Electric vehicle motor power assist device

Abstract

This invention discloses an electric vehicle motor power assistance device, belonging to the field of electric vehicle technology. The device includes a motor, a mounting base, a connecting base, a drive shaft, a shift gear, and a floating disc. The mounting base is equipped with a shifting mechanism. A transmission mechanism located within the mounting base drives the shift gear to rotate the drive shaft, thereby enabling an external small generator to generate electricity, which is then stored in the vehicle's battery. In this invention, when the vehicle brakes, the motor begins to decelerate, and simultaneously, the shifting mechanism drives the shift gear, which in turn drives the drive shaft to rotate via the transmission mechanism. This, in turn, drives the external small generator to generate electricity, which is then recovered and stored in the vehicle's battery. This achieves the conversion of the motor's mechanical energy into electrical energy during braking, reducing energy consumption. The recovered electrical energy stored in the battery can assist in powering vehicle lighting or other electrical equipment.

Description

Technical Field

[0001] This invention belongs to the field of electric vehicle technology, specifically relating to an electric vehicle motor power assistance device. Background Technology

[0002] Electric vehicles (EVs) are vehicles powered by an onboard power source, using an electric motor to drive the wheels, and meeting all road traffic and safety regulations. Due to their relatively smaller environmental impact compared to traditional vehicles, their prospects are widely considered promising. Types of electric vehicles include: battery electric vehicles (BEVs), hybrid electric vehicles (HEVs), and fuel cell electric vehicles (FCEVs). Battery electric vehicles (BEVs) are cars driven by an electric motor. The main difference between BEVs and gasoline-powered vehicles lies in four main components: the drive motor, the speed controller, the power battery, and the onboard charger. They have public ultra-fast charging stations, unlike gas stations. The quality of BEVs depends on these four components, and their value also depends on their quality. The intended use of BEVs is directly related to the selection and configuration of these four components. The speed and acceleration of a BEV depend on the power and performance of the drive motor; its driving range depends on the capacity of the onboard power battery; and the weight of the onboard power battery depends on the type of battery used, such as lead-acid, zinc-carbon, or lithium batteries, which vary in volume, specific gravity, specific power, specific energy, and cycle life. This depends on the manufacturer's positioning and intended use of the vehicle, as well as market definition and segmentation. Pure electric vehicles use various types of drive motors, including brushed DC motors, brushless DC motors, permanent magnet motors, and electromagnetic motors, as well as AC stepper motors. The choice of motor depends on the vehicle's configuration, intended use, and intended level. Furthermore, drive motor speed control can be stepped or stepless, and can use electronic speed controllers or not. Electric motors can be hub motors, internal rotor motors, and can be single-motor, multi-motor, or combined-motor drives.

[0003] When existing pure electric vehicles brake continuously for a long time (such as by lightly pressing the brake pedal), the motor needs a certain amount of time to decelerate from high speed to low speed. During this time, the motor braking will also consume a certain amount of electrical energy, and the consumed electrical energy will generate a certain amount of heat, thus causing a waste of electrical energy. Summary of the Invention

[0004] The technical problem to be solved by the present invention is to overcome the shortcomings of the prior art and provide an electric vehicle motor power assistance device.

[0005] The technical solution adopted to solve the above-mentioned technical problems is: an electric vehicle motor power auxiliary device, including a motor with a motor shaft, and further including:

[0006] Mounting bracket installed on the end face of the motor housing;

[0007] A connecting seat is integrally formed and fixed to the outer wall of the mounting base. A drive shaft is rotatably connected to the connecting seat. One end of the drive shaft is connected to an external small generator via a connecting flange.

[0008] A slidable gear is sleeved on the motor shaft and splinedly connected to the motor shaft. A floating disk is coaxially fixed to the end face of the slidable gear. The mounting base is provided with a sliding mechanism for driving the movement of the slidable gear.

[0009] A transmission mechanism is provided within the mounting base, which is used to drive the drive shaft to rotate via the actuating gear, so as to generate electricity from an external small generator and store the generated electrical energy in the vehicle's battery.

[0010] With the above technical solution, when the vehicle brakes, the motor begins to decelerate and rotate. At the same time, the actuating mechanism drives the actuating gear to move, and then the transmission mechanism drives the actuating gear to rotate the transmission shaft. This drives the external small generator to work and generate electrical energy, which is then recovered into the vehicle's battery. This achieves the conversion of the motor's mechanical energy into electrical energy when the vehicle brakes, reducing energy consumption. The recovered electrical energy is stored in the battery and can be used to power vehicle lighting or other electrical equipment.

