Solar charging battery car

Abstract

The solar charging battery car comprises a car body, a car frame, a front wheel, a rear wheel, a seat, a driving motor, an energy storage system, a control system and a stand column, a first photovoltaic panel and a second photovoltaic panel are symmetrically and fixedly installed on the left side and the right side of the stand column at the front end of the car body, and the included angle between the installation face of the first photovoltaic panel and the installation face of the second photovoltaic panel and the advancing direction of the car body is 30-60 degrees; a self-cleaning nano coating covers the surface, and the light transmittance is greater than or equal to 90%; a storage box is arranged at the front end of the vehicle body, the top of the storage box is movably connected with a third photovoltaic panel through a hinge, and an adjustable angle of 0-180 degrees is formed between the third photovoltaic panel and the plane of the top of the storage box when the third photovoltaic panel is unfolded. Therefore, the solar charging battery car adopts multi-photovoltaic-panel three-dimensional layout and dynamic adjustment, the unfolded power generation area is larger than or equal to 1.5 m < 2 >, a self-cleaning coating is arranged, the power generation efficiency is high, the super capacitor and the main battery are managed in a grading mode, the endurance is prolonged by combining downhill energy recovery, the photovoltaic panels are folded during driving, the width of the whole car is smaller than or equal to 45 cm, the whole car meets the standard, and the solar charging battery car has the characteristics of IP67 water resistance and the like and is suitable for outdoors.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicles, and in particular to solar-charged battery vehicles. Background Art

[0002] With the popularization of the concept of low-carbon travel, solar electric vehicles have attracted much attention due to their potential for environmental protection and improved endurance. In the existing technology, the photovoltaic system of solar electric vehicles generally has the following defects:

[0003] 1. Inefficient photovoltaic panel layout and adjustment mechanism: Most models use fixed-angle photovoltaic panels that can only receive light from a single direction, and no differentiated solutions are designed for the stationary / driving state of the vehicle. For example, traditional vehicle-mounted photovoltaic panels are usually fixed on the roof or the side of the vehicle body and cannot be dynamically adjusted according to the light angle, especially when the vehicle is parked, wasting light resources; when driving, the photovoltaic panels protrude from the vehicle body and are easily hit, posing a safety hazard.

[0004] 2. Single energy storage system and extensive energy management: Existing solutions mostly rely on a single battery pack to store electricity, lack efficient use of photovoltaic instantaneous peak power, and do not combine braking energy recovery technology. For example, the unstable power generated by photovoltaic panels is directly input into the battery pack, which can easily cause low charging efficiency or battery loss; kinetic energy is not recycled when going downhill, and the endurance improvement is limited.

[0005] 3. Structural design does not take into account both lightness and reliability: photovoltaic panel brackets are mostly made of metal materials, which are heavy and have insufficient wind resistance; the lack of waterproof and self-cleaning functions leads to high maintenance costs. For example, traditional folding brackets are easy to loosen when driving at high speeds or in strong winds, and dust accumulation on the surface of photovoltaic panels affects light transmittance, requiring frequent manual cleaning.

[0006] Therefore, there is an urgent need for a solar electric vehicle with intelligent photovoltaic regulation, efficient energy storage management and lightweight structure to solve the problems of low light energy utilization, limited endurance improvement and insufficient reliability in the existing technology. Summary of the invention

[0007] The present application aims to solve one of the technical problems in the related art at least to some extent.

[0008] To this end, the first purpose of this application is to provide a solar-powered charging battery vehicle with a three-dimensional layout of multiple photovoltaic panels and a dynamic adjustment mechanism so that the effective power generation area is ≥1.5㎡ (expanded state). Combined with a self-cleaning coating and angle optimization, the power generation efficiency is greatly improved compared to traditional fixed solutions.

[0009] The second object of the present application is to provide a solar - charged battery vehicle. The supercapacitor stores instantaneous electric energy, and together with the main battery pack, it realizes hierarchical management of "instantaneous power generation and immediate use + stable storage". The energy recovery during downhill driving further extends the battery life. When driving, the photovoltaic panels are completely folded, and the overall width of the vehicle ≤ 45 cm, meeting the standard of GB17761 - 2018, and avoiding potential safety hazards caused by protruding parts.

[0010] The third object of the present application is to provide a solar - charged battery vehicle with IP67 waterproof protection, torque limiter for anti - damage, self - cleaning coating to reduce manual maintenance, and carbon fiber and aluminum alloy structure to enhance weather resistance and adapt to complex outdoor environments.

[0011] To achieve the above object, the first - aspect embodiment of the present application provides a solar - charged battery vehicle, including a vehicle body, a frame, a front wheel, a rear wheel, a seat, a drive motor, an energy storage system, a control system, and a column. Among them, on the left and right sides of the column at the front end of the vehicle body, a first photovoltaic panel and a second photovoltaic panel are symmetrically and fixedly installed. The installation surfaces of the first photovoltaic panel and the second photovoltaic panel form an angle of 30° - 60° with the forward direction of the vehicle body, and the surface is covered with a self - cleaning nano - coating, with a light transmittance ≥ 90%; a storage box is arranged at the front end of the vehicle body, and the top of the storage box is movably connected to a third photovoltaic panel through a hinge. When the third photovoltaic panel is unfolded, the angle with the top plane of the storage box is adjustable from 0° to 180°, and when closed, it completely covers the opening of the storage box; on both sides of the rear end of the vehicle body, a fourth photovoltaic panel and a fifth photovoltaic panel are symmetrically installed through a folding axis. When the fourth photovoltaic panel and the fifth photovoltaic panel are folded, they fit against both sides of the frame, and when unfolded, they rotate around the folding axis and are spliced into a continuous photovoltaic receiving surface, and the total unfolded area is 0.8 - 1.0 ㎡; the control system includes an attitude detection module, an acceleration sensor, a photovoltaic unfolding controller, and an energy management module. Among them, the attitude detection module detects the stationary state of the vehicle through the acceleration sensor; the photovoltaic unfolding controller is electrically connected to all movable photovoltaic panels and triggers the following actions: when the vehicle is stationary for more than 5 minutes, the third photovoltaic panel is automatically unfolded to the optimal lighting angle, and the fourth photovoltaic panel and the fifth photovoltaic panel are synchronously unfolded and spliced into a receiving surface; when it is detected that the vehicle is moving (when the acceleration sensor detects that the acceleration > 0.1 m / s 2 ², it is determined that the vehicle is moving), all movable photovoltaic panels are reset to the folded state within 0.5 seconds; the energy management module optimizes the photovoltaic output through the MPPT algorithm and dynamically distributes electric energy to the drive motor or the energy storage system.

[0012] The solar - charged battery vehicle of the embodiment of the present application adopts a multi - photovoltaic - panel three - dimensional layout and dynamic adjustment, with an unfolded power - generation area ≥ 1.5 ㎡, equipped with a self - cleaning coating, high power - generation efficiency, hierarchical management of supercapacitors and main batteries, combined with energy recovery during downhill driving to extend the battery life, the photovoltaic panels are folded when driving, the overall width of the vehicle ≤ 45 cm meets the regulations, and it has characteristics such as IP67 waterproof protection, etc., and is suitable for outdoor use.

[0013] In addition, the solar charging battery-powered vehicle proposed above according to the present application may further have the following additional technical features:

[0014] In an embodiment of the present application, the first photovoltaic panel and the second photovoltaic panel are made of monocrystalline silicon, with a conversion efficiency of ≥22%, and are fixed to the aluminum alloy bracket of the front column by waterproof bolts. A shock-absorbing rubber pad is provided at the connection between the bracket and the vehicle body.

[0015] In an embodiment of the present application, the third photovoltaic panel is a light-transmitting cadmium telluride thin-film photovoltaic panel with a light transmittance of 60%. A damping rotating shaft is provided at the connection with the hinge, and the unfolding angle can be adjusted manually or electrically; when closed, it is fixed by a magnetic lock, and the waterproof grade is IP67.

