TW201625436A - Mechanical kineticc feedback assembly for an electrical car - Google Patents

Abstract

A mechanical kinetic feedback assembly for an electrical car includes a variable speed mechanism, an inertia flywheel apparatus and an induction control module. The inertia flywheel apparatus includes an input port connected to an output port of the variable speed mechanism for driving the inertia flywheel apparatus to synchronously form rotating inertia kinetic when the variable speed mechanism is rotatably operated. The induction control module includes an inducting unit and a controlling unit. The inducting unit is provided to induct the charge/discharge condition of a drive motor of the electric car to form an according inducting signal. The controlling unit is provided to receive the inducting signal and form a control parameter and automatically adjust the gear shifting ratio of the variable speed mechanism. Thus, the variable speed mechanism, the inertia flywheel apparatus and the induction control module are assembled to form the mechanical kinetic feedback assembly of an electrical car.

Description

Mechanical kinetic energy feedback assembly for electric vehicles

The invention relates to a partial structure of an electric vehicle; in particular to an inventor of an innovative mechanical kinetic energy feedback structure of an electric vehicle.

According to the current development trend of environmental protection technology in various countries, the electric vehicle related industry has been striving to develop more practical and practical parts of electric vehicles in recent years, in order to make electric vehicles can replace the traditional fuel-powered vehicles to achieve universalization and high. The ultimate goal of practical value.

However, at this stage, there are indeed many unsatisfactory improvements in the design of the electric vehicle structure, and the present invention is directed to the local structure and problems in the electric vehicle.

For example, the currently visible electric vehicles have a design of power recharging to extend the power usage time. However, some of the electric control systems of the electric vehicle have found some problems in the actual use experience, such as electric vehicles. When decelerating or braking back to the charging force, the battery current may be damaged due to the large amount of peak current, and the service life may be shortened. The reason is that when the electric vehicle is decelerating, it must pass through the motor (which also has the function of the generator, also known as the motor in the industry). Converting mechanical energy into electrical energy and recharging it to the battery. Because the motor speed is low, the frequency is low, and the output voltage is low at low speed, it cannot be directly recharged to the battery. The AC power must be boosted by a certain multiple of the transformer before being handed over. The rectifier is turned into DC, but when the vehicle speed changes, the motor speed rises and the output voltage rises. However, because the transformer's variable voltage range is fixed, it is necessary to output a very low pulse width average through a variable frequency drive circuit. Reducing the recharging voltage to avoid over-charging flow is too large, and thus, a large peak current amount is also generated, so that the battery is damaged when the power is recharged.

In the light of the above, the above-mentioned basic reason for the electric vehicle's electric power recharging process is likely to damage the battery. It should be based on the conventional electric vehicle structure design, and it is not possible to automatically adjust the motor speed to maintain a constant speed or a steady speed state close to constant speed. In order to achieve a relatively stable state of power recharge; in this regard, it is intended to be explored and disclosed in the technical content of the present invention.

Of course, the conventional electric vehicle also has the problem of power consumption and energy consumption. The reason is that the conventional electric vehicle has a flywheel to generate mechanical kinetic energy storage, but there is no ideal automatic control balance mechanism between the motor and the motor, which causes There is no way to achieve optimal performance between mechanical kinetic energy and electrical energy, so that there are still problems and shortcomings in the electrical energy part.

Therefore, in view of the problems existing in the above-mentioned conventional electric vehicle technology, how to develop an innovative structure that can be more ideal and practical, and the relevant industry should further consider the goals and directions of breakthrough.

In view of this, the inventor has been engaged in the manufacturing development and design experience of related products for many years. After detailed design and careful evaluation, the inventor has finally obtained the practical invention.

The main object of the present invention is to provide a mechanical kinetic energy feedback assembly for an electric vehicle, and the technical problem to be solved is to think about how to develop a new type of vehicle kinetic energy feedback that is more ideal and practical. breakthrough.