[0011] Furthermore, the actuating mechanism includes a cylinder liner fixed to the inner wall of the mounting base, an oil inlet connected to the outer wall of the mounting base communicating with the inner cavity of the cylinder liner, a piston coaxially engaged inside the cylinder liner, the piston freely sliding inside the cylinder liner, a drive shaft coaxially fixed to the piston end face, a shift fork fixedly sleeved at one end of the drive shaft extending out of the cylinder liner, and a shift fork opening for engaging the shift fork between the end face of the floating disc and the end face of the actuating gear.

[0012] Through the above technical solution, the vehicle's hydraulic system delivers hydraulic oil to the inlet and then into the cylinder liner, causing the piston to move under the action of hydraulic pressure. This causes the piston to drive the drive shaft to move in the direction of the motor, which in turn drives the shift fork to move. This causes the shift fork to move the floating disc and the shift gear in the direction of the motor.

[0013] Furthermore, an ear block is fixed to the inner wall of the mounting base, the drive shaft slides through the ear block, and a spring is wound around the periphery of the drive shaft, with the two ends of the spring elastically abutting against the ear block and the shift fork, respectively.

[0014] Through the above technical solution, the spring generates an elastic resisting force on the shift fork, so that when the drive shaft moves, it will drive the shift fork to move, and the shift fork will compress the spring. When the hydraulic system stops generating hydraulic pressure on the piston, the elastic potential energy of the spring is released, and the piston moves in the opposite direction, which in turn causes the drive shaft to move in the opposite direction and reset.

[0015] Furthermore, the transmission mechanism includes an intermediate gear rotatably connected to the mounting base via a mounting pivot, a transmission gear is fixedly sleeved around the periphery of the transmission shaft, the intermediate gear and the transmission gear are externally meshed, and when the actuating gear moves toward the intermediate gear, it will mesh with the intermediate gear.

[0016] With the above technical solution, after the actuating gear meshes with the intermediate gear, as the motor continues to decelerate and rotate, the actuating gear drives the intermediate gear to mesh and rotate. At the same time, the intermediate gear also drives the transmission gear to rotate, thereby driving the transmission shaft to rotate.

[0017] Furthermore, the pivot is provided with an inertial protection unit, which is used to drive the pivot to rotate at a low speed when the actuating gear moves toward the intermediate gear.

[0018] With the above technical solution, when the shift gear moves toward the motor, the inertia protection unit will be triggered and the pivot will rotate at a low speed. This makes the speed difference between the shift gear and the intermediate gear smaller at the moment of contact when the shift gear meshes with the intermediate gear, thereby reducing the wear caused by inertial impact on the shift gear and the intermediate gear at the moment of meshing.

[0019] Furthermore, the inertial protection unit includes a fixed sleeve that is fixedly fitted onto the periphery of the pivot. One end of the fixed sleeve is integrally formed and fixedly connected to an expansion sleeve. The outer diameter of the expansion sleeve increases sequentially in the direction away from the fixed sleeve. Multiple slits are opened around the periphery of the expansion sleeve. When the actuating gear moves toward the intermediate gear, the periphery of the floating disk contacts the periphery of the expansion sleeve.

[0020] Through the above technical solution, when the actuating gear moves towards the motor, it causes the floating disc to contact the periphery of the expansion sleeve. Driven by friction, the expansion sleeve drives the pivot to rotate. Because the expansion sleeve rotates under frictional force, the pivot's rotational speed is less than that of the actuating gear. This provides the intermediate gear with a certain rotational speed, reducing inertial damage at the moment of meshing between the intermediate gear and the actuating gear. Furthermore, since the pivot's rotational speed is less than the motor shaft's speed, there is a speed difference between the intermediate gear and the actuating gear; that is, they do not rotate synchronously. Therefore, the intermediate gear... The intermediate gear and the actuating gear can mesh under the influence of the speed difference. Conversely, if the two rotate synchronously, the intermediate gear and the actuating gear may not mesh, and there will be an impact when the actuating gear and the intermediate gear come into contact, causing significant wear on both. In addition, because the surface of the expansion sleeve is provided with fine slits, the expansion sleeve has a certain degree of elastic expansion and elastic contraction deformation capability. When the floating disc is squeezed around the periphery of the expansion sleeve, the elastic contraction deformation of the expansion sleeve prevents the frictional force generated by the squeezing force between the floating disc and the expansion sleeve from being too large, thus preventing severe wear on the surface of the floating disc.

