JP7398161B1 - tire driven vehicle - Google Patents

Abstract

In order to provide an electric vehicle driven by tires with improved fuel efficiency than conventional vehicles, the electric vehicle 1 includes a drive motor 2, a battery 3, an inverter 4, an ECU 5, and tires 6, and is equipped with The control unit includes a control unit that alternately repeats a power supply state in which driving force is applied to the tires 6 and a power regeneration state in which the battery 3 is charged with power. This can be expected to improve fuel efficiency compared to conventional vehicles by suppressing the waste of thermal energy caused by the elastic deformation of conventional tires. [Selection diagram] Figure 1

Description

The present invention relates to a tire-driven vehicle, and more particularly to an electric vehicle equipped with a battery and a motor.

Vehicles equipped with tires, such as cars and motorcycles, are constantly required to improve fuel efficiency. In addition, improving fuel efficiency is important for hybrid vehicles and electric vehicles due to issues such as battery life and mileage.

Vehicles equipped with regenerative braking have been proposed as a means of improving fuel efficiency. Patent Document 1 discloses an electric vehicle having a regenerative brake control means that controls a drive motor to a regenerative braking state when an accelerator pedal is released. In this way, the regenerative brake regenerates electric power by putting the drive motor into a regenerative state and generating electricity when the vehicle is decelerating.

JP2020-124001

However, even if the regenerative brake is used to regenerate power only when the vehicle is decelerating, the amount of regenerated power cannot be said to be large. This is because the timing for decelerating the vehicle is limited.

On the other hand, a vehicle runs while experiencing various resistances to the driving force. Examples include air resistance experienced by the vehicle body, acceleration resistance due to inertial force during acceleration, and rolling resistance experienced by tires. Tire rolling resistance includes energy loss due to elastic deformation of the tire, energy loss due to ground friction, and energy loss due to air resistance due to tire rotation. Among this rolling resistance, loss due to thermal energy generated by elastic deformation of the tire is extremely large.

Therefore, the inventor of the present invention focused on energy loss associated with elastic deformation of tires in order to suppress energy loss during driving and regenerate more electric power to improve fuel efficiency. When a vehicle runs, driving force is applied to the tires, and when the tires hit the ground, they are compressed and deformed elastically. When the driving force is removed, the compressed tire is released and expands back to its original size. In this way, the vehicle travels while the tires repeatedly undergo elastic deformation, and much of the driving force applied to the tires is used for this elastic deformation and is wasted as thermal energy.

The inventor believed that fuel efficiency could be improved compared to conventional vehicles by suppressing wasteful waste of thermal energy due to the elastic deformation of conventional tires.

In order to solve the above problems, a tire-driven vehicle of the present invention includes a motor, a battery, a tire, a power supply state in which power from the battery is supplied to the motor to drive the tire, and a power supply state in the power supply state. A control unit is provided that alternately switches between a power regeneration state in which power is regenerated by elastic deformation generated in the tire and the battery is charged.

According to this configuration, by performing control that alternately repeats the power supply state in which driving force is applied to the tires during power running and the power regeneration state in which power is regenerated, heat generated by elastic deformation of the tires, which had conventionally been discarded during running, can be generated. It becomes possible to suppress energy waste and improve fuel efficiency. In other words, fuel efficiency is improved by regenerating electric power using the tire's restoring force generated by the tire's elastic deformation. Here, power running refers to a state in which the vehicle is running when the driver depresses the accelerator pedal. Further, the power regeneration state is a state in which the regenerative brake is operating.

Furthermore, the control unit switches from the power supply state to the power regeneration state immediately after applying a driving force to the tire to cause it to elastically deform, and after the power regeneration state continues for a predetermined time, the control unit switches the power supply state from the power regeneration state to the power regeneration state. It is desirable to have means for switching to the supply state. This is because it is efficient to keep the power supply state in which driving force is applied to the tires for a short period of time in order to suppress waste of thermal energy due to elastic deformation of the tires.

