JPS604425A - Regenerative brake for vehicle - Google Patents
Regenerative brake for vehicleInfo
- Publication number
- JPS604425A JPS604425A JP58110258A JP11025883A JPS604425A JP S604425 A JPS604425 A JP S604425A JP 58110258 A JP58110258 A JP 58110258A JP 11025883 A JP11025883 A JP 11025883A JP S604425 A JPS604425 A JP S604425A
- Authority
- JP
- Japan
- Prior art keywords
- speed
- flywheel
- clutch
- gear
- energy
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
- B60K6/08—Prime-movers comprising combustion engines and mechanical or fluid energy storing means
- B60K6/10—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel
- B60K6/105—Prime-movers comprising combustion engines and mechanical or fluid energy storing means by means of a chargeable mechanical accumulator, e.g. flywheel the accumulator being a flywheel
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T1/00—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles
- B60T1/02—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels
- B60T1/10—Arrangements of braking elements, i.e. of those parts where braking effect occurs specially for vehicles acting by retarding wheels by utilising wheel movement for accumulating energy, e.g. driving air compressors
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/62—Hybrid vehicles
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は自動車などの車輌が制動する際に車輌の持つ慣
性エネルギーをフライホイールの回転エネルギーとして
回収し蓄え，之を加速時に放出させ加速エネルギーとし
て利用することを目的とした車輌の回生制動装置に関す
るものである。[Detailed Description of the Invention] The purpose of the present invention is to recover and store the inertial energy of a vehicle such as an automobile as rotational energy of a flywheel when the vehicle brakes, and to release this during acceleration and use it as acceleration energy. This invention relates to a regenerative braking system for vehicles.
従来車輌のブレーキは制動エネルギーを熱エネルギーに
変換し，捨てていたが特に市街地を走行する自動車の場
合信号に従つて発進停車をくりかえしており，これに消
費するエネルギーは非常に大きなものである。Conventionally, vehicle brakes convert braking energy into heat energy and waste it, but especially when driving in urban areas, cars repeatedly start and stop at traffic lights, which consumes a large amount of energy.
したがつて本発明では車輌のもつ慣性エネルギーを回収
して，最大限利用すると同時に，エンジンを効率的に駆
動することによつて，燃料消費量を出来る限り少なくす
ることを目的としたものである。Therefore, the present invention aims to reduce fuel consumption as much as possible by recovering and maximizing the inertial energy of the vehicle and at the same time driving the engine efficiently. .
以下一実施例を図面に従つて詳述する。One embodiment will be described in detail below with reference to the drawings.
第１図は本発明の回生制動装置を備えた自動車の駆動部
を模式的に表わしたものである。FIG. 1 schematically shows a drive section of an automobile equipped with a regenerative braking device of the present invention.
エンジン１の出力軸２には一方向クラツチ又は遠心クラ
ツチ３を備えるものとし，駆動軸４及び無段変速機５を
介してエンジンの回転は伝達され，推進軸６，差動装置
７により車輪８を駆動するものとする。The output shaft 2 of the engine 1 is equipped with a one-way clutch or a centrifugal clutch 3, and the rotation of the engine is transmitted via a drive shaft 4 and a continuously variable transmission 5. shall be driven.
一方駆動軸４にはこれを同心軸とする摩擦クラツチ９を
備え歯車装置１０，１１により連動１別の無段変速機１
２の低速軸側に連結し，高速軸側にフライホイール１３
を備えるものとする。On the other hand, the drive shaft 4 is equipped with a friction clutch 9 that uses the friction clutch 9 as a concentric shaft, and is linked by gear devices 10 and 11 to produce a continuously variable transmission 1.
The flywheel 13 is connected to the low-speed shaft side of 2, and the flywheel 13 is connected to the high-speed shaft side.
shall be provided with.
又，アクセルペダル１４，ブレーキペダル１５にはポテ
ンシヨ等の制御信号発信装置を備え，運転者のアクセル
及びブレーキ操作によつて発せられた制御信号はコント
ローラー１６に伝達され，このコントローラー１６を介
してそれぞれの制御を行う様に構成されているものとす
る。Further, the accelerator pedal 14 and the brake pedal 15 are equipped with a control signal transmitting device such as a potentiometer, and the control signals issued by the driver's accelerator and brake operations are transmitted to the controller 16, and via this controller 16, the respective control signals are transmitted. It is assumed that the system is configured to control the following.
