WO2019007122A1

WO2019007122A1 - Vehicle energy recovery system and control method

Info

Publication number: WO2019007122A1
Application number: PCT/CN2018/081865
Authority: WO
Inventors: 孙元; 孔德星
Original assignee: 安徽江淮汽车集团股份有限公司
Priority date: 2017-11-27
Filing date: 2018-04-04
Publication date: 2019-01-10
Also published as: CN107972643B; CN107972643A

Abstract

A vehicle energy recovery system, comprising: a brake assembly housing (A), an energy storage device pressure plate assembly (B), an energy storage device (C), a brake disc (E), an oil valve control assembly (F) and a power generator (G). The energy storage device is provided with an inner ring (C1), an outer ring (C2) and a steel strip (C3), the steel strip being arranged between the inner ring and the outer ring in the manner of a spiral coil, the outer ring driving the power generator. A body (B1) of the energy storage device pressure plate assembly is sleeved within the energy storage device and connected via teeth. The brake assembly housing is formed with a first caliper (A3) clamped on both sides of the outer ring, and a first counter (A1) and a second counter (A2) recording the number of revolutions of the inner ring and the outer ring. The oil valve control assembly drives the body to move and drive the first caliper to clamp or unclamp. The system provides a power generation capability by means of kinetic energy of the brake disc, and performs effective energy conversion. The body is controlled to move and drive the first caliper to clamp or unclamp the outer ring according to data obtained by the first counter and the second counter, so as to control energy storage and energy release in a highly efficient manner. The present invention also relates to a control method for the vehicle energy recovery system.

Description

Vehicle energy recovery system and control method

Technical field

The present invention relates to a vehicle energy recovery system and control method.

Background technique

At present, under the pressure of energy and environment, the development of cars with low carbon and environmental protection has attracted more and more attention from the society.

After years of hard work, the domestic and international automotive industry has invested heavily in the development of green electric vehicle power systems such as pure electric, hybrid and fuel cell vehicles. At present, they have transitioned from the laboratory development test phase to the commercial trial production stage, and further turned to the industry. Mass production stage. At present, the battery, which is one of the key components of pure electric vehicles and fuel cell vehicles, has problems such as low energy density, short life, and high price, so that the cost performance of the electric vehicle cannot compete with the conventional internal combustion engine vehicle.

How to improve the energy efficient use of electric vehicles has become an urgent problem in the electric vehicle industry.

Summary of the invention

The object of the present invention is to provide a vehicle energy recovery system capable of effectively storing energy and dissipating energy and improving the power utilization rate of the electric vehicle.

The utility model comprises: a brake assembly housing, an accumulator pressure plate assembly, an accumulator, a brake disc, an oil valve control assembly and a generator; the accumulator has an inner ring, an outer ring and a steel belt, The steel strip is spirally disposed between the inner ring and the outer ring, one end of the steel strip is connected to the inner side of the outer ring, and the other end is connected to the outer side of the inner ring, and the outer ring is driven The generator; the body of the accumulator pressure plate assembly is sleeved in the accumulator and connected by teeth, the body has a platen disk surface at one end and an annular sliding plate at the other end, the pressure a disk surface facing the brake disk, the body being axially movable; a first caliper being formed on the brake assembly housing, clamped on both sides of the outer ring; in the brake assembly housing a first counter and a second counter are further disposed, wherein the first counter records the number of revolutions of the inner ring toward the body or the inner ring, and the second counter faces the outer ring, and records the The number of revolutions of the outer ring; the oil valve control assembly communicates with the accumulator platen assembly and the first card A pliers that drive the body to move and drive the first caliper to clamp or loosen the outer ring.

The vehicle energy recovery system as described above, further comprising a hydraulic housing that controls movement of the body; the accumulator pressure plate assembly further has an annular piston, and an annular ring is formed on an inner wall surface of the annular piston a sliding groove, the annular sliding plate is rotatably sleeved in the annular sliding groove; the hydraulic housing is fixed on the brake assembly housing, and the annular piston is slidably sleeved on the annular oil pressure Inside the housing; the oil valve control assembly communicates with the hydraulic housing.

The vehicle energy recovery system as described above, wherein an accumulator outer tooth is formed on an outer wall surface of the outer ring to drive the generator.

