A new energy automobile kinetic energy recovery device

Abstract

This invention relates to the field of automotive kinetic energy recovery technology, specifically a new energy vehicle kinetic energy recovery device, comprising a double wishbone suspension, a shock absorption 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 of the double wishbone suspension and the shock absorption structure, respectively. A passive deceleration structure is fixedly mounted on one side of the longitudinal kinetic energy recovery structure. The vibrations caused by the vehicle's movement cause the shock absorption structure to reciprocate relative to the lower wishbone and the other side of the longitudinal kinetic energy recovery structure, thus generating airflow and charging energy. The reciprocating movement of the longitudinal kinetic energy recovery structure controls the passive deceleration structure to intermittently brake the brake disc. This invention solves the problem that when converting vibrations into electrical energy, new energy vehicle kinetic energy recovery devices are prone to skidding, drifting, and other loss-of-control risks when facing excessive vehicle vibrations and high speeds, affecting vehicle and passenger safety.

Description

Technical Field

[0001] This invention relates to the field of automotive kinetic energy recovery technology, specifically a new energy vehicle kinetic energy recovery device. Background Technology

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

[0003] However, existing kinetic energy recovery devices for new energy vehicles can only convert the translational kinetic potential energy during vehicle operation into electrical energy. In order to improve the kinetic energy recovery effect of new energy vehicles, existing technologies are gradually moving from traditional single translational kinetic energy recovery to multi-energy flow collaborative recovery, thereby recovering and utilizing various potential recoverable energies, thus improving kinetic energy recovery efficiency, such as the recovery and utilization of waste heat from engines, motors and air conditioners, and energy from suspension systems and hydraulic systems.

[0004] Existing technologies already include methods for recovering and utilizing energy in automotive suspension systems. For example, patent application number "202321195439.5" describes an energy-recovering automotive shock absorber that converts vehicle vibrations during driving into stored electrical energy. Another example is patent application number "201420096264.7," which describes an energy-recovering damper that recovers vibration kinetic energy and outputs electrical energy, while also enhancing damping performance and improving shock absorption. Although these existing technologies can convert vehicle vibrations into stored electrical energy, there is still a risk of skidding, drifting, and loss of control when the vehicle experiences excessive bumps and high speeds, potentially threatening vehicle and occupant safety.

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

[0006] The technical problem to be solved by this invention is that existing kinetic energy recovery devices for new energy vehicles are still prone to loss of control risks such as sideslip and deviation when converting vibration into electrical energy, which may affect the safety of vehicles and personnel when the vehicle is subjected to excessive bumps and high speeds.

[0007] This invention provides the following technical solution: a kinetic energy recovery device for new energy vehicles, comprising a double wishbone suspension, a shock absorption structure, a longitudinal kinetic energy recovery structure, and a passive deceleration structure. One end of the longitudinal kinetic energy recovery structure is fixedly installed on the lower wishbone of the double wishbone suspension and the shock absorption structure, respectively. A passive deceleration structure is fixedly installed on one side of the longitudinal kinetic energy recovery structure. The vibration of the vehicle causes the shock absorption structure to drive one side of the longitudinal kinetic energy recovery structure to reciprocate relative to the lower wishbone and the other side of the longitudinal kinetic energy recovery structure 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 wishbone of the double wishbone suspension, and the lower base plate is fixedly mounted on the lower wishbone. The kinetic energy recovery cylinder is fixedly mounted below the upper base plate, and the support plate is fixedly mounted on the lower base plate. A rotating column is rotatably mounted through the support plate. The bottom of the kinetic energy recovery cylinder is hinged to the first connecting rod, and 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. An air pipe is fixedly connected between the kinetic energy recovery cylinder and the micro wind turbine. Thus, during vehicle operation, the longitudinal kinetic energy recovery structure as a whole can effectively absorb shocks and improve vehicle stability. Furthermore, while absorbing shocks, it converts the longitudinal energy generated during bumps into electrical energy for storage and kinetic energy recovery, thereby improving energy utilization efficiency.

