An automobile generator with a speed regulating device

Abstract

This invention relates to the field of generator technology, specifically to an automotive generator with a speed control device. The generator includes an energy-saving generator, a first drive shaft fixedly mounted to the motor shaft of the energy-saving generator, and a second drive shaft coaxially arranged with the first drive shaft. A first sub-shaft is inserted into the first drive shaft, and a second sub-shaft is inserted into the second drive shaft. When the vehicle is idling and generating electricity, this invention automatically changes the transmission ratio between the engine and the generator, enabling the generator to rotate at high speed under low engine idling conditions. By changing the rotational speed, the excitation coil can be prevented from being in a high-current state for extended periods.

Description

Technical Field

[0001] This invention relates to the field of generator technology, specifically to an automotive generator with a speed control device. Background Technology

[0002] The automotive alternator is the core power supply device of the automotive electrical system. Its core function is to convert mechanical energy into electrical energy to power the vehicle's electrical equipment when the engine is running. However, because the engine speed of a car is not stable during actual operation, fluctuating between 800 and 6000 rpm or even higher, existing technologies use methods such as changing the excitation current to dynamically adapt to the engine speed in order to ensure the stability of the alternator's output voltage. When the engine speed increases and the alternator output voltage tends to exceed the threshold, the voltage regulator reduces the excitation current, weakens the rotor magnetic field, and causes the induced electromotive force to fall back to the target voltage. When the engine speed decreases and the alternator output voltage tends to fall below the threshold, the voltage regulator increases the excitation current, strengthens the rotor magnetic field, and causes the induced electromotive force to rise back to the target voltage.

[0003] For vehicles like RVs or trucks that frequently require idling to generate electricity, the engine speed is usually around 800 RPM when idling. In order to ensure sufficient voltage for the generator, and with the presence of many high-power devices such as parking air conditioners, the generator needs to maintain a high excitation current for a long time. This can easily cause the coil to heat up, accelerate aging problems, and increase the risk of generator overheating and spontaneous combustion in hot weather. Summary of the Invention

[0004] The purpose of this invention is to provide an automotive generator with a speed control device to solve the problem mentioned in the background art that the generator needs to maintain a high excitation current state for a long time when idling.

[0005] To achieve the above objectives, the present invention provides the following technical solution: a car generator with a speed regulating device, comprising an energy-saving generator, a first transmission shaft fixedly mounted to the motor shaft of the energy-saving generator, and a second transmission shaft coaxially arranged with the first transmission shaft. A first sub-shaft is inserted in the first transmission shaft, and a second sub-shaft is inserted in the second transmission shaft. A driven gear seat is provided at the end of the first sub-shaft, and a driving gear seat is provided at the end of the second sub-shaft. Axial compression springs are respectively provided inside the first and second transmission shafts. Under the axial thrust of the axial compression springs, the driven gear seat and the driving gear seat have a tendency to move axially towards each other. When the driven gear seat and the driving gear seat move into position, they can engage in transmission. The device also includes a dynamic split speed regulating chamber and a control component. The control component can control the driven gear seat and the driving gear seat to move apart. When the driven gear seat and the driving gear seat move apart into position, they will engage with the dynamic split speed regulating chamber, thereby changing the transmission ratio between the driven gear seat and the driving gear seat.

[0006] The dynamic split speed regulating chamber includes a positioning outer cover, a ring gear, and a planetary gear. The positioning outer cover is fixedly installed with the energy-saving generator. The ring gear is fixedly set inside the positioning outer cover. The planetary gear meshes with the ring gear. A planet carrier is coaxially arranged on one side of the ring gear. The planet carrier is inserted and engaged with the planetary gear. A sun gear is coaxially arranged inside the ring gear. The sun gear meshes with the planetary gear.

