Wind power energy saver
By designing a wind-powered energy-saving device, the drag wind and natural wind are converted into power, solving the problem of how to save energy during the operation of motorcycles, electric vehicles and electric-assisted bicycles, and realizing effective energy recovery and energy consumption reduction.
Patent Information
- Application Number
- CN202410925905.3
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2024-07-11
- Publication Date
- 2026-01-13
AI Technical Summary
How can motorcycles, electric vehicles, and electric-assisted bicycles effectively utilize wind energy to reduce fuel and electricity consumption and achieve energy conservation during operation?
A wind power energy-saving device was designed, including first and second propulsion assemblies and connecting square tubes. It utilizes first and second duct shells, a horn-shaped air inlet lip, a horizontal shaft, a base bearing and a propeller to convert drag wind and natural wind into power through Newton's third law, thereby realizing energy recovery.
The high-speed rotating propeller converts wind energy into high-pressure wind, which provides a reaction force to reduce vehicle energy consumption and achieve the goal of energy conservation.
Smart Images
Figure CN121316554A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to a wind power energy-saving device, specifically a device that can save energy for motorcycles, electric vehicles, and electric-assisted bicycles. Background Technology
[0002] Wind is always present in nature, and it is also a form of energy. By utilizing this energy and converting it into power, we can achieve energy conservation.
[0003] Motorcycles, electric vehicles, and electric-assisted bicycles generate wind resistance during operation. This wind resistance is both a resistance and a source of power, and it is also a type of natural wind. This invention was developed to address the need to combine natural wind and wind resistance to generate power and achieve energy conservation.
[0004] This invention is based on Newton's Third Law; Newton's Third Law states that for every action, there is an equal and opposite reaction, which acts along the same straight line. Installing this invention in motorcycles, electric vehicles, and electric-assisted bicycles can achieve energy savings. Summary of the Invention
[0005] The technical problem to be solved by this invention is to reduce the use of oil and electricity when motorcycles, electric vehicles, and electric-assisted bicycles are driven, thereby achieving energy conservation in vehicles.
[0006] To solve the above problems, the present invention provides a wind power energy-saving device, which consists of a first propulsion assembly, a second propulsion assembly, and a connecting square tube. The first propulsion assembly includes: a first duct housing, a first horn-shaped air inlet lip, a first horizontal shaft, a first shaft, a first base bearing, and a first propeller. The second propulsion assembly includes: a second duct housing, a second horn-shaped air inlet lip, a second horizontal shaft, a second shaft, a second base bearing, and a second propeller.
[0007] The first duct housing in the first propulsion assembly is cylindrical. The front section of the first duct housing is threadedly connected to the first flared air intake lip. The first transverse shaft is shaped like a flat iron, which facilitates installation and reduces wind resistance. One end of the first transverse shaft is welded or threaded to the inner wall of the first duct housing, 8-15 mm to the right of the center. The other end of the first transverse shaft is welded or threaded to the other inner wall of the first duct housing, 8-15 mm to the right of the center. This installation is to accommodate the first base bearing, intentionally positioning the first transverse shaft 8-15 mm from the center so that the inner ring hole of the first base bearing can be installed in the middle of the first transverse shaft. The first shaft is located at the center of the duct housing; the first base bearing is installed in the middle of the first horizontal shaft and connected as a single unit by threads; the length of the first shaft is two-thirds of the length of the first duct housing, the first shaft is cylindrical, the front end of the first shaft is conical, and the rear end of the first shaft is welded or keyed to the first propeller as a single unit. After the first shaft and the first propeller are connected as a single unit, the front end of the first shaft passes through the inner ring hole of the first base bearing, so that the first propeller is installed in the middle and rear position inside the first duct housing. The distance between the tip of the first propeller and the inner wall of the first duct housing is 6-10 mm, and the blade angle of attack of the first propeller is positive. The first shaft and the inner ring of the first base bearing are connected as a single unit by interference fit.
[0008] The second duct housing in the second propulsion assembly is cylindrical. The front section of the second duct housing is threadedly connected to the second flared air intake lip. The second transverse shaft is shaped like a flat iron. One end of the second transverse shaft is welded or threaded to the inner wall of the second duct housing, 8-15 mm to the left of the center. The other end of the second transverse shaft is also welded or threaded to the other inner wall of the second duct housing, 8-15 mm to the left of the center. This installation is to accommodate the second base bearing, intentionally positioning the second shaft 8-15 mm from the center so that the inner ring hole of the second base bearing, installed in the middle of the second transverse shaft, is aligned with the second duct housing. The second shaft is located at the center of the body; the second base bearing is installed in the middle of the second horizontal shaft and connected as a single unit by threads; the length of the second shaft is two-thirds of the length of the second duct housing, the second shaft is cylindrical, the front end of the second shaft is conical, and the rear end of the second shaft is welded or keyed to the second propeller as a single unit. After the second shaft and the second propeller are connected as a single unit, the front end of the second shaft passes through the inner ring hole of the second base bearing, so that the second propeller is installed in the middle and rear position inside the second duct housing. The distance between the tip of the second propeller and the inner wall of the second duct housing is 6-10 mm, and the blade angle of attack of the second propeller is reverse. The second shaft and the inner ring of the second base bearing are connected as a single unit by interference fit.
