CN211280970U - Vehicle braking energy recycling device - Google Patents
Vehicle braking energy recycling device Download PDFInfo
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- CN211280970U CN211280970U CN201922008264.2U CN201922008264U CN211280970U CN 211280970 U CN211280970 U CN 211280970U CN 201922008264 U CN201922008264 U CN 201922008264U CN 211280970 U CN211280970 U CN 211280970U
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- braking
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Abstract
The utility model discloses a vehicle braking energy retrieves device of recycling, including installing first axletree and the second axletree on the automobile body, first axletree on be provided with first disk brake, the second axletree on be provided with second disk brake, its characterized in that still includes power transmission subassembly, flywheel subassembly and hydraulic braking subassembly. The vehicle braking energy recycling device converts kinetic energy generated when a vehicle is braked into mechanical energy stored by a flywheel and hydraulic energy stored by a hydraulic energy accumulator through mechanical transmission and a one-way variable hydraulic pump, thereby reducing the possibility of heat fading during vehicle braking, enabling the brake to work more stably, reliably and safely, and achieving the purposes of energy conservation and environmental protection of the vehicle.
Description
Technical Field
The utility model relates to the technical field of vehicles, in particular to vehicle braking energy retrieves and recycles device.
Background
With the rapid growth of social economy, the automobile holding capacity is increased day by day, the energy consumption is huge, and China is under the double pressure of serious natural environment pollution and energy shortage. Meanwhile, energy conservation, emission reduction and sustainable development are now common consensus of the international society. Optimizing the vehicle from the perspective of vehicle braking is one of the paths for energy conservation and emission reduction.
The principle of the traditional braking is that kinetic energy in the running process of a vehicle is completely converted into heat energy through mechanical friction and the heat energy is lost into the air, although the mode can effectively brake, if the vehicle is braked for a long time or is frequently braked under urban working conditions, a brake system is easy to generate a heat fading phenomenon, and brake failure is caused in serious conditions, so that traffic accidents are caused. Meanwhile, the traditional braking system needs to overcome the huge kinetic energy of the vehicle before braking, and the part of the kinetic energy cannot be recycled, so that energy waste is directly caused.
Disclosure of Invention
Defect and not enough to among the prior art, the utility model provides a vehicle braking energy retrieves and recycles device retrieves kinetic energy when retrieving the vehicle braking and turns into mechanical energy and hydraulic energy with it for the starting of supplementary vehicle or with higher speed, mechanical friction braking.
In order to achieve the purpose, the utility model adopts the following technical proposal:
a vehicle braking energy recycling device comprises a first axle and a second axle which are arranged on a vehicle body, wherein a first disc brake is arranged on the first axle, a second disc brake is arranged on the second axle, and the vehicle braking energy recycling device further comprises a power transmission assembly, a flywheel assembly and a hydraulic braking assembly;
the power transmission assembly comprises an engine, a first clutch, a first bevel gear, a gearbox, a second bevel gear and a differential mechanism which are sequentially arranged from front to back;
the flywheel assembly comprises a flywheel, and the flywheel is connected with the first bevel gear through a second clutch;
the hydraulic brake assembly comprises a first hydraulic accumulator and a second hydraulic accumulator, the first hydraulic accumulator is sequentially connected with a first one-way valve, a one-way variable hydraulic pump, a third clutch and a second bevel gear, and the one-way variable hydraulic pump is also connected with a hydraulic oil recovery tank; a hydraulic oil pipe between the first hydraulic accumulator and the first one-way valve is provided with a branch pipeline, a first hydraulic brake master cylinder is arranged on the branch pipeline, and the first hydraulic brake master cylinder is connected with the first disc brake;
the second hydraulic energy accumulator is connected to a hydraulic oil pipeline between the first one-way valve and the one-way variable hydraulic pump through a second one-way valve, a branch pipeline is arranged on the hydraulic oil pipeline between the second hydraulic energy accumulator and the second one-way valve, a second hydraulic brake master cylinder is arranged on the branch pipeline, and the second hydraulic brake master cylinder is connected with a second disc brake.