The present invention also provides a method for controlling a vehicle energy recovery system, using a first counter to acquire a first real-time revolution number n1 of the inner loop; using a second counter to acquire a second real-time revolution number n2 of the outer loop; The maximum difference between the number of revolutions of the inner ring and the outer ring is the first difference ΔN when the first energy is stored at the start; the number of revolutions of the inner ring and the outer ring when the vehicle is running The maximum difference is the second difference ΔNx; and the first real-time rotation number n1 is greater than the second real-time rotation number n2; the difference between the first real-time rotation number n1 and the second real-time rotation number n2 The value is a real-time difference ΔNs; the oil valve control assembly is based on the real-time difference value ΔNs and the first difference ΔN relationship, and according to the real-time difference value ΔNs and the second difference value The relationship of ΔNx controls the movement of the body and drives the first caliper to clamp or loosen the outer ring.

The control method of the vehicle energy recovery system as described above, when the vehicle is started, the oil valve control assembly controls the first caliper to clamp the outer ring, so that the accumulator performs energy storage until the real time The difference ΔNs is equal to the first difference ΔN, and the oil valve control assembly controls the first caliper to release the outer ring to cause the accumulator to discharge.

The control method of the vehicle energy recovery system as described above, wherein the oil valve control assembly controls the first caliper clamping station when the real-time difference value ΔNs is smaller than the second difference value ΔNx while the vehicle is running Illustrating the outer ring, causing the accumulator to store energy until the real-time difference ΔNs is equal to the second difference ΔNx, the oil valve control assembly controlling the first caliper to release the outer The ring causes the accumulator to discharge energy.

In the control method of the vehicle energy recovery system as described above, when the vehicle is parked, the oil valve control assembly controls the first caliper to release the outer ring to cause the accumulator to discharge.

The pressure plate disc of the accumulator pressure plate assembly of the present invention is controlled by the oil valve control assembly to face the brake disc, and is pressed against the brake, and is rotated by the brake to deform the steel strip and elasticize the steel strip. When the return is made, the outer ring is rotated, and the outer ring drives the generator through the external teeth of the accumulator. In this way, the present invention can provide power generation capability through the kinetic energy of the brake disk, effectively perform energy conversion, and improve power utilization.

Controlling the movement of the body according to data acquired by the first counter and the second counter, and driving the first caliper to clamp or release the outer ring. Achieve energy storage and efficient control.

DRAWINGS

Figure 1 is a schematic view of a vehicle energy recovery system;

2 is a schematic view of another perspective of a vehicle energy recovery system;

Figure 3 is an exploded view of a vehicle's energy recovery system from a perspective;

Figure 4 is a partial exploded view of another part of the vehicle energy recovery system;

Figure 5 is a perspective view of the vehicle energy recovery system after hiding the accumulator;

6 is a schematic diagram of the principle of a caliper in a vehicle energy recovery system;

Figure 7 is a schematic view of a viewing angle in the first embodiment of the accumulator;

Figure 8 is a schematic view showing another perspective of the first embodiment of the accumulator;

Figure 9 is a schematic view of the y in Figure 7;

Figure 10 is a radial cross-sectional view of the outer ring of the first embodiment of the accumulator;

Figure 11 is a schematic view showing the overall structure of the oil valve control assembly;

Figure 12 is a schematic view of the spool of the oil valve control assembly;

Figure 13 is a partial cross-sectional view taken along line A-A of Figure 11;

Figure 14 is a partial plan view taken along line C-C of Figure 13;

Figure 15 is a partial cross-sectional view taken along line B-B of Figure 11;

Figure 16 is a partial cross-sectional view taken along line D-D of Figure 13;

Figure 17 is a cross-sectional view taken along the Z-Z direction in a state of the spool;

Figure 18 is a cross-sectional view taken along the Z-Z direction in another state of the spool;

Figure 19 is an overall structural view of an accumulator platen assembly;

Figure 20 is a partial cross-sectional view of Figure 19;

Figure 21 is a cross-sectional view of the annular piston in the accumulator platen assembly;

Figure 22 is a schematic view showing the state of use of the accumulator platen assembly.

Detailed ways

The embodiments of the present invention are described in detail below, and the examples of the embodiments are illustrated in the drawings, wherein the same or similar reference numerals are used to refer to the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the drawings are intended to be illustrative of the invention and are not to be construed as limiting.

The invention discloses a vehicle energy recovery system. Referring to Figures 1 to 6, the main structure comprises: brake assembly housing A, accumulator pressure plate assembly B, accumulator C, brake disc E, oil valve Control assembly F, generator G and hydraulic housing H.

