A round tube ducted energy conversion system for vehicle chassis

Abstract

The application discloses a kind of circular pipe duct type energy conversion systems for vehicle chassis, comprising: chassis girder, which is reconstructed as at least one circular pipe duct structure extending along the longitudinal direction of vehicle based on the principle of topological optimization design, the circular pipe duct structure is set as the shape of convergent venturi pipe with front end diameter greater than rear end diameter, and a through fluid passage is formed inside;Fluid energy bidirectional conversion module is arranged in the fluid passage of the circular pipe duct structure;Duct sealing plugging mechanism is arranged at the front end air inlet and rear end nozzle of the circular pipe duct structure;Control system, the beneficial effects of the application are that the circular pipe duct structure is integrated with vehicle chassis design, realizes the unity of three physical dimensions of structure, fluid and buoyancy, has high space utilization rate, significant energy saving, realizes fluid energy reverse conversion based on momentum theorem, realizes full-scene power propulsion, greatly improves traffic capacity, and responds efficiently and accurately.

Description

Technical Field

[0001] This invention relates to the field of automotive chassis technology, and in particular to a circular tube duct type energy conversion system for vehicle chassis. Background Technology

[0002] In existing technologies, the vehicle chassis, as the core load-bearing structure of an automobile, has long been limited in design to a single mechanical dimension, merely fulfilling the basic functions of supporting the vehicle body and transmitting power. As the automotive industry moves towards energy conservation, electrification, and intelligentization, how to endow the chassis with more functions without increasing vehicle weight and space occupation has become a cutting-edge research topic in the industry. Existing vehicle chassis structures mainly suffer from the following technical deficiencies:

[0003] First, the chassis has a single function and low space utilization. Its design goal is only to meet the requirements of structural mechanics, and it does not have the function of utilizing fluid energy or providing buoyancy. It cannot achieve the multi-physics field synergy of structure, fluid and buoyancy.

[0004] Second, the fluid energy utilization devices in existing vehicles are all external structures, which are not directly related to the chassis body and do not utilize the Venturi effect to accelerate airflow. As a result, the energy conversion efficiency is low and the power generation is limited, making it difficult to have a substantial impact on vehicle energy consumption.

[0005] Third, traditional amphibious vehicles mostly use exposed propellers for propulsion. Their propulsion efficiency is limited by the diameter and speed of the propeller. Moreover, the propeller protrudes outside the vehicle body and is easily entangled by aquatic plants and debris, resulting in poor passability and reliability.

[0006] Fourth, existing vehicle flood prevention technologies mainly focus on sealing the vehicle body surface or providing water warnings, without utilizing the chassis structure for buoyancy reserves. Once the depth of urban flooding exceeds the door sill, the vehicle is very likely to be flooded, causing damage to core components such as the engine and battery, resulting in huge property losses.

[0007] Chinese utility model patent application number 202420292628.2 discloses a novel inertial energy piezoelectric harvesting system, including an energy capture module, a motion transmission module, an energy conversion module, and an electrical energy storage module. The energy capture module includes a mass ball, a pendulum, a first bearing, and an intermediate shaft. The mass ball is fixedly connected to the pendulum, and the pendulum is fixedly connected to the intermediate shaft. The two ends of the intermediate shaft are mounted below the lower base plate of the main housing via the first bearing. The motion transmission module includes a unidirectional output system and a speed-increasing system. The unidirectional output system includes a first unidirectional bearing, a first large bevel gear, a small bevel gear, a second large bevel gear, and a second unidirectional bearing. However, this novel inertial energy piezoelectric harvesting system can only convert inertial energy into electrical energy for wireless sensors, and cannot solve the aforementioned technical problems. Summary of the Invention

[0008] The purpose of this invention is to provide a circular tube duct type energy conversion system for vehicle chassis.

[0009] To achieve the above objectives, the technical solution proposed by this invention is as follows:

[0010] A circular tube duct type energy conversion system for vehicle chassis includes:

[0011] The chassis beam is reconstructed based on the principle of topology optimization design into at least one circular tube duct structure extending longitudinally along the vehicle. The circular tube duct structure is set as a contracted Venturi tube shape with a front diameter larger than the rear diameter, and a through fluid channel is formed inside.

[0012] A fluid energy bidirectional conversion module, which is disposed in the fluid channel of the circular tube duct structure, is configured to convert fluid kinetic energy into electrical energy under energy recovery conditions, and to convert electrical energy into fluid kinetic energy to generate thrust under emergency / propulsion conditions.

[0013] The duct sealing and plugging mechanism is located at the front air intake and rear nozzle of the circular duct structure, and has an open state and a sealed state.

[0014] The control system, based on the state-space partitioning method, is configured to control the duct sealing mechanism to switch between open and sealed states based at least on the vehicle's driving state, parking state, and water level signal, and to control the fluid energy bidirectional conversion module to switch between the energy recovery condition and the emergency / propulsion condition.

[0015] Specifically, when the control system determines that the vehicle is in a dynamic operating condition with passengers, the culvert sealing mechanism is in the open state, and the fluid energy bidirectional conversion module is selectively operated in energy recovery mode or emergency / propulsion mode; when the control system determines that the vehicle is in a static operating condition with no one parked and there is a risk of water level, the culvert sealing mechanism is switched to the sealed state, so that the circular tube culvert structure forms a sealed hollow pontoon to provide buoyancy.

[0016] The fluid energy bidirectional conversion module includes a front guide vane, a converter body, and a rear guide vane arranged sequentially along the axis of the circular pipe duct structure.

