A wide-range power regulation device for a power vehicle and its regulation and control method

Abstract

This invention discloses a wide-range power adjustment device for a power vehicle, comprising a frame, a foot crank, a flywheel shaft, a flywheel, a static friction plate, an annular airbag, an airbag baffle, a return spring, a cantilever beam force sensor, a Hall sensor, and a controller. The flywheel shaft with the foot crank is rotatably connected to the frame, and the flywheel is fixedly connected to the flywheel shaft. The static friction plate, the annular airbag, and the airbag baffle are respectively clearance-fitted to the flywheel shaft. The annular airbag is fixedly connected between the static friction plate and the airbag baffle. Each return spring is connected between the static friction plate and the airbag baffle. The fixed cantilever beam force sensor is connected to the top of the static friction plate via a top steel wire rope. The speed measuring probe of the Hall sensor faces the flywheel. The inflation mechanism, the deflation mechanism, the cantilever beam force sensor, and the Hall sensor are all connected to the controller. This invention adopts a friction-damped power adjustment method, without a transmission structure, achieving zero power output and increasing the maximum power range.

Description

Technical Field

[0001] This invention relates to the field of power vehicle technology, specifically to a power vehicle with a wide range of power adjustment device and its adjustment and control method. Background Technology

[0002] With societal development, people are increasingly valuing health, leading to the growing promotion of scientific fitness concepts. Many institutions utilize stationary bikes to assist in aerobic training, using testing results to assess participants' cardiorespiratory endurance and aerobic fitness. Furthermore, long-term use of stationary bikes can effectively improve cardiorespiratory function and overall physical condition.

[0003] As one of the core components of a power vehicle, the power regulation mechanism generates resistance during movement and adjusts it in real time according to the motion conditions. Electromagnetic power regulation is a common type of power regulation mechanism. It utilizes the eddy current phenomenon caused by the movement of a conductor in the electromagnetic field generated by an energized coil to create electromagnetic damping. This power regulation mechanism is usually paired with a mechanical transmission structure. Even in the power-off state, the frictional resistance in the mechanical transmission structure will prevent the motion power from being zero. Furthermore, the maximum power is limited by the magnetic field strength generated by the coil. Therefore, the electromagnetic power regulation mechanism suffers from a small load range and low energy utilization efficiency. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to provide a power vehicle with a wide range of power adjustment device and adjustment control method, which adopts a friction damping power adjustment method, has no transmission structure, realizes zero power output, and increases the maximum range of power.

[0005] The technical solution of this invention is as follows:

[0006] A power-adjustable device for a power vehicle with a wide power range includes a frame, a foot crank, a flywheel shaft, a flywheel, static friction plates, an annular airbag, an airbag baffle, a return spring, an inflation mechanism, an exhaust mechanism, a cantilever beam force sensor, a Hall sensor, and a controller.

[0007] The flywheel shaft is horizontally positioned and rotatably connected to the frame via bearings. The foot crank is fixedly connected to both ends of the flywheel shaft. The flywheel, static friction plate, annular airbag, and airbag baffle are stacked sequentially and all fitted onto the flywheel shaft. The flywheel is fixedly connected to the flywheel shaft. The static friction plate, annular airbag, and airbag baffle are respectively clearance-fitted to the flywheel shaft. When the annular airbag is not inflated, there is a gap between the flywheel and the static friction plate. The airbag baffle is fixed to the frame. The annular airbag is fixedly connected between the static friction plate and the airbag baffle. There are multiple return springs, which are evenly distributed around the outer periphery of the annular airbag. Each return spring is connected between the static friction plate and the airbag baffle. The inflation mechanism and deflation mechanism are respectively connected to the annular airbag.

[0008] The cantilever beam force sensor is fixed on the frame and located on the side of the stacked flywheel, static friction plate, annular airbag and airbag baffle. The top of the cantilever beam force sensor is connected to the top of the static friction plate by a top steel wire rope, and the bottom of the static friction plate is connected to the frame by a bottom steel wire rope. When the static friction plate is not under force, both the top and bottom steel wire ropes are horizontal. The Hall sensor is fixed on the frame and its speed measuring probe faces the flywheel.

