Automobile energy recovery device

Abstract

The invention relates to the field of energy recovery, in particular to an automobile energy recovery device which comprises a shock absorption energy recovery assembly arranged on a shock absorber assembly and used for converting mechanical energy into electric energy through vertical movement of a spring; the damping energy recovery assemblies are arranged on the side faces of the wheels, mechanical energy is converted into electric energy through rotation of the wheels, and through the damping energy recovery assemblies and the braking energy recovery assemblies, in the braking process of the vehicle and the damping process when the vehicle is bumped, the mechanical energy is converted into the electric energy; and mechanical energy in the braking process and mechanical energy in the damping process are converted into electric energy, and the electric energy is efficiently recycled.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of energy recovery, in particular to an automobile energy recovery device. BACKGROUND

[0002] In the operation process of modern vehicles and many mechanical devices, braking and damping are two extremely critical and common operation links. However, in the traditional design concept and technical implementation, the energy generated in the braking and damping process is often ignored, and is directly dissipated into the surrounding environment in the form of heat energy, which not only causes great waste of energy, but also may cause a series of negative effects.

[0003] (I) Energy waste problem in braking process Braking is an essential safety operation for vehicles and mechanical devices in operation, and its purpose is to slow down or stop moving parts. Currently, widely used brake systems are mainly based on the principle of friction, such as common disc brakes and drum brakes. When the brake device is started, friction between the brake block and the brake disc or brake drum generates frictional force, which converts the kinetic energy of the moving parts into heat energy.

[0004] Taking a car as an example, in the urban traffic congestion road conditions, frequent braking operation makes a large amount of kinetic energy converted into useless heat energy. According to statistics, a common family car consumes a high proportion of total energy in the braking process during daily driving. It also causes the temperature of the brake components to rise, reduces the performance and service life of the brake system, and increases the maintenance cost and safety hazards.

[0005] (II) Energy waste problem in damping process The damping system plays a crucial role in vehicles and mechanical devices, as it can reduce vibrations and shocks, improve ride comfort and device stability. Common damping devices such as spring dampers and hydraulic dampers work by converting vibration energy into heat energy through damping action.

[0006] During car driving, road unevenness will cause the vehicle to vibrate, and the shock absorber will absorb this vibration energy. However, this energy is also dissipated in the form of heat energy, and is not effectively utilized. If these wasted energies can be effectively recovered and utilized, not only can the energy consumption cost be reduced, but also the impact on the environment can be reduced.

[0007] Therefore, in view of the above problems, it is necessary to propose an automobile energy recovery device. SUMMARY

[0008] The automobile energy recovery device of the present application can convert the mechanical energy in the braking process and the mechanical energy in the damping process into electric energy for recovery, so as to solve the technical defects and the unattained technical requirements of the prior art.

[0009] To achieve the above object, the present application provides the following technical solution: an automobile energy recovery device, comprising: The damping energy recovery assembly is arranged on the shock absorber assembly and converts the mechanical energy into electric energy through the up-and-down movement of the spring. The brake energy recovery assembly is arranged on the side of the wheel and converts the mechanical energy into electric energy through the rotation of the wheel.

[0010] Preferably, the damping energy recovery assembly comprises: The piezoelectric composite plate is arranged on the upper spring pad and the lower spring pad of the shock absorber assembly respectively, and the two ends of the spring in the shock absorber assembly abut on the two piezoelectric composite plates respectively. The first storage battery is connected in series with the rectifier bridge stack and the first rectifier circuit. The two piezoelectric composite plates are connected in parallel, connected in series with the rectifier bridge stack, connected in series with the first rectifier circuit, and finally connected in series with the first storage battery, and the piezoelectric composite plates are provided with the first insulating member between the piezoelectric composite plates and the spring.

[0011] In the present application, the first insulating member, the second insulating member, the third insulating member and the fourth insulating member are all insulating materials.

[0012] Preferably, the rectifier bridge stack is specifically a bridge rectifier.