[0007] The planet carrier has a first toothed sleeve coaxially arranged on the side facing the sun gear, and the sun gear has a second toothed sleeve coaxially arranged on the side facing the planet carrier. When the driven toothed seat and the driving toothed seat separate and move into place, the driving toothed seat will engage and lock with the first toothed sleeve, and the driven toothed seat will engage and lock with the second toothed sleeve.

[0008] The control component includes a split-shaft air chamber formed inside the first split-shaft and a piston portion disposed inside the split-shaft air chamber. The split-shaft air chamber and the piston portion are in sealed contact. A push-shaft is fixedly disposed on one side of the piston portion. One end of the push-shaft is inserted into the active gear seat. The push-shaft is in limiting contact with the active gear seat through a bearing, so that the push-shaft can drive the active gear seat to move synchronously axially, and at the same time, the push-shaft can rotate relative to the active gear seat.

[0009] A sealing tube is connected to one side of the split-shaft air chamber. A pressure-controlled air chamber is opened inside the first drive shaft. A sealing ring seat is provided at the end of the pressure-controlled air chamber. The sealing tube passes through the sealing ring seat and is inserted into the pressure-controlled air chamber, communicating with the gas inside the pressure-controlled air chamber. The sealing tube and the sealing ring seat are in sealed contact.

[0010] The pressure-controlled air chamber is equipped with a split-type air control component inside and outside. The gas pressure in the pressure-controlled air chamber can be changed through the split-type air control component. Through the connection of the sealed tube, the pressure in the split-axis air chamber is changed, thereby controlling the relative movement of the driven gear seat and the driving gear seat.

[0011] The split-type pneumatic control assembly includes a chamber side hole and a one-way plug. The chamber side hole is formed through the side wall of the pressure-controlled air chamber. The one-way plug is disposed inside the chamber side hole. An air chamber spring is disposed inside the pressure-controlled air chamber. The air chamber spring applies pressure to the one-way plug, causing the one-way plug to tend to move outward. The one-way plug and the chamber side hole cooperate to form a one-way valve structure, allowing external gas to enter the pressure-controlled air chamber through the chamber side hole under pressure, while the gas in the pressure-controlled air chamber will not be discharged to the outside through the chamber side hole.

[0012] The first drive shaft has a groove, and a pressure rod is fixedly provided at the end of the one-way plug. One end of the pressure rod is located in the groove. When the pressure rod is axially compressed, it can drive the one-way plug to move, so that the air chamber side hole is in the open state.

[0013] The first drive shaft is provided with a pneumatic control sleeve. In the initial state, the pneumatic control sleeve and the first drive shaft do not contact each other. When the pneumatic control sleeve is inserted into the groove, the pneumatic control sleeve can axially compress the pressure rod. And when the pneumatic control sleeve is inserted into the groove, the two are in sealed contact.

[0014] The pneumatic control ring has a fixed annular cavity at one end away from the ring groove. An air passage is opened through the inside of the pneumatic control ring, and the annular cavity is connected to the air passage. An axial motion controller is fixedly installed on the outside of the energy-saving generator. The axial motion controller can control the axial movement of the annular cavity and the pneumatic control ring. A pneumatic control nozzle is connected to the annular cavity.

[0015] Compared with the prior art, the beneficial effects of the present invention are: This invention relates to a car generator with a speed control device, designed for vehicles such as RVs and trucks that frequently experience idling power generation and have high power consumption. It automatically changes the transmission ratio between the engine and generator during idling power generation, allowing the generator to rotate at high speed while the engine is idling at low speed, thus increasing the generator voltage. Compared to existing methods that increase the excitation current to increase the generator voltage, this invention, by changing the rotational speed, avoids the excitation coil being in a high-current state for extended periods. Since the generator's heat generation is proportional to the current, this reduces the problem of accelerated aging due to overheating of the generator coil and effectively lowers the risk of spontaneous combustion in high-temperature weather.