[0017] Both the front guide vane and the rear guide vane are composed of circumferentially distributed fixed guide vanes.

[0018] The converter body includes a reversible impeller and an integrated permanent magnet synchronous motor that are coaxially fixedly connected. The integrated permanent magnet synchronous motor is configured to selectively operate in generator mode or motor mode according to the instructions of the control system, so as to drive the reversible impeller to rotate or be driven to rotate by the reversible impeller.

[0019] The converter body also includes a mode switching locking mechanism, which is disposed on the rotor shaft of the integrated permanent magnet synchronous motor and configured to lock the rotation of the reversible impeller when the duct sealing mechanism is in a sealed state.

[0020] The duct sealing and plugging mechanism includes:

[0021] A front sealing cover is disposed at the front air intake of the circular tube duct structure and is driven by a first actuator to open or close the front air intake.

[0022] A rear sealing baffle is provided at the rear nozzle of the circular tube duct structure and is driven by a second actuator to open or close the rear nozzle.

[0023] The first and second actuators are electrically connected to the control system and are configured to synchronously drive the front sealing cover and the rear sealing baffle to move within a predetermined time after receiving a sealing command, thereby achieving an IP68 waterproof seal.

[0024] The control system includes:

[0025] The signal acquisition unit includes at least a human-vehicle status sensor for acquiring vehicle driving status, a parking brake sensor for acquiring parking status, and a water level sensor for acquiring water level risk.

[0026] The central control unit has a built-in state space partitioning model, which is used to receive data from the signal acquisition unit and output state commands according to preset priority logic.

[0027] The execution drive unit includes a duct sealing actuator, a nozzle adjustment actuator, and a motor controller, which are used to receive and execute status commands output by the central control unit.

[0028] The central control unit is configured to execute the following status judgment logic:

[0029] State 1: Land energy-saving mode. When it is determined that there are people driving, no emergency requests and no water level risk, the culvert sealing and plugging mechanism is kept in the open state, and the fluid energy bidirectional conversion module is kept in the energy recovery mode.

[0030] State 2: Emergency escape mode. When it is determined that there is a driver or passenger and there is an emergency request or low adhesion road conditions are identified, the duct sealing and plugging mechanism is controlled to be in the open state, and the fluid energy bidirectional conversion module is controlled to be in emergency / propulsion mode. At the same time, the direction of the rear nozzle is adjusted to generate directional thrust.

[0031] State 3: Amphibious propulsion mode. When it is determined that there are people driving and the water level sensor is triggered, the control culvert sealing mechanism is in the open state, and the fluid energy bidirectional conversion module is in the emergency / propulsion mode to draw in water from the bottom and spray it backward to generate water thrust.

[0032] State 4: Floodproof floating mode. When it is determined that the vehicle is unmanned, the parking brake is engaged, and the water level sensor is triggered, the culvert sealing mechanism is switched to the sealed state, and the fluid energy bidirectional conversion module stops working.

[0033] The shrinkage ratio of the circular pipe culvert structure satisfy ,in, ,in, The diameter of the culvert inlet. This refers to the diameter of the culvert outlet.

[0034] Under energy recovery conditions, the theoretical power generation of the fluid energy bidirectional conversion module satisfy: ,in, For fluid density, The cross-sectional area of ​​the culvert outlet. For the incoming flow velocity, The duct shrinkage ratio, Energy utilization coefficient, This refers to the electromechanical conversion efficiency; under normal operating conditions, the theoretical power generation is 150-200W.

[0035] In emergency / propulsion situations, when air is used as the medium, the fluid energy bidirectional conversion module generates 300-500N of land-oriented thrust.

[0036] When water is used as the medium, the fluid energy bidirectional conversion module generates 800-1000N of water thrust.

[0037] When the culvert sealing mechanism is in the sealed state, the additional buoyancy provided by the circular culvert structure satisfy: ,in, The density of water, It is the acceleration due to gravity. It refers to the hollow, sealed volume of a circular culvert structure.

[0038] The overall vehicle buoyancy is increased by 30%-40%, and the buoyancy safety factor is: ,in, Maximum load capacity.

[0039] The beneficial effects of this invention are:

[0040] Integrating the circular culvert structure with the vehicle chassis achieves a unified design across the three physical dimensions of structure, fluidity, and buoyancy, resulting in high space utilization and leveraging the culvert's shrinkage ratio. Forced airflow acceleration is achieved, theoretically increasing power generation compared to traditional straight pipes. It boasts significant energy savings, achieving fluid energy reversal based on the momentum theorem for all-scenario propulsion and greatly enhancing its mobility. Based on IP68-level airtight sealing design and Archimedes' law of buoyancy, it enables unmanned mooring and flood-proof floating, filling a gap in passive safety. A four-state control logic is constructed using the state space partitioning method, allowing a single hardware system to control four physical fields. Each state is mutually exclusive and conflict-free, with automatic / manual dual triggering for highly efficient and precise response. Attached Figure Description

[0041] Figure 1 This is a schematic diagram of the overall structure of Embodiment 1 of the present invention;

[0042] Figure 2 This is a schematic diagram of the circular tube duct structure in accordance with Embodiment 1 of the present invention, in conjunction with the front guide vane and the rear guide vane.

[0043] Figure 3 This is a cross-sectional view of the circular pipe culvert structure, the fluid energy bidirectional conversion module, and the culvert sealing and plugging mechanism in Embodiment 1 of the present invention.

[0044] Figure 4 This is a block diagram of the control system structure according to Embodiment 1 of the present invention.

