JPS6036968B2 - Vehicles with flywheel - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION The present invention utilizes two relatively small and small-capacity motors, preferably DC or AC motors, and two relatively lightweight flywheels to collect and store energy during deceleration of the vehicle. This invention relates to an energy-saving vehicle that can be used to accelerate vehicles and run at high speeds.

In recent years, electric vehicles have been developed from the viewpoint of reducing gas consumption and saving energy. However, not only is there a limit to the amount of energy that can be installed in the vehicle, that is, the battery capacity, but when the vehicle suddenly accelerates, a large amount of energy can be consumed in a short period of time. Since consuming the capacity power impairs battery life, there is a problem that acceleration performance is inferior to that of gasoline engine vehicles. The use of special batteries or fuel cells with high energy density results in high costs, and further research is required to put them into practical use.

However, the energy problem is a serious national problem, and it is important to reduce the energy costs for running. In view of these problems, the present invention constantly stores rotational momentum in the flywheel using an electric motor, or absorbs and stores the energy possessed by the vehicle during deceleration as rotational momentum, and has a wide range of applications from starting the vehicle to high-speed driving. This paper proposes an electric vehicle with a flywheel configured to release stored energy during acceleration.

According to the present invention, one or more acceleration flywheels and one or more deceleration flywheels are provided, and these are driven by an electric motor both at the time of starting and are decelerated in normal running conditions. The rotational energy possessed by the vehicle flywheel is transferred to the acceleration flywheel, and the deceleration flywheel is kept at a low rotational speed in preparation for absorbing inertial energy during vehicle deceleration.

Therefore, the rotational movement system of the deceleration flywheel and the acceleration flywheel rotational movement system are coupled by the differential gearing, and the rotational movement system of the deceleration flywheel is connected to the differential gearing as forward rotation or reverse rotation. The system is connected to collect and release surplus energy. The structure of the present invention will be explained based on the illustrated embodiment. In FIG. 1, 1 and 3 are rear wheels, 2 is a differential gear device that transmits the rotational force of the driven shaft 7 of the rear wheels 1 and 3, and 4 is a dry or wet multi-disc clutch, 5 is a friction brake for stopping the rotation of the driven shaft 7, 6 is a gear fixed to a hollow drive shaft 8 into which the driven shaft 7 is inserted; It meshes with the gear 41 of the DC motor, commercial frequency motor, or high frequency motor 34.

A gear 9 is fixed to the drive shaft 8, and meshes with a bevel gear 33 which is rotationally coupled to an acceleration flywheel 32 via a magnetic clutch 31.

10 is a bevel gear coupled to the end of the drive shaft 8 via a clutch brake 42.

21 and 19 are front wheels to which the rotational force of the driven shaft 15 is transmitted via a friction clutch 22 and a differential gear device 20.

A gear 18 is fixed to a hollow drive shaft 17 into which the guide shaft 15 is inserted, and meshes with a gear 23 of a high-frequency electric motor 24. The drive shaft 17 also has bevel gears 16 facing each other.
, 14 are axially slidable and supported so as to rotate together with the drive gear 17, and mesh with a bevel gear 27 which is rotationally coupled to the flywheel 26 via a friction clutch 25, which is a friction sliding joint. It has become. 13 is drive shaft 1
7, which is a bevel gear fixed to the end of the bevel gear 10 described above.
and a shaft 2 that is perpendicular to the drive shafts 8 and 17 between them.
A differential gear device 30 is constructed by meshing with bevel gears 29 and 12 supported by gears 8 and 11, respectively.

Bevel gears 38, 36 are fixedly supported at the ends of the driven shafts 7, 15, respectively, as shown in FIG.
They are each supported in a freely rotatable manner.

The clutch/brake 42 includes, for example, a gear 39 provided on the conical surface of the bevel gear 10, and a gear 40 spline-coupled to the drive shaft 8, so that the gear 40 moves in the axial direction.
0 and the drive shaft 8 are rotationally connected, and when the gears are disengaged, a brake 43 is applied to the bevel gear 10', allowing only the drive shaft 8 to rotate freely. Moreover, the multi-disc clutch 4 has a cylindrical body fixed to the input end of the driven shaft 7.
A plurality of annular friction plates that rotate together with the cylindrical body and are capable of sliding in all axial directions, and a plurality of annular friction plates located between these annular friction plates that rotate together with the output end of the driven shaft and are capable of sliding in all axial directions. The input end and the output end of the drive shaft 7 are rotationally coupled to each other when these friction discs are moved in the axial direction and brought into zero friction engagement with each other. The friction clutch 25 is constructed so that when a sudden rotational differential occurs between the flywheel 26 and the bevel gear 27, appropriate slippage occurs between them. Similarly, the magnetic clutch 31 also has a bevel gear 3.
The structure is such that slippage occurs between the flywheel 32 and the flywheel 32 in response to sudden rotational changes. Each flywheel 3
2, 26 are mounted horizontally to the vehicle, ie on an axis perpendicular to the ground. In the above embodiment, providing a speed change gear device at the connection between each drive shaft 8, 17 and each flywheel 32, 26 facilitates starting the flywheel and is effective in controlling the running speed of the vehicle. It is.

