Thermomagnetic composite automobile brake energy recovery device

Abstract

The application discloses a thermomagnetic composite automobile brake energy recovery device, which comprises a brake and two groups of energy recovery patches fixed on the brake. The energy recovery patches are in a laminated structure, comprising a thermoelectric semiconductor layer and a magnet layer. The thermoelectric semiconductor layer is fixed on one side of the brake. The N-poles and S-poles in the magnet layers of the two groups of energy recovery patches are arranged alternately. A thermoelectric wire grid layer is fixed on the heated end of the thermoelectric semiconductor layer, and an electrode layer is fixed on the output end. The thermoelectric wire grid layer and the electrode layer are connected with a vehicle-mounted storage battery through a DC-DC converter. The device combines the electromagnetic induction and thermoelectric effect, which can effectively improve the electromotive force, thereby improving the energy recovery during automobile braking.

Description

Technical Field

[0001] This invention relates to the field of energy harvesting technology, and in particular to a thermomagnetic composite vehicle braking energy recovery device. Background Technology

[0002] There is a strong call in the industry for energy-efficient and emission-reducing vehicles, but actual production will require a long research and development process. Currently, automobiles primarily rely on fossil fuels, such as oil and natural gas. However, based on current fossil fuel resource estimates, global exploitable fossil fuel resources will only last for a few decades, and we will face the prospect of energy depletion. Therefore, reducing the energy consumption of automobiles is of paramount importance.

[0003] When a car is driving on the road, it needs to brake in many situations. During braking, whether it's a disc brake or a drum brake, a regular car uses friction with the brake disc to stop the wheels from rotating. Due to friction, a large amount of heat is generated in the braking system, and the mechanical energy is ultimately dissipated as heat. If this braking energy could be recovered or converted, the potential benefits would be considerable.

[0004] Chinese utility model patent CN201420363513.4 discloses a vehicle braking energy recovery device, including a braking device installed on a vehicle. A heat source area is formed near the friction part of the braking device, and a heat sink area is formed away from the friction part. A thermoelectric semiconductor is disposed on the braking device, with its heated end in contact with the heat source area and its output end in contact with the heat sink area. This device can utilize the heat generated during vehicle braking and supply it to the vehicle's electrical systems, improving energy utilization efficiency. However, this device has a low energy recovery rate during vehicle braking, high cost, and is difficult to implement in practical conditions. Furthermore, it cannot solve the problem of brakes freezing and affecting braking performance in icy or snowy weather. Summary of the Invention

[0005] The technical problem to be solved by the present invention is to provide a thermomagnetic composite automotive braking energy recovery device that utilizes electromagnetic induction and semiconductor thermoelectric power generation to fully recover energy during vehicle braking and driving. It can be directly used in most existing automotive disc brakes and drum brakes.

[0006] To solve the above-mentioned technical problems, the technical solution adopted by the present invention is as follows:

[0007] A thermomagnetic composite automotive braking energy recovery device includes:

[0008] A brake has a first brake element and a second brake element capable of mutual friction braking. When the vehicle is in motion, the first brake element is stationary relative to the wheel, while the second brake element moves relative to the wheel. The opposing sides of the first and second brake elements are braking surfaces, and the opposite sides are free surfaces. The brake is characterized by further comprising:

[0009] Two sets of energy recovery patches are fixed to the free surfaces of brake component one and brake component two, respectively;

[0010] The energy recovery patch has a composite layered structure, including a thermoelectric semiconductor layer and a magnet layer. One side of the thermoelectric semiconductor layer is fixed to the brake. The N pole and S pole in the magnet layer of the two sets of energy recovery patches are alternately arranged. A thermoelectric grid layer is fixed at the heated end of the thermoelectric semiconductor layer and an electrode layer is fixed at the output end. Both the thermoelectric grid layer and the electrode layer are connected to the vehicle battery via a DC-DC converter. The DC-DC converter has an electromagnetic effect conversion switch that can output magnetic effect current when the car brakes.

[0011] A further technical solution is that the surface of the thermoelectric grid layer and / or electrode layer has multiple grooves, which are perpendicular to the magnetic field generated between the two magnet layers.

[0012] A further technical solution is that the thermoelectric grid layer is fixed to the brake by a thermally conductive adhesive layer.

