Automobile airflow energy recovery device and control method thereof

Abstract

The present invention discloses an automobile airflow energy recovery device and a control method thereof, which relates to the automotive field and includes a roof longitudinal rail, a B-pillar, a C-pillar, a crossbeam, a rear longitudinal rail, and a hollow trapezoidal duct. First, the airflow flowing out of the hollow trapezoidal duct opening B is used to lift the automobile's oncoming airflow, reducing the contact area between the automobile's oncoming airflow and the front windshield, thereby reducing the automobile's air resistance; second, the automobile's oncoming airflow is used to drive the wind turbine to rotate, thereby driving the generator to generate electricity, and the electricity is stored in a battery, thereby achieving energy recovery; third, the oncoming airflow is guided through the roof longitudinal rail and the B-pillar to dissipate heat for the electric vehicle battery pack; third, by connecting the hot air inside the vehicle with the atmosphere outside the vehicle, the purpose of reducing the temperature inside the vehicle is achieved; then, the airflow is used to clean the dirt in the gap between the rear windshield and the trunk; finally, by adjusting the angle of the airflow flowing out of the rear end opening of the rear longitudinal rail, the purpose of increasing downforce is achieved.

Description

Technical Field

[0001] The present invention relates to the field of automobiles, and in particular to an automobile airflow energy recovery device and a control method thereof. Background Art

[0002] In recent years, the number of electric vehicles in my country has steadily increased, but shortcomings such as insufficient range have become increasingly prominent. Improving the range of electric vehicles has become a key path to further their development and widespread adoption. Compared to traditional fuel-powered vehicles, electric vehicles are equipped with large-capacity power batteries, which provide the foundation for storing recovered energy. To improve the range of electric vehicles, brake energy regeneration devices are used in electric vehicles, but the amount of energy generated by brake energy regeneration can only increase the range by 15%-25%. Furthermore, during driving, air resistance generated by oncoming airflow is the primary drag on electric vehicles. When vehicle speeds exceed 80 km / h, air resistance accounts for over 50% of the total drag, and when speeds exceed 120 km / h, air resistance accounts for over 80% of the total drag. Therefore, reducing air resistance is a key factor in improving the range of electric vehicles. Summary of the Invention

[0003] In response to the shortcomings of the existing technology, the present invention provides an automobile airflow energy recovery device. When the car is driving, the airflow is used to reduce the vehicle's oncoming airflow resistance, generate electricity, dissipate heat from the battery pack, increase downforce, reduce the temperature inside the car, and clean dirt in the gap between the rear windshield and the trunk.

[0004] The present invention achieves the above technical objectives through the following technical means.

[0005] An automotive airflow energy recovery device includes a roof rail, B-pillar, C-pillar, crossbeam, and rear rail. The roof rail, B-pillar, C-pillar, crossbeam, and rear rail are all hollow structures with circular cross-sections. The roof rail, C-pillar, and rear rail form a Z-shaped duct, with the B-pillar perpendicular to the roof rail and the crossbeam perpendicular to the rear rail. The roof rail has a front-end inlet opening, the rear rail has a rear-end outlet opening, the B-pillar has a B-pillar inlet opening, and the C-pillar has an external and internal C-pillar outlet. The crossbeam has a side outlet opening.

[0006] Blades A, blade F, blade B, blade C, blade D and blade E are respectively provided at the front opening, rear end opening, B-pillar opening, C-pillar external opening, C-pillar internal opening and side opening; the rotation of blades A, blade F, blade B, blade C, blade D and blade E can be controlled by a power source.

[0007] In the above scheme, the roof longitudinal beam and the rear longitudinal beam are respectively placed on the roof and the rear of the car, wherein the rotation of blades A and blades F can adjust the air flow entering the front opening and the air flow out of the rear opening; the B-pillar opening is placed above the battery pack; the external opening of the C-pillar is connected to the outside of the car, and the internal opening of the C-pillar is connected to the inside of the car, and the temperature inside the car can be adjusted by rotating blades C and blades D; the rotation of blade E can clean the dirt in the gap between the rear windshield and the trunk.

[0008] In the above scheme, the battery pack has a built-in battery pack temperature sensor, which is used to detect the battery pack temperature and transmit the temperature signal to the controller (referred to as "ECU"). The ECU controls whether the blade B in the B-pillar opening rotates based on the received signal; the rear longitudinal beam has a built-in air flow sensor A; the car has a built-in temperature sensor; and the dirt detection sensor is set on the rear windshield.

[0009] In the above solution, a wind turbine is built into the inlet section of the roof longitudinal beam, and the wind turbine drives the generator to rotate so as to convert wind energy into electrical energy.

[0010] The above solution also includes a hollow trapezoidal pipe, which is installed in the engine hood. In the initial position, the upper surface of the hollow trapezoidal pipe is in the same position as the engine hood; the rise and fall of the hollow trapezoidal pipe is adjusted by a servo motor.

[0011] In the above scheme, the hollow trapezoidal pipe includes an opening A and an opening B; the opening A and the opening B face the forward driving direction of the car; the opening degree of the opening A and the opening B is adjusted by the rotation of the blades G and the blade H, and the hollow trapezoidal pipe has a built-in air flow sensor B, which transmits the flow information to the ECU.

[0012] The above solution also includes a vehicle speed sensor and a steering angle sensor; the vehicle speed sensor and the steering angle sensor transmit the vehicle speed signal and the steering angle signal to the ECU respectively, and the ECU controls the angle of the blade A relative to the front opening according to the received signals.

[0013] In the above scheme, in the initial state, the outer surface of blade A is tightly closed to the outer surface of the roof longitudinal beam, the outer surface of blade C is on the same surface as the car body surface and is tightly combined, and the outer surface of blade F is tightly closed to the outer surface of the rear longitudinal beam.