[0016] In an embodiment of the present application, the folding shaft is internally provided with a torque limiter, which automatically locks when the wind speed ≥ 8m / s or the mechanical resistance > 5N·m; interlocking buckles are provided at the splicing edges of the fourth photovoltaic panel and the fifth photovoltaic panel, and the interval when unfolded is ≤ 2mm. After splicing, the curved surface radian matches the noon solar altitude angle of the vehicle's real-time position ±5°.

[0017] In an embodiment of the present application, the energy storage system includes a main battery pack, a supercapacitor module, and a bidirectional DC / DC converter. Among them, the main battery pack is installed inside the lower tube of the frame and is a lithium iron phosphate battery with a capacity of 1.2kWh; the supercapacitor module is installed under the seat and is directly connected to the fourth photovoltaic panel and the fifth photovoltaic panel for storing instantaneous peak electric energy; the conversion efficiency of the bidirectional DC / DC converter is ≥96%, and it supports on-demand charging and discharging between the main battery pack and the supercapacitor module.

[0018] In an embodiment of the present application, the energy distribution logic of the control system is as follows: when the light intensity ≥ 80000lux, the photovoltaic electric energy is directly supplied to the drive motor preferentially; when the light intensity < 80000lux, the photovoltaic electric energy is stored in the supercapacitor module; when the SOC of the supercapacitor module > 80%, the electric energy is transferred to the main battery pack; when the downhill speed > 15km / h, the drive motor switches to the power generation mode, and the recovery efficiency is ≥ 45%.

[0019] In an embodiment of the present application, the frame is made of 6061-T6 aerospace aluminum alloy and is surface anodized; the folding brackets of the fourth photovoltaic panel and the fifth photovoltaic panel are made of carbon fiber reinforced composite material, with a flexural strength of ≥1200MPa, and the weight is reduced by 40% compared with the traditional metal bracket.

[0020] In an embodiment of the present application, it further includes a vehicle control display screen, which real-time displays: the power generation power and proportion of each photovoltaic component; the SOC status of the energy storage system; the photovoltaic panel unfolding abnormal alarm code (including wind speed overlimit, mechanical jamming).

[0021] In one embodiment of the present application, the total width of the first photovoltaic panel, the second photovoltaic panel, the third photovoltaic panel, the fourth photovoltaic panel, and the fifth photovoltaic panel in the folded state is ≤ 45 cm, the total power generation area after unfolding is ≥ 1.5 m², the vehicle mass is ≤ 55 kg, and it complies with the GB17761-2018 standard.

[0022] The advantages of the present application compared with the existing technologies are as follows:

[0023] (1) The multi-photovoltaic panel three-dimensional layout and dynamic adjustment mechanism enable the effective power generation area to be ≥ 1.5 m² (in the unfolded state). Combined with the self-cleaning coating and angle optimization, the power generation efficiency is greatly improved compared with the traditional fixed scheme.

[0024] (2) The supercapacitor stores instantaneous electric energy, and cooperates with the main battery pack to achieve hierarchical management of "instantaneous power generation and immediate use + stable storage". The energy recovery during downhill further extends the battery life. When driving, the photovoltaic panels are completely folded, the vehicle width is ≤ 45 cm, and it complies with the GB17761-2018 standard, avoiding potential safety hazards caused by protruding components.

[0025] (3) IP67 waterproof, torque limiter for anti-damage, self-cleaning coating reduces manual maintenance, and the carbon fiber and aluminum alloy structure improves weather resistance, adapting to complex outdoor environments.

[0026] The additional aspects and advantages of the present application will be partially given in the following description, partially become obvious from the following description, or be understood through the practice of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0027] The above and / or additional aspects and advantages of the present application will become obvious and easy to understand from the following description of the embodiments in conjunction with the drawings, where:

[0028] Figure 1 is a three-dimensional view of a solar charging battery vehicle according to an embodiment of the present application;

[0029] Figure 2 is a three-dimensional view of a solar charging battery vehicle according to another embodiment of the present application;

[0030] Figure 3 is a three-dimensional view of a solar charging battery vehicle according to another embodiment of the present application;

[0031] Figure 4 is a schematic diagram of the control connection of a solar charging battery vehicle according to an embodiment of the present application;

[0032] Figure 5 is a flowchart of the photovoltaic panel unfolding - folding control of a solar charging battery vehicle according to an embodiment of the present application;

[0033] Figure 6Energy management and distribution logic flowchart of a solar - charged battery - powered vehicle according to an embodiment of the present application;

[0034] Figure 7 Down - hill energy recovery flowchart of a solar - charged battery - powered vehicle according to an embodiment of the present application;

[0035] Figure 8 Interaction diagram of the core modules of the control system of a solar - charged battery - powered vehicle according to an embodiment of the present application.

[0036] As shown in the figure: 1. Body; 2. Frame; 3. Front wheel; 4. Rear wheel; 5. Seat; 6. Driving motor; 7. Energy storage system; 8. Control system; 9. Column; 10. First photovoltaic panel; 11. Second photovoltaic panel; 12. Storage box; 13. Third photovoltaic panel; 14. Fourth photovoltaic panel; 15. Fifth photovoltaic panel; 101. Self - cleaning nano - coating; 131. Damping rotating shaft; 141. Folding shaft; 151. Interlocking buckle; 71. Main battery pack; 72. Supercapacitor module; 73. Bidirectional DC / DC converter; 81. Attitude detection module; 82. Acceleration sensor; 83. Photovoltaic unfolding controller; 84. Energy management module; 1411. Torque limiter; 20. Vehicle control display screen. Detailed implementation manners

[0037] The solar - charged battery - powered vehicle of the embodiment of the present application will be described below with reference to the accompanying drawings.

[0038] As Figures 1-8 shown, the solar - charged battery - powered vehicle of the embodiment of the present application may include a body 1, a frame 2, a front wheel 3, a rear wheel 4, a seat 5, a driving motor 6, an energy storage system 7, a control system 8, and a column 9.

[0039] It can be understood that the body 1 uses the frame 2 as a support skeleton, and a column 9 is provided at the front end. The first photovoltaic panel 10 and the second photovoltaic panel 11 are symmetrically and fixedly installed on the left and right sides thereof through aluminum alloy brackets. The installation surfaces of the two photovoltaic panels form an angle of 30° - 60° (select 45°) with the advancing direction of the vehicle body. This angle not only meets the aerodynamic requirements during vehicle driving but also can effectively receive oblique sunlight when the vehicle is stationary. The surface of the photovoltaic panel is covered with a self - cleaning nano - coating 101, which decomposes dust through photocatalytic effect to ensure that the light transmittance is always ≥90%, reducing the frequency of manual cleaning.

[0040] A storage box 12 is provided below the front end of the body 1, and its top is movably connected to the third photovoltaic panel 13 through a hinge. The third photovoltaic panel can rotate around the hinge, and when unfolded, it forms an adjustable angle of 0° - 180° (for example, unfolded to 90° perpendicular to the ground) with the top plane of the storage box. When closed, it completely covers the opening of the storage box, realizing the functional integration of "photovoltaic power generation" and "protection of storage space".

[0041] On both sides of the rear end of the vehicle body 1, the fourth photovoltaic panel 14 and the fifth photovoltaic panel 15 are symmetrically installed through the folding shaft 141. In the folded state, the two photovoltaic panels are attached to both sides of the vehicle frame 2 and do not exceed the width of the vehicle body; when unfolded, the photovoltaic panels rotate around the folding shaft and are spliced into a continuous plane through edge buckles. After unfolding, the total area is 0.8 - 1.0 ㎡, forming an efficient power generation area at the rear.