[0045] In the diagram: 1. Circular pipe duct structure; 2. Front guide vane; 3. Rear guide vane; 4. Reversible impeller; 5. Integrated permanent magnet synchronous motor; 6. Front sealing cover; 7. First actuator; 8. Rear sealing baffle; 9. Second actuator. Detailed Implementation

[0046] The present invention will now be described in further detail with reference to the accompanying drawings.

[0047] Example 1:

[0048] A circular tube duct type energy conversion system for vehicle chassis includes:

[0049] The chassis beam, based on topology optimization design principles, is reconstructed into at least one circular duct structure 1 extending longitudinally along the vehicle. The circular duct structure 1 is configured as a contracting Venturi tube with a front diameter larger than a rear diameter, forming a continuous fluid channel inside. The circular duct structure 1 is mounted on the vehicle chassis. A bidirectional fluid energy conversion module, located within the fluid channel of the circular duct structure 1, is configured to convert fluid kinetic energy into electrical energy during energy recovery and to convert electrical energy into fluid kinetic energy to generate thrust during emergency / propulsion conditions. A duct sealing and plugging mechanism, located at the front air intake and rear nozzle of the circular duct structure 1, has open and sealed states. A control system, based on state-space partitioning, is configured to control the duct sealing and plugging mechanism to switch between open and sealed states based at least on the vehicle's driving state, parking state, and water level signal, and to control the bidirectional fluid energy conversion module to switch between energy recovery and emergency / propulsion conditions. A schematic diagram of the overall structure of Embodiment 1 of this invention is shown below. Figure 1 As shown.

[0050] Specifically, when the control system determines that the vehicle is in a dynamic operating condition with passengers, the control duct sealing mechanism is in an open state, and the fluid energy bidirectional conversion module is selectively operated in energy recovery mode or emergency / propulsion mode; when the control system determines that the vehicle is in a static operating condition with no one parked and there is a risk of water level, the control duct sealing mechanism is switched to a sealed state, so that the circular tube duct structure 1 forms a closed hollow pontoon to provide buoyancy.

[0051] The fluid energy bidirectional conversion module includes a front guide vane 2, a converter body, and a rear guide vane 3 arranged sequentially along the axis of the circular duct structure 1. Both the front guide vane 2 and the rear guide vane 3 are composed of circumferentially distributed fixed guide vanes. The converter body includes a reversible impeller 4 and an integrated permanent magnet synchronous motor 5 coaxially and fixedly connected. The integrated permanent magnet synchronous motor 5 is configured to selectively operate in generator mode or motor mode according to instructions from the control system, driving the reversible impeller 4 to rotate or being driven to rotate by the reversible impeller 4. A schematic diagram of the circular duct structure 1 in conjunction with the front guide vane 2 and the rear guide vane 3 in Embodiment 1 of the present invention is shown below. Figure 2 As shown.

[0052] The converter body also includes a mode switching locking mechanism, which is mounted on the rotor shaft of the integrated permanent magnet synchronous motor 5 and configured to lock the rotation of the reversible impeller 4 when the duct sealing mechanism is in a sealed state. The mode switching locking mechanism can be a motor locking structure as used in existing technology. A cross-sectional view of the circular tube duct structure 1, the fluid energy bidirectional conversion module, and the duct sealing mechanism in embodiment one of this invention is shown below. Figure 3 As shown.

[0053] The duct sealing and plugging mechanism includes: a front sealing cover plate 6, which is disposed at the front air intake of the circular duct structure 1 and is driven by a first actuator 7 to open or close the front air intake; and a rear sealing baffle plate 8, which is disposed at the rear nozzle of the circular duct structure 1 and is driven by a second actuator 9 to open or close the rear nozzle.

[0054] The first actuator 7 and the second actuator 9 are electrically connected to the control system and are configured to synchronously drive the front sealing cover 6 and the rear sealing baffle 8 to move within a predetermined time after receiving a sealing command, so as to achieve an IP68 waterproof seal.

[0055] The control system includes: a signal acquisition unit, comprising at least a human-vehicle state sensor for acquiring vehicle driving status, a parking brake sensor for acquiring parking status, and a water level sensor for acquiring water level risk; a central control unit, with a built-in state space partitioning model, for receiving data from the signal acquisition unit and outputting state commands according to preset priority logic; and an execution drive unit, including a duct seal actuator, a nozzle adjustment actuator, and a motor controller, for receiving and executing the state commands output by the central control unit. The control system structure block diagram of Embodiment 1 of this invention is shown below. Figure 4 As shown.

[0056] The central control unit is configured to execute the following status judgment logic:

[0057] State 1: Land energy-saving mode. When it is determined that there are people driving, no emergency requests and no water level risk, the culvert sealing and plugging mechanism is kept in the open state, and the fluid energy bidirectional conversion module is kept in the energy recovery mode.

[0058] State 2: Emergency escape mode. When it is determined that there is a driver or passenger and there is an emergency request or low-adhesion road conditions are identified, the duct sealing and plugging mechanism is controlled to be in the open state, and the fluid energy bidirectional conversion module is controlled to be in emergency / propulsion mode. At the same time, the direction of the rear nozzle is adjusted to generate directional thrust.

[0059] State 3: Amphibious propulsion mode. When it is determined that there are people driving and the water level sensor is triggered, the control culvert sealing mechanism is in the open state, and the fluid energy bidirectional conversion module is in the emergency / propulsion mode to draw in water from the bottom and spray it backward to generate water thrust.

[0060] State 4: Floodproof floating mode. When it is determined that the vehicle is unmanned, the parking brake is engaged, and the water level sensor is triggered, the culvert sealing mechanism is switched to the sealed state, and the fluid energy bidirectional conversion module stops working.

