 300 mm et est montée sur l'arbre d'entraînement principal (100), à une distance spécifique du réducteur de ressort 34/1 (102); un roulement unilatéral (110), qui est installé à une distance spécifique par rapport à la poulie (108) présentant un diamètre de 300 mm, et est monté sur l'arbre d'entraînement principal (100); un accélérateur (114) de force d'entraînement du support d'engrenage planétaire de transmission, qui est monté sur le roulement unidirectionnel (110) et est pourvu d'une poulie (112) présentant un diamètre de 80 mm; une poulie (116) présentant un diamètre de 40 mm, qui est installée sur un côté de l'accélérateur de force d'entraînement du support d'engrenage planétaire de transmission; et un arbre (118), qui est monté sur l'arbre à une distance spécifique par rapport à l'arbre d'entraînement principal (100).
PCT/KR2011/005084 2011-05-28 2011-07-12 Véhicule électrique à ressort WO2012165699A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
KR20110050979 2011-05-28
KR10-2011-0050979 2011-05-28

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WO2012165699A1 true WO2012165699A1 (fr) 2012-12-06

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106347790A (zh) * 2016-09-20 2017-01-25 迈为医疗技术（深圳）有限公司 一种药袋封装单动力源多向运动机构
CN107218186A (zh) * 2017-05-11 2017-09-29 西南交通大学 一种基于道路减速的能量收集器

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010100200A (ja) * 2008-10-24 2010-05-06 Honda Motor Co Ltd 電動車両
KR100963803B1 (ko) * 2010-01-20 2010-06-17 신남수 전기자동차의 발전제어시스템
JP2010215142A (ja) * 2009-03-18 2010-09-30 Honda Motor Co Ltd 車両
KR20100012846U (ko) * 2009-06-18 2010-12-28 한현섭 태엽의 반탄력을 이용한 전기자동차 배터리충전장치

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2010100200A (ja) * 2008-10-24 2010-05-06 Honda Motor Co Ltd 電動車両
JP2010215142A (ja) * 2009-03-18 2010-09-30 Honda Motor Co Ltd 車両
KR20100012846U (ko) * 2009-06-18 2010-12-28 한현섭 태엽의 반탄력을 이용한 전기자동차 배터리충전장치
KR100963803B1 (ko) * 2010-01-20 2010-06-17 신남수 전기자동차의 발전제어시스템

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106347790A (zh) * 2016-09-20 2017-01-25 迈为医疗技术（深圳）有限公司 一种药袋封装单动力源多向运动机构
CN107218186A (zh) * 2017-05-11 2017-09-29 西南交通大学 一种基于道路减速的能量收集器
CN107218186B (zh) * 2017-05-11 2023-10-24 西南交通大学 一种基于道路减速的能量收集器

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