The utility model discloses still have following technical characteristic:
the vehicle-mounted brake system also comprises a vehicle control unit arranged in the vehicle body and a brake pedal sensor arranged on a brake pedal; a flywheel rotating speed sensor is arranged on the vehicle body beside the flywheel; a first pressure sensor is arranged on the first hydraulic accumulator; a second pressure sensor is arranged on the second hydraulic accumulator; the input end of the vehicle control unit is respectively connected with a brake pedal sensor, a flywheel rotating speed sensor, a first pressure sensor and a second pressure sensor; the output end of the vehicle control unit is respectively connected with the first hydraulic brake master cylinder, the second clutch and the third clutch.
Compared with the prior art, the utility model, profitable technological effect is:
the utility model can recover the kinetic energy of the vehicle during braking and convert the kinetic energy into mechanical energy and hydraulic energy, thus realizing the recovery and storage of energy in the braking process of the vehicle, reducing the possibility of heat fading phenomenon during the braking of the vehicle and ensuring the brake to work more stably, reliably and safely; the stored energy can also be used for assisting the starting or accelerating of the vehicle and the mechanical friction braking, thereby achieving the purposes of energy saving and environmental protection of the vehicle.
The utility model discloses a vehicle braking energy retrieves and recycles device is applicable to the vehicle that adopts hydraulic power braking system.
Drawings
Fig. 1 is a schematic view of the overall structure of the present invention.
FIG. 2 is a schematic view of the process of recycling braking energy of the present invention
FIG. 3 is a schematic view of the braking status determination process of the present invention
The meaning of the individual reference symbols in the figures is: 1-a first axle, 2-a second axle, 3-a first disc brake, 4-a second disc brake, 5-a power transmission assembly, 6-a flywheel assembly, 7-a hydraulic braking assembly, 8-a vehicle control unit, 9-a brake pedal sensor;
501-engine, 502-first clutch, 503-first bevel gear, 504-gearbox, 505-second bevel gear, 506-differential;
601-flywheel, 602-second clutch, 603-flywheel speed sensor;
701-a first hydraulic accumulator, 702-a second hydraulic accumulator, 703-a first check valve, 704-a one-way variable hydraulic pump, 705-a third clutch, 706-a hydraulic oil recovery tank; 707-a first hydraulic brake master cylinder, 708-a second check valve, 709-a second hydraulic brake master cylinder;
7011-first pressure sensor, 7021-second pressure sensor;
the present invention will be explained in further detail with reference to examples.
Detailed Description
The following embodiments of the present invention are given, and it should be noted that the present invention is not limited to the following embodiments, and all the equivalent transformations made on the basis of the technical solution of the present application all fall into the protection scope of the present invention.
In describing the orientation of the present invention, it is to be understood that the orientation or positional relationship indicated by "front", "back", "head", "tail", etc. is described in the orientation shown in fig. 1 only for convenience of description and simplification of description, and does not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the present invention.
Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.
The flywheel according to the present invention is not a flywheel connected to a crankshaft of an automobile engine in a vehicle.
Example (b):
following the above technical solution, as shown in fig. 1 to 3, a vehicle braking energy recycling device includes a first axle 1 and a second axle 2 mounted on a vehicle body, the first axle 1 is provided with a first disc brake 3, the second axle 2 is provided with a second disc brake 4, and the device further includes a power transmission assembly 5, a flywheel assembly 6 and a hydraulic brake assembly 7. The axle can transmit forces and moments between the frame and the wheels, support the entire mass of the vehicle, and transmit the traction or braking forces of the wheels and lateral forces to the frame via the suspension.
