Kinetic energy recovery device for new energy automobile

Abstract

The invention relates to the technical field of automobile kinetic energy recovery, in particular to a new energy automobile kinetic energy recovery device which comprises a double-wishbone suspension, a damping structure, a longitudinal kinetic energy recovery structure and a passive speed reduction structure, and a lower wishbone of the double-wishbone suspension and the damping structure are each fixedly provided with one end of the longitudinal kinetic energy recovery structure; a passive speed reduction structure is fixedly mounted on one side of the longitudinal kinetic energy recovery structure, and the shock absorption structure drives one side of the longitudinal kinetic energy recovery structure to move back and forth relative to the lower fork arm and the other side of the longitudinal kinetic energy recovery structure through jolting of automobile running so as to conduct air blowing charging. The longitudinal kinetic energy recovery structure reciprocates to control the passive speed reduction structure to intermittently brake the brake disc; the problem that when a kinetic energy recovery device of a new energy automobile converts vibration into electric energy, the safety of the automobile and personnel is affected due to out-of-control risks such as sideslip and deviation still easily occur when the automobile is excessively bumpy and the automobile speed is too high is solved.

Description

Technical Field

[0001] The present invention relates to the technical field of automobile kinetic energy recovery, and in particular to a kinetic energy recovery device for new energy vehicles. Background Art

[0002] Existing kinetic energy recovery devices for new energy vehicles usually switch to power generation mode by reverse driving the motor through the wheels during coasting or braking. The electricity generated by the motor is then converted into direct current suitable for charging through a motor controller containing an inverter, and the current and voltage are adjusted to ensure that charging conditions are met.

[0003] However, the existing kinetic energy recovery devices of new energy vehicles can only convert the translational kinetic potential energy during the vehicle's driving process into electrical energy. In order to improve the kinetic energy recovery effect of new energy vehicles, existing technologies have gradually moved from traditional single translational kinetic energy recovery to multi-energy flow coordinated recovery, thereby recycling and utilizing various types of potential recoverable energy, thereby improving kinetic energy recovery efficiency, such as the waste heat of the engine, motor and air conditioner, and the energy of the suspension system and hydraulic system.

[0004] There are already methods in the prior art for recycling energy in automobile suspension systems, such as an energy recovery automobile shock absorber device with application number "202321195439.5", which can convert the vibration of the automobile during driving into electrical energy for storage. Another example is the energy recovery damper with application number "201420096264.7", which can recover vibration kinetic energy and output electrical energy, and can enhance the damping performance of the damper and improve the shock absorption effect. Although the above-mentioned prior art is already able to convert the vibration of the automobile into electrical energy for storage, when the vehicle is excessively bumpy and the speed is too fast, there is still a risk of loss of control such as skidding and deviation, which can easily threaten the safety of the vehicle and personnel.

[0005] Therefore, the present invention provides a kinetic energy recovery device for new energy vehicles to solve the above problems. Summary of the Invention

[0006] The technical problem to be solved by the present invention is that when the existing kinetic energy recovery device of new energy vehicles converts vibration into electrical energy, it is still prone to the risk of skidding, deviation and other loss of control when the vehicle is excessively bumpy and the speed is too fast, affecting the safety of the vehicle and personnel.

[0007] The present invention provides the following technical solutions: a kinetic energy recovery device for a new energy vehicle, comprising a double wishbone suspension, a shock absorbing structure, a longitudinal kinetic energy recovery structure and a passive deceleration structure. One end of the longitudinal kinetic energy recovery structure is fixedly mounted on the lower wishbone and the shock absorbing structure of the double wishbone suspension, respectively. A passive deceleration structure is fixedly mounted on one side of the longitudinal kinetic energy recovery structure. The shock absorbing structure drives one side of the longitudinal kinetic energy recovery structure to move back and forth relative to the lower wishbone and the other side of the longitudinal kinetic energy recovery structure through the bumps of the vehicle's driving to perform air blowing and charging. The reciprocating movement of the longitudinal kinetic energy recovery structure controls the passive deceleration structure to intermittently brake the brake disc.

[0008] The longitudinal kinetic energy recovery structure includes an upper base plate, a lower base plate, a kinetic energy recovery cylinder, a support plate, a rotating column, a first connecting rod, a rack, a micro-wind turbine and an air pipe. The upper base plate is fixedly mounted on the upper fork arm of the double wishbone suspension, the lower base plate is fixedly mounted on the lower fork arm, the kinetic energy recovery cylinder is fixedly mounted below the upper base plate, the support plate is fixedly mounted on the lower base plate, a rotating column is rotatably mounted through the support plate, the first connecting rod is hinged to the bottom of the kinetic energy recovery cylinder, the other end of the first connecting rod is eccentrically hinged to the surface of the rotating column, a rack is fixedly mounted parallel to the surface of the shock-absorbing structure, and an air pipe is fixedly connected between the kinetic energy recovery cylinder and the micro-wind turbine. Therefore, the longitudinal kinetic energy recovery structure as a whole can play a role in shock absorption and buffering during vehicle driving, thereby improving the vehicle's driving stability. In addition, while performing shock absorption and buffering, the longitudinal energy during bumps is converted into electrical energy storage for kinetic energy recovery, thereby improving energy utilization.