[0061] Shrinkage ratio of circular tube culvert structure 1 satisfy ,in, ,in, The diameter of the culvert inlet. This refers to the diameter of the culvert outlet.

[0062] Under energy recovery conditions, the theoretical power generation of the fluid energy bidirectional conversion module satisfy: ,in, For fluid density, The cross-sectional area of ​​the culvert outlet. For the incoming flow velocity, The duct shrinkage ratio, Energy utilization coefficient, This refers to the electromechanical conversion efficiency; under normal operating conditions, the theoretical power generation is 150-200W.

[0063] In emergency / propulsion conditions, when air is used as the medium, the fluid energy bidirectional conversion module generates 300-500N of land-oriented thrust; when water is used as the medium, the fluid energy bidirectional conversion module generates 800-1000N of water thrust.

[0064] When the culvert sealing mechanism is in a sealed state, the additional buoyancy provided by the circular culvert structure 1 satisfy: ,in, The density of water, It is the acceleration due to gravity. It is the hollow, sealed volume of a circular tube culvert structure;

[0065] The overall vehicle buoyancy is increased by 30%-40%, and the buoyancy safety factor is: ,in, Maximum load capacity.

[0066] In this technical solution, the signal acquisition unit includes a human-vehicle status sensor group, an environmental and road condition sensor group, and a system status sensor group. All sensor signals are transmitted to the central control unit via CAN bus or hardwire.

[0067] The human-vehicle status sensor group includes: seat pressure sensor, key recognition module, gear position sensor, and parking brake sensor.

[0068] The environmental and road condition sensor suite includes: a water level sensor, a road surface image recognition module, and a wading radar / liDAR.

[0069] The system status sensor group includes: duct internal pressure sensor, sealing cover plate position sensor, impeller speed sensor, and motor temperature sensor.

[0070] The central control unit has a built-in state space segmentation model. Based on the preset priority logic, it performs fusion decision-making on the input signals for flood prevention (floating to the highest level), amphibious propulsion, emergency escape, and land energy conservation, and outputs a unique state command. At the same time, it integrates a fault diagnosis and failure safety module to monitor the validity of sensor signals and the status of actuators in real time, and activates emergency protection when necessary, such as forced sealing and alarm prompts.

[0071] The actuator is used to receive status commands from the CCU and drive the actuators. It can control the opening, closing and locking of the front sealing cover 6 and the rear sealing baffle 8 through the duct seal actuator, control the deflection angle of the adjustable guide nozzle through the nozzle adjustment actuator, and control the motor working mode and operating parameters of the fluid energy bidirectional conversion module through the motor controller.

[0072] The status feedback loop feeds back the actual status signals to the CCU and signal acquisition unit through actuator position sensors, duct internal pressure sensors, motor temperature sensors, etc., forming a closed-loop control to ensure accurate execution of commands and achieve fault self-diagnosis.

[0073] Example 2:

[0074] The circular tube duct energy conversion system of this technical solution is installed on a fuel-powered SUV as a specific application of this energy conversion system in a civilian fuel-powered vehicle. This embodiment adopts a dual-duct structure, with the ducts made of 6061-T6 aluminum alloy. Its specific structural parameters are as follows:

[0075] Duct front entrance diameter Rear outlet diameter duct shrinkage ratio duct wall thickness Hollow volume of a single culvert The two ducts are laterally connected by carbon fiber webs to improve the torsional rigidity of the whole vehicle.

[0076] The front bumper integrates a flared air intake, with an electrically driven sealing cover at the intake entrance. This cover has an IP68 waterproof rating. Inside the duct, along the axial direction, are two-stage micro-fluid energy bidirectional conversion modules. These modules include a reversible impeller and an integrated permanent magnet synchronous motor, with a wind energy utilization coefficient... Electromechanical conversion efficiency The rear of the vehicle is equipped with adjustable nozzles, and the nozzles are fitted with electrically driven sealing baffles. The waterproof rating is also IP68. The nozzle deflection angle... It can be continuously adjusted within the range of 0° to 90°.

[0077] Finite element strength verification:

[0078] To verify the strength of the replaced chassis structure, a finite element analysis (FEA) test was conducted in this embodiment. The test results show that, under the same vertical load and torsional moment conditions, the maximum stress value of the main beam of the circular tube duct in this embodiment is basically equivalent to that of the original channel steel longitudinal beam. Due to the more uniform shear stress distribution of the circular tube section and the effective dispersion of torque by the spiral reinforcement on the inner wall of the duct, the fatigue life of the main beam of the duct in this embodiment is increased by about 15% compared with the traditional channel steel longitudinal beam. The carbon fiber web effectively suppresses the deformation of the double duct under lateral load, and the torsional stiffness of the whole vehicle is not reduced, which fully meets the structural mechanics requirements for vehicle operation.

[0079] Operating condition function verification:

[0080] Status 1: Land-based energy-saving mode.

[0081] When the vehicle is in normal operation, the control system determines that "there are passengers, no emergency requests, and no water level risk," and the sealing covers and baffles at both ends of the duct remain open. When the vehicle speed reaches 100 km / h, the incoming airflow velocity v1, after being accelerated by the duct's contraction, increases to the outlet airflow velocity. According to the formula for calculating power generation Calculations show that the actual power generation of the dual-duct system in this embodiment reaches 180-200W. This power is directly supplied to the vehicle's air conditioning, power steering, and other accessories. Actual measurements show that it reduces the engine load by about 7%-8%, effectively realizing energy recovery during driving.

[0082] Status 2: Emergency Escape Mode.