次に制御システムについて説明する。Next, the control system will be explained.
タコジエネ等の回転数発信機をそれぞれエンジン１の出
力軸２に１７（Ｓ１），無段変速機５の入力側に１９（
Ｓ３）を又，フライホイール１３の回転数発信機１８（
Ｓ２）とする。A rotation speed transmitter such as a tachogenerator is connected to the output shaft 2 of the engine 1 at 17 (S1), and at the input side of the continuously variable transmission 5 at 19 (S1).
S3) and the rotation speed transmitter 18 (of the flywheel 13)
S2).
これらの回転数発信機１７，１８，１９から常にそれぞ
れの回転数の信号をコントローラー１６に送つている。These rotational speed transmitters 17, 18, and 19 constantly send signals of their respective rotational speeds to the controller 16.
エンジン１にはアイドリング回転数と規定回転数の２種
類の回転数を制御出来るように，あらかじめセツトした
ソレノイド２０（ＳＯＬ１）を備えるものとする。エン
ジン１の規定回転数をエンジンの性能上燃料消費量が少
なく，トルクの最大の所の回転数を設定し走行時など出
力が必要な場合は全てエンジン１をこの回転数で駆動す
るものとする。それ以外はアイドリング回転数とし極力
燃料消費量を少なくしようとするものである。It is assumed that the engine 1 is equipped with a solenoid 20 (SOL1) set in advance so as to be able to control two types of rotation speeds: an idling rotation speed and a specified rotation speed. The specified rotation speed of engine 1 is set to the rotation speed where fuel consumption is low and torque is maximum in terms of engine performance, and engine 1 is driven at this rotation speed whenever output is required, such as when driving. . Other than that, the engine speed is kept at idling speed in order to reduce fuel consumption as much as possible.
無段変速機５，１２にはそれぞれ変速比を変換出来るリ
ニアソレノイドなどの変速比変換装置２１（ＰＫ２），
２２（ＰＫ１）を備え，コントローラー１６からの指令
で制御される。The continuously variable transmissions 5 and 12 each include a gear ratio converting device 21 (PK2) such as a linear solenoid that can convert the gear ratio.
22 (PK1), and is controlled by commands from the controller 16.
又，車輪８にはブレーキ装置２３が備えられており，コ
ントローラー１６の指令でソレノイド２４（ＳＯＬ２）
を制御し，ソレノイド２４の制御で通常のブレーキが作
動する様に構成されているものとする。In addition, the wheels 8 are equipped with a brake device 23, and a solenoid 24 (SOL2) is activated by a command from the controller 16.
It is assumed that the brake is configured such that a normal brake is operated under the control of the solenoid 24.
第２図は，この発明の一実施例の動作の理解を容易にす
るためのフロー図である。FIG. 2 is a flow diagram to facilitate understanding of the operation of one embodiment of the present invention.
アクセルペダル１４を踏まない場合，エンジン１の回転
はソレノイド２０（ＳＯＬ１）をＯＦＦすることによつ
てアイドリング回転数にセツトされ，低速で回転し続け
る。次にブレーキペダル１５（Ｌ２）を踏むとフライホ
イール１３の回転数Ｓ２がある規定回転数以上の場合，
すなわちフライホイール１３がすでに高速回転している
場合それ以上自動車の持つ慣性エネルギーをフライホイ
ール１３に蓄えることが出来ないので クラツチ９（Ｃ
Ｌ）をＯＦＦする。そしてブレーキペダル１５（Ｌ２）
の踏み込み量に比例して ソレノイド２４（ＳＯＬ２）
がＯＮし，従来のブレーキ装置２３を働らかせることに
よつて制動する。When the accelerator pedal 14 is not depressed, the rotation of the engine 1 is set to the idling speed by turning off the solenoid 20 (SOL1), and continues to rotate at a low speed. Next, when the brake pedal 15 (L2) is depressed, if the rotation speed S2 of the flywheel 13 is higher than a certain specified rotation speed,
In other words, if the flywheel 13 is already rotating at high speed, the inertial energy of the car cannot be stored in the flywheel 13 any more, so clutch 9 (C
L) is turned off. And brake pedal 15 (L2)
Solenoid 24 (SOL2)
is turned on, and braking is performed by activating the conventional brake device 23.