[0013] A further technical solution is that a heat dissipation adhesive layer is provided between the magnet layer and the electrode layer, and the heat dissipation adhesive layer has a porous structure.

[0014] A further technical solution is that the magnet layer is a permanent magnet or an electromagnetic induction structure.

[0015] A further technical solution is that the thermoelectric semiconductor layer is composed of several P-type semiconductors and N-type semiconductors connected in series or in a mixed manner.

[0016] A further technical solution is that the brake is a drum brake, the first brake component is a brake drum, and the second brake component is a brake shoe.

[0017] A further technical solution is that the brake is a disc brake, the first brake element is a friction pad, the second brake element is a brake caliper, the first brake element has a groove in the circumferential direction, and an energy recovery patch is fixed on the inner surface of the groove.

[0018] The beneficial effects of adopting the above technical solution are as follows:

[0019] When the car brakes, the car's hydraulic braking device will drive brake element one and brake element two to contact each other for friction braking. At this time, the two sets of energy recovery patches approach each other. On the one hand, the magnet layers approach each other to generate a magnetic field. The magnetic lines of force can completely penetrate the two sets of energy recovery patches. The two sets of energy recovery patches move relative to each other and cut the magnetic lines of force, resulting in electromagnetic induction. Then, the thermoelectric grid layer and electrode layer will generate DC electromotive force due to the change in magnetic flux.

[0020] On the other hand, due to the friction and heat generated by the braking of brake component one and brake component two, the heat on brake component one and brake component two will be conducted to the corresponding thermoelectric grid layer, thereby generating a temperature difference between the heated end and the output end of the thermoelectric semiconductor layer. Due to the thermoelectric effect, an electromotive force will be generated on the electrode layer connected to the thermoelectric semiconductor. When the car resumes driving, as long as there is a temperature difference between the two surfaces of the thermoelectric semiconductor layer, the heat energy can still be converted into electrical energy and fed back to the car battery.

[0021] Furthermore, the conductor generates heat when cutting magnetic field lines, and the thermoelectric layer can also recover the heat generated by the thermoelectric grid layer. The electrode layer itself also cuts magnetic field lines, and its electromotive force (EMF) is the same as that generated by the semiconductor. This increases the recovery voltage of the heat recovery module. In existing DC-DC devices, the small current caused by low EMF is easily dissipated and difficult to recover, while the superimposed high EMF generates a larger current, improving recovery efficiency. Therefore, through the special layered structure layout of this patch, the cutting of magnetic field lines and the thermoelectric effect complement each other, effectively increasing the EMF and thus improving the energy conversion rate.

[0022] The thermoelectric semiconductor layer is provided on both brake component one and brake component two. It fully absorbs the heat on the brake, effectively reduces the brake temperature, improves the braking efficiency and stability of the brake, and prevents the friction pads of the car from overheating and losing braking ability.

[0023] The device uses a DC-DC converter to convert unstable current into current suitable for charging the vehicle battery. In special cases, when the ambient temperature is too low and the brakes freeze, it can also reverse the power supply to the thermoelectric semiconductor, using PN junction to control heat and raise the brake temperature, thereby ensuring that the braking system is in the best working condition.

[0024] Furthermore, when the car is driving normally, there is a gap between brake component one and brake component two, causing the N and S poles of the energy recovery patch to be far apart, resulting in a weak magnetic field and the inability to generate electromagnetic induction. However, in summer, when the road surface temperature is high, the rotation of brake component one will cause disturbance to the air on the ground, and hot air will be drawn into the gap, causing the temperature inside the gap to become too high. The high temperature inside the gap will be transferred to brake component one, causing the temperature of the thermoelectric semiconductor on brake component one to rise. Since the output end of the thermoelectric semiconductor contacts the flowing air and dissipates heat when it rotates, a temperature difference is generated between the two ends of the semiconductor. Therefore, the thermoelectric semiconductor on brake component one will also generate potential energy when the temperature is high in summer and the vehicle is in motion. Attached Figure Description

[0025] The present invention will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0026] Figure 1 This is an exploded view of the energy recovery patch structure disclosed herein;

[0027] Figure 2 This is a schematic diagram showing the distribution of the two sets of energy recovery patches disclosed herein;

[0028] Figure 3 This is a schematic diagram of the structure of the drum brake used in this device;

[0029] Figure 4 yes Figure 3 Internal structure diagram;

[0030] Figure 5 This is a schematic diagram of the structure of the disc brake used in this device;

[0031] Figure 6 yes Figure 5 A side view structural diagram. Detailed Implementation

[0032] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0033] Many specific details are set forth in the following description in order to provide a full understanding of the invention. However, the invention may also be practiced in other ways different from those described herein, and those skilled in the art can make similar extensions without departing from the spirit of the invention. Therefore, the invention is not limited to the specific embodiments disclosed below.