[0009] The passive deceleration structure includes a brake cylinder, a second connecting rod, a master brake cylinder, a caliper, and brake lines. A brake cylinder is fixedly mounted below the upper baseplate, parallel to the kinetic energy recovery cylinder. A second connecting rod is hingedly connected below the brake cylinder, with its other end hinged to the side of the rotating column away from the first connecting rod. A master brake cylinder is fixedly mounted on the double wishbone suspension, and calipers are mounted on either side of the wheel brake discs. Brake lines connect the brake cylinder, brake pump, and calipers. This allows the vehicle to convert vibrations into stored electrical energy during bumpy conditions while also automatically applying the brakes. This converts the longitudinal force of the vehicle during bumpy conditions into stored electrical energy for kinetic energy recovery while preventing instability such as jumping and skidding caused by excessive speed on bumpy roads.

[0010] The micro-wind turbine includes a generator body, fan blades, and a filter. One end of the air pipe is connected to the kinetic energy recovery cylinder. The generator body is fixedly mounted within the air pipe, and the fan blades are fixedly mounted on the body. A filter is fixedly mounted within the air pipe on the side away from the kinetic energy recovery cylinder. This allows air to be filtered during both output and intake, preventing dust from entering, thereby ensuring stable operation.

[0011] Two coaxial fan blades are fixed on the generator body, thereby increasing the contact area and improving the conversion efficiency while receiving the driving force at different positions and angles, making the force effect more uniform and stable, smoothing the driving force fluctuation, and making the rotation more stable, which is conducive to improving the efficiency and stability of energy conversion.

[0012] The two blades are arranged in mirrored configurations, facing opposite directions. This ensures that air contacts the front of one blade whenever it is being delivered or drawn in, driving the wind turbine continuously and stably. This maximizes the use of air delivered or drawn in by the kinetic energy recovery cylinder during vehicle bumps, improving energy conversion efficiency and stability.

[0013] The kinetic energy recovery cylinder, rotating column, first connecting rod, and rack are located between the upper and lower base plates, forming at least two annular arrays surrounding the shock-absorbing structure. This improves shock absorption during vehicle bumps and increases the amount of air input or intake per unit time into the kinetic energy recovery cylinder, thereby increasing the efficiency of driving the micro-wind turbine and, consequently, the efficiency and stability of energy conversion.

[0014] The hinged positions of the at least two first connecting rods and the rotating column are symmetrically arranged with the axis of the rotating column as the center.

[0015] The air pipe includes a main pipe, a first branch pipe, a second branch pipe, and an air storage tank. The first and second branch pipes are connected in parallel in the middle of the main pipe, and the air storage tank is fixedly installed in the middle of the second branch pipe. This ensures that the micro-wind turbine is driven by continuous and stable wind power to generate electricity, avoiding the waste of kinetic energy generated by excessive turbulence due to power generation limitations, thereby further improving the efficiency and stability of energy conversion.

[0016] The first branch pipe is coaxial with the main pipe.

[0017] The beneficial effects of the present invention are as follows:

[0018] 1. When a vehicle is traveling on a bumpy road, the longitudinal kinetic energy recovery structure of the present invention can function as a shock absorber and buffer, thereby improving the shock absorption performance when the vehicle is bumpy, which is beneficial to improving the vehicle's driving stability, reducing the pressure on the suspension system, reducing wear and extending the service life; and, while functioning as a shock absorber and buffer, the longitudinal kinetic energy recovery structure can convert the longitudinal kinetic energy during bumps into electrical energy for storage and kinetic energy recovery for use, thereby improving energy utilization.

[0019] 2. The present invention can control the passive deceleration mechanism to automatically apply the brakes while the longitudinal kinetic energy recovery structure absorbs shock and buffers the vehicle and converts the longitudinal kinetic energy during bumps into stored electrical energy for kinetic energy recovery. This can also avoid unstable situations such as jumping and skidding caused by excessive vehicle speed on bumpy roads, reduce the impact force on the vehicle's suspension system, tires, chassis and other components, and is beneficial to protecting the vehicle and driving safety, as well as improving driving and riding comfort.

[0020] 3. The present invention has two non-overlapping fan blades installed in mirror images on the same axis, so that no matter whether the longitudinal kinetic energy recovery structure outputs or inhales air, it can contact the front of one of the fan blades for driving, thereby continuously and stably driving the wind turbine to work, making maximum use of the air output or inhaled by the kinetic energy recovery cylinder when the vehicle is bumpy, and improving the subsequent electric energy conversion efficiency. In addition, the two non-overlapping fan blades on the same axis receive driving force at different positions and angles, making the force more uniform and stable, thereby smoothing the fluctuation of the driving force and making the rotation more stable, which is conducive to improving the efficiency and stability of energy conversion.

[0021] 4. The longitudinal kinetic energy recovery structure of the present invention cooperates with the air duct and the micro wind turbine as a whole to store the surplus air generated by the vehicle's bumps. On the one hand, it can ensure that the micro wind turbine is driven by continuous and stable wind power to generate electricity, avoiding the waste caused by the inability to fully convert the kinetic energy generated by excessive bumps due to power generation power limitations, which is conducive to further improving the efficiency and stability of energy conversion; on the other hand, it can also release the stored energy at one time when needed, enhance wind force and wind pressure, and improve the power generation efficiency of the micro wind turbine, thereby providing strong power support and enhancing emergency capabilities. BRIEF DESCRIPTION OF THE DRAWINGS

[0022] In order to more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the following is a brief introduction to the drawings required for use in the specific embodiments or the description of the prior art. Obviously, the drawings described below are some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying any creative work.