[0009] One end of the connecting square tube is threadedly connected to the outer wall of the first duct housing in the first propulsion assembly, and the other end of the connecting square tube is threadedly connected to the outer wall of the second duct housing in the second propulsion assembly.
[0010] It should be noted that the blade angle of attack of the first propeller is positive, while the blade angle of attack of the second propeller is negative, in order to counteract the rotational torque generated when the two propellers rotate. Attached Figure Description
[0011] The present invention will be further described in detail below with reference to the accompanying drawings and specific embodiments.
[0012] Figure 1 This is the front view of the wind power energy-saving device of the present invention.
[0013] Figure 2 This is a top view of the wind power energy-saving device of the present invention.
[0014] Figure 3 This is a cross-sectional view of the second propulsion assembly 2 of the wind power energy-saving device of the present invention. The first propulsion assembly 1 and the second propulsion assembly 2 have the same structure, which can be referred to. Figure 3
[0015] Figure 4 This is a schematic diagram of the first duct housing 3 of the wind turbine energy-saving device of the present invention. The second duct housing 9 has the same structure as the first duct housing 3, which can be referred to. Figure 4
[0016] Figure 5 This is a schematic diagram of the first horn-shaped air inlet lip 4 of the wind turbine energy-saving device of the present invention. The second horn-shaped air inlet lip 10 has the same structure as the first horn-shaped air inlet lip 4, which can be referred to. Figure 5 Detailed Implementation
[0017] Figure 1 The wind power energy-saving device shown consists of a first propulsion assembly 1, a second propulsion assembly 2, and a connecting square tube 15; wherein the first propulsion assembly 1 includes: a first duct housing 3, a first horn-shaped air inlet lip 4, a first horizontal shaft 5, a first base bearing 6, a first shaft 7, and a first propeller 8; the second propulsion assembly 2 includes: a second duct housing 9, a second horn-shaped air inlet lip 10, a second horizontal shaft 11, a second base bearing 12, a second shaft 13, and a second propeller 14.
[0018] like Figure 4 The first duct shell 3 shown is cylindrical, as illustrated. Figure 5 The image shows the first flared air intake lip 4; as shown Figure 1 The front end of the first duct housing 3 is connected to the first horn-shaped air intake lip 4 by threads to form a single unit, such as... Figure 2The first horizontal shaft 5 is shaped like a flat iron. One end of the first horizontal shaft 5 is welded or threaded to the inner wall of the first duct housing 3, located 8-15 mm to the right of the center. The other end of the first horizontal shaft 5 is welded or threaded to the other inner wall of the first duct housing 3, located 8-15 mm to the right of the center. The first base bearing 6 is installed in the middle of the first horizontal shaft 5 and threaded to it. (Reference) Figure 3 The length of the first shaft 7 is two-thirds of the length of the first duct housing 3. The first shaft 7 is cylindrical, and its front end is conical. The rear end of the first shaft 7 is welded or keyed to the first propeller 8. After the first shaft 7 and the first propeller 8 are connected as one unit; see reference. Figure 3 The front end of the first shaft 7 is passed through the inner ring hole of the first base bearing 6, so that the first propeller 8 is installed in the middle and rear position of the inner wall of the first duct housing 3. The distance between the tip of the first propeller 8 and the inner wall of the first duct housing 3 is 6-10 mm, and the blade angle of attack of the first propeller 8 is positive. The first shaft 7 and the inner ring of the first base bearing 6 are connected as one piece by interference fit. The above installation is the first propulsion assembly 1 installation completed.
[0019] refer to Figure 4 The second duct housing 9 shown is cylindrical, for reference. Figure 5 The image shows the second flared air intake lip 10; as shown Figure 1 The second duct housing 9 and the second flared air intake lip 10 are connected as a single unit by threads, such as... Figure 2 The second horizontal shaft 11 is shaped like a flat iron. One end of the second horizontal shaft 11 is welded or threaded to the inner wall of the second duct housing 9, located 8-15 mm to the left of the center. The other end of the second horizontal shaft 11 is welded or threaded to the other inner wall of the second duct housing 9, located 8-15 mm to the left of the center. The second base bearing 12 is installed in the middle of the second horizontal shaft 11 and threaded to it. Figure 3 The length of the second shaft 13 is two-thirds of the length of the second duct housing 9. The second shaft 13 is cylindrical, and the front end of the second shaft 13 is conical. The rear end of the second shaft 13 is welded or keyed to the second propeller 14. After the second shaft 13 and the second propeller 14 are connected as one unit, the front end of the second shaft 13 passes through the inner ring hole of the second base bearing 12, so that the propeller 14 is installed in the middle and rear position inside the second duct housing 9. The tip of the second propeller 14 is 6-10 mm away from the inner wall of the first duct housing 9. The blade angle of attack of the second propeller 14 is reverse. The second shaft 13 and the inner ring of the second base bearing 12 are connected as one unit by interference fit. The above installation completes the installation of the second propulsion assembly 2.