[0016] This invention restores the direct transmission between the engine and generator under non-idling conditions, which reduces engine load and avoids affecting vehicle power. More importantly, through structural design, this invention can prevent any additional friction loss when the engine and generator are in direct transmission. This means that when the device is installed in the vehicle and is not used for idle speed regulation, there will be no waste of frictional energy, thus improving energy saving. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the overall structure of the present invention.

[0018] Figure 2 This is a schematic diagram of the positioning cover of the present invention.

[0019] Figure 3 This is a schematic diagram of the removal of the positioning cover according to the present invention.

[0020] Figure 4 This is a three-dimensional half-sectional schematic diagram of the present invention.

[0021] Figure 5 This is a magnified 3D half-section view of the outer casing.

[0022] Figure 6 This is a three-dimensional half-section enlarged view of the pressure control chamber.

[0023] Figure 7 This is a three-dimensional half-section front view of the present invention.

[0024] Figure 8 This is a three-dimensional half-section front view at the first dividing axis.

[0025] Figure 9 This is a three-dimensional half-section front view of the pressure control chamber.

[0026] Figure 10 This is a schematic diagram of the structure of the first and second drive shafts of the present invention.

[0027] Figure 11 This is a three-dimensional half-sectional schematic diagram of the driven tooth seat and the driving tooth seat of the present invention.

[0028] Figure 12 This is a schematic diagram of the structure at the active gear seat.

[0029] Figure 13 This is a schematic diagram of the structure at the push shaft.

[0030] In the diagram: 1. Energy-saving generator; 2. First drive shaft; 3. Second drive shaft; 4. First sub-shaft; 5. Second sub-shaft; 6. Driven gear seat; 7. Driving gear seat; 8. Axial compression spring; 101. Positioning cover; 102. Ring gear; 103. Planetary gear; 104. Planet carrier; 105. First gear sleeve; 106. Sun gear; 107. Second gear sleeve; 401. Sub-shaft air chamber; 402. Piston section; 403. Push shaft; 404. Sealing tube; 405. Pressure-controlled air chamber; 406. Sealing ring seat; 201. Air chamber side hole; 202. One-way... Plug; 203, air chamber spring; 204, ring groove; 205, pressure rod; 206, pneumatic control ring; 207, annular cavity; 208, ring air passage; 209, shaft drive controller; 210, pneumatic control nozzle; 501, eccentric slot; 701, eccentric insert shaft; 702, insert shaft disc; 703, pressure spring; 704, tapered groove; 705, one-way tapered plug; 706, tapered plug spring; 707, safety shaft; 708, exhaust wall groove; 301, flange; 302, air distribution hole; 303, rib groove; 304, raised rib; 9, axial mating teeth. Detailed Implementation

[0031] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0032] Please see Figures 1 to 13This invention provides a technical solution: a car generator with a speed regulating device, comprising an energy-saving generator 1, a first drive shaft 2, and a second drive shaft 3. The energy-saving generator 1 uses silicon steel sheets with high magnetic permeability and low iron loss to reduce the hysteresis loss and eddy current loss of the iron core, thus enabling the energy-saving generator 1 to achieve energy-saving effects. The first drive shaft 2 is fixedly installed on the motor shaft of the energy-saving generator 1, and the first drive shaft 2 and the second drive shaft 3 are coaxially arranged, such as... Figure 10 As shown, a flange 301 is integrally formed at the end of the second drive shaft 3. The flange 301 is connected to the engine of the car for power take-off. The flange 301 can first be connected to the gear disk, and the gear disk then engages with the gear on the engine crankshaft. It is adaptively designed according to the vehicle research and development design, and will not be described in detail in this invention.

[0033] A first branch shaft 4 is inserted into the first drive shaft 2, and a second branch shaft 5 is inserted into the second drive shaft 3, such as... Figure 10 As shown, air equalization holes 302 are provided through the first drive shaft 2 and the second drive shaft 3. When the first sub-shaft 4 and the second sub-shaft 5 move, the air equalization holes 302 can balance the air pressure. If the fit clearance between the first sub-shaft 4 and the second sub-shaft 5 and their corresponding second drive shaft 3 and first drive shaft 2 is large, the air equalization holes 302 may not be provided.