[0023] Figure 1 It is a schematic diagram of the overall structure of the present invention;

[0024] Figure 2 For the present invention Figure 1 A magnified schematic diagram of the mid-longitudinal kinetic energy recovery structure and the passive deceleration structure;

[0025] Figure 3 It is a schematic diagram of the overall structure of the other side of the present invention;

[0026] Figure 4 For the present invention Figure 3 A magnified schematic diagram of the mid-longitudinal kinetic energy recovery structure and the passive deceleration structure;

[0027] Figure 5 A schematic diagram of the structure of the present invention after the tire is hidden;

[0028] Figure 6 For the present invention Figure 5 A magnified schematic diagram of the mid-longitudinal kinetic energy recovery structure and the passive deceleration structure;

[0029] Figure 7 Schematic diagram of the specific structure of the longitudinal kinetic energy recovery structure and the passive deceleration structure in Example 1 of the present invention;

[0030] Figure 8 Schematic diagram of the structure of the micro wind turbine in Example 1 of the present invention;

[0031] Figure 9 Schematic diagram of the structure of the generator body and two mirror-image non-overlapping fan blades in Example 1 of the present invention;

[0032] Figure 10 This is a schematic structural diagram of the generator body in Example 1 of the present invention;

[0033] Figure 11 A schematic diagram of the structure of at least two annular arrays of longitudinal kinetic energy recovery structures and passive deceleration structures of the present invention;

[0034] Figure 12 Schematic cross-sectional view of the trachea in Example 2 of the present invention;

[0035] Figure 13 Schematic diagram of the structure of the trachea in Example 3 of the present invention;

[0036] Figure 14 Schematic diagram of the cross-sectional structure of the trachea in Example 3 of the present invention.

[0037] In the figure: 1. Double wishbone suspension; 11. Upper wishbone; 13. Lower wishbone; 2. Shock absorption structure; 3. Longitudinal kinetic energy recovery structure; 31. Upper base plate; 32. Lower base plate; 33. Kinetic energy recovery cylinder; 34. Support plate; 35. Rotating column; 36. First connecting rod; 37. Rack; 38. Micro wind turbine; 381. Generator body; 382. Fan blades; 383. Filter; 39. Air pipe; 391. Main pipe; 392. First branch pipe; 393. Second branch pipe; 394. Air storage tank; 395. One-way valve; 4. Passive deceleration structure; 41. Brake cylinder; 42. Second connecting rod; 43. Master brake cylinder; 44. Caliper; 45. Brake line. DETAILED DESCRIPTION

[0038] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Therefore, the following detailed description of the embodiments of the present invention is not intended to limit the scope of the invention claimed for protection, but merely represents some embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0039] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, it does not need to be further defined or explained in subsequent drawings.

[0040] In the description of the present invention, it should be noted that terms such as "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," "outer," and "back" indicate positions or locations based on the positions or locations shown in the accompanying drawings, or the positions or locations in which the inventive product is typically placed when in use. Such terms are used solely to facilitate the description of the present invention and to simplify the description. They are not intended to indicate or imply that the device or component referred to must have a specific orientation, be constructed, or operate in a specific orientation. Therefore, they should not be construed as limiting the present invention.

[0041] It should also be noted that, in the description of the present invention, unless otherwise expressly specified or limited, the terms "disposed," "installed," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed connections, detachable connections, or integral connections; they may refer to mechanical connections or electrical connections; they may refer to direct connections or indirect connections through an intermediate medium; and they may refer to internal communication between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0042] In view of the technical problem that the existing kinetic energy recovery device of new energy vehicles is prone to side slip, deviation and other uncontrolled risks when the vehicle is excessively bumpy and the speed is too fast when converting vibration into electrical energy, which affects the safety of the vehicle and personnel, the embodiment of the present disclosure provides a kinetic energy recovery device for new energy vehicles, such as Figures 1 to 7As shown, it includes a double wishbone suspension 1, a shock absorbing structure 2, a longitudinal kinetic energy recovery structure 3 and a passive deceleration structure 4. One end of the longitudinal kinetic energy recovery structure 3 is fixedly mounted on the lower wishbone and the shock absorbing structure 2 of the double wishbone suspension 1, and the passive deceleration structure 4 is fixedly mounted on one side of the longitudinal kinetic energy recovery structure 3. The shock absorbing structure 2 drives one side of the longitudinal kinetic energy recovery structure 3 to move back and forth relative to the lower wishbone and the other side of the longitudinal kinetic energy recovery structure 3 for air blowing and charging through the bumps of the car. The reciprocating movement of the longitudinal kinetic energy recovery structure 3 controls the passive deceleration structure 4 to intermittently brake the brake disc.

[0043] It should be noted that the shock-absorbing structure 2 in the embodiment of the present disclosure includes a shock-absorbing spring and a shock absorber in the prior art. In the embodiment of the present disclosure, the upper spring seat of the shock-absorbing spring is fixedly connected to one end of the longitudinal kinetic energy recovery structure 3.

[0044] like Figures 1 to 7 As shown, the longitudinal kinetic energy recovery structure 3 includes an upper base plate 31, a lower base plate 32, a kinetic energy recovery cylinder 33, a rotating column 35, a first connecting rod 36, a rack 37 and a micro wind turbine 38. The upper base plate 31 is fixedly installed on the upper fork arm of the double wishbone suspension 1, and the lower base plate 32 is fixedly installed on the lower fork arm. The kinetic energy recovery cylinder 33 is fixedly installed below the upper base plate 31, and a support plate 34 is fixedly installed on the lower base plate 32. The rotating column 35 is rotatably installed in the support plate 34. The bottom of the kinetic energy recovery cylinder 33 is hinged with a first connecting rod 36, and the other end of the first connecting rod 36 is eccentrically hinged to the surface of the rotating column 35. A rack 37 is fixedly installed parallel to the surface of the shock absorbing structure 2, and an air pipe 39 is fixedly connected between the kinetic energy recovery cylinder 33 and the micro wind turbine 38.