[0020] Figure 2One end of the connecting square tube 15 is threadedly connected to the middle of the outer wall of the first duct housing 3 of the first propulsion assembly 1, and the other end of the connecting square tube 15 is threadedly connected to the middle of the outer wall of the second duct housing 9 in the second propulsion assembly 2. Thus, the wind power energy-saving device of the present invention is fully installed.
[0021] With the horn-shaped air inlet lip 4 in the first propulsion assembly 1 and the horn-shaped air inlet lip 10 in the second propulsion assembly 2 of the wind power energy-saving device of the present invention facing the direction of vehicle travel, and the connecting square tube 15 of the present invention fixed to the rear seat frame of a motorcycle, electric vehicle, or electric-assisted bicycle using a pipe clamp or threaded connection, when the vehicle is started, the resistance wind generated by the vehicle's movement, along with the natural wind, enters the first horn-shaped air inlet lip 4 and the second horn-shaped air inlet lip 10 in the first propulsion assembly 1 and the second propulsion assembly 2 of the wind power energy-saving device of the present invention, and then enters the interior of the first duct housing 3 and the interior of the second duct housing 9. The circumferential effect of the first duct housing 3 and the second duct housing 9 will reduce the resistance wind. The wind speed is increased by 2-3 times compared to the natural wind speed, forcing the first propeller 8 inside the first duct shell 3 and the second propeller 14 inside the second duct shell 9 to rotate at high speed. The high-speed rotating first propeller 8 and second propeller 14 compress the resistance wind inside the first duct shell 3 and the natural wind into high-pressure wind, which is discharged from the tail end of the first duct shell 3 and the second duct shell 9 into the outside air. The discharged high-pressure wind exerts a force on the outside air. According to Newton's third law, that is, action and reaction, the high-pressure wind exerts a force on the outside air, and the outside air exerts a reaction force on the wind power energy saver of this invention, thereby achieving the purpose of saving energy in the vehicle.
[0022] Of course, the first propeller 8 and the second propeller 14 in the wind power energy-saving device of the present invention can also be two-bladed, three-bladed, five-bladed, six-bladed, seven-bladed, or more-bladed propellers. Similarly, a horizontal shaft can be added inside the first duct housing 3 of the wind power energy-saving device of the present invention, with a base bearing installed in the middle of the horizontal shaft, so that the first shaft 7 passes through the inner ring hole of the base bearing and is connected as one piece by interference fit. A horizontal shaft is also added inside the second duct housing 9, with a base bearing installed in the middle of the horizontal shaft, so that the second shaft 13 passes through the inner ring hole of the base bearing and is connected as one piece by interference fit. By connecting them into one unit, the dynamic balance of the first propeller 8 and the second propeller 14 of the wind power energy-saving device of the present invention can be increased; similarly, the first base bearing 6 and the second base bearing 12 can also be fan bearings or other suitable bearings; similarly, the connecting square tube 15 can also be two separate short tubes, one of which is welded or threaded to the middle of the outer wall of the first duct housing 3, and the other short tube is welded or threaded to the middle of the outer wall of the second duct housing 9, so that it can be flexibly installed on vehicles; all the above variations fall within the protection scope of the present invention.
Claims
1. A wind energy saver, consisting of a first propulsion assembly (1), a second propulsion assembly (2), a connecting square tube (15), wherein the first propulsion assembly (1) comprises: The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14). The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14). The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14).
2. The wind energy saver of claim 1, wherein: The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14).
3. The wind energy saver of claim 1, wherein: The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14).
4. The wind energy saver of claim 1, wherein: The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14). The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14). The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14). The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14). The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14). The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14). The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14). The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14). The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14). The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14). The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14). The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14). The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft (11), a second base bearing (12), a second shaft (13), and a second propeller (14). The first propulsion assembly (1) comprises: a first duct housing (3), a first trumpet-shaped air inlet lip (4), a first horizontal shaft (5), a first base bearing (6), a first shaft (7), and a first propeller (8); and the second propulsion assembly (2) comprises: a second duct housing (9), a second trumpet-shaped air inlet lip (10), a second horizontal shaft ( 5. The wind energy saver of claim 1, wherein: The second propeller (14) in the second propulsion assembly (2) is spaced 6-10 mm from the inner wall of the second duct housing (9), and the blade angle of the second propeller (14) is reverse.
6. The wind energy saver of claim 1, wherein: One end of the connecting square tube (15) is screwed to the outer wall of the first duct housing (3) in the first propulsion assembly (1) to form an integral whole, and the other end of the connecting square tube (15) is screwed to the outer wall of the second duct housing (9) in the second propulsion assembly (2) to form an integral whole.