[0034] In this invention, the second sub-shaft 5 and the second transmission shaft 3, as well as the first sub-shaft 4 and the first transmission shaft 2, can only move axially relative to each other, and cannot rotate relative to each other. Specifically, for example... Figure 10 As shown, a groove 303 is provided on the second drive shaft 3, and a convex rib 304 is provided on the surface of the second sub-shaft 5. The groove 303 and the convex rib 304 cooperate to limit the movement. The first drive shaft 2 and the first sub-shaft 4 are similarly arranged.

[0035] The end of the first shaft 4 is provided with a driven gear seat 6, and the end of the second shaft 5 is provided with a driving gear seat 7. Axial compression springs 8 are respectively installed inside the first transmission shaft 2 and the second transmission shaft 3. Under the axial thrust of the axial compression springs 8, the driven gear seat 6 and the driving gear seat 7 have a tendency to move axially towards each other. When the driven gear seat 6 and the driving gear seat 7 have moved into position, they can engage in transmission. Figure 11 As shown, the side of the driving gear seat 7 facing the driven gear seat 6 and the side of the driven gear seat 6 facing the driving gear seat 7 are respectively fixedly provided with axially mating teeth 9. By setting the axially mating teeth 9, the driven gear seat 6 and the driving gear seat 7 can rotate after axially approaching each other, that is, the driving gear seat 7 can drive the driven gear seat 6 to rotate.

[0036] It also includes a dynamic split speed regulating chamber and a control component. The control component can control the driven gear seat 6 and the driving gear seat 7 to move apart from each other. When the driven gear seat 6 and the driving gear seat 7 move apart and into position, the driven gear seat 6 and the driving gear seat 7 will mesh with the dynamic split speed regulating chamber, thereby changing the transmission ratio between the driven gear seat 6 and the driving gear seat 7.

[0037] The dynamic split speed regulating chamber includes a positioning cover 101, a ring gear 102, and a planetary gear 103. The positioning cover 101 is fixedly installed with the energy-saving generator 1. The ring gear 102 is fixedly installed inside the positioning cover 101. The ring gear 102 is ring-shaped and has teeth on the inner ring surface. The planetary gear 103 meshes with the ring gear 102. The planetary gear 103 is set in three groups and evenly distributed.

[0038] A planet carrier 104 is coaxially arranged on one side of the ring gear 102. The planet carrier 104 is inserted and engaged with the planet gear 103. The planet gear 103 can rotate relative to the insertion shaft of the planet carrier 104. A sun gear 106 is coaxially arranged inside the ring gear 102. The sun gear 106 meshes with the planet gear 103.

[0039] A first gear sleeve 105 is coaxially formed on the side of the planet carrier 104 facing the sun gear 106, and a second gear sleeve 107 is coaxially formed on the side of the sun gear 106 facing the planet carrier 104, such as... Figure 5 As shown in the image.

[0040] After the driven gear seat 6 and the driving gear seat 7 separate and move into place, the driving gear seat 7 will engage and lock with the first gear sleeve 105, and the driven gear seat 6 will engage and lock with the second gear sleeve 107. Since the engagement and locking between the driving gear seat 7 and the first gear sleeve 105, and between the driven gear seat 6 and the second gear sleeve 107, are achieved through axial movement, to avoid the problem of obstruction and collision during axial movement, the meshing teeth of the driven gear seat 6, the driving gear seat 7, the first gear sleeve 105, and the second gear sleeve 107 are all provided with guide slopes. Through the guidance of the slopes, stable engagement during axial movement is ensured. Figure 12 The image shows the tooth guide slope of the active tooth seat 7, and the same applies to the other driven tooth seats 6, the first tooth sleeve 105, and the second tooth sleeve 107.