[0083] When the vehicle is stuck in muddy conditions, the driver triggers an emergency request signal via a button inside the vehicle. Upon recognizing the signal, the control system keeps the double-ended seals of the duct open and switches the fluid energy bidirectional conversion module from power generation mode to drive mode. This causes the motor to rotate in reverse, driving the impeller to perform work on the air. Simultaneously, the adjustable exhaust nozzle at the rear is adjusted to... Vertically downward direction, according to the thrust calculation formula Calculations show that the actual output vertical thrust of this embodiment is about 450N. This thrust can effectively reduce tire contact pressure and help the vehicle quickly get out of the road conditions.

[0084] Status 4: Flood-proof floating mode.

[0085] When a vehicle is parked in a low-lying area, the driver can remotely trigger a flood prevention command via a mobile app, or the vehicle can receive a rainstorm warning signal. The control system automatically executes the flood prevention procedure, with the electrically operated sealing cover at the front of the culvert and the electrically operated sealing baffle at the rear closing synchronously within 1.5 seconds. A mechanical self-locking mechanism maintains the sealing pressure, achieving an IP68 waterproof seal. At this point, a sealed hollow cavity is formed inside the culvert, which, according to Archimedes' principle of buoyancy... Calculations show that a single duct provides an additional buoyancy of approximately 1200N, increasing the overall vehicle buoyancy by about 35%. (Buoyancy safety factor) This ensures that the vehicle can still float under maximum load conditions. In a simulated water depth test of 1.2m, the vehicle floated completely without water entering the chassis or engine compartment, achieving effective passive safety protection.

[0086] Example 3:

[0087] The circular tube duct energy conversion system of this technical solution is installed on a hybrid vehicle to demonstrate its application in amphibious propulsion. This embodiment adopts a dual-duct structure with an inlet diameter of... Export diameter Shrinkage ratio duct wall thickness Total hollow volume of double duct .

[0088] The waterproof rating of the internal fluid energy bidirectional conversion module has been upgraded to IP68. The sealing and plugging mechanism at both ends of the duct is made of special materials that are corrosion-resistant and resistant to mud and sand, in order to adapt to the water environment. An energy-concentrating guide is installed below the front bumper of the vehicle. The energy-concentrating guide is set as a triangular guide slope to effectively gather the airflow that is dispersed in front of the vehicle to the entrance of the dual ducts.

[0089] Dual-duct wind tunnel design verification:

[0090] The dual-duct inlet design in this embodiment fully considers the vehicle's wind resistance and intake efficiency. Based on the hybrid vehicle's width of 1890mm, the effective air intake width under the bumper is approximately 1550mm, the diameter of each dual-duct inlet is 380mm, and the total inlet cross-sectional area is approximately 0.226m², accounting for only about 36% of the effective air intake area under the bumper. This concentrates the core airflow without compromising the original vehicle's overall wind resistance design.

[0091] Based on wind tunnel simulation and calculation:

[0092] When the vehicle speed is 60km / h, the outlet wind speed reaches 33.34m / s after the duct narrows and accelerates. The theoretical power generation of the double duct is about 1.1kW, and the actual measured power after deducting losses is about 950W.

[0093] When the vehicle speed is 120km / h, the outlet wind speed reaches 66.66m / s, and the theoretical power generation of the dual-duct system is about 4.5kW. After deducting losses, the actual measured power is about 3.8kW, which far exceeds the power consumption requirement of about 2kW for the vehicle's air conditioning compressor. It can fully offset the power consumption of the air conditioning and reverse charge the battery when driving at high speed.

[0094] Operating condition function verification:

[0095] State 3: Amphibious Propulsion Mode.

[0096] When the vehicle is wading through water and the water level sensor is triggered, the control system determines that "someone is driving and the water level is too high," and executes amphibious propulsion mode. The double-end seals of the duct open, the external dustproof net of the air intake closes to prevent debris from entering, the fluid energy bidirectional conversion module switches to drive mode, and water is drawn in from the bottom of the duct, accelerated by the impeller, and then ejected rearward from the tail nozzle. The adjustable guide nozzle remains fully open, and the thrust is calculated according to the formula. Calculations show that the actual output water thrust of this embodiment is about 900N, and the vehicle's speed on the water surface reaches 7-8km / h. Due to the adoption of a propellerless pump-jet propulsion design, the engineering problem of traditional amphibious vehicle propellers being easily entangled by aquatic plants and debris is completely solved.

[0097] Status 4: Flood-proof floating mode.

[0098] When a vehicle is parked in an underground garage, if a weather warning detects heavy rain and flooding, or if a water level sensor detects a rise in water level, the control system automatically triggers the flood prevention program. The sealing baffles close synchronously within 1.8 seconds, and the culvert provides an additional buoyancy of approximately 1300N, increasing the overall vehicle buoyancy by approximately 32%, thus enhancing the buoyancy safety factor. In a simulated water depth test of 1.5m, the vehicle remained stable and floated, with no water entering the battery pack, electronic control module, or other core components, effectively ensuring the electrical safety of the new energy vehicle.

[0099] Example 4:

[0100] This embodiment demonstrates the customized application of the present invention on special vehicles, specifically addressing the unique needs of domestically produced pure electric amphibious patrol vehicles.