[0014] The control method of the automobile airflow energy recovery device includes a resistance reduction mode,

[0015] The resistance reduction mode specifically includes:

[0016] When the car is driving, the driver turns on the car's airflow energy recovery device;

[0017] The vehicle speed sensor detects the vehicle's speed in real time and sends the detection information to the ECU;

[0018] The ECU determines whether the current vehicle speed V reaches the resistance reduction threshold V0 based on the real-time vehicle speed. If it does not, blades H and G are both in their initial positions, and openings A and B of the hollow trapezoidal pipe are both closed.

[0019] Based on the car's real-time speed, the ECU determines that the current speed V has reached the resistance reduction threshold V0. The ECU then controls the servo motor to lift the hollow trapezoidal duct so that it is located above the engine hood. In the event of a collision between the car and a pedestrian, the raised hollow trapezoidal duct can effectively prevent the pedestrian's head from hitting the wipers, thereby minimizing the risk of injury.

[0020] The ECU controls the motor G to move, and the motor G rotates the blade G, causing the blade G to rotate around the horizontal center axis of the opening A, so that the air enters the hollow trapezoidal duct through the opening A;

[0021] Air velocity sensor B detects the air velocity flowing through blade H. The ECU controls the action of motor H in real time based on the air velocity. Motor H rotates blade H, and blade H rotates around the horizontal center axis of opening B, so that the air velocity out of opening B is the highest and flows upward out of the hollow trapezoidal duct, thereby lifting the oncoming airflow, reducing the contact area between the oncoming airflow and the front windshield, and ultimately reducing the air resistance generated by the oncoming airflow.

[0022] The control method of the automobile airflow energy recovery device includes the following modes: straight driving and turning mode, battery pack cooling mode, vehicle interior cooling mode, and whether there is dirt in the gap mode;

[0023] The straight driving and turning modes specifically include:

[0024] The ECU determines, based on the real-time speed of the vehicle, whether the air flow velocity V1 entering the roof rail generated by the current vehicle speed reaches the minimum starting flow velocity threshold V2 of the wind turbine. If the minimum starting flow velocity threshold V2 is not reached, blades A, B, C, D, E, and F are all in their initial positions. At this time, the front opening, B-pillar opening, C-pillar outer opening, C-pillar inner opening, side opening, and rear opening are all closed.

[0025] If the ECU determines, based on the real-time speed of the car, that the air flow velocity V1 entering the roof rail generated by the current speed has reached the minimum starting flow velocity threshold V2 of the wind turbine, the ECU controls motor A to operate, and motor A rotates blade A around the radial vertical axis of the front opening, so that air enters the roof rail through the front opening;

[0026] The steering angle sensor detects the steering angle of the car in real time and sends the detection information to the ECU. The ECU determines the current motion state of the car based on the real-time steering angle of the car: straight driving state or turning state;

[0027] When driving in a straight line:

[0028] a: The ECU controls motor A, which rotates blade A so that blade A is parallel to the longitudinal symmetry plane of the vehicle, ultimately maximizing the air flow into the front opening.

[0029] b: Driven by air force, the wind turbine rotates, driving the generator to rotate, and the generator generates electricity. The electricity generated by the generator is transmitted to the battery through the wiring harness;

[0030] c: The air flowing through the wind turbine continues to flow backward;

[0031] In the steering state:

[0032] a: The ECU controls motor A to rotate blade A so that the normal direction of blade A is perpendicular to the direction of the air flow into the front opening, ultimately achieving the goal of maximizing the air flow into the front opening;

[0033] b: Driven by air force, the wind turbine rotates, driving the generator to rotate, and the generator generates electricity. The electricity generated by the generator is transmitted to the battery through the wiring harness;

[0034] c: The air flowing through the wind turbine continues to flow backward;

[0035] Is the battery pack in cooling mode?

[0036] The battery pack temperature sensor detects the temperature of the battery pack in real time and sends the temperature information to the ECU. The ECU determines whether the battery pack temperature reaches the battery high temperature threshold T1 based on the real-time temperature of the battery pack;

[0037] When the battery high temperature threshold T1 is not reached:

[0038] Blade B remains in its initial position, the B-pillar opening closes, and air continues to flow rearward.

[0039] When the battery high temperature threshold T1 is reached:

[0040] a: The ECU controls motor B, which rotates blade B so that the normal direction of blade B is parallel to the B-pillar opening, thereby maximizing the air flow entering the B-pillar opening.

[0041] b: The air entering the B-pillar opening flows downward along the B-pillar into the battery pack, achieving heat dissipation of the battery pack;

[0042] c: The remaining air continues to flow backward;

[0043] d: If the ECU determines that the battery pack temperature is lower than the battery high temperature threshold T1, the ECU controls motor B to operate, and motor B rotates blade B to restore blade B to its initial position, and the B-pillar opening returns to a closed state;

[0044] Is the car in cooling mode?

[0045] The in-car temperature sensor detects the in-car temperature in real time and sends the temperature information to the ECU. The ECU determines whether the in-car temperature has reached the high temperature threshold T2 based on the real-time in-car temperature.

[0046] If the temperature inside the vehicle does not reach the high temperature threshold T2:

[0047] Blades C and D remain in their initial positions, the outer opening of the C-pillar and the inner opening of the C-pillar are closed, and air continues to flow backward;

[0048] If the temperature inside the vehicle reaches the high temperature threshold T2:

[0049] a: The ECU controls the movement of motor C in real time. Motor C rotates blade C, causing blade C to rotate around the central axis of the C-pillar's external opening, thereby connecting the C-pillar with the outside of the vehicle.

[0050] b: The ECU controls the movement of motor D in real time. Motor D rotates blade D, causing blade D to rotate around the central axis of the opening inside the C-pillar, thereby connecting the C-pillar with the interior of the vehicle.

[0051] c: Due to the negative pressure, the hot air inside the car flows out of the car through the inner opening of the C-pillar and the outer opening of the C-pillar in turn, thereby reducing the temperature inside the car;

[0052] d: The remaining air continues to flow backward;

[0053] e: If the ECU determines that the temperature inside the vehicle is lower than the high temperature threshold T2, the ECU controls motors C and D in real time. Motor C rotates blade C to restore it to its initial position, closing the C-pillar's external opening. Motor D rotates blade D to restore it to its initial position, closing the C-pillar's internal opening.

