Vehicle kinetic energy recovery device

Abstract

The invention discloses a vehicle kinetic energy recovery device and a vehicle, and belongs to the technical field of energy recovery equipment. The power generation device is used for being electrically connected with the energy storage device, and the power generation device is provided with an input end working in a rotating mode; the transmission mechanism is used for transmitting rotation kinetic energy of a wheel axle of the vehicle to the input end; the two ends of the push rod are connected with the base and the transmission mechanism correspondingly, and the push rod is used for driving the transmission mechanism when the vehicle decelerates; when the vehicle runs normally, the transmission mechanism is separated from the wheel axle; when the vehicle decelerates, the transmission mechanism is driven by the push rod to move relative to the axle, so that the axle, the transmission mechanism and the input end are sequentially in transmission connection. The vehicle comprises a wheel axle and the vehicle kinetic energy recovery device installed on the wheel axle. The device can be linked with wheels only when energy recovery is needed, the kinetic energy of the vehicle cannot be consumed additionally, and normal running of the vehicle cannot be affected; and meanwhile, the braking process can be facilitated to a certain extent.

Description

Technical Field

[0001] The present application belongs to the technical field of energy recovery equipment, and in particular, relates to a vehicle kinetic energy recovery device. Background Art

[0002] A big difference between new energy vehicles and traditional vehicles is that new energy vehicles are equipped with energy recovery systems. During the deceleration process, new energy vehicles convert the kinetic energy of the entire vehicle into electrical energy for recovery through a generator linked to the wheels. The energy recovery detection device for lithium batteries is a device used to monitor and measure the energy recovery of lithium batteries. The energy recovery detection device can help us understand the energy conversion efficiency of the battery during charging and discharging, as well as the effect of energy recovery. Due to the different vehicle speeds during deceleration, the speed of the generator linked to the wheels will also vary, which means that the charging current of the battery connected to the generator will also fluctuate.

[0003] The energy recovery device of the prior art generally converts the kinetic energy of the entire vehicle into electrical energy for recovery during deceleration through a generator linked to the wheels. However, during actual use, the synchronous wheel in the device will rotate along with the wheel axle. When the vehicle is driving normally, the rotation of the synchronous wheel will cause additional energy loss to the vehicle. Summary of the invention

[0004] The present application aims to at least to some extent solve the technical problem of vehicle energy loss caused by an energy recovery group device. To this end, the present application provides a vehicle kinetic energy recovery device that can be linked with the wheels only when energy recovery is required, without additionally consuming the vehicle's kinetic energy and without affecting the normal driving of the vehicle; at the same time, it can help the braking process to a certain extent.

[0005] In a first aspect, an embodiment of the present application provides a vehicle kinetic energy recovery device, comprising:

[0006] A base, used for rotational connection with the wheel axle of the vehicle;

[0007] A power generation device, used to be electrically connected to the energy storage device, the power generation device having an input end that works in a rotational manner;

[0008] A transmission mechanism for transmitting the rotational kinetic energy of the wheel axle of the vehicle to the input end;

[0009] A push rod, with two ends respectively connected to the base and the transmission mechanism, and the push rod is used to drive the transmission mechanism when the vehicle decelerates;

[0010] When the vehicle is running normally, the transmission mechanism is separated from the wheel axle; when the vehicle is decelerating, the transmission mechanism moves relative to the wheel axle under the drive of the push rod, so that the wheel axle, the transmission mechanism and the input end are sequentially connected.

[0011] In an optional embodiment, the transmission mechanism includes a transmission part and transmission teeth transmission-connected to the transmission part, the axle is provided with a driving gear, the transmission part is connected to the push rod, and under the push of the push rod, the transmission teeth are transmission-connected to the driving gear, and the transmission part is transmission-connected to the input end.

[0012] In an optional embodiment, the transmission part also includes a rotating shell, a moving part and a linkage gear. The moving part is fixedly connected to the push rod, the linkage gear is rotationally connected to the moving part, and the linkage gear is provided with transmission teeth; the rotating shell and the moving part are rotationally matched, the outer side of the rotating shell is used for transmission connection with the input end, and the inner side of the rotating shell is provided with a ring gear, which meshes with the linkage gear.

[0013] In an optional embodiment, the outer side of the rotating shell and the input end are respectively configured as conical surfaces, and the outer side of the rotating shell and the input end are in contact with each other through the conical surfaces.

[0014] In an optional embodiment, the moving part includes a moving ring and a fixed shell, the moving ring is rotatably connected to the linkage gear, the fixed shell is fixedly connected to the outer periphery of the moving ring and the rotating shell, and the moving ring or the fixed shell is connected to the push rod; the fixed shell is provided with a heat dissipation cavity, and an air inlet and an air outlet connected to the heat dissipation cavity, and the air inlet corresponds to the position of the power generation device.

