Electric vehicle energy recovery shock absorber

Abstract

The application discloses an energy recovery damping device for an electric vehicle, which comprises an outer cylinder shell and a piston rod, an upper cylinder cavity and a lower cylinder cavity are arranged in the outer cylinder shell, an outer flow channel is arranged in a cylinder cavity wall of the lower cylinder cavity, the upper and lower ends of the outer flow channel are communicated with the upper and lower ends of the lower cylinder cavity respectively, a piston disc is installed in the cylinder cavity of the lower cylinder cavity, and the lower end of the piston rod extends into the lower cylinder cavity and is fixedly connected with the piston disc; a first rotating cylinder is installed on the outer side of the piston rod through a first one-way bearing, a second rotating cylinder is installed on the outer side of the first rotating cylinder through a second one-way bearing, the upper and lower ends of the first rotating cylinder and the second rotating cylinder are located in the upper cylinder cavity and the lower cylinder cavity respectively, and the one-way rotation direction of the first one-way bearing is opposite to that of the second one-way bearing; a first permanent magnet and a first vortex fan are installed on the upper and lower ends of the first rotating cylinder respectively, and a second permanent magnet and a second vortex fan are installed on the upper and lower ends of the second rotating cylinder respectively; and a winding coil located on the outer side of the first permanent magnet and the second permanent magnet is installed on the cylinder cavity wall of the upper cylinder cavity.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle technology, specifically to an energy recovery and shock absorption device for electric vehicles. Background Technology

[0002] With increasing global focus on environmental protection and sustainable development, electric vehicles (EVs), as a zero-emission, low-noise, and highly efficient mode of transportation, are gradually gaining popularity among consumers. However, during operation, factors such as road conditions and driver operation can cause vibrations and impacts to the vehicle body, affecting its comfort and stability.

[0003] To address this issue, electric vehicles are typically equipped with shock absorbers. Traditional shock absorbers primarily use springs and dampers to absorb and cushion vibrations and shocks. However, while absorbing vibrations and shocks, these traditional shock absorbers also consume a significant amount of energy, leading to a reduction in the vehicle's driving range.

[0004] Therefore, it is necessary to provide an energy recovery shock absorption device for electric vehicles to solve the problems mentioned in the background art. Summary of the Invention

[0005] To achieve the above objectives, the present invention provides the following technical solution: an energy recovery and shock absorption device for electric vehicles, comprising an outer cylinder shell and a piston rod, wherein the outer cylinder shell is provided with an upper cylinder cavity and a lower cylinder cavity, the lower cylinder cavity has an external flow channel in its cavity wall, the upper and lower ends of the external flow channel are respectively connected to the upper and lower ends of the lower cylinder cavity, a piston disc is installed in the lower cylinder cavity, and the lower end of the piston rod passes through the upper cylinder cavity and extends into the lower cylinder cavity to be connected and fixed to the piston disc;

[0006] A first rotating cylinder is mounted on the outside of the piston rod via a first one-way bearing, and a second rotating cylinder is mounted on the outside of the first rotating cylinder via a second one-way bearing. The upper and lower ends of the first and second rotating cylinders are located in the upper and lower cylinder cavities, respectively. The one-way rotation direction of the first one-way bearing is opposite to that of the second one-way bearing.

[0007] The first rotating drum is equipped with a first permanent magnet and a first turbine fan at its upper and lower ends, respectively. The second rotating drum is equipped with a second permanent magnet and a second turbine fan at its upper and lower ends, respectively. The passive rotation direction of the first turbine fan and the second turbine fan is the same as the unidirectional rotation direction of the first one-way bearing.

[0008] The upper cylinder wall is equipped with a winding coil located outside the first permanent magnet and the second permanent magnet.

[0009] As a preferred technical solution of the present invention, the upper cylinder cavity wall is fitted with a ring cylinder through a bearing ring, the winding coil is fixed on the inner wall of the ring cylinder, and the upper and lower ends of the ring cylinder are respectively fitted with a third one-way bearing with the same one-way rotation direction as the first one-way bearing and a fourth one-way bearing with the same one-way rotation direction as the second one-way bearing.