[0054] Is there a dirt pattern in the cracks?

[0055] The dirt detection sensor detects in real time whether there is dirt in the gap between the rear windshield and the trunk, as well as the location of the dirt, and sends the detection information to the ECU. The ECU then determines whether there is dirt in the gap between the rear windshield and the trunk based on the detection information sent by the dirt detection sensor.

[0056] If there is no dirt in the gap:

[0057] a: Blade E remains in its initial position, the C-pillar side opening is closed, and air continues to flow backward.

[0058] b: The ECU controls motor F to rotate blade F in real time based on information from air velocity sensor A and the vehicle speed sensor, thereby changing the direction of air flowing out of the rear opening to generate maximum downforce.

[0059] c: The air flowing out of the rear opening creates additional downforce on the car body, improving the car's driving stability;

[0060] If there is dirt in the gap:

[0061] a: The ECU controls the motor E in real time to rotate the blade E, thereby controlling the direction of air flowing out of the side opening to blow the dirt out of the gap;

[0062] b: The ECU continues to determine whether there is dirt in the gap based on the detection information of the dirt detection sensor. If the ECU determines that the dirt in the gap has been cleared, the ECU controls the motor E in real time to move the blade E. The blade E returns to its initial position and the side opening returns to a closed state.

[0063] c: The remaining air continues to flow backward;

[0064] d: The ECU controls motor F to rotate blade F in real time based on the information detected by air velocity sensor A and the vehicle speed sensor, thereby changing the direction of air flowing out of the rear opening to achieve the purpose of generating maximum downforce;

[0065] e: The air flowing out from the rear end opening creates additional downforce on the car body, improving the car's driving stability.

[0066] Beneficial effects of the present invention:

[0067] The present invention provides an automobile airflow energy recovery device. First, the airflow flowing out of the hollow trapezoidal pipe opening B is used to lift the automobile's oncoming airflow, reducing the contact area between the automobile's oncoming airflow and the front windshield, thereby reducing the automobile's air resistance; secondly, the oncoming airflow of the automobile is used to drive the wind turbine to rotate, thereby driving the generator to generate electricity, and storing the electricity in the battery to achieve energy recovery; thirdly, the oncoming airflow is guided by the roof longitudinal beam to dissipate heat for the electric vehicle battery pack; thirdly, by connecting the hot air inside the automobile with the atmosphere outside the automobile, the purpose of lowering the temperature inside the automobile is achieved; then, the airflow is used to clean the dirt in the gap between the rear windshield and the trunk; finally, by adjusting the angle of the airflow flowing out of the rear end opening of the rear longitudinal beam of the automobile, the purpose of increasing downforce is achieved. BRIEF DESCRIPTION OF THE DRAWINGS

[0068] Figure 1 It is the front and side view of the hollow pipe;

[0069] Figure 2 It is the rear side view of the hollow pipe;

[0070] Figure 3 It is the front and side view of the hollow trapezoidal pipe;

[0071] Figure 4 It is the rear side view of the hollow trapezoidal pipe;

[0072] Figure 5 This is a structural diagram of the automobile airflow energy recovery device.

[0073] The reference numerals are as follows:

[0074] 1-Hollow pipe, 1-1-Roof longitudinal beam, 1-2-B pillar, 1-3-C pillar, 1-4-Cross beam, 1-5-Rear longitudinal beam, 2-Front end opening, 3-Blade A, 4-Motor A, 5-Wind turbine, 6-Generator, 7-B pillar opening, 8-Blade B, 9-Motor B, 10-C pillar external opening, 11-Blade C, 12-Motor C, 13-C pillar internal opening, 14-Blade D, 15-Motor D, 16-Side opening, 17-Blade E, 18-Motor E, 19-Rear end opening, 20-Blade F, 21-Motor F, 22-Hollow trapezoidal pipe, 23-Opening A, 24-Blade G, 25-Motor G, 26-Opening B, 27-Blade H, 28-Motor H, 29-Servo motor, 30-ECU, 31-Air flow sensor A, 32-Air flow sensor B, 33-Vehicle speed sensor, 34-Steering angle sensor, 35-Battery pack temperature sensor, 36-In-vehicle temperature sensor, 37-Dirt detection sensor. DETAILED DESCRIPTION

[0075] The following describes embodiments of the present invention in detail, examples of which are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements or elements having the same or similar functions. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present invention, and are not to be construed as limiting the present invention.

[0076] In the description of the present invention, it should be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "axial", "radial", "vertical", "horizontal", "inside", "outside" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first" and "second" are used for descriptive purposes only, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined as "first" and "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "multiple" means two or more, unless otherwise clearly and specifically defined.

[0077] In the present invention, unless otherwise expressly specified or limited, the terms "mounted," "connected," "connect," "fixed," etc. should be understood broadly. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediary; or internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0078] Combined with attachment Figures 1 to 5 As shown, an automobile airflow energy recovery device and a control method thereof include a hollow pipe 1, a front end opening 2, a blade A3, a motor A4, a wind turbine 5, a generator 6, a B-pillar opening 7, a blade B8, a motor B9, a C-pillar external opening 10, a blade C11, a motor C12, a C-pillar internal opening 13, a blade D14, a motor D15, a side opening 16, a blade E17, a motor E18, a rear end opening 19, a blade F20, a motor F21, a hollow trapezoidal pipe 22, an opening A23, a blade G24, a motor G25, an opening B26, a blade H27, a motor H28, a servo motor 29, an ECU 30, an air flow sensor A31, an air flow sensor B32, a vehicle speed sensor 33, a steering angle sensor 34, a battery pack temperature sensor 35, an in-vehicle temperature sensor 36, and a dirt detection sensor 37.

[0079] A hollow automobile tube 1 comprises a roof rail 1-1, B-pillars 1-2, C-pillars 1-3, a cross member 1-4, and a rear rail 1-5. The tube is hollow and circular in cross section. The roof rail 1-1, C-pillars 1-3, and rear rail form a Z-shaped tube, with the B-pillar 1-2 perpendicular to the roof rail 1-1 and the cross member 1-4 perpendicular to the rear rail 1-5.