[0101] Structure customization and parameter setting:

[0102] To address the high requirements of patrol vehicles for load-bearing capacity, impact resistance, and adaptability to harsh environments, this embodiment utilizes a customized integrated chassis with a circular tube culvert. The culvert inlet diameter... Export diameter Shrinkage ratio CR = 2.04, duct wall thickness 10mm, hollow volume The duct material is made of high-strength corrosion-resistant alloy, and the surface is treated with impact resistance. The sealing and plugging mechanism is hydraulically driven, reducing the response time to 1.2 seconds. The fluid energy bidirectional conversion module has optimized the power output efficiency for the low-speed, high-torque working characteristics of the patrol vehicle. The adjustable guide nozzle supports 360° fine adjustment, enabling flexible steering in water.

[0103] Operating condition function verification:

[0104] Status 1: Land-based energy-saving mode.

[0105] When patrolling on land, the dual-duct system in this embodiment generates 220-250W of power, which can directly replenish the vehicle's battery. The measured range is increased by 14%-15%, effectively extending the duty time of the pure electric patrol vehicle.

[0106] State 3: Amphibious Propulsion Mode.

[0107] When patrolling the water, the fluid energy bidirectional conversion module switches to drive mode, outputting approximately 950N of water thrust. It adopts a silent pump-jet propulsion design and, in conjunction with a 360° adjustable guide nozzle, the vehicle can achieve flexible steering and attitude control on the water surface, fully meeting the requirements of special duty for mobility and concealment.

[0108] Status 4: Flood-proof floating mode.

[0109] When the vehicle is parked at the riverside duty point, if the flood season triggers the water level signal, the control system automatically executes the flood prevention procedure. The hydraulically driven sealing mechanism completes the double-end sealing of the culvert within 1.2 seconds. The culvert provides an additional buoyancy of approximately 1800N, increasing the overall vehicle buoyancy by approximately 40%, and improving the buoyancy safety factor. In a simulated water depth test of 2 meters, the vehicle floated stably without water entering the core equipment, effectively ensuring the safety of special duty equipment.

[0110] Example 5:

[0111] The full-scale vehicle test involved installing the circular tube duct energy conversion system in a hybrid vehicle and conducting comprehensive tests under all operating conditions.

[0112] Power generation condition test:

[0113] Under constant speed cruising conditions of 100km / h, the dual-duct system generates a stable power of 210W, which can directly power the vehicle's air conditioning system, reducing engine load by about 5%, reducing fuel / electricity consumption per 100km, and increasing range by 4-6km.

[0114] Emergency propulsion condition test:

[0115] When the vehicle is driven into a 20cm deep muddy section, the 90° vertical lift mode is triggered, outputting 450N of vertical thrust. The tire ground pressure is reduced by 40%, and the vehicle can drive out autonomously without external towing. In a 1.2m deep waterway, the 0° horizontal propulsion mode is triggered, outputting 900N of water thrust. The vehicle can achieve stable navigation at 5km / h and can achieve precise steering in the water by adjusting the nozzle angle.

[0116] Passive flood prevention test:

[0117] The vehicle was placed in a 1.5m deep simulated flood pool, triggering the flood prevention mode. The sealing plugs locked the inlet and outlet within 1.5 seconds, and the vehicle floated smoothly. The center of buoyancy remained stable without overturning. After 24 hours of immersion, there was no water ingress into the passenger compartment, and all electrical systems functioned normally.

[0118] System reliability verification:

[0119] The modified vehicle underwent a continuous 100-hour multi-condition cycle test, repeatedly switching between four operating conditions: land energy saving, emergency escape, amphibious propulsion, and passive flood prevention.

[0120] Test results show that: the triggering of each working condition is accurate, with no delay or false triggering, and the working condition switching response time is less than or equal to 0.5 seconds; after the adaptive sealing plug is repeatedly opened / locked 1000 times, the sealing performance does not degrade and still reaches the IP68 protection level; the motor and impeller do not show significant wear during continuous operation, and the wind energy conversion efficiency and propulsion thrust do not decrease; the overall reliability of the system meets the requirements of the entire vehicle life cycle.

[0121] Verification of different cross-sectional shapes:

[0122] To verify the universality of the core design logic of this invention, three different cross-section culvert main beams with circular, elliptical, and racetrack-shaped cross-sections were fabricated and installed on the same test vehicle model, maintaining the ratio of inlet and outlet areas. Consistent.

[0123] Test results show that all three cross-sectional shapes can achieve forced airflow acceleration and wind energy recovery functions; the elliptical cross-section is more suitable for low chassis vehicles, effectively reducing chassis ground clearance; the racetrack-shaped cross-section improves lateral force resistance by 20%, making it suitable for special off-road vehicles.

[0124] The verification results prove that the core of the protection of this invention lies in the topological design logic of "variable cross-section convergence" and the multi-physics coupling principle, rather than the limitation on a single cross-sectional shape.

[0125] Summary of core experimental data:

[0126]

[0127] In summary, the circular tube duct energy conversion system of this technical solution has been fully demonstrated, through application verification in different vehicle models and under different operating conditions using the above-mentioned multiple embodiments, as well as the feasibility, reliability, and universality of the technical solution.

[0128] The specific parameters in this technical solution, such as duct diameter, wall thickness, and shrinkage ratio, can be customized and adjusted according to the load, size, and usage scenario of different vehicle models through the core formula.

[0129] The circular tube culvert structure in this technical solution simultaneously meets the functional requirements of three physical fields:

[0130] Structural dimension: The circular culvert serves as the sole load-bearing beam of the chassis, and its polar moment of inertia... It has a uniform shear stress distribution and torsional stiffness that is superior to that of channel steel with the same cross-sectional area, thus meeting the structural mechanics requirements for vehicle operation.

[0131] Fluidity dimension: The duct is designed as a tapered Venturi structure, wider at the front and narrower at the rear, with a tapering ratio of... According to the continuity equation This enables forced acceleration of airflow / water flow, providing greater work capacity for energy conversion and propulsion.