[0010] A first transmission mechanism for co-directing the output direction of the first rotating drum is connected between the third one-way bearing and the upper end of the first rotating drum, and a second transmission mechanism for co-directing the output direction of the second rotating drum is connected between the fourth one-way bearing and the upper end of the second rotating drum.

[0011] As a preferred embodiment of the present invention, carbon brush one and carbon brush two for connecting the winding coil are installed on the outer shell wall.

[0012] As a preferred embodiment of the present invention, the first transmission mechanism includes a first external gear ring fixed to the inner side of the third one-way bearing, a first gear rotatably mounted on the outer cylinder shell meshing with the inner side of the first external gear ring, the first gear also meshing with a first internal gear ring rotatably mounted on the outer cylinder shell, a first sleeve fixed to the lower end face of the first internal gear ring, a first column cavity provided at the upper end of the first rotating cylinder, a first column rod fixed in the first column cavity, and the upper end of the first column rod slidably inserted into the first sleeve and slidably connected to the inner wall of the first sleeve.

[0013] As a preferred embodiment of the present invention, the second transmission mechanism includes a second external gear ring fixed to the inner side of the fourth one-way bearing, a second gear rotatably mounted on the outer cylinder shell meshing with the inner side of the second external gear ring, the second gear also meshing with a second internal gear ring rotatably mounted on the outer cylinder shell, a second sleeve fixed to the upper end face of the second internal gear ring, a second column cavity provided at the upper end of the second rotating cylinder, a second column rod fixed in the second column cavity, and the upper end of the second column rod slidingly inserted into the second sleeve and slidably connected to the inner wall of the second sleeve.

[0014] As a preferred embodiment of the present invention, a zigzag tube is fixed to the wall of the lower cylinder cavity above the piston disc. A damping cavity one and a damping cavity two are formed in the zigzag tube. Through holes are opened on the upper, middle and lower disc surfaces of the zigzag tube. The upper through hole communicates with the damping cavity one and the upper end of the outer flow channel. The middle through hole is used for communication between the damping cavity one and the damping cavity two. The lower through hole is used for communication between the damping cavity one and the lower cylinder cavity above the piston disc.

[0015] As a preferred embodiment of the present invention, the lower cylinder cavity is filled with high-pressure gas or liquid.

[0016] As a preferred embodiment of the present invention, a piston sleeve is fixedly fitted onto the outer surface of the second rotating cylinder located at the interface between the upper and lower cylinder cavities.

[0017] As a preferred embodiment of the present invention, an upper lifting ring is installed at the upper end of the piston rod, and a lower lifting ring is installed at the lower end of the outer cylinder shell.

[0018] Compared with the prior art, the present invention provides an energy recovery shock absorption device for electric vehicles, which has the following beneficial effects:

[0019] The energy recovery and shock absorption structure in this invention can recover energy and provide shock absorption during the stretching and compression of the piston rod when the electric vehicle is subjected to bumps and vibrations. Furthermore, through the design of the first turbofan and its transmission structure, the second turbofan and its transmission structure, as well as the winding coil and its structure, the magnetic field line cutting frequency is significantly increased while ensuring good shock absorption, thereby greatly improving the energy recovery and utilization rate. Attached Figure Description

[0020] Figure 1 This is a schematic diagram of the structure of an electric vehicle energy recovery and shock absorption device according to the present invention;

[0021] Figure 2 This is a schematic diagram of a partial internal structure of the upper cylinder cavity of the present invention;

[0022] Figure 3 This is a schematic diagram of a partial internal structure of the lower cylinder cavity of the present invention;