[0009] The passive deceleration structure includes a brake cylinder, a second connecting rod, a master cylinder, calipers, and brake lines. A brake cylinder parallel to the kinetic energy recovery cylinder is fixedly mounted below the upper base plate. A second connecting rod is hinged below the brake cylinder, with its other end hinged to the side of the pivot away from the first connecting rod. A master cylinder is fixedly mounted on the double wishbone suspension. Calipers are mounted on both sides of the brake discs of the wheels. The brake cylinder, brake cylinder, and calipers are connected via brake lines. This design converts vibrations into stored electrical energy during vehicle bumps while automatically applying intermittent braking. It recovers kinetic energy by converting the longitudinal force during bumps into stored electrical energy, while preventing the vehicle from jumping or skidding due to excessive speed on bumpy roads.

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

[0011] The generator body is fixed with two coaxial fan blades, which increases the contact area and improves the conversion efficiency while receiving driving force at different positions and angles, making the force more uniform and stable, smoothing driving force fluctuations, and making the rotation more stable, which is conducive to improving the efficiency and stability of energy conversion.

[0012] The two fan blades are arranged in a mirror image with opposite directions. This ensures that air can make direct contact with one of the fan blades for propulsion, whether it is outputting or drawing in air. This allows for continuous and stable operation of the wind turbine, maximizing the utilization of the air output or drawn in by the kinetic energy recovery cylinder during vehicle movement, which is beneficial for improving the efficiency and stability of energy conversion.

[0013] The kinetic energy recovery cylinder, rotating column, first connecting rod, and rack are arranged in a ring array around the shock-absorbing structure between the upper and lower base plates. This improves shock absorption performance when the vehicle is bumpy, and increases the amount of air input or intake of the kinetic energy recovery cylinder per unit time, thereby improving the driving efficiency of the micro wind turbine and thus improving the efficiency and stability of energy conversion.

[0014] The hinge positions of at least two first links and the rotating column are symmetrically arranged with the rotating column axis 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 caused by insufficient conversion of kinetic energy generated during excessive turbulence due to power generation limitations, and 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 this invention are as follows:

[0018] 1. When a vehicle is traveling on a bumpy road, the longitudinal kinetic energy recovery structure of this invention can play a role in shock absorption and cushioning, thereby improving the shock absorption performance when the vehicle is bumpy. This is beneficial to improving the stability of the vehicle and reducing the pressure on the suspension system, reducing wear and extending service life. Furthermore, while playing a role in shock absorption and cushioning, the longitudinal kinetic energy recovery structure can convert the longitudinal kinetic energy during bumps into electrical energy for storage and recovery for use, thereby improving energy utilization efficiency.

[0019] 2. This invention, while using a longitudinal kinetic energy recovery structure to dampen and buffer the impact and convert the longitudinal kinetic energy during bumps into electrical energy for storage, can also control a passive deceleration mechanism to automatically apply intermittent braking. Thus, while converting the longitudinal force during vehicle bumps into electrical energy for storage and kinetic energy recovery, it avoids instability such as jumping and skidding caused by excessive vehicle speed on bumpy roads. It also reduces the impact force on the vehicle's suspension system, tires, chassis and other components, which is beneficial for protecting the vehicle and driving safety, as well as improving driving and riding comfort.

[0020] 3. This invention features two non-overlapping fan blades mounted coaxially, ensuring that air output from or intake from the longitudinal kinetic energy recovery structure can be driven by one of the fan blades in direct contact. This allows for continuous and stable operation of the wind turbine, maximizing the utilization of air output or intake from the kinetic energy recovery cylinder during vehicle vibrations, thereby improving the subsequent energy conversion efficiency. Furthermore, the two non-overlapping coaxial fan blades receive driving force at different positions and angles, resulting in a more uniform and stable force application. This smooths out fluctuations in driving force, making rotation more stable and contributing to improved energy conversion efficiency and stability.