[0132] Buoyancy dimension: Under unmanned static conditions, the duct forms a sealed hollow pontoon through double-end sealing, based on Archimedes' principle of buoyancy. This significantly improves the vehicle's reserve buoyancy.

[0133] Operating process under manned dynamic conditions: When a person is driving or riding in the system, the system is in an open state, and the double-end sealing and plugging mechanism of the duct is fully open, realizing bidirectional conversion of fluid energy:

[0134] The energy recovery subsystem, i.e., the power generation mode, is based on the Bates limit and blade element momentum theory. After being forcibly accelerated through the ducted Venturi structure, the reversible impeller 4 in the bidirectional fluid energy conversion module rotates, driving the integrated permanent magnet synchronous motor 5 as a generator to convert mechanical energy into electrical energy. The theoretical power generation calculation formula is as follows: Since the power generation is cubically related to the wind speed, the duct contraction ratio CR amplifies the wind speed, and the power generation efficiency is CR³ times higher than that of traditional straight ducts.

[0135] Emergency propulsion subsystem, i.e., drive mode: Based on the momentum theorem and vector injection theory, the fluid energy bidirectional conversion module operates in reverse, the motor drives the impeller to rotate, does work on the fluid to accelerate it, and generates thrust through adjustable guide nozzles for directional injection. The theoretical thrust calculation formula is: In land-based emergency escape operations, it outputs 300-500N of directional thrust using air as the medium; in amphibious propulsion operations, it utilizes the characteristic that water is 800 times denser than air to output 800-1000N of high thrust, achieving propeller-free pump-jet propulsion.

[0136] Operating process under unmanned static conditions: When the system is unmanned and parked, it is in a closed state. Based on the fail-safe design principle, the double-end sealing and plugging mechanisms of the duct close synchronously.

[0137] The sealed sealing subsystem prevents water ingress: After the vehicle detects the "unmanned driving + parking brake activated + water level risk" signal, the control system triggers the hydraulic / electric actuator to drive the intake duct sealing cover 6 and the tail nozzle sealing baffle 8 to close synchronously. The hydraulic locking force and the high elastic sealing ring form a double seal to ensure that the internal cavity of the duct remains dry under the action of external water pressure, with a waterproof rating of IP68.

[0138] The buoyancy generation subsystem ensures anti-sinking: Based on Archimedes' principle of buoyancy, the sealed circular culvert transforms into a hollow pontoon, providing additional buoyancy. By optimizing the culvert diameter and length, the buoyancy safety system is improved. This ensures that the vehicle can still float under maximum load conditions.

[0139] Working principle:

[0140] Based on the state-space partitioning method, a four-state control logic triggered by multi-dimensional signals is constructed. The control system collects vehicle and personnel status, parking signals, road condition signals, and water level signals, and makes decisions according to preset priorities: flood prevention and buoyancy > amphibious propulsion > emergency escape > land energy conservation, achieving seamless switching between four physical field controls. In the land energy conservation state, the duct is open, the module generates electricity, and the nozzle is closed. In the emergency escape state, the duct is open, the module is driven, and the nozzle is oriented. In the amphibious propulsion state, the duct is open, the module is driven, and the nozzle is fully open. In the flood prevention and buoyancy state, the duct is sealed, and the module stops. Each state is mutually exclusive and has no functional conflict, resulting in efficient and precise control response. The opening and closing response time of the sealing mechanism is less than 2 seconds, which can complete the sealing before water enters during sudden rainstorms or rapidly rising floods, ensuring timely protection.

[0141] The beneficial effects of this invention are that it integrates the circular tube culvert structure with the vehicle chassis design, achieving unity in the three physical dimensions of structure, fluid, and buoyancy, resulting in high space utilization and utilizing the culvert's shrinkage ratio. Forced airflow acceleration is achieved, theoretically increasing power generation compared to traditional straight pipes. It boasts significant energy savings, achieving fluid energy reversal based on the momentum theorem for all-scenario propulsion and greatly enhancing its mobility. Based on IP68-level airtight sealing design and Archimedes' law of buoyancy, it enables unmanned mooring and flood-proof floating, filling a gap in passive safety. A four-state control logic is constructed using the state space partitioning method, allowing a single hardware system to control four physical fields. Each state is mutually exclusive and conflict-free, with automatic / manual dual triggering for highly efficient and precise response.

[0142] The foregoing has provided a detailed description of one embodiment of the present invention, but this description is merely a preferred embodiment and should not be construed as limiting the scope of the invention. All equivalent variations and modifications made within the scope of the claims of this invention should still fall within the patent coverage of this invention.

Claims

1. A circular tube duct type energy conversion system for vehicle chassis, characterized in that, include: The chassis beam is reconstructed into at least one circular tube culvert structure (1) extending longitudinally along the vehicle based on the principle of topology optimization design. The circular tube culvert structure (1) is set as a shrinking Venturi tube with a front diameter larger than the rear diameter, and a through fluid channel is formed inside it. A fluid energy bidirectional conversion module is disposed in the fluid channel of the circular tube culvert structure (1) and is configured to convert fluid kinetic energy into electrical energy under energy recovery conditions, and to convert electrical energy into fluid kinetic energy to generate thrust under emergency / propulsion conditions. The duct sealing and plugging mechanism is located at the front air inlet and rear nozzle of the circular tube duct structure (1), and has an open state and a sealed state. The control system, based on the state-space partitioning method, is configured to control the culvert sealing mechanism to switch between open and sealed states based at least on the vehicle's driving state, parking state, and water level signal, and to control the fluid energy bidirectional conversion module to switch between the energy recovery condition and the emergency / propulsion condition. When the control system determines that the vehicle is in a dynamic operating condition with passengers, the control duct sealing mechanism is in the open state, and the fluid energy bidirectional conversion module is selectively operated in energy recovery mode or emergency / propulsion mode. When the control system determines that the vehicle is in a static working condition with no one parked and there is a risk of water level, the control culvert sealing and plugging mechanism switches to a sealed state, so that the circular tube culvert structure (1) forms a closed hollow pontoon to provide buoyancy.