[0023] In the diagram: 1. Outer shell; 2. Piston rod; 3. First rotating cylinder; 4. Second rotating cylinder; 5. Winding coil; 6. H-shaped cylinder; 7. Ring cylinder; 8. First transmission mechanism; 9. Second transmission mechanism; 11. Upper cylinder cavity; 12. Lower cylinder cavity; 13. Outer flow channel; 14. Lower lifting ring; 15. Carbon brush one; 16. Carbon brush two; 21. Piston disc; 22. Upper lifting ring; 31. First one-way bearing; 32. First permanent magnet; 33. First turbofan; 34. First cylindrical cavity; 41. Second one-way bearing ; 42. Second permanent magnet; 43. Second turbofan; 44. Second cylindrical cavity; 45. Piston sleeve; 61. Damping cavity one; 62. Damping cavity two; 63. Through hole; 71. Bearing ring; 72. Third one-way bearing; 73. Fourth one-way bearing; 81. First external gear ring; 82. First gear; 83. First internal gear ring; 84. First sleeve; 85. First rod; 91. Second external gear ring; 92. Second gear; 93. Second internal gear ring; 94. Second sleeve; 95. Second rod. Detailed Implementation

[0024] Reference Figure 1-3The present invention provides a technical solution: an energy recovery and shock absorption device for electric vehicles, comprising an outer cylinder shell 1 and a piston rod 2. The outer cylinder shell 1 is provided with an upper cylinder cavity 11 and a lower cylinder cavity 12. The lower cylinder cavity 12 is provided with an external flow channel 13 in its inner wall. The upper and lower ends of the external flow channel 13 are respectively connected to the upper and lower ends of the lower cylinder cavity 12. A piston disc 21 is installed in the lower cylinder cavity 12. The lower end of the piston rod 2 passes through the upper cylinder cavity 11 and extends into the lower cylinder cavity 12 to be connected and fixed to the piston disc 21.

[0025] The piston rod 2 is mounted on the outside of a first rotating cylinder 3 via a first one-way bearing 31, and the first rotating cylinder 3 is mounted on the outside of a second one-way bearing 41. The upper and lower ends of the first rotating cylinder 3 and the second rotating cylinder 4 are located in the upper cylinder cavity 11 and the lower cylinder cavity 12, respectively. The one-way rotation direction of the first one-way bearing 31 is opposite to the one-way rotation direction of the second one-way bearing 41.

[0026] The first rotating drum 3 is equipped with a first permanent magnet 32 ​​and a first turbine fan 33 at its upper and lower ends, respectively. The second rotating drum 4 is equipped with a second permanent magnet 42 and a second turbine fan 43 at its upper and lower ends, respectively. The passive rotation direction of the first turbine fan 33 and the second turbine fan 443 is the same as the unidirectional rotation direction of the first one-way bearing 31.

[0027] The upper cylinder 11 has a winding coil 5 installed on the cylinder wall outside the first permanent magnet 32 ​​and the second permanent magnet 42;

[0028] In this embodiment, the structural design of the first turbine of the first turbofan 33 and the second turbine of the second turbofan 43 is as follows: Figure 1-3 As shown, and viewed from above (as below), the first one-way bearing 31 is set to rotate clockwise, and the second one-way bearing 41 is set to rotate counterclockwise. When the piston disk 21 moves upward, the first turbine fan 33 and the second turbine fan 43 both have a passive rotational tendency in the clockwise direction. When the piston disk 21 moves downward, the first turbine fan 33 and the second turbine fan 43 both have a passive rotational tendency in the counterclockwise direction.

[0029] Specifically, when the piston disc 21 moves upward, that is, when the piston rod 2 is in a forced extension state, the first turbofan 33 has a passive rotational tendency in the clockwise direction, and the first rotating cylinder 3 also has a passive rotational tendency in the clockwise direction. Since the first one-way bearing 31 rotates clockwise in one direction, the first rotating cylinder 3 and the first one-way bearing 31 are in a slipping state in the clockwise direction. The first turbofan 33 and the first rotating cylinder 3 rotate clockwise synchronously, driving the first permanent magnet 32 ​​to rotate and generate electricity. The second turbofan 43 also has a passive rotational tendency in the clockwise direction. The second rotating cylinder 4 also has a passive rotational tendency in the clockwise direction. However, since the second one-way bearing 41 rotates counterclockwise, the passive rotational tendency of the second rotating cylinder 4 in the clockwise direction is opposite to the direction of the counterclockwise rotation of the second one-way bearing 41. Therefore, the second rotating cylinder 4 and the second one-way bearing 41 are locked in the clockwise direction. Since the gas or liquid will continuously impact the second turbine fan 43, the second turbine fan 43 can play a role in preventing the flow of gas or liquid, thereby damping the car suspension and recovering energy.