The structure of each part will be described separately below, and then the complete structure description will be given according to their combination.

The brake assembly housing A is divided into a front side and a back side, and the components such as the accumulator C are positive in the direction, and the other side is the back side. The brake assembly housing A is further provided with a first caliper A3 and a second caliper A4 (hereinafter, the first caliper A3 and the second caliper A4 are collectively referred to as a caliper), the two calipers are located on the front side, and the first caliper A3 is used. Sandwiched on both sides of the accumulator C, the second caliper A4 is clamped on both sides of the brake disc E. Also on the front side, a first counter A1 and a second counter A2 are provided, wherein the first counter A1 faces the inner ring C1 of the body B1 or the accumulator C, and records the number of revolutions of the inner ring C1, and the second counter A2 The number of revolutions of the outer ring C2 is recorded toward the outer ring C2 of the accumulator C. The structure of the specific accumulator C will be described below.

The first caliper A3 catches the outer ring C2 of the accumulator C under the control of the oil valve control assembly F to ensure that the accumulator C is in an energy storage state when the vehicle is braked; when the accumulator is fully charged The first caliper A3 releases the outer ring C2 of the accumulator C under the control of the oil valve control assembly F, so that the outer ring C2 rotates under the elastic force of the steel strip C3, thereby driving the rotor of the generator G to generate electricity.

The second caliper A4 performs a tightening operation on the brake disc E under the control of the oil valve control assembly F to perform conventional braking of the vehicle.

The working principle of the first caliper A3 and the second caliper A4 is as follows. For convenience of explanation, the two are collectively referred to as calipers.

Referring to Figure 6, the caliper has a pair of caliper pistons A6 disposed oppositely, and an oil chamber A7 is formed on the brake assembly housing A. The caliper piston A6 is movably disposed in the oil chamber A7, and the oil chamber A7 and the oil valve are controlled. The oil outlet F11 of the assembly F is connected, and the movement of the valve core F2 in the oil valve control assembly F is controlled, and the internal oil passage communication relationship is controlled to realize oil filling and oil discharge to the oil chamber A7, and the caliper piston is completed. The position control of A6, when oil filling, a pair of caliper pistons A6 face each other, clamping the target (outer ring C2 or brake disc E). What is shown in FIG. 6 can be understood as the outer ring C2, which can also be understood as the brake disk E.

The piston tightens the accumulator outer ring or brake disc under hydraulic oil pressure; when the vehicle contacts the brake or the accumulator releases energy, the solenoid valve controls the hydraulic oil circuit to return oil, and the caliper piston is in the accumulator outer ring or brake disc Return to the action of the reaction force.

19 to 22, the oil valve control assembly F has a wire harness interface F10 for accepting an operation command from the system controller to perform on-off control of the oil passage.

The accumulator pressure plate assembly B comprises: a body B1, a platen disk surface B2, an annular sliding plate B3 and an annular piston B4, wherein the body B1 is a hollow cylinder, and the outer body tooth B11 is formed on the outer wall surface of the body B1; The extracorporeal tooth B11 is used to match the accumulator, and the specific structure of the accumulator will be described below. The platen disk surface B2 has a circular shape and is fixedly connected with one end of the body B1, and the platen disk surface B2 is coaxial with the body B1. The side of the platen disk surface B2 facing away from the body B1 faces the brake disk E of the vehicle; the annular sliding plate B3 It is annular and fixedly connected to the other end of the body B1. The annular sliding plate B3 is coaxial with the body B1. The annular piston B4 is rotatably engaged with the annular sliding plate B3 and drives the platen surface B2 to move in the axial direction. The platen disk surface B2 is moved toward or away from the brake disk E under the driving of the annular piston B4, and can be in contact with and separated from the brake disk E, and can be rotated by the brake disk E when contacting. The rotation is then transmitted to the accumulator by the extracorporeal tooth 11. The structure of the accumulator will be explained below.

Preferably, the platen disk surface B2 is coated with a wear resistant coating on one side of the brake disk E. The platen disk surface B2 is formed with a plurality of heat dissipation grooves B13 facing one side of the brake disk E, and the heat dissipation grooves B13 are disposed along the inner diameter of the platen disk surface B2 in the direction of the outer diameter.