[0013] Preferably, the piezoelectric composite plate is composed of two piezoelectric ceramics and a flexible base polymer, the flexible base polymer is arranged between the two piezoelectric ceramics, a flexible buffer layer is arranged between the piezoelectric ceramics and the spring, or a flexible buffer layer is arranged between the upper spring pad, the lower spring pad and the piezoelectric ceramics.

[0014] In the present application, the piezoelectric composite plate is composed of two or more materials, the piezoelectric composite plate has both mechanical strength and piezoelectric performance, and may be more suitable for use in places such as automobile suspension systems that require bending and vibration, and has good adaptability.

[0015] Preferably, the damping energy recovery assembly comprises: The permanent magnet is arranged on the outside of the shock absorber cylinder or the vehicle body frame and located on the side of the damping spring on the automobile, and the N pole and the S pole of the permanent magnet are located on the two sides of the damping spring respectively. The copper sleeve is sleeved on the piston rod of the shock absorber assembly, moves with the lower half vehicle body, is in the magnetic field generated by the permanent magnet, and can generate relative displacement with the permanent magnet. The copper sleeve is connected with the second storage battery through a wire to supply power to the second storage battery, and a second rectifier circuit is arranged between the second storage battery and the copper sleeve.

[0016] In the present application, the copper sleeve is connected with the first storage battery through a wire, and then connected with the first storage battery after connecting a rectifier circuit.

[0017] Preferably, the copper sleeve includes a first half copper sleeve and a second half copper sleeve, both of which are located outside the piston rod of the shock absorber assembly and in the magnetic field of the permanent magnet, the first half copper sleeve is connected with the second half copper sleeve through a second insulating member, and the first half copper sleeve or the second half copper sleeve is connected with the second storage battery through a wire.

[0018] In the present application, the first half copper sleeve, the second half copper sleeve and the insulating material together constitute the copper sleeve, and the side edges of the first copper sleeve and the second copper sleeve for enclosing the whole copper sleeve are connected through the insulating material.

[0019] Preferably, the piston rod of the shock absorber assembly is provided with a third insulating member at both ends. The permanent magnet is surrounded by a magnetic isolation material.

[0020] In the present application, the magnetic isolation material refers to a material that can block or reduce the penetration of the magnetic field.

[0021] Preferably, the brake energy recovery assembly includes: An electromagnet, two poles of the electromagnet are arranged on both sides of the wheel hub of the automobile; A controller, the controller can control the power supply to electrify the electromagnet according to the brake signal; A brush, the brush is arranged on the electromagnet and can contact the wheel hub; A third rectifier circuit, the third rectifier circuit is connected with the brush and is used for further processing of the recovered electricity; A third storage battery, the third storage battery is connected with the third rectifier circuit and is used for receiving and storing the electric energy processed by the rectifier circuit.

[0022] Preferably, the wheel hub is provided with a fourth insulating member at intervals.

[0023] Preferably, the first rectifier circuit, the second rectifier circuit and the third rectifier circuit each comprise a voltage boosting module and a current regulating module, the voltage boosting module is a DC-DC voltage boosting circuit, the voltage boosting module can increase the output voltage of the piezoelectric energy and the electromagnetic energy by controlling the switching frequency and the duty cycle, and the current regulating module can amplify the collected electricity by using a power transistor or a power management chip.

[0024] In the application, the brake disc is controlled by the foot brake.

[0025] Compared with the prior art, the application has the following beneficial effects: 1. The shock absorbing energy recovery assembly is arranged, when the vehicle is subjected to bumping and kept stable by the shock absorbing device, the mechanical energy generated during the shock absorbing process can be converted into electrical energy by using two structures, first, the piezoelectric composite plate is physically pressed by the movement of the spring during the shock absorbing process, and alternating current is generated, and the alternating current is recovered, in addition, the copper sleeve and the permanent magnet around the copper sleeve are arranged, the copper sleeve moves in the magnetic field of the permanent magnet, alternating current is generated, and the alternating current is converted, and the energy recovery during the shock absorbing process is completed, and resources are saved.