[0042] Working process of the control system:

[0043] 1. Vehicle status detection mechanism

[0044] The attitude detection module 81 in the control system 8 reads the signal of the acceleration sensor 82 in real time:

[0045] When the acceleration sensor detects that the vehicle acceleration ≤ 0.1 m / s 2 and it lasts for more than 5 minutes, it is determined to be in a stationary state;

[0046] When the acceleration > 0.1 m / s 2 (such as starting, accelerating or pushing), it is determined to be in a moving state.

[0047] 2. Dynamic adjustment logic of photovoltaic panels

[0048] The photovoltaic unfolding controller 83 performs the following actions according to the attitude detection result:

[0049] Unfolding triggered in the stationary state:

[0050] After the vehicle has been stationary for more than 5 minutes, the controller first sends an unfolding instruction to the third photovoltaic panel 13, which rotates to the optimal lighting angle (for example, preset to 60° according to the local latitude) through the hinge; simultaneously sends an unfolding signal to the fourth photovoltaic panel 14 and the fifth photovoltaic panel 15, and the two panels rotate 90° around the folding shaft 141. After the edge buckles are locked, they are spliced into a complete receiving surface to maximize the reception of top and side-rear light.

[0051] Reset triggered in the moving state:

[0052] After detecting that the vehicle is moving (acceleration > 0.1 m / s 2 ), the controller sends a reset instruction within 0.5 seconds: the third photovoltaic panel 13 closes to cover the opening of the storage box 12, and the fourth photovoltaic panel 14 and the fifth photovoltaic panel 15 fold and attach to both sides of the vehicle frame 2 to avoid potential safety hazards caused by the protrusion of the photovoltaic panels during driving.

[0053] 3. Energy management and distribution

[0054] The energy management module 84 optimizes the photovoltaic output in real time through the MPPT (maximum power point tracking) algorithm:

[0055] When the total power generation of the first photovoltaic panel 10, the second photovoltaic panel 11, the third photovoltaic panel 13, the fourth photovoltaic panel 14, and the fifth photovoltaic panel 15 is stable, the module dynamically distributes the electric energy:

[0056] Prioritize the real-time power demand of the drive motor 6, and store the remaining power in the energy storage system 7;

[0057] If the photovoltaic output power fluctuates (cloud cover), the module adjusts the flow of electric energy to ensure the stability of the power supply to the drive motor and the charging safety of the energy storage system.

[0058] Key components work together:

[0059] The fixed tilt angle design of the first photovoltaic panel 10 and the second photovoltaic panel 11 allows the vehicle to receive sunlight from different directions (such as side light in the morning / afternoon) when parked, and the self-cleaning coating 101 continuously maintains light transmittance without manual intervention.

[0060] The hinge connection structure of the third photovoltaic panel 13 allows manual or electric angle adjustment (such as the user manually adjusts it to the optimal angle according to the direction of light), and is locked by a magnetic structure when closed to ensure that the storage box is waterproof and dustproof (IP67 waterproof level is achieved with the sealing strip).

[0061] The fourth photovoltaic panel 14 and the fifth photovoltaic panel 15: The folding axis 141 has a built-in damping mechanism to provide stable support when unfolded, and the continuous plane after splicing effectively expands the power generation area to meet the top light reception needs when stationary.

[0062] Acceleration sensor 82 → posture detection module 81 → photovoltaic deployment controller 83 → third photovoltaic panel 13, fourth photovoltaic panel 14 and fifth photovoltaic panel 15, forming a closed-loop control of "detection-judgment-execution" to ensure that the status of the photovoltaic panel matches the vehicle's motion status in real time.

[0063] In one embodiment of the present application, Figures 1-8 As shown, the material, installation structure and working principle of the first photovoltaic panel 10 and the second photovoltaic panel 11 are described in detail below:

[0064] It is understandable that the first photovoltaic panel 10 and the second photovoltaic panel 11 are made of monocrystalline silicon, which are made into monocrystalline silicon wafers by the direct pulling method and then packaged into photovoltaic modules. The measured photoelectric conversion efficiency is ≥22% (higher than the conversion efficiency of 18%-20% of conventional polycrystalline silicon). This material has excellent stability in strong light and high temperature environment, and the temperature coefficient is ≤-0.4% / ℃, ensuring that the vehicle can still maintain efficient power generation when exposed to the sun for a long time outdoors.

[0065] The front pillar 9 is made of a hollow cylindrical aluminum alloy profile (6063-T5, tensile strength ≥ 210 MPa). The photovoltaic panels are fixed on its left and right sides through aluminum alloy brackets (with a thickness of 3 mm and an L-shaped cross-section). One end of the bracket is connected to the preset screw holes of the pillar 9 through waterproof bolts (made of M4 stainless steel, surface nickel-plated, thread depth 8 mm), and the other end is fixed to the frame of the photovoltaic panel (made of aluminum alloy, thickness 2 mm) through countersunk screws, forming a three-level support structure of "pillar - bracket - photovoltaic panel".

[0066] The waterproof bolts are equipped with nitrile rubber washers (thickness 1.5 mm, Shore hardness 70A). During installation, the washer is compressed until the bolt head is in close contact with the surface of the bracket, forming an IP65-level waterproof seal to prevent rainwater from seeping into the vehicle body through the bolt holes. After a rain test (water pressure 80 kPa, spraying for 15 minutes), there is no water seepage at the connection between the bracket and the pillar.

[0067] The buffering principle of the shock-absorbing rubber pad:

[0068] 1. Structure location and material

[0069] The shock-absorbing rubber pad is set at the connection between the aluminum alloy bracket and the pillar 9 of the vehicle body. It is made of chloroprene rubber (hardness 50 ± 5 Shore A). The shape is a rectangular gasket with a length and width of 50 mm × 30 mm and a thickness of 5 mm. There are 4 through holes with a diameter of 6 mm on the surface, corresponding to the bolt hole positions of the bracket and the pillar.

[0070] 2. Vibration buffering mechanism

[0071] During vehicle driving, road bumps are transmitted to the pillar 9 through the vehicle frame 2. The shock-absorbing rubber pad reduces the vibration impact in the following ways:

[0072] High-frequency vibration absorption: The viscoelastic properties of the rubber material can attenuate the vibration energy of 20 - 200 Hz (such as high-frequency impacts when passing over a speed bump). The measured result shows that the vibration amplitude of the photovoltaic panel is reduced;

[0073] Bolt loosening prevention and protection: The elastic deformation of the rubber pad compensates for the relative displacement between the bracket and the pillar, avoiding loosening of the waterproof bolts caused by repeated vibrations (after a 2-hour test on a bumpy road at 50 km / h, the bolt torque attenuation < 5%);

[0074] Photovoltaic panel stress release: Prevent stress concentration at the edges of the photovoltaic panel caused by rigid connection, reducing the risk of cracking of the glass panel.

[0075] In an embodiment of the present application, as Figures 1-8 shown, the following elaborates in detail on the material characteristics, adjustment mechanism, and waterproof fixing structure of the third photovoltaic panel 13:

[0076] It is understandable that the third photovoltaic panel 13 adopts the light-transmissive cadmium telluride (CdTe) thin-film photovoltaic technology and is composed of a glass substrate, a transparent conductive oxide (TCO) layer, a cadmium telluride light absorption layer, and a back electrode layer, with an overall thickness of only 3 mm. Its core characteristics are as follows:

[0077] Light transmittance of 60%: By controlling the thickness of the cadmium telluride thin film (about 2 μm) and the light transmittance of the TCO layer, the visible light transmittance (400 - 760 nm) is ≥ 60%, enabling natural lighting to be maintained inside the storage box 12, which is convenient for users to pick up and place items (for example, when placing schoolbags and umbrellas, the items can be clearly identified);

[0078] Excellent low-light response: It can still generate electricity under an illumination intensity of 20000 lux (cloudy day environment), with a conversion efficiency of ≥ 12%, compensating for the efficiency attenuation problem of monocrystalline silicon photovoltaic panels under scattered light;

[0079] Flexible and bendable: The substrate uses tempered glass (thickness 3 mm, flexural strength ≥ 150 MPa), allowing a certain degree of arc deformation (curvature radius ≥ 500 mm) to adapt to the arc design of the top of the storage box.

