WO2018190515A1

WO2018190515A1 - Vehicle independent power generation device and fuel-saving device

Info

Publication number: WO2018190515A1
Application number: PCT/KR2018/002612
Authority: WO
Inventors: 김호남
Original assignee: 김호남
Priority date: 2017-04-12
Filing date: 2018-03-06
Publication date: 2018-10-18

Abstract

The present invention of the vehicle independent power generation device comprises: a gear box rotating while being connected to the outer side of a vehicle wheel; a tire spaced at a predetermined distance from the outer peripheral surface of the gear box to come in contact with the ground, and elastically deformed by the vehicle load; a plurality of movable rods arranged between the inner peripheral surface of the tire and the outer peripheral surface of the gear box, and of which the end portions are arranged to pass through the outer peripheral surface of the gear box such that the movable rods move in the radial direction by the deformation of the tire; a plurality of first gears respectively rotating by means of rack gears provided at the end portions of the movable rods; a plurality of second gears rotating while being respectively connected to the plurality of first gears by means of coaxial rotary shafts; a third gear rotating by means of the plurality of second gears; a rotor disposed inside the wheel, and rotating by means of a shaft of the third gear; and a stator disposed inside the wheel, and generating electric power by means of the rotor.

Description

Automotive power generator and fuel saving device

The present invention relates to a self-powered generator and a fuel saving device for automobiles.

In general, a car is a means of transportation by rotating the wheels with the power generated when burning fuel such as gasoline, diesel.

The wheels support the weight of the vehicle body while the tire contacts the ground, and the tire generates friction between the ground to allow the vehicle to move, and also serves to relieve shock while elastically deforming.

Fuel-burning cars have a variety of environmental hazards and environmental destruction problems have been studied a lot of alternative energy.

Recently, hybrid vehicles, plug-in electric vehicles, and electric vehicles have been developed. However, electric vehicles require shorter driving distances and require longer time for charging.

In particular, the electric vehicle consumes a lot of battery while driving, and a technique of charging with a regenerative braking device is applied as a method of charging while driving.

Disclosed is a tire for a vehicle in which a self-powered device is installed in Korean Patent Application Publication No. 10-2014-0002382 as a battery charging device for driving a vehicle.

However, the disclosed self-developing apparatus directly uses the tire to be deformed, and the amount of deformation of the tire is not large, and the energy transferred according to the deformation of the tire is not large, and thus power cannot be efficiently transmitted.

An object of the present invention is to provide a self-powered generator for a vehicle or a fuel saving apparatus for a vehicle capable of increasing the driving force for generating electric power or rotating a wheel by receiving rotational force from a tire deformed by its own weight while the automobile is running.

Self-powered generator for a vehicle of the present invention for achieving the above object is a gear box that is connected to the outer side of the wheel of the vehicle, the tire is spaced apart from the outer peripheral surface of the gear box a predetermined distance in contact with the ground and elastically deformed by the vehicle load And a plurality of moving rods disposed between the inner circumferential surface of the tire and the outer circumferential surface of the gearbox and having an end portion penetrating the outer circumferential surface of the gearbox to move in a radial direction by deformation of the tire, the rack provided at the end of the moving rod. A plurality of first gears, each of which is rotated by a gear; a plurality of second gears that are connected to the plurality of first gears in a coaxial rotational axis; and a third gear, which is rotated by the plurality of second gears, the wheel A rotor disposed therein and rotated by the shaft of the third gear, and disposed inside the wheel and to the rotor It includes a stator for generating electricity.

Preferably, the plurality of first gears includes a clutch bearing between the rotational shafts.

It is preferable to further include an elastic member connected between the rack gear and the gearbox to restore the rack gear.

It is preferable to further include a guide fixed to the gear box to guide the reciprocating motion of the rack gear.

It is preferable to further include a plurality of support bars elastically deformable between the outer circumferential surface of the gearbox and the inner circumferential surface of the tire.