[0026] 2. The brake energy recovery assembly is arranged, the two poles of the electromagnet are arranged on the two sides of the wheel, and alternating current is generated by the movement of the wheel hub in the magnetic field during the braking process, and the alternating current is further converted to realize the energy recovery during the braking process, in addition, the wheel is subjected to the action of the electromagnetic damping, the rotation of the wheel will gradually stop, and the braking effect is improved, and the energy loss during braking is further reduced.

[0027] 3. In the shock absorbing energy recovery assembly, the two copper sleeves are connected by an insulating material, and in the brake energy recovery assembly, the wheel hub is provided with an insulating material at intervals, which can reduce eddy current and improve the efficiency of energy recovery, and the arrangement of the shock absorbing energy recovery assembly can also reduce the influence on the shock absorbing effect. BRIEF DESCRIPTION OF DRAWINGS

[0028] Figure 1 It is a structure connection simple drawing of the shock absorbing energy recovery assembly in example 1 in the application; Figure 2 It is a partial structure schematic view of the shock absorbing energy recovery assembly in example 1 in the application; Figure 3 It is a whole structure schematic view of the piezoelectric composite plate in example 1 in the application; Figure 4 It is a structure connection simple drawing of the brake energy recovery assembly in example 1 in the application; Figure 5 Part structure diagram of brake energy recovery assembly in embodiment 1 of the present application; Figure 6 Simple diagram of wheel hub in embodiment 1 of the present application; Figure 7 Part structure diagram of shock absorption energy recovery assembly in embodiment 2 of the present application; In the figure: piezoelectric composite plate 1, upper spring pad 2, lower spring pad 3, rectifier bridge stack 4, first rectifier circuit 5, spring 6, piezoelectric ceramic 8, flexible base polymer 9, first storage battery 10, permanent magnet 11, shock absorption spring 12, second rectifier circuit, first half copper sleeve 14, second half copper sleeve 15, second insulating part 16, electromagnet 17, wheel hub 18, third storage battery, piston rod 20, third insulating part 21. DETAILED DESCRIPTION

[0029] The technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present application. Figures 1-7 It should be apparent that the described embodiments are only a part of embodiments of the present application, and not all embodiments. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without creative labor fall within the scope of protection of the present application.

[0030] In the description of the present application, it should be understood that the terms "first", "second" are used only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of the indicated technical features. Therefore, the features defined with "first", "second" can explicitly or implicitly include one or more of the features.

[0031] Please refer to Figures 1-7 The embodiments of the present application: Embodiments

[0032] As Figure 1 and 4 shown: an automobile energy recovery device, comprising: A shock absorption energy recovery assembly is arranged on a shock absorber assembly, and converts mechanical energy into electrical energy through the up-down movement of the spring 6; A brake energy recovery assembly is arranged on the side of the wheel, and converts mechanical energy into electrical energy through the rotation of the wheel.

[0033] As Figures 2-3 shown: the shock absorption energy recovery assembly comprises: A piezoelectric composite material plate 1 is respectively disposed on the upper spring 6 pad 2 and the lower spring 6 pad 3 of the shock absorber assembly, and the two ends of the spring 6 in the shock absorber assembly respectively abut against the two piezoelectric composite material plates 1. The first storage battery is connected in series with a rectifier bridge 4 and a first rectifier circuit 5; The two piezoelectric composite material plates 1 are connected in parallel and then in series with the rectifier bridge 4, then in series with the first rectifier circuit 5, and finally in series with the first storage battery. A first insulating element is provided between the piezoelectric composite material plate 1 and the spring 6.

[0034] In this embodiment, the spring 5 applies physical pressure to the piezoelectric composite material plate 1, causing the electric dipole moment in the piezoelectric material body of the piezoelectric composite material plate 1 to shorten due to compression. At this time, in order to resist this change, the piezoelectric material will generate equal amounts of positive and negative charges on opposite surfaces of the material to maintain its original state. The crystal structure with asymmetric units can generate separation of positive and negative charges within the lattice. When subjected to mechanical stress, the lattice deforms, causing charge movement and generating potential.