[0021] 4. The longitudinal kinetic energy recovery structure of this invention, in conjunction with the air pipe and the micro wind turbine, can store excess air generated by vehicle bumps. This ensures continuous and stable wind power to drive the micro wind turbine for power generation, avoiding the waste caused by insufficient conversion of kinetic energy generated during excessive bumps due to power generation limitations, thus further improving the efficiency and stability of energy conversion. On the other hand, it can also release the stored energy at once when needed, enhancing wind power and wind pressure to improve the power generation efficiency of the micro wind turbine, thereby providing strong power support and enhancing emergency response capabilities. Attached Figure Description

[0022] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

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

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

[0025] Figure 3 This 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 Enlarged schematic diagram of the longitudinal kinetic energy recovery structure and passive deceleration structure;

[0027] Figure 5 A schematic diagram of the structure of this invention with the tire concealed.

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

[0029] Figure 7 This is a schematic diagram of the longitudinal kinetic energy recovery structure and the passive deceleration structure in Embodiment 1 of the present invention;

[0030] Figure 8 This is a schematic diagram of the micro wind turbine generator in Embodiment 1 of the present invention;

[0031] Figure 9 This is a schematic diagram of the generator body and two mirror-image non-overlapping fan blades in Embodiment 1 of the present invention;

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

[0033] Figure 11 This is a schematic diagram of at least two circular arrays of longitudinal kinetic energy recovery structures and passive deceleration structures of the present invention;

[0034] Figure 12 This is a cross-sectional schematic diagram of the trachea in Embodiment 2 of the present invention;

[0035] Figure 13 This is a schematic diagram of the trachea structure in Embodiment 3 of the present invention;

[0036] Figure 14 This is a schematic cross-sectional view of the trachea in Embodiment 3 of the present invention.

[0037] In the diagram: 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. Rotary column; 36. First connecting rod; 37. Rack; 38. Micro wind turbine; 381. Generator body; 382. Fan blade; 383. Filter screen; 39. Air pipe; 391. Main pipe; 392. First branch pipe; 393. Second branch pipe; 394. Air 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 Implementation

[0038] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Therefore, the following detailed description of the embodiments of the present invention is not intended to limit the scope of the claimed invention, but merely represents some embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the present invention without creative effort are within the scope of protection of the present invention.

[0039] It should be noted that similar labels and letters in the following figures indicate similar items. Therefore, once an item is defined in one figure, it does not need to be further defined and explained in subsequent figures.

[0040] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," "outer," and "back side," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings, or the orientation or positional relationship in which the product of this invention is conventionally placed during use. These terms are used only for the convenience of describing the invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation; therefore, they should not be construed as limitations on the invention.

[0041] It should also be noted that, in the description of this invention, unless otherwise explicitly specified and limited, the terms "set," "install," "connect," and "link" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0042] Addressing the technical problem that existing kinetic energy recovery devices for new energy vehicles, when converting vibration into electrical energy, are still prone to skidding, drifting, and other loss-of-control risks under conditions of excessive vehicle vibration and high speed, thus affecting vehicle and occupant safety, this disclosure provides a kinetic energy recovery device for new energy vehicles, such as... Figures 1 to 7As shown, the system includes a double wishbone suspension 1, a shock absorber 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 installed on the lower wishbone of the double wishbone suspension 1 and the shock absorber structure 2, respectively. The passive deceleration structure 4 is fixedly installed on one side of the longitudinal kinetic energy recovery structure 3. The vibration of the vehicle causes the shock absorber structure 2 to drive one side of the longitudinal kinetic energy recovery structure 3 to reciprocate relative to the lower wishbone and the other side of the longitudinal kinetic energy recovery structure 3 to generate heat and energy. 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 this embodiment includes the shock-absorbing spring and shock absorber in the prior art. In this embodiment, 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 of the double wishbone suspension 1, and the lower base plate 32 is fixedly installed on the lower fork. The kinetic energy recovery cylinder 33 is fixedly installed below the upper base plate 31. A support plate 34 is fixedly installed on the lower base plate 32. The rotating column 35 is rotatably installed through the support plate 34. The bottom of the kinetic energy recovery cylinder 33 is hinged to the 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. The rack 37 is fixedly installed parallel to the surface of the shock absorption structure 2. An air pipe 39 is fixedly connected between the kinetic energy recovery cylinder 33 and the micro wind turbine 38.

[0045] In this embodiment, a support plate 34 is fixedly mounted on the lower substrate 32. A rotating column 35 is rotatably mounted through the middle of the support plate 34 and through a bearing. The circumferential surface of the rotating column 35 is fixedly provided with teeth of a meshing rack 37.