[0009] The control terminals of the inflation mechanism, the deflation mechanism, the cantilever beam force sensor, and the Hall sensor are all connected to the controller.

[0010] The frame includes a U-shaped bracket and a column. The horizontal base plate of the U-shaped bracket extends to both sides, meaning the width of the horizontal base plate is greater than the width of its two vertical sections. Bearings are installed on both vertical sections of the U-shaped bracket. The two ends of the flywheel shaft are rotatably connected to the U-shaped bracket through corresponding bearings. The flywheel, static friction plate, annular airbag, and airbag baffle are located between the two vertical sections of the U-shaped bracket, and the airbag baffle is fixedly connected to one of the vertical sections of the U-shaped bracket. The column is located to the side of the stacked flywheel, static friction plate, annular airbag, and airbag baffle. The bottom end of the column is fixed to the extension of the horizontal base plate of the U-shaped bracket, and the cantilever beam force sensor is fixed to the top of the column.

[0011] The static friction plate is fixed with wire rope fixing blocks at both the top and bottom. The cantilever beam force sensor is connected to the wire rope fixing block at the top of the static friction plate via the top wire rope, and the wire rope fixing block at the bottom of the static friction plate is connected to the bottom of the column via the bottom wire rope.

[0012] The flywheel includes a stacked and fixedly connected inertia wheel and a dynamic friction plate. The inertia wheel is fixed to the flywheel shaft by an annular flange. The dynamic friction plate is adjacent to the static friction plate. When the annular airbag is not inflated, there is a gap between the dynamic friction plate and the static friction plate.

[0013] The flywheel shaft is also fitted with a thrust bearing and a limiting washer, and the thrust bearing and the limiting washer are respectively clearance-fitted with the flywheel shaft. The thrust bearing and the limiting washer are stacked between the static friction plate and the annular airbag. The annular airbag is fixedly connected between the limiting washer and the airbag baffle. An inner bearing annular positioning protrusion is provided on the outer surface of the static friction plate, and an outer bearing annular positioning protrusion is provided on the inner surface of the limiting washer. The inner thrust washer of the thrust bearing is fitted on the outer ring of the inner bearing annular positioning protrusion, and the outer thrust washer of the thrust bearing is fitted on the outer ring of the outer bearing annular positioning protrusion. Multiple rolling elements are provided between the inner thrust washer and the outer thrust washer of the thrust bearing.

[0014] The inflation mechanism includes an air pump, an air tank, a pressure sensor, an inflation solenoid valve, and an inflation proportional valve. The air pump's outlet is connected to the air tank's inflation end. The air tank's outlet is connected to the annular airbag's inflation end via the inflation solenoid valve and the inflation proportional valve. The pressure sensor is connected to the air tank to collect the air pressure inside. The air pump, pressure sensor, inflation solenoid valve, and inflation proportional valve are all connected to a controller.

[0015] The exhaust mechanism includes an exhaust solenoid valve and an exhaust proportional valve, which are respectively connected to the controller. The exhaust end of the annular airbag is connected to the external atmospheric environment through the exhaust solenoid valve and the exhaust proportional valve in sequence.

[0016] A method for regulating and controlling a power vehicle with a wide power range, specifically including the following steps:

[0017] (1) The controller controls the inflation mechanism to inflate the annular airbag. The air pressure inside the annular airbag increases and thus expands. The annular airbag squeezes the static friction plate and moves it horizontally toward the flywheel until the static friction plate and the flywheel are tightly fitted. When the foot crank is stepped on, the foot crank drives the flywheel to rotate. Sliding friction is generated between the rotating flywheel and the stationary static friction plate.