[0041] The control assembly includes a split-shaft air chamber 401 opened inside the first split-shaft 4 and a piston part 402 disposed inside the split-shaft air chamber 401. The split-shaft air chamber 401 and the piston part 402 are in sealed contact. A push-shaft 403 is fixedly disposed on one side of the piston part 402. One end of the push-shaft 403 is inserted into the drive gear seat 7. The push-shaft 403 is in limited contact with the drive gear seat 7 through a bearing, so that the push-shaft 403 can drive the drive gear seat 7 to move synchronously axially. At the same time, the push-shaft 403 can also rotate relative to the drive gear seat 7.

[0042] A sealing tube 404 is connected to one side of the split-shaft air chamber 401. A pressure-controlled air chamber 405 is opened inside the first drive shaft 2. A sealing ring seat 406 is provided at the end of the pressure-controlled air chamber 405. The sealing tube 404 passes through the sealing ring seat 406 and is inserted into the pressure-controlled air chamber 405, communicating with the gas inside the pressure-controlled air chamber 405. The sealing tube 404 and the sealing ring seat 406 are in sealed contact.

[0043] The pressure control chamber 405 is equipped with a split-type air control component inside and outside. The gas pressure in the pressure control chamber 405 can be changed through the split-type air control component. Through the connection of the sealed insertion tube 404, the pressure in the split-shaft air chamber 401 is changed, thereby controlling the relative movement of the driven gear seat 6 and the driving gear seat 7.

[0044] The split-type pneumatic control assembly includes a chamber side hole 201 and a one-way plug 202. The chamber side hole 201 is formed through the side wall of the pressure control chamber 405. The one-way plug 202 is disposed inside the chamber side hole 201. The pressure control chamber 405 is provided with a chamber spring 203. The chamber spring 203 applies pressure to the one-way plug 202, causing the one-way plug 202 to have an outward tendency. The one-way plug 202 and the chamber side hole 201 cooperate to form a one-way valve structure, so that external gas can enter the pressure control chamber 405 through the chamber side hole 201 under pressure, while the gas in the pressure control chamber 405 will not be discharged to the outside through the chamber side hole 201.

[0045] A groove 204 is provided on the first drive shaft 2. A pressure rod 205 is fixedly provided at the end of the one-way plug 202. One end of the pressure rod 205 is provided in the groove 204. When the pressure rod 205 is axially compressed, it can drive the one-way plug 202 to move, so that the air chamber side hole 201 is in the open state.

[0046] A pneumatic control sleeve 206 is provided on the outside of the first drive shaft 2. In the initial state, the pneumatic control sleeve 206 and the first drive shaft 2 do not contact each other. When the pneumatic control sleeve 206 is inserted into the groove 204, the pneumatic control sleeve 206 can axially compress the pressure rod 205. When the pneumatic control sleeve 206 is inserted into the groove 204, the two are in sealed contact. A sealing rubber ring is provided on the inner surface of the groove 204. When the pneumatic control sleeve 206 is inserted, the sealing contact is achieved through the sealing rubber ring.

[0047] An annular cavity 207 is fixedly provided at one end of the pneumatic control ring 206 away from the ring groove 204. A ring air passage 208 is provided through the inside of the pneumatic control ring 206. The annular cavity 207 is connected to the ring air passage 208. An axial motion controller 209 is fixedly provided on the outside of the energy-saving generator 1. The axial motion controller 209 can control the axial movement of the annular cavity 207 and the pneumatic control ring 206. The axial motion controller 209 is an electrically controlled telescopic structure. It can achieve telescopic movement by using an electromagnet in conjunction with a spring. The axial motion controller 209 will not be described in detail in this invention. A pneumatic control nozzle 210 is provided on the annular cavity 207. In actual use, the pneumatic control nozzle 210 is connected to the outside atmosphere and compressed air source through a gas pipeline and a solenoid valve.