[0080] Adjustment mechanism of the damping rotating shaft 131:

[0081] 1. Structure design and connection method

[0082] The damping rotating shaft 131 is installed at the connection between the third photovoltaic panel 13 and the hinge on the top of the storage box 12 and is composed of the following components:

[0083] Rotating shaft main body: Made of stainless steel (304L), with a diameter of 8 mm, and both ends are respectively embedded in the bearing seats (deep groove ball bearings, model 608) of the photovoltaic panel frame and the storage box bracket;

[0084] Damping sheet: Two brass friction sheets (thickness 0.5 mm) sandwich a silicon-based damping grease (viscosity 5000 cSt), and a constant frictional torque of 0.5 N·m is applied through a spring pressure plate;

[0085] Electric adjustment component (optional): Includes a micro stepping motor (torque 1 N·m), a gear reducer (reduction ratio 10:1), the motor shaft is key-connected to the rotating shaft main body, and receives the PWM signal of the photovoltaic unfolding controller 83 to drive rotation.

[0086] 2. Manual / electric adjustment process

[0087] Manual adjustment: When the user applies a torque of ≥ 1 N·m (such as manually turning the photovoltaic panel) to overcome the frictional torque of the damping sheet, it can stay at any angle within the range of 0° (fitting the top of the storage box) to 180° (fully unfolded in the reverse direction). After releasing the hand, the damping sheet maintains the current angle (for example, when the user manually adjusts to 45° south according to the sun's orientation);

[0088] Electric adjustment: When the vehicle is stationary, the PV deployment controller 83 sends an instruction to the stepper motor according to the signal from the attitude detection module 81:

[0089] During deployment: The motor rotates forward to drive the rotating shaft to rotate, and the PV panel unfolds at a speed of 5° / second to the optimal lighting angle (the local noon solar altitude angle calculated by the vehicle-mounted sensor);

[0090] During reset: The motor rotates backward to drive the PV panel to close, and after reaching the position, the limit switch (integrated in the bearing seat) is triggered to stop the action.

[0091] Magnetic latch fixation and IP67 waterproof design:

[0092] 1. Magnetic latch structure

[0093] In the closed state, the third PV panel 13 is fixed to the storage box 12 by a magnetic latch. The specific structure is as follows:

[0094] Permanent magnet group: Four neodymium iron boron magnets (N35 grade, single suction force 50N) are embedded at the bottom of the PV panel frame, evenly distributed with a spacing of 100mm;

[0095] Magnetic latch fixing plate: A galvanized steel plate (thickness 2mm) is installed at the edge of the storage box opening, corresponding to the position of the permanent magnet one by one, and the surface is nickel-plated for corrosion prevention;

[0096] Sealing strip: An EPDM rubber sealing ring (cross-section diameter 3mm) is set at the edge where the PV panel contacts the storage box. When closed, the adsorption force of the magnet makes the compression rate of the sealing ring reach 30%, forming a sealing barrier.

[0097] 2. Achievement of waterproof level

[0098] IP67 waterproof: Meeting the international electrotechnical standard (IEC 60529) through the following design:

[0099] Dust prevention: The sealing ring and the magnetic latch structure prevent solid particles with a size ≥50μm from entering the storage box;

[0100] Waterproof: Immersed in 1m of water depth for 30 minutes without water seepage (actual measurement: immersed in an environment with a water depth of 1.2m for 40 minutes, and the humidity sensor inside the storage box shows no change in humidity);

[0101] Quick closing feature: The response time of the magnetic latch <0.2 seconds, ensuring that the PV panel closes reliably when the vehicle starts (within 0.5 seconds after detecting movement), and avoiding potential safety hazards caused by not being locked during driving.

[0102] Workflow and scenario application:

[0103] 1. Angle adjustment when the vehicle is stationary:

[0104] After the attitude detection module 81 determines that the vehicle has been stationary for more than 5 minutes, the photovoltaic deployment controller 83 preferentially drives the third photovoltaic panel 13 to deploy electrically:

[0105] For manually adjustable vehicle models, the user can manually adjust the photovoltaic panel to the optimal position according to the incident angle of sunlight (for example, 30° eastward in the morning and 30° westward in the afternoon);

[0106] After deployment, the cadmium telluride thin-film photovoltaic panel provides lighting for the storage box at a light transmittance of 60%, and also generates electricity through low-light power generation (the average daily power generation is about 0.1 kWh, accounting for 15% of the vehicle's daily power generation).

[0107] 2. Closing and Sealing during Vehicle Travel:

[0108] When the vehicle movement is detected (acceleration > 0.1 m / s 2 ), the photovoltaic deployment controller 83 sends a closing instruction. For electric vehicle models, the photovoltaic panel is driven to reset by a stepper motor, and for manual vehicle models, it depends on the user to manually close it before driving;

[0109] After closing, the magnetic lock and the sealing ring work together to ensure that the items inside the storage box remain dry when driving in rainy days (such as in heavy rain with a rainfall intensity ≥ 50 mm / h). At the same time, the self-cleaning coating on the surface of the photovoltaic panel helps reduce rainwater residue.

[0110] 3. Extreme Environment Adaptability:

[0111] Low-temperature scenario (-10°C): The damping grease maintains fluidity (freezing point -40°C), and the change in the manual adjustment torque is < 10%; the remanence temperature coefficient of the permanent magnet of the magnetic lock ≤ -0.1% / °C to ensure stable adsorption force at low temperatures;

[0112] High-temperature scenario (60°C): The anti-aging life of the EPDM sealing ring ≥ 5 years, and the temperature coefficient of the cadmium telluride thin-film photovoltaic panel ≤ -0.3% / °C, so that the attenuation of light transmittance and power generation efficiency at high temperatures is controllable.

[0113] In an embodiment of the present application, as Figures 1-8 shown, the following details the folding shaft locking mechanism, the interlocking buckle splicing structure, and the curved surface radian adjustment principle of the fourth photovoltaic panel 14 and the fifth photovoltaic panel 15:

[0114] It can be understood that the structural principle of the folding shaft 141 and the torque limiter 1411:

[0115] 1. Core Structure of the Torque Limiter

[0116] The folding shaft 141 is a hollow cylindrical structure (diameter 16 mm, material 6061-T6 aluminum alloy), and a torque limiter 1411 is built inside it, which consists of the following:

[0117] Centrifugal wind speed sensor: Installed at the shaft end, when the wind speed ≥ 8 m / s (about level 5 wind), the rotation speed of the blade triggers the microswitch to output a locking signal;

[0118] Mechanical resistance detection component: It includes a pressure sensor (range 0 - 10 N·m) and a friction plate group. When the resistance during the unfolding of the photovoltaic panel > 5 N·m (such as jamming caused by misaligned buckles), the signal of the pressure sensor triggers the locking;

[0119] Electromagnetic clutch: After receiving the locking signal, the coil is energized to generate magnetic force, fixing the folding shaft to the bracket of the vehicle frame 2, achieving emergency locking within 0.3 seconds.

[0120] 2. Locking conditions and response processes

[0121] Locking due to wind speed exceeding limit:

[0122] When the wind speed sensor inside the folding shaft detects that the wind speed ≥ 8 m / s:

[0123] The electromagnetic clutch of the torque limiter 1411 is energized to lock the rotation of the folding shaft 141;

[0124] The photovoltaic unfolding controller 83 synchronously sends the alarm code "E01" (wind speed exceeding limit) to the vehicle control display screen 20 to remind the user to check manually.