[0018] (2) In constant power mode, the Hall sensor continuously collects the rotational angular velocity of the flywheel, the cantilever beam force sensor collects the sliding friction force between the flywheel and the static friction plate, and the controller calculates the real-time output power P according to equation (1). r When the rotational angular velocity changes, causing fluctuations in real-time output power, the controller calculates the difference ΔP between the real-time output power and the target output power, and obtains the difference in sliding friction force at the current rotational angular velocity based on ΔP. Since the sliding friction force is proportional to the pressure applied by the annular airbag, the inflation or deflation flow rate of the annular airbag at the predetermined control time is calculated. Then, the controller calculates the valve opening area A of the inflation proportional valve of the inflation mechanism or the deflation proportional valve of the deflation mechanism according to formula (2), and then controls the inflation or deflation of the annular airbag. By controlling the air pressure in the annular airbag, the sliding friction force is compensated or weakened, thereby regulating the real-time output power.

[0019] P r =τω=Fr sinθω (1);

[0020] In equation (1), τ represents the torque in the tangential direction of the static friction plate, ω represents the angular velocity of the flywheel collected by the Hall sensor, F represents the sliding friction force measured by the cantilever beam force sensor, r represents the length of the top steel wire rope in the horizontal state, r is a constant value, θ represents the angle between the force measuring direction of the cantilever beam force sensor and the radial direction of the static friction plate, θ is constant at 90°.

[0021]

[0022] In equation (2), A represents the valve opening area; Q represents the air supply or exhaust flow rate, i.e., the flow rate of the air supply proportional valve or the exhaust proportional valve; k represents the driving voltage coefficient of the air supply proportional valve or the exhaust proportional valve; g represents the gravitational acceleration; Δp represents the pressure difference between the front and rear ends of the air supply proportional valve or the exhaust proportional valve; and H(s) represents the first-order inertial element.

[0023] (3) When it is necessary to increase the real-time output power by increasing the sliding friction, the controller controls the inflation of the annular airbag through the inflation mechanism. The air tank continues to inflate the annular airbag, causing the static friction plate to continue to squeeze the flywheel, thereby increasing the sliding friction between the static friction plate and the flywheel and improving the real-time output power.

[0024] (4) When it is necessary to reduce the real-time output power by reducing the sliding friction, the controller realizes the exhaust control of the annular airbag through the exhaust mechanism. The annular airbag exhausts into the atmosphere, the air pressure inside the annular airbag decreases, and the reset spring drives the static friction plate to reset towards the airbag baffle, thereby reducing the sliding friction between the static friction plate and the dynamic friction plate or separating the two, thereby reducing the output power.

[0025] After the controller controls the inflation or deflation of the annular airbag, it closes the inflation solenoid valve and the deflation solenoid valve. When it is necessary to adjust the real-time output power again to achieve the target output power, the controller first adjusts the inflation proportional valve of the inflation mechanism or the deflation proportional valve of the deflation mechanism to the corresponding valve opening, and then opens the corresponding inflation solenoid valve or the deflation solenoid valve, thereby achieving precise and rapid control of inflation and deflation.

[0026] The inflation mechanism is equipped with a pressure sensor on the air tank to collect the air pressure inside the tank in real time, so that the air pressure inside the tank is maintained at a set P. min To P max Between, when the pressure sensor detects that the pressure inside the gas tank is lower than the set value P min When the controller starts the air pump of the inflation mechanism to inflate the air tank, the air pressure sensor detects that the air pressure inside the air tank has reached the set value P. max At that time, the air pump stops filling the air tank.

[0027] Advantages of this invention:

[0028] (1) This invention uses a cantilever beam force sensor to measure the sliding friction force on the static friction plate in real time with high precision and convert it into torque. Combined with the rotational angular velocity collected by the Hall sensor, the real-time output power is calculated and obtained. The magnitude of the sliding friction force is adjusted by the extrusion pressure of the annular airbag. There is no transmission structure, which avoids energy loss. The sliding friction force can be zero, that is, zero power output is achieved. The sliding friction force has a large adjustment range, which greatly provides the power adjustment range. Compared with the magnetoresistive mechanism, the power consumption is low and the energy conversion efficiency is high.

[0029] (2) The present invention is an integral modular structure, which is small in size, can be adapted to various power vehicles, and the manufacturing cost is much lower than that of the self-generating power regulation mechanism.