In the tire-driven vehicle of the present invention, the drive power W1 and the drive time T1 in the power supply state, and the regenerated power W2 and the regeneration time T2 in the power regeneration state have a relationship that satisfies (Equations 1) to (Equations 3).
T1<T2 (Formula 1)
W1>W2 (Formula 2)
T1×W1>T2×W2 (Formula 3)

When the vehicle is running, the power supply state T1 that supplies power to the motor is set for a short time, and the power regeneration state that regenerates power and charges the battery is set for a longer time T2, thereby applying driving force to the tires. By shortening the time, waste of thermal energy due to elastic deformation of the tire can be suppressed.

In the tire-driven vehicle of the present invention, the drive power W1 and the drive time T1 in the power supply state and the regenerated power W2 and the regeneration time T2 in the power regeneration state satisfy (Equations 4) to (Equations 6). Here, the driving power is the power supplied from the battery to the motor in the power supply state, and the regenerative power is the power that charges the battery in the power regeneration state.
T1>T2 (Formula 4)
W1<W2 (Formula 5)
T1×W1<T2×W2 (Formula 6)

In the tire-driven vehicle of the present invention, the power supply state and the power regeneration state are switched depending on the time during which the tire rotates through a predetermined angle. According to this configuration, by controlling the power supply state and power regeneration state according to the speed of the vehicle, that is, according to the time during which the tires rotate by a predetermined angle, the waste of thermal energy can be efficiently suppressed according to the speed. This makes it possible to improve fuel efficiency.

In the tire-driven vehicle of the present invention, it is preferable that the sum of the drive time T1 and the regeneration time T2 is a time during which the tire rotates through a predetermined angle within 30 degrees. The reason why the power supply state is switched to the power regeneration state within 30 degrees is that the part of the tire that is compressed and elastically deforms is the part that contacts the ground, and since that part is within 30 degrees, the tire rotates 30 degrees. It is appropriate to switch to the regenerative state within the time required. The switching rotation angle may be 1 degree or more.

In the tire-driven vehicle of the present invention, it is more preferable that the sum of the drive time T1 and the regeneration time T2 is a time during which the tire rotates by 0.1 degrees to 30 degrees. .

In the tire-driven vehicle of the present invention, it is desirable that the power supply state and the power regeneration state switch at least once during one rotation of the tire. This is because it is highly efficient to keep the power supply state in which driving force is applied to the tires for a short period of time.

In the tire-driven vehicle of the present invention, the drive time T1 and the regeneration time T2 have a relationship that satisfies (Equation 7) and (Equation 8).
0.01μsec≦T1≦100μsec and 1μsec<T2<10ms (Formula 7)
1<T2/T1<10000 (Formula 8)

In the tire-driven vehicle of the present invention, the drive time T1 and the regeneration time T2 satisfy (Equation 9) and (Equation 10) when the vehicle is decelerating.
0.01μsec≦T2≦100μsec and 1μsec<T1<10ms (Formula 9)
1<T1/T2<10000 (Formula 10)

As described above, according to the vehicle according to the present invention, by suppressing the waste of thermal energy due to the elastic deformation of conventional tires, it is possible to improve fuel efficiency compared to conventional vehicles.

1 is a diagram showing a schematic configuration of a tire-driven vehicle according to an embodiment of the present invention. FIG. 3 is a diagram showing the relationship between power and time in a drive state and a regeneration state during power running. FIG. 2 is an explanatory diagram showing the state of tires when the vehicle is running. FIG. 2 is a diagram illustrating the relationship between the magnitude of elastic deformation of a tire and time in a driving state during power running and a regenerative state. FIG. 3 is a diagram illustrating the relationship between the magnitude of elastic deformation of a tire and time in a driving state during acceleration and a regenerative state. FIG. 4 is a diagram showing the relationship between power and time in a drive state during deceleration and a regeneration state. FIG. 3 is a diagram illustrating the relationship between the magnitude of elastic deformation of a tire and time in a driving state during deceleration and a regenerative state.