Next, the operation of the electric vehicle with a flywheel according to the present invention will be described. First, before starting the vehicle, the high-frequency electric motors 34 and 24 are energized from the vehicle battery to rotationally drive the flywheels 32 and 26, respectively.

For this reason, the clutches 4 and 22 are each disconnected. The rotational force of the high frequency electric motor 34 is transmitted to the drive shaft 8 via gears 41 and 6.
The signal is further transmitted to the flywheel 32 via the bevel gears 9 and 33 and the clutch 31. Similarly, the rotational force of the high-frequency electric motor 24 is transmitted to the drive shaft 17 via the gears 23 and 18, and further transmitted to the reduction flywheel 26 via the bevel gears 14 and 27 and the clutch 26. The rotating directions of each flywheel 32, 26 are opposite to each other, and the driving shafts 8, 17 are in the same direction. The clutch 42 is in a connected state, the bevel gears 10 and 13 rotate integrally with each other, the intermediate bevel gears 29 and 12 revolve, and the driven shafts 7 and 15 are driven in the same direction and at the same speed as the drive shaft. flywheel 32,
26 reach their respective predetermined rotational speeds, the clutch 4
, 22 are connected, the rotational force of the slave shafts 7, 15 is transmitted to the rear wheels 1, 3 and the front wheels 21, 19 via the differential gear devices 2, 20, respectively, to propel the vehicle. The vehicle is smoothly accelerated mainly by the rotational energy possessed by the flywheels 32 and 26, accompanied by the slippage of the clutches 31 and 25. It is sufficient for the high frequency motors 34, 24 to have small outputs. Next, when the vehicle is normally running, the vehicle is propelled by the flywheel and the high-frequency electric motor, but in preparation for braking or deceleration, the kinetic energy of the deceleration flywheel 26 is converted to the acceleration flywheel 32.

That is, the bevel gears 14 and 16 are each moved upward in FIG. 1, the bevel gear 14 and the bevel gear 27 are disengaged, and the bevel gear 16 is meshed with the bevel gear 27. Therefore,
The drive shaft 17 is reversed, and as a result, the bevel gear 29
, 12 are rotated around the support shafts 28, 11,
As a result, the speed of the bevel gear 10 is increased and the rotational momentum of the flywheel 32 is increased. The rotational speeds of the driven shafts 7 and 15 do not change, the rotational speed of the flywheel 26 decreases, and the rotational speed of the flywheel 32 increases by that amount. When decelerating the vehicle, the clutch 42 is disconnected, the bevel gear 10' is braked, the motors 34, 24 are disconnected from the power supply, and the bevel gear 10' is disconnected from the electric power source.
4 and 16 are returned to their original meshing state. That is, the bevel gear 14
When the bevel gear 27 meshes with the driven shafts 7 and 15, which are receiving the rotational force of the wheels due to the stepwise inertial movement of the vehicle, the driven shafts 7 and 15 are rotated at the same speed, causing the support shafts 28 and 11 to revolve. Each bevel gear 29, 12 rotates around the support shaft 28, 11, driving only the bevel gear 13, and this rotational force is transmitted to the drive shaft 17,
The signal is transmitted to the flywheel 26 via the bevel gears 14 and 27 and the clutch 25. In this way, the inertial kinetic energy of the vehicle is absorbed by the flywheel 26 and the vehicle is decelerated. During a deceleration operation, there is no change in the rotational speed of the flywheel 32, and if the electric motor 24 is driven as a generator and the battery is charged, a higher deceleration effect can be obtained. Conversely, if the vehicle is to run at high speed, the clutch 4 is disengaged and the driven shaft 7 is decelerated by the brake 5.
A relative speed occurs between the driven shaft 15 and the bevel gears 37, 35 relative to the rotation of the drive shafts 8, 17 which are driven at the same speed.
rotation about the support shafts 28 and 11 occurs, the driven shaft 15 is accelerated by the deceleration of the driven shaft 7, and this rotational force is applied to the front wheel 1.
The power is transmitted only to wheels 9 and 21, and the rear wheels rotate freely.