[0080] Front opening 2 is located at the front end of roof rail 1-1, with the cross-section of the opening perpendicular to the direction of travel of the vehicle. Blades A3 are located within front opening 2 and are capable of rotating about a radial vertical axis of front opening 2. Motor A4 is used to rotate blades A3. Wind turbine 5 is mounted at the front of roof rail 1-1 and is connected to generator 6. Generator 6 is connected to the vehicle's battery via a wiring harness, and the electricity generated by generator 6 is stored in the battery. B-pillar opening 7 is located at the junction of roof rail 1-1 and B-pillar 1-2. Blades B8 are located within B-pillar opening 7 and are capable of rotating about a radial horizontal axis of B-pillar opening 7, which is perpendicular to the direction of travel of the vehicle. Motor B9 is used to rotate blades B8.

[0081] C-pillar external opening 10, located outside C-pillars 1-3, connects the C-pillar to the vehicle exterior. Blade C11 is mounted on C-pillar external opening 10 and can rotate about its central axis. Motor C12 is used to rotate blade C11. C-pillar internal opening 13, located inside the C-pillar, connects the C-pillar to the vehicle interior. Blade D14 is mounted on C-pillar internal opening 13 and can rotate about its central axis. Motor D15 is used to rotate blade D14.

[0082] Side opening 16 is located at the end of crossbeam 1-4, with the cross-sectional normal of side opening 16 parallel to the length of the gap between the rear windshield and the trunk. Blade E17 is mounted on side opening 16 and can rotate about a radially perpendicular axis of side opening 16. Motor E18 is used to rotate blade E17.

[0083] The rear opening 19 is located at the rear end of the rear longitudinal beam 1-5, and the opening cross section is perpendicular to the direction of travel of the vehicle. The blade F20 is located in the rear opening 19 and can rotate around the radial horizontal axis of the rear opening 19. The motor F21 is used to rotate the blade F20.

[0084] The hollow trapezoidal duct 22 is installed within the engine hood. When in its initial position, its upper edge is flush with the upper surface of the hood. The front opening of the hollow trapezoidal duct 22 is smaller, while the rear opening is larger. These are openings A23 and B26, respectively. Opening A23 is rectangular and located at the very front end of the hollow trapezoidal duct 22. Opening B26 is rectangular and located at the very rear end of the hollow trapezoidal duct 22. Blade G24 is located within opening A23, and blade H27 is located within opening B26. Motors G25 and H28 are used to rotate blades G24 and H27, respectively. Blades G24 and H27 are capable of rotating about the horizontal center axes of openings A23 and B26, respectively.

[0085] Air velocity sensor A31 is located within the rear longitudinal beam 1-5, in front of blade F20. It detects the air velocity flowing through blade F20 in real time and transmits this information to ECU 30. Air velocity sensor B32 is installed within the hollow trapezoidal duct 22, in front of blade H27. It detects the air velocity flowing through blade H27 in real time and transmits this information to ECU 30. Servo motor 29 raises and lowers hollow trapezoidal duct 22.

[0086] The vehicle speed sensor 33 is installed on the vehicle body and is used to detect the vehicle's driving speed in real time and send the detection information to ECU30. The steering angle sensor 34 is located in the vehicle's steering mechanism and is used to detect the vehicle's steering angle information in real time and send the detection information to ECU30. The battery pack temperature sensor 35 is installed in the battery pack and is used to detect the battery pack's temperature information in real time and send the detection information to ECU30. The interior temperature sensor 36 is installed in the vehicle and is used to detect the temperature inside the vehicle in real time and send the detection information to ECU30. The dirt detection sensor 37 is installed on the upper edge of the rear windshield and is used to detect whether there is dirt in the gap between the rear windshield and the trunk and the location of the dirt, and send the detection information to ECU30.

[0087] ECU30 is integrated into the central controller of the car and is used to receive and process detection information from the air flow sensor A31, air flow sensor B32, vehicle speed sensor 33, steering angle sensor 34, battery pack temperature sensor 35, and dirt detection sensor 37, and is used to control motor A4, motor B9, motor C12, motor D15, motor E18, motor F21, motor G25, motor H28, and servo motor 29.

[0088] Specifically, the type and gyration radius of the wind turbine 5 are selected according to the vehicle type.

[0089] Specifically, the blades of the wind turbine 5 are made of lightweight composite materials and have high strength and light weight.

[0090] Specifically, driven by the motor A4, the blade A3 can close the front opening 2. When closing the front opening 2, the outer surface of the blade A3 is tightly closed with the outer surface of the roof longitudinal beam 1-1, avoiding air resistance caused by protrusions or depressions on the vehicle body surface.

[0091] Specifically, driven by the motor C12, the blade C11 can close the external opening 10 of the C-pillar. When closing the external opening 10 of the C-pillar, the outer surface of the blade C11 is located on the same surface as the surface of the car body and is tightly combined, avoiding air resistance caused by protrusions or depressions on the surface of the car body.

[0092] Specifically, driven by the motor F21, the blade F20 can close the rear end opening 19. When closing the rear end opening 19, the outer surface of the blade F20 is tightly closed with the outer surface of the rear longitudinal beam 1-5, avoiding air resistance caused by protrusions or depressions on the vehicle body surface.

[0093] Specifically, when blades A3, B8, C11, D14, E17, and F20 are in their initial positions, blade A3 closes front opening 2, blade B8 closes B-pillar opening 7, blade C11 closes C-pillar outer opening 10, blade D14 closes C-pillar inner opening 13, blade E17 closes side opening 16, and blade F20 closes rear opening 19. The size of B-pillar opening 7 is determined by the specific vehicle model and the battery pack's installation location and size.

[0094] Specifically, when the blade G24 and the blade H27 are located at the initial positions, the blade G24 closes the opening A23 and the blade H27 closes the opening B26.