[0034] like Figures 1-6As shown, the thermomagnetic composite automotive braking energy recovery device can collect and convert the heat generated by the vehicle during braking and driving into electrical energy for storage and utilization. It includes a brake and two sets of energy recovery patches 200 fixed on the brake. It can be directly retrofitted onto existing automotive brakes, which is low-cost, effective, and effectively improves the overall energy recovery efficiency of the vehicle.

[0035] Existing brakes are generally divided into disc brakes and drum brakes, both of which are existing technologies. Both disc brakes and drum brakes can be regarded as brakes with brake element 101 and brake element 102 that can rub against each other for braking. When the vehicle is moving, brake element 101 is fixed to the wheel hub and stationary relative to the wheel, while brake element 102 is fixed to the frame and moves relative to the wheel. The side of brake element 101 and brake element 102 facing each other is the braking surface, i.e. the heat source area, and the side facing away from each other is the free surface.

[0036] Two sets of energy recovery patches 200 are fixed on the free surfaces of brake component 101 and brake component 202, respectively.

[0037] The energy recovery patch 200 has a layered structure, including a thermoelectric semiconductor layer 202 and a magnet layer 201. One side of the thermoelectric semiconductor layer 202 is fixed to the brake. In the two sets of energy recovery patches 200, the N and S poles of the magnet layers 201 are alternately arranged, that is, after the two sets of patches are installed, the two magnet layers 201 are arranged in an N, S, N, S configuration. The magnet layers 201 are permanent magnets or electromagnetic induction structures. A thermoelectric wire grid layer 203 is fixed at the heated end of the thermoelectric semiconductor layer 202, and an electrode layer 204 is fixed at the output end. Both the thermoelectric wire grid layer 203 and the electrode layer 204 are connected to the vehicle battery via a DC-DC converter. The DC-DC converter 300 has an electromagnetic effect conversion switch. When the vehicle brakes, the switch closes, and a magnetic effect current is output. When the vehicle is driving normally, the switch opens, and the magnetic effect does not generate electricity, but the thermal effect can still generate electricity.

[0038] In order to ensure that the wires connected to the brake component 101 do not become tangled and make effective contact when in vehicle mode, the wires on the brake component 101 are made into conductive contact with the thermoelectric grid layer 203 and the electrode layer 204 through a sliding contact conductive brush.

[0039] The thermal wire grid layer 203 is fixed to the brake via a thermally conductive adhesive layer 205. The thermally conductive adhesive layer 205 is made of a thermally conductive but non-conductive adhesive material and is used to fix the energy recovery patch 200 in a designated position.

[0040] A heat dissipation adhesive layer 206 is provided between the magnet layer 201 and the electrode layer 204. The heat dissipation adhesive layer 206 is made of a thermally conductive but non-conductive gel material. The heat dissipation adhesive layer 206 has a porous structure to help the electrode layer 204 dissipate heat and adhere the magnet layer 201 to the electrode layer 204.

[0041] In a preferred embodiment, the energy recovery patch 200 comprises, in sequence, a magnet layer 201, a heat dissipation adhesive layer 206, an electrode layer 204, a thermoelectric semiconductor layer 202, a thermoelectric grid layer 203, and a thermally conductive adhesive layer 205.