Hereinafter, one embodiment of the present invention will be described, but the present invention is not limited to the following embodiment. Although the following embodiments will be described using a four-wheeled electric vehicle as an example, the present invention is also applicable to a two-wheeled vehicle equipped with a drive motor. Further, the electric vehicle includes an electric vehicle, a hybrid vehicle, a plug-in hybrid vehicle, etc., and is not limited to a specific electric vehicle as long as it is a vehicle equipped with a drive motor. Note that, for convenience of explanation, the tire-driven vehicle will hereinafter be referred to as an electric vehicle unless otherwise specified.

<1. Configuration of electric vehicle>
FIG. 1 is a diagram showing a schematic configuration of an electric vehicle according to an embodiment of the present invention. As shown in FIG. 1, the electric vehicle 1 of this embodiment includes a drive motor 2, a battery 3, an inverter 4, an ECU 5, tires 6, and a speed sensor 7 as main components.

As shown in FIG. 1, the drive motor 2 is connected to a battery 3 via an inverter 4. Further, the drive motor 2 is configured to drive the tires 6 via a shaft. The drive motor 2 operates upon receiving power from the battery 3, rotates the tires 6, and drives the electric vehicle 1. Hereinafter, the power supply state in which power is supplied to the drive motor 2 may be simply referred to as a drive state.

On the other hand, when operating the drive motor 2 as a regenerative brake, the inverter 4 is controlled by the ECU 5, the drive motor 2 is operated as a generator, and the battery 3 is charged with the generated electric power. Hereinafter, the power regeneration state in which the battery 3 is charged may be simply referred to as a regeneration state.

The battery 3 has a discharge mode in which drive power is supplied to the drive motor 2 and a charge mode in which it receives regenerated power from the drive motor 2. The secondary battery constituting the battery 3 may be any chargeable/dischargeable power storage device, such as a lithium ion battery, a nickel metal hydride battery, or a fuel cell.

The ECU 5 cooperates with the inverter 4 to constitute a control section. The inverter 4 adjusts the direction and amount of electric power based on commands from the ECU 5 to achieve a power supply state and a power regeneration state. In the control section of the tire-driven vehicle, the ECU 5 and the inverter 4 cooperate to constitute a control means.

In this embodiment, the speed sensor 7 detects the rotational speed of the tire 6, but it may be a power generation type speed sensor. Alternatively, the speed may be detected using an encoder that detects the rotation angle. With an encoder, it is also possible to detect the rotation angle of the tire.

As for its functional configuration, the ECU 5 includes a storage section that stores programs and data for putting the inverter 4 into a driving state or a regenerative state, and a calculation section that performs calculations using the programs and data. These functional configurations include a CPU that processes programs, a ROM that stores programs and data, a RAM that temporarily stores programs and data when executing programs, and an SSD that stores programs and a large amount of data. This is realized by

In addition, in electric vehicles equipped with conventional regenerative braking, when an operation signal is input such as when the accelerator pedal is released or the brake pedal is depressed while driving, that is, when the electric vehicle is decelerating, the drive motor is activated by regenerative braking. Although it is normal to perform control according to the state, in this embodiment, control that is different from such conventional operation may be performed. The control of this embodiment will be explained below.

<2. Electric vehicle control/during power running>
Conventionally, power regeneration has been performed when the vehicle is decelerating, but unlike the conventional technology, the electric vehicle 1 of this embodiment is characterized in that power regeneration is performed during power running. That is, the fuel consumption is reduced by performing control that alternately repeats the power supply state and the power regeneration state.

First, when the driver depresses the accelerator pedal, electric power is sent from the battery 3 to the drive motor 2 via the inverter 4, and driving force is applied to the tires 6. Immediately after the driving force is applied to the tires 6, the ECU 5 controls the inverter 4 to switch from the drive state to the regeneration state, and recover the regenerated power by the regenerative brake. The electric vehicle 1 of this embodiment runs while repeating this series of operations.