[0035] like Figure 2 As shown: The rectifier bridge stack 4 is specifically configured as a bridge rectifier.

[0036] like Figure 3 As shown: The piezoelectric composite material plate 1 is composed of two piezoelectric ceramics 8 and a flexible substrate polymer 9. The flexible substrate polymer 9 is disposed between the two piezoelectric ceramics 8. A flexible buffer layer is disposed between the piezoelectric ceramics 8 and the spring 6, or a flexible buffer layer is disposed between the upper spring pad 2 and the lower spring pad 3 and the piezoelectric ceramics 8.

[0037] In this embodiment, specifically, the piezoelectric composite material plate 1 is a two-phase composite material made of two materials, namely piezoelectric ceramic 8 and flexible substrate polymer 9, wherein the flexible substrate polymer 9 is polyvinylidene fluoride or epoxy resin.

[0038] The piezoelectric composite material plate 1 combines the advantages of piezoelectric ceramics 8 and polymers, exhibiting excellent flexibility and processing performance.

[0039] like Figure 5 As shown: The brake energy recovery assembly includes: Electromagnet 17, the two poles of which are disposed on both sides of the wheel hub 18 of the automobile. The controller is capable of controlling the power supply to energize the electromagnet 17 according to the braking signal; The brush is disposed on the electromagnet 17 and is capable of contacting the wheel hub 18; A third rectifier circuit 19 is connected with the brush for further processing of the recycled electricity; A third battery is connected with the third rectifier circuit 19 for receiving and storing the electricity processed by the rectifier circuit.

[0040] In this embodiment, the controller is an ECU. When the driver steps on the foot brake to brake, the brake disc 22 generates a braking effect on the wheel. In this process, the controller receives the brake signal from the foot brake and supplies power to the electromagnet 17, so that the wheel hub is in the magnetic field generated by the electromagnet 17. At the same time, the brush is in contact with the wheel. Before the wheel stops rotating, an electric current can be generated, which is introduced into the energy recovery circuit through the brush. The energy recovery circuit is provided with a rectifier bridge 4 circuit to convert alternating current into direct current. It is also provided with a current amplification circuit and a voltage boosting circuit to amplify and boost the converted direct current, respectively. Finally, the alternating current obtained in the shock absorption energy recovery assembly is also processed (converted-amplified-boosted) and delivered to the second battery, completing the energy recovery.

[0041] As shown in Figure 6 , the wheel hub 18 is provided with an insulating material at intervals.

[0042] In this embodiment, every other wheel hub is provided with a fourth insulating member 23 in the circumferential direction to reduce eddy current and improve energy recovery efficiency.

[0043] As shown in Figure 1 and 4 , the first rectifier circuit 5 and the third rectifier circuit 19 each include a voltage boosting module and a current regulating module. The voltage boosting module is a DC-DC voltage boosting circuit, which increases the output voltage of the piezoelectric / electromagnetic energy by controlling the switching frequency and duty cycle. The current regulating module amplifies the collected electricity through a power transistor or a power management chip. Embodiment

[0044] The difference between this embodiment and embodiment 1 is the specific structure of the shock absorption energy recovery assembly.

[0045] As shown in Figure 7 , the shock absorption energy recovery assembly includes: A permanent magnet 11 is arranged on the outside of the shock absorber cylinder or the vehicle body frame, located on the side of the shock absorbing spring 12 on the vehicle. The N and S poles of the permanent magnet 11 are located on the two sides of the shock absorbing spring 12, respectively. A copper sleeve is sleeved on the piston rod 20 of the shock absorbing assembly and moves with the lower half of the vehicle body, and is located in the magnetic field generated by the permanent magnet 11 and can produce relative displacement with the permanent magnet 11. A second battery, the copper sleeve is connected with the second battery by a wire to supply power to the second battery, wherein a second rectifier circuit 13 is arranged between the second battery and the copper sleeve.