[0030] (3) The present invention provides a thrust bearing and a limiting shim between the static friction plate and the annular airbag. The thrust bearing and the limiting shim make the annular airbag exert a force perpendicular to the contact surface on the static friction plate and the force is uniform. The force parallel to the contact surface is canceled out by the micro-movement of the thrust bearing, ensuring that the pressure applied by the static friction plate to the dynamic friction plate is only a force perpendicular to the contact surface.

[0031] (4) The present invention adopts an inner bearing annular positioning protrusion on the outer side of the static friction plate and an outer bearing annular positioning protrusion on the inner side of the limiting pad, thereby realizing the positioning connection of the inner thrust pad and the outer thrust pad of the thrust bearing, which facilitates the quick replacement of thrust bearings of different sizes according to installation needs. Attached Figure Description

[0032] Figure 1 This is a perspective view of the power vehicle wide-range power adjustment device of the present invention.

[0033] Figure 2 This is a cross-sectional view of the power vehicle's wide-range power adjustment device of the present invention, without the foot pedal crank.

[0034] Figure 3 yes Figure 2 Enlarged view of part A in the image.

[0035] Figure 4 This is a block diagram illustrating the control principle of the present invention.

[0036] Reference numerals: 1-U-shaped bracket, 2-column, 3-foot crank, 4-bearing, 5-flywheel shaft, 6-inertia wheel, 7-dynamic friction plate, 8-static friction plate, 81-inner bearing annular positioning protrusion, 9-thrust bearing, 10-limiting gasket, 101-outer bearing annular positioning protrusion, 11-annular airbag, 12-airbag baffle, 13-annular flange, 14-reset spring, 15-cantilever beam force sensor, 16-Hall sensor, 17-controller, 18-air pump, 19-air tank, 20-pressure sensor, 21-inflation solenoid valve, 22-inflation proportional valve, 23-exhaust solenoid valve, 24-exhaust proportional valve, 25-wire rope fixing block, 26-top wire rope, 27-bottom wire rope. Detailed Implementation

[0037] 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 embodiments of the present invention, and not all embodiments. 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.

[0038] See Figures 1-4 A power vehicle with a wide power adjustment range includes a frame, a foot crank 3, a flywheel shaft 5, a flywheel, a static friction plate 8, a thrust bearing 9, a limiting pad 10, an annular airbag 11, an airbag baffle 12, a return spring 14, an inflation mechanism, an exhaust mechanism, a cantilever beam force sensor 15, a Hall sensor 16, and a controller 17. The flywheel includes a stacked and fixedly connected inertial wheel 6 and a dynamic friction plate 7.

[0039] The frame includes a U-shaped bracket 1 and a column 2. The horizontal base plate of the U-shaped bracket 1 extends to both sides, that is, the width of the horizontal base plate of the U-shaped bracket 1 is greater than the width of its two vertical parts. Bearings 4 are provided on both vertical parts of the U-shaped bracket 1. The two ends of the flywheel shaft 5 are rotatably connected to the U-shaped bracket 1 through the corresponding bearings 4. The foot crank 3 is fixedly connected to both ends of the flywheel shaft 5. The bottom end of the column 2 is fixed to the extension of the horizontal base plate of the U-shaped bracket 1.

[0040] An inertia wheel 6, a dynamic friction plate 7, a static friction plate 8, a thrust bearing 9, a limiting washer 10, an annular airbag 11, and an airbag baffle 12 are sequentially stacked and fitted onto the flywheel shaft 5, located between two vertical sections of the U-shaped bracket 1. A column 2 is located to the side of the stacked inertia wheel 6, dynamic friction plate 7, static friction plate 8, thrust bearing 9, limiting washer 10, annular airbag 11, and airbag baffle 12. The inertia wheel 6 is fixed to the flywheel shaft 5 via an annular flange 13. The static friction plate 8, thrust bearing 9, limiting washer 10, annular airbag 11, and airbag baffle 12 are respectively clearance-fitted to the flywheel shaft 5. When the annular airbag 11 is not inflated, a gap exists between the dynamic friction plate 7 and the static friction plate 8. The airbag baffle 12 is fixed to one of the vertical sections of the U-shaped bracket 1. The annular airbag 11 is fixedly connected between the limiting gasket 10 and the airbag baffle 12. An inner bearing annular positioning protrusion 81 is provided on the outer side of the static friction plate 8, and an outer bearing annular positioning protrusion 101 is provided on the inner side of the limiting gasket 10. The inner thrust washer of the thrust bearing 9 is placed on the outer ring of the inner bearing annular positioning protrusion 81, and the outer thrust washer of the thrust bearing 9 is placed on the outer ring of the outer bearing annular positioning protrusion 101. Multiple rolling elements are provided between the inner thrust washer and the outer thrust washer of the thrust bearing 9. There are multiple return springs 14, which are evenly distributed on the outer periphery of the stacked thrust bearing 9, limiting gasket 10 and annular airbag 11. Each return spring 14 is connected between the static friction plate 8 and the airbag baffle 12.

