1361759 六、發明說明： 【發明所屬之技術領域】 本發明涉及一種能量回收控制系統，尤其是一種可 將汽車行駛時所產生之震動能量回收且轉換成電能，並兼 可有政控制阻尼力的汽車震動能量回收控制裝置及其方法 〇 【先前技術】 目前汽車行餘道路的過程中，因汽車車體震動所 產生之能量相當多，惟現今業界針對汽車行敬震動所進行 之研發改良設計，通常僅重視如何有效減少汽車行敬所產 ==以增加乘，性，但卻鮮少有可將前述汽車 盯斤產生之震動能量有效回收的結構設計。 電系:」般二=;:習知「氣壓式避震發 -键滅-W 發電系統包括-傳動單元及 及卞雜7〜冑單70藉由—連桿分別與車輛之車輪轴 ，_早元相互連接，·良緩衝單元 缸内裝有活塞，絲塞 A 該虱 端與該傳動單元的連有一活塞桿’該活塞桿一 活塞之上部轴接方式予以連接，該 固定於車輛之車體上:二該另一活塞桿藉由一固定板 一氣囊相通，該氣囊内該氣缸内腔藉由一逆止閥與 動-發電機作動。 以體利用-氣動轉換裝置帶 前述習知「氣壓式 衝單元之作用，將震發電系統」主要可利用該緩 將该車輛行駛時所產生的上下震動幅度有 1361759 效的減緩；同時，當該車輛向上震動時，亦可推動活塞作 動，以便將該氣囊内的氧體進行加壓，使該氣囊内的加壓 氣體可藉由該氣動轉換裝置帶動該發電機作動，令該車輛 展動所產生之機械此可轉換為電能，以提供避震及同時發 電之目的。然而，該習知氣壓式避震發電系統僅適用於可 使用氣墊避震系統的大型車輛上，並不適用於一般輕型汽 車；另外，該習知氣壓式避震發電系統之整體結構相當複 雜，亦會浪費過多的製造成本；再者，該習知氣壓式避震 發電系統雖可同時達到避震及發電之功能，惟駕敬人或乘 客仍無法依個人實際需求控制其阻尼力大小，更詳言之， 由於未具有可控制阻尼力大小之結構設計或方法，故亦無 法達到可同時控制發電量及舒適性之功能。 又’如中華民國公告M284604號「避震式發電裝置 」新型專利案所示’該習知避震式發電裝置包含一發電機 及一發電模組。該發電機設有一齒輪；該發電模組設有與 該齒輪嚙合的一齒條，該齒條可與一避震器連動，該齒條 並配合該避震器以帶動該齒輪作動，使該發電機可進行發 電。 前述習知「避震式發電裝置」雖同樣可將該避震器 所產生的震動能量轉換為電能，然而’該習知避震式發電 裝置的整體結構設計，僅適用於如腳踏車等車輛，同樣不 適用於一般輕型汽車；另外，該習知避震式發電裝置雖設 有可調整彈簧緩衝強度的一彈力調節桿，惟該彈力調節桿 僅為一般用以調整彈簧鬆緊度的調節桿’故駕駛人仍無法 依個人實際需求有效控制其阻尼力大小，亦無法達到可同 —5 — 1361759 I « 時控制發電量及乘座舒雜之功能β 之充雷巾華民國公S 157575號「藉避震1^縮發電 夕」新型專利案所示，該f知藉避震器壓縮發電 電、、。構主要係於-避震器之本體設置-人油口及-出 串聯至一油屢馬達，再於該嶋達之後端設置 兮、藉此’可湘該避震器之油壓迴路受壓縮後令 壓馬達運轉，以便該發電機可進行發電作業。1361759 VI. Description of the Invention: [Technical Field] The present invention relates to an energy recovery control system, and more particularly to a method for recovering and converting vibration energy generated when a vehicle is running into electric energy, and having a controllable damping force Automobile vibration energy recovery control device and method thereof [Prior Art] At present, during the process of leaving the road in the automobile, the energy generated by the vibration of the automobile body is quite large, but the current research and development improvement design for the automobile vibration is carried out. Usually only pay attention to how to effectively reduce the production of cars, and to increase the multiplier, but there are few structural designs that can effectively recover the vibration energy generated by the aforementioned car. Electric system: "General two =;: Conventional" "Pneumatic shock absorber - key off - W power generation system includes - transmission unit and noisy 7 ~ 胄 single 70 by - link respectively with the vehicle wheel axle, _ The early element is connected to each other, and the piston is equipped with a piston, and the wire plug A is connected with the piston rod of the transmission unit. The piston rod is connected to the upper part of the piston, and is fixed to the vehicle. In the body: the other piston rod is communicated by a fixed plate and an air bag, and the cylinder inner cavity is actuated by a check valve and a motor-generator in the air bag. The body utilization-pneumatic conversion device carries the aforementioned conventional " The function of the pneumatic punching unit, the main part of the shock generating system can be used to slow down the amplitude of the up and down vibration generated when the vehicle is running; at the same time, when the vehicle vibrates upwards, the piston can also be pushed to move. The oxygen in the airbag is pressurized, so that the pressurized gas in the airbag can be driven by the power conversion device, so that the machine generated by the vehicle can be converted into electric energy to provide protection. Earthquake and simultaneous power generation of. However, the conventional pneumatic suspension power generation system is only applicable to a large