[0015] In an optional embodiment, the transmission part also includes a guide member, one end of which is connected to the base and the other end extends to one side of the driving gear. The guide member is provided with a sliding groove along the moving direction of the moving ring, and the moving ring is provided with a flange. The moving ring cooperates with the guide member sleeve, and the flange matches the sliding groove.

[0016] In an optional embodiment, the transmission part also includes a plurality of fan blades, which are respectively arranged on the outer edge of the rotating shell. The fan blades are located in the heat dissipation cavity. As the rotating shell rotates, the fan blades accelerate the airflow passing through the air inlet and the air outlet.

[0017] In an optional embodiment, a heat sink is further included, which includes a heat sink pipe and a plurality of heat sink fins. The plurality of heat sink fins are arranged corresponding to the air outlet. The plurality of heat sink fins are connected by the heat sink pipe, and the heat sink pipe is used to pass coolant.

[0018] In an optional embodiment, it also includes: a boost module, a current detection module and a controller installed on the base, the boost module is electrically connected to the power generation device, the current detection module is electrically connected to the boost module and the controller respectively, the current detection module is used to detect current and send a signal to the boost module, and the boost module is used to receive the signal of the current detection module and reduce the output power when an overload signal is received.

[0019] In a second aspect, an embodiment of the present application provides a vehicle, which includes an axle and the above-mentioned vehicle kinetic energy recovery device installed on the axle.

[0020] It can be seen from the above technical solution that the beneficial effects of this application are:

[0021] 1. The device of the present application provides an installation foundation through a base. When the vehicle is running normally, the transmission mechanism is separated from the wheel axle, which does not affect the vehicle driving and does not increase energy loss. When the vehicle decelerates, the transmission mechanism is driven by the push rod to transmit the transmission between the transmission mechanism and the wheel axle, and between the transmission mechanism and the input end. In this way, the kinetic energy generated by the wheel axle is transmitted to the input end of the power generation device, and the input end rotates to start working, thereby driving the power generation device to generate electricity and complete energy storage recovery. With the above structure and working method, it can be linked with the wheel only when energy recovery is required, which will not consume the vehicle kinetic energy extra and will not affect the normal driving of the vehicle.

[0022] 2. The vehicle of the present application installs a base on the vehicle chassis, and then uses the base as a foundation to install a power generation device, a transmission mechanism and a push rod. The kinetic energy of the wheel axle can be transmitted to the power generation device through the transmission mechanism to generate electrical energy. In this way, the vehicle can recycle the kinetic energy during deceleration without affecting the normal driving of the vehicle. At the same time, since the energy consumption increases when the vehicle decelerates, it can help the braking process to a certain extent. BRIEF DESCRIPTION OF THE DRAWINGS

[0023] In order to more clearly illustrate the technical solutions in the embodiments of the present application, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are some embodiments of the present application. For ordinary technicians in this field, other embodiments and drawings can be obtained based on these drawings without creative work.

[0024] Figure 1 A schematic diagram of an embodiment of a vehicle kinetic energy recovery device of the present invention is shown;

[0025] Figure 2 A schematic diagram of an embodiment of a vehicle kinetic energy recovery device of the present invention is shown;

[0026] Figure 3 A partial cross-sectional schematic diagram of an embodiment of a vehicle kinetic energy recovery device of the present invention is shown;

[0027] Figure 4 A schematic diagram of an embodiment of a rotating shell of the present invention is shown;

[0028] Figure 5 A schematic diagram of an embodiment of a rotating shell and a moving ring of the present invention is shown;

[0029] Figure 6 A partial cross-sectional schematic diagram of an embodiment of a vehicle kinetic energy recovery device of the present invention is shown;

[0030] Figure 7 A schematic diagram of an embodiment of a power generation device of the present invention is shown;

[0031] Figure 8 A schematic diagram of an embodiment of the interior of the protective cover of the present invention is shown;

[0032] Reference numerals: 100, base; 110, first fixed sleeve; 120, second fixed sleeve; 130, first fixed frame; 140, second fixed frame; 150, protective cover; 150a, first wiring port; 150b, second wiring port; 151, boost module; 152, current detection module; 153, charging controller; 200, power generation device; 200a, input end; 210, generator motor; 220, mounting seat; 300, transmission mechanism; 3 00a, transmission tooth; 310, transmission part; 320, moving part; 321, moving ring; 321a, flange; 322, fixed shell; 322a, air inlet; 322b, air outlet; 330, rotating shell; 331, gear ring; 340, linkage gear; 350, guide member; 351, slide groove; 360, fan blade; 400, push rod; 500, heat sink; 510, heat pipe; 520, heat sink fin; 600, axle; 610, driving gear. DETAILED DESCRIPTION

[0033] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0034] It should be noted that all directional indications in the embodiments of the present invention are only used to explain the relative position relationship, movement status, etc. between various components in a certain specific posture. If the specific posture changes, the directional indication will also change accordingly.