FIG. 2 shows the relationship between electric power and time in the driving state and regenerative state during running. In the graph of FIG. 2, the vertical axis represents the electric power (kW) applied to the electric vehicle 1, and the horizontal axis represents the time (t). The positive side represents the driving state where power is supplied from the battery 3 to the drive motor 2, and the negative side represents the driving state. It represents a regenerative state in which the battery 3 is charged from the motor 2. Furthermore, W1 is the driving power supplied from the battery 3 to the drive motor 2 in the driving state, and T1 is the driving time. W2 is regenerative power that charges the battery 3 from the drive motor 2 in the regenerative state, and T2 is the regenerative time.

Here, the driving power W1 and the driving time T1 in the driving state, and the regenerative power W2 and the regenerative time T2 in the regenerating state have a relationship that satisfies (Equation 1) to (Equation 3).
T1<T2 (Formula 1)
W1>W2 (Formula 2)
T1×W1>T2×W2 (Formula 3)

That is, when applying a driving force to the tires 6, a very large driving power W1 is applied for a short driving time T1, and this is replaced by a regenerative power W2 that is smaller than the driving power W1 and a regenerative time T2 that is longer than the driving time T1. and regenerate. Note that in the driving state, the tires 6 are driven and the electric vehicle 1 moves forward because part of the driving electric power W1×T1 is converted into kinetic energy and is consumed for elastic deformation of the tires 6, but regeneration is required. This is because the amount of electric power W2×T2 is smaller than the amount of driving electric power W1×T1. By repeating this operation, power regeneration can be performed using the restoring force of the tires 6. In conventional vehicles, electric power continues to be supplied and driving force continues to be applied to the tires 6, so that thermal energy due to elastic deformation of the tires 6 continues to be wasted. According to the control method of the present invention, waste of thermal energy due to elastic deformation of the tire 6 can be suppressed.

If the above-mentioned control is adopted, ideally, the effect of reducing fuel consumption as shown in (Equation 11) can be expected. However, in reality, there are various types of resistance when the vehicle is running, so the energy loss due to the resistance during running must be considered.
G=T1×W1-T2×W2 (Formula 11)

For example, if you drive by repeating the series of operations of switching from the drive state to the regeneration state immediately after applying a load of W1 = 1000 kW at T1 = 0.01 μs and regenerating power at T2 = 1 μs and W2 = 8 kW, If there is no energy loss due to resistance during running, the power saving effect will be 2 kWh per hour, and if the vehicle travels 100 km, the fuel consumption will be 50 km/kWh. Since the fuel efficiency of a normal electric vehicle is 8 km/kwh, the effect of improving fuel efficiency is more than 6 times.

If the driving state for applying a load is 0.01 μs and the regenerative state for recovering regenerated power is 1 μs, which is a repetitive control that takes an extremely small amount of time, the driver of the electric vehicle 1 may not care that the regenerative brake is applied. It won't happen. Note that the driver only has to keep pressing the accelerator pedal, just like when the vehicle is running normally. Meanwhile, behind the scenes, the ECU 5 repeatedly controls the drive state and the regeneration state.

When traveling at 60 km/h, for example, immediately after applying a load of W1 = 1000 kW at T1 = 0.02 μs, switch from the driving state to the regeneration state, and a series of operations to recover regenerated power of W2 = 8 kW at T2 = 1 μs. Run repeatedly. In this case, the fuel efficiency will be lower than when the vehicle travels at 100 km/h, but compared to conventional vehicles, a sufficient effect of improving fuel efficiency can be obtained.

Next, we will explain under what circumstances fuel efficiency improves. First, in a conventional vehicle, when driving, the accelerator pedal is continuously depressed, electric power is continuously supplied to the motor, and driving force is continuously applied to the tires. FIG. 3 is an explanatory diagram showing the state of the tires 6 when the electric vehicle 1 is running. An arrow pointing to the right indicates the traveling direction of the electric vehicle 1, an arrow pointing downward to the left indicates the rotation direction of the tire, and a broken line frame portion below the tire indicates a portion where the tire 6 comes into contact with the ground and is elastically deformed.