[0021] Furthermore, the pivot is integrally formed with a small-diameter shaft around its periphery, and a sliding ring is slidably sleeved around the periphery of the small-diameter shaft. Multiple hinge rods are hinged around the periphery of the sliding ring, and the ends of the hinge rods away from the sliding ring are correspondingly hinged to the inner walls of the multiple elastic flaps divided by the slits in the expansion sleeve. A rotating disk is coaxially rotatably connected to the end of the sliding ring away from the expansion sleeve. The rotating disk cooperates with the floating disk, and the minimum distance between the end face of the rotating disk and the end face of the expansion sleeve is not less than the thickness of the floating disk.

[0022] Through the above technical solution, when the floating disk compresses the periphery of the expansion sleeve, it causes the elastic flaps divided by the slits in the expansion sleeve to undergo elastic contraction deformation along the radial inward side of the expansion sleeve. Through the setting of the hinge rod, when one of the elastic flaps undergoes elastic contraction deformation, the hinge rod drives the sliding ring to move away from the expansion sleeve. This allows the other hinge rods to exert force on the other elastic flaps of the expansion sleeve, thereby causing the entire expansion sleeve to undergo elastic contraction deformation. The distance between two adjacent elastic flaps and the pivot axis is consistent, thus allowing the floating disk to rotate from one elastic flap to another. When the floating disc contacts the surface of the valve body, it can smoothly contact the surfaces of two adjacent elastic valve bodies at the slits without jamming, and also avoids large squeezing and wear on the periphery of the floating disc. In addition, when the actuating gear meshes with the intermediate gear, the floating disc will squeeze the rotating disc, causing the rotating disc to drive the sliding ring to move in the direction of the motor, and causing the multiple elastic valve bodies of the hinge rod to elastically contract. At this time, the elastic valve bodies will disengage from the floating disc, so that the rotational driving force of the pivot changes from the original friction driving mode of the floating disc and the expansion sleeve to the driving mode of the actuating gear and the intermediate gear meshing.

[0023] Furthermore, a floating ring is connected to one end face of the intermediate gear facing the rotating disk. The floating ring is slidably sleeved on the periphery of the pivot, and multiple guide teeth are fixed to the periphery of the floating ring. The tooth tip height of the guide teeth decreases sequentially in the direction away from the intermediate gear, and the position and number of the guide teeth correspond to the position and number of the teeth on the intermediate gear.

[0024] With the above technical solution, when the actuating gear moves towards the motor, it will gradually come into contact with the guide teeth. Since the tooth tip height of the guide teeth decreases sequentially in the direction away from the intermediate gear, the actuating gear will not generate a large impact when it comes into contact with the guide teeth. After the actuating gear comes into contact with the guide teeth, the teeth on the actuating gear will be locked between two adjacent guide teeth. As the actuating gear continues to move towards the motor, it drives the guide teeth to rotate and can smoothly move between two adjacent teeth of the intermediate gear, thus achieving meshing with the intermediate gear. In this way, the actuating gear and the intermediate gear mesh, reducing the impact wear generated during the meshing process.

[0025] Furthermore, a plurality of first arc-shaped clamping blocks are fixedly connected in an array along the axial direction of the pivot on the inner wall of the floating ring, and a plurality of second arc-shaped clamping blocks are fixedly connected to the end face of the intermediate gear. The first arc-shaped clamping blocks and the second arc-shaped clamping blocks are correspondingly arranged such that the arc-shaped grooves on the opposite surfaces of the first arc-shaped clamping blocks and the second arc-shaped clamping blocks form an airbag column mounting space, and an airbag column is engaged and installed in the airbag column mounting space.

[0026] Through the above technical solution, because the airbag column is extensible, the impact of the actuating gear contacting the guide tooth is reduced by the buffering effect of the airbag column, thereby reducing the impact wear on the actuating gear. Furthermore, since the airbag column is engaged with the first and second arc-shaped clamping blocks, after the actuating gear contacts the guide tooth, the actuating gear will rotate the guide tooth, which in turn will drive the intermediate gear to rotate. At this time, the speed difference between the actuating gear and the intermediate gear is minimal. Simultaneously, the teeth on the actuating gear will move along the surface of the guide tooth to the space between two adjacent teeth of the intermediate gear, thus achieving meshing between the actuating gear and the intermediate gear.