[0035] In the present invention, unless otherwise clearly specified and limited, the terms "connection", "fixation", etc. should be understood in a broad sense. For example, "fixation" can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements, unless otherwise clearly defined. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0036] In addition, in the present invention, descriptions such as "first", "second", etc. are only used for descriptive purposes and cannot be understood as indicating or implying their 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 at least one of the features. In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the ability of ordinary technicians in the field to implement them. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such a combination of technical solutions does not exist and is not within the scope of protection required by the present invention.

[0037] The present application is described below with reference to the accompanying drawings and specific embodiments:

[0038] Please refer to Figure 1 In a first aspect of the present application, a kinetic energy recovery device for a vehicle is provided, which includes a base 100, a power generation device 200, a transmission mechanism 300 and a push rod 400. The base 100 is used to be rotatably connected to the wheel axle 600 of the vehicle, so that when the vehicle is driving, the wheel axle 600 rotates and the base 100 is not affected. The base 100 can be fixed to the chassis of the vehicle by welding, screw connection or other methods; the power generation device 200 is used to be electrically connected to the energy storage device, such as a power battery, and the power generation device 200 is fixed on the base 100 by screws. The power generation device 200 can be fixed or installed in the chassis of the vehicle. The power generation device 200 has an input end 200a that works in a rotational manner, that is, when the input is rotated, it enters a working state, and the power generation device 200 also starts to work. The kinetic energy of the input end 200a can be transmitted to the power generation device 200 to generate electrical energy. The input end 200a is annular, which is convenient for transmission between the transmission mechanism 300. The power generation device 200 adopts a generator motor 210 that generates electricity in a rotational manner. The input shaft of the motor is connected to the input end 200a, which can be connected by a keying method or an interference fit method.

[0039] Please refer to Figure 2The transmission mechanism 300 has a ring structure. The transmission mechanism 300 is used to transfer the rotational kinetic energy of the wheel shaft 600 of the vehicle to the input end 200a. The transmission mechanism 300 and the wheel shaft 600 can transmit. The transmission mechanism 300 and the wheel shaft 600 can always maintain transmission, or when the push rod 400 acts, the transmission mechanism 300 and the wheel shaft 600 transmit. The transmission mechanism 300 can always maintain transmission with the input end 200a, or when the push rod 400 acts, the transmission mechanism 300 and the input end 200a are transmission-connected; when the kinetic energy of the wheel shaft 600 is transmitted to the input end 200a, the transmission mechanism 30 0 and the axle 600, the transmission mechanism 300 and the input end 200a must be connected in transmission at the same time; the transmission method between the outer side of the ring of the transmission mechanism 300 and the input end 200a can be various, such as adopting a close contact, the transmission mechanism 300 uses friction to drive the input end 200a to rotate, and the corresponding position of the transmission mechanism 300 is provided with a concave and convex pattern, and the input end 200a is also provided with a matching pattern, so that the transmission mechanism 300 and the input end 200a are in contact transmission; the transmission between the inner side of the ring of the transmission mechanism 300 and the axle 600 can adopt a meshing method, which can effectively transmit kinetic energy.

[0040] The two ends of the push rod 400 are respectively connected to the base 100 and the transmission mechanism 300. The push rod 400 is used to drive the transmission mechanism 300 when the vehicle decelerates. The push rod 400 does not work when the vehicle is driving normally, and works when the vehicle decelerates. The push rod 400 can adopt a telescopic structure, such as an electric cylinder, a hydraulic cylinder or a pneumatic cylinder. The electric cylinder, the hydraulic cylinder and the pneumatic cylinder all have a rod as an output end. The telescopic structure is fixed to the base 100 by screws, and the end of the rod at the output end is welded and fixed to the transmission mechanism 300. The electric cylinder, the hydraulic cylinder and the pneumatic cylinder can be controlled to open and close by a controller. The controller can be a control program in the driving computer. The controller is connected to a vehicle speed sensor. The controller can also be a physical device, such as an editable controller. When the vehicle brakes, the controller receives a signal that the vehicle decelerates, and then controls the electric cylinder, the hydraulic cylinder or the pneumatic cylinder to work. The rod is connected to the transmission mechanism 300, and the transmission mechanism 300 can be pushed and pulled back by the rod.