As shown in Fig. 3, when driving force is applied to the tire 6 while driving, the part of the tire that contacts the ground is compressed, and when the tire 6 rotates and is released, it expands and returns to its original state. . In this way, the vehicle travels while the tires 6 repeatedly undergo elastic deformation, and at this time, the tires 6 generate heat due to the elastic deformation. That is, the driving force applied to the tire 6 is used for elastic deformation of the tire 6, and most of the driving energy applied to the tire 6 is discarded as thermal energy generated by the elastic deformation of the tire 6.

According to the control of the above embodiment, instead of the driving force to the tires 6 that is constantly supplied with electric power in conventional vehicles, a large driving force is applied to the tires 6 by supplying large electric power for a short time, and the driving force is applied to the tires 6. At the same time or immediately after the elastic deformation occurs in 6, the power supply is stopped, the drive state is switched to the regeneration state, and the regenerative power is recovered. By repeating this switching control between the drive state and the regeneration state, driving force continues to be applied to the tires 6 in the past, and by suppressing wastage of thermal energy due to elastic deformation of the tires, which would have been discarded, fuel efficiency is improved more than before. We can expect it to improve.

The reason why large electric power is supplied in a short period of time in the driving state is to minimize the time for elastic deformation of the tire 6, and to supply large electric power in a short period of time rather than supplying small electric power over a long period of time. This is because it is more efficient to supply it with This is easy to understand if you imagine a bicycle, but it is better to pedal with heavy force for a short period of time and use that inertia to travel long distances without getting tired, rather than pedaling with light and small force for a long time. It is similar to what you can do.

Next, FIG. 4 shows how the strain amount of the tire 6 changes in the driving state and the regenerative state during running. In the graph of FIG. 4, the vertical axis represents the amount of strain (ε) due to elastic deformation of the tire 6, and the horizontal axis represents time (t). Strain in the same direction as the rotational direction of the tire 6 is taken as a positive side, and strain on the opposite side to the rotational direction is taken as a negative side.

During acceleration, the battery 3 is in a driving state in which power is supplied to the drive motor 2, and a strain ε of the tire 6 due to the driving force is generated in the same direction as the rotation direction of the tire 6. This strain ε shows a relatively sharp rise (the process indicated by (1) in the figure).

Immediately after a driving force is applied to the tire 6 to cause it to elastically deform, if the drive state is switched to the regeneration state, electric power is regenerated when the elastic deformation returns to its original state, and the amount of strain gradually decreases accordingly ((in the figure) 2)).

When the amount of strain becomes less than a predetermined value, it switches to the initial drive state, and thereafter repeats the drive state and regeneration state. That is, immediately after applying a driving force to the tire 6 to cause it to elastically deform, the drive state is switched to the regeneration state, and after the regeneration state continues for a predetermined period of time, the regeneration state is switched to the drive state. FIG. 4 shows a change in the amount of strain when the amount of strain returns to the initial value of the driving state.

FIG. 5 shows a case where the amount of strain increases in the next cycle, and if such cycles continue, the strain ε of the tire 6 will not be sufficiently recovered, and the regeneration of electric power will become insufficient. Strain ε in the tires 6 occurs transiently when the electric vehicle 1 accelerates, but in such a case, it is desirable to increase the regeneration time T2 or increase the regenerative power W2 so that the strain ε disappears at the end of the cycle. .

It is desirable that the drive time T1 satisfies 0.01 μsec≦T1≦100 μsec, and that the regeneration time T2 satisfies 1 μsec<T2<10 msec. Further, it is desirable that the ratio between the drive time T1 and the regeneration time T2 satisfies 1<T2/T1<10000.

<3. Electric vehicle control/deceleration>
Hereinafter, the differences between the control of the electric vehicle during deceleration and the control during power running will be explained. First, when the driver depresses the brake pedal, the ECU 5 controls the inverter 4 to switch from the drive state to the regeneration state. The drive motor 2 generates regenerative electric power, and this recovered electric power charges the battery 3, and at the same time, the regenerative brake is operated to apply braking force to the tires 6. During deceleration, drive and regeneration occur in the opposite sequence to that during acceleration.