[0042] Thermoconductors are a type of thermoelectric battery, exhibiting a strong Seebeck effect and high efficiency in converting thermal energy into electrical energy. In this structure, the thermoconductor layer 202 consists of several P-type and N-type semiconductors connected in series or in combination. P-type semiconductors are formed by doping pure silicon crystals with trivalent elements (such as boron), causing them to replace silicon atoms in the crystal lattice. In P-type semiconductors, holes are the majority carriers, and free electrons are the minority carriers; conduction is primarily achieved through holes. Because the amount of positive charge is equal to the amount of negative charge in a P-type semiconductor, it is electrically neutral. Holes are mainly provided by impurity atoms, while free electrons are formed through thermal excitation. N-type semiconductors are semiconductor materials where electrons are the majority carriers. N-type semiconductors are formed by introducing donor impurities. Doping pure semiconductor materials with impurities creates impurity energy levels in the band gap. If the impurity atoms can donate electrons, their energy level is a donor level, and the semiconductor is an N-type semiconductor. For example, adding group V element arsenic as an impurity to group IV semiconductor silicon. It can alter the conductivity and conductivity type of a semiconductor. For n-type semiconductors, electrons are excited and enter the conduction band, becoming the primary charge carriers. Examples include silicon and germanium doped with Group 15 (VA) elements (phosphorus, arsenic, antimony, bismuth, etc.). Some solids are always n-type, such as ZnO, TiO, V₂O₅, and MoO₃. An insulating layer is provided between the two materials. When a temperature difference is generated across the two ends of the thermoelectric semiconductor, a corresponding electromotive force (EMF) is produced; the greater the temperature difference, the higher the EMF, thus enabling the charging of the vehicle's battery.

[0043] The thermoelectric grid layer 203 is made of a conductive and thermally conductive material such as copper or aluminum, but not magnetic. Similarly, the electrode material layer is also made of a conductive and thermally conductive material such as copper or aluminum, but not magnetic. Due to the thermoelectric effect, an electromotive force is generated at the electrode material. Typically, the electrode connected to the N-terminal is the positive terminal, and the electrode connected to the P-terminal is the negative terminal. Furthermore, multiple grooves are formed on the surfaces of the thermoelectric grid layer 203 and the electrode layer 204. These grooves are perpendicular to the magnetic field generated between the two magnet layers 201 and are used to cut magnetic field lines to increase the electromotive force.

[0044] When the car brakes, the hydraulic braking device drives brake element 101 and brake element 102 to contact each other for friction braking. At this time, the two sets of energy recovery patches 200 approach each other. On the one hand, the magnet layer 201 approaches to generate a magnetic field, and the magnetic lines of force can completely penetrate the two sets of energy recovery patches 200. The two sets of energy recovery patches 200 move relative to each other and cut the magnetic lines of force, resulting in electromagnetic induction. Then, the thermoelectric grid layer 203 and the electrode layer 204 will generate a DC electromotive force due to the change in magnetic flux.

[0045] On the other hand, due to the frictional braking of brake element 101 and brake element 2102, the heat on brake element 101 and brake element 2102 will be conducted to the corresponding thermoelectric grid layer 203, thereby generating a temperature difference between the heated end and the output end of the thermoelectric semiconductor layer 202. Due to the thermoelectric effect, an electromotive force will be generated on the electrode layer 204 connected to the thermoelectric semiconductor. When the car resumes driving, as long as there is a temperature difference between the two surfaces of the thermoelectric semiconductor layer 202, the heat energy can still be converted into electrical energy and fed back to the car battery.

[0046] In addition, the conductor generates heat when cutting magnetic field lines, and the thermoelectric layer can also recover the heat generated by the thermoelectric grid layer. The electrode layer itself also cuts magnetic field lines, and its electromotive force is the same as that generated by the semiconductor. This increases the recovery voltage of the heat module. In existing DC-DC devices, the small current caused by the low electromotive force is easily dissipated and not easily recovered. However, the current generated by the superimposed high electromotive force is larger, which can improve the recovery efficiency. Therefore, through the special layered structure layout of this patch, the cutting of magnetic field lines and the thermoelectric effect complement each other, which can effectively increase the electromotive force and thus improve the energy conversion rate.

[0047] The thermoelectric semiconductor layer 202 is provided on both brake component 101 and brake component 102. It fully absorbs the heat on the brake, effectively reduces the brake temperature, improves the braking efficiency and stability of the brake, and prevents the friction pads of the car from overheating and losing braking ability.

[0048] The device uses a DC-DC converter to convert unstable current into current suitable for charging the vehicle battery. In special cases, when the ambient temperature is too low and the brakes freeze, it can also reverse the power supply to the thermoelectric semiconductor, using PN junction to control heat and raise the brake temperature, thereby ensuring that the braking system is in the best working condition.