[0041] The smooth transmission and conversion of the rotational kinetic energy of the wheel axle 600 requires the transmission of the wheel axle 600, the transmission mechanism 300, and the input end 200a. The wheel axle 600 and the transmission mechanism 300, and the transmission mechanism 300 and the input end 200a need to satisfy the transmission connection at the same time. When the vehicle is running normally, the transmission mechanism 300 is separated from the wheel axle 600, so that the entire transmission connection is disconnected, and the wheel axle 600 and the transmission mechanism 300 cannot be transmitted. The device does not increase the extra kinetic energy consumption, avoiding the loss of the vehicle during normal driving. When the vehicle decelerates, the transmission mechanism 300 moves relative to the wheel axle 600 under the drive of the push rod 400, that is, the push rod 400 pushes the transmission mechanism 300 to contact the wheel axle 600, and the transmission mechanism 300 also contacts the input end 200a, so that the wheel axle 600, the transmission mechanism 300, and the input end 200a are sequentially connected in transmission, and the entire transmission connection is formed, so that the kinetic energy generated by the wheel axle 600 can be transmitted to the input end 200a through the transmission mechanism 300, and the input end 200a then drives and transmits the kinetic energy to the power generation device 200, converting the kinetic energy into electrical energy.

[0042] The energy recovery device of the prior art, when recovering energy during the deceleration process, converts the kinetic energy of the whole vehicle into electric energy for recovery through the generator linked with the wheel, but when the vehicle is running normally, the synchronous wheel in the device will also rotate with the wheel axle 600, causing additional energy loss of the vehicle. However, the present application provides an installation foundation through the base 100. When the vehicle is running normally, the transmission mechanism 300 is separated from the wheel axle 600, which does not affect the driving of the vehicle and does not increase energy loss. When the vehicle is decelerating, the push rod 400 drives the transmission mechanism 300 to move, thereby transmitting between the transmission mechanism 300 and the wheel axle 600 and between the transmission mechanism 300 and the input end 200a, so that the kinetic energy generated by the wheel axle 600 is transmitted to the input end 200a of the generator 200, and the input end 200a rotates to work, thereby driving the generator 200 to generate electric energy and complete energy storage recovery; adopting the above structure and working method, it can be linked with the wheel only when energy recovery is needed, without additional consumption of vehicle kinetic energy and without affecting the normal driving of the vehicle.

[0043] Please refer to Figure 3 and Figure 4In an optional embodiment, the transmission mechanism 300 includes a transmission part 310 and a transmission tooth 300a transmission-connected to the transmission part 310, the axle 600 is provided with a driving gear 610, the transmission part 310 is connected to the push rod 400, and under the push of the push rod 400, the transmission tooth 300a is transmission-connected to the driving gear 610, and the transmission part 310 is transmission-connected to the input end 200a. The transmission connection between the transmission part 310 and the input end 200a is achieved by the outer side of the transmission part 310 contacting the input end 200a. The contact surface of the transmission part 310 and the input end 200a can be set to fit tightly, and the transmission rotation drives the input end 200a to rotate. The contact end surfaces of the transmission part 310 and the input end 200a can also be provided with mutually matching concave and convex patterns, so that the input end 200a and the transmission part 310 can be transmitted; the transmission tooth 300a and the driving gear 610 are transmission-connected to the input end 200a. The connection is achieved by meshing with the driving gear 610 on the inner side of the transmission part 310. The transmission part 310 is annular, and the transmission teeth 300a are arranged on the inner side of the ring of the transmission part 310. All the transmission teeth 300a form a ring of gears 331 on the inner side of the transmission part 310. The driving gear 610 is arranged on the outer circle of the wheel shaft 600. After the push rod 400 pushes, the transmission teeth 300a are partially inserted into the driving gear 610 to match, so that the transmission of the driving gear 610 and the transmission teeth 300a is completed. To complete the transmission from the driving gear 610 to the input end 200a, the transmission part 310 and the input end 200a, the transmission teeth 300a and the driving gear 610 need to be connected to each other at the same time. When the vehicle is running normally, the transmission teeth 300a and the driving gear 610 are disconnected, and / or the transmission part 310 and the input end 200a are disconnected. As long as one of them is disconnected, the transmission connection can be completed.

[0044] In an optional embodiment, the transmission part 310 also includes a rotating shell 330, a moving part 320 and a linkage gear 340. The moving part 320 is fixedly connected to the push rod 400, such as by welding. The linkage gear 340 is rotatably connected to the moving part 320, such as the axle 600 of the linkage gear 340 is embedded in the side of the moving part 320 away from the push rod 400. The linkage gear 340 cannot be detached from the moving part 320. The linkage gear 340 is rotatable relative to the moving part 320, and the linkage gear 340 is provided with a transmission tooth 300a; the rotating shell 330 is rotatably matched with the moving part 320, the outer side of the rotating shell 330 is used for transmission connection with the input end 200a, and the inner side of the rotating shell 330 is provided with a ring gear 331, which meshes with the linkage gear 340. The width of the linkage gear 340 is smaller than the width of the rotating shell 330, and the annular edge of one end of the rotating shell 330 adjacent to the push rod 400 is convexly arranged inwardly to form a convex edge, and one side of the linkage gear 340 is limited to the convex edge, so that during the pushing or pulling back process of the push rod 400, the linkage gear 340 can never be separated from the rotating shell 330. In an optional embodiment, the driving gear 610, the linkage gear 340 and the transmission gear 300a are all configured as helical gears, and the driving gear 610 and the linkage gear 340, and the linkage gear 340 and the transmission gear 300a can be matched exactly. Through the configuration of the helical gears, the mutual transmission is smoother, and the impact, vibration and noise are relatively small.