vehicle that can use an air cushion suspension system, and is not suitable for a general light vehicle; in addition, the overall structure of the conventional pneumatic suspension power generation system is quite complicated. It will also waste too much manufacturing cost; in addition, the conventional pneumatic shock-absorbing power generation system can simultaneously achieve the functions of shock absorption and power generation, but it is still impossible to control the damping force according to individual actual needs. In particular, since there is no structural design or method that can control the amount of damping force, it is impossible to achieve the function of simultaneously controlling power generation and comfort. In addition, as shown in the new patent case of the "Motion Suspension Power Generation Device" of the Republic of China Announcement No. M284604, the conventional suspension type power generation device includes a generator and a power generation module. The generator is provided with a gear; the power generating module is provided with a rack meshing with the gear, the rack can be coupled with a shock absorber, and the rack cooperates with the shock absorber to drive the gear to act The generator can generate electricity. The conventional "shock-type power generation device" can convert the vibration energy generated by the shock absorber into electric energy. However, the overall structural design of the conventional suspension-type power generation device is only applicable to vehicles such as bicycles. The same applies to the general light-duty vehicle; in addition, the conventional shock-absorbing power generating device is provided with an elastic adjusting rod capable of adjusting the spring buffering strength, but the elastic adjusting rod is only an adjusting rod generally used for adjusting the spring tightness. Therefore, the driver is still unable to effectively control the damping force according to the actual needs of the individual, and can not reach the same as -5 - 1361759 I « when the power generation and the function of riding the seat of the β-refilled towel, the Republic of China S 157575" According to the new patent case of the shock absorber, the new patent case shows that the shock absorber compresses the power generation. The main structure is set in the body of the shock absorber - the human port and the outlet are connected to an oil-receiving motor, and then the rear end of the crucible is arranged, thereby the hydraulic circuit of the shock absorber is compressed. The rear pressure motor is operated so that the generator can perform power generation operations.
前述習知「藉避震轉縮發電之充電結構」雖同樣 =該避震Θ所產生的震動能量轉換為電能，然而，該習 知猎避震器壓縮發電之充電結構的油壓馬達，主要係利用 油，路㈣該減馬達運轉，藉此方可供該發電機順利 進灯發電、，惟該油壓馬達之油壓迴路於長期制後，仍容 易產生如漏油或損壞等缺點，目此利用該油壓馬達搭配該 避震器進行發電的結構設計，其整體實用性並不佳；再者 ，該習知_職㈣發電之充電結構雖可同時達到避震 及發電之魏’賴驶人麵細無法健人實際需求控 制其阻尼力大小’亦無法物可㈣控紐電量及乘座舒 適性之功能。 【發明内容】 本發明係提供-種汽車震動能量回收控制裝置及其 方法’以便應用於-般輕型汽車，且同時提供避震及發電 之作用，並兼可供級人或乘客有效㈣其阻尼力以達到 預定需求之發電量，為主要之發明目的。 -種車震動能1回收控制裝置及其方法，該裝置 1361759 包含-懸吊單元、-發電單元、—能量管理單元、 單兀及-儲能單元。該懸吊單元用以吸收汽車行： 之震動能量；該發電單元連接賴吊單元，且該發_ _ 用以將該懸吊單元所產生之震動能量轉換為電能， 管理單元用以設定-發電量f求值；該控卿元連 發電單Μ該能量管料元U_發電單元^ 發電董，韻能單元連接該發電單元，用_存該發 7C所產生之電I本發明藉由上述裝置所執行之方 ，主要係由魏量管理單元献料人或乘客所設定之^ = 能量^理單71分析汽車之車輛運^ 數，以元成電线糾業，雜 能 控制單元’再由該蝴單元二^ 電置祐求值运出-控制訊號至—發電單元 控制該懸吊單元之阻尼力，以發=早兀 量轉換為電能。藉此，•：::=之二 性、提供良好的操控穩定性及降低結構複雜度等諸 【實施方式】 為讓本發明之上述及其他 舉本發明之較佳實施例，並配合所二ί ，作评細說明如下： 、 穿置:二:，Λ圖所不’*發明汽車震動能量回收控制 :30〇(^^、:疋一發電單元2〇、一能量管理單 、-控制單元4G及—儲能單元 50。