[0049] Furthermore, when the car is driving normally, there is a gap between brake component 101 and brake component 102, causing the N and S poles of the energy recovery patch 200 to be far apart, resulting in a weak magnetic field and the inability to generate electromagnetic induction. However, in summer, when the road surface temperature is high, the rotation of brake component 101 will cause disturbance to the air on the ground, and hot air will be drawn into the gap, causing the temperature inside the gap to become too high. The high temperature inside the gap will be transferred to brake component 101, causing the temperature of the thermoelectric semiconductor on brake component 101 to rise. Since the output end of the thermoelectric semiconductor contacts the flowing air and dissipates heat when it rotates, a temperature difference is generated between the two ends of the semiconductor. Therefore, the thermoelectric semiconductor on brake component 101 will also generate potential energy when the temperature is high in summer and the vehicle is driving.

[0050] In the thermomagnetic composite automotive braking energy recovery device disclosed herein, the brake is a drum brake, and the brake component 101 is a brake drum, such as Figure 3 and Figure 4 As shown, brake component 102 is the brake shoe. The installation and braking method of drum brakes are existing technologies and will not be described in detail here.

[0051] In the thermomagnetic composite automotive braking energy recovery device disclosed herein, the brake can also be a disc brake, such as... Figure 5 and Figure 6 As shown, brake component 101 is a friction pad, and brake component 102 is a brake caliper. A groove is formed in the circumferential direction along the thickness of brake component 101, and the inner wall of the groove is the free surface. An energy recovery patch 200 is fixed to the inner surface of the groove. Brake component 101 has a structure similar to a blower, facilitating the installation of the energy recovery patch 200. The installation and braking method of disc brakes are existing technologies and will not be described in detail here.

[0052] The above are merely preferred embodiments of the present invention. Any simple modifications, variations, and equivalent substitutions made by any person based on the content of the present invention shall fall within the protection scope of the present invention.

Claims

1. A thermomagnetic composite automotive braking energy recovery device, comprising: The brake has a first brake element (101) and a second brake element (102) capable of mutual friction braking. When the vehicle is in motion, the first brake element (101) is stationary relative to the wheel, and the second brake element (102) moves relative to the wheel. The opposing sides of the first brake element (101) and the second brake element (102) are braking surfaces, and the opposite sides are free surfaces. The brake is characterized by further comprising: Two sets of energy recovery patches (200) are fixed on the free surfaces of brake component one (101) and brake component two (102), respectively; The energy recovery patch (200) has a laminated layered structure, including a thermoelectric semiconductor layer (202) and a magnet layer (201). One side of the thermoelectric semiconductor layer (202) is fixed to the brake. The N pole and S pole in the magnet layer (201) of the two sets of energy recovery patches (200) are alternately arranged. A thermoelectric wire grid layer (203) is fixed at the heated end of the thermoelectric semiconductor layer (202), and an electrode layer (204) is fixed at the output end. The thermoelectric wire grid layer (203) and the electrode layer (204) are both connected to the vehicle battery (400) via a DC-DC converter (300). The DC-DC converter (300) has an electromagnetic effect conversion switch that can output magnetic effect current when the car is braking. The surface of the thermoelectric grid layer (203) and / or electrode layer (204) has multiple grooves, which are perpendicular to the magnetic field generated between the two magnet layers (201).

2. The apparatus according to claim 1, characterized in that, The thermal wire grid layer (203) is fixed to the brake via a thermally conductive adhesive layer (205).

3. The apparatus according to claim 1, characterized in that, A heat dissipation adhesive layer (206) is provided between the magnet layer (201) and the electrode layer (204), and the heat dissipation adhesive layer (206) has a porous structure.

4. The apparatus according to claim 1, characterized in that, The magnet layer (201) is a permanent magnet or an electromagnetic induction structure.

5. The apparatus according to claim 1, characterized in that, The thermoelectric semiconductor layer (202) consists of several P-type semiconductors and N-type semiconductors connected in series or in a mixed manner.

6. The apparatus according to claim 1, characterized in that, The brake is a drum brake, the first brake component (101) is a brake drum, and the second brake component (102) is a brake shoe.

7. The apparatus according to claim 1, characterized in that, The brake is a disc brake, the first brake element (101) is a friction pad, the second brake element (102) is a brake caliper, the first brake element (101) has a groove in the circumferential direction, and an energy recovery patch (200) is fixed on the inner surface of the groove.

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