[0095] In order to utilize airflow to reduce the vehicle's oncoming airflow resistance, generate electricity, dissipate heat from the battery pack, increase downforce, reduce the temperature inside the vehicle, and clean dirt in the gap between the rear windshield and the trunk while the vehicle is driving, the control method of the present invention is as follows:

[0096] 1. While the car is driving, the driver turns on the car's airflow energy recovery device.

[0097] 2. The vehicle speed sensor 33 detects the vehicle's speed in real time and sends the detected information to the ECU 30.

[0098] 3. ECU 30 determines whether the current vehicle speed V reaches the resistance reduction threshold V0 based on the real-time vehicle speed. If it does not reach the resistance reduction threshold V0, blades H27 and G24 are both in the initial position. At this time, openings A23 and B26 of the hollow trapezoidal pipe 22 are both closed.

[0099] 4. ECU 30, based on the vehicle's real-time speed, determines that current speed V has reached resistance reduction threshold V0. It then activates servo motor 29, which raises hollow trapezoidal conduit 22 above the engine hood. In the event of a collision between a vehicle and a pedestrian, the raised conduit effectively prevents the pedestrian's head from striking the wipers, minimizing injury.

[0100] 5. The ECU 30 controls the motor G25 to operate. The motor G25 rotates the blade G24 so that the blade G24 rotates 180 degrees around the horizontal center axis of the opening A23. Air enters the hollow trapezoidal duct 22 through the opening A23.

[0101] 6. Air velocity sensor B32 detects the air velocity flowing through blade H27 in real time. ECU30 controls the operation of motor H28 in real time based on the air velocity. Motor H28 rotates blade H27, and blade H27 rotates around the horizontal center axis of opening B26, so that the air velocity out of opening B26 is the highest and flows upward out of the hollow trapezoidal duct 22, thereby lifting the oncoming airflow, reducing the contact area between the oncoming airflow and the front windshield, and ultimately reducing the air resistance generated by the oncoming airflow.

[0102] 7. ECU 30 determines, based on the real-time vehicle speed, whether the air flow velocity V1 entering the roof rail 1-1 generated by the current vehicle speed reaches the minimum starting flow velocity threshold V2 of the wind turbine 5. If the minimum starting flow velocity threshold V2 is not reached, blades A3, B8, C11, D14, E17, and F20 are all in their initial positions. At this time, the front opening 2, B-pillar opening 7, C-pillar outer opening 10, C-pillar inner opening 13, side opening 16, and rear opening 19 are all closed.

[0103] 8. If ECU 30 determines, based on the real-time vehicle speed, that the air flow velocity V1 entering the roof rail 1 - 1 generated by the current vehicle speed reaches the minimum starting flow velocity threshold V2 of the wind turbine 5 , ECU 30 controls motor A4 to operate. Motor A4 rotates blades A3 so that they rotate around the radial vertical axis of the front opening 2 , thereby allowing air to enter the roof rail 1 - 1 through the front opening 2 .

[0104] 9. The steering angle sensor 34 detects the steering angle of the vehicle in real time and sends the detection information to the ECU 30. The ECU 30 determines the current motion state of the vehicle based on the real-time steering angle of the vehicle. If the vehicle is currently traveling in a straight line, the process proceeds to step 10-1; if the vehicle is currently turning, the process proceeds to step 10-2.

[0105] 10-1: When the car is moving in a straight line

[0106] a: ECU 30 controls motor A4 to operate, and motor A4 rotates blade A3 so that blade A3 is parallel to the longitudinal symmetry plane of the vehicle, ultimately achieving the goal of maximizing the air flow entering the front opening 2;

[0107] b: Driven by air force, the wind turbine 5 rotates, driving the generator 6 to rotate, and the generator 6 generates electricity. The electricity generated by the generator 6 is transmitted to the battery through the wiring harness;

[0108] c: The air flowing through the wind turbine 5 continues to flow backward.

[0109] 10-2: When the car is turning

[0110] a: ECU 30 controls the operation of motor A4 in real time. Motor A4 rotates blade A3 so that the normal direction of blade A3 is perpendicular to the direction of the air flow into the front opening 2, thereby maximizing the air flow into the front opening 2.

[0111] b: Driven by air force, the wind turbine 5 rotates, driving the generator 6 to rotate, and the generator 6 generates electricity. The electricity generated by the generator 6 is transmitted to the battery through the wiring harness;

[0112] c: The air flowing through the wind turbine 5 continues to flow backward.

[0113] 11. The battery pack temperature sensor 35 detects the battery pack temperature in real time. ECU 30 determines whether the battery pack temperature has reached the battery high temperature threshold T1 based on the real-time battery pack temperature. If the battery pack temperature has not reached the battery high temperature threshold T1, the process proceeds to 12-1. If the battery pack temperature has reached the battery high temperature threshold T1, the process proceeds to 12-2.

[0114] 12-1: When the battery high temperature threshold T1 is not reached

[0115] The blade B8 continues to remain in the initial position, the B-pillar opening 7 is closed, and the air continues to flow backward.

[0116] 12-2: When the battery high temperature threshold T1 is reached

[0117] a: ECU 30 controls motor B9 to operate, and motor B9 rotates blade B8 so that the normal direction of blade B8 is parallel to B-pillar opening 7, thereby maximizing the air flow entering B-pillar opening 7;

[0118] b: The air entering the B-pillar opening 7 flows downward along the B-pillars 1-2 into the battery pack, achieving heat dissipation of the battery pack;

[0119] c: The remaining air continues to flow backward;

[0120] d: If the ECU 30 determines that the battery pack temperature is lower than the battery high temperature threshold T1, the ECU 30 controls the motor B9 to operate, and the motor B9 rotates the blade B8 to restore the blade B8 to its initial position, and the B-pillar opening 7 returns to the closed state.

[0121] 13. The interior temperature sensor 36 detects the interior temperature of the vehicle in real time and sends the detection information to the ECU 30. The ECU 30 determines whether the interior temperature has reached the high temperature threshold T2 based on the real-time interior temperature of the vehicle. If the interior temperature has not reached the high temperature threshold T2, the process proceeds to 14-1. If the interior temperature has reached the high temperature threshold T2, the process proceeds to 14-2.