[0046] When a vehicle travels on bumpy roads, the shock-absorbing structure 2 in the vehicle suspension continuously extends and retracts to absorb vibrations from the 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. This causes the rack 37 to mesh with and drive one end of the rotating column 35 and the first connecting rod 36 to rotate clockwise and counterclockwise sequentially. 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 reciprocating movement of the piston in the kinetic energy recovery cylinder 33 outputs or draws in external air. The air output or drawn in through the kinetic energy recovery cylinder 33 is connected to the micro wind turbine 38 through the air pipe 39, thereby driving the micro wind turbine 38 to rotate and generate electricity.

[0047] Thus, the longitudinal kinetic energy recovery structure 3 can act as a shock absorber during vehicle operation, improving shock absorption performance when the vehicle encounters bumps. This enhances vehicle stability, reduces stress on the suspension system, decreases wear, and extends service life. Furthermore, while providing shock absorption, the longitudinal kinetic energy recovery structure 3 converts the longitudinal kinetic energy generated during bumps into electrical energy for storage and reuse, thereby improving energy efficiency. Moreover, the upper spring seat of the shock absorber spring drives the rack 37, which in turn drives the rotating column 35, which in turn drives the piston to extend and retract. This allows the piston to extend and retract multiple times during a single shock absorption cycle, repeatedly outputting or drawing in air, effectively improving the efficiency of kinetic energy recovery.

[0048] It should be noted that the rotating column 35 and the rack 37 can employ any meshing method available in the prior art, such as spur gear meshing or helical gear meshing. Further details are omitted here. In this embodiment, spur gear meshing is used, specifically a spur cylindrical gear meshing. The rack module m = 2, and the number of teeth z = 20; the rotating column pitch circle diameter d = 40 mm, corresponding to a number of teeth z = 20. The transmission ratio is 1:1 to ensure synchronous movement of the rack and rotating column, reducing energy loss. It should be noted that the transmission ratio can also be 1:2 or 1:3.

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

[0050] It should be noted that the micro wind turbine 38 is existing technology and can utilize any existing structure or equipment that generates electricity via wind power. For example, wind power drives the wind turbine, and the rotating column 35 increases the rotation speed, causing the electromagnetic coil to rotate at high speed and cut magnetic field lines, thereby converting mechanical energy into electrical energy.

[0051] It is important to emphasize again that the lift and torque generated by the wind turbine blowing air from the front are greater, resulting in higher power generation efficiency; while the lift and torque generated by the wind turbine blowing air from the back are smaller, resulting in lower power generation efficiency. In other words, the wind turbine can rotate regardless of whether it is front or back. Specifically, in this embodiment, when the kinetic energy recovery cylinder 33 outputs or draws air into the micro wind turbine 38 through the air pipe 39, the wind turbine of the micro wind turbine 38 will sequentially blow air from the front and then from the back, thus continuously enabling the micro wind turbine 38 to operate while the kinetic energy recovery cylinder 33 is working.

[0052] like Figures 1 to 7 As shown, the passive deceleration structure 4 includes a brake cylinder 41, a second connecting rod 42, a brake master cylinder 43, a caliper 44, and a brake line 45. The brake cylinder 41, parallel to the kinetic energy recovery cylinder 33, is fixedly installed below the upper base plate 31. The 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. The brake master cylinder 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 by the brake line 45.

[0053] The brake line 45 is fixedly installed at the front of the chassis and secured with metal clamps, extending along both sides of the frame or suspension brackets to the four-wheel brake calipers. The rear wheel brake lines are arranged along the central channel of the chassis or the rear axle suspension arms. The installation and arrangement of the brake line 45 is a very mature technology in the prior art, and any arrangement and installation method in the prior art can be used, which will not be elaborated further here.

[0054] It should be noted that the caliper 44 brakes by moving the brake pads through an internal brake caliper. Braking by the brake caliper 44 through the brake caliper is existing technology, and its structure and principle will not be elaborated on here.