The power transmission assembly 5 comprises an engine 501, a first clutch 502, a first bevel gear 503, a gearbox 504, a second bevel gear 505 and a differential 506 which are arranged in a forward-backward sequence; the engine provides power for the vehicle, the first clutch 502 can transmit the power of the engine 501 to the gearbox 504, the first bevel gear 503 and the second bevel gear 505 can realize the change of the rotating speed, the torque, the moving direction and the moving form through transmission, and after the engine 501 is started, the power is transmitted to the gearbox 504 through the first clutch 502 and the first bevel gear 503, so that the transmission of the power is completed.
The flywheel assembly 6 comprises a flywheel 601, and the flywheel is connected with the first bevel gear 503 through a second clutch 602; the main function of the flywheel 601 is to store energy and inertia outside the power stroke of the engine, and when the vehicle brakes, the kinetic energy of the vehicle brake will be stored in the flywheel 601 by mechanical energy.
The kinetic energy of the vehicle is transmitted via the output shaft of the gearbox 504 to the input shaft, to the first bevel gear 503 and via the second clutch 602 to the flywheel 601.
The hydraulic brake component 7 comprises a first hydraulic accumulator 701 and a second hydraulic accumulator 702, the first hydraulic accumulator 701 is sequentially connected with a first one-way valve 703, a one-way variable hydraulic pump 704, a third clutch 705 and a second bevel gear 505, and the one-way variable hydraulic pump 704 is further connected with a hydraulic oil recovery tank 706; a branch pipeline is arranged on a hydraulic oil pipe between the first hydraulic accumulator 701 and the first check valve 703, a first hydraulic brake master cylinder 707 is arranged on the branch pipeline, and the first hydraulic brake master cylinder 707 is connected with the first disc brake 3.
The second hydraulic accumulator 702 is connected to a hydraulic oil pipeline between the first check valve 703 and the one-way variable hydraulic pump 704 through a second check valve 708, a branched pipeline is arranged on the hydraulic oil pipeline between the second hydraulic accumulator 702 and the second check valve 708, a second hydraulic brake master cylinder 709 is arranged on the branched pipeline, and the second hydraulic brake master cylinder 709 is connected with the second disc brake 4.
The first hydraulic accumulator 701 and the second hydraulic accumulator 702 are energy storage devices in the hydraulic brake system, and are used for storing hydraulic oil which is pressurized by the one-way variable hydraulic pump 704 and meets the hydraulic braking force requirement of the vehicle; the oil delivery direction of the unidirectional variable hydraulic pump 704 during operation is not variable, the hydraulic oil recovery tank 706 is used for recovering hydraulic oil, and the first hydraulic brake master cylinder 704 and the second hydraulic brake master cylinder 709 hydraulic brake master cylinder 704 are used for delivering pressurized hydraulic oil to the disc brakes 3 and 4, so that hydraulic braking is realized.
As the preferable proposal of the utility model, the utility model also comprises a vehicle control unit 8 arranged in the vehicle body and a brake pedal sensor 9 arranged on the brake pedal; a flywheel rotating speed sensor 603 is arranged on the vehicle body beside the flywheel 601; a first pressure sensor 7011 is arranged on the first hydraulic accumulator 701; a second pressure sensor 7021 is arranged on the second hydraulic accumulator 702; the input end of the vehicle control unit 8 is respectively connected with a brake pedal sensor 9, a flywheel rotating speed sensor 603, a first pressure sensor 7011 and a second pressure sensor 7021; the output end of the vehicle control unit 8 is connected to a first hydraulic brake master cylinder 707, a second hydraulic brake master cylinder 709, a second clutch 602, and a third clutch 705 respectively.