其中： 1361759 該懸吊單元10大致包含有如避震彈簧及阻尼器（ damper)等構件（未繪示該避震彈簧係於汽車行駛過 程中產生震動時，可提供一靭性抗阻作用；該阻尼器較佳 可選自一液壓式阻尼器或可達到類似功能之其他型式的阻 尼器’當該阻尼器為液壓式阻尼器時，可利用内部液壓回 路提供一個可與汽車車輪及汽車車體之相對位移速度（y， )成正比的阻尼力（F)，以便於該避震彈簧受壓時，可確 實吸收來自該避震彈簧的震動能量。又，該懸吊單元1〇 依裝設於汽車車體位置之不同，更可進一步區分為前輪懸 吊單元及後輪懸吊單元，進而可有效吸收汽車行駛所產生 之震動能量。 該發電單元20係為一發電機，該發電機可選自一線 性發電機或一旋轉式發電機（未繪示），且該發電單元2〇 係連接該懸吊單元10。藉此，該發電單元2〇可配合將該 懸吊單元10所產生之上下位移的震動能量轉換為電能， 以達到節能之效果。更詳言之，該發電單元2〇亦可經由 控制發電機之輸出功率，以反向控制及改變該懸吊單元 10之阻尼力，藉以提供良好的乘車舒適性，並使該懸吊 單元10可回饋震動能量予該發電單元2〇,進而轉換^預 定需求之電能。 該能量管理單元30係用以提供駕駛人或乘客設定一 需求預設值，該需求預設值之内容可包含如駕駛人或乘客 心目中預設的電量需求或乘坐舒適性需求。更詳言之，註 能量管理單元30可設置一控制面板（未繪示），該控制= 板較佳位於汽車内部之駕駛座附近，且該控制面板可設置 —8 一 數個按纽，以供駕敬人或乘客設定該電量需求或乘坐舒適 性需求；又，各該按_可提供不同等級之 ”適性需求的設定功能；例如：該控制面板包 電f需求按紐、-中電量需求按紐或被電量需求按紐以 ^舒雜需求胁、—巾舒舰需求餘或低舒適性需 按紐等（僅列舉數個實施態樣，亦可以更為詳細區分各 ，不同等級魏之胁）^藉此，以方便駕駿人或乘客設 疋〜目中理想之電量需求或乘坐舒適性需求。 、又’前述能量管理單元3〇在接收駕敬人或乘客所設 ，之電量S求或乘坐舒適性需求後，該能量管理單元％ 可進一步計算目前車輛運動參數，例如：汽車之實際承載 重量j可參考乘客數量或载貨量等）、汽車車體上下加速 ，汽車車體滚動加速度或汽車車速等條件，以便配合先 ’駕敬人或乘客所較之電量需求或乘坐舒.需今進行 ，量換算作業，並根據電量換算作業之結果得出-發電量 鳴求值，再將該發電量需求值輸送至該控制單元40。 。該控制單元40係連接於該發電單元2〇及該能量管 埂單元30之間，當該控制單元4〇接收來自該能量管理單 祀3〇所輸入之發電量需求值後，該控制單元40可根據該 聲電i需求值設定一控制訊號，且將該控制訊號發送至該 勢電單元20，作為該發電單元2〇控制該懸吊單元1〇之 P 且尼力的主要參考依據。 該儲能單元50係連接該發電單元2〇，用以儲存該發 電單元20所產生之電能。例如：該儲能單元5〇選 電池或電瓶等。 a參照第2圖所不’依據前述本發明汽車震 回收控制裝置之技術内容，該能t管理單元3()、= 元40及儲能單元50可褒設於汽車6〇之車體6i内；: 該懸吊單元H)及該發電單元2G大致可裝設於汽車6〇之 前輪62及後輪63等位置，其中該懸吊單元1()及該 單元20可進-步區分為以τ數種不同實施方式（係揭示 數種較佳實關’其他可制相同結合作狀結構設計， 仍應涵蓋於本發明之實施範圍），其中： 請參照第3圖所示’該懸吊單元1〇係裝設於汽車6〇 之前輪62位置，該前輪62係藉由一控制臂621連接該汽 車60之車體61，該懸吊單元10具有—阻尼器桿件u , 該阻尼器桿件11結合於該控制臂621及該車體61之間， 且該阻尼H桿件11具有-磁性部⑴，另於該阻尼器桿 件11外部結合一避震彈簧12。該發電單元2〇係為一線 性發電機，該線性發電機結合該車體61且具有一電磁線 圈21，該電磁線圈21對位於該阻尼器桿件u之磁性部 111。藉此，該汽車60於行駛過程中，該懸吊單元1Q之 阻尼器桿件11所產生的上下位移震動能量，可利用該磁 性部111及電磁線圈21彼此之間的磁交鏈作用，使該發 電單元20可相對產生電能。 請參照第4圖所示，該發電單元2〇係為一旋轉式發 電機，該故轉式發電機結合該車體61，且該旋轉式發電 機具有一轉動轴22。該懸吊單元10係裝設於汽車60之 後輪63位置，該後輪63係藉由一拖曳臂631連接該汽車 60之車體61，該懸吊單元10具有一阻尼器桿件13及一 丄允1759 避震彈育14，雜尼轉件13 —端齡該 一端結合雜Μ 631，_震彈簧14 另 及該糊⑶之間。藉此，該汽車的於^車體61 該懸吊單元Η)之阻尼器桿件13上下位丁==’ 可=動該轉_轉動，使該發電單元動= 匕生的上下位移震動能量轉換成電能。The above-mentioned conventional "charging structure by shock-reduction power generation" is similarly = the vibration energy generated by the shock absorber is converted into electric energy, however, the hydraulic motor of the charging structure of the conventional shock absorber compression power generation is mainly The oil is used, and the motor (4) is used to reduce the motor operation, so that the generator can smoothly enter the lamp to generate electricity, but the hydraulic circuit of the hydraulic motor is prone to such defects as oil leakage or damage after long-term production. Therefore, the overall design of the hydraulic motor with the shock absorber for power generation is not good. Moreover, the charging structure of the conventional (four) power generation can simultaneously achieve the shock and power generation. Lai's face is not able to control the actual force of the person to control the size of the damping force 'can not be able to (4) control the power and ride comfort. SUMMARY OF THE INVENTION The present invention provides a vehicle vibration energy recovery control device and method thereof for use in a general-purpose vehicle, and at the same time provides shock and power generation functions, and is also effective for level people or passengers (4) damping thereof. The main purpose of the invention is to achieve the required amount of power generation. - a vehicle vibration energy 1 recovery control device and method thereof, the device 1361759 comprises a suspension unit, a power generation unit, an energy management unit, a single unit and an energy storage unit. The suspension unit is configured to absorb the vibration energy of the