The technical feature of the problem solving of the present invention is mainly that the mechanical kinetic energy feedback assembly comprises: a stepless speed change mechanism, including one of the input shaft and the output shaft in parallel spacing, and one of the input shafts of the input shaft. The utility model is provided on one of the output shafts of the output shaft, and the transmission member of the input force adjusting wheel set and the output adjusting wheel set, wherein the input shaft shaft is connected with the driving shaft of the driving motor, and the force adjusting wheel set and the output force are adjusted. The wheel set is provided with a regulating portion for adjusting the transmission ratio of the two-end transmission of the transmission member; an inertia flywheel mechanism having a receiving portion connected to the output shaft of the stepless shifting mechanism to drive the inertia when the stepless shifting mechanism rotates The flywheel mechanism operates synchronously to generate rotational inertia kinetic energy; an inductive control module includes an inductive unit in an electrically connected state and a control unit, wherein the sensing unit is configured to inductively drive the charge and discharge state of the motor to generate an inductive signal, and the control unit And electrically connected with the regulating part of the force adjustment wheel set and the output adjustment wheel set provided by the stepless speed change mechanism, and the control unit can Receiving said sensing signal formed in the control parameters, and according to a predetermined set of control program, automatically adjusts the opening of the adjusting wheel into a force output setting wheel group and the group of combined amplitude modulation into the second end to the drive member drives the transmission ratio.

The main effect and advantage of the present invention is to form a mechanical kinetic energy feedback assembly suitable for an electric vehicle through the combination of the stepless speed change mechanism, the inertia flywheel mechanism and the induction control module, wherein the inertia flywheel mechanism and the electric vehicle drive The mechanical kinetic energy of the motor is released and retracted by the inductive shifting mechanism of the stepless speed change mechanism, and the control drive motor speed tends to be at a constant speed, which keeps the power back charge stable. Extend the battery life and achieve the advantages of energy saving and energy saving, and use the speed-increasing process of the inertia flywheel mechanism to form the braking resistance, which can greatly reduce the wear of the electric vehicle brake components, and the overall practical and advanced industry Use benefits.

1 is a preferred embodiment of a mechanical kinetic energy feedback assembly for an electric vehicle of the present invention, but the embodiments are for illustrative purposes only and are not limited by the structure in the patent application; The mechanical kinetic energy feedback assembly A is used for recovering the rotational kinetic energy of the drive shaft 11 provided by the drive motor 10 of the electric vehicle; the mechanical kinetic energy feedback assembly A includes: a stepless shifting mechanism 20, including one of the parallel spaced configurations 21 and an output shaft 22, a force adjustment wheel set 23 connected to the input shaft 21, an output adjustment wheel set 24 connected to the output shaft 22, and one of the force adjustment wheel set 23 and the output adjustment wheel set 24 The transmission member 25 (such as a belt), wherein the input shaft 21 is coupled with the drive shaft 11 of the drive motor 10, and the force adjustment wheel set 23 and the output adjustment wheel set 24 are provided with regulating portions 231, 241 for modulation transmission. The two-end transmission shifting ratio of the member 25; an inertial flywheel mechanism 30 having a driven portion 31 coupled to the output shaft 22 of the stepless shifting mechanism 20 for driving the inertial flywheel mechanism 30 to operate synchronously when the stepless shifting mechanism 20 is rotated Rotational inertia An inductive control module 40 includes an inductive unit 41 and a control unit 42 in an electrically connected state. The sensing unit 41 is configured to inductively drive the charge and discharge state of the motor 10 to generate an inductive signal 43. The control unit 42 The control unit 42 is configured to receive the control signal 43 to form a control parameter, and according to a preset control, is electrically connected to the regulating portions 231 and 241 of the force adjustment wheel set 23 and the output force adjusting wheel set 24 of the stepless speed change mechanism 20 . The setting of the program 44 automatically adjusts the opening and closing amplitude of the force adjusting wheel set 23 and the output adjusting wheel set 24, and further shifts the shifting ratio of the two-end transmission of the transmission transmission member 25.

As shown in FIG. 1 , a clutch 50 is further disposed between the drive shaft 11 of the drive motor 10 and the input shaft 21 of the stepless shifting mechanism 20 , thereby switching between the stepless shifting mechanism 20 and the drive motor 10 . In a linked or disengaged state. For example, when the electric vehicle wants to stop, the clutch 50 can be switched to the disengaged state (as indicated by the arrow L1 in FIG. 3), so that the stepless shifting mechanism 20 and the drive motor 10 are disengaged to avoid the inertia flywheel mechanism. 30 At this time, the remaining rotatory mechanical kinetic energy is incorrectly supplied and affects the parking state.

The sensing unit 41 of the sensing control module 40 can be a current sensor. The current sensor proposed in this example is an inductor product that can be used to sense the state of charge and discharge of the motor, and is suitable for use in the present invention, but is not limited thereto.