[0027] Furthermore, an annular seat is fixedly sleeved around the periphery of the pivot, the annular seat is located between the rotating disk and the floating ring, and a cavity is opened at one end of the annular seat facing the rotating disk. A sliding plug is coaxially fixed to the end of the sliding ring, and the sliding plug is coaxially and slidably engaged in the cavity. A flexible tube is provided on the surface of the airbag column, and the flexible tube passes through the annular seat and communicates with the cavity.

[0028] Through the above technical solution, when the sliding ring moves towards the motor, it causes the sliding plug to slide within the cavity, thereby compressing the air in the cavity into the airbag column. This causes the airbag column to expand further, thus providing a greater degree of buffering for the impact of the contact between the guide tooth and the actuating gear. In addition, when the guide tooth is driven to rotate by the actuating gear, the guide tooth drives the ring seat to rotate, and the ring seat can smoothly drive the intermediate gear to rotate. When the actuating gear moves away from the intermediate gear, the sliding ring also returns to its original position, causing some of the air inside the airbag column to flow back into the cavity, reducing the degree of expansion of the airbag column and preventing the airbag column from rupturing due to prolonged large expansion.

[0029] The beneficial effects of this invention are as follows:

[0030] 1. In this invention, when the vehicle brakes, the motor begins to decelerate and rotate. At the same time, the actuating mechanism drives the actuating gear to move, and then the transmission mechanism drives the actuating gear to rotate the transmission shaft. This causes the transmission shaft to drive an external small generator to work and generate electrical energy, which is then recovered into the vehicle's battery. This achieves the conversion of the motor's mechanical energy into electrical energy when the vehicle brakes, reducing energy consumption. The recovered electrical energy is stored in the battery and can be used to power vehicle lighting or other electrical equipment.

[0031] 2. In this invention, when the actuating gear moves toward the motor, it causes the floating disc to contact the periphery of the expansion sleeve. Driven by friction, the expansion sleeve drives the pivot to start rotating. Since the expansion sleeve rotates under the drive of friction, the rotational speed of the pivot is less than that of the actuating gear. On the one hand, this gives the intermediate gear a certain speed of rotation, reducing the inertial damage at the moment of meshing between the intermediate gear and the actuating gear. On the other hand, the rotational speed of the pivot is less than that of the motor shaft, so the intermediate gear and the actuating gear have a speed difference. That is, they do not rotate synchronously. Therefore, the intermediate gear and the actuating gear can mesh under the influence of the speed difference. Conversely, if they rotate synchronously, the intermediate gear and the actuating gear may not be able to mesh, and there will be an impact when the actuating gear and the intermediate gear come into contact, causing greater wear on both.

[0032] 3. In this invention, when the floating disk compresses the periphery of the expansion sleeve, it causes the elastic petals of the expansion sleeve, divided by the slits, to undergo elastic contraction deformation along the radial inward side of the expansion sleeve. Through the hinge rod arrangement, when one of the elastic petals undergoes elastic contraction deformation, the hinge rod drives the sliding ring to move away from the expansion sleeve. This allows the other hinge rods to exert force on the other elastic petals of the expansion sleeve, thereby causing the entire expansion sleeve to undergo elastic contraction deformation. The distance between two adjacent elastic petals and the pivot axis is consistent, thus allowing the floating disk to rotate from one elastic petal to another. When the floating disc contacts the surface of the body, it can smoothly contact the surfaces of two adjacent elastic petal bodies at the narrow gaps without jamming, and also avoids large squeezing and wear on the periphery of the floating disc. In addition, when the actuating gear meshes with the intermediate gear, the floating disc will squeeze the rotating disc, causing the rotating disc to drive the sliding ring to move in the direction of the motor, and causing the multiple elastic petal bodies of the hinge rod to elastically contract. At this time, the elastic petal bodies will disengage from the floating disc, so that the rotational driving force of the pivot changes from the original friction driving mode of the floating disc and the expansion sleeve to the driving mode of the actuating gear and the intermediate gear meshing. Attached Figure Description

[0033] Figure 1 This is a schematic diagram of the overall structure of an electric vehicle motor power auxiliary device according to an embodiment of the present invention;

[0034] Figure 2 yes Figure 1 A diagram illustrating the positional relationships from a first-person perspective.

[0035] Figure 3 yes Figure 1 A diagram illustrating the positional relationships from a second-person perspective;

[0036] Figure 4 yes Figure 1 A schematic diagram showing the positional relationship of parts of the structure after the motor is omitted and some parts of the structure have been cut open.