[0045] In an optional embodiment, the outer side of the rotating shell 330 and the input end 200a are respectively set as conical surfaces, and the outer side of the rotating shell 330 and the input end 200a are in contact with each other through the conical surfaces. The rotating shell 330 is annular, and the annular surface of the outer side of the rotating shell 330 facing the input end 200a is inclined to form a conical surface, and the outer side surface of the input end 200a facing the rotating shell 330 is also inclined to form a conical surface. The two conical surfaces fit each other and are transmitted through friction. As shown in the figure, the rotating shell 330 is arranged on a vertical plane, and the input end 200a is arranged in a horizontal direction. In this way, after the kinetic energy of the wheel axle 600 is transmitted to the rotating shell 330, the rotating shell 330 drives the input end 200a, and converts the rotational kinetic energy of the rotating shell 330 into the rotational kinetic energy of the input end 200a through contact and fitting. The rotation of the input end 200a drives the input end 200a of the power generation device 200 to rotate, thereby converting the rotational kinetic energy of the input end 200a into the electrical energy generated by the power generation device 200.

[0046] Please refer to Figure 5In an optional embodiment, the moving part 320 includes a moving ring 321 and a fixed shell 322. The moving ring 321 is rotatably connected to the linkage gear 340. The fixed shell 322 is fixedly connected to the outer periphery of the moving ring 321 and the rotating shell 330. The moving ring 321 and the fixed shell 322 are annular and can move along the pushing and pulling directions of the push rod 400 relative to the wheel axle 600. The outer edge of the moving ring 321 is fixed to the inner edge of the fixed shell 322. The fixed shell 322 and the moving ring 321 can be integrally formed or the fixed shell 322 can be welded to the outer edge of the moving ring 321. The outer edge of the moving ring 321 is embedded in the inner edge of the rotating shell 330. The inner edge of the rotating shell 330 facing the moving ring 321 is convex to limit the linkage gear 340. The moving ring 321 or the fixed shell 322 is connected to the push rod 400 and fixed. The shell 322 and the movable ring 321 are integrally formed, welded and fixed or fixed in other ways. There are at least two push rods 400, which are evenly distributed on one side of the movable ring 321 or one side of the fixed shell 322. For example, the output ends of the two push rods 400 are symmetrically welded on the side of the fixed shell 322 facing the push rod 400; the fixed shell 322 is provided with a heat dissipation cavity, and an air inlet 322a and an air outlet 322b connected to the heat dissipation cavity. The air inlet 322a corresponds to the position of the power generation device 200 and is close to the power generation device 200, and the air outlet 322b is located on the outer peripheral surface or side of the fixed shell 322, so that the heat is dissipated from another direction. In fact, the power generation device 200 generates energy and charges the power battery in the process of generating heat, especially converting the kinetic energy of the vehicle into electrical energy for recovery. The battery needs to dissipate heat, and the heat can be quickly dissipated through the heat dissipation cavity.

[0047] Please refer to Figure 6 In an optional embodiment, the transmission part 310 also includes a guide member 350, which is sleeved on the outer periphery of the wheel axle 600, and the guide member 350 is rotatably matched with the wheel axle 600. One end of the guide member 350 is connected to the base 100, and the guide member 350 and the base 100 can be integrally formed or welded and fixed. The other end of the guide member 350 extends to one side of the driving gear 610, and the guide member 350 and the driving gear 610 are relatively rotatable. The guide member 350 is provided with a slide groove 351 along the moving direction of the moving ring 321, and the slide groove 351 is located on the surface of the guide member 350, and the setting direction is the pushing and pulling direction of the push rod 400. The moving ring 321 is annular, and the inner circumference of the moving ring 321 is provided with a flange 321a, and the moving ring 321 is matched with the guide member 350 sleeve, and the flange 321a matches the slide groove 351. The moving ring 321 can be guided and limited by the guide member 350.