[0125] Locking due to mechanical resistance exceeding limit:

[0126] When the fourth photovoltaic panel 14 or the fifth photovoltaic panel 15 unfolds, if the interlock buckle 151 is misaligned resulting in a resistance > 5 N·m:

[0127] The pressure sensor detects the abnormal resistance and triggers the electromagnetic clutch to lock;

[0128] The controller stops the drive motor (if it is electrically unfolded), and the display screen shows "E02" (mechanical jamming). The user needs to manually adjust the buckle and then unfold it again.

[0129] Interlock buckle 151 and splicing precision control:

[0130] 1. Structural design of the interlock buckle

[0131] Male and female buckles are respectively set at the splicing edges of the fourth photovoltaic panel 14 and the fifth photovoltaic panel 15. Specific parameters:

[0132] Male buckle: Made of aluminum alloy, with an L-shaped cross-section, a protruding height of 5 mm, and a width of 10 mm, set at the right edge of the fourth photovoltaic panel;

[0133] Female buckle: A matching groove structure with a built-in spring ejector pin (pressure 2 N), set at the left edge of the fifth photovoltaic panel;

[0134] Splicing accuracy: When unfolded, the male buckle is embedded in the female buckle, and the gap is eliminated by the spring ejector to ensure that the interval is ≤2mm (the measured average interval is 1.5mm), forming a continuous photovoltaic receiving surface.

[0135] 2. Dynamic matching mechanism of curved surface

[0136] Calculation of solar altitude angle:

[0137] The control system 8 obtains the real-time position (longitude, latitude) through the vehicle-mounted GPS module, and calculates the local noon solar altitude angle (formula: θ = 90° - |φ - δ|, where φ is the latitude and δ is the latitude of the sun's direct point) in combination with the current time, allowing a deviation of ±5°;

[0138] Angle adjustment mechanism:

[0139] The bottom of the folding axis 141 is integrated with an electric push rod (stroke 50mm, thrust 100N), which drives the photovoltaic panel to rotate around the axis according to the calculation result of the solar altitude angle to adjust the curvature of the curved surface after splicing:

[0140] For example, when the sun's altitude angle is 60°, the push rod extends 25mm, so that the photovoltaic panel combination forms an inclined surface of 60°±5°;

[0141] The electric linear actuator has a built-in angle sensor (accuracy ±1°), which provides real-time feedback to the energy management module 84 to ensure that the angle error is ≤5°.

[0142] Workflow and collaborative control:

[0143] 1. Photovoltaic panel expansion and splicing process:

[0144] When the vehicle is stationary for more than 5 minutes, the photovoltaic deployment controller 83 sends a deployment instruction to the drive motor of the folding shaft 141;

[0145] The fourth photovoltaic panel 14 and the fifth photovoltaic panel 15 are rotated 90° around the folding axis until the interlocking buckles are fully engaged (the buckle-in-place signal is detected by the photoelectric sensor);

[0146] The electric push rod adjusts the curvature of the curved surface according to the real-time solar altitude angle to form a continuous receiving surface (total area 0.8-1.0㎡) to improve the efficiency of diffuse light reception.

[0147] 2. Protection mechanism under extreme working conditions:

[0148] Strong wind scenario (wind speed ≥ 8m / s):

[0149] The torque limiter 1411 locks the folding axis to prevent the photovoltaic panel from vibrating due to wind, which may cause the buckle to loosen or the bracket to deform (after wind tunnel testing, the locked state can withstand a wind speed of 12m / s without displacement);

[0150] Jamming scenario (resistance > 5 N·m):

[0151] After locking, stop the unfolding action to avoid forcibly driving and damaging the buckle or folding shaft. At the same time, an alarm is given through the display screen to guide the user to troubleshoot (such as foreign objects getting stuck in the buckle gap).

[0152] When the curved surface radian matches the solar altitude angle within ±5°, the vertical illumination area received by the photovoltaic panel increases by 15% (compared with horizontal unfolding), especially in low-latitude regions (such as solar altitude angle > 70°) with significant effects.

[0153] It should be noted that the key parameters of the torque limiter described in this embodiment are:

[0154] The rated torque of the electromagnetic clutch is 10 N·m, the response time < 0.3 seconds, and the service life ≥ 100,000 locking / unlocking cycles;

[0155] The wind speed sensor complies with the GB / T 12483-2002 standard, with an operating temperature of -20°C to 60°C and a humidity ≤ 95% RH.

[0156] Interlocking buckle and splicing structure:

[0157] The surface of the buckle is anodized (film thickness 15 μm), and there is no corrosion after 1000 hours of salt spray test;

[0158] Silicone buffer strips (thickness 2 mm) are provided at the edges of the photovoltaic panels to absorb installation errors during splicing and avoid cracking of the glass panels caused by rigid collisions.

[0159] In an embodiment of the present application, as Figures 1-8 shown, the following is a detailed description of the composition, layout, and energy flow mechanism of the energy storage system 7:

[0160] It can be understood that the energy storage system 7 is composed of a main battery pack 71, a supercapacitor module 72, and a bidirectional DC / DC converter 73. The layout of each component follows the principle of "connecting nearby and reducing losses":

[0161] Main battery pack 71: A lithium iron phosphate battery with 16 series and 4 parallel (model 3.2V / 120Ah) is used, with a capacity of 1.2 kWh, encapsulated in an aluminum alloy shell (thickness 2 mm, surface anodized), and closely attached to the inside of the lower tube of the frame 2. This position has the following advantages:

[0162] Utilize the frame structure to protect the battery pack and avoid external collisions;

[0163] The space inside the lower tube is enclosed, and passive heat dissipation can be achieved through the diversion holes of the frame (temperature rise ≤ 10°C / hour).

[0164] Supercapacitor module 72: Composed of 10 2.7V / 100F supercapacitors connected in series (rated voltage 27V, capacity 33F), installed on the injection molding bracket under the seat 5, and directly connected to the fourth photovoltaic panel 14 and the fifth photovoltaic panel 15 through a silicone wire with a cross-sectional area of 4mm 2 (the line length ≤ 50cm), reducing the line impedance (the measured DC resistance ≤ 0.01Ω).

[0165] Bidirectional DC / DC converter 73: Integrated on the side of the main battery pack housing, adopting a high-frequency isolation topology structure (switching frequency 50kHz), with a conversion efficiency ≥ 96%, supporting an input / output voltage range of 0 - 60V, and a maximum transmission power of 1.5kW.

[0166] 1. Design advantages of directly connecting photovoltaic panels

[0167] The electric energy generated by the fourth photovoltaic panel 14 and the fifth photovoltaic panel 15 is directly input into the supercapacitor module 72, rather than being transferred through the main battery pack. The reasons are as follows:

[0168] Response speed matching: When the photovoltaic panel is blocked by clouds, the output power may fluctuate within milliseconds (such as suddenly dropping from 800W to 300W). The charge and discharge time constant of the supercapacitor < 1 second, which can quickly absorb / release instantaneous power, avoiding the life attenuation of the main battery pack caused by frequent large current impacts (the cycle life of lithium iron phosphate battery ≥ 3000 times, and the actual life is increased to more than 4000 times with the cooperation of the supercapacitor);

[0169] Reduced energy loss: The directly connected line is short and there is no intermediate conversion link, reducing the transmission loss by 3% - 5% compared with the traditional "photovoltaic panel - controller - battery pack" scheme.

[0170] 2. Storage and release logic

[0171] Charging process: When the output voltage of the photovoltaic panel (28 - 32V) is higher than the voltage at the supercapacitor terminal, the electric energy is stored in the capacitor module through an anti - reverse diode (voltage drop ≤ 0.3V), and the maximum charging current is limited to 50A (to protect the safety of the capacitor);

[0172] Discharging process: When the drive motor 6 starts instantaneously (such as when the required power > 300W during climbing), the supercapacitor module discharges with a peak current of 200A (the duration ≤ 10 seconds), assisting the main battery pack to supply power and avoiding the sudden voltage drop caused by the large current discharge of the main battery pack (the measured voltage fluctuation drops from ±2V to ±0.5V).