[0030] When the piston disc 21 moves downward, meaning the piston rod 2 is in a forced compression state, the second turbofan 43 has a passive rotational tendency in the counterclockwise direction, and the second rotating cylinder 4 also has a passive rotational tendency in the counterclockwise direction. Since the second one-way bearing 41 rotates counterclockwise in one direction, the second rotating cylinder 4 and the second one-way bearing 41 slip in the counterclockwise direction. The second turbofan 43 and the second rotating cylinder 4 rotate counterclockwise synchronously, driving the second permanent magnet 42 to rotate and generate electricity. Meanwhile, the first turbofan 33 also has a passive rotational tendency in the counterclockwise direction. The first rotating cylinder 3 also has a passive rotational tendency in the counterclockwise direction. However, since the first one-way bearing 31 rotates clockwise, the passive rotational tendency of the first rotating cylinder 3 in the counterclockwise direction is opposite to the direction of the first one-way bearing 31's clockwise rotation. Therefore, the first rotating cylinder 3 and the first one-way bearing 31 are locked in a counterclockwise rotational direction. Since the gas or liquid will continuously impact the first turbine fan 33, the first turbine fan 33 can prevent the flow of gas or liquid, thereby damping the car suspension and recovering energy.

[0031] In this embodiment, the upper cylinder 12 is fitted with a ring cylinder 7 via a bearing ring 71. The winding coil 5 is fixed on the inner wall of the ring cylinder 7. The upper and lower ends of the ring cylinder 7 are respectively fitted with a third one-way bearing 72, which rotates in the same direction as the first one-way bearing 31, and a fourth one-way bearing 73, which rotates in the same direction as the second one-way bearing 41. The third one-way bearing 72 is configured to rotate clockwise, and the fourth one-way bearing 73 is configured to rotate counterclockwise.

[0032] A first transmission mechanism 8 for co-directional transmission of the output direction of the first rotating drum 3 is connected between the third one-way bearing 72 and the upper end of the first rotating drum 3; a second transmission mechanism 9 for co-directional transmission of the output direction of the second rotating drum 4 is connected between the fourth one-way bearing 73 and the upper end of the second rotating drum 4; that is to say,

[0033] When the first rotating drum 3 rotates clockwise, that is, when the piston disc 21 moves upward, the first rotating drum 3 and the third one-way bearing 72 are locked in a counterclockwise rotation direction, which can drive the ring drum 7 to rotate counterclockwise, and the winding coil 5 also rotates counterclockwise. Since the fourth one-way bearing 73 rotates counterclockwise in one direction, the winding coil 5 and the fourth one-way bearing 73 are slipped in a counterclockwise rotation direction. At this time, the frequency of magnetic wire cutting can be further increased significantly, thereby further improving the energy recovery conversion rate.

[0034] When the second rotating drum 4 rotates counterclockwise, that is, when the piston disc 21 is moving downward, the second rotating drum 4 and the fourth one-way bearing 73 are locked in a clockwise rotation direction, which can drive the ring drum 7 to rotate clockwise, and the winding coil 5 also rotates clockwise. Since the third one-way bearing 72 rotates clockwise in one direction, the winding coil 5 and the third one-way bearing 72 are slipping in a clockwise rotation direction. At this time, the frequency of magnetic wire cutting can be further increased significantly, thereby further improving the energy recovery conversion rate.

[0035] In this embodiment, carbon brush 15 and carbon brush 16 for connecting the winding coil 5 are installed on the outer shell 1.