The specific description of the annular piston B4 is slidably sleeved in the annular hydraulic housing H; a ring-shaped sliding groove B41 is formed on the inner wall surface of the annular piston B4, and the annular sliding plate B3 is rotatably sleeved on the annular sliding groove B41. Inside. The preferred oil pressure housing H has an annular oil groove B51. The annular piston B4 is slidably sleeved in the annular oil groove B51. The oil pressure housing H is further formed with an oil port B52 communicating with the annular oil groove B51.

The oil is blown into the annular oil groove B51 through the oil port B52, and the annular piston B4 is driven to move by the oil pressure, thereby driving the body B1, the platen disk surface B2 and the annular sliding plate B3 to move, and finally pressing the platen surface B2 against the brake disk E. on.

In order to ensure that the oil in the annular oil groove B51 does not leak, the outer wall surface of the annular piston B4 forms at least one outer sealing ring groove B42; the inner wall surface of the annular piston B4 forms at least one inner sealing ring groove B43; the outer sealing ring groove B42 and the inner sealing ring groove Sealing rings are provided in B43. Preferably, an axial key groove B12 is formed on the inner wall surface of the body B1. It is used to cooperate with the key I1 of the one-way bearing I.

The platen surface B2 is made of a wear-resistant material, and at the other end, the annular piston B4 is pushed by the high-pressure oil in the hydraulic housing H, and the platen surface B2 is pressed against the brake disk E, thereby accompanying the brake disk. E synchronously rotates, and the inner ring C1 of the accumulator C is synchronously rotated by the external tooth B11 to achieve the purpose of charging the accumulator C.

The one-way bearing I structure includes an inner frame, an outer frame, and a roller. The inner frame and the brake assembly housing A are fixedly mounted; the outer frame includes a key I1, which may also be referred to as a tooth structure, and cooperates with a key groove B12 inside the accumulator platen assembly B. When the accumulator pressure plate assembly B is pressed against the brake disc E under the action of hydraulic pressure, the one-way bearing I acts as a fixed rotating shaft of the accumulator pressure plate assembly B when the brake disc E rotates synchronously. It can also limit its reversal, so that the accumulator C is stored in a single direction and the accumulator C is protected.

The accumulator C will be described below. This accumulator C becomes a single-row accumulator. Specifically:

Referring to Figures 7 through 10, it includes an inner ring C1 and an outer ring C2 disposed coaxially, and a steel strip C3 between the inner ring C1 and the outer ring C2. The steel strip C3 is spirally disposed between the inner ring C1 and the outer ring C2. One end of the steel strip C3 is connected to the inner side of the outer ring C2, and the other end is connected to the outer side of the inner ring C1. The two ends of the steel strip C3 are preferably welded or screwed, and are respectively fixedly connected to the inner ring C1 and the outer ring C2. The inner side of the inner ring C1 refers to the inner wall surface of the inner ring C1, and the outer side of the outer ring C2 refers to the outer wall surface of the outer ring C2, that is, one end of the steel strip C3 is connected to the inner wall surface of the outer ring C2, and the other end is connected. The outer wall of the ring C1.

An accumulator outer tooth C21 is formed on the outer wall surface of the outer ring C2. The accumulator outer teeth C21 are used to mesh with the gears of the generator rotor shaft of the automobile, and are used to drive the generator to generate electricity when the energy is released. Of course, it is not limited to use in pure electric vehicles, fuel vehicles or hybrid vehicles.

Further, a side tooth C23 is formed on the side wall of the outer ring C2 side, see FIG. 9, which is a partial enlarged view of y in FIG. It should be understood that the above-mentioned side wall generally refers to a wall in the axial direction (the side wall of other structures will be mentioned later in the specification, which is understood in a similar manner to the present place), and the wall surface of the side wall (hereinafter referred to as a side wall surface) A surface that is perpendicular to the outer wall surface described above. The side teeth C23 are for cooperating with the second counter A2 for measuring the number of turns of the outer ring C2 when the steel strip C3 releases the elastic potential energy. Preferably, the side teeth C23 are rectangular teeth. It should be understood that the side teeth C23 are only used as a structure capable of measuring the number of revolutions of the outer ring C2, and may be replaced by other structures such as paddles, counting sensors, and the like.

An annular card slot C22 is formed on the sidewall of at least one side of the outer ring C2, and cooperates with the guide frame A5 for limiting and guiding the outer ring C2. As shown in Fig. 10, a cross-sectional view of the outer ring C2 in the radial direction is shown, which shows a case where the side walls on both sides of the outer ring C2 are provided with the annular card slots C22.