[0122] 14-1: When the high temperature threshold T2 is not reached

[0123] The blade C11 and the blade D14 maintain their initial positions, the C-pillar outer opening 10 and the C-pillar inner opening 13 are closed, and the air continues to flow backward.

[0124] 14-2: When the high temperature threshold T2 is reached

[0125] a: The ECU 30 controls the motor C12 to operate, and the motor C12 rotates the blade C11 so that the blade C11 rotates around the central axis of the C-pillar external opening 10, thereby connecting the C-pillar with the outside of the vehicle;

[0126] b: The ECU 30 controls the motor D15 to operate, and the motor D15 rotates the blade D14 so that the blade D14 rotates around the central axis of the opening 13 inside the C-pillar, thereby connecting the C-pillar with the interior of the vehicle;

[0127] c: Due to the negative pressure, the hot air inside the car flows out of the car through the C-pillar internal opening 13 and the C-pillar external opening 10 in sequence, thereby reducing the temperature inside the car;

[0128] d: The remaining air continues to flow backward;

[0129] e: If ECU30 determines that the temperature inside the vehicle is lower than the high temperature threshold T2, ECU30 controls motor C12 and motor D15 to operate. Motor C12 rotates blade C11 to restore blade C11 to its initial position, and the C-pillar external opening 10 is restored to a closed state. Motor D15 rotates blade D14 to restore blade D14 to its initial position, and the C-pillar internal opening 13 is restored to a closed state.

[0130] 15. The dirt detection sensor 37 detects in real time whether there is dirt in the gap between the rear windshield and the trunk and the location of the dirt, and sends the detection information to the ECU 30.

[0131] 16. The ECU 30 determines whether there is dirt in the gap based on the detection information of the dirt detection sensor 37. If there is no dirt in the gap, the process proceeds to 17-1; if there is dirt in the gap, the process proceeds to 17-2.

[0132] 17-1: ECU30 determines the working condition of no dirt in the gap

[0133] a: The blade E17 remains in the initial position, the side opening 16 is closed, and the air continues to flow backward.

[0134] b: ECU 30 controls motor F21 to rotate blades F20 in real time based on information from air velocity sensor A31 and vehicle speed sensor 33, thereby changing the direction of air flowing out of rear opening 19 to generate maximum downforce.

[0135] c: The air flowing out of the rear end opening 19 generates additional downforce on the vehicle body, thereby improving the driving stability of the vehicle.

[0136] 17-2: ECU30 determines the condition where there is dirt in the gap

[0137] a: Based on the detection information of the dirt detection sensor 37, the ECU 30 controls the motor E18 to rotate the blade E17 in real time, thereby controlling the direction of air flowing out of the side opening 16 to blow the dirt out of the gap;

[0138] b: The ECU 30 continues to determine whether there is dirt in the gap based on the detection information of the dirt detection sensor 37. If the ECU 30 determines that the dirt in the gap has been removed, the ECU 30 controls the motor E18 to operate, and the motor E18 rotates the blade E17. The blade E17 returns to its initial position, and the side opening 16 returns to the closed state.

[0139] c: The remaining air continues to flow backward;

[0140] d: Based on the information detected by the air velocity sensor A31 and the vehicle speed sensor 33, the ECU 30 controls the motor F21 in real time to rotate the blades F20, thereby changing the direction of the air flowing out of the rear opening 19 to achieve the purpose of generating maximum downforce;

[0141] e: The air flowing out of the rear end opening 19 generates additional downforce on the vehicle body, thereby improving the driving stability of the vehicle.

[0142] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "examples", "specific examples", or "some examples" etc. means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present invention. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in a suitable manner in any one or more embodiments or examples. Although the embodiments of the present invention have been shown and described above, it will be understood that the above embodiments are exemplary and are not to be construed as limitations on the present invention, and a person of ordinary skill in the art may make changes, modifications, substitutions and modifications to the above embodiments within the scope of the present invention without departing from the principles and purpose of the present invention.

Claims

1. An automobile airflow energy recovery device, characterized in that: The invention comprises a roof longitudinal beam (1-1), a B-pillar (1-2), a C-pillar (1-3), a cross beam (1-4) and a rear longitudinal beam (1-5); the roof longitudinal beam (1-1), the B-pillar (1-2), the C-pillar (1-3), the cross beam (1-4) and the rear longitudinal beam (1-5) are all hollow structures and have circular cross sections; wherein the roof longitudinal beam (1-1), the C-pillar (1-3) and the rear longitudinal beam (1-5) form a Z-shaped pipe, and the B-pillar (1-2) and the roof longitudinal beam ( 1-1) is vertical, and the crossbeam (1-4) is vertical to the rear longitudinal beam (1-5); the inlet end of the roof longitudinal beam (1-1) is a front opening (2), and the outlet end of the rear longitudinal beam (1-5) is a rear opening (19); the inlet end of the B-pillar (1-2) is a B-pillar opening (7); the inlet end and outlet end of the C-pillar (1-3) are respectively a C-pillar inner opening (13) and a C-pillar outer opening (10); the outlet end of the crossbeam (1-4) is a side opening (16); A blade A (3), a blade F (20), a blade B (8), a blade C (11), a blade D (14), and a blade E (17) are respectively provided at the front opening (2), the rear opening (19), the B-pillar opening (7), the C-pillar outer opening (10), the C-pillar inner opening (13), and the side opening (16); the rotation of the blade A (3), the blade F (20), the blade B (8), the blade C (11), the blade D (14), and the blade E (17) can be controlled by a power source; The roof longitudinal beam (1-1) and the rear longitudinal beam (1-5) are respectively placed on the roof and the rear of the automobile, wherein the air flow entering the front opening (2) and the air flow flowing out of the rear opening (19) can be adjusted by rotating the blades A (3) and F (20); the B-pillar opening (7) is placed above the battery pack; the C-pillar external opening (10) is communicated with the outside of the automobile, and the C-pillar internal opening (13) is communicated with the inside of the automobile, and the temperature inside the automobile can be adjusted by rotating the blades C (11) and D (14); the dirt in the gap between the rear windshield and the trunk can be cleaned by rotating the blades E (17); and the hollow trapezoidal pipe (22) is also included, wherein the hollow trapezoidal pipe (22) is installed in the engine hood. In the initial position, the upper surface of the hollow trapezoidal pipe (22) is in the same position as the engine hood. The hollow trapezoidal pipe (22) is used to lift the air flow and protect pedestrians; the lifting and lowering of the hollow trapezoidal pipe (22) is adjusted by the servo motor (29).