automobile line; the power generation unit is connected to the suspension unit, and the hair __ is used to convert the vibration energy generated by the suspension unit into electric energy, and the management unit is configured to set-generation The quantity f is evaluated; the control unit is connected to the power generation unit U_power unit ^ power generation unit, the rhyme unit is connected to the power unit, and the electricity generated by the transmission 7C is used by the invention. The party that is executed by the device is mainly analyzed by the supplier of the Weiquan management unit or the passengers. The energy meter 77 analyzes the vehicle's vehicle number, and the Yuancheng wire is used to correct the industry. The butterfly unit is used to control the value-to-control signal to the power-generating unit to control the damping force of the suspension unit, and convert the power to the power. In this way, the following: and the other preferred embodiments of the present invention, and the second embodiment of the present invention, ί , the commentary is as follows: , wear: 2:, the map does not '* invention car vibration energy recovery control: 30 〇 (^^,: 疋 a power unit 2 〇, an energy management sheet, - control unit 4G and - energy storage unit 50. Among them: 1361759 The suspension unit 10 generally includes components such as a shock absorber spring and a damper (the damper is not shown to be provided when the vehicle generates vibration during driving). a toughness resistance; the damper is preferably selected from a hydraulic damper or other type of damper that can achieve similar functions. When the damper is a hydraulic damper, an internal hydraulic circuit can be used to provide a The damping force (F) proportional to the relative displacement speed (y, ) of the automobile wheel and the automobile body, so that when the suspension spring is pressed, the vibration energy from the suspension spring can be surely absorbed. Hanging unit 1 is installed The position of the car body can be further divided into a front wheel suspension unit and a rear wheel suspension unit, thereby effectively absorbing the vibration energy generated by the vehicle. The power generation unit 20 is a generator, and the generator can be It is selected from a linear generator or a rotary generator (not shown), and the power generating unit 2 is connected to the suspension unit 10. Thereby, the power generating unit 2 can cooperate with the suspension unit 10 to generate The vibration energy of the upper and lower displacements is converted into electric energy to achieve the effect of energy saving. More specifically, the power generating unit 2 can also control and change the damping force of the suspension unit 10 by controlling the output power of the generator. In order to provide good ride comfort, and the suspension unit 10 can feed back the vibration energy to the power generation unit 2, thereby converting the predetermined required power. The energy management unit 30 is used to provide driver or passenger settings. A demand preset value, the content of the demand preset value may include a power demand or a ride comfort demand preset in a driver's or passenger's mind. More specifically, the energy injection management unit 30 A control panel (not shown) is provided, the control = the board is preferably located near the driver's seat inside the car, and the control panel can be set with - 8 buttons for the driver or passenger to set the power demand or Ride comfort requirements; in addition, each button can