The flywheel rotation speed sensor 603 is used for detecting the rotation speed of the flywheel, the brake pedal sensor 9 is used for collecting the stroke of the brake pedal and the change rate of the stroke of the brake pedal and transmitting the stroke of the brake pedal to the vehicle control unit 8, and the first pressure sensor 7011 and the second pressure sensor 7021 monitor the hydraulic oil pressure in the hydraulic accumulator, so that the vehicle control unit 8 indirectly controls whether the one-way variable hydraulic pump 704 needs to pump oil by controlling the engagement and the disengagement of the third clutch 705. The vehicle controller 8 receives signals transmitted by the vehicle through the brake pedal sensor 9, the flywheel rotation speed sensor 603, the first pressure sensor 7011 and the second pressure sensor 7021 connected to the input end thereof, and specifically includes hydraulic oil pressure in the hydraulic accumulator, flywheel rotation speed, brake pedal stroke change rate, vehicle speed change rate and vehicle speed, so as to control the first hydraulic brake master cylinder 707, the second hydraulic brake master cylinder 709, the second clutch 602 and the third clutch 705 connected to the output end thereof.
The transmission path of energy recovery is as follows: the vehicle control unit 8 sends electrical signals from the output to both the second clutch 602 and the third clutch 705, causing both to engage. The power is transmitted to a differential 506 from an axle, then transmitted to a second bevel gear 505, transmitted to a third clutch 705 in one way, then transmitted to a one-way variable hydraulic pump 704, and then respectively transmitted to a first hydraulic accumulator 701 and a second hydraulic accumulator 702 through a first check valve 703 and a second check valve 708; the other path is output to an input shaft through a gearbox 504, transmitted to a first bevel gear 503 and transmitted to a flywheel 601 through a second clutch 602.
As shown in fig. 3, the vehicle controller 8 is configured to receive a signal transmitted from the vehicle, and determine a working condition and a braking state of the vehicle according to an existing method, and generally, vehicle braking may be classified into emergency braking, normal braking, and long-downhill braking, that is, long-time braking.
The purpose of emergency braking is to reduce the speed of the vehicle to a safe range in the shortest time or directly stop the vehicle in the shortest time, so as to achieve the purpose of safe braking for avoiding personal injury and death and property loss. Normal braking is preventive and aims to slowly reduce the speed of the vehicle to a certain level in advance to realize safe following or passing a certain road section at a safe speed. The purpose of long downhill braking is to maintain a certain speed of the vehicle during downhill and to realize safe downhill.
For emergency braking, in consideration of safety and braking characteristics, the vehicle braking device mainly uses mechanical friction braking and assists energy recovery braking during emergency braking of the vehicle, and because the emergency braking time is relatively short, the energy capable of being recovered is relatively small. When a driver takes emergency braking, the brake pedal sensor 9 transmits the acquired signal back to the vehicle control unit 8, and the vehicle control unit 8 can judge the following inequality by combining the existing vehicle speed information: the travel of the brake pedal is more than or equal to the preset brake pedal travel S; the change rate of the brake pedal stroke is more than or equal to the preset brake pedal stroke change rate Sr(ii) a The vehicle speed change rate is more than or equal to the preset vehicle speed change rate Vr1(ii) a If any inequality is established, the vehicle control unit judges that the vehicle is emergently braked at the moment, and correspondingly, the braking force of the vehicle at the moment is mainly or completely provided by the hydraulic oil in the hydraulic braking circuit.
When the vehicle is in a normal braking state, the recovery of the braking energy is divided into two parts, one part of the kinetic energy of the vehicle is stored in the flywheel 601 in the form of mechanical energy, and the other part is stored in the first hydraulic accumulator 701 and the second hydraulic accumulator 702 in the form of hydraulic energy through the one-way variable hydraulic pump 704. Specifically, when the driver takes normal braking, the brake pedal sensor 9 transmits the acquired signal back to the vehicle controller 8, and the vehicle controller 8, in combination with the existing vehicle speed information, determines the following inequality: 0<Travel of brake pedal<Presetting a brake pedal stroke S; 0<Rate of change of brake pedal travel<Presetting brake pedal stroke change rate Sr；0<Rate of change of vehicle speed<Preset vehicle speed change rate Vr1(ii) a If any inequality is established, the vehicle controller 8 judges that the vehicle is normally braked at the moment, and correspondingly, the energy conversion device one-way variable hydraulic pump 704 partially brakes the vehicle at the momentThe kinetic energy is converted into hydraulic energy which can be stored and recycled, and is also converted into mechanical energy stored in the flywheel 601, and another part of the kinetic energy is converted into heat energy by mechanical friction and is lost in air.