[0048] Because the dynamic split speed control chamber is frequently subjected to impact forces due to vehicle vibrations, and is often inactive when not idling for power generation, it may jam in case of a malfunction. Suddenly activating the dynamic split speed control chamber in this situation can cause the drive gear seat 7 to fail to rotate, potentially leading to engine stall and causing impact deformation damage to the engine pistons, connecting rods, and crankshaft.

[0049] To address the aforementioned risks and problems, the present invention as follows: Figure 5 and Figure 11 As shown, the design allows relative rotation between the active gear seat 7 and the second sub-shaft 5, but not axial movement. Figure 11 The annular structure shown rotates and engages. An eccentric groove 501 is provided at the end of the second sub-shaft 5. An eccentric insert shaft 701, an insert shaft disc 702, and a pressure spring 703 are arranged inside the drive gear seat 7. Under the pressure of the pressure spring 703, the eccentric insert shaft 701 is inserted into the eccentric groove 501. The eccentric groove 501 is a hemispherical groove, and the end of the eccentric insert shaft 701 is hemispherical. Both the eccentric groove 501 and the eccentric insert shaft 701 are eccentrically positioned. When the eccentric insert shaft 701 is inserted into the eccentric groove 501, the second sub-shaft 5... The active gear seat 7 and the second split shaft 5 rotate synchronously, enabling the active gear seat 7 to rotate normally. However, when the active gear seat 7 is jammed by the malfunction of the dynamic split speed control chamber and cannot rotate, after exceeding the normal operating torque range of the device of the present invention, the eccentric insert shaft 701 will be squeezed out from the eccentric slot 501, causing the eccentric insert shaft 701 to move to the right to avoid it. At this time, the second split shaft 5 and the active gear seat 7 rotate relative to each other, avoiding the direct jamming of the second transmission shaft 3 and the second split shaft 5, which could cause the engine to stop.

[0050] A tapered groove 704 is provided at the end of the piston part 402. A one-way tapered plug 705 is provided inside the tapered groove 704. A tapered plug spring 706 is welded between the one-way tapered plug 705 and the piston part 402. This structure forms a one-way valve structure, preventing air leakage when the split-shaft air chamber 401 is pressurized. A safety shaft 707 is welded to one side of the one-way tapered plug 705. Figure 11 and Figure 13 As shown, the safety shaft 707 passes through the interior of the push shaft 403, and an exhaust wall groove 708 for gas discharge is provided between the safety shaft 707 and the push shaft 403. Figure 11 As shown, the end of the safety shaft 707 is located on one side of the insert shaft disk 702. When the eccentric insert shaft 701 moves to the right to avoid it, the insert shaft disk 702 will squeeze the end of the safety shaft 707, causing the safety shaft 707 to move to the right and drive the one-way cone plug 705 to open. At this time, the gas in the split shaft air chamber 401 can be discharged through the exhaust wall groove 708, causing the driven gear seat 6 and the driving gear seat 7 to gradually move closer together. This causes the driving gear seat 7 to disengage from the first gear sleeve 105, preventing the driving gear seat 7 from continuously jamming.

[0051] This invention enables the automatic detection of jamming faults in the dynamic split speed control chamber and has the function of automatically disengaging, thereby improving safety.

[0052] When this invention is used in non-idle power generation mode, the flange 301 and the second drive shaft 3 rotate under the drive of the engine. Through the direct transmission engagement of the driving gear seat 7 and the driven gear seat 6, the first drive shaft 2 drives the energy-saving generator 1 to generate electricity. At this time, the components on the transmission path, such as the second drive shaft 3, the driving gear seat 7, the driven gear seat 6, and the first drive shaft 2, do not come into contact with any external stationary components, thus completely avoiding frictional losses. When the driven gear seat 6 and the driving gear seat 7 are in direct contact for transmission, consistent with the prior art, the energy-saving generator 1 achieves voltage stabilization by adjusting the excitation current.