[0037] Figure 5 yes Figure 4 A diagram illustrating the positional relationship from another perspective;

[0038] Figure 6 yes Figure 5 Enlarged schematic diagram of the local structure at point A;

[0039] Figure 7 This is a schematic diagram showing the positional relationship between the pivot, intermediate gear, and fixed assembly in this invention.

[0040] Figure 8 yes Figure 7 Schematic diagram of the explosive decomposition of the medium structure;

[0041] Figure 9 This is a schematic diagram showing the positional relationship of the intermediate gear, floating ring, and guide gear after assembly in this invention.

[0042] Figure 10 yes Figure 9 Schematic diagram of the explosive decomposition of the medium structure;

[0043] Figure 11 yes Figure 10 A diagram illustrating the positional relationship from another perspective;

[0044] Figure 12 yes Figure 9 A schematic diagram showing the positional relationship of the middle section after it has been cut open.

[0045] Reference numerals: 1. Motor; 2. Mounting base; 3. Connecting base; 4. Drive shaft; 5. Connecting flange; 6. Motor shaft; 7. Oil inlet; 8. Drive shaft; 9. Cylinder liner; 10. Piston; 11. Shift fork; 12. Shift gear; 13. Pivot; 14. Intermediate gear; 15. Fixed sleeve; 16. Transmission gear; 17. Ear block; 18. Spring; 19. Guide tooth; 20. Rotating disk; 21. Sliding ring; 22. Floating disk; 23. Expansion sleeve; 24. Slit; 25. Annular seat; 26. Connecting part; 27. First arc-shaped clamping block; 28. Airbag column; 29. ​​Sliding plug; 30. Floating ring; 31. Hose; 32. Small diameter shaft; 33. Hinge rod; 34. Cavity; 35. Second arc-shaped clamping block. Detailed Implementation

[0046] To make the objectives, technical solutions, and advantages of this invention clearer, the invention will be further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative and not intended to limit the invention.

[0047] like Figures 1-12As shown, this embodiment provides an electric vehicle motor power auxiliary device, including a motor 1 installed on an electric vehicle. A hollow mounting base 2 is installed on the end face of the outer shell of the motor 1. A bearing is embedded in the surface of the mounting base 2. The motor shaft 6 is installed in the bearing and extends out of the surface of the mounting base 2. The motor shaft 6 of the motor 1 is driven and connected to the vehicle's power system, so that the rotation of the motor shaft 6 of the motor 1 can drive the power system to work and enable the vehicle to move. A connecting seat 3 is integrally formed and fixed to the outer wall of the mounting base 2. A drive shaft 4 is rotatably connected to the connecting seat 3 through a mounting bearing. One end of the drive shaft 4 extends out of the connecting seat 3 and is driven and connected to an external small generator through a connecting flange 5. The small generator is connected to the vehicle's power control system, so that the electrical energy generated by the small generator can be recovered by the power control system into the vehicle's battery.

[0048] A gear 12 is slidably sleeved on the motor shaft 6, and the gear 12 is splined to the motor shaft 6. A floating disc 22 is coaxially fixed to the end of the gear 12 facing away from the motor 1. A cylinder liner 9 is fixed to the inner wall of the mounting base 2, and an oil inlet 7 communicating with the inner cavity of the cylinder liner 9 is connected to the outer wall of the mounting base 2. The oil inlet 7 is connected to the vehicle's hydraulic system via a pipeline, and the hydraulic system is directly controlled by the vehicle's on-board computer. A piston 10 is coaxially engaged inside the cylinder liner 9, and the piston 10 slides freely within the cylinder liner 9. A drive shaft 8 is coaxially fixed to the end face of the piston 10, and one end of the drive shaft 8 protruding from the cylinder liner 9 is fixedly sleeved. There is a shift fork 11, and there is a shift fork opening between the end face of the floating disk 22 and the end face of the shift gear 12 for the shift fork 11 to engage. The shift fork 11 is engaged in the shift fork opening. When the drive shaft 8 moves, the shift fork 11 will drive the floating disk 22 and the shift gear 12 to move on the motor shaft 6. The inner wall of the mounting base 2 is fixed with a lug 17. The drive shaft 8 is slidably passed through the lug 17, and a spring 18 is wrapped around the periphery of the drive shaft 8. The two ends of the spring 18 elastically abut against the lug 17 and the shift fork 11 respectively in the direction of the elastic force. When the drive shaft 8 moves in the direction of the motor 1, the shift fork 11 will compress the spring 18, so that the spring 18 will accumulate elastic potential energy.