In addition, the fuel saving device for a vehicle of the present invention includes a gear box which is connected to an outer wheel of a vehicle and rotated, a tire that is spaced a predetermined distance from an outer circumferential surface of the gear box and contacts the ground and is elastically deformed by an automobile load. A plurality of moving rods disposed between an inner circumferential surface and an outer circumferential surface of the gearbox and having an end thereof penetrating the outer circumferential surface of the gearbox, the plurality of movable rods moving radially by deformation of the tire, and a rack gear provided at an end of the movable rod A plurality of first gears to be rotated, a plurality of second gears connected to the plurality of first gears by a coaxial axis of rotation, and a third gear to be rotated by the plurality of second gears, and a shaft of the third gear And a clutch provided between the drive shaft of the wheel.

According to the self-power generation apparatus for automobiles of the present invention described above, an automobile can generate electric power by receiving rotational force from a tire deformed by its own weight while driving.

In addition, by having a separate tire outside the wheel supporting the vehicle more free of deformation than the wheel, the amount of deformation is large, and by efficiently transmitting the rotational force through the gear train can be efficiently generated.

In addition, according to the fuel saving device for an automobile of the present invention, fuel consumption can be reduced by directly driving a wheel by receiving a rotational force from a tire deformed by its own weight while the automobile is running.

In addition, by having a separate tire that is more free to deform than the wheel outside the wheel supporting the vehicle, the deformation amount is large, and energy consumption can be further reduced by efficiently transmitting rotational force through the gear train.

1 is a view schematically showing a self-powered device for a vehicle of the present invention.

FIG. 2 is a side view illustrating a moving rod and a gear train inside a tire in FIG. 1. FIG. 3 is a view illustrating a coupling structure of a first gear, a second gear, a rack gear, and a guide bearing mounted inside the gearbox.

4 is a view showing that the first gear and the second gear are mounted to the shaft and have bearings at both ends of the shaft.

5 is a view showing that one end of the movable rod is inserted into the elastic bar, the other end of the movable rod is coupled with the rack gear, and the rack gear is guided by the guide portion.

It is a figure explaining the force acting on the wheel to drive.

7 is a view schematically showing a fuel saving device for a vehicle of the present invention.

Hereinafter, exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

As shown in Figure 1, the self-powered generator for a vehicle of the present invention is connected to the gear box 160 on the wheel 10 of the vehicle.

The gearbox 160 is connected to the wheel 10 but may be rotated relative to the wheel 10.

The gearbox 160 is preferably made of a metal material because power transmission parts such as gears are mounted therein.

The gear box 160 is formed in a cylindrical shape with an empty inside, and holes may be formed in which parts are mounted.

The outer side of the gear box 160 is provided with a tire 100 is in contact with the ground spaced apart from the outer peripheral surface of the gear box 160 by a predetermined distance.

Since the tire 100 does not support the weight of the vehicle at all, unlike a general tire provided in the wheel 10, air is not injected into the tire 100.

Rather, the tire 100 is formed in the form of a circumferential surface, and may be easily deformed and only connected to the outer circumferential surface of the gear box 160 so as not to be separated.

The weight of the vehicle is supported by a wheel 10 which is rotated by a drive shaft 20 which is rotated by an engine or a motor.

When the wheel 10 is rotated, the automobile is driven and, accordingly, the tire 100 is also deformed while being rotated by friction with the ground.

1 and 2, a plurality of moving rods 110 are disposed between the inner circumferential surface of the tire 100 and the outer circumferential surface of the gear box 160.

An end of each of the moving rods 110 is disposed to penetrate the outer circumferential surface of the gear box 160, and as the tire 100 is deformed while rotating, the moving rods 110 are sequentially moved and restored in the radial direction.

One end of the movable rod 110 is disposed to be pressed by the deformed tire 100, and the rack gear 120 is coupled to the other end of the movable rod 110.

A plurality of first gears 130 are mounted at the edge of the gearbox 160. In FIG. 2, 16 of the plurality of first gears 130 are arranged, but if the number of the first gears 130 can transmit the force transmitted from the moving rod 110 without interfering with each other, the number may be arranged differently. have.

The plurality of first gears 130 are rotated by the movement of the rack gears 120 in engagement with the rack gears 120 provided at the ends of the movable rods 110.