[0048] In an optional embodiment, the transmission part 310 further includes a plurality of blades 360, which are respectively arranged at the outer edge of the rotating shell 330. The plurality of blades 360 are arranged around the outer edge of the rotating shell 330 at intervals, and can be fixed by welding, or by embedding one end of the blade 360 ​​into the outer periphery of the rotating shell 330. The blade 360 ​​is located in the heat dissipation cavity, that is, the blade 360 ​​is limited by the inner wall of the fixed shell 322, and rotates with the rotating shell 330. The blade 360 ​​accelerates the airflow passing through the air inlet 322a and the air outlet 322b. As for heat dissipation, at present, there is no energy recovery device that intelligently matches the heat dissipation scheme according to the speed of the car, resulting in poor heat dissipation effect when the charging current is large, and low energy utilization when the charging current is small. After adopting the above-mentioned fan blades 360, the heat dissipation effect can be matched with the vehicle speed. If the vehicle speed is fast, the fan blades 360 rotate with the rotating shell 330, and the rotation speed of the fan blades 360 is also faster. When the vehicle speed slows down, the rotation speed of the fan blades 360 also decreases. In this way, the heat dissipation effect can be automatically matched by mechanical means.

[0049] Please refer to Figure 1 In an optional embodiment, the device further includes a heat sink 500, which includes a heat pipe 510 and a plurality of heat sink fins 520. The number of heat sink fins 520 is set as large as possible, such as 30-50. The plurality of heat sink fins 520 are arranged at intervals, preferably at equal intervals. The heat sink fins 520 can increase the area of ​​heat transfer. The plurality of heat sink fins 520 are arranged corresponding to the air outlet 322b. The plurality of heat sink fins 520 are connected through the heat pipe 510, and two heat pipes 510 can be connected. The heat pipes 510 are connected at the ends to form a loop, and the heat pipe 510 is used to pass the coolant. With the above arrangement, the hot air discharged from the air outlet 322b is blown toward the heat dissipation fins 520, part of the heat is transferred to the air, and the other part of the heat is transferred to the heat dissipation fins 520. The heat dissipation fins 520 then take away the heat through the coolant in the heat dissipation pipe 510. This can increase the heat dissipation effect of the device. The layout of multiple heat dissipation fins 520 can also be more fully in contact with the hot air and dissipate heat more effectively. The cooperation between the heat dissipation fins 520 and the fan blades 360 can enhance the heat dissipation effect.

[0050] Please refer to Figure 2In an optional embodiment, the base 100 includes a first fixed sleeve 110, a second fixed sleeve 120, a first fixed frame 130, a second fixed frame 140 and a protective cover 150. The first fixed sleeve 110 and the second fixed sleeve 120 are respectively sleeved on the outer periphery of the wheel axle 600 and rotatably cooperate with the wheel axle 600. The first fixed sleeve 110 and the second fixed sleeve 120 are spaced apart, and a transmission mechanism 300 and a push rod 400 are arranged at the interval between the two. The power generation device 200 can be arranged at the interval or connected to the first fixed frame 130 outside the interval. The heat dissipation fins 520 are arranged between the first fixed frame 130 and the second fixed frame 140; one end of the first fixed frame 130 is connected to the first fixed sleeve 110, one end of the second fixed frame 140 is connected to the second fixed sleeve 120, and the other ends of the first fixed frame 130 and the second fixed frame 140 are respectively connected to the two ends of the protective cover 150. The protective cover 150 is used to isolate the interior of the vehicle from the external environment. The protective cover 150 is in the shape of a box, and has an installation space inside the protective cover 150. For example, the protective cover 150 includes a trough box and a cover plate, and the trough box has a recessed installation space. The cover plate is connected to the edge of the trough box and closes the installation space. The cover plate and the trough box are fixed by screws and can be disassembled during maintenance; the top of the protective cover 150 is fixed to the chassis of the vehicle, and the protective cover 150 and the chassis can be fixed by welding, bolting or other common connection methods; the first fixed shaft sleeve 110 and the first fixed frame 130, the second fixed shaft sleeve 120 and the second fixed frame 140, the protective cover 150 and the first fixed frame 130 and the second fixed frame 140 can adopt an integral molding structure, or can be fixed by welding or other methods.

[0051] Please refer to Figure 7 In an optional embodiment, the generator motor 210 is embedded and fixed in the mounting seat 220, and the mounting seat 220 is fixed to the first fixing frame 130, which can be fixed by screws, buckles or adhesive bonding. The rotating shaft of the generator motor 210 is connected to the input end 200a and can rotate synchronously; the guide member 350 is located at the interval between the first fixed sleeve 110 and the second fixed sleeve 120, and one end of the guide member 350 is connected to the second fixed sleeve 120. The guide member 350 and the second fixed sleeve 120 can be integrally formed; The push rod 400 is located at the above-mentioned interval, one end of the push rod 400 is connected to the second fixing frame 140, and the other end of the push rod 400 is fixed to the side of the above-mentioned fixed shell 322. The two ends of the push rod 400 can be fixed by interference fit. The push rod 400 is supported by the second fixing frame 140 when in action; the above-mentioned heat dissipation fins 520 and heat dissipation pipes 510 are arranged between the protective cover 150 and the transmission mechanism 300, specifically located below the protective cover 150, and the heat dissipation fins 520 are at the corresponding position of the air outlet 322b.