[0173] Energy bidirectional flow of the bidirectional DC / DC converter|

[0174] 1. From the supercapacitor to the main battery pack (charging mode)

[0175] When the SOC of the supercapacitor module 72 > 80% (monitored in real time by the Hall current sensor), the bidirectional DC / DC converter 73 starts the boost mode (input 27V → output 36V) to transfer electrical energy to the main battery pack 71. The specific process is as follows:

[0176] The energy management module 84 sends a transfer instruction to the converter control chip (model STM32G030);

[0177] The converter adjusts the duty cycle through PWM modulation technology to make the output voltage match the charging voltage of the main battery pack (3.65V / string × 16 strings = 58.4V);

[0178] The charging current is limited to 0.5C (60A), and a two-stage constant current-constant voltage charging method is adopted to ensure that the battery pack is safely fully charged.

[0179] 2. From the main battery pack to the supercapacitor (discharge mode)

[0180] When the supercapacitor SOC < 20% and the output power of the photovoltaic panel is insufficient, the converter starts the buck mode (input 58.4V → output 27V) to supplement energy to the supercapacitor from the main battery pack. Typical scenarios are as follows:

[0181] When the vehicle starts in the early morning, the photovoltaic panel has not started generating electricity and the remaining power of the supercapacitor is insufficient. The main battery pack supplies electrical energy to it through the converter to ensure the instantaneous power demand when the drive motor starts;

[0182] During continuous rainy and cloudy weather, the photovoltaic power generation < 100W. The electrical energy stored in the supercapacitor is preferentially supplied to the drive motor, and the insufficient part is supplemented by the main battery pack through the converter.

[0183] Examples of energy flow in multiple scenarios:

[0184] 1. Strong light direct irradiation scenario (light intensity ≥ 80000 lux):

[0185] The total output power of the five photovoltaic panels ≥ 500W. After being optimized by the MPPT algorithm:

[0186] 300W is directly supplied to the drive motor 6 (for example, the power required for uniform driving is 200W, and the remaining 100W is reserved);

[0187] The remaining 200W is input to the supercapacitor module 72. When the capacitor SOC reaches 80% (about 15 minutes), the bidirectional DC / DC converter transfers the electrical energy to the main battery pack 71 at a power of 100W.

[0188] 2. Weak light or cloudy day scenario (light intensity 20000 - 80000 lux):

[0189] The photovoltaic output power is 100 - 300W, which is all stored in the supercapacitor module 72. When the capacitor SOC > 80%, the transfer is started; if the capacitor SOC < 20% and the vehicle is moving, the main battery pack discharges to the capacitor through the converter to ensure stable power supply to the drive motor (voltage fluctuation ≤ ±1V).

[0190] 3. Downhill energy recovery scenario (speed > 15 km / h):

[0191] The drive motor 6 switches to the power generation mode and outputs 25 - 35V alternating current. After being rectified into direct current by the on-vehicle inverter:

[0192] First, it is stored in the supercapacitor module 72 (absorbing instantaneous recovered energy, with a maximum recovery current of 80A);

[0193] When the capacitor SOC > 80%, the remaining electric energy is transferred to the main battery pack 71 through the bidirectional DC / DC converter 73 with an efficiency of 96%. It is measured that 0.05 kWh of electric energy can be recovered during a 1 - km downhill (accounting for 5% of the improved endurance).

[0194] In an embodiment of the present application, as Figures 1-8 shown, the following is a detailed description of the energy distribution logic of the control system 8, covering light intensity judgment, energy storage device coordination, and energy recovery mechanism:

[0195] It can be understood that the energy management module 84 of the control system 8 collects the ambient light intensity in real time through the integrated light sensor and distributes the photovoltaic electric energy according to the following rules:

[0196] 1. Strong light direct supply mode (light intensity ≥ 80000 lux):

[0197] When the total output power of the five photovoltaic panels is stable above 200W, the energy management module 84 triggers the direct supply channel:

[0198] After being optimized by the MPPT algorithm module, the photovoltaic electric energy is directly input into the drive motor 6 through the DC bus (cross-sectional area 6mm 2 , impedance ≤ 0.005Ω) to preferentially meet the driving power demand;

[0199] The remaining electric energy (such as the extra 50W when the drive motor only needs 150W) is synchronously stored in the supercapacitor module 72 to avoid energy waste.

[0200] 2. Weak light storage mode (light intensity < 80000 lux):

[0201] When the insufficient light causes the photovoltaic output power < 200W, the energy management module closes the direct supply channel and starts the supercapacitor storage channel:

[0202] Electric energy directly flows into the supercapacitor module 72 through an anti-reverse diode (voltage drop ≤ 0.2V), and uses its high power density characteristic (charge and discharge current can reach 100A) to quickly store instantaneous electric energy;

[0203] The terminal voltage of the supercapacitor module 72 is fed back to the energy management module in real time, serving as the basis for judging subsequent energy transfer.

[0204] Cooperation mechanism between the supercapacitor and the main battery pack:

[0205] The SOC (state of charge) of the supercapacitor module 72 is calculated in real time by the Coulomb integration method. When SOC > 80%, it triggers the energy transfer to the main battery pack (71:

[0206] 1. Transfer trigger conditions:

[0207] The voltage of the supercapacitor module 72 ≥ 25V (corresponding to SOC 80%, rated voltage 27V);

[0208] The voltage of the main battery pack 71 < 57.6V (16 series lithium iron phosphate batteries, single string < 3.6V, to avoid overcharging).

[0209] 2. Working process of the bidirectional DC / DC converter 73:

[0210] The energy management module 84 sends a boost instruction to the converter to convert the 25 - 27V voltage of the supercapacitor into 58.4V (fully charged voltage of the main battery pack);

[0211] The transfer current is limited to 0.2C (24A), and it is charged at a constant current until the voltage of the main battery pack reaches 57.6V, and then switched to constant voltage charging until 58.4V to ensure the safe charging of the lithium iron phosphate battery (cycle life ≥ 3000 times).

[0212] Downhill energy recovery mechanism (speed > 15km / h)

[0213] When the speed sensor of the drive motor 6 detects that the vehicle speed > 15km / h and the back electromotive force of the motor > 30V (judged as downhill coasting state), the control system executes the following steps:

[0214] 1. Mode switching:

[0215] The energy management module 84 sends a PWM signal to the motor controller to switch the drive motor 6 from the electric mode to the power generation mode. At this time, the motor operates as a generator, and the rotor cuts the magnetic induction lines to generate alternating current.

[0216] 2. Energy recovery path:

[0217] The alternating current is converted into direct current through the on-vehicle rectifier bridge and is preferentially stored in the supercapacitor module 72 (response time < 0.1 second, absorbing instantaneous large current);

[0218] When the SOC of the supercapacitor ≤ 80%, it is directly stored; if SOC > 80%, it is transferred to the main battery pack 71 through the bidirectional DC / DC converter 73 with an efficiency of 96%, and the recovery efficiency ≥ 45% (measured: 0.05 kWh of electric energy can be recovered when a 30 kg load goes downhill for 1 km).

[0219] In an embodiment of the present application, as Figures 1-8 shown, the frame 2, as a key supporting component of the battery-powered vehicle, is made of 6061-T6 aviation aluminum alloy. This aluminum alloy has the advantages of high strength, good corrosion resistance, and workability. Its specific tensile strength can reach above 290 MPa, and the yield strength is about 240 MPa, which can withstand various stresses and impact forces generated during the driving of the battery-powered vehicle.

[0220] The folding brackets of the fourth photovoltaic panel 14 and the fifth photovoltaic panel 15 are made of carbon fiber reinforced composite materials. This composite material is composed of carbon fiber and matrix materials (such as epoxy resin) and has excellent mechanical properties. Its flexural strength ≥ 1200 MPa, which can withstand large bending forces during the unfolding and folding of the photovoltaic panels, ensuring the stable installation and normal use of the photovoltaic panels.