[0053] When idling generator is in operation, such as Figure 6 and Figure 9 As shown, the shaft control controller 209 first controls the movement of the annular cavity 207 and the pneumatic control ring 206, causing the pneumatic control ring 206 to insert into the ring groove 204. At this time, the air chamber side hole 201 opens, and then compressed gas is input into the annular cavity 207 through the pneumatic control connector 210. The compressed gas enters the pressure control air chamber 405 through the ring air passage 208 and the ring groove 204. After the pneumatic control ring 206 is fully inflated, it is pulled out of the ring groove 204 to avoid continuous contact.

[0054] The connection through the sealing tube 404 creates positive pressure inside the split-shaft air chamber 401, such as... Figure 11As shown, the piston 402 moves to the left relative to the split shaft air chamber 401, and the push shaft 403 extends. Under the thrust of the push shaft 403, the driven gear seat 6 and the driving gear seat 7 move apart from each other, and at this time the axial compression spring 8 is elastically compressed.

[0055] refer to Figure 5 As shown, when the driven gear seat 6 and the driving gear seat 7 move apart, the axial mating teeth 9 between the driven gear seat 6 and the driving gear seat 7 first disengage, and then the driving gear seat 7 is engaged in the first gear sleeve 105, and the driven gear seat 6 is engaged in the second gear sleeve 107. At this time, the planet carrier 104 and the driving gear seat 7 rotate synchronously, and the sun gear 106 and the driven gear seat 6 rotate synchronously.

[0056] By using a dynamic split speed regulating chamber, a planetary gear transmission mechanism is formed through the ring gear 102, planetary gear 103 and planetary carrier 104. When the planetary carrier 104 rotates actively, the sun gear 106 will accelerate, so that when the generator is idling or the engine is at low speed, the energy-saving generator 1 can be in a high-speed state, thus eliminating the need for excessive excitation current inside the energy-saving generator 1.

[0057] When the idling generator stops, the pneumatic control sleeve 206 is inserted into the groove 204, causing the pressure rod 205 to be squeezed, which keeps the side hole 201 of the air chamber open. At this time, the external solenoid valve of the pneumatic control nozzle 210 is switched to be connected to the outside atmosphere, and the compressed gas in the pressure control air chamber 405 can be discharged. Under the elastic force of the axial compression spring 8, the driven gear seat 6 and the driving gear seat 7 will automatically approach and mesh, and disengage from the dynamic split speed regulating chamber.

[0058] Although embodiments of the invention have been shown and described, it will be understood by those skilled in the art that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of the invention, the scope of which is defined by the appended claims and their equivalents.

Claims

1. A car generator with a speed regulating device, comprising an energy-saving generator, a first drive shaft fixedly mounted to the motor shaft of the energy-saving generator, and a second drive shaft coaxially arranged with the first drive shaft, characterized in that: A first sub-shaft is inserted into the first drive shaft, and a second sub-shaft is inserted into the second drive shaft. The end of the first sub-shaft is provided with a driven gear seat, and the end of the second sub-shaft is provided with a driving gear seat. The first and second transmission shafts are respectively equipped with axial compression springs. Under the axial thrust of the axial compression springs, the driven gear seat and the driving gear seat have a tendency to move towards each other axially. When the driven gear seat and the driving gear seat move into position, they can engage in transmission. It also includes a dynamic split speed regulating chamber and a control component. The control component can control the driven gear seat and the driving gear seat to move apart from each other. When the driven gear seat and the driving gear seat move apart and into position, the driven gear seat and the driving gear seat will mesh with the dynamic split speed regulating chamber, thereby changing the transmission ratio between the driven gear seat and the driving gear seat.

2. The automobile generator with a speed regulating device according to claim 1, characterized in that: The dynamic split speed regulating chamber includes a positioning outer cover, a ring gear, and a planetary gear. The positioning outer cover is fixedly installed with the energy-saving generator. The ring gear is fixedly set inside the positioning outer cover. The planetary gear meshes with the ring gear. A planet carrier is coaxially arranged on one side of the ring gear. The planet carrier is inserted and engaged with the planetary gear. A sun gear is coaxially arranged inside the ring gear. The sun gear meshes with the planetary gear.