Immediately after the regenerative brake is activated, the ECU 5 controls the inverter 4, and power is sent from the battery 3 to the drive motor 2 via the inverter 4 to apply driving force to the tires 6. The electric vehicle 1 decelerates while repeating this series of operations.
FIG. 6 shows the relationship between power and time in the regenerative state and drive state during deceleration. Since the graph in FIG. 6 is similar to that in FIG. 2, the explanation will be omitted.

Drive power W1 and drive time T1 and regenerated power W2 and regenerated time T2 have relationships that satisfy (Formula 4) to (Formula 6).
T1>T2 (Formula 4)
W1<W2 (Formula 5)
T1×W1<T2×W2 (Formula 6)

In other words, when applying braking force to the tires 6, a very large regenerative power W2 is applied with a short regenerative time T2, and this is applied with a driving power W1 smaller than the regenerative power W2 and a driving time T1 longer than the regenerative time T2. Regenerate. By repeating this operation, power regeneration can be performed using the restoring force of the tires 6. By intermittently operating the regenerative brake in this way, the electric vehicle can be stopped quickly. This is the same as when an ABS (Anti-lock Braking System) is activated to quickly decelerate when the brake pedal is strongly pressed on a slippery road surface.

Next, FIG. 7 shows how the strain amount of the tire 6 changes in the driving state during deceleration and in the regenerative state. During deceleration, regenerative power is generated to charge the battery 3. A strain ε of the tire 6 due to the braking force is generated in the tire 6 in a direction opposite to the rotational direction of the tire 6. This strain ε shows a relatively sharp fall (the process indicated by (3) in the figure).

Immediately after applying braking force to the tires 6 to cause them to elastically deform, the amount of strain is gradually reduced when switching from the regenerative state to the driving state (the process indicated by (4) in the figure). When the amount of distortion becomes less than a predetermined value, the regeneration state is switched to the first state, and thereafter, the regeneration state and the drive state are repeated.

<4. Other embodiments>
As mentioned above, the preferred embodiments of the present invention have been described with reference to the drawings, but various additions, changes, or deletions can be made without departing from the gist of the present invention.

(1) In the above embodiment, an example of control is described in which the drive state and the regeneration state are switched at a predetermined time and a predetermined power, but these times and power may be changed as appropriate.

It is desirable that the drive state and the regeneration state be switched at least once during one rotation of the tire 6. This is because it is highly efficient to apply a driving force to the tires 6 for a short period of time during driving.

The drive time T1 and the regeneration time T2 may be determined according to the time it takes for the tire 6 to rotate through a predetermined angle. By adjusting the drive state and regeneration state depending on the time during which the tire 6 rotates through a predetermined angle, fuel efficiency is improved by efficiently suppressing the waste of thermal energy generated by the strain ε of the tire 6 according to the rotation speed of the tire 6. It becomes possible to do so.

In this case, it is more desirable to switch from the drive state to the regeneration state in the time it takes for the tires 6 to rotate by a predetermined angle of 30 degrees or less. The reason why it is desirable to switch the drive state to the power regeneration state within a rotation angle of 30 degrees is that the tire 6 is compressed and deformed elastically at the part that contacts the ground, and that part is within 30 degrees. This is because it is appropriate to switch to the regenerative state within the time it takes for the tire 6 to rotate 30 degrees.

In this case, the sum of the drive time T1 and the regeneration time T2 may be determined within the range of time during which the tire 6 rotates 0.1 degrees to 30 degrees. Note that if the speed sensor 7 provided in the electric vehicle 1 is of a type that detects the rotation angle of the tire 6 to calculate the speed, it is possible to detect the rotation angle of the tire 6 along with the speed.