The main function of the mechanical kinetic energy feedback assembly A disclosed in the present invention is to recover the mechanical kinetic energy of the driving shaft 11 provided by the driving motor 10 of the electric vehicle; according to the function, the mechanical kinetic energy feedback of the present invention is total. The role of the stepless speed change mechanism 20 disclosed in A is not the same as the stepless speed change device used in the conventional vehicle to replace the gearbox. Therefore, the reader should not misunderstand, first declare; the following is the actual situation of the present invention. For details of the operation situation, please refer to FIG. 1 , the stepless speed change mechanism 20 disclosed in the present invention adopts the gear ratio structure of the current general stepless speed changer, and the drive motor 10 speed is set to 4500 RPM, the inertia flywheel. The speed range of the mechanism 30 can be set between 1070 RPM and 18900 RPM; wherein the stepless speed change mechanism 20 sets the speed ratio to the lowest shift mode in the normal state, when the drive shaft 11 of the electric vehicle drive motor 10 reaches After the rotational speed is set, the rotational speed of the inertial flywheel mechanism 30 is estimated to be only about 1070 RPM, which is the lowest state of inertia; when the first drive motor 10 is under load (ie, the electric vehicle accelerates), this The current flow rate is forward, and can be set to the induction drive motor 10 discharge state is +11A (Note: 10A of which can be the result of counting the no-load current), the start of the stepless speed change mechanism 20 is started, but there is no segment The rotation speed of the shifting mechanism 20 is already in the slowest state, so there is no reaction; on the contrary, when the driving motor 10 is in the power recharging state (ie, the electric vehicle deceleration state), the current amount is reversed, and the charging driving motor 10 can be set. Starting with the -11A (Note: 10A can be the result of counting the no-load current), the stepless speed change mechanism 20 is started to be accelerated, and the induction control module 40 can be used to inductively drive the motor 10 to be charged and discharged, thereby modulating the transmission. The servo tracking function of the gear ratio of the two-end transmission of the component 25 accurately controls the power back-filling state within a stable range (such as the charging amount range of 2A), and the remaining kinetic energy is accelerated by the stepless shifting mechanism 20 to make the inertial flywheel mechanism The 30-liter speed action is balanced and absorbed, whereby when the speed ratio of the stepless speed change mechanism 20 reaches the highest speed state (as shown in Fig. 2), the rotational speed of the inertia flywheel mechanism 30 reaches 18900 RPM; When the downhill condition is continued, the rotational speed of the inertial flywheel mechanism 30 is maintained at the set extreme speed state. At this time, the electric energy generated by the drive motor 10 does not need to be supplied to the stepless shifting mechanism 20 and the inertia flywheel mechanism 30, so the electric power can be fully Recharge to the battery, and the mechanical kinetic energy is fully fed back, almost no waste and idle; then, when the drive motor 10 is again loaded (ie, the electric vehicle is in an accelerated state), then the current amount is turned to the forward direction, The stepless speed change mechanism 20 is slowed down to feed back the mechanical kinetic energy accumulated before the inertia flywheel mechanism 30 to the drive motor 10 for acceleration assistance, and maintain the drive shaft 11 at a steady speed state, thereby maintaining the smooth operation of the electric vehicle; The mechanical kinetic energy of the inertia flywheel mechanism 30 is exhausted, and the rotation speed thereof is lowered back to the low speed state of about 1070 RPM. During the high and low speed change, the mechanical kinetic energy of the inertia flywheel mechanism 30 is almost no waste, and the effect can be maximized and most The ultimate state.

Advantages of the present invention: The "mechanical kinetic energy feedback assembly of an electric vehicle" disclosed by the present invention mainly utilizes innovative unique structural types and technical features of the stepless speed change mechanism, the inertia flywheel mechanism and the induction control module. According to the conventional structure proposed in the prior art, it is possible to form a mechanical kinetic energy feedback assembly suitable for an electric vehicle through the combination of the stepless speed change mechanism, the inertia flywheel mechanism and the induction control module, wherein the inertia The mechanical kinetic energy of the flywheel mechanism and the electric vehicle drive motor can be seamlessly coupled by the inductive shifting mechanism of the stepless shifting mechanism, and the control drive motor speed tends to be at a constant speed, and the power is maintained back. In the steady state, it can greatly extend the battery life and achieve the advantages of energy saving and energy saving (Note: because the local operation of the drive motor can replace the electric drive by the kinetic energy of the inertia flywheel mechanism), and the inertia flywheel can be utilized. The acceleration process of the mechanism is relatively resistant to the formation of braking, and can greatly reduce the wear of the brake components of the electric vehicle. Indeed the overall utility with progressive and preferred industrial use efficiency.