[0041] The inflation mechanism includes an air pump 18, an air tank 19, an air pressure sensor 20, an inflation solenoid valve 21, and an inflation proportioning valve 22. The air outlet of the air pump 18 is connected to the inflation end of the air tank 19. The air outlet of the air tank 19 is connected to the inflation end of the annular airbag 11 through the inflation solenoid valve 21 and the inflation proportioning valve 22 in sequence. The air pressure sensor 20 is connected to the air tank 19 to collect the air pressure inside the air tank.

[0042] The exhaust mechanism includes an exhaust solenoid valve 23 and an exhaust proportional valve 24. The exhaust end of the annular airbag 11 is connected to the external atmospheric environment through the exhaust solenoid valve 23 and the exhaust proportional valve 24 in sequence.

[0043] The cantilever beam force sensor 15 is fixed on the top of the column 2. The top and bottom of the static friction plate 8 are both fixed with wire rope fixing blocks 25. The cantilever beam force sensor 8 is connected to the wire rope fixing block 25 at the top of the static friction plate 8 through the top wire rope 26. The wire rope fixing block 25 at the bottom of the static friction plate 8 is connected to the bottom of the column 1 through the bottom wire rope 27. When the static friction plate 8 is not under force, the top wire rope 26 and the bottom wire rope 27 are both in a horizontal state. The Hall sensor 16 is fixed on the vertical part of the U-shaped bracket 1 and its speed measuring probe faces the flywheel.

[0044] Air pump 18, air pressure sensor 20, inflation solenoid valve 21, inflation proportional valve 22, exhaust solenoid valve 23, exhaust proportional valve 24, cantilever beam force sensor 15, and Hall sensor 16 are all connected to controller 17.

[0045] A method for regulating and controlling a power vehicle with a wide power range, specifically including the following steps:

[0046] (1) The air pressure sensor 20 is used to collect the air pressure in the air tank 19 in real time, so that the air pressure in the air tank 19 is maintained at the set P. min To P max Between, when the pressure sensor 20 detects that the pressure inside the gas tank 19 is lower than the set value P min When the controller 17 starts the air pump 18 to fill the air tank 19, the controller 17 controls the air pump 18 to start filling the air tank 19 with air. When the air pressure sensor 20 measures that the air pressure in the air tank 19 reaches the set value P, the controller 17 controls the air pump 18 to start filling the air tank 19 with air. max At this time, air pump 18 stops filling air tank 19;

[0047] (2) The controller 17 controls the inflation mechanism to inflate the annular airbag 11. The air pressure inside the annular airbag 11 increases and thus expands. The annular airbag 11 sequentially squeezes the limiting pad 10, the thrust bearing 9, and the static friction plate 8 to move horizontally towards the dynamic friction plate 7 until the static friction plate 8 and the dynamic friction plate 7 are tightly fitted together. When the foot pedal crank 3 is stepped on, the foot pedal crank 3 drives the dynamic friction plate 7 to rotate. The rotating dynamic friction plate 7 and the stationary static friction plate 8 generate sliding friction.