一方ブレーキペダル１５（Ｌ２）を踏みフライホイール
１３の回転数Ｓ２が低く十分な回転エネルギーが蓄えら
れていない場合 クラツチ９（ＣＬ）がＯＮし，ブレー
キペダル１５の踏み込み量に比例して無段変速機１２の
変速比変換装置２２（ＰＫ１）が作動しすなわちこの場
合無段変速機１２は増速機として作用し，フライホイー
ル１３は増速され高速回転する。この時の増速比をｉ／
１とすれば，フライホイール１３の形状によりきまるフ
ライホイール効果をＧＤ２とすればこれは増速比の２乗
に比例して増加するものであるから高速回転した場合の
それはｉ２・ＧＤ２となり，エネルギーを蓄積すると共
に大きな制動効果を発揮し，車体は減速される。又，フ
ライホイール１３の回転は許容回転数以下に押えること
によつて，遠心力で破壊するのを防ぐ，そのためにクラ
ツチ９（ＣＬ）をＯＦＦするのである。On the other hand, when the brake pedal 15 (L2) is depressed and the rotational speed S2 of the flywheel 13 is low and sufficient rotational energy is not stored, the clutch 9 (CL) is turned on and the gear is continuously variable in proportion to the amount of depression of the brake pedal 15. The gear ratio converting device 22 (PK1) of the machine 12 operates, that is, in this case, the continuously variable transmission 12 acts as a speed increaser, and the flywheel 13 is accelerated and rotates at a high speed. The speed increasing ratio at this time is i/
1, then if the flywheel effect determined by the shape of the flywheel 13 is GD2, this increases in proportion to the square of the speed increasing ratio, so when it rotates at high speed, it becomes i2・GD2, and the energy As it accumulates, it exerts a large braking effect and decelerates the vehicle. Furthermore, by keeping the rotation of the flywheel 13 below the allowable rotation speed, it is prevented from being destroyed by centrifugal force, and for this purpose the clutch 9 (CL) is turned OFF.
許容回転数以下ならば無段変速機１２の変速比ＰＫ１を
出来る丈け大きくし，フライホイール１３を出来る丈け
高速回転させ，出来る丈け多くのエネルギーを回収しよ
うとするものである。If the rotation speed is below the allowable rotation speed, the gear ratio PK1 of the continuously variable transmission 12 is increased as much as possible, the flywheel 13 is rotated as high as possible, and as much energy as possible is recovered.
変速比ＰＫ１が最大となつた場合ブレーキペダル１５（
Ｌ２）の踏み込み量に比例してソレノイド２４（ＳＯＬ
２）をＯＮすることによつて，前述と同様に通常のブレ
ーキ装置２３が作動し，車体がやがて減速する。When the gear ratio PK1 reaches the maximum, brake pedal 15 (
Solenoid 24 (SOL) is activated in proportion to the amount of depression of L2).
By turning on 2), the normal braking device 23 is operated in the same manner as described above, and the vehicle body will eventually decelerate.
次にアクセルペダル１４（Ｌ１）を踏む場合について説
明する。エンジンの回転数Ｓ１がフライホイール１３の
回転数Ｓ２（但し歯車装置１０に換算して）よりも大き
い場合，すなわちフライホイール１３の蓄積エネルギー
が十分でなく車体の加速エネルギーとして利用すること
が出来ない場合フラツチ９（ＣＬ）をＯＦＦし，ソレノ
イド２０（ＳＯＬ１）をＯＮすることによつてエンジン
１の回転数Ｓ１を前述の規定回転数にセツトし，エンジ
ンの最も効率の良い燃費で駆動されるものとする。アク
セルペダル１４（Ｌ１）の踏み込み量に反比例して無段
変速機５の変速比ＰＫ２をＯＮし，すなわち変速比を減
らし任意の車速を出すことが出来る。Next, the case where the accelerator pedal 14 (L1) is depressed will be explained. If the engine rotation speed S1 is larger than the rotation speed S2 of the flywheel 13 (converted to the gear system 10), that is, the stored energy of the flywheel 13 is insufficient and cannot be used as acceleration energy for the vehicle body. In this case, by turning off the flap 9 (CL) and turning on the solenoid 20 (SOL1), the rotation speed S1 of the engine 1 is set to the specified rotation speed mentioned above, and the engine is driven with the most efficient fuel consumption. shall be. The gear ratio PK2 of the continuously variable transmission 5 is turned ON in inverse proportion to the amount of depression of the accelerator pedal 14 (L1), that is, the gear ratio can be reduced to achieve a desired vehicle speed.