[0049] A pivot 13 is rotatably connected to the mounting base 2 via a bearing. An intermediate gear 14 is fixedly sleeved around the periphery of the pivot 13. A transmission gear 16 is fixedly sleeved around the periphery of the transmission shaft 4. The intermediate gear 14 and the transmission gear 16 are always in an external meshing state. A fixed sleeve 15 is fixedly sleeved around the periphery of the pivot 13. An expansion sleeve 23 is integrally formed and fixed to one end of the fixed sleeve 15. The outer diameter of the expansion sleeve 23 increases sequentially in the direction away from the fixed sleeve 15. Multiple slits 24 are opened around the periphery of the expansion sleeve 23. The slits 24 divide the periphery of the expansion sleeve 23 into multiple elastic petals that can expand and contract elastically. When the actuating gear 12 moves towards the intermediate gear 14, the periphery of the floating disk 22 contacts the periphery of the expansion sleeve 23.

[0050] A small-diameter shaft 32 is integrally formed around the pivot 13. A sliding ring 21 is slidably sleeved around the small-diameter shaft 32. Multiple hinge rods 33 are hinged around the sliding ring 21. The ends of the hinge rods 33 away from the sliding ring 21 are correspondingly hinged to the inner wall of the elastic valve. A rotating disk 20 is coaxially rotatably connected to the end of the sliding ring 21 away from the expansion sleeve 23. Furthermore, a connecting part 26 can be integrally formed and fixed to the end of the sliding ring 21 away from the expansion sleeve 23. The connecting part 26 is slidably sleeved on the small-diameter shaft 32. 2. A bearing is installed around the periphery of the connecting part 26. The rotating disk 20 is fixedly fitted on the outer ring of the bearing, so that the rotating disk 20 is rotatably connected to the sliding ring 21. The rotating disk 20 cooperates with the floating disk 22. The minimum distance between the end face of the rotating disk 20 and the end face of the expansion sleeve 23 is not less than the thickness of the floating disk 22. When the end face of the floating disk 22 contacts the end face of the rotating disk 20, the floating disk 22 will disengage from the periphery of the expansion sleeve 23, and the expansion sleeve 23 is in an elastic contraction deformation state.

[0051] A floating ring 30 is connected to one end face of the intermediate gear 14 facing the rotating disk 20. The floating ring 30 is slidably sleeved on the periphery of the pivot 13, and multiple guide teeth 19 are fixedly connected to the periphery of the floating ring 30. The tooth tip height of the guide teeth 19 decreases sequentially in the direction away from the intermediate gear 14. The position and number of the guide teeth 19 correspond to the position and number of the teeth on the intermediate gear 14. Multiple first arc-shaped clamping blocks 27 are fixedly arrayed on the inner wall of the floating ring 30 along the axial direction of the pivot 13. Multiple second arc-shaped clamping blocks 35 are fixedly connected to the end face of the intermediate gear 14. The first arc-shaped clamping blocks 27 and the second arc-shaped clamping blocks 35 are correspondingly arranged so that the arc-shaped grooves on the opposite sides of the first arc-shaped clamping blocks 27 and the second arc-shaped clamping blocks 35 form an airbag column installation space. An airbag column 28 is engaged and installed in the airbag column installation space. The airbag column 28 is pre-filled with compressed air, so that the airbag column 28 is in a state of volume expansion.

[0052] A ring seat 25 is fixedly sleeved around the circumference of the pivot 13. The ring seat 25 is located between the rotating disk 20 and the floating ring 30. A cavity 34 is opened at one end of the ring seat 25 facing the rotating disk 20. A sliding plug 29 is coaxially fixed to the end of the sliding ring 21. The sliding plug 29 is coaxially and slidably engaged in the cavity 34. A hose 31 is provided on the surface of the airbag column 28. The hose 31 passes through the ring seat 25 and is connected to the cavity 34. When the sliding plug 29 slides in the cavity 34 toward the direction of the intermediate gear 14, the air in the cavity 34 will be squeezed into the airbag column 28 through the hose 31, causing the volume of the airbag column 28 to expand further, or in other words, the air pressure in the airbag column 28 will increase. This will increase the supporting force of the airbag column 28 on the first arc-shaped clamping block 27 and the second arc-shaped clamping block 35, so that the floating ring 30 can drive the intermediate gear 14 to rotate more smoothly when rotating.