When the vehicle is in a long downhill braking state, that is, when long-time braking is required, the vehicle controller 8 determines the following conditions according to the signal returned by the brake pedal sensor 9 and the existing vehicle speed signal: the speed of the vehicle is in a preset range VIInternal; preset vehicle speed change rate Vr2<Rate of change of vehicle speed<Preset vehicle speed change rate Vr1(ii) a As long as any one condition is satisfied, the vehicle control unit 8 determines that the vehicle is braking on a long downhill at that time. The practical significance of the two conditions is that the vehicle maintains a certain speed when the vehicle is on a long downhill, and the speed cannot fluctuate greatly. Specifically, if the vehicle has a small requirement on the braking force, the vehicle controller 8 can completely control the mechanical friction braking without intervention, that is, the energy recovery braking is completely used for providing the braking force and stabilizing the vehicle speed, and at this time, most of the vehicle kinetic energy can be recovered. When neither energy recuperation braking nor engine braking can meet the vehicle braking force requirements and braking safety, i.e. the two conditions for long downhill braking do not hold, mechanical friction braking is involved at this time.
When the vehicle is judged to be in a starting working condition or an accelerating working condition, a rotating speed difference and a torque difference exist between the flywheel 601 and a transmission shaft between the engine 501 and the gearbox 504, so that mechanical energy in the flywheel 601 can be released and auxiliary driving force can be provided for the vehicle.
It should be noted that, on the one hand, the mechanical energy of the flywheel 601 is recovered entirely by braking. When the vehicle is braked and braking energy is recovered, if the flywheel rotation speed sensor 603 monitors that the rotation speed of the flywheel reaches a preset threshold value, the second clutch 602 is disengaged, that is, mechanical energy is not recovered when braking is not performed any more. If the mechanical energy of the flywheel is insufficient to assist vehicle launch and acceleration during launch or acceleration of the vehicle, the second clutch 602 will also disengage, i.e. disconnect the flywheel from the power transmission assembly 5.
On the other hand, the power of the one-way variable hydraulic pump 704 is derived from two points: braking energy recovery and engine. When the vehicle is in a normal driving state and is not braked, if the first pressure sensor 7011 or the second pressure sensor 7021 monitors that the pressure of the hydraulic oil in the first hydraulic accumulator 701 or the second hydraulic accumulator 702 is insufficient, the third clutch 705 is engaged, the engine provides power for the one-way variable hydraulic pump 704 through the power transmission assembly 5 to meet the pressure requirement of the hydraulic accumulators, and the third clutch 705 is separated until the pressures in the two hydraulic accumulators reach a preset threshold value. Similarly, when the vehicle recovers braking energy and the third clutch 705 is engaged, if the pressures of the first and second hydraulic accumulators reach the preset threshold, the third clutch 705 will be disengaged; and the third clutch 705 is engaged when at least one of the first and second hydraulic accumulators has a pressure less than a predetermined threshold.
The working flow of the vehicle braking energy recycling device is shown in fig. 2. When the running vehicle needs to recover braking energy, the single direction variable hydraulic pump 704 converts part of the kinetic energy of the whole vehicle into hydraulic energy which can be stored and recycled, and converts the other part of the kinetic energy into mechanical energy stored in the flywheel 601. The high-pressure hydraulic oil stored in the first hydraulic accumulator 701 and the second hydraulic accumulator 702 is recovered and then passes through the hydraulic braking circuit to be used for braking wheels when needed, and the recovered mechanical energy is used for assisting the starting or accelerating of the vehicle through mechanical transmission.
The preferred embodiments of the present invention have been described in detail with reference to the accompanying drawings, however, the present invention is not limited to the details of the above embodiments, and the technical concept of the present invention can be within the scope of the present invention to perform various simple modifications to the technical solution of the present invention, and these simple modifications all belong to the protection scope of the present invention.