[0046] In this embodiment, the copper sleeve moves with the lower half of the vehicle body, i.e. up and down, so that the copper sleeve moves in the magnetic field of the permanent magnet 11 to generate alternating current. Similarly, after the same conversion-amplification-boosting process as in Embodiment 1, the alternating current recovered by the brake energy recovery assembly and also subjected to the same process is uniformly recovered, and the two direct currents obtained finally are delivered to the first battery.

[0047] As shown in Figure 6 : the copper sleeve includes a first half copper sleeve 14 and a second half copper sleeve 15, both located outside the piston rod 20 of the shock absorber assembly and in the magnetic field of the permanent magnet 11, the first half copper sleeve 14 is connected with the second half copper sleeve 15 through a second insulating member 16, and the first half copper sleeve 14 or the second half copper sleeve 15 is connected with the second battery by a wire.

[0048] In this embodiment, the copper sleeve is in the form of a hollow cylinder, and the side surface of the first half copper sleeve 14 and the second half copper sleeve 15 as a whole is in the form of a circular arc. It can be understood that the cylindrical copper sleeve is divided into the first half copper sleeve 14, the second half copper sleeve 15 and two insulating materials from its end surface. The two insulating materials are respectively used to connect the two sides of the first half copper sleeve 14 and the second half copper sleeve 15. The first half copper sleeve 14 and the second half copper sleeve 15 are separated, the eddy current is reduced, and the energy recovery efficiency is improved. The eddy current itself will cause a part of the electric energy to be lost in the form of heat energy (because the current passing through the conductor has resistance, Joule heat will be generated). Reducing the eddy current can reduce this energy loss, so that more electric energy generated by cutting the magnetic induction lines can be effectively led out to the rectifier circuit, thereby charging the battery and improving the efficiency of energy recovery. Reducing the eddy current can also reduce the heat generated by the eddy current, which can avoid problems such as performance degradation of the material and damage to the insulating layer due to overheating, prolong the service life of the device, and also help the device to operate stably. At the same time, it reduces the impact on the damping effect. If the eddy current is too large, it will generate a strong electromagnetic damping force, which will interfere with the normal operation of the original damping system and weaken the damping effect. Reducing the eddy current can reduce the adverse effects of electromagnetic damping force on the damping effect and better balance the energy recovery and damping performance.

[0049] As shown in Figure 7 : the two ends of the piston rod 20 in the shock absorber assembly are provided with a third insulating member 21. The permanent magnet 11 is surrounded by a magnetic isolation material.

[0050] to avoid the influence of magnetic leakage on other electronic components.

[0051] The shaded part in the figure is separated by insulation material to reduce eddy current; In this embodiment, a one-ton car is decelerated from 54km / h to zero, and in ideal condition, about 0.03 degree of electricity can be generated at one time. Meanwhile, the device can be used in downhill process, and when the horizontal drop is 10m, about 0.027 degree of electricity can be generated.

[0052] The above shows and describes the basic principles and main features of the present application and the advantages of the present application, and it is obvious for those skilled in the art that the present application is not limited to the details of the above exemplary embodiments, and the present application can be realized in other specific forms without departing from the spirit or essential characteristics of the present application. Therefore, the embodiments should be regarded as exemplary and non-limiting from any point of view, and the scope of the present application is defined by the appended claims rather than the above description, and therefore all changes falling within the meaning and scope of the equivalent elements of the claims are intended to be included in the present application. Any reference signs in the claims should not be regarded as limiting the claims involved.

[0053] In addition, it should be understood that although the present specification is described in terms of embodiments, not every embodiment contains only one independent technical solution, and the description manner of the specification is only for the sake of clarity, and those skilled in the art should regard the specification as a whole, and the technical solutions in each embodiment can also be properly combined to form other embodiments which can be understood by those skilled in the art.

Claims

1. An automotive energy recovery device, characterized in that, include: A shock-absorbing energy recovery component is installed on the shock absorber assembly and converts mechanical energy into electrical energy through the up-and-down movement of the spring. A brake energy recovery assembly is disposed on the side of the wheel and converts mechanical energy into electrical energy through the rotation of the wheel.