[0053] The working principle of this embodiment is as follows:

[0054] When the vehicle's built-in sensors detect that the vehicle is in a prolonged braking state, the vehicle's computer will control the hydraulic system to work. The hydraulic system will deliver hydraulic oil to the oil inlet 7, and then into the cylinder liner 9, and generate hydraulic driving force on the piston 10. This will cause the piston 10 to drive the drive shaft 8 to move in the direction of the motor 1, which will cause the drive shaft 8 to drive the shift fork 11 to move. When the shift fork 11 moves, it will compress the spring 18, causing the spring 18 to accumulate elastic potential energy. At the same time, the shift fork 11 will drive the floating disc 22 and the shift gear 12 to move in the direction of the motor 1.

[0055] When the gear 12 moves toward the motor 1, the floating disk 22 will begin to contact the periphery of the expansion sleeve 23 and exert a squeezing force on the periphery of the expansion sleeve 23. Since the outer diameter of the expansion sleeve 23 decreases sequentially in the direction away from the motor 1, the squeezing force of the floating disk 22 on the expansion sleeve 23 gradually increases as the gear 12 moves. Under the squeezing force of the floating disk 22, the expansion sleeve 23 will be subjected to friction and rotate. When rotating, the expansion sleeve 23 can drive the pivot 13 to rotate, and the rotation speed of the pivot 13 is less than the rotation speed of the motor shaft 6.

[0056] The actuating gear 12 gradually approaches the guide tooth 19 until the guide tooth 19 contacts the tooth on the actuating gear 12. At the moment of contact, the actuating gear 12 exerts a certain impact force on the guide tooth 19. Under the extension and deformation of the airbag column 28, the impact force can be buffered. In addition, after the guide tooth 19 contacts the tooth on the actuating gear 12, the periphery of the floating disk 22 also disengages from the periphery of the expansion sleeve 23, and the end face of the floating disk 22 contacts the end face of the rotating disk 20. Since the rotating disk 20 is rotatably connected to the sliding ring 21, the rotating disk 20 will rotate under the friction force of the end face of the floating disk 22. At this time, since the expansion sleeve 23 disengages from the floating disk 22, the rotational driving force of the pivot 13 is converted into the driving force generated by the actuating gear 12 driving the guide tooth 19 to rotate.

[0057] At this time, the rotational speed of pivot 13 is close to that of motor shaft 6. Therefore, as the shift gear 12 continues to move towards motor 1, the teeth on the shift gear 12 will slide from the surface of guide tooth 19 to between two adjacent teeth of intermediate gear 14, so that the shift gear 12 and intermediate gear 14 can smoothly mesh. After meshing, until the car is in braking state, the shift gear 12 and intermediate gear 14 are in meshing state, so that the shift gear 12 drives the intermediate gear 14 to rotate. At the same time, the intermediate gear 14 also drives the transmission gear 16 to rotate, which in turn drives the transmission shaft 4 to rotate. When the transmission shaft 4 rotates, it will drive the external small generator to rotate, so that the small generator works and generates electrical energy to be recovered into the battery, thereby realizing the recovery of mechanical energy when motor 1 decelerates and converting it into electrical energy stored in the battery, thus reducing the energy consumption of the battery.

[0058] The above are merely preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention.