[0045] In the disclosed embodiment, a support plate 34 is fixedly mounted on the lower base plate 32 , a rotating column 35 is passed through the middle of the support plate 34 and rotatably mounted via a bearing, and teeth for engaging with a rack 37 are fixedly provided on the circumferential surface of the rotating column 35 .

[0046] When the vehicle is traveling on a bumpy road, the shock-absorbing structure 2 in the vehicle suspension continuously expands and contracts to absorb the shock of the vehicle chassis. During the contraction of the shock-absorbing structure 2, i.e., the shock-absorbing spring, the upper spring seat of the shock-absorbing spring drives the rack 37 to move axially, so that the rack 37 engages and drives the rotating column 35 and one end of the first connecting rod 36 to rotate clockwise and counterclockwise in sequence during the axial movement of the shock-absorbing spring. The clockwise and counterclockwise rotation of the rotating column 35 drives the other end of the first connecting rod 36 to reciprocate, thereby driving the piston of the kinetic energy recovery cylinder 33 to reciprocate. The piston in the kinetic energy recovery cylinder 33 reciprocates within the cylinder to output air or draw in external air. The air output or drawn in by the kinetic energy recovery cylinder 33 is connected to the micro-wind generator 38 through the air pipe 39, thereby driving the micro-wind generator 38 to rotate and generate electricity by outputting air to or drawing in air from the micro-wind generator 38.

[0047] As a result, the longitudinal kinetic energy recovery structure 3 as a whole functions as a shock absorber during vehicle travel, enhancing shock absorption performance during bumpy rides, reducing stress on the suspension system, and extending service life. Furthermore, while providing shock absorption, the longitudinal kinetic energy recovery structure 3 converts longitudinal kinetic energy during bumpy rides into electrical energy for storage and subsequent use, thereby improving energy efficiency. Furthermore, the upper spring seat of the shock-absorbing spring drives the rack 37, which drives the rotating column 35, which in turn drives the piston to extend and retract. This allows the piston to repeatedly extend and retract during a single shock-absorbing spring cycle, releasing or inhaling air, effectively improving kinetic energy recovery efficiency.

[0048] It should be noted that any meshing method known in the art can be used between the rotating column 35 and the rack 37, such as spur or helical meshing. This will not be elaborated upon here. In the disclosed embodiment, spur meshing is employed, employing a spur cylindrical gear with a rack module m = 2 and a tooth number z = 20. The rotating column pitch circle diameter d = 40 mm corresponds to a tooth number z = 20. A transmission ratio of 1:1 ensures synchronous movement of the rack and rotating column, minimizing energy loss. It should be noted that the transmission ratio could also be 1:2 or 1:3.

[0049] It should also be noted that, in some vehicle models, a groove may be provided on the surface of the lower base plate 32 to accommodate the rack 37 to pass through, so as to prevent the rack 37 from moving too far and interfering with the lower base plate 32 .

[0050] It should be noted that the micro wind turbine 38 is a prior art device and can be any wind-driven structure or device. For example, the wind drives the wind wheel, which increases the speed of the rotor 35 and drives the electromagnetic coil to rotate at high speed, cutting the magnetic flux lines, thereby converting mechanical energy into electrical energy.

[0051] It is important to note that when the wind is blown from the front of the wind rotor, the lift and torque generated are large, resulting in high power generation efficiency; when the wind is blown from the back of the wind rotor, the lift and torque generated are small, resulting in low power generation efficiency. In other words, the wind rotor can rotate from both the front and back sides. That is, when the kinetic energy recovery cylinder 33 in the disclosed embodiment outputs or draws air into the micro-wind turbine 38 through the air pipe 39, the wind rotor of the micro-wind turbine 38 will blow air from the front and back sides in turn, thereby continuously operating the micro-wind turbine 38 while the kinetic energy recovery cylinder 33 is operating.

[0052] like Figures 1 to 7 As shown, the passive deceleration structure 4 includes a brake cylinder 41, a second connecting rod 42, a master brake cylinder 43, a caliper 44 and a brake line 45. The brake cylinder 41 is fixedly installed below the upper base plate 31 and is parallel to the kinetic energy recovery cylinder 33. The second connecting rod 42 is hinged below the brake cylinder 41, and the other end of the second connecting rod 42 is hinged to the side of the rotating column 35 away from the first connecting rod 36. The master brake cylinder 43 is fixedly installed on the double wishbone suspension 1, and calipers 44 are installed on both sides of the brake disc of the wheel. The brake cylinder 41, brake pump and caliper 44 are connected through a brake line 45.

[0053] Brake lines 45 are fixedly mounted on the front of the chassis and secured with metal clamps. They extend along the sides of the vehicle frame or suspension brackets to the four-wheel brake cylinders. The rear wheel brake oil lines are routed along the central chassis channel or the rear axle suspension arms. The installation and layout of brake lines 45 are well-established in the art and can be arranged and installed using any conventional method. This description is omitted.

[0054] It should be noted that the caliper 44 pushes the brake pads to move for braking through the internal brake cylinder. The caliper 44 braking through the brake cylinder belongs to the existing technology, and the structure and principle will not be elaborated here.

[0055] Furthermore, it is important to note that the caliper 44 in the disclosed embodiment is based on the original braking function of the vehicle, that is, the caliper 44 does not assume the original braking function of the vehicle, and the vehicle still brakes through the original caliper 44.