The plurality of first gears 130 may be fixed to the rotation shaft 135 rotatably mounted to the gear box 160, respectively.

The second gear 140 having a larger diameter than the first gear 130 is fixed to the rotation shaft 135.

That is, a plurality of first gears 130 and a plurality of second gears 140 are mounted on each of the plurality of rotation shafts 135.

Since the second gear 140 has a larger diameter than the first gear 130, the rotation speed ratio according to the movement of the movable rod 110 may be increased.

In the center of the gear box 160 is mounted a third gear 150 that rotates in engagement with a plurality of second gear 140.

The third gear 150 is formed to have a much larger diameter than the second gear 140, the shaft 170 is coupled to the center thereof is rotatably mounted to the gearbox 160.

The shaft 170 extends so that its end is disposed inside the wheel 10 to rotate the rotor 180 disposed inside the wheel 10.

The stator 190 is provided around the rotor 180 to generate electric power in the coil of the stator 190 as the rotor 180 rotates relatively.

The stator 190 is disposed inside the wheel 10 but is not rotated with the wheel 10 but fixed to the vehicle body of the vehicle. That is, the drive shaft 20 driven by the engine or motor rotates the wheel 10, the shaft 170 of the third gear 150 rotates the rotor 180 separately from the drive shaft 20, The stator 190 that is fixed regardless of the rotation of the wheel 10 generates electric power by the rotation of the rotor 180.

Meanwhile, as shown in FIG. 4, the first gear 130 and the second gear 140 are coaxially connected to each other by the rotation shaft 135, but between the first gear 130 and the rotation shaft 135. Preferably, the clutch bearing 132 is mounted. Therefore, the rotating shaft 135 may be rotated only when the first gear 130 is rotated in one direction, and the rotating shaft 135 is rotated in the opposite direction while the rack gear 120 is restored. Does not rotate.

Both ends of the rotating shaft 135 are rotatably supported by the

bearings

136A and 136B, respectively, and the

respective bearings

136A and 136B are fixed to opposite surfaces of the gearbox 160.

In addition, as shown in Figure 3, between the gearbox 160 and the rack gear 120 further includes an elastic member 125 for providing an elastic force for restoring the rack gear to its original position after the movement of the rack gear 120 do.

The elastic member 125 is preferably a tension spring whose one end is fixed to the inner wall of the gear box 160 and the other end is fixed to the rack gear 120.

In addition, the gear box 160 is equipped with a guide unit 115 for reciprocating the rack gear 120, it is preferable to guide the rack gear 120 to move only in the radial direction.

The guide part 115 may be formed integrally with the gear box 160, but because the structure is complicated, it is preferable that the guide part 115 having the guide rib protruding is separately manufactured and fastened and fixed to the gear box 160. .

One side of the rack gear 120 is formed to surround the guide rib of the guide portion 115, the rack gear 120 may be guided to move only in the radial direction.

When the moving rod 110 moves while the tire 100 is deformed, and the rack gear 120 connected to the moving rod 110 is guided to the guide 115, the first gear is moved by the distance that the rack gear 120 moves. Rotate 130.

When the tire 100 is restored, since the force for pressing the movable rod 110 and the rack gear 120 is lost, the elastic member 125 pulls the rack gear 120 back to restore it.

At this time, even if the rack gear 120 is moved by the clutch bearing 132 in the restored direction, the rotating shaft 135 is not rotated in the opposite direction. That is, the first gear 130 is rotated at a predetermined angle, the second gear 140 is intermittently rotated in one direction.

On the other hand, it is preferable to further include a plurality of support bars 105 that are elastically deformable between the outer peripheral surface of the gear box 160 and the inner peripheral surface of the tire 100.

A plurality of moving rods 110 are provided between the gear box 160 and the tire 100, and the rack gear 120 provided at the end of the moving rod 110 is supported by the guide unit 115 so as to move only in the longitudinal direction thereof. However, since the movable rod 110 and the tire 100 are not coupled to each other, the tire 100 may move in the axial to circumferential directions with respect to the gearbox 160.