An internal tooth C11 is formed on the inner wall surface of the inner ring C1. Preferably, it is a rectangular spline tooth for cooperating with the external tooth B11 on the body B1 of the accumulator platen assembly B. The preferred outer tooth B11 is a rectangular spline tooth for driving the inner ring C1 to rotate. Thus, the rotation of the steel strip C3 between the inner ring C1 and the outer ring C2, due to its spiral shape, stores the elastic potential energy after the rotation.

The accumulator C is made of a single steel strip C3 which is spirally wound, and the spiral steel strip C3 is made of steel with better elasticity. Since the winding direction of the steel strip C3 is fixed, the energy storage and discharge energy of the accumulator C can only be performed in a single fixed direction, otherwise the steel strip C3 will be damaged.

When the inner ring C1 of the accumulator C is rotated in the specified direction, the spiral steel strip C3 is rotated and tightened, and the steel strip C3 is stored. Since the energy storage capacity of the steel strip C3 is limited, the maximum number of revolutions of the inner ring C1 relative to the outer ring C2 is limited. When the number of storage cycles set by the system is reached, the control enters the stage of releasing energy, the steel strip C3 releases energy, at which time the outer ring C2 rotates relative to the inner ring C1, and the accumulator outer teeth C21 of the outer ring C2 drive the generator G to generate electricity.

The side wall of the inner ring C1 may also be provided with a toothed structure for calculating the number of revolutions to determine whether the maximum number of revolutions is reached.

The counts referred to above can be implemented by the cooperation of the first counter A1 and the second counter A2.

The oil valve control assembly F, see Fig. 11 to Fig. 18, is mainly composed of a casing F1 and a spool F2, which are respectively described below.

Referring to FIG. 13 to FIG. 18, an oil passage is formed in the casing F1, and the oil passages are divided into the main oil supply passage F3, the sub-supply oil passage F4, and the main return oil passage F5 according to the direction in which the oil flows in the oil passage. And return the oil road F6. In addition to the oil passage, there is a valve passage F7 in the housing for accommodating the spool F2 and allowing the spool F2 to slide therein. It is to be understood that FIGS. 13 to 16 are for partial clarity of the respective oil passages, and therefore are a partial cross-sectional view, but are not cross-sectional views in the conventional sense, which only partially cut away the structure, and are also shown in a perspective view. The line segments AA, BB, CC, and DD including the arrows in FIGS. 11 and 13 also do not represent the hatching in the conventional sense, which means that in the same drawing, the cutting is performed in the direction indicated by the line segment with the arrow. In the drawings having the corresponding line segments, the structure of the remaining portions after the cutting is shown. However, in Fig. 11, Z-Z is a hatching, and Figs. 17 and 18 are cross-sectional views.

Corresponding to the oil passage and the valve passage F7 formed in the casing F1, the oil outlet F11, the oil supply port F12 and the oil return port F13 are formed on the outer casing of the casing F1, and of course, the corresponding valve passage F7 is provided for the valve. The opening into which the core F2 is placed. Specifically, the oil outlet F11 is connected to the oil supply path F4, and the oil is exported to other subsequent parts. The following will be followed by a detailed description of the subsequent mechanism. The oil supply port F12 is connected to the main oil supply path F3 for oil supply, and the oil return port F13 is connected to the main oil return path F5 for recovering oil.

The oil passage and the oil outlet F11, the oil supply port F12, and the oil return port F13 are joined, one end of the oil supply passage F4 is connected to the main oil supply passage F3, and the other end is connected to the oil outlet F11; one end of the oil return passage F6 is connected. The oil supply path F4 is divided, and the other end is connected to the main oil return path F5.

The valve passage F7 penetrates the divided oil supply passage F4 and the divided oil passage F6, and the valve body F2 is slidably inserted into the valve passage F7, and is hermetically connected to the valve passage F7, and a through hole F8 is formed in the valve passage F7.

When the spool F2 slides in the valve passage F7, it has at least two states. In the first state, the spool F2 is blocked on the divided oil supply path F4, and the through hole F8 is turned on to the divided oil passage F6. In the second state, the spool F2 is blocked on the branching oil passage F6, and the through hole F8 is connected to the divided oil supply passage F4. These two states are determined by the distance the spool F2 moves.