[0055] Furthermore, it should be emphasized that the caliper 44 in this embodiment is based on the vehicle's original braking function. In other words, the caliper 44 does not assume the vehicle's original braking function, 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. While the rack 37 drives the rotating column 35 and the first connecting rod 36 to rotate clockwise or counterclockwise, the rotating column 35 can also drive one end of the second connecting rod 42 on the other side to rotate clockwise or counterclockwise around the axis of the rotating column 35. This causes the other end of the second connecting rod 42 to move back and forth and drive the piston in the brake cylinder 41 to move back and forth in the cylinder body. This outputs the brake hydraulic oil in the brake cylinder 41 to the brake master cylinder 43 through the brake line 45. Then, the brake master cylinder 43 evenly distributes the brake hydraulic oil to each caliper 44 and pushes the brake pads to fit against the brake disc for braking.

[0057] This allows the vehicle to convert longitudinal energy into electrical energy for storage while automatically applying intermittent braking during vehicle bumps. This process recovers kinetic energy by converting the longitudinal force during bumps into electrical energy for storage, while preventing the vehicle from jumping or skidding due to excessive speed on bumpy roads. It also reduces the impact on the vehicle's suspension system, tires, chassis, and other components, which helps protect the vehicle, ensures driving safety, and improves driving and riding comfort.

[0058] It should be noted that the coordination mechanism between kinetic energy recovery and passive deceleration in this embodiment is existing technology. For example, it uses an acceleration sensor to monitor the frequency (range 0-20Hz) and amplitude (0-30mm) of bumps in real time and a vehicle speed sensor to collect real-time vehicle speed (0-120km / h) data, and uses 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, a fan blade 382, ​​and a filter screen 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. The generator body is fixedly installed inside the air pipe 39. The fan blade 382 is fixedly installed on the generator body. The filter screen 383 is fixedly installed inside the air pipe 39 on the side away from the kinetic energy recovery cylinder 33.

[0060] During the process of air being output from or drawn into the kinetic energy recovery cylinder 33 and connected to the micro wind turbine 38 via the air pipe 39, the output air enters the air pipe 39 and drives the fan blades 382 to rotate. The rotation of the fan blades 382 then drives the generator body 381 to generate electricity. The air then passes through the filter screen 383 and is output to the outside. The drawn-in air first passes through the filter screen 383, then drives the fan blades 382 to rotate and power the generator body 381 to generate electricity. Finally, it re-enters the kinetic energy recovery cylinder 33 through the air pipe 39. This process of filtering air during output and intake prevents dust from entering, thus ensuring stable operation.

[0061] The generator body 381 generating electricity is existing technology and can use any wind-driven generator. For example, wind can blow the fan blades 382, ​​which in turn drives the internal gearbox of the generator body 381 to rotate, thereby increasing the rotation speed and causing the electromagnetic coil to rotate at high speed, cutting magnetic field lines, thus converting mechanical energy into electrical energy. Further details regarding the generator body 381 using existing technology will not be elaborated upon here.

[0062] It should be noted that the principle and structure of the micro wind turbine 38 connected to the battery belong to the existing kinetic energy recovery technology, which can be achieved by connecting the generator to the battery in the existing kinetic energy recovery field, and will not be elaborated on 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 can optimize the wind turbine's output power in real time. A battery management system (BMS) with an NXP MC33771C battery monitoring chip supports 14-channel voltage detection (accuracy ±2mV) and communicates with the vehicle's main control system via the CAN2.0B protocol (500kbps baud rate). Furthermore, this BMS with the NXP MC33771C battery monitoring chip monitors the battery's SOC and temperature in real time and controls the charging current. When the battery SOC > 95% or the temperature > 45℃, it automatically reduces the charging current to ≤30A (compliant with GB / T 31484-2015 standard), while also using anti-reverse diodes and fuses to protect the circuit. This technology of connecting the generator to the battery is existing technology and will not be elaborated upon further here.