[0052] Please refer to Figure 8In an optional embodiment, the base 100 further includes: a boost module 151, a current detection module 152 and a charging controller 153. Specifically, the boost module 151, the current detection module 152 and the charging controller 153 are fixed in parallel in the installation space of the protective cover 150, and are fixed by fitting or screwing. The boost module 151 is electrically connected to the generator motor 210, and the voltage is increased to the voltage required for charging the power battery through the boost module 151. The current detection module 152 is electrically connected to the boost module 151 and the charging controller 153 respectively. The current detection module 152 is used to detect the current and send a signal to the boost module 151. The boost module 151 is used to receive the current detection module The protective cover 150 receives a signal from the block 152 and reduces the output power when receiving an overload signal to maintain the voltage at a stable value. When the voltage is stable, the current is detected by the current detection module 152 to determine the charging power of the power battery. The charging controller 153 shares the current data of the current detection module 152 in real time and displays the size of the energy recovery power by changing the color of the indicator light, so that the driver can intuitively understand the status of the vehicle's kinetic energy recovery. The protective cover 150 is provided with a first wiring port 150a and a second wiring port 150b. The current detection module 152 is electrically connected to the external power battery through the second wiring port 150b, and the charging controller 153 is electrically connected to the vehicle's indicator light through the first wiring port 150a. When the vehicle decelerates, the generator motor 210 generates electric energy, which is boosted by the boost module 151 to charge the power battery. The current needs to be stable within a certain range for stable charging. The generated current must be detected by the current detection module 152. If a current overload occurs, the current detection module 152 will feed back a signal to the boost module 151. After receiving the signal, the boost module 151 reduces the output power. In this way, the power battery is charged relatively stably, current overload is avoided, and the safety of power battery charging is improved.

[0053] According to a second aspect of the present application, a vehicle is provided, which includes a wheel axle 600 and the above-mentioned vehicle kinetic energy recovery device installed on the wheel axle 600, the vehicle kinetic energy recovery device includes a base 100, a power generation device 200, a transmission mechanism 300 and a push rod 400, specifically as the above-mentioned vehicle kinetic energy recovery device, the connection arrangement between the vehicle kinetic energy recovery device and the wheel axle 600 is such as the cooperation between the above-mentioned transmission mechanism 300 and the wheel axle 600, a circle of driving gear 610 is provided on the outer periphery of the wheel axle 600, the transmission teeth 300a of the transmission mechanism 300 are meshed with the driving gear 610, and the base 100 is fixed to the chassis of the vehicle by screw connection, welding or other fixing methods.

[0054] When the driver steps on the brake pedal, a signal is transmitted to the controller of the push rod 400, driving the push rod 400 to work. The push rod 400 drives the fixed shell 322 and the movable ring 321 to move toward the driving gear 610, and the rotating shell 330 and the linkage gear 340 approach the driving gear 610. When the linkage gear 340 is engaged with the driving gear 610, the rotating shell 330 is in close contact with the input end 200a. When the axle 600 rotates, the driving gear 610 drives the linkage gear 340 to rotate, and drives the rotating shell 330 to rotate through the linkage gear 340, and drives the input end 200a to rotate through the rotating shell 330. The input end 200a drives the power generation device 200 to work and generate electrical energy.

[0055] The vehicles of the prior art cannot effectively recycle the kinetic energy during the deceleration process. However, the vehicle of the present application installs a base 100 on the vehicle chassis, and then uses the base 100 as a basis to install the power generation device 200, the transmission mechanism 300 and the push rod 400. The kinetic energy of the axle 600 can be transmitted to the power generation device 200 through the transmission mechanism 300 to generate electricity. In this way, the vehicle can recycle the kinetic energy during the deceleration process without affecting the normal driving of the vehicle. At the same time, since the energy consumption increases when the vehicle decelerates, it can help the braking process to a certain extent.

[0056] In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", "optional example" or "optional implementation" 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 application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in any one or more embodiments or examples in a suitable manner. In addition, those skilled in the art may combine and combine different embodiments or examples described in this specification.

[0057] In addition, the technical solutions between the various embodiments can be combined with each other, but they must be based on the fact that they can be implemented by ordinary technicians in this field. When the combination of technical solutions is contradictory or cannot be implemented, it should be deemed that such combination of technical solutions does not exist and is not within the scope of protection required by this application.

[0058] Although the embodiments of the present application have been shown and described, those skilled in the art will appreciate that various changes, modifications, substitutions and variations may be made to the embodiments without departing from the principles and spirit of the present application, and that the scope of the present application is defined by the claims and their equivalents.