The plurality of support bars 105 may be in the form of an elastically deformable band to allow deformation of the tire 100 while limiting the relative movement of the tire 100 with respect to the gear box 160 to a predetermined range.

In the case of Figure 2 shows a self-powered device mounted on the outside of the left wheel of the wheel of the vehicle.

In FIG. 2, when the vehicle is driven and the tire 100 is rotated counterclockwise, the movable rod 110 rotates the first gear 130 clockwise. Then, the second gear 140 rotated in the clockwise direction rotates the third gear 150 in the counterclockwise direction.

That is, in the self-powered apparatus mounted on the left side, the moving rod 110 is disposed to rotate the first gear 130 in the clockwise direction.

On the other hand, in the self-powered device mounted on the right side, the moving rod 110 may be arranged to rotate the first gear 130 in the counterclockwise direction in FIG.

And, as shown in Figure 5, the movable rod 110 may be made of a metal, the end in contact with the tire 100 is preferably embedded in the elastic bar 112 of an elastic material such as rubber is fixed. .

Since the elastic bar 112 of the elastic material, not the metal moving rod 110, contacts the tire 100, the tire 100 may be prevented from being damaged, the shock may be reduced, and the noise may be reduced.

The other end of the movable rod 110 may also be welded and coupled to the rack gear 120 formed of metal, but may be coupled to each other by using a separate fastening member as shown in FIG. 5.

In addition, one end of the elastic portion 125 may be connected to the fastening member.

6 is a figure explaining the force acting on the wheel to drive.

Rolling resistance is the total resistance received when a vehicle rolls on a horizontal road, and is composed of resistance to deform tires, friction of various parts of the vehicle, resistance to deform the road surface, and the like.

Most of the wheel resistance of a car traveling straight on the flat land is rolling resistance, so-called rolling resistance. And most of the rolling resistance is caused by the deformation of the rotating tires when driving on the flat.

Of course, when the road surface is soft or under hydroplaning, the work required for deformation of the ground surface (or meninge) should be considered. However, the friction, i.e. internal resistance, of each part of the vehicle is considered as the efficiency of the power train. Therefore, rolling resistance only handles external resistance.

External resistances handled by rolling resistance include tire resistance and road surface resistance. However, assuming that the surface of the pavement is not deformed, only deformation of the tire can be considered. 6 shows the correlation between the deformation of the tire and the rolling resistance.

In FIG. 6, the tire is compressed on the road surface by a force F _z acting perpendicularly to the hub center of the wheel and its reaction force F _n to form a ground surface, a so-called foot print. The pressure distribution in the foot-print is asymmetric, so that the pressure at the front where the tire begins to contact the road surface is greater than the rear.

In the present invention, since the tire 100 is provided separately from the wheel 10 in contact with the road surface to perform a rolling motion, the diameter of the tire 100 is preferably made about 1 cm smaller than the diameter of the wheel.

Thus, the rolling resistance of the tire 100 can be reduced while rolling the tire 100 without slipping due to the friction between the tire 100 and the ground.

In addition, since the self-power generator is mounted on the outside of the wheel of the vehicle, the self-power generator may be exposed to the outside. When the rear wheel is composed of a pair of wheels, such as a truck, the self-power generation device is preferably mounted between the two wheels.

In this case, the outer wheel 30 is coupled to the gearbox 160 by the fastening members such as the gearbox 160 and the bolts and nuts, and when the drive shaft 20 rotates the wheel 10, the tire 100 and The outer wheels 30 are rotated together by friction with the ground.

In addition, even if there is only one wheel may be provided with a protective cover on the outer axial direction of the gear box 160. In this case, the tire 100 can be prevented from being deformed beyond the allowable range, and the self-generating device can be protected from external shock.

According to the self-powered device for automobiles, it can be seen that the third gear 150 and the shaft 170 rotate about 20% faster than the rotation speed of the wheel 10 and the tire 100 when the vehicle is driven.

Accordingly, as more self-generation devices are installed in one to four wheels among the four wheels of the vehicle, the generated power can be sufficiently obtained.