[0036] In this embodiment, the first transmission mechanism 8 includes a first external gear ring 81 fixed to the inner side of the third one-way bearing 72. The inner side of the first external gear ring 81 is meshed with a first gear 82 rotatably mounted on the outer cylinder shell 1. The first gear 82 is also meshed with a first internal gear ring 83 rotatably mounted on the outer cylinder shell 1. A first sleeve 84 is fixed to the lower end face of the first internal gear ring 83. The upper end of the first rotating cylinder 3 is provided with a first column cavity 34. A first column rod 85 is fixed in the first column cavity 34. The upper end of the first column rod 85 is slidably inserted into the first sleeve 84 and slidably connected to the inner wall of the first sleeve 84.

[0037] In this embodiment, the second transmission mechanism 9 includes a second external gear ring 91 fixed to the inner side of the fourth one-way bearing 73. The inner side of the second external gear ring 91 is meshed with a second gear 92 rotatably mounted on the outer cylinder shell 1. The second gear 92 is also meshed with a second internal gear ring 93 rotatably mounted on the outer cylinder shell 1. A second sleeve 94 is fixed to the upper end face of the second internal gear ring 93. The upper end of the second rotating cylinder 4 is provided with a second column cavity 44. A second column rod 95 is fixed in the second column cavity 44. The upper end of the second column rod 95 is slidably inserted into the second sleeve 94 and slidably connected to the inner wall of the second sleeve 94.

[0038] In this embodiment, a zigzag cylinder 6 is fixed to the wall of the lower cylinder cavity 12 located above the piston disc 21. A damping cavity 1 61 and a damping cavity 2 62 are formed in the zigzag cylinder 6. Through holes 63 are respectively opened on the upper, middle and lower plate surfaces of the zigzag cylinder 6. The upper through hole and the damping cavity 2 62 are connected to the upper end of the outer flow channel 13. The middle through hole is used for the connection between the damping cavity 1 61 and the damping cavity 2 62. The lower through hole is used for the connection between the damping cavity 1 61 and the lower cylinder cavity 12 above the piston disc 21.

[0039] In this embodiment, the lower cylinder cavity 12 is filled with high-pressure gas or liquid.

[0040] In this embodiment, a piston sleeve 45 is fixedly fitted on the outer surface of the second rotating cylinder 4 located at the interface between the upper cylinder cavity 11 and the lower cylinder cavity 12.

[0041] In this embodiment, an upper lifting ring 22 is installed at the upper end of the piston rod 2, and a lower lifting ring 14 is installed at the lower end of the outer cylinder shell 1.

[0042] The above description is merely a preferred embodiment of the invention, but the scope of protection of the present invention is not limited thereto. Any equivalent substitutions or modifications made by those skilled in the art within the scope of the technology disclosed in the invention, based on the technical solution and inventive concept of the present invention, should be covered within the scope of protection of the present invention.

Claims

1. An energy recovery shock absorber for electric vehicles, comprising an outer shell (1) and a piston rod (2), characterized in that, The outer shell (1) is provided with an upper cylinder cavity (11) and a lower cylinder cavity (12). The lower cylinder cavity (12) is provided with an outer flow channel (13) in its inner wall. The upper and lower ends of the outer flow channel (13) are respectively connected to the upper and lower ends of the lower cylinder cavity (12). A piston disc (21) is installed in the lower cylinder cavity (12). The lower end of the piston rod (2) passes through the upper cylinder cavity (11) and extends into the lower cylinder cavity (12) to be connected and fixed to the piston disc (21). The piston rod (2) is mounted with a first rotating cylinder (3) via a first one-way bearing (31) on its outer side. The first rotating cylinder (3) is mounted with a second rotating cylinder (4) via a second one-way bearing (41) on its outer side. The upper and lower ends of the first rotating cylinder (3) and the second rotating cylinder (4) are located in the upper cylinder cavity (11) and the lower cylinder cavity (12) respectively. The one-way rotation direction of the first one-way bearing (31) is opposite to the one-way rotation direction of the second one-way bearing (41). The first rotating drum (3) is equipped with a first permanent magnet (32) and a first turbo fan (33) at its upper and lower ends respectively. The second rotating drum (4) is equipped with a second permanent magnet (42) and a second turbo fan (43) at its upper and lower ends respectively. The passive rotation direction of the first turbo fan (33) and the second turbo fan (43) is the same as the unidirectional rotation direction of the first one-way bearing (31). The upper cylinder (11) has a winding coil (5) installed on its wall outside the first permanent magnet (32) and the second permanent magnet (42).