Claims

1. An electric vehicle motor power auxiliary device, comprising a motor (1) having a motor shaft (6), characterized in that, Also includes: Mounting base (2) installed on the end face of the housing of the motor (1); A connecting seat (3) is integrally formed and fixed to the outer wall of the mounting base (2). A drive shaft (4) is rotatably connected to the connecting seat (3). One end of the drive shaft (4) is connected to an external small generator via a connecting flange (5). A slidable gear (12) is sleeved on the motor shaft (6) and splinedly connected to the motor shaft (6). A floating disk (22) is coaxially fixed to the end face of the slidable gear (12). A sliding mechanism for driving the slidable gear (12) is provided on the mounting base (2). A transmission mechanism is provided in the mounting base (2), which is used to drive the transmission shaft (4) to rotate by the actuating gear (12) so that an external small generator generates electricity and stores the generated electrical energy in the vehicle's battery; The transmission mechanism includes an intermediate gear (14) rotatably connected to the mounting base (2) via a mounting pivot (13), and a transmission gear (16) fixedly sleeved around the periphery of the transmission shaft (4). The intermediate gear (14) and the transmission gear (16) are externally meshed. When the actuating gear (12) moves toward the intermediate gear (14), it will mesh with the intermediate gear (14). An inertial protection unit is provided on the pivot (13), which is used to drive the pivot (13) to rotate at a low speed when the actuating gear (12) moves toward the intermediate gear (14); The inertial protection unit includes a fixed sleeve (15) fixedly fitted onto the periphery of the pivot (13). One end of the fixed sleeve (15) is integrally formed and fixedly connected to an expansion sleeve (23). The outer diameter of the expansion sleeve (23) increases sequentially in the direction away from the fixed sleeve (15). Multiple slits (24) are opened around the periphery of the expansion sleeve (23). When the actuating gear (12) moves toward the intermediate gear (14), the periphery of the floating disk (22) contacts the periphery of the expansion sleeve (23). The pivot (13) is integrally formed with a small diameter shaft (32) around its periphery. A sliding ring (21) is slidably sleeved around the periphery of the small diameter shaft (32). A rotating disk (20) is coaxially rotatably connected to one end of the sliding ring (21) away from the expansion sleeve (23). The rotating disk (20) cooperates with the floating disk (22). The intermediate gear (14) is connected to a floating ring (30) on one side of the rotating disk (20). The floating ring (30) is slidably sleeved on the periphery of the pivot (13), and a plurality of guide teeth (19) are fixedly connected to the periphery of the floating ring (30). The inner wall of the floating ring (30) is fixedly connected with a plurality of first arc-shaped clamping blocks (27) in an array along the axial direction of the pivot (13), and the end face of the intermediate gear (14) is fixedly connected with a plurality of second arc-shaped clamping blocks (35). The first arc-shaped clamping blocks (27) and the second arc-shaped clamping blocks (35) are arranged correspondingly, such that the arc-shaped grooves on the opposite surfaces of the first arc-shaped clamping blocks (27) and the second arc-shaped clamping blocks (35) form an airbag column installation space, and an airbag column (28) is engaged and installed in the airbag column installation space. The pivot (13) is fixedly fitted with an annular seat (25) around its periphery. The annular seat (25) is located between the rotating disk (20) and the floating ring (30). The annular seat (25) has a cavity (34) at one end facing the rotating disk (20). A sliding plug (29) is coaxially fixed to the end of the sliding ring (21). The sliding plug (29) is coaxially and slidably engaged in the cavity (34). A flexible tube (31) is provided on the surface of the airbag column (28). The flexible tube (31) passes through the annular seat (25) and communicates with the cavity (34).

2. The electric vehicle motor power auxiliary device according to claim 1, characterized in that, The actuating mechanism includes a cylinder liner (9) fixed to the inner wall of the mounting base (2), an oil inlet (7) connected to the outer wall of the mounting base (2) communicating with the inner cavity of the cylinder liner (9), a piston (10) coaxially engaged in the cylinder liner (9), the piston (10) sliding freely in the cylinder liner (9), a drive shaft (8) coaxially fixed to the end face of the piston (10), a shift fork (11) fixedly sleeved at one end of the drive shaft (8) that protrudes from the cylinder liner (9), and a shift fork opening for engaging the shift fork (11) is provided between the end face of the floating disk (22) and the end face of the actuating gear (12).

3. The electric vehicle motor power auxiliary device according to claim 2, characterized in that, The inner wall of the mounting base (2) is fixed with an ear block (17), the drive shaft (8) is slidably inserted through the ear block (17), and a spring (18) is wrapped around the periphery of the drive shaft (8). The two ends of the spring (18) elastically abut against the ear block (17) and the fork (11) respectively.

4. The electric vehicle motor power auxiliary device according to claim 1, characterized in that, The sliding ring (21) is hinged with a plurality of hinge rods (33) around its periphery. The end of the hinge rod (33) away from the sliding ring (21) is correspondingly hinged to the inner wall of the multiple elastic flaps of the expansion sleeve (23) divided by the slit (24). The minimum distance between the end face of the rotating disk (20) and the end face of the expansion sleeve (23) is not less than the thickness of the floating disk (22).

5. The electric vehicle motor power auxiliary device according to claim 4, characterized in that, The tooth tip height of the guide teeth (19) decreases sequentially in the direction away from the intermediate gear (14), and the position and number of the guide teeth (19) correspond to the position and number of the teeth on the intermediate gear (14).

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