2. The automobile airflow energy recovery device according to claim 1, characterized in that: The battery pack has a built-in battery pack temperature sensor (35), which is used to monitor the battery pack temperature and transmit the temperature signal to a controller, referred to as "ECU (30)". The ECU (30) controls whether the blade B (8) in the B-pillar opening (7) rotates according to the received signal; the rear longitudinal beam (1-5) has an built-in air flow sensor A (31); the vehicle has a built-in temperature sensor (36); and a dirt detection sensor (37) is arranged at the rear windshield.

3. The automobile airflow energy recovery device according to claim 1, characterized in that: A wind turbine (5) is built into the inlet section of the rear longitudinal beam (1-5), and the wind turbine (5) drives the generator (6) to rotate, thereby converting wind energy into electrical energy.

4. The automobile airflow energy recovery device according to claim 1, characterized in that: The hollow trapezoidal duct (22) includes an opening A (23) and an opening B (26); the opening A (23) and the opening B (26) face the front driving direction of the vehicle; the openings of the openings A (23) and the opening B (26) are adjusted by rotating the blades G (24) and the blades H (27); the hollow trapezoidal duct (22) has an internal air flow sensor B (32), and the air flow sensor B (32) transmits flow information to the ECU (30).

5. The automobile airflow energy recovery device according to claim 1, characterized in that: The vehicle speed sensor (33) and the steering angle sensor (34) are further included; the vehicle speed sensor (33) and the steering angle sensor (34) transmit a vehicle speed signal and a steering angle signal to the ECU (30) respectively, and the ECU (30) controls the angle of the blade A (3) relative to the front opening (2) according to the received signals.

6. The automobile airflow energy recovery device according to claim 1, characterized in that: In the initial state, the outer surface of the blade A (3) is tightly closed to the outer surface of the roof longitudinal beam, the outer surface of the blade C (11) is located on the same surface as the surface of the automobile body and is tightly combined, and the outer surface of the blade F (20) is tightly closed to the outer surface of the rear longitudinal beam.

7. The control method of the automobile airflow energy recovery device according to any one of claims 1 and 4, characterized in that: Including resistance reduction mode, The resistance reduction mode specifically includes: When the car is driving, the driver turns on the car's airflow energy recovery device; The vehicle speed sensor (33) detects the vehicle's speed in real time and sends the detected information to the ECU (30); The ECU (30) determines whether the current vehicle speed V reaches the resistance reduction threshold value V0 based on the real-time vehicle speed. If the resistance reduction threshold value V0 is not reached, the blade H (27) and the blade G (24) are both in the initial position, and the opening A (23) and the opening B (26) of the hollow trapezoidal pipe (22) are both closed. After the ECU (30) determines that the current vehicle speed V has reached the resistance reduction threshold value V0 based on the real-time vehicle speed of the vehicle, the ECU (30) controls the servo motor (29) to operate, and the servo motor (29) lifts the hollow trapezoidal pipe (22) so that the hollow trapezoidal pipe (22) is located above the engine hood; when the vehicle collides with a pedestrian, the lifted hollow trapezoidal pipe (22) can effectively prevent the pedestrian's head from hitting the wiper, thereby minimizing the pedestrian's head injury; The ECU (30) controls the motor G (25) to operate, and the motor G (25) rotates the blade G (24), causing the blade G (24) to rotate around the horizontal center axis of the opening A (23), so that air enters the hollow trapezoidal duct (22) through the opening A (23); The air flow rate sensor B (32) detects the air flow rate flowing through the blade H (27). The ECU (30) controls the motor H (28) in real time according to the air flow rate. The motor H (28) rotates the blade H (27). The blade H (27) rotates around the horizontal central axis of the opening B (26), so that the air flow rate out of the opening B (26) is the highest and flows upward out of the hollow trapezoidal duct (22), thereby lifting the oncoming airflow, reducing the contact area between the oncoming airflow and the front windshield, and ultimately reducing the air resistance generated by the oncoming airflow.