In addition, various embodiments of the present invention can be combined arbitrarily, and the disclosed content should be regarded as the present invention as long as it does not violate the idea of the present invention.
It should be noted that all the components involved in the present embodiment are components that can be obtained by purchasing in the prior art except for specific descriptions.
Claims (2)
1. A vehicle braking energy recycling device comprises a first axle (1) and a second axle (2) which are arranged on a vehicle body, wherein a first disc brake (3) is arranged on the first axle (1), and a second disc brake (4) is arranged on the second axle (2), and the vehicle braking energy recycling device is characterized by further comprising a power transmission assembly (5), a flywheel assembly (6) and a hydraulic braking assembly (7);
the power transmission assembly (5) comprises an engine (501), a first clutch (502), a first bevel gear (503), a gearbox (504), a second bevel gear (505) and a differential (506) which are sequentially arranged from front to back;
the flywheel assembly (6) comprises a flywheel (601), and the flywheel is connected with the first bevel gear (503) through a second clutch (602);
the hydraulic brake component (7) comprises a first hydraulic accumulator (701) and a second hydraulic accumulator (702), the first hydraulic accumulator (701) is sequentially connected with a first one-way valve (703), a one-way variable hydraulic pump (704), a third clutch (705) and a second bevel gear (505), and the one-way variable hydraulic pump (704) is further connected with a hydraulic oil recovery tank (706); a hydraulic oil pipe between the first hydraulic accumulator (701) and the first check valve (703) is provided with a branch pipeline, a first hydraulic brake master cylinder (707) is arranged on the branch pipeline, and the first hydraulic brake master cylinder (707) is connected with the first disc brake (3);
the second hydraulic accumulator (702) is connected to a hydraulic oil pipeline between the first check valve (703) and the one-way variable hydraulic pump (704) through a second check valve (708), a branch pipeline is arranged on the hydraulic oil pipeline between the second hydraulic accumulator (702) and the second check valve (708), a second hydraulic brake master cylinder (709) is arranged on the branch pipeline, and the second hydraulic brake master cylinder (709) is connected with the second disc brake (4).
2. The vehicle braking energy recovery and reuse apparatus according to claim 1, further comprising a vehicle control unit (8) installed in the vehicle body, a brake pedal sensor (9) provided on the brake pedal; a flywheel rotating speed sensor (603) is arranged on the vehicle body beside the flywheel (601); a first pressure sensor (7011) is arranged on the first hydraulic accumulator (701); a second pressure sensor (7021) is arranged on the second hydraulic accumulator (702); the input end of the vehicle control unit (8) is respectively connected with a brake pedal sensor (9), a flywheel rotating speed sensor (603), a first pressure sensor (7011) and a second pressure sensor (7021); the output end of the vehicle control unit (8) is respectively connected with a first hydraulic brake master cylinder (707), a second hydraulic brake master cylinder (709), a second clutch (602) and a third clutch (705).
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922008264.2U CN211280970U (en) | 2019-11-19 | 2019-11-19 | Vehicle braking energy recycling device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201922008264.2U CN211280970U (en) | 2019-11-19 | 2019-11-19 | Vehicle braking energy recycling device |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN211280970U true CN211280970U (en) | 2020-08-18 |
Family
ID=72033841
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201922008264.2U Expired - Fee Related CN211280970U (en) | 2019-11-19 | 2019-11-19 | Vehicle braking energy recycling device |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN211280970U (en) |
-
2019
- 2019-11-19 CN CN201922008264.2U patent/CN211280970U/en not_active Expired - Fee Related
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Legal Events
| Date | Code | Title | Description |
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| GR01 | Patent grant | ||
| GR01 | Patent grant | ||
| CF01 | Termination of patent right due to non-payment of annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |
Granted publication date: 20200818 Termination date: 20211119 |