In the first state, the sub-supply oil passage F4 is not supplied with oil, and the oil return path F6 can be used for oil recovery. In the first state, the sub-supply oil passage F4 continues to supply oil, and the return oil passage F6 is closed without returning oil, and the oil can directly enter the subsequent parts from the oil outlet F11.

In one embodiment, there may be two through holes F8. As shown in FIG. 12, FIG. 17, and FIG. 18, two through holes F8 are respectively used to connect the divided oil supply path F4 and the return oil path F6, but two The distance between the through holes F8 is different from the distance between the divided oil supply path F4 and the divided oil path F6, and the two paths are prevented from being simultaneously turned on. Of course, the direction of the divided oil supply path F4 and the divided oil path F6 is set as needed, and the distance between the divided oil supply path F4 and the divided oil path F6 refers to the distance between the two places where the valve passage F7 is located.

In the present application, a plurality of sub-supply oil passages F4, a return oil passage F6, and the like can be provided to realize separate control of multiple sets of oil passages, and at the same time, linkage control between each other can be ensured, and control precision is improved. Specifically, a sub-supply path F4, a recirculating oil path F6, a valve passage F7, and a spool F2 are a cycle group, and the oil valve control assembly has a plurality of cycle groups, and each cycle group is mutually in parallel.

Further, there are various ways in which the sliding of the spool F2 described above can be achieved, for example, manual, motor control, and electromagnetic control can be used in the present application. The electromagnetic control is used in the present application. The screenshot includes: an electromagnetic coil F9 located at one end of the valve passage F7 toward the top surface of the valve core F2; and a spring disposed between the top surface of the valve core F2 and the electromagnetic coil F9.

Further, in order to realize the above-described control of charging and discharging the electromagnetic coil F9, and to coordinate the control relationship between the plurality of sets of cycle groups, the wire harness interface F10 may be provided to be electrically connected to the electromagnetic coil F9. In addition to providing power, the harness interface F10 can also input electrical signals. Of course, these can be realized by an external power supply, a processor, or the like.

The above may have three cycle groups for respectively supplying oil to the hydraulic housing H, the first caliper A3 and the second caliper A4 to realize hydraulic control. Referring to the drawings, the oil outlet F11 of the oil valve control assembly F is connected to each portion through the oil pipe J.

Preferably, a fender D is disposed between the accumulator C and the brake disc E, and the center of the fender D has a through hole for exposing the platen surface B2.

In combination with the above vehicle energy recovery system, the present application also discloses a control method of a vehicle energy recovery system.

Acquiring the first real-time number n1 of the inner ring C1 using the first counter A1; acquiring the second real-time number n2 of the outer ring C2 using the second counter A2; in use, rotating through the inner ring C1, is steel With the C3 deformation, the outer ring C2 rotates when the final energy is released, but the energy of the steel strip 3 is lost due to the frictional force and the like in actuality, so the second real-time rotation number n2 is smaller than the first real-time rotation number n1.

The oil valve control assembly F controls the first caliper A3 to clamp the outer ring C2, and the platen surface B2 at one end of the control body B1 approaches the brake disk E and abuts against the brake disk. The ring C1 rotates and the outer ring C2 is fixed. This process is called energy storage, especially when the vehicle is just starting up. When the first caliper A3 releases the outer ring C2, it is an energy release process. Of course, the energy storage and the discharge can be carried out at the same time. Under the driving of the brake disc E, the inner ring C1 can be called the energy storage, and the first caliper A3 can be called the energy release.

It is specified that the vehicle is accumulating when starting (ie, when entering the driving state from the parking state), and the energy storage is that the oil valve control assembly F controls the first caliper A3 to clamp the outer ring C2, and only the inner ring C1 is rotated. Of course, the platen disk surface B2 is also brought close to the brake disk E to cause the accumulator C to store energy. In this state, the outer ring C2 does not rotate at all, and the inner ring C1 rotates, but the number of turns of the inner ring C1 is limited, and cannot be rotated indefinitely, otherwise the steel strip C3 may be damaged. Therefore, the difference in the number of revolutions of the inner ring C1 and the outer ring C2 is limited. In the start state, the maximum difference between the number of revolutions of the inner ring C1 and the outer ring C2 is the first difference ΔNx. That is, in this state, the outer ring C2 is fixed, so the second real-time revolution number n2 is 0, and the maximum value of the difference (n1-n2) between the first implementation number n1 and the second real-time number n2 is ΔNx. .