[0056] When the vehicle is traveling on a bumpy road, the upper spring seat of the shock absorber spring drives the rack 37 to move axially. The rack 37 drives the rotating column 35 and the first connecting rod 36 to rotate clockwise or counterclockwise. At the same time, the rotating column 35 can also drive one end of the second connecting rod 42 on the other side to rotate synchronously clockwise or counterclockwise around the axis of the rotating column 35, thereby driving the other end of the second connecting rod 42 to move back and forth and driving the piston in the brake cylinder 41 to move back and forth in the cylinder body, thereby outputting the brake hydraulic oil in the brake cylinder 41 through the brake line 45 to the master brake cylinder 43, and then the master brake cylinder 43 evenly distributes the brake hydraulic oil to each caliper 44 and pushes the brake pads to fit the brake disc for braking.

[0057] Therefore, when the vehicle bumps, the longitudinal energy is converted into electrical energy storage and the brakes can be automatically applied. At the same time, the longitudinal force of the vehicle when it bumps is converted into electrical energy storage for kinetic energy recovery, which avoids the vehicle jumping, skidding and other unstable situations caused by excessive speed on bumpy roads, reduces the impact force on the vehicle's suspension system, tires, chassis and other components, and is beneficial to protecting the vehicle and driving safety as well as improving driving and riding comfort.

[0058] It should be noted that the coordination mechanism of kinetic energy recovery and passive deceleration in the embodiment of the present disclosure is an existing technology, for example, through an acceleration sensor that monitors the bump frequency (range 0-20Hz) and amplitude (0-30mm) in real time and a vehicle speed sensor that collects the vehicle's real-time speed (0-120km / h) detection data, and through the existing control algorithm logic PID feedback control.

[0059] like Figures 8 to 10 As shown, the micro wind turbine 38 includes a generator body 381, fan blades 382 and a filter 383. An air pipe 39 is fixedly installed on the frame. One end of the air pipe 39 is connected to the kinetic energy recovery cylinder 33. A body is fixedly installed in the air pipe 39. The fan blades 382 are fixedly installed on the body. A filter 383 is fixedly installed in the air pipe 39 on the side away from the kinetic energy recovery cylinder 33.

[0060] When the air output or inhaled by the kinetic energy recovery cylinder 33 is connected to the micro-wind generator 38 via the air pipe 39, the output air enters the air pipe 39 and drives the fan blades 382 to rotate, thereby driving the generator body 381 to generate electricity through the rotation of the fan blades 382. The air is then output to the outside through the filter 383. The inhaled air first passes through the filter 383, then drives the fan blades 382 to rotate and drive the generator body 381 to generate electricity, and finally re-enters the kinetic energy recovery cylinder 33 through the air pipe 39. This allows the air to be filtered during output and intake, preventing dust from entering, which helps ensure the stability of operation.

[0061] The generator body 381 described herein is a conventional method for generating electricity. Any wind-driven generator can be used. For example, wind-driven blades 382 drive a speed change gearbox within the generator body 381, thereby increasing the speed and driving the electromagnetic coil to rotate at high speed, cutting the magnetic flux lines, thereby converting mechanical energy into electrical energy. The generator body 381, which utilizes a conventional generator, will not be described in detail herein.

[0062] It should be noted that the principle structure of the micro wind turbine 38 connected to the battery belongs to the existing kinetic energy recovery technology, and can be connected to the battery through the technology in the existing kinetic energy recovery field, which will not be elaborated here. For example, a three-phase inverter with a rated power of 5kW, an input voltage range of 200-800VDC, and an output voltage of 48VDC is used to match the vehicle's battery system. A controller with an integrated MPPT (Medium Power Point Positioning) function optimizes the wind turbine's output power in real time. The battery management system (BMS), including the NXP MC33771C battery monitoring chip, supports 14-channel voltage detection (with an accuracy of ±2mV) and communicates with the vehicle's main control unit via the CAN2.0B protocol (with a baud rate of 500kbps). Furthermore, the BMS, including the NXP MC33771C battery monitoring chip, monitors the battery's state of charge (SOC) and temperature in real time and controls the charging current. When the battery SOC exceeds 95% or the temperature exceeds 45°C, the charging current is automatically reduced to ≤30A (in compliance with the GB / T 31484-2015 standard). Furthermore, an anti-reverse diode and fuse provide circuit protection. The technology for connecting the generator to the battery is prior art and will not be elaborated upon here.

[0063] It should be noted that, in the embodiment of the present disclosure, the air pipe 39 is installed at the vehicle frame and the suspension arm.

[0064] like Figures 8 to 10 As shown, two coaxial, non-overlapping blades 382 are fixed to the generator body 381. These coaxial, non-overlapping blades 382, on the one hand, increase the contact area to more fully absorb the medium's energy, converting more mechanical energy into rotational energy for the blades 382, thereby improving the subsequent efficiency of electrical energy conversion. Furthermore, these coaxial, non-overlapping blades 382 receive driving force at different positions and angles, making the force more uniform and stable. This smoothes out fluctuations in driving force and enables more stable rotation, which in turn improves the efficiency and stability of energy conversion.

[0065] like Figure 9As shown, the two blades 382 are arranged in mirror images, facing opposite directions. These mirror images of the two blades 382, facing opposite directions, ensure that when the air output or intake from the kinetic energy recovery cylinder 33 is connected to the micro-wind turbine 38 via the air pipe 39 for driving, the air can directly contact one of the blades 382, whether outputting or intake air. This allows for continuous and stable operation of the wind turbine, maximizing the use of the air output or intake from the kinetic energy recovery cylinder 33 during vehicle bumps, thereby improving the efficiency and stability of energy conversion.