2. The electric vehicle energy recovery shock absorption device according to claim 1, characterized in that, The upper cylinder cavity (11) has a ring cylinder (7) installed on its cavity wall via a bearing ring (71). The winding coil (5) is fixed on the inner wall of the ring cylinder (7). The upper and lower ends of the ring cylinder (7) are respectively equipped with a third one-way bearing (72) with the same one-way rotation direction as the first one-way bearing (31) and a fourth one-way bearing (73) with the same one-way rotation direction as the second one-way bearing (41). A first transmission mechanism (8) for co-directing transmission of the output direction of the first rotating drum (3) is connected between the third one-way bearing (72) and the upper end of the first rotating drum (3), and a second transmission mechanism (9) for co-directing transmission of the output direction of the second rotating drum (4) is connected between the fourth one-way bearing (73) and the upper end of the second rotating drum (4).

3. The electric vehicle energy recovery shock absorption device according to claim 2, characterized in that, The outer shell (1) is equipped with carbon brush one (15) and carbon brush two (16) for connecting the winding coil (5).

4. The electric vehicle energy recovery shock absorption device according to claim 2, characterized in that, The first transmission mechanism (8) includes a first external gear ring (81) fixed to the inner side of the third one-way bearing (72). The inner side of the first external gear ring (81) is meshed with a first gear (82) rotatably mounted on the outer cylinder shell (1). The first gear (82) is also meshed with a first internal gear ring (83) rotatably mounted on the outer cylinder shell (1). The lower end face of the first internal gear ring (83) is fixed with a first sleeve (84). The upper end of the first rotating drum (3) is provided with a first column cavity (34). A first column rod (85) is fixed in the first column cavity (34). The upper end of the first column rod (85) is slidably inserted into the first sleeve (84) and slidably connected to the inner wall of the first sleeve (84).

5. The electric vehicle energy recovery shock absorption device according to claim 2, characterized in that, The second transmission mechanism (9) includes a second external gear ring (91) fixed to the inner side of the fourth one-way bearing (73). The inner side of the second external gear ring (91) is meshed with a second gear (92) rotatably mounted on the outer cylinder shell (1). The second gear (92) is also meshed with a second internal gear ring (93) rotatably mounted on the outer cylinder shell (1). A second sleeve (94) is fixed to the upper end face of the second internal gear ring (93). The upper end of the second rotating cylinder (4) is provided with a second column cavity (44). A second column rod (95) is fixed in the second column cavity (44). The upper end of the second column rod (95) is slidably inserted into the second sleeve (94) and slidably connected to the inner wall of the second sleeve (94).

6. The electric vehicle energy recovery shock absorption device according to claim 1, characterized in that, A zigzag tube (6) is fixed to the wall of the lower cylinder cavity (12) located above the piston disc (21). A damping cavity one (61) and a damping cavity two (62) are formed in the zigzag tube (6). Through holes (63) are opened on the upper, middle and lower plate surfaces of the zigzag tube (6). The upper through hole is connected to the damping cavity one (61) and the upper end of the outer flow channel (13). The middle through hole is used for the connection between the damping cavity one (61) and the damping cavity two (62). The lower through hole is used for the connection between the damping cavity one (61) and the lower cylinder cavity (12) above the piston disc (21).

7. The electric vehicle energy recovery shock absorption device according to claim 6, characterized in that, The lower cylinder cavity (12) is filled with high-pressure gas or liquid.

8. The electric vehicle energy recovery shock absorption device according to claim 1, characterized in that, A piston sleeve (45) is fixedly fitted on the outer surface of the second rotating cylinder (4) located at the interface between the upper cylinder cavity (11) and the lower cylinder cavity (12).

9. The electric vehicle energy recovery shock absorption device according to claim 1, characterized in that, The piston rod (2) is equipped with an upper lifting ring (22) at its upper end, and the outer shell (1) is equipped with a lower lifting ring (14) at its lower end.

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