| 摘要 |
The invention of hybrid vehicle transformation with electromechanical energy transformed wheels has emerged as a result of a search for the ways of preventing the release of the kinetic energy arising from the movements and bulks of those vehicles that have already been in use today to the atmosphere through their brake linings in the form of heat when they are stopped or braked.The ways of transforming all those land vehicles with internal combustion engines and tyres into hybrid engine vehicles with the least possible cost have been investigated and it has been found that the cost of the wheels and wheel equipment is low. Therefore, it has been decided to replace those equipment with a system transforming the mechanical energy taken from the tyre during braking into electrical energy and storing this electrical energy in a battery with semi-conductor circuits. The electromechanic unit coupled with the wheel through those semi-conductor circuits adjusting the proper number of phase, voltage and frequency during the start of the vehicle will function as an engine and thereby energy stored can be used. Stops and starts of the vehicle follow each other and drivers have to stop and start the vehicles frequently, especially if they drive in the city centre. The classic hybrid vehicles are famous for saving a significant amount of energy during such stops and starts. Further, those vehicles are known to have a higher accelaration rate thanks to the aggregated power of internal combustion engine and electrical engine. Also their exhaust gas level is low as compared to other vehicles. Hybrid vehicle transformation with electromechanical energy transformed wheels possess some superior aspects over those classic hybrid vehicles already in use. For explaining the most significant aspects of those superiorities in this new proposed system, we can provide the following list: a) The vehicle can be used 4x4 during its start, b) Mechanic- electric and electric-mechanic cycle efficiency is higher, because there is no mechanic transmission loss (gear systems), c) Revolution and tore adjustments can be made in wider limits through frequency and voltage adjustments in electric-mechanic cycle (it is known to be provided by the control of asynchronous engines with frequency convertors), d) With the central microprocessing unit and the enhanced electronic circuits to be used, additional features such as ABS, ASR, etc. can be provided in addition to the hybridity that will be added to the classical vehicles.
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