provide different levels of "adaptability requirements"; for example: the control panel package power f demand button, - medium power demand button or battery demand button to ^ Shu Miscellaneous demand threats, - need to press the button for the rest of the demand or low comfort of the towel (only a few implementations, but also more detailed distinctions, different levels of Wei Zhi) ^ to facilitate the driver Or the passengers set the ideal power demand or ride comfort demand. And the energy management unit 3 〇 after receiving the power or the passengers, the power S or the comfort demand, the energy management Unit % can further calculate the current vehicle motion parameters, such as: the actual load weight of the car j can refer to the number of passengers or the amount of cargo, etc.), the acceleration of the car body up and down, the rolling acceleration of the car body or the speed of the car In order to match the demand for electric power or passengers, or to carry out the work, and to convert the operation according to the results of the electricity conversion operation, the power generation quantity is required, and then the power generation demand value is obtained. It is delivered to the control unit 40. . The control unit 40 is connected between the power generating unit 2 and the energy management unit 30. When the control unit 4 receives the power generation demand value input from the energy management unit 3, the control unit 40 A control signal can be set according to the acoustic power i demand value, and the control signal is sent to the potential power unit 20 as a main reference for the power generation unit 2 to control the P and the force of the suspension unit 1 . The energy storage unit 50 is connected to the power generating unit 2 for storing the electrical energy generated by the power generating unit 20. For example, the energy storage unit 5 selects a battery or a battery. According to the technical content of the vehicle shock recovery control device of the present invention, the energy management unit 3(), the element 40 and the energy storage unit 50 can be disposed in the body 6i of the automobile 6〇. The suspension unit H) and the power generating unit 2G are substantially mountable at positions such as the front wheel 62 and the rear wheel 63 of the automobile 6 , wherein the suspension unit 1 ( ) and the unit 20 can be further divided into τ several different implementations (disclosure of several preferred implementations) other alternative construction structures can still be covered by the scope of the present invention, wherein: Please refer to Figure 3 for the suspension The unit 1 is mounted on the front wheel 62 of the automobile. The front wheel 62 is connected to the body 61 of the automobile 60 by a control arm 621. The suspension unit 10 has a damper rod u, the damper The rod member 11 is coupled between the control arm 621 and the vehicle body 61, and the damper H rod member 11 has a magnetic portion (1), and a shock absorber spring 12 is coupled to the outside of the damper rod member 11. The power generating unit 2 is a linear generator which is coupled to the vehicle body 61 and has a solenoid coil 21 which is located opposite to the magnetic portion 111 of the damper lever member u. Thereby, the up and down displacement vibration energy generated by the damper rod 11 of the suspension unit 1Q during the running of the automobile 60 can utilize the magnetic cross-linking action between the magnetic portion 111 and the electromagnetic coil 21 to make The