In particular, hybrid vehicles, plug-in electric vehicles, electric vehicles, by driving the power generation by driving the power generation by the self-powered device can be driven for a long time more efficiently.

Next, with reference to Figure 7 will be described for the fuel saving device for automobiles of the present invention.

This automobile fuel saving device has no rotor 180 and stator 190 as compared to the above-described automotive self-powering device, and instead, the shaft 170 of the third gear 150 has an optional shaft with the drive shaft 20. The difference is in the direct transmission of rotational force.

The rotational force generated by the fuel saving device may always be transmitted to the drive shaft, but the clutch 200 is provided between the shaft 170 and the drive shaft 20 of the third gear 150 to selectively determine whether to transmit the rotational force. It is desirable to.

The remaining components of the fuel saving device are the same as those of the above-described self-powered device, and thus duplicate description thereof will be omitted.

According to the fuel saving device for automobiles of the present invention, the fuel or electric power required to drive the wheels can be reduced by directly transmitting the rotational force generated from deformation by the load of the vehicle while the tire rotates to the drive shaft of the wheels.

Such a fuel saving device can be applied not only to electric vehicles but also to automobiles driven by engines using fuel.

Although the preferred embodiment of the present invention has been described above, the scope of the present invention is not limited only to this specific embodiment, and those skilled in the art are appropriately within the scope described in the claims of the present invention. Changes will be possible.

The present invention relates to a self-powered generator and a fuel saving device for a vehicle, it can be applied to the automotive industry.

Claims

A gearbox connected to the outside of the wheel of the vehicle and rotating;

A tire spaced apart from the outer circumferential surface of the gearbox by a predetermined distance to be in contact with the ground and elastically deformed by an automobile load;

A plurality of moving rods disposed between the inner circumferential surface of the tire and the outer circumferential surface of the gearbox and whose ends are penetrated through the outer circumferential surface of the gearbox to move radially by deformation of the tire;

A plurality of first gears each rotated by a rack gear provided at an end of the movable rod;

A plurality of second gears connected to the plurality of first gears and rotated in a coaxial rotation axis, respectively;

A third gear rotated by the plurality of second gears;

A rotor disposed inside the wheel and rotated by the shaft of the third gear; And a stator disposed inside the wheel and configured to generate electric power by the rotor.
The self-powered generator for a vehicle according to claim 1, wherein the plurality of first gears includes a clutch bearing between the rotational shafts.
The self-powered apparatus of claim 1, further comprising an elastic member connected between the rack gear and the gear box to restore the rack gear.
The self-powered apparatus of claim 3, further comprising a guide bearing fixed to the gearbox to guide the reciprocating motion of the rack gear.
5. The self-powered apparatus of claim 1, further comprising a plurality of support bars elastically deformable between the outer circumferential surface of the gearbox and the inner circumferential surface of the tire.
A gearbox connected to the outside of the wheel of the vehicle and rotating;

A tire spaced apart from the outer circumferential surface of the gearbox by a predetermined distance to be in contact with the ground and elastically deformed by an automobile load;

A plurality of moving rods disposed between the inner circumferential surface of the tire and the outer circumferential surface of the gearbox and whose ends are penetrated through the outer circumferential surface of the gearbox to move radially by deformation of the tire;

A plurality of first gears each rotated by a rack gear provided at an end of the movable rod; A plurality of second gears connected to the plurality of first gears and rotated in a coaxial rotation axis, respectively;

A third gear rotated by the plurality of second gears;

And a clutch provided between the shaft of the third gear and the drive shaft of the wheel.
7. The fuel saving device for an automobile according to claim 6, wherein the plurality of first gears includes a clutch bearing between the rotational shafts.
The fuel saving device of claim 6, further comprising an elastic member connected between the rack gear and the gear box to restore the rack gear.
The fuel saving device of claim 8, further comprising a guide bearing fixed to the gear box to guide the reciprocating motion of the rack gear.
10. The fuel saving device for an automobile according to any one of claims 6 to 9, further comprising a plurality of support bars elastically deformable between the outer circumferential surface of the gearbox and the inner circumferential surface of the tire.