[0066] like Figure 11 As shown, the kinetic energy recovery cylinder 33, the rotating column 35, the first connecting rod 36 and the rack 37 are located between the upper base plate 31 and the lower base plate 32, and there are at least two of them in a circular array around the shock absorbing structure 2, wherein any one of the rotating columns 35 is hinged to the passive deceleration structure 4. It should be noted that in the embodiment of the present disclosure, at least two of the kinetic energy recovery cylinders 33 are connected in parallel with the air pipe 39, and the hinge positions of at least two first connecting rods 36 and the rotating column 35 are symmetrically arranged, that is, the hinge positions of the two first connecting rods 36 and the rotating column 35 overlap in the horizontal direction, so that the two kinetic energy recovery cylinders 33 can synchronously extend and retract to absorb shock and output the inhaled air. This can improve the shock absorption performance when the vehicle is bumpy, and increase the amount of air input or inhaled by the kinetic energy recovery cylinder 33 per unit time, thereby improving the driving efficiency of the micro wind turbine 38, and further improving the efficiency and stability of energy conversion.

[0067] In the embodiment of the present disclosure, two kinetic energy recovery cylinders 33, a rotating column 35, a first connecting rod 36, a rack 37 and a micro wind turbine 38 are connected in parallel, thereby increasing the amount of air input or inhaled by the kinetic energy recovery cylinder 33 per unit time, thereby improving the driving efficiency of the micro wind turbine 38, and further improving the efficiency and stability of energy conversion.

[0068] Example 2: Based on the above Example 1, only the differences are described below, and the similarities are not repeated.

[0069] like Figure 12 As shown, the air pipe 39 includes a main pipe 391, a first branch pipe 392, a second branch pipe 393, and an air storage tank 394. The first branch pipe 392 and the second branch pipe 393 are connected in parallel in the middle of the main pipe 391, and the air storage tank 394 is fixedly installed in the middle of the second branch pipe 393. It should be noted that a one-way valve 395 is fixedly installed at each end of the connection between the air storage tank 394 and the second branch pipe 393 to ensure that air enters the air storage tank 394 in a directional manner and does not flow back, and to control the amount of air discharged from the air storage tank 394.

[0070] It should be noted that the one-way valve 395 can be any one-way valve 395 that can be automatically controlled in the prior art, such as an electromagnetic one-way valve 395, an electric one-way valve 395, and a hydraulic one-way valve 395. The control method and principle of the one-way valve 395 are very mature technologies in the prior art and will not be elaborated on here.

[0071] It should be noted that the volume of the air storage tank 394 is 10L to 15L, and the pressure resistance is 1.5MPa to 2.5MPa. When the turbulence frequency is 15Hz, the tank can buffer the air flow fluctuations and reduce the output power fluctuation rate of the micro wind turbine from ±30% to ±8%.

[0072] When the kinetic energy recovery cylinder 33 outputs air, the air enters the main pipe 391 from the kinetic energy recovery cylinder 33, and then the operator can close the one-way valve 395, thereby closing the second branch pipe 393 so that the air only enters the micro wind turbine 38 along the first branch pipe 392 to generate electricity.

[0073] When the vehicle is too bumpy and the kinetic energy generated by excessive bumps cannot be fully converted due to the limited power generation capacity, resulting in waste, the one-way valve 395 is opened, thereby opening the second branch pipe 393 so that the air can enter the micro wind turbine 38 along the first branch pipe 392 to generate electricity. At the same time, the surplus air can enter the second branch pipe 393 and enter the air storage tank 394 for storage, so that it can be released and converted into electrical energy after the subsequent vehicle bumps are reduced. This is conducive to maintaining continuous and stable wind power to drive the micro wind turbine to generate electricity, and avoiding the waste caused by the inability to fully convert the kinetic energy generated by excessive bumps due to power generation capacity limitations.

[0074] When the kinetic energy recovery cylinder 33 releases air, it enters the main pipe 391. The operator can then open the second branch pipe 393 by opening the one-way valve 395, allowing some of the air to enter the air storage tank 394 for storage. The air stored in the air storage tank 394 can then be transported to the micro-wind generator 38 by opening the one-way valve 395 to generate electricity. This allows the air generated by the longitudinal kinetic energy recovery structure 3 during severe vehicle turbulence to be stored. This ensures that the micro-wind generator 38 is driven by continuous and stable wind power to generate electricity, avoiding the waste of kinetic energy generated during excessive turbulence due to power generation limitations. This further improves the efficiency and stability of energy conversion. It also reduces the charging burden on the vehicle battery, avoids frequent high-current charging, and helps extend the battery life. Furthermore, the air stored in the air storage tank 394 can be released to generate electricity at the desired moment, increasing wind force and pressure, improving the power generation efficiency of the micro-wind generator 38, and providing strong power support to enhance emergency response capabilities.

[0075] During the driving of the vehicle, the shock-absorbing structure 2 in the vehicle suspension, i.e., the shock-absorbing spring, continuously expands and contracts to absorb the shock of the vehicle chassis. The upper spring seat of the shock-absorbing spring drives the rack 37 to move axially, so that the rack 37 engages and drives the rotating column 35 and one end of the first connecting rod 36 to rotate clockwise and counterclockwise in sequence during the axial movement of the shock-absorbing spring. The clockwise and counterclockwise rotation of the rotating column 35 drives the other end of the first connecting rod 36 to move back and forth, thereby driving the piston of the kinetic energy recovery cylinder 33 to move back and forth, thereby outputting air or inhaling external air through the reciprocating movement of the piston in the kinetic energy recovery cylinder 33 in the cylinder.