次にエンジンの回転数Ｓ１よりもフライホイール１３の
回転数Ｓ２（但し歯車装置１０に換算して）の方が大き
い場合について説明する。Next, a case where the rotation speed S2 of the flywheel 13 (however, in terms of the gear device 10) is larger than the rotation speed S1 of the engine will be described.
前述の如くフライホイール１３の回転数Ｓ２は制動をか
けた時点の自動車の車体の持つ慣性エネルギーの大小に
よつて，又，制動時間等によつて，まちまちである為，
例えばフライホイール１３にエネルギーが蓄えられたと
しても，それをそのまゝ減速して利用する場合出力され
る回転数がまちまちで非常に利用しずらい。したがつて
本発明では無段変速機１２をコントローラー１６によつ
て出力される回転数を一定に保つように制御する。As mentioned above, the rotational speed S2 of the flywheel 13 varies depending on the amount of inertial energy possessed by the vehicle body at the time of braking, as well as the braking time, etc.
For example, even if energy is stored in the flywheel 13, if it is used by directly decelerating it, the output rotational speed will vary, making it very difficult to utilize it. Therefore, in the present invention, the continuously variable transmission 12 is controlled by the controller 16 so as to keep the rotational speed output constant.
すなわちフライホイール１３の回転数１８（Ｓ２）及び
駆動軸４の回転数１９（Ｓ３）を常時コントローラー１
６にデーターとして呼びこんでおき，コントローラー１
６によつて変速比変換装置２２（ＰＫ１）を自動的に制
御し，連動する歯車装置１０の回転数を前述のエンジン
１の規定回転数に一致するように，変速比変換装置２２
（ＰＫ１）をコントロールするものとする。That is, the rotation speed 18 (S2) of the flywheel 13 and the rotation speed 19 (S3) of the drive shaft 4 are constantly controlled by the controller 1.
6 as data, and controller 1
6 automatically controls the gear ratio converter 22 (PK1) so that the rotation speed of the interlocking gear device 10 matches the specified rotation speed of the engine 1.
(PK1) shall be controlled.
フライホイール１３の回転は車体の加速エネルギーとし
て利用されれば当然減衰し，又，空気抵抗，摩擦抵抗等
でも減衰する。したがつて
前述の如くエンジン１の規定回転数に合わせるべく変速
比変換装置２２（ＰＫ１）を操作しても追随出来ないあ
る限界があるはずであるすなわちこの場合減速比ＰＫ１
が最小である時点でありクラツチ９（ＣＬ）をＯＦＦし
，次にエンジン１の回転数Ｓ１を規定回転数にセツトす
るように，コントローラー１６によつて，ソレノイド２
０（ＳＯＬ１）をＯＮする。アクセルペダル１４（Ｌ１
）の踏み込み量に反比例して無段変速機５の変速比ＰＫ
２をＯＮし，すなわち変速比を減少させることになり推
進軸６の回転は速くなる。このようにして運転者の意の
まゝに車速を制御することが出来る。又，エンジン１の
出力軸２に取付けた一方向クラツチ又は遠心クラツチ３
は次の様な機能を持ち，一方向クラツチについて説明す
る。この一方向クラツチは出力軸２の回転を駆動軸４に
伝達することは
出来るがその逆は出来ない。すなわち，従来の自動車で
は走行時アクセルペダルを踏むのをやめるとエンジンブ
レーキがかかるがこれとてエネルギーを労費しているの
であり，本発明では一方向クラツチ３を備えることによ
りエンジン１を切離してしまい，車体のもつ慣性エネル
ギーを最大に回収しようとするものである。The rotation of the flywheel 13 is naturally attenuated when it is used as acceleration energy for the vehicle body, and is also attenuated due to air resistance, frictional resistance, etc. Therefore, as mentioned above, even if the gear ratio converter 22 (PK1) is operated to match the specified rotation speed of the engine 1, there must be a certain limit that cannot be followed. In other words, in this case, the reduction ratio PK1
The controller 16 turns on the solenoid 2 so that the clutch 9 (CL) is turned OFF and the engine 1 rotational speed S1 is set to the specified rotational speed.