2. The automotive energy recovery device according to claim 1, characterized in that, The shock absorption energy recovery component includes: Piezoelectric composite material plate (1), the piezoelectric composite material plate (1) is respectively disposed on the upper spring pad (2) and the lower spring pad (3) of the shock absorber assembly, and the two ends of the spring (6) in the shock absorber assembly abut against the two piezoelectric composite material plates (1); The first storage battery (10) is connected in series with a rectifier bridge (4) and a first rectifier circuit (5). The two piezoelectric composite material plates (1) are connected in parallel and then in series with the rectifier bridge (4), then in series with the first rectifier circuit (5), and finally in series with the first storage battery (10). A first insulating component (insulating material) is provided between the piezoelectric composite material plate (1) and the spring (6).

3. The automotive energy recovery device according to claim 2, characterized in that, The rectifier bridge stack (4) is specifically configured as a bridge rectifier.

4. The automotive energy recovery device according to claim 3, characterized in that, The piezoelectric composite material plate (1) is composed of two piezoelectric ceramics (8) and a flexible substrate polymer (9). The flexible substrate polymer (9) is disposed between the two piezoelectric ceramics (8). A flexible buffer layer is disposed between the piezoelectric ceramics (8) and the spring (6), or a flexible buffer layer is disposed between the upper spring pad (2) and the lower spring pad (3) and the piezoelectric ceramics (8).

5. The automotive energy recovery device according to claim 1, characterized in that, The shock absorption energy recovery component includes: A permanent magnet (11) is disposed on the outside of the car shock absorber cylinder or on the car body frame, located on the side of the car shock absorber spring (12), and the N pole and S pole of the permanent magnet (11) are located on both sides of the shock absorber spring (12). The copper sleeve is fitted on the piston rod (20) of the shock absorber assembly, moves with the lower half of the vehicle body, is in the magnetic field generated by the permanent magnet (11), and can generate relative displacement with the permanent magnet (11); The second battery is connected to the copper sleeve via a wire to supply power to the second battery. A second rectifier circuit (13) is provided between the second battery and the copper sleeve.

6. The automotive energy recovery device according to claim 5, characterized in that, The copper sleeve includes a first half copper sleeve (14) and a second half copper sleeve (15), both located outside the piston rod (20) of the shock absorption assembly and in the magnetic field of the permanent magnet (11). The first half copper sleeve (14) and the second half copper sleeve (15) are connected by a second insulating member (16). The first half copper sleeve (14) or the second half copper sleeve (15) is connected to the second battery through a wire.

7. The automotive energy recovery device according to claim 6, characterized in that, The piston rod (20) in the shock absorber assembly is provided with a third insulating element (21) at both ends. The permanent magnet (11) is surrounded by a magnetic shielding material.

8. An automotive energy recovery device according to claim 2, 3, 4, 5, 6 or 7, characterized in that, The brake energy recovery component includes: An electromagnet (17) has two poles disposed on both sides of the wheel hub (18) of the automobile. The controller is capable of controlling the power supply to energize the electromagnet (17) according to the braking signal; The brush is disposed on the electromagnet (17) and is capable of contacting the wheel hub (18); The third rectifier circuit (19), which is connected to the brush, is used to further process the recovered electricity; The third battery is connected to the third rectifier circuit (19) and is used to receive and store the electrical energy processed by the rectifier circuit.

9. The automotive energy recovery device according to claim 8, characterized in that, The wheel hub (18) is provided with a fourth insulating element (23) at intervals.

10. An automotive energy recovery device according to claim 4, 7, or 9, characterized in that, The first rectifier circuit (5), the second rectifier circuit (13) and the third rectifier circuit (19) all include a boost module and a current regulation module. The boost module is a DC-DC boost circuit, which increases the output voltage of piezoelectric / electromagnetic energy by controlling the switching frequency and duty cycle. The current regulation module amplifies the collected electricity through a power transistor or a power management chip.

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