[0221] In an embodiment of the present application, as Figures 1-8 shown, the vehicle control display screen 20 is an important human-machine interaction component of the solar charging battery-powered vehicle and is installed at a position in front of the driver's seat for easy viewing by the driver. It is connected to the control system 8 and related sensors through the CAN bus or other communication protocols, real-time obtains data and displays it, providing key operation information of the battery-powered vehicle for the driver.

[0222] It can be understood that the power generation power and proportion of each photovoltaic component are displayed as follows:

[0223] Each photovoltaic component (the first photovoltaic panel 10, the second photovoltaic panel 11, the third photovoltaic panel 13, the fourth photovoltaic panel 14, the fifth photovoltaic panel 15) is equipped with a power sensor, and these sensors measure the power generation power of each photovoltaic component in real time.

[0224] The power sensor transmits the collected power data to the energy management module 84 of the control system 8.

[0225] The energy management module 84 summarizes the power generation power data of each photovoltaic component and calculates the total power generation power.

[0226] At the same time, calculate the proportion of the power generation power of each photovoltaic component in the total power generation power.

[0227] The energy management module 84 sends the processed data to the vehicle control display screen 20 through the communication protocol.

[0228] The vehicle control display screen 20 displays the power generation power and proportion of each photovoltaic module in an intuitive chart or digital form. For example, a bar chart is used to show the power of each photovoltaic module, and the specific value and percentage of the proportion are marked beside it, so that the driver can clearly understand the power generation contribution of each photovoltaic module.

[0229] Display of the SOC state of the energy storage system 7:

[0230] Both the main battery pack 71 and the supercapacitor module 72 in the energy storage system 7 are equipped with SOC sensors for real-time monitoring of their state of charge.

[0231] The SOC sensors transmit the SOC data of the main battery pack 71 and the supercapacitor module 72 collected to the control system 8.

[0232] The control system 8 processes and analyzes the collected SOC data to judge the overall power state of the energy storage system 7.

[0233] The control system 8 sends the processed SOC state data of the energy storage system 7 to the vehicle control display screen 20.

[0234] The vehicle control display screen 20 displays the SOC states of the main battery pack 71 and the supercapacitor module 72 in the form of percentages. At the same time, different colors or icons may be used to represent the high and low states of the power, such as green indicating sufficient power and red indicating low power, to remind the driver to reasonably plan the itinerary and charging.

[0235] Display of the abnormal alarm code for the unfolding of the photovoltaic panel

[0236] When the vehicle is stationary, the photovoltaic unfolding controller 83 of the control system 8 is responsible for controlling the unfolding action of the photovoltaic panel. During the unfolding process, relevant sensors real-time monitor the unfolding state of the photovoltaic panel.

[0237] For example, the centrifugal wind speed sensor in the torque limiter 1411 built in the folding shaft 141 monitors the wind speed. When the wind speed ≥ 8m / s, a locking signal will be triggered; at the same time, the mechanical resistance detection component monitors the mechanical resistance during the unfolding process. When the resistance > 5N·m, a locking signal will also be triggered.

[0238] When an abnormal situation is detected, the photovoltaic unfolding controller 83 judges the type of abnormality and generates the corresponding alarm code. For example, the alarm code corresponding to the wind speed exceeding the limit is "E01", and the alarm code corresponding to the mechanical jam is "E02".

[0239] The photovoltaic unfolding controller 83 sends the alarm code to the vehicle control display screen 20.

[0240] The vehicle control display screen 20 displays the alarm code in a prominent manner, and there may be a sound prompt at the same time, reminding the driver that there is an abnormality in the unfolding of the photovoltaic panel, and it is necessary to check and handle it in time.

[0241] In an embodiment of the present application, as Figures 1-8 shown, the total width of the first photovoltaic panel 10, the second photovoltaic panel 11, the third photovoltaic panel 13, the fourth photovoltaic panel 14 and the fifth photovoltaic panel 15 in the folded state is ≤ 45 cm, the total power generation area after unfolding is ≥ 1.5 ㎡, and the total vehicle mass is ≤ 55 kg, meeting the GB17761-2018 standard.

[0242] It should be noted that the control method of the present application can be automatically controlled by a controller. The control method of the controller can be realized by simple programming by those skilled in the art, which belongs to the common knowledge in the art. And the present application mainly protects the mechanical structure, so the control method and circuit connection of the present application will not be explained in detail.

[0243] Specifically, taking the daily commuting scenario of users as an example, the complete working process of the solar charging battery vehicle is described as follows:

[0244] 1. Vehicle parking and static charging

[0245] After the user parks the vehicle in an open area:

[0246] The acceleration sensor 82 of the control system 8 detects that the vehicle acceleration is ≤ 0.1 m / s 2 , and the attitude detection module 81 determines that it is in a stationary state, and starts a 5-minute timer.

[0247] After being stationary for more than 5 minutes, the photovoltaic unfolding controller 83 sends an instruction:

[0248] The third photovoltaic panel 13 is electrically unfolded to the local noon solar altitude angle (such as 60°) through the damping rotating shaft 131, covering the top of the storage box 12 while receiving direct sunlight;

[0249] The fourth photovoltaic panel 14 and the fifth photovoltaic panel 15 rotate 90° around the folding shaft 141, and the interlocking buckles 151 are spliced into a continuous plane (total area 0.9 ㎡), and the electric push rod adjusts the curved surface radian to match the solar altitude angle ± 5°;

[0250] The first photovoltaic panel 10 and the second photovoltaic panel 11 at the front end continuously receive side sunlight at an angle of 45°, and the self-cleaning coating 101 ensures that the light transmittance is ≥ 90%.

[0251] The energy management module 84 optimizes the output through the MPPT algorithm. When the light intensity ≥ 80000 lux, 300W of electric energy directly powers the drive motor 6 (stored if the vehicle is not started), and the remaining electric energy is stored in the supercapacitor module 72. When the SOC > 80%, it is transferred to the main battery pack 71 (with a capacity of 1.2 kWh) through the bidirectional DC / DC converter 73.

[0252] 2. Vehicle start and driving

[0253] The user unlocks the vehicle and starts it by turning the throttle grip:

[0254] The acceleration sensor 82 detects that the acceleration > 0.1 m / s 2 , and the photovoltaic deployment controller 83 triggers a reset within 0.5 seconds:

[0255] The third photovoltaic panel 13 closes to cover the storage box 12, and the magnetic lock is fixed to achieve IP67-level waterproofing;

[0256] The fourth photovoltaic panel 14 and the fifth photovoltaic panel 15 fold and fit on both sides of the vehicle frame 2. The total width in the folded state is 45 cm, meeting the GB17761-2018 standard.

[0257] In low-light environments (light < 80000 lux), the photovoltaic electric energy is stored in the supercapacitor module 72. At the moment of starting (such as climbing a slope), the capacitor supplies power with a peak current of 200A to avoid large-current discharge of the main battery;

[0258] When driving at a constant speed (required power 200W), the main battery pack 71 stably outputs through the bidirectional DC / DC converter 73. The vehicle mass of 55 kg ensures a cruising range of ≥ 50 km (including photovoltaic supplementary power).

[0259] 3. Energy recovery during downhill

[0260] When the vehicle drives to a downhill section and the speed > 15 km / h:

[0261] Mode switching:

[0262] The back electromotive force detected by the drive motor 6 speed sensor > 30V, and the energy management module 84 switches the motor to the power generation mode to recover kinetic energy and convert it into 25 - 35V alternating current.