Claims

1. A vehicle kinetic energy recovery device, characterized in that: include: A base (100) for rotationally connecting to a wheel axle (600) of a vehicle; A power generation device (200) for electrically connecting to the energy storage device, wherein the power generation device (200) has an input end (200a) that operates in a rotational manner; A transmission mechanism (300) for transmitting the rotational kinetic energy of the wheel axle (600) of the vehicle to the input end (200a); A push rod (400), with two ends respectively connected to the base (100) and the transmission mechanism (300), the push rod (400) being used to drive the transmission mechanism (300) when the vehicle decelerates; When the vehicle is running normally, the transmission mechanism (300) is separated from the wheel axle (600); when the vehicle is decelerating, the transmission mechanism (300) moves relative to the wheel axle (600) under the drive of the push rod (400), so that the wheel axle (600), the transmission mechanism (300), and the input end (200a) are sequentially connected in transmission.

2. The vehicle kinetic energy recovery device according to claim 1, characterized in that: The transmission mechanism (300) comprises a transmission part (310) and a transmission tooth (300a) transmission-connected to the transmission part (310); the wheel shaft (600) is provided with a driving gear (610); the transmission part (310) is connected to the push rod (400); under the push of the push rod (400), the transmission tooth (300a) is transmission-connected to the driving gear (610), and the transmission part (310) is transmission-connected to the input end (200a).

3. The vehicle kinetic energy recovery device according to claim 2, characterized in that: The transmission part (310) further comprises a rotating shell (330), a moving part (320) and a linkage gear (340); the moving part (320) is fixedly connected to the push rod (400); the linkage gear (340) is rotationally connected to the moving part (320); the linkage gear (340) is provided with the transmission tooth (300a); the rotating shell (330) is rotationally matched with the moving part (320); the outer side of the rotating shell (330) is used for transmission connection with the input end (200a); the inner side of the rotating shell (330) is provided with a gear ring (331); the gear ring (331) is meshed with the linkage gear (340).

4. The vehicle kinetic energy recovery device according to claim 3, characterized in that: The outer side of the rotating shell (330) and the input end (200a) are respectively configured as conical surfaces, and the outer side of the rotating shell (330) and the input end (200a) are in contact with each other through the conical surfaces.

5. The vehicle kinetic energy recovery device according to claim 3, characterized in that: The moving part (320) comprises a moving ring (321) and a fixed shell (322); the moving ring (321) is rotatably connected to the linkage gear (340); the fixed shell (322) is fixedly connected to the outer periphery of the moving ring (321) and the rotating shell (330); the moving ring (321) or the fixed shell (322) is connected to the push rod (400); the fixed shell (322) is provided with a heat dissipation cavity, and an air inlet (322a) and an air outlet (322b) connected to the heat dissipation cavity; the air inlet (322a) corresponds to the position of the power generation device (200).

6. The vehicle kinetic energy recovery device according to claim 3, characterized in that: The transmission part (310) further includes a guide member (350), one end of which is connected to the base (100) and the other end of which extends to one side of the driving gear (610). The guide member (350) is provided with a slide groove (351) along the moving direction of the moving ring (321). The moving ring (321) is provided with a flange (321a). The moving ring (321) cooperates with the guide member (350) sleeve, and the flange (321a) matches the slide groove (351).

7. The vehicle kinetic energy recovery device according to claim 5, characterized in that: The transmission part (310) further comprises a plurality of fan blades (360) which are respectively arranged on the outer edges of the rotating shell (330); the fan blades (360) are located in the heat dissipation cavity and rotate along with the rotating shell (330); the fan blades (360) accelerate the airflow passing through the air inlet (322a) and the air outlet (322b).

8. The vehicle kinetic energy recovery device according to claim 5, characterized in that: It also includes a heat sink (500), the heat sink (500) including a heat pipe (510) and a plurality of heat sink fins (520), the plurality of heat sink fins (520) are arranged corresponding to the air outlet (322b), the plurality of heat sink fins (520) are connected via the heat pipe (510), and the heat pipe (510) is used to pass a coolant.

9. The vehicle kinetic energy recovery device according to claim 1, characterized in that: The invention also comprises: a boost module (151), a current detection module (152) and a controller installed on the base (100); the boost module (151) is electrically connected to the power generation device (200); the current detection module (152) is electrically connected to the boost module (151) and the controller respectively; the current detection module (152) is used to detect current and send a signal to the boost module (151); the boost module (151) is used to receive the signal of the current detection module (152) and reduce the output power when receiving an overload signal.

10. A vehicle, characterized in that: The invention comprises a wheel axle (600) and a vehicle kinetic energy recovery device as described in any one of claims 1 to 9 mounted on the wheel axle (600), wherein the base (100) is fixed to the chassis of the vehicle.

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