The above embodiments are intended to be illustrative of the present invention, and are not to be construed as limiting the scope of the invention. The principles are changed and modified to achieve an equivalent purpose, and such changes and modifications are to be included in the scope defined by the scope of the patent application as described later.

10‧‧‧Drive motor 11‧‧‧Drive shaft A‧‧‧Mechanical kinetic energy feedback assembly 20‧‧‧No-speed shifting mechanism 21‧‧‧Input shaft 22‧‧‧Power output shaft 23‧‧‧Incremental adjustment wheel set 24 ‧‧‧Effect adjustment wheel set 231,241‧‧‧Control unit 25‧‧‧ Transmission member 30‧‧‧Inertial flywheel mechanism 31‧‧‧Activity part 40‧‧‧Induction control module 41‧‧‧Induction unit 42‧ ‧‧Control unit 43‧‧‧Induction signal 44‧‧‧Control program 50‧‧‧ clutch

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic view of the mechanism of a preferred embodiment of the present invention. Figure 2 is a schematic diagram showing the change of the actuation state of the preferred embodiment of the present invention. Fig. 3 is a view showing a state in which the clutch provided between the driven portion of the inertia flywheel mechanism of the present invention and the output shaft of the stepless shifting mechanism is disengaged.

10‧‧‧Drive motor

11‧‧‧Drive shaft

A‧‧‧Mechanical kinetic energy feedback assembly

20‧‧‧Stepless speed change mechanism

21‧‧‧Inlet shaft

22‧‧‧Output shaft

23‧‧‧Incremental adjustment wheel set

24‧‧‧Output adjustment wheel set

231, 241‧‧

25‧‧‧Transmission components

30‧‧‧Inertial flywheel mechanism

31‧‧‧Received Department

40‧‧‧Induction Control Module

41‧‧‧Sensor unit

42‧‧‧Control unit

43‧‧‧Induction signal

44‧‧‧Control program

50‧‧‧Clutch

Claims (3)

A mechanical kinetic energy feedback assembly for an electric vehicle, wherein the mechanical kinetic energy feedback assembly is used for recovering rotational mechanical kinetic energy of a drive shaft provided by a drive motor of the electric vehicle; the mechanical kinetic energy feedback assembly comprises: a stepless shifting mechanism, including One of the parallel spacing configuration is an input shaft and an output shaft, one of the input shafts of the input shaft, the output adjustment wheel set to the output shaft, and one of the input force adjustment wheel sets and the output adjustment wheel set. The component, wherein the input shaft is connected with the driving shaft of the driving motor, and the adjusting wheel set and the output adjusting wheel set are respectively provided with a regulating portion to adjust the shifting ratio of the two-end transmission of the transmission member; an inertial flywheel mechanism having one The receiving portion is connected to the output shaft of the stepless shifting mechanism, so that when the stepless shifting mechanism rotates, the inertial flywheel mechanism can be synchronously operated to generate rotational inertia kinetic energy; and an inductive control module includes one of the sensing units in an electrically connected state. And a control unit, wherein the sensing unit is configured to drive the charge and discharge state of the motor to generate an inductive signal, and the control unit is The control unit is electrically connected to the control unit of the force adjustment wheel set and the output adjustment wheel set, and the control unit can receive the induction signal forming control parameter, and automatically adjust the force adjustment wheel set according to a preset control program setting. And the output adjusts the opening and closing range of the wheel set, and enters the shifting ratio of the two-end transmission of the transmission transmission member. The mechanical kinetic energy feedback assembly of the electric vehicle according to claim 1, wherein a clutch is further disposed between the driven portion of the inertia flywheel mechanism and the output shaft of the stepless shifting mechanism, thereby switching the inertia flywheel mechanism and The stepless shifting mechanism is interlocked or disengaged. The mechanical kinetic energy feedback assembly of the electric vehicle according to claim 2, wherein the sensing unit of the induction control module is a current sensor.