For example, the first difference ΔNx=50, that is, the outer ring C2 is fixed, and the inner ring C1 is rotated 50 times (n1=50).

It can be understood that the first difference ΔNx represents the maximum difference between the number of revolutions of the inner ring C1 and the outer ring C2 when the vehicle is started, that is, the number of turns in which the two can rotate relative to each other. The difference can be obtained by the first implementation number of revolutions n1 and the second real-time number of revolutions n2, and the difference can be made by the two. For convenience of explanation, it is called the real-time difference value ΔNs, and obviously ΔNs=(n1-n2) .

When the vehicle is started, the oil valve control assembly F controls the first caliper A3 to clamp the outer ring C2, so that the accumulator C performs energy storage until the real-time difference ΔNs is equal to the first A difference ΔN, the oil valve control assembly F controls the first caliper A3 to release the outer ring C2 to cause the accumulator C to discharge.

That is, the difference in the number of revolutions of the inner ring C1 and the outer ring C2 reaches the maximum limit, and the discharge is started.

The above is the control method when the vehicle is started.

The following describes the non-starting, ie driving and parking.

The maximum difference in the number of revolutions of the inner ring C1 and the outer ring C2 is the second difference ΔNx while the vehicle is running. During the running, there may be a state in which the inner ring C1 is rotated and stored, and the outer ring C2 is rotated and released.

During running of the vehicle, when the real-time difference ΔNs is smaller than the second difference ΔNx, the oil valve control assembly F controls the first caliper A3 to clamp the outer ring C2, so that the accumulator C performs energy storage. This indicates that the energy has been substantially released, and it is necessary to continue to store energy, and clamping the outer ring C2 can increase the rate of energy storage. The energy storage state until the real-time difference value ΔNs is equal to the second difference value ΔNx, the oil valve control assembly F controls the first caliper A3 to release the outer ring C2, so that the accumulator C performs the discharge.

When the vehicle is parked, the oil valve control assembly F controls the first caliper A3 to release the outer ring C2 to cause the accumulator C to discharge. Completely discharge energy to prevent the steel strip 3 from being deformed all the time.

For example, the first difference ΔN=50 and the second difference ΔNx=55 are taken as an example. When the vehicle starts, the outer ring C2 does not move, that is, n2=0, when the inner ring C1 rotates to 50 laps, That is, n1=50, at this time, the real-time difference ΔNs=n1-n2=50, indicating that the energy storage is full, should start to enter the discharge state, so that the first caliper A3 releases the outer ring C2.

In the vehicle form, the first real-time rotation number n1 and the second real-time rotation number n1 are obtained. When the real-time difference value ΔNs is smaller than the second difference value ΔNx, for example, n1=30, n2=25, the surface inner circle When C1 rotates 30 times, the outer ring C2 rotates 25 times, and there is only a difference of 5 turns between the two. Therefore, it can be known that the deformation of the steel strip 3 is not large enough to perform an effective energy storage operation, so it is necessary to tighten the outside. Ring C2, the inner ring C1 is rotated separately to realize the learning energy. The energy storage state until the real-time difference value ΔNs is equal to the second difference value ΔNx, the oil valve control assembly F controls the first caliper A3 to release the outer ring C2, so that the accumulator C performs the discharge.

Of course, in more precise control, the value can be controlled according to the value of ΔNs being smaller than the second difference ΔNx, and the standard value N is set. When ΔNx-ΔNs is greater than N, the outer ring C2 is tightened, and when it is less than or equal to N, the state is maintained. . As the energy release ends, the difference between the inner ring C1 and the outer ring C2 decreases, and ΔNs decreases, so that the value of ΔNx-ΔNs becomes larger until it is greater than N, and the outer ring C2 is tightened. That is, the real-time difference ΔNs and the second difference ΔNx are close to each other indicating that the energy is about to be full, and the difference is larger.

In combination with the above example, n1=30, n2=25, at this time ΔNs=5, assuming N=35, then ΔNx-ΔNs=55-5=50, greater than N, so the outer ring C2 is clamped. Energy storage.

The embodiments, features and effects of the present invention are described in detail above with reference to the embodiments shown in the drawings. The above description is only a preferred embodiment of the present invention, but the present invention is not limited by the scope of the drawings, and It is intended that the present invention be construed as being limited by the scope of the invention.