(2) During running, the driving time T1 may be set in the range of 0.01 μs to 100 μs, and the regeneration time T2 may be set in the range of 1 μs to 10 ms. Further, during deceleration, the regeneration time T2 may be set in the range of 0.01 μs to 100 μs, and the drive time T1 may be set in the range of 1 μs to 10 ms.

The drive time T1 in the drive state and the regeneration time T2 in the regeneration state may be determined depending on the traveling speed of the electric vehicle 1. When the running speed of the electric vehicle 1 is fast, the driving time T1 and the regeneration time T2 may be shortened, and when the running speed of the electric vehicle 1 is slow, the driving time T1 and the regeneration time T2 may be made longer. In such a case, the ratio of T1 and T2 may be set in the range of 1/10 to 1/100 during running, and the ratio of T1 and T2 may be set in the range of 10 to 100 during deceleration.

Although the electric vehicle 1 of the above embodiment is an example of a tire-driven vehicle, the present invention is not limited thereto. INDUSTRIAL APPLICATION This invention is applicable to electric vehicles equipped with a drive motor, such as a hybrid vehicle and a plug-in hybrid vehicle. Furthermore, in addition to four-wheeled vehicles, the present invention is also applicable to two-wheeled vehicles equipped with a drive motor, such as electric motorcycles.

1 Electric vehicle 2 Drive motor 3 Battery 4 Inverter 5 ECU
6 Tire 7 Speed sensor

Claims (12)

motor and
battery and
tires and
a power supply state in which power from the battery is supplied to the motor to drive the tires;
a control unit that alternately switches between a power regeneration state in which the battery is charged with regenerated power generated in the motor due to elastic deformation of the tire in the power supply state and a power regeneration state during power running;
Tire-driven vehicle with. the power supply state;
The tire-driven vehicle according to claim 1, further comprising a control unit that alternately switches the power regeneration state during power running and during deceleration. According to any one of claims 1 and 2, the drive power W1 and drive time T1 in the power supply state and the regenerated power W2 and regeneration time T2 in the power regeneration state have a relationship that satisfies (Formula 1) to (Formula 3). tire driven vehicle.
T1<T2 (Formula 1)
W1>W2 (Formula 2)
T1×W1>T2×W2 (Formula 3) According to any one of claims 1 and 2, the drive power W1 and the drive time T1 in the power supply state and the regenerated power W2 and the regeneration time T2 in the power regeneration state satisfy (Equation 4) to (Equation 6). tire driven vehicle.
T1>T2 (Formula 4)
W1<W2 (Formula 5)
T1×W1<T2×W2 (Formula 6) The tire-driven vehicle according to claim 3, wherein the power supply state and the power regeneration state are switched according to the time during which the tire rotates through a predetermined angle. The tire-driven vehicle according to claim 4, wherein the power supply state and the power regeneration state are switched according to the time that the tire rotates through a predetermined angle. The tire-driven vehicle according to claim 5, wherein the sum of the drive time T1 and the regeneration time T2 is the time during which the tire rotates through a predetermined angle within 30 degrees. The tire-driven vehicle according to claim 7, wherein the sum of the drive time T1 and the regeneration time T2 is the time during which the tire rotates 0.1 degrees to 30 degrees. The tire-driven vehicle according to claim 3 , wherein the power supply state and the power regeneration state are switched at least once during one rotation of the tire. The tire-driven vehicle according to claim 4, wherein the power supply state and the power regeneration state are switched at least once during one rotation of the tire. The tire-driven vehicle according to claim 3, wherein the drive time T1 and the regeneration time T2 have a relationship that satisfies (Equation 7) and (Equation 8).
0.01μsec≦T1≦100μsec and 1μsec<T2<10ms (Formula 7)
1<T2/T1<10000 (Formula 8) The tire-driven vehicle according to claim 4, wherein the drive time T1 and the regeneration time T2 have a relationship that satisfies (Formula 9) and (Formula 10).
0.01μsec≦T2≦100μsec and 1μsec<T1<10ms (Formula 9)
1<T1/T2<10000 (Formula 10)

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