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

[0064] like Figures 8 to 10 As shown, two coaxial, non-overlapping fan blades 382 are fixed on the generator body 381. By using these two coaxial, non-overlapping fan blades 382, ​​on the one hand, the contact area can be increased to more fully absorb the energy of the medium, converting more mechanical energy into the rotational energy of the fan blades 382, ​​thereby improving the subsequent electrical energy conversion efficiency; on the other hand, the two coaxial, non-overlapping fan blades 382 receive driving force at different positions and angles, making the force application more uniform and stable, thus smoothing out fluctuations in driving force and making rotation more stable, which is beneficial to improving the efficiency and stability of energy conversion.

[0065] like Figure 9As shown, the two fan blades 382 are arranged in a mirror image with opposite orientations. When the air output from or drawn into the kinetic energy recovery cylinder 33 is connected to the micro wind turbine 38 via the air pipe 39 for driving, the air can make direct contact with one of the fan blades 382 for driving, regardless of whether air is being output or drawn in. This allows for continuous and stable driving of the wind turbine, maximizing the utilization of the air output from or drawn into the kinetic energy recovery cylinder 33 during vehicle vibrations, and improving the efficiency and stability of energy conversion.

[0066] like Figure 11 As shown, at least two kinetic energy recovery cylinders 33, rotating columns 35, first connecting rods 36, and racks 37 are arranged in a ring array around the shock-absorbing structure 2 between the upper base plate 31 and the lower base plate 32, wherein any one of the rotating columns 35 is hinged to the passive deceleration structure 4. It should be noted that in this embodiment, 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 rotating columns 35 are symmetrically arranged, that is, the hinge positions of the two first connecting rods 36 and rotating columns 35 overlap horizontally, thereby enabling the two kinetic energy recovery cylinders 33 to synchronously extend and retract for shock absorption and output / intake air. This improves shock absorption performance when the vehicle is bumpy, and increases the amount of air input or intake of the kinetic energy recovery cylinders 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 this 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 connected in parallel, thereby increasing the amount of air input or drawn into the kinetic energy recovery cylinders 33 per unit time, thereby improving the driving efficiency of the micro wind turbine 38, and thus improving the efficiency and stability of energy conversion.

[0068] Example 2: Based on Example 1 above, only the differences are described below, and the similarities will not be 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 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 tank 394 is fixedly installed in the middle of the second branch pipe 393. It should be noted that one-way valves 395 are fixedly installed at both ends of the air tank 394 and the second branch pipe 393, thereby ensuring that air enters the air tank 394 in a directional manner without backflow and controlling the amount of air discharged from the air tank 394.

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

[0071] It should be noted that the air storage tank 394 has a volume of 10L to 15L and a pressure resistance of 1.5MPa to 2.5MPa. When the turbulence frequency is 15Hz, the storage tank can buffer airflow fluctuations, reducing 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. 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 experiences excessive vibration, and the kinetic energy generated during this vibration is not fully converted due to limitations in power generation capacity, resulting in waste, the one-way valve 395 is opened. This opens the second branch pipe 393, allowing air to enter the micro wind turbine 38 along the first branch pipe 392 for power generation. Simultaneously, the excess air enters the second branch pipe 393 and is stored in the air storage tank 394. This stored air is then released and converted into electrical energy after the vehicle's vibration subsides. This helps maintain a continuous and stable wind power drive for the micro wind turbine to generate electricity, avoiding the waste caused by insufficient conversion of kinetic energy generated during excessive vibration due to power generation capacity limitations.

[0074] When the kinetic energy recovery cylinder 33 outputs air, the air enters the main pipe 391 from the kinetic energy recovery cylinder 33. Then, the operator can open the second branch pipe 393 by opening the one-way valve 395, so that the air can partially enter the air storage tank 394 for storage. The air stored in the air storage tank 394 can be delivered to the micro wind turbine 38 for power generation by opening the one-way valve 395. In this way, when the vehicle is bumpy, the air generated by the bumps and the longitudinal kinetic energy recovery structure 3 can be stored. On the one hand, this ensures that the micro wind turbine 38 is driven by continuous and stable wind to generate electricity, avoiding the waste caused by insufficient conversion of kinetic energy generated during excessive bumps due to power generation limitations. This is conducive to further improving the efficiency and stability of energy conversion. In addition, it also helps to reduce the charging burden of the car battery, avoid frequent high-current charging, and help extend the battery life. On the other hand, the air stored in the air storage tank 394 can also release the stored energy at the time of need, enhance wind power and wind pressure, improve the power generation efficiency of the micro wind turbine 38, and thus provide strong power support and enhance emergency response capabilities.