[0048] (3) In constant power mode, Hall sensor 16 continuously collects the rotational angular velocity of moving friction plate 7, and cantilever beam force sensor 15 collects the tangential force of static friction plate 8 at the fixed point of top steel wire rope 26, which is the sliding friction force between moving friction plate 7 and static friction plate 8. Controller 17 calculates the real-time output power P according to equation (1). r When the rotational angular velocity changes, causing fluctuations in real-time output power, the controller 17 calculates the difference ΔP between the real-time output power and the target output power, and obtains the difference in sliding friction force at the current rotational angular velocity based on ΔP. Since the sliding friction force is proportional to the pressure applied by the annular airbag, the inflation or deflation flow rate of the annular airbag at the predetermined control time is calculated. Then, the controller 17 calculates the valve opening area A of the inflation proportional valve 22 or the deflation proportional valve 24 according to formula (2), and then controls the inflation or deflation of the annular airbag 11. By controlling the air pressure in the annular airbag 11, the sliding friction force is compensated or weakened, thereby regulating the real-time output power.

[0049] P r =τω=Fr sinθω (1);

[0050] In equation (1), τ represents the torque (N·m) in the tangential direction of the static friction plate 8, ω represents the rotational angular velocity (rad / s) of the dynamic friction plate 7 collected by the Hall sensor, F represents the tangential force (N) of the static friction plate 8 at the fixed point of the top steel wire rope measured by the cantilever beam force sensor 15, i.e. the sliding friction force (N) between the static friction plate 8 and the dynamic friction plate 7, r represents the length (m) of the top steel wire rope 26 in the horizontal state, r is a constant value, θ represents the angle between the force measuring direction of the cantilever beam force sensor and the radial direction of the static friction plate, θ is constant at 90°, sinθ=1;

[0051]

[0052] In equation (2), A represents the valve opening area (cm2); Q represents the inflation or deflation flow rate, i.e., the flow rate of the inflation proportional valve 22 or the deflation proportional valve 24 (liters / second); k represents the driving voltage coefficient of the inflation proportional valve 22 or the deflation proportional valve 24; g represents the gravitational acceleration (m / s2); Δp represents the pressure difference between the front and rear ends of the inflation proportional valve 22 or the deflation proportional valve 24 (Pa); H(s) represents the first-order inertial element.

[0053] (4) When it is necessary to increase the real-time output power by increasing the sliding friction, the controller 17 controls the inflation of the annular airbag 11 through the inflation mechanism. The air tank 19 continues to inflate the annular airbag 11, so that the static friction plate 8 continues to squeeze the dynamic friction plate 7, thereby increasing the sliding friction between the static friction plate 8 and the dynamic friction plate 7 and improving the real-time output power.

[0054] (5) When it is necessary to reduce the real-time output power by reducing the sliding friction, the controller 17 realizes the exhaust control of the annular airbag 11 through the exhaust mechanism. The annular airbag 11 exhausts into the atmospheric environment, the air pressure inside the annular airbag 11 decreases, and the reset spring 14 drives the static friction plate 8 to reset towards the airbag baffle 12, thereby reducing the sliding friction between the static friction plate 8 and the dynamic friction plate 7 or separating the two, thereby reducing the output power.

[0055] When the controller 17 controls the inflation or deflation of the annular airbag 11, the controller 17 controls the inflation solenoid valve 21 and the deflation solenoid valve 23 to close. When it is necessary to adjust the real-time output power again to achieve the target output power, the inflation proportional valve 22 or the deflation proportional valve 24 is first adjusted to the corresponding valve opening, and then the corresponding inflation solenoid valve 21 or the deflation solenoid valve 23 is opened, thereby achieving precise and rapid control of inflation and deflation.