Next, when moving the vehicle backwards, the clutch 42 is disengaged, the brake is applied to stop the rotation of the bevel gear 10, and the bevel gear 16 is engaged with the bevel gear 27, so that the drive shaft 17 is reversed. This rotational force is applied to the bevel gear 2 that meshes with the bevel gear 13.
The support shafts 28, 11 are rotated around the driven shafts 15, 7 while rotating around the support shafts 28, 11 of the shafts 9, 12, and the driven shafts 7, 15 are reversed.

In addition, when the vehicle travels on a long downhill slope, when each of the flywheels 32 and 26 reaches an excessive rotational speed and cannot exert a deceleration effect, the bevel gear 16 is meshed with the bevel gear 27. If the flywheel 26 is reversed, a large deceleration effect can be obtained.

FIG. 3 shows an embodiment in which four flywheels for acceleration and four for deceleration are used, and similar constituent members are given the same reference numerals as in FIG. 1. As explained above, the electric vehicle with a flywheel according to the present invention includes an acceleration flywheel and a deceleration flywheel, and the rotary motion system of these has a driven shaft for driving the wheels via a differential gear device. In addition, when the vehicle is decelerated, the rotational force of the wheels due to the inertia of the vehicle is used to drive the deceleration flywheel via the differential gear device, so that the vehicle is driven. Even if the output of the electric motor is small, sufficient acceleration performance is achieved by utilizing the rotational force accumulated in the flywheel.When decelerating, the inertial energy of the vehicle is absorbed and stored in the deceleration flywheel, and the higher the driving speed, the higher the speed. Demonstrates braking effect. Another advantage is that it is possible to avoid a situation that is undesirable for the battery, such as when a large amount of power is temporarily consumed during an acceleration operation. Then, the rotation speed of the flywheel was set to approximately 10,000 to 3,000 degrees. p. m, even if it is relatively small in practical use, by using 4 or 6 of them, sufficient energy can be stored, and the torque applied to the transmission mechanism is also small, so the configuration can be reduced to 4. It can be done. Torque transmission is possible even when the gears of the transmission mechanism are friction wheels, and gear noise can be eliminated. Note that as the electric motors 32 and 24, high-frequency induction motors driven by a high frequency of about 300 Hz are used.

This high-frequency induction motor can freely control the running speed of the vehicle by using a variable frequency inverter, but when using a constant frequency inverter, it is possible to operate with high efficiency at almost the rated output by combining it with a transmission. is obtained. However, a substitute engine for an electric motor or a gas turbine may also be used.

[Brief explanation of the drawing]

FIG. 1 is a configuration diagram of a vehicle with a flywheel according to the present invention, FIG. 2 is an enlarged view of a differential gear device in the same vehicle, and FIG.
The figure is a configuration diagram of a vehicle according to a partially modified embodiment of the present invention. 2: Differential gear device, 4: Wet multi-plate clutch, 5: Friction brake, 7: Driven shaft, 8: Drive shaft, 10: Bevel gear, 12
, 13: bevel gear, 15: driven shaft, 17: drive shaft, 20:
Differential gear device, 22: Friction clutch, 24: High frequency electric motor, 26: Reduction flywheel, 29: Bevel gear, 30
: Differential gear device, 32: Acceleration flywheel, 34:
High frequency electric motor, 35: Intermediate bevel gear, 36: Bevel gear, 37
: Intermediate bevel gear, 38: Bevel gear, 42: Clutch/brake. Figure 1 Figure 2 Figure 3

Claims (1)

[Scope of Claims] 1. An acceleration flywheel, a deceleration flywheel, a first hollow drive shaft rotatably coupled to the acceleration flywheel and the first prime mover, the deceleration flywheel and the second prime mover. a second hollow drive shaft rotatably coupled to a second hollow drive shaft, a pair of driven shafts inserted through the pair of hollow drive shafts and rotatably coupled to a front wheel and a rear wheel, respectively, and a differential gear device; The differential gear device includes a pair of drive bevel gears supported by the pair of hollow drive shafts, a first intermediate bevel gear that is disposed between the pair of bevel gears and meshes with each other; a pair of driven bevel gears located inside the driving bevel gears and supported by the pair of driven shafts, respectively; a second intermediate bevel gear located between the pair of driven bevel gears and meshing with each other; The first and second intermediate bevel gears are supported by a shaft that is perpendicular to the drive shaft and rotatable around the drive shaft, and the first and second intermediate bevel gears are connected to one of the drive shafts and the bevel gear supported by the drive shaft. A flywheel-combined vehicle comprising a clutch and a brake between the drive shafts and a reversible gear between the other drive shaft and the deceleration flywheel. 2. The vehicle with a flywheel according to claim 1, wherein each gear is a friction wheel.