Turn on 0 (SOL1). Accelerator pedal 14 (L1
) The gear ratio PK of the continuously variable transmission 5 is inversely proportional to the amount of depression.
2 is turned ON, that is, the gear ratio is decreased, and the rotation of the propulsion shaft 6 becomes faster. In this way, the vehicle speed can be controlled as desired by the driver. Also, a one-way clutch or a centrifugal clutch 3 attached to the output shaft 2 of the engine 1
The one-way clutch has the following functions and will be explained below. This one-way clutch can transmit the rotation of the output shaft 2 to the drive shaft 4, but not vice versa. That is, in conventional automobiles, engine braking is applied when the accelerator pedal is stopped during driving, but this costs energy.In the present invention, the one-way clutch 3 is provided to disengage the engine 1. The aim is to maximize the inertial energy of the vehicle body.
又，無段変速機５は無段減速機として作用し，エンジン
１の規定回転数を無段階に減速して出力する。一方無段
変速機１２は低速軸側に歯車装置１０，１１に連動し，
高速軸側にフライホイール１３を取付けたもので，フラ
イホイール１３にエネルギーを蓄える場合には無段増速
機として働らき，反対にエネルギーを放出する場合には
，無段減速機として有効に働らくものである。Further, the continuously variable transmission 5 acts as a continuously variable speed reducer, and continuously reduces the specified rotational speed of the engine 1 and outputs the same. On the other hand, the continuously variable transmission 12 is connected to the gear devices 10 and 11 on the low speed shaft side,
A flywheel 13 is attached to the high-speed shaft side, and when energy is stored in the flywheel 13, it functions as a stepless speed increaser.On the other hand, when energy is released, it effectively works as a stepless speed reducer. It's easy.
次に本発明の特徴をあげる。Next, the features of the present invention will be listed.
１．回生制動装置によるエネルギーの回収とその有効利
用。1. Recovery of energy through regenerative braking equipment and its effective use.
２．一方向クラツチ又は遠心クラツチによりエンジンブ
レーキを廃止し，出来るだけ多くのエネルギーの回収を
はかる。2. Eliminate engine braking by using a one-way clutch or centrifugal clutch to recover as much energy as possible.
３．エンジンを最良の燃費の規定回転数で駆動する。3. The engine is driven at the specified rotation speed for the best fuel efficiency.
４．エンジンを出力時以外はアイドリング回転で駆動す
る。4. The engine is driven at idling speed except when outputting power.
等 省エネルギーに貢献するばかりでなく排気ガスの浄
化，騒音の低下などにも非常に有効である。etc. Not only does it contribute to energy conservation, but it is also extremely effective in purifying exhaust gas and reducing noise.
第１図は本発明の回生制動装置を
備えた自動車の駆動部の図解的構成図
である。
第２図は本発明の一実施例の動作の
フロー図である。
１−−−−エンジン ３−−−−一方向クラツチ又は遠
心クラツチ ５−−−−無段変速機
９−−−−摩擦クラツチ １２−−−−無段変速機１３
−−−−フライホイール １４−−−−アクセルペダル
１５−−−−ブレーキペダル １６−−−−コントロー
ラー特許出願人 金田叶FIG. 1 is a schematic configuration diagram of a drive section of an automobile equipped with a regenerative braking device of the present invention. FIG. 2 is a flow diagram of the operation of one embodiment of the present invention. 1---Engine 3---One-way clutch or centrifugal clutch 5---Continuously variable transmission 9---Friction clutch 12---Continuously variable transmission 13
---Flywheel 14-----Accelerator pedal 15--Brake pedal 16-----Controller patent applicant Kano Kaneda
Claims (1)
ル１３を設け，低速軸側にクラツチ９を介して車輌の推
進装置に連動させると共に，ブレーキペダル１５及びア
クセルペダル１４に連動して作動する制御信号発信装置
を設け，前記制御信号発信装置からの 発信信号によつて制御されるコントローラー１６を備え
ると共に，前記コントローラーからの制御信号によつて
，前記無段変速機１２の変速比を制御するように構成し
た ことを特徴とする車輌の回生制動装置。 ２．無段変速機１２の高速軸側に連動してフライホイー
ル１３を設け，低速軸側にクラツチ９を介して車輌の推
進装置に連動させると共に，エンジン１の出力軸に一方