[0056] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A power range adjustment device for a motor vehicle, characterized in that: It includes a frame, foot crank, flywheel shaft, flywheel, static friction plate, annular airbag, airbag baffle, return spring, inflation mechanism, deflation mechanism, cantilever beam force sensor, Hall sensor and controller; The frame includes a U-shaped bracket and columns. The horizontal base plate of the U-shaped bracket extends to both sides, that is, the width of the horizontal base plate of the U-shaped bracket is greater than the width of its two vertical parts. Bearings are provided on both vertical parts of the U-shaped bracket. The two ends of the flywheel shaft are rotatably connected to the U-shaped bracket through corresponding bearings. The foot crank is fixedly connected to both ends of the flywheel shaft. The flywheel, static friction plate, annular airbag, and airbag baffle are located between two vertical parts of the U-shaped bracket. The flywheel, static friction plate, annular airbag, and airbag baffle are stacked sequentially and all fitted onto the flywheel shaft. The flywheel is fixedly connected to the flywheel shaft. The static friction plate, annular airbag, and airbag baffle are respectively clearance-fitted to the flywheel shaft. When the annular airbag is not inflated, there is a gap between the flywheel and the static friction plate. The airbag baffle is fixedly connected to one of the vertical parts of the U-shaped bracket. The annular airbag is fixedly connected between the static friction plate and the airbag baffle. There are multiple return springs, which are evenly distributed on the outer periphery of the annular airbag. Each return spring is connected between the static friction plate and the airbag baffle. The inflation mechanism and the deflation mechanism are respectively connected to the annular airbag. The column is located on the side of the stacked flywheel, static friction plate, annular airbag and airbag baffle. The bottom end of the column is fixed to the extension of the horizontal base plate of the U-shaped bracket. The cantilever beam force sensor is fixed to the top of the column. The cantilever beam force sensor is connected to the top of the static friction plate through the top steel wire rope. The bottom end of the static friction plate is connected to the frame through the bottom steel wire rope. When the static friction plate is not under force, the top steel wire rope and the bottom steel wire rope are both in a horizontal state. The Hall sensor is fixed on the frame and its speed measuring probe faces the flywheel. The control terminals of the inflation mechanism, the deflation mechanism, the cantilever beam force sensor, and the Hall sensor are all connected to the controller.

2. The power adjustment device for a power vehicle with a wide power range according to claim 1, characterized in that: The static friction plate is fixed with wire rope fixing blocks at both the top and bottom. The cantilever beam force sensor is connected to the wire rope fixing block at the top of the static friction plate via the top wire rope, and the wire rope fixing block at the bottom of the static friction plate is connected to the bottom of the column via the bottom wire rope.

3. The power adjustment device for a power vehicle with a wide power range according to claim 1, characterized in that: The flywheel includes a stacked and fixedly connected inertia wheel and a dynamic friction plate. The inertia wheel is fixed to the flywheel shaft by an annular flange. The dynamic friction plate is adjacent to the static friction plate. When the annular airbag is not inflated, there is a gap between the dynamic friction plate and the static friction plate.

4. The power adjustment device for a power vehicle with a wide power range according to claim 1, characterized in that: The flywheel shaft is also fitted with a thrust bearing and a limiting washer, and the thrust bearing and the limiting washer are respectively clearance-fitted with the flywheel shaft. The thrust bearing and the limiting washer are stacked between the static friction plate and the annular airbag. The annular airbag is fixedly connected between the limiting washer and the airbag baffle. An inner bearing annular positioning protrusion is provided on the outer surface of the static friction plate, and an outer bearing annular positioning protrusion is provided on the inner surface of the limiting washer. The inner thrust washer of the thrust bearing is fitted on the outer ring of the inner bearing annular positioning protrusion, and the outer thrust washer of the thrust bearing is fitted on the outer ring of the outer bearing annular positioning protrusion. Multiple rolling elements are provided between the inner thrust washer and the outer thrust washer of the thrust bearing.

5. The power range adjustment device for a power vehicle according to claim 1, characterized in that: The inflation mechanism includes an air pump, an air tank, a pressure sensor, an inflation solenoid valve, and an inflation proportional valve. The air pump's outlet is connected to the air tank's inflation end. The air tank's outlet is connected to the annular airbag's inflation end via the inflation solenoid valve and the inflation proportional valve. The pressure sensor is connected to the air tank to collect the air pressure inside. The air pump, pressure sensor, inflation solenoid valve, and inflation proportional valve are all connected to a controller.

6. The power range adjustment device for a power vehicle according to claim 1, characterized in that: The exhaust mechanism includes an exhaust solenoid valve and an exhaust proportional valve, which are respectively connected to the controller. The exhaust end of the annular airbag is connected to the external atmospheric environment through the exhaust solenoid valve and the exhaust proportional valve in sequence.