[0076] During the process of air output or intake from the kinetic energy recovery cylinder 33 being connected to the micro-wind generator 38 via the air pipe 39, the output air enters the air pipe 39 and drives the two non-overlapping, mirror-imaged blades 382 to rotate, driving the generator body 381 to generate electricity. This provides auxiliary shock absorption and buffering during vehicle travel while converting the longitudinal energy of bumps into electrical energy for storage and kinetic energy recovery. On the one hand, the contact area is increased to more fully absorb the energy of the medium. Whether air is output or intake, the air can directly contact one of the blades 382 to drive it, thereby continuously and stably driving the wind turbine. This maximizes the utilization of the air output or intake from the kinetic energy recovery cylinder 33 during vehicle bumps, converting more mechanical energy into the rotational energy of the blades 382, thereby improving the subsequent conversion efficiency of electrical energy. On the other hand, the two non-overlapping, coaxial blades 382 receive the driving force at different positions and angles, making the force more uniform and stable, thereby smoothing out the fluctuations in the driving force and making the rotation more stable, which is conducive to improving the efficiency and stability of energy conversion.

[0077] When the vehicle is traveling on a bumpy road, the longitudinal kinetic energy recovery structure 3 assists in shock absorption and buffering and converts the longitudinal kinetic energy during bumps into electrical energy storage for kinetic energy recovery. At the same time, the rotating column 35 in the longitudinal kinetic energy recovery structure 3 can also drive one end of the second connecting rod 42 on the other side to rotate synchronously clockwise or counterclockwise around the axis of the rotating column 35, thereby driving the other end of the second connecting rod 42 to move back and forth and driving the piston in the brake cylinder 41 to move back and forth in the cylinder body, thereby outputting the brake hydraulic oil in the brake cylinder 41 through the brake line 45 to the master brake cylinder 43, and then the master brake cylinder 43 evenly distributes the brake hydraulic oil to each caliper 44 and pushes the brake pads to fit the brake disc for braking. Therefore, when the vehicle bumps, the longitudinal energy is converted into electrical energy storage and the brakes can be automatically applied. At the same time, the longitudinal force of the vehicle when it bumps is converted into electrical energy storage for kinetic energy recovery, which avoids the vehicle jumping, skidding and other unstable situations caused by excessive speed on bumpy roads, reduces the impact force on the vehicle's suspension system, tires, chassis and other components, and is beneficial to protecting the vehicle and driving safety as well as improving driving and riding comfort.

[0078] Test for reducing the risk of sideslip in the embodiment of the present disclosure:

[0079] Road surface type: ISO 8608 standard C road surface (simulating moderate bumps);

[0080] Vehicle load: fully loaded (5 persons + 100kg counterweight);

[0081] Ambient temperature and humidity: 25°C, humidity 50% (laboratory controlled);

[0082] Simulate bumpy road (frequency 8HZ, amplitude 20mm), vehicle speed 60km / h;

[0083] Control group: the same model without the device installed;

[0084] Test Group Number of sideslips (times / 10km) Braking distance (m) Vehicle model equipped with the present invention 2 25.3 Model not installed 7 34.8

[0085] Conclusion: The skid risk is reduced by 71.4% and the braking distance is shortened by 27.3%.

[0086] Tests for improving energy conversion efficiency in the embodiments of the present disclosure:

[0087] Standard test cycle (NEDC operating conditions), speed 40-80km / h, duration 30 minutes;

[0088]

[0089] Conclusion: Energy conversion efficiency increased by 25.8% and power output increased by 50%.

[0090] Example 3: Based on the above Example 2, only the differences are described below, and the similarities are not repeated.

[0091] like Figure 13 and Figure 14 As shown, the first branch pipe 392 is coaxial with the main pipe 391. The coaxial first branch pipe 392 and main pipe 391 can avoid air disturbance when the kinetic energy recovery cylinder 33 outputs air into the main pipe 391 and the first branch pipe 392, thereby maintaining stable wind speed and pressure when the air drives the micro-wind turbine 38, thereby ensuring the efficiency and stability of energy conversion.

[0092] It should be noted that in the embodiment of the present disclosure, the electricity generated by the generator body 381 can be converted into direct current to charge the battery through the motor controller containing the inverter in the existing technology. The conversion of current through the motor controller containing the inverter is a very mature technology in the existing technology and will not be elaborated here.

[0093] Example 4: Based on the above Example 3, only the differences are described below, and the similarities are not repeated here.

[0094] There are two micro wind generators 38 , and the annular array has at least two kinetic energy recovery cylinders 33 , rotating columns 35 , first connecting rods 36 and racks 37 , each of which is individually connected to one micro wind generator 38 .

[0095] At least two first connecting rods 36 are symmetrically arranged at their hinged locations with respect to the rotating column 35. In the disclosed embodiment, the hinged locations of the at least two first connecting rods 36 with respect to the rotating column 35 are symmetrically arranged about the axis of the rotating column 35. These two first connecting rods 36, symmetrically arranged about the axis of the rotating column 35, can drive the two kinetic energy recovery cylinders 33 to sequentially output or inhale air, forming a circulation when the vehicle is jolted. This, in conjunction with the two generator bodies 381, enables continuous and stable power generation. This, in turn, reduces the charging burden on the vehicle battery, avoids frequent high-current charging, and eliminates the need for frequent starting and stopping of the power generation system. This helps extend the battery life and reduce the cost of battery replacement.