power generating unit 20 can generate electrical energy relatively. Referring to Fig. 4, the power generating unit 2 is a rotary generator, and the rotary generator is coupled to the vehicle body 61, and the rotary generator has a rotating shaft 22. The suspension unit 10 is mounted on the rear wheel 63 of the automobile 60. The rear wheel 63 is coupled to the body 61 of the automobile 60 by a trailing arm 631. The suspension unit 10 has a damper member 13 and a丄 1 1759 避 弹 弹, 14 杂 转 转 — — 杂 杂 杂 杂 杂 杂 杂 杂 杂 杂 631 631 631 631 631 631 631 631 631 631 631 631 631 631 631 631 631 631 631 Thereby, the damper rod 13 of the automobile body 61 of the suspension unit Η) is up and down ==' can be rotated by the rotation _ rotation, so that the power generation unit moves = the upper and lower displacement vibration energy of the twin Converted to electrical energy.
明，照第1及5圖所示’本發明汽車震旦 控制方法係藉由上述裝置執行 匕里σ 需求設_ S1、-，其步驟包含一 步驟S2、1 且尼力調整 ；；=及—“儲存步驟S4。藉由上述步驟流程，除可 同時提供避震及發電之作科，並兼可人 阻尼力以達峨之㈣量恤細有侧 值輸= ί驟f1係由駕驶人或乘客將-需求預設 駛二戈乘二里：理早疋3〇，該需求預設值較佳包含駕 或ft客心目中理想之電量需求或乘坐舒適性需求。According to the first and fifth figures, the vehicle ASD control method of the present invention performs the σ σ demand setting _ S1, - by the above device, and the steps thereof include a step S2, 1 and the neutral force adjustment; - "Storage step S4. With the above-mentioned step process, in addition to providing shock and power generation at the same time, and can also be used for human damping force (four), the volume of the shirt has a side value = ίF1 is driven by the driver Or the passengers will be required to pre-set the second two miles: two times earlier, the preset value of the demand preferably includes the ideal power demand or ride comfort demand of the driver or the ft.
析、量Γ步驟S2可#_量管理單元3〇分 i運動參數，該車輛運動參數較佳包含如 奋私之際承载重置、汽車車體上下加速度、汽車車 3體〇=^速度或汽車車速等；^，雜料管理單元 日先續輸人之電量S求或乘鋒適性需求， 田酉♦己t該車贿動參數完成電量換算作業後，得出-發電 ^求值並輸送至該控制單元4〇，再由該控制單元4〇送 出一控制訊號至該發電單元20。 制=阻^!控制步驟S3係由該發電單元2g依據該控 孔號，再·如控制輸出功率等手段來改變該懸吊單元 —11〜 1361759 10之阻尼力’以便達到可調整乘車舒適性之功能；同時 ，該發電單元20亦可將該懸吊單元10所回饋之震動能量 轉換為符合駕駛人或乘客預定需求之電能。 处該電能儲存步驟S4係將該發電單元2〇所產生之電 能傳送至簡能單元％進行。其巾該電能儲存步驟 S4亦可選擇不執行，而可直接將電能應用於汽車的之相 關裳置，同樣可達到節能之目的。 如上所述，本發明汽車震動能量回收控制裝置及其 方法’主要是提供-種可確實將汽車6〇行驶過程中所產 生的震動能置轉換為電能，以達到能量回收之節能功效； 更重要的是，本發明於回收能量的過程中，可進一步由駕 駛人或乘客主動控制該懸吊單元1〇之阻尼力，使駕駛人 或乘客可健人實際f求適當赃條為理想的乘坐舒適 性，並兼可提供汽車60較佳的操控穩定性，亦即本發明 可同時達職制發電量及舒適性之功能；再者，相較於先 月'J技術所提及之各習知發電系統，本發明汽車震動能量回 收控制裝置之結構亦相當精簡，歧於朝向模組化方向設 計，並可刺於如電動車等輕型汽車，進而提升整體實用 價值。 雖然本發明已利用上述較佳實施例揭示，然其並非 用以限^本發明’任何熟習此技藝者在不脫離本發明之精 神和範圍之内，相對上述實施例進行各種更動與修改仍屬 本發明所保護之技術範•，因此本發明之保護範圍當視後 附之申請專利範圍所界定者為準。 —12 — 1361759 【圖式簡單說明】 第1圖：本發明汽車震動能量回收控制裝置之結構示 意方塊圖。 第2圖：本發明汽車震動能量回收控制裝置裝設於汽 車時之結構示意圖。 第3圖：本發明汽車震動能量回收控制裝置應用於汽 車前輪位置之結構示意圖。 第4圖：本發明汽車震動能量回收控制裝置應用於汽 車後輪位置之結構示意圖。 第5圖：本發明汽車震動能量回收控制方法之步驟方 塊示意圖。 【主要元件符號說明】 10 懸吊單元 11 阻尼器桿件 111 磁性部 12 避震彈簧 13 阻尼器桿件 .14 避震彈簧 20 發電單元 21 電磁線圈 22 轉動軸 30 能量管理單元 40 控制單元 50 儲能單元 60 汽車 61 車體 62 前輪 621 控制臂 63 後輪 631 拖曳臂 —13 —The step S2 can be used to divide the i motion parameter, and the vehicle motion parameter preferably includes a load resetting, a vehicle body up and down acceleration, a car body 3 body speed = ^ speed or Car speed, etc.; ^, the miscellaneous material management unit will continue to lose the power of the S first or take advantage of the peak fitness demand, Tian Hao ♦ has t the bribery parameters of the car to complete the power conversion operation, the power generation ^ evaluation and delivery To the control unit 4, a control signal is sent from the control unit 4 to the power generating unit 20. Control step S3 is to change the damping force of the suspension