7. The adjustment and control method of a power vehicle with a wide power range adjustment device according to claim 1, characterized in that: Specifically, it includes the following steps: (1) The controller controls the inflation mechanism to inflate the annular airbag. The air pressure inside the annular airbag increases and thus expands. The annular airbag squeezes the static friction plate and moves it horizontally towards the flywheel until the static friction plate and the flywheel are tightly fitted. When the foot crank is stepped on, the foot crank drives the flywheel to rotate. Sliding friction is generated between the rotating flywheel and the stationary static friction plate. (2) In constant power mode, the Hall sensor continuously collects the rotational angular velocity of the flywheel, the cantilever beam force sensor collects the sliding friction force between the flywheel and the static friction plate, and the controller calculates the real-time output power according to equation (1). When the rotational angular velocity changes, causing fluctuations in real-time output power, the controller calculates the difference between the real-time output power and the target output power. and according to The difference in sliding friction force at the current rotational angular velocity is obtained. Since the sliding friction force is proportional to the pressure applied by the annular airbag, the inflation or deflation flow rate of the annular airbag at the predetermined control time is calculated. Then, the controller calculates the valve opening area A of the inflation proportional valve of the inflation mechanism or the deflation proportional valve of the deflation mechanism according to formula (2). Then, the annular airbag is inflated or deflated. By controlling the air pressure in the annular airbag, the sliding friction force is compensated or weakened, thereby regulating the real-time output power. （1）； In equation (1), The torque representing the tangential direction of the static friction plate. This represents the flywheel rotational angular velocity collected by the Hall sensor. This represents the sliding friction force measured by the cantilever beam force sensor. This represents the length of the top wire rope when it is horizontal. For a constant value, This represents the angle between the force measurement direction of the cantilever beam force sensor and the radial direction of the static friction plate. Constantly 90°; （2）； In equation (2), Represents the valve opening area; This represents the inflation or deflation flow rate, i.e., the flow rate of the inflation or deflation proportional valve. The driving voltage coefficient represents the pressure proportional valve or the exhaust proportional valve. Represents gravitational acceleration; This represents the pressure difference between the front and rear ends of the inflation or deflation proportional valve. Represents a first-order inertial element; (3) When it is necessary to increase the real-time output power by increasing the sliding friction, the controller controls the inflation of the annular airbag through the inflation mechanism. The air tank continues to inflate the annular airbag, so that the static friction plate continues to squeeze the flywheel, thereby increasing the sliding friction between the static friction plate and the flywheel and improving the real-time output power. (4) When it is necessary to reduce the real-time output power by reducing the sliding friction, the controller realizes the exhaust control of the annular airbag through the exhaust mechanism. The annular airbag exhausts into the atmosphere, the air pressure inside the annular airbag decreases, and the reset spring drives the static friction plate to reset towards the airbag baffle, thereby reducing the sliding friction between the static friction plate and the dynamic friction plate or separating the two, thereby reducing the output power.

8. The adjustment and control method according to claim 7, characterized in that: After the controller controls the inflation or deflation of the annular airbag, it closes the inflation solenoid valve and the deflation solenoid valve. When it is necessary to adjust the real-time output power again to achieve the target output power, the controller first adjusts the inflation proportional valve of the inflation mechanism or the deflation proportional valve of the deflation mechanism to the corresponding valve opening, and then opens the corresponding inflation solenoid valve or the deflation solenoid valve, thereby achieving precise and rapid control of inflation and deflation.

9. The adjustment and control method according to claim 7, characterized in that: The inflation mechanism is equipped with a pressure sensor on the air tank to collect the air pressure inside the tank in real time, so that the air pressure inside the tank is maintained at a set P. min To P max Between, when the pressure sensor detects that the pressure inside the gas tank is lower than the set value P min When the controller starts the air pump of the inflation mechanism to inflate the air tank, the air pressure sensor detects that the air pressure inside the air tank has reached the set value P. max At that time, the air pump stops filling the air tank.

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