[0075] During vehicle operation, the shock-absorbing structure 2, i.e., the shock-absorbing spring, in the vehicle suspension continuously extends and retracts to absorb shocks from the vehicle chassis. The upper spring seat of the shock-absorbing spring drives the rack 37 to move axially. As the rack 37 moves axially along the shock-absorbing spring, it engages with the rotating column 35 and one end of the first connecting rod 36 to rotate clockwise and counterclockwise in sequence. 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. The piston in the kinetic energy recovery cylinder 33 moves back and forth within the cylinder to output air or draw in outside air.

[0076] During the process of air output or intake from the kinetic energy recovery cylinder 33 being connected to the micro wind turbine 38 via the air pipe 39, the output air enters the air pipe 39 and drives the two coaxially mirror-mounted, non-overlapping fan blades 382 to rotate, thereby driving the generator body 381 to generate electricity. This achieves auxiliary shock absorption and buffering during vehicle movement, while simultaneously converting the longitudinal energy generated during bumps into electrical energy for storage and kinetic energy recovery for use. On one hand, it increases the contact area to more fully absorb the energy of the medium, and whether outputting or intake air, the air can make direct contact with one of the fan blades 382 for driving, thus enabling continuous and stable operation of 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 fan blades 382, ​​thereby improving the subsequent electrical energy conversion efficiency. On the other hand, the two coaxial, non-overlapping fan blades 382 receive driving force at different positions and angles, making the force application more uniform and stable, thus smoothing out fluctuations in driving force and making rotation more stable, which is beneficial 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 converts the longitudinal kinetic energy during the bumps into electrical energy for storage and 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 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 drive 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 to the brake master cylinder 43 through the brake line 45. Then, the brake master cylinder 43 evenly distributes the brake hydraulic oil to each caliper 44 and pushes the brake pads to fit against the brake disc for braking. This allows the vehicle to convert longitudinal energy into electrical energy for storage while automatically applying intermittent braking during vehicle bumps. This process recovers kinetic energy by converting the longitudinal force during bumps into electrical energy for storage, while preventing the vehicle from jumping or skidding due to excessive speed on bumpy roads. It also reduces the impact on the vehicle's suspension system, tires, chassis, and other components, which helps protect the vehicle, ensures driving safety, and improves driving and riding comfort.

[0078] This disclosure embodiment includes a test to reduce the risk of sideslip:

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

[0080] Vehicle load: Fully loaded (5 people + 100kg counterweight);

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

[0082] Simulates a bumpy road surface (frequency 8Hz, amplitude 20mm), vehicle speed 60km / h;

[0083] Comparison group: The same vehicle model without this device installed;

[0084] Test group Number of sideslips (times / 10km) Braking distance (m) Vehicles equipped with this invention 2 25.3 Vehicles without installation 7 34.8

[0085] Conclusion: The risk of sideslip was reduced by 71.4%, and the braking distance was shortened by 27.3%.

[0086] Tests to improve energy conversion efficiency in this disclosure embodiment:

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

[0088]

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

[0090] Example 3: Based on Example 2 above, only the differences are described below, and the similarities will not be 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 the main pipe 391 can avoid disturbing the air when the kinetic energy recovery cylinder 33 outputs air into the main pipe 391 and the first branch pipe 392, which is conducive to maintaining the stability of wind speed and wind pressure when the air drives the micro wind turbine generator 38, and helps to ensure the efficiency and stability of energy conversion.

[0092] It should be noted that in this embodiment, the electricity generated by the generator body 381 can be converted into DC power to charge the battery by a motor controller containing an inverter in the prior art. Converting current through a motor controller containing an inverter is a very mature technology in the prior art, and will not be elaborated on here.

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

[0094] Two micro wind turbines 38 are provided, and the ring array has at least two kinetic energy recovery cylinders 33, rotating columns 35, first connecting rods 36 and racks 37, each individually connected to one micro wind turbine 38.