unit - 11 to 1361759 10 by the power generation unit 2g according to the control hole number, and then control the output power to achieve adjustable ride comfort. At the same time, the power generating unit 20 can also convert the vibration energy fed back by the suspension unit 10 into electric energy that meets the predetermined demand of the driver or the passenger. The electric energy storage step S4 is performed by transmitting the electric energy generated by the power generating unit 2 to the simple energy unit %. The electric energy storage step S4 of the towel can also be selected not to be performed, and the electric energy can be directly applied to the related skirt of the automobile, which can also achieve the purpose of energy saving. As described above, the vehicle vibration energy recovery control device and method thereof of the present invention mainly provide a kind of energy-saving effect that can accurately convert the vibration energy generated during the driving process of the automobile 6 to achieve energy recovery; In the process of recovering energy, the present invention can further actively control the damping force of the suspension unit 1 by the driver or the passenger, so that the driver or the passenger can actually seek the appropriate movement for the ideal ride comfort. And can provide the better handling stability of the automobile 60, that is, the invention can simultaneously achieve the functions of power generation and comfort at the same time; in addition, compared with the conventional power generation systems mentioned in the prior art 'J technology The structure of the automobile vibration energy recovery control device of the invention is also relatively simple and compact, and is designed to be oriented toward the modular direction, and can be smashed into a light-duty vehicle such as an electric vehicle, thereby improving the overall practical value. Although the present invention has been disclosed in the above-described embodiments, it is not intended to limit the invention. It is to be understood that those skilled in the art are able to make various changes and modifications to the above-described embodiments without departing from the spirit and scope of the invention. The technical scope of the present invention is therefore intended to be defined by the scope of the appended claims. —12 — 1361759 [Simple description of the drawings] Fig. 1 is a block diagram showing the structure of the vehicle vibration energy recovery control device of the present invention. Fig. 2 is a schematic view showing the structure of the vehicle vibration energy recovery control device of the present invention when it is installed in a car. Fig. 3 is a structural schematic view showing the application of the vehicle vibration energy recovery control device of the present invention to the front wheel position of the automobile. Fig. 4 is a schematic view showing the structure of the vehicle vibration energy recovery control device of the present invention applied to the rear wheel position of the automobile. Fig. 5 is a block diagram showing the steps of the vehicle vibration energy recovery control method of the present invention. [Main component symbol description] 10 Suspension unit 11 Damper rod 111 Magnetic part 12 Shock absorber spring 13 Damper rod. 14 Shock spring 20 Power generation unit 21 Electromagnetic coil 22 Rotary shaft 30 Energy management unit 40 Control unit 50 Storage Energy unit 60 Car 61 Body 62 Front wheel 621 Control arm 63 Rear wheel 631 Trailing arm — 13 —