2. The circular tube duct energy conversion system for vehicle chassis as described in claim 1, characterized in that, The fluid energy bidirectional conversion module includes a front guide (2), a converter body, and a rear guide (3) arranged sequentially along the axis of the circular pipe duct structure (1); Both the front guide vane (2) and the rear guide vane (3) are composed of circumferentially distributed fixed guide vanes; The converter body includes a reversible impeller (4) and an integrated permanent magnet synchronous motor (5) that are fixedly connected on the same axis. The integrated permanent magnet synchronous motor (5) is configured to selectively operate in generator mode or motor mode according to the instructions of the control system to drive the reversible impeller (4) to rotate or be driven to rotate by the reversible impeller (4).

3. The circular tube duct energy conversion system for vehicle chassis as described in claim 2, characterized in that, The converter body also includes a mode switching locking mechanism, which is disposed on the rotor shaft of the integrated permanent magnet synchronous motor (5) and configured to lock the rotation of the reversible impeller (4) when the duct sealing mechanism is in a sealed state.

4. The circular tube duct energy conversion system for vehicle chassis as described in claim 1, characterized in that, The duct sealing and plugging mechanism includes: A front sealing cover (6) is provided at the front air intake of the circular tube duct structure (1) and is driven by a first actuator (7) to open or close the front air intake. The rear sealing baffle (8) is located at the rear nozzle of the circular tube duct structure (1) and is driven by the second actuator (9) to open or close the rear nozzle. The first actuator (7) and the second actuator (9) are electrically connected to the control system and are configured to synchronously drive the front sealing cover (6) and the rear sealing baffle (8) to move within a predetermined time after receiving a sealing command, so as to achieve IP68 waterproof sealing.

5. The circular tube duct energy conversion system for vehicle chassis as described in claim 1, characterized in that, The control system includes: The signal acquisition unit includes at least a human-vehicle state sensor for acquiring vehicle driving status, a parking brake sensor for acquiring parking status, and a water level sensor for acquiring water level risk. The central control unit has a built-in state space partitioning model, which is used to receive data from the signal acquisition unit and output state commands according to preset priority logic. The execution drive unit includes a duct sealing actuator, a nozzle adjustment actuator, and a motor controller, which are used to receive and execute status commands output by the central control unit.

6. The circular tube duct energy conversion system for vehicle chassis as described in claim 5, characterized in that, The central control unit is configured to execute the following status judgment logic: State 1: Land energy-saving mode. When it is determined that there are people driving, no emergency requests, and no water level risk, the culvert sealing mechanism is kept in the open state, and the fluid energy bidirectional conversion module is kept in energy recovery mode. State 2: Emergency escape mode. When it is determined that there is a driver or passenger and there is an emergency request or low adhesion road conditions are identified, the duct sealing and plugging mechanism is controlled to be in the open state, and the fluid energy bidirectional conversion module is controlled to be in emergency / propulsion mode. At the same time, the direction of the rear nozzle is adjusted to generate directional thrust. State 3: Amphibious propulsion mode. When it is determined that there are people on board and the water level sensor is triggered, the culvert sealing mechanism is opened and the fluid energy bidirectional conversion module is in emergency / propulsion mode to draw in water from the bottom and spray it backward to generate water thrust. State 4: Floodproof floating mode. When it is determined that the vehicle is unmanned, the parking brake is engaged, and the water level sensor is triggered, the culvert sealing mechanism is switched to the sealed state, and the fluid energy bidirectional conversion module stops working.

7. The circular tube duct energy conversion system for vehicle chassis as described in claim 1, characterized in that, The contraction ratio of the circular tube culvert structure (1) satisfy ,in, ， in, The diameter of the culvert inlet. This refers to the diameter of the culvert outlet.

8. The circular tube duct energy conversion system for vehicle chassis as described in claim 1, characterized in that, Under energy recovery conditions, the theoretical power generation of the fluid energy bidirectional conversion module satisfy: ， in, For fluid density, The cross-sectional area of ​​the culvert outlet. For the incoming flow velocity, The duct shrinkage ratio, Energy utilization coefficient, This refers to the electromechanical conversion efficiency; under normal operating conditions, the theoretical power generation is 150-200W.

9. A circular tube duct energy conversion system for a vehicle chassis as described in claim 1, characterized in that, In emergency / propulsion situations, when air is used as the medium, the fluid energy bidirectional conversion module generates 300-500N of land-oriented thrust; When water is used as the medium, the fluid energy bidirectional conversion module generates 800-1000N of water thrust.

10. A circular tube duct energy conversion system for a vehicle chassis as described in claim 1, characterized in that, When the culvert sealing mechanism is in a sealed state, the additional buoyancy provided by the circular culvert structure (1) satisfy: ， in, The density of water, It is the acceleration due to gravity. It is the hollow, sealed volume of a circular tube culvert structure; The overall vehicle buoyancy is increased by 30%-40%, and the buoyancy safety factor is: ， in, Maximum load capacity.

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