3. A car generator with a speed regulating device according to claim 2, characterized in that: The planet carrier has a first toothed sleeve coaxially formed on the side facing the sun gear, and the sun gear has a second toothed sleeve coaxially formed on the side facing the planet carrier. After the driven tooth seat and the driving tooth seat separate and move into place, the driving tooth seat will engage and lock with the first tooth sleeve, and the driven tooth seat will engage and lock with the second tooth sleeve.

4. A car generator with a speed regulating device according to claim 1, characterized in that: The control component includes a split-shaft air chamber formed inside the first split-shaft and a piston part disposed inside the split-shaft air chamber. The split-shaft air chamber and the piston part are in sealed contact, and a push shaft is fixedly disposed on one side of the piston part. One end of the pusher shaft is inserted into the active gear seat. The pusher shaft is in limited contact with the active gear seat through a bearing, so that the pusher shaft can drive the active gear seat to move synchronously axially, and at the same time the pusher shaft can rotate relative to the active gear seat.

5. A car generator with a speed regulating device according to claim 4, characterized in that: A sealing tube is connected to one side of the split-shaft air chamber. A pressure-controlled air chamber is opened inside the first drive shaft. A sealing ring seat is provided at the end of the pressure-controlled air chamber. The sealing tube passes through the sealing ring seat and is inserted into the pressure-controlled air chamber, communicating with the gas inside the pressure-controlled air chamber. The sealing tube and the sealing ring seat are in sealed contact.

6. A car generator with a speed regulating device according to claim 5, characterized in that: The pressure-controlled air chamber is equipped with a split-type air control component inside and outside. The gas pressure in the pressure-controlled air chamber can be changed through the split-type air control component. Through the connection of the sealed tube, the pressure in the split-axis air chamber is changed, thereby controlling the relative movement of the driven gear seat and the driving gear seat.

7. A car generator with a speed regulating device according to claim 6, characterized in that: The split-type pneumatic control assembly includes a chamber side hole and a one-way plug. The chamber side hole is formed through the side wall of the pressure-controlled air chamber. The one-way plug is disposed inside the chamber side hole. An air chamber spring is disposed inside the pressure-controlled air chamber. The air chamber spring applies pressure to the one-way plug, causing the one-way plug to tend to move outward. The one-way plug and the chamber side hole cooperate to form a one-way valve structure, allowing external gas to enter the pressure-controlled air chamber through the chamber side hole under pressure, while the gas in the pressure-controlled air chamber will not be discharged to the outside through the chamber side hole.

8. A car generator with a speed regulating device according to claim 7, characterized in that: The first drive shaft has a groove, and a pressure rod is fixedly provided at the end of the one-way plug. One end of the pressure rod is located in the groove. When the pressure rod is axially compressed, it can drive the one-way plug to move, so that the air chamber side hole is in the open state.

9. A car generator with a speed regulating device according to claim 8, characterized in that: The first drive shaft is provided with a pneumatic control sleeve. In the initial state, the pneumatic control sleeve and the first drive shaft do not contact each other. When the pneumatic control sleeve is inserted into the groove, the pneumatic control sleeve can axially compress the pressure rod. And when the pneumatic control sleeve is inserted into the groove, the two are in sealed contact.

10. A car generator with a speed regulating device according to claim 9, characterized in that: The pneumatic control ring has a fixed annular cavity at one end away from the ring groove. An air passage is opened through the inside of the pneumatic control ring, and the annular cavity is connected to the air passage. An axial motion controller is fixedly installed on the outside of the energy-saving generator. The axial motion controller can control the axial movement of the annular cavity and the pneumatic control ring. A pneumatic control nozzle is connected to the annular cavity.

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