[0096] In the disclosed embodiment, two kinetic energy recovery cylinders 33, a rotating column 35, a first connecting rod 36, a rack 37 and a micro wind turbine 38 are separately connected, so that continuous and stable power generation can be achieved, thereby reducing the charging burden of the vehicle battery, avoiding frequent high-current charging, helping to extend the battery life and reduce the cost of battery replacement.

[0097] Those skilled in the art will appreciate that the present invention is not limited to the foregoing embodiments. The foregoing embodiments and descriptions are merely illustrative of the principles of the present invention. Various changes and modifications may be made to the present invention without departing from the spirit and scope of the present invention. Such changes and modifications are intended to fall within the scope of the present invention. The scope of the present invention is defined by the appended claims and their equivalents.

Claims

1. A kinetic energy recovery device for a new energy vehicle, comprising a double wishbone suspension (1), a shock absorbing structure (2), a longitudinal kinetic energy recovery structure (3) and a passive deceleration structure (4), characterized in that: One end of a longitudinal kinetic energy recovery structure (3) is fixedly mounted on the lower wishbone and the shock absorbing structure (2) of the double wishbone suspension (1), and a passive deceleration structure (4) is fixedly mounted on one side of the longitudinal kinetic energy recovery structure (3). The shock absorbing structure (2) drives one side of the longitudinal kinetic energy recovery structure (3) to move back and forth relative to the lower wishbone and the other side of the longitudinal kinetic energy recovery structure (3) through the bumps of the vehicle, and performs air blowing and charging. The reciprocating movement of the longitudinal kinetic energy recovery structure (3) controls the passive deceleration structure (4) to intermittently brake the brake disc.

2. The kinetic energy recovery device for new energy vehicles according to claim 1, characterized in that: The longitudinal kinetic energy recovery structure (3) comprises an upper base plate (31), a lower base plate (32), a kinetic energy recovery cylinder (33), a support plate (34), a rotating column (35), a first connecting rod (36), a rack (37), a micro wind turbine (38) and an air pipe (39). The upper base plate (31) is fixedly mounted on the upper fork arm of the double wishbone suspension (1), the lower base plate (32) is fixedly mounted on the lower fork arm, and the kinetic energy recovery cylinder (33) is fixedly mounted below the upper base plate (31). A support plate (34) is fixedly mounted on the lower base plate (32), a rotating column (35) is rotatably mounted in the support plate (34), a first connecting rod (36) is hinged at the bottom of the kinetic energy recovery cylinder (33), and the other end of the first connecting rod (36) is eccentrically hinged to the surface of the rotating column (35), a rack (37) is fixedly mounted parallel to the surface of the shock absorbing structure (2), and an air pipe (39) is fixedly connected between the kinetic energy recovery cylinder (33) and the micro wind turbine (38).

3. The kinetic energy recovery device for new energy vehicles according to claim 2, characterized in that: The passive deceleration structure (4) includes a brake cylinder (41), a second connecting rod (42), a master brake pump (43), a caliper (44) and a brake line (45); a brake cylinder (41) parallel to the kinetic energy recovery cylinder (33) is fixedly installed below the upper base plate (31); a second connecting rod (42) is hinged below the brake cylinder (41); the other end of the second connecting rod (42) is hinged to the side of the rotating column (35) away from the first connecting rod (36); a master brake pump (43) is fixedly installed on the double wishbone suspension (1); calipers (44) are installed on both sides of the brake disc of the wheel; the brake cylinder (41), the brake pump and the caliper (44) are connected through the brake line (45).

4. The kinetic energy recovery device for new energy vehicles according to claim 3, characterized in that: The micro wind turbine (38) comprises a generator body (381), fan blades (382) and a filter (383); one end of the air pipe (39) is connected to the kinetic energy recovery cylinder (33); the generator body (381) is fixedly mounted in the air pipe (39); the fan blades (382) are fixedly mounted on the body; and the filter (383) is fixedly mounted in the air pipe (39) on a side away from the kinetic energy recovery cylinder (33).

5. The kinetic energy recovery device for new energy vehicles according to claim 4, characterized in that: Two coaxial blades (382) are fixed on the generator body (381).

6. The kinetic energy recovery device for new energy vehicles according to claim 5, characterized in that: The two fan blades (382) are arranged in mirror images and face opposite directions.

7. The kinetic energy recovery device for new energy vehicles according to claim 2, characterized in that: The kinetic energy recovery cylinder (33), the rotating column (35), the first connecting rod (36) and the rack (37) are located between the upper base plate (31) and the lower base plate (32) and are arranged in at least two annular arrays around the shock absorbing structure (2).

8. The kinetic energy recovery device for new energy vehicles according to claim 2, characterized in that: The hinge positions of at least two first connecting rods (36) and the rotating column (35) are symmetrically arranged.

9. The kinetic energy recovery device for new energy vehicles according to claim 2, characterized in that: The air pipe (39) includes a main pipe (391), a first branch pipe (392), a second branch pipe (393) and an air storage tank. The first branch pipe (392) and the second branch pipe (393) are connected in parallel in the middle of the main pipe (391), and the air storage tank (394) is fixedly installed in the middle of the second branch pipe (393).

10. The kinetic energy recovery device for new energy vehicles according to claim 9, characterized in that: The first branch pipe (392) is coaxial with the main pipe (391).

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