向クラツチ又は遠心クラツチ３を備え。 無段変速機５を介して推進軸６を駆動 するよう構成したことを特徴とする 車輌の回生制動装置。[Scope of Claims] 1. A flywheel 13 is provided in conjunction with the high-speed shaft side of the continuously variable transmission 12, and a flywheel 13 is provided in conjunction with the propulsion device of the vehicle via the clutch 9 on the low-speed shaft side, and the brake pedal 15 and the accelerator pedal 14, and a controller 16 that is controlled by a signal transmitted from the control signal transmitting device, and a controller 16 that operates in conjunction with the control signal transmitting device 14. A regenerative braking device for a vehicle, characterized in that it is configured to control 12 gear ratios. 2. A flywheel 13 is provided in conjunction with the high-speed shaft side of the continuously variable transmission 12, and a flywheel 13 is provided in conjunction with the propulsion system of the vehicle via a clutch 9 on the low-speed shaft side, and a one-way clutch or centrifugal clutch 3 is provided on the output shaft of the engine 1. Equipped with. A regenerative braking device for a vehicle, characterized in that it is configured to drive a propulsion shaft 6 via a continuously variable transmission 5.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58110258A JPS604425A (en) | 1983-06-21 | 1983-06-21 | Regenerative brake for vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58110258A JPS604425A (en) | 1983-06-21 | 1983-06-21 | Regenerative brake for vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPS604425A true JPS604425A (en) | 1985-01-10 |
Family
ID=14531126
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58110258A Pending JPS604425A (en) | 1983-06-21 | 1983-06-21 | Regenerative brake for vehicle |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS604425A (en) |
Cited By (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH049326U (en) * | 1990-05-15 | 1992-01-28 | ||
| WO2005100068A1 (en) * | 2004-04-15 | 2005-10-27 | Hitachi, Ltd. | Vehicle driving device and vehicle using the same |
| CN100406320C (en) * | 2002-01-14 | 2008-07-30 | 郑悦 | Energy-storing drive of vehicle brake |
| WO2008114552A1 (en) * | 2007-03-20 | 2008-09-25 | Hiromitu Tada | Fuel saving running vehicle utilizing inertia |
| KR101239629B1 (en) | 2011-01-13 | 2013-03-07 | 충북대학교 산학협력단 | Regenerative brake system with a continuous variable transmission and a flywheel |
| JP2013511681A (en) * | 2009-11-19 | 2013-04-04 | ディーティーアイ グループ ビー．ブイ． | Flywheel module with centrifugal release clutch |
| CN104097619A (en) * | 2014-07-22 | 2014-10-15 | 杨富云 | Braking method and device of vehicle |
-
1983
- 1983-06-21 JP JP58110258A patent/JPS604425A/en active Pending
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH049326U (en) * | 1990-05-15 | 1992-01-28 | ||
| CN100406320C (en) * | 2002-01-14 | 2008-07-30 | 郑悦 | Energy-storing drive of vehicle brake |
| WO2005100068A1 (en) * | 2004-04-15 | 2005-10-27 | Hitachi, Ltd. | Vehicle driving device and vehicle using the same |
| WO2008114552A1 (en) * | 2007-03-20 | 2008-09-25 | Hiromitu Tada | Fuel saving running vehicle utilizing inertia |
| JP2013511681A (en) * | 2009-11-19 | 2013-04-04 | ディーティーアイ グループ ビー．ブイ． | Flywheel module with centrifugal release clutch |
| JP2015155758A (en) * | 2009-11-19 | 2015-08-27 | ディーティーアイ グループ ビー．ブイ． | Flywheel module comprising centrifugal disengaging clutch |
| KR101239629B1 (en) | 2011-01-13 | 2013-03-07 | 충북대학교 산학협력단 | Regenerative brake system with a continuous variable transmission and a flywheel |
| CN104097619A (en) * | 2014-07-22 | 2014-10-15 | 杨富云 | Braking method and device of vehicle |
| CN104097619B (en) * | 2014-07-22 | 2017-06-13 | 杨富云 | The braking method and its device of a kind of vehicle |
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