8. The control method of the automobile airflow energy recovery device according to any one of claims 1-3, 5-6, characterized in that: Includes the following modes: straight driving and turning mode, battery pack cooling mode, vehicle interior cooling mode, and dirt in the gap mode; The straight driving and turning modes specifically include: The ECU (30) determines whether the air flow velocity V1 entering the roof longitudinal beam (1-1) generated by the current vehicle speed reaches the minimum starting flow velocity threshold V2 of the wind turbine (5) based on the real-time vehicle speed. If the minimum starting flow velocity threshold V2 is not reached, the blade A (3), the blade B (8), the blade C (11), the blade D (14), the blade E (17), and the blade F (20) are all located at the initial position. At this time, the front opening (2), the B-pillar opening (7), the C-pillar external opening (10), the C-pillar internal opening (13), the side opening (16), and the rear opening (19) are all closed. If the ECU (30) determines, based on the real-time vehicle speed, that the air flow velocity V1 entering the roof longitudinal beam (1-1) generated by the current vehicle speed has reached the minimum starting flow velocity threshold value V2 of the wind turbine (5), the ECU (30) controls the motor A (4) to operate, and the motor A (4) rotates the blade A (3) so that the blade A (3) rotates around the radial vertical axis of the front opening (2), so that air enters the roof longitudinal beam (1-1) from the front opening (2); The steering angle sensor (34) detects the steering angle of the vehicle in real time and sends the detection information to the ECU (30). The ECU (30) determines the current motion state of the vehicle: a straight-line driving state or a turning state based on the real-time steering angle of the vehicle. When driving in a straight line: a: The ECU (30) controls the motor A (4) to operate, and the motor A (4) rotates the blade A (3) so that the blade A (3) is parallel to the longitudinal symmetry plane of the vehicle, thereby ultimately achieving the goal of maximizing the air flow into the front opening (2); b: Under the push of air force, the wind turbine (5) operates, driving the generator (6) to rotate, and the generator (6) generates electrical energy. The electrical energy generated by the generator (6) is transmitted to the battery through the wiring harness; c: The air flowing through the wind turbine (5) continues to flow backward; In the steering state: a: The ECU (30) controls the motor A (4) to operate, and the motor A (4) rotates the blade A (3) so that the normal direction of the blade A (3) is perpendicular to the direction of the air flow line flowing into the front opening (2), thereby ultimately achieving the purpose of maximizing the air flow into the front opening (2); b: Under the push of air force, the wind turbine (5) operates, driving the generator (6) to rotate, and the generator (6) generates electrical energy. The electrical energy generated by the generator (6) is transmitted to the battery through the wiring harness; c: The air flowing through the wind turbine (5) continues to flow backward; Is the battery pack in cooling mode? The battery pack temperature sensor (35) detects the temperature of the battery pack in real time and sends the temperature information to the ECU (30). The ECU (30) determines whether the battery pack temperature reaches the battery high temperature threshold value T1 based on the real-time temperature of the battery pack; When the battery high temperature threshold T1 is not reached: The blade B (8) continues to remain in the initial position, the B-pillar opening (7) is closed, and the air continues to flow backward; When the battery high temperature threshold T1 is reached: a: The ECU controls the motor B (9) to operate, and the motor B (9) rotates the blade B (8) so that the normal direction of the blade B (8) is parallel to the B-pillar opening (7), thereby achieving the purpose of maximizing the air flow entering the B-pillar opening (7); b: The air entering the B-pillar opening (7) flows downward along the B-pillar (1-2) into the interior of the battery pack, thereby achieving heat dissipation of the battery pack; c: The remaining air continues to flow backward; d: If the ECU (30) determines that the battery pack temperature is lower than the battery high temperature threshold value T1, the ECU (30) controls the motor B (9) to operate, and the motor B (9) rotates the blade B (8) so that the blade B (8) returns to the initial position, and the B-pillar opening (7) returns to the closed state; Is the car in cooling mode? The vehicle interior temperature sensor (36) detects the vehicle interior temperature in real time and sends the temperature information to the ECU (30). The ECU (30) determines whether the vehicle interior temperature reaches a high temperature threshold value T2 based on the real-time vehicle interior temperature. If the temperature inside the vehicle does not reach the high temperature threshold T2: Blade C (11) and blade D (14) maintain their initial positions, the C-pillar external opening (10) and the C-pillar internal opening (13) are closed, and the air continues to flow backward; If the temperature inside the vehicle reaches the high temperature threshold T2: a: The ECU (30) controls the motor C (12) in real time, and the motor C (12) rotates the blade C (11), so that the blade C (11) rotates around the central axis of the C-pillar external opening (10), thereby connecting the C-pillar (1-3) with the outside of the vehicle; b: The ECU (30) controls the motor D (15) in real time to operate, and the motor D (15) rotates the blade D (14), so that the blade D (14) rotates around the central axis of the opening (13) inside the C-pillar, thereby connecting the C-pillar (1-3) with the interior of the vehicle; c: Due to the negative pressure, the hot air inside the vehicle flows out of the vehicle through the C-pillar internal opening (13) and the C-pillar external opening (10) in sequence, thereby reducing the temperature inside the vehicle; d: The remaining air continues to flow backward; e: If the ECU (30) determines that the temperature inside the vehicle is lower than the high temperature threshold value T2, the ECU (30) controls the motor C (12) and the motor D (15) to operate in real time. The motor C (12) rotates the blade C (11) so that the blade C (11) returns to the initial position and the C-pillar external opening (10) returns to the closed state. The motor D (15) rotates the blade D (14) so ​​that the blade D (14) returns to the initial position and the C-pillar internal opening (13) returns to the closed state. Is there a dirt pattern in the cracks? The dirt detection sensor (37) detects in real time whether there is dirt in the gap between the rear windshield and the trunk and the location of the dirt, and sends the detection information to the ECU. The ECU (30) determines whether there is dirt in the gap between the rear windshield and the trunk of the vehicle based on the detection information sent by the dirt detection sensor (37); If there is no dirt in the gap: a: Blade E (17) maintains its initial position, the side opening (16) is closed, and the air continues to flow backward; b: The ECU (30) controls the motor F (21) to rotate the blade F (20) in real time based on the detection information of the air flow sensor A (31) and the vehicle speed sensor (33), thereby changing the flow direction of the air flowing out of the rear end opening (19) to achieve the purpose of generating maximum downforce; c: The air flowing out of the rear end opening (19) generates additional downforce on the vehicle body, thereby improving the vehicle's driving stability; If there is dirt in the gap: a: The ECU (30) controls the motor E (18) to rotate the blade E (17) in real time, thereby controlling the direction of air flowing out of the side opening (16) to blow the dirt out of the gap; b: The ECU (30) continues to determine whether there is dirt in the gap based on the detection information of the dirt detection sensor (37): if the ECU (30) determines that the dirt in the gap has been cleared, the ECU (30) controls the motor E (18) to operate in real time, and the motor E (18) rotates the blade E (17), and the blade E (17) returns to its initial position, and the side opening (16) returns to a closed state; c: The remaining air continues to flow backward; d: The ECU (30) controls the motor F (21) to rotate the blade F (20) in real time based on the detection information of the air flow sensor A (31) and the vehicle speed sensor (33), thereby changing the flow direction of the air flowing out of the rear end opening (19) to achieve the purpose of generating maximum downforce; e: The air flowing out of the rear end opening (19) generates additional downforce on the vehicle body, thereby improving the vehicle's driving stability.

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