[0095] At least two first connecting rods 36 are symmetrically arranged at their hinge positions with respect to the rotating column 35. In this embodiment, the hinge positions of at least two first connecting rods 36 and the rotating column 35 are symmetrically arranged around the axis of the rotating column 35. The two first connecting rods 36 symmetrically arranged around the axis of the rotating column 35 can drive the two kinetic energy recovery cylinders 33 to sequentially output or draw in air to form a cycle when the vehicle is bumpy. This allows them to work with the two generator bodies 381 to achieve continuous and stable power generation, thereby reducing the charging burden on the car battery, avoiding frequent high-current charging, and eliminating the need for frequent start-stop of the power generation system. This helps to extend the battery's lifespan and reduce the cost of battery replacement.

[0096] In this 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 individually connected, thereby enabling continuous and stable power generation. This reduces the charging burden on the car battery, avoids frequent high-current charging, helps extend the battery's lifespan, and reduces the cost of battery replacement.

[0097] Those skilled in the art should understand that this invention is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of the invention. Various changes and modifications can be made to this invention without departing from its spirit and scope, and all such changes and modifications fall within the scope of the invention as claimed. The scope of protection of this invention is defined by the appended claims and their equivalents.

Claims

1. A kinetic energy recovery device for new energy vehicles, comprising a double wishbone suspension (1), a shock absorption structure (2), a longitudinal kinetic energy recovery structure (3), and a passive deceleration structure (4), characterized in that: The lower wishbone of the double wishbone suspension (1) and the shock absorber (2) are respectively fixedly installed with one end of the longitudinal kinetic energy recovery structure (3). A passive deceleration structure (4) is fixedly installed on one side of the longitudinal kinetic energy recovery structure (3). The shock absorber (2) drives the 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) to generate air and charge. The reciprocating movement of the longitudinal kinetic energy recovery structure (3) controls the passive deceleration structure (4) to intermittently brake the brake disc. 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 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 installed on the upper fork of the double wishbone suspension (1), and the lower base plate (32) is fixedly installed on the lower fork. The kinetic energy recovery cylinder (33) is fixedly installed below the upper base plate (31). A support plate (34) is fixedly installed on the lower base plate (32), and a rotating column (35) is rotatably installed through the support plate (34). A first connecting rod (36) is hinged to 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 installed parallel to the surface of the shock absorption structure (2). An air pipe (39) is fixedly connected between the kinetic energy recovery cylinder (33) and the micro wind turbine (38). The passive deceleration structure (4) includes a brake cylinder (41), a second connecting rod (42), a brake master cylinder (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 brake master cylinder (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 by the brake line (45).

2. The new energy vehicle kinetic energy recovery device according to claim 1, characterized in that: The micro wind turbine (38) includes a generator body (381), a fan blade (382) and a filter screen (383). One end of the air pipe (39) is connected to the kinetic energy recovery cylinder (33). The generator body (381) is fixedly installed inside the air pipe (39). The fan blade (382) is fixedly installed on the generator body. The filter screen (383) is fixedly installed inside the air pipe (39) on the side away from the kinetic energy recovery cylinder (33).

3. The new energy vehicle kinetic energy recovery device according to claim 2, characterized in that: The generator body (381) is fixed with two coaxial fan blades (382).

4. The new energy vehicle kinetic energy recovery device according to claim 3, characterized in that: The two fan blades (382) are arranged in a mirror image facing opposite directions.

5. The new energy vehicle kinetic energy recovery device according to claim 1, characterized in that: The kinetic energy recovery cylinder (33), rotating column (35), first connecting rod (36) and rack (37) are located between the upper substrate (31) and the lower substrate (32) and are arranged in a ring array around the shock-absorbing structure (2) in at least two.

6. The new energy vehicle kinetic energy recovery device according to claim 5, characterized in that: The first link (36) of at least two are symmetrically arranged with the hinge position of the rotating column (35).

7. The new energy vehicle kinetic energy recovery device according to claim 1, 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 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 tank (394) is fixedly installed in the middle of the second branch pipe (393).

8. The new energy vehicle kinetic energy recovery device according to claim 7, characterized in that: The first branch pipe (392) is coaxial with the main pipe (391).

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