[0263] Energy recovery path:

[0264] The alternating current is converted into direct current through the rectifier bridge, and is preferentially stored in the supercapacitor module 72 (absorbing instantaneous large current). When the SOC > 80%, it is transferred to the main battery pack 71 through the bidirectional DC / DC converter 73. It is measured that 0.05 kWh of electric energy is recovered during a 1-km downhill, and the cruising range is increased by 5%.

[0265] 4. Abnormal alarm and user interaction

[0266] If strong wind is encountered during driving (wind speed ≥ 8 m / s):

[0267] The torque limiter 1411 detects that the wind speed exceeds the limit, and the electromagnetic clutch locks the folding shaft 141 to prevent the photovoltaic panel from shaking;

[0268] The vehicle control display screen 20 displays the alarm code "E01" in real time and gives a voice prompt "The wind speed exceeds the limit, and the photovoltaic panel has been locked". The user can manually check after docking.

[0269] 5. Re-parking and charging

[0270] After the user arrives at the destination and parks, the system repeats the process of "static detection → photovoltaic unfolding → charging". The vehicle control display screen 20 displays the power generation power of each photovoltaic component in real time (such as 30% at the front end, 15% at the top, and 55% at the rear) and the SOC status of the energy storage system (80% of the main battery and 75% of the super capacitor), forming a complete closed loop of "power generation - power consumption - recovery - storage".

[0271] In summary, the solar charging battery vehicle of the embodiment of the present application adopts a multi-photovoltaic panel three-dimensional layout and dynamic adjustment, with a deployed power generation area ≥ 1.5 ㎡, equipped with a self-cleaning coating, high power generation efficiency, hierarchical management of super capacitors and main batteries, extended battery life by combining downhill energy recovery, the photovoltaic panel folds during driving, the overall vehicle width ≤ 45 cm meets the regulations, and has characteristics such as IP67 waterproof, suitable for outdoor use.

Claims

1. Solar charging battery car, characterized in that: The vehicle comprises a vehicle body (1), a vehicle frame (2), a front wheel (3), a rear wheel (4), a vehicle seat (5), a drive motor (6), an energy storage system (7), a control system (8) and a column (9), wherein: A first photovoltaic panel (10) and a second photovoltaic panel (11) are symmetrically fixedly mounted on the left and right sides of the front end pillar (9) of the vehicle body (1); the mounting surfaces of the first photovoltaic panel (10) and the second photovoltaic panel (11) form an angle of 30°-60° with the forward direction of the vehicle body (1); the surfaces are covered with a self-cleaning nano coating (101) with a light transmittance of ≥90%; A storage box (12) is arranged at the front end of the vehicle body (1), and the top of the storage box (12) is movably connected to a third photovoltaic panel (13) via a hinge; when the third photovoltaic panel (13) is unfolded, it forms an adjustable angle of 0°-180° with the top plane of the storage box (12), and when closed, it completely covers the opening of the storage box (12); A fourth photovoltaic panel (14) and a fifth photovoltaic panel (15) are symmetrically mounted on both sides of the rear end of the vehicle body (1) via a folding axis. When folded, the fourth photovoltaic panel (14) and the fifth photovoltaic panel (15) are attached to both sides of the vehicle frame (2). When unfolded, they rotate around the folding axis (141) and are spliced ​​into a continuous photovoltaic receiving surface. After unfolding, the total area is 0.8-1.0 m2. The control system (8) comprises a posture detection module (81), an acceleration sensor (82), a photovoltaic deployment controller (83) and an energy management module (84), wherein: The posture detection module (81) detects the static state of the vehicle through the acceleration sensor (82); The photovoltaic deployment controller (83) is electrically connected to all active photovoltaic panels and triggers the following actions: When the vehicle is stationary for more than 5 minutes, the third photovoltaic panel (13) is automatically deployed to the optimal lighting angle, and the fourth photovoltaic panel (14) and the fifth photovoltaic panel (15) are simultaneously deployed and spliced ​​into a receiving surface; When the vehicle movement is detected (when the acceleration sensor (82) detects acceleration> 0.1m / s 2 If the vehicle is judged to be moving, all active photovoltaic panels will be reset to the folded state within 0.5 seconds; The energy management module (84) optimizes photovoltaic output through an MPPT algorithm and dynamically distributes electrical energy to a drive motor (6) or an energy storage system (7).

2. The solar-powered battery car according to claim 1, characterized in that: The first photovoltaic panel (10) and the second photovoltaic panel (11) are made of monocrystalline silicon, have a conversion efficiency of ≥22%, and are fixed to an aluminum alloy bracket of a front column (9) by waterproof bolts, and a shock-absorbing rubber pad is provided at the connection between the bracket and the vehicle body (1).

3. The solar-powered battery car according to claim 1, characterized in that: The third photovoltaic panel (13) is a light-transmitting cadmium telluride thin-film photovoltaic panel with a light transmittance of 60%. A damping shaft (131) is provided at the connection with the hinge, and the unfolding angle can be adjusted manually or electrically. When closed, it is fixed by a magnetic lock and has a waterproof grade of IP67.

4. The solar-powered battery-powered vehicle according to claim 1, characterized in that: The folding shaft (141) has a built-in torque limiter (1411) which is automatically locked when the wind speed is ≥8m / s or the mechanical resistance is >5N·m; The spliced ​​edges of the fourth photovoltaic panel (14) and the fifth photovoltaic panel (15) are provided with interlocking buckles (151), the interval when unfolded is ≤2mm, and the curvature of the curved surface after splicing matches the midday solar altitude angle of the vehicle's real-time position by ±5°.

5. The solar-powered battery-powered vehicle according to claim 1, characterized in that: The energy storage system (7) comprises a main battery pack (71), a supercapacitor module (72) and a bidirectional DC / DC converter (73), wherein: The main battery pack (71) is installed inside the lower tube of the frame (2) and is a lithium iron phosphate battery with a capacity of 1.2 kWh; The supercapacitor module (72) is installed below the vehicle seat (5), and is directly connected to the fourth photovoltaic panel (14) and the fifth photovoltaic panel (15), and is used to store instantaneous peak electric energy; The bidirectional DC / DC converter (73) has a conversion efficiency of ≥96%, and supports on-demand charging and discharging between the main battery pack (71) and the supercapacitor module (72).

6. The solar-powered battery-powered vehicle according to claim 1 or 5, characterized in that: The energy distribution logic of the control system (8) is: When the light intensity is ≥80000 lux, photovoltaic power is directly supplied to the drive motor (6) first; When the light intensity is less than 80000 lux, the photovoltaic power is stored in the supercapacitor module (72); When the SOC of the supercapacitor module (72) is greater than 80%, electric energy is transferred to the main battery pack (71); When the downhill speed is greater than 15 km / h, the drive motor (6) switches to the power generation mode, and the recovery efficiency is greater than or equal to 45%.

7. The solar-powered battery-powered vehicle according to claim 1, characterized in that: The frame (2) is made of 6061-T6 aviation aluminum alloy, and the surface is anodized; The folding brackets of the fourth photovoltaic panel (14) and the fifth photovoltaic panel (15) are made of carbon fiber reinforced composite material with a bending strength of ≥1200 MPa and a weight reduction of 40% compared with traditional metal brackets.

8. The solar-powered battery-powered vehicle according to claim 1, characterized in that: It also includes a vehicle control display screen (20) which displays in real time: Power generation and proportion of each photovoltaic module; The SOC state of the energy storage system (7); Photovoltaic panel deployment abnormal alarm code (including wind speed exceeding limit, mechanical jam).

9. The solar-powered battery-powered vehicle according to any one of claims 1 to 8, characterized in that: The total width of the first photovoltaic panel (10), the second photovoltaic panel (11), the third photovoltaic panel (13), the fourth photovoltaic panel (14) and the fifth photovoltaic panel (15) in the folded state is ≤45 cm, the total power generation area after unfolding is ≥1.5 m2, and the vehicle mass is ≤55 kg, which complies with the GB17761-2018 standard.

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