Claims

A vehicle energy recovery system, comprising:

Brake assembly housing (A), accumulator platen assembly (B), accumulator (C), brake disc (E), oil valve control assembly (F) and generator (G);

The accumulator (C) has an inner ring (C1), an outer ring (C2) and a steel strip (C3), the steel strip (C3) being spirally disked on the inner ring (C1) and the Between the outer rings (C2), one end of the steel strip (C3) is connected inside the outer ring (C2), and the other end is connected to the outer side of the inner ring (C1), and the outer ring (C2) is driven. The generator (G);

The body (B1) of the accumulator platen assembly (B) is sleeved in the accumulator (C) and connected by teeth, and the body (B1) has a platen surface (B2) at one end thereof. The other end has an annular sliding plate (B3) facing the brake disc (E), the body (B1) being axially movable;

a first caliper (A3) is formed on the brake assembly housing (A), and is clamped on both sides of the outer ring (C2);

A first counter (A1) and a second counter (A2) are further disposed on the brake assembly housing (A), wherein the first counter (A1) faces the body (B1) or the inner ring (C1), recording the number of revolutions of the inner ring (C1), the second counter (A2) facing the outer ring (C2), recording the number of revolutions of the outer ring (C2);

The oil valve control assembly (F) communicates with the accumulator platen assembly (B) and the first caliper (A3), drives the body (B1) to move, and drives the first caliper ( A3) Clamp or loosen the outer ring (C2).
A vehicle energy recovery system according to claim 1 wherein:

Also comprising a hydraulic housing (H) for controlling movement of the body (B1);

The accumulator platen assembly (B) further has an annular piston (B4), and an annular sliding groove (B41) is formed on the inner wall surface of the annular piston (B4), and the annular sliding plate (B3) rotates. The ground sleeve is disposed in the annular chute (B41);

The hydraulic housing (H) is fixed on the brake assembly housing (A), and the annular piston (B4) is slidably sleeved in the annular hydraulic housing (5);

The oil valve control assembly (F) communicates with the oil pressure housing (H).
A vehicle energy recovery system according to claim 1 wherein:

An accumulator outer tooth (C21) is formed on an outer wall surface of the outer ring (C2) to drive the generator (G).
A control method for a vehicle energy recovery system according to any one of claims 1 to 3, characterized in that

Acquiring, by using the first counter (A1), the first real-time number of revolutions n1 of the inner ring (C1);

Using the second counter (A2) to obtain the second real-time number of revolutions n2 of the outer ring (C2);

When the vehicle is first stored, the maximum difference between the number of revolutions of the inner ring (C1) and the outer ring (C2) is a first difference ΔN;

When the vehicle is running, the maximum difference between the number of revolutions of the inner ring (C1) and the outer ring (C2) is a second difference ΔNx;

The first real-time revolution number n1 is greater than the second real-time revolution number n2;

The difference between the first real-time revolution number n1 and the second real-time revolution number n2 is a real-time difference value ΔNs;

The oil valve control assembly (F) is based on the relationship between the real-time difference value ΔNs and the first difference value ΔN, and according to the relationship between the real-time difference value ΔNs and the second difference value ΔNx, Controlling the movement of the body (B1) and driving the first caliper (A3) to clamp or loosen the outer ring (C2).
A method of controlling a vehicle energy recovery system according to claim 4, wherein

When the vehicle is started, the oil valve control assembly (F) controls the first caliper (A3) to clamp the outer ring (C2) to cause the accumulator (C) to store energy until the real time The difference ΔNs is equal to the first difference ΔN, and the oil valve control assembly (F) controls the first caliper (A3) to loosen the outer ring (C2) to cause the accumulator ( C) Perform discharge.
A method of controlling a vehicle energy recovery system according to claim 4, wherein

The oil valve control assembly (F) controls the first caliper (A3) to clamp the outer ring (C2) while the vehicle is running, when the real-time difference ΔNs is smaller than the second difference ΔNx Causing the accumulator (C) to accumulate until the real-time difference ΔNs is equal to the second difference ΔNx, the oil valve control assembly (F) controlling the first caliper (A3) The outer ring (C2) is loosened to dissipate the accumulator (C).
A method of controlling a vehicle energy recovery system according to claim 4, wherein

When the vehicle is parked, the oil valve control assembly (F) controls the first caliper (A3) to release the outer ring (C2) to cause the accumulator (C) to discharge.