A wind-solar complementary intelligent power generation energy recovery device for vehicle

Abstract

The application provides a wind-solar complementary intelligent power generation energy recovery device for vehicles, and relates to the technical field of new energy vehicle energy supplementing. The device comprises a power generation unit, an energy storage unit, a power supply unit and a control unit, adopts a four-stage modular closed loop architecture, integrates a vehicle head driving wind power recovery module and a vehicle body distributed photovoltaic energy supplementing module, and controls the power generation unit and the power supply unit to work according to the vehicle speed, the received light control and the SOC state of the energy storage unit. The power generation unit comprises a wind power generation module and a photovoltaic power generation module. The device of the application builds a multi-source energy management optimization problem with the maximum net energy gain as the target and the aerodynamic resistance and vehicle power disturbance as the constraints, and drives the constraint switching and the adaptive adjustment of the control amount through the working condition sensing (vehicle speed, acceleration, light, SOC), so that the wind-solar-storage collaborative control is realized.

Description

Technical Field

[0001] This invention relates to the field of new energy vehicle energy replenishment technology, and more specifically, to a vehicle-mounted wind-solar hybrid intelligent power generation energy recovery device. Background Technology

[0002] With the continuous development of science and technology, and in today's world where energy is increasingly scarce, people are constantly pursuing various green and renewable energy sources, and the use of traditional energy is gradually being replaced by new energy. Especially in the vehicle sector, the application scale of new energy vehicles in scenarios such as long-distance logistics and urban delivery continues to expand. The penetration rate of new energy heavy trucks has exceeded 50% for the first time. Meanwhile, in some key cities, the penetration rate of new energy light trucks has reached as high as 75%, becoming the mainstream choice in the market.

[0003] However, unlike traditional fuel vehicles, new energy vehicles have more pronounced range anxiety, especially in long-distance logistics. New energy trucks consume more energy (20-30kWh / 100km), and the existing power battery capacity is insufficient to meet the needs of long-distance transportation. Furthermore, the existing charging piles are scattered, limited in number, and have long waiting times for fast charging, resulting in relatively poor charging convenience.

[0004] Most existing new energy truck refueling devices use a single energy source, such as relying solely on photovoltaic power generation without utilizing wind power for energy recovery, or having low wind power generation efficiency that cannot cover all operating conditions. Furthermore, existing refueling devices have inefficient energy management, lack intelligent control strategies based on operating conditions, have low power generation efficiency (system overall conversion efficiency <80%), and are prone to overcharging and discharging of the original vehicle battery, shortening battery life.

[0005] Therefore, there is an urgent need for a device that can dynamically determine the power generation and energy storage charging and discharging based on load demand and energy storage status, in order to solve many of the related problems of energy replenishment for new energy vehicles. Summary of the Invention

[0006] The purpose of this invention is to provide a vehicle-mounted wind-solar hybrid intelligent power generation energy recovery device, wherein the control unit performs constrained scheduling of wind power generation, photovoltaic power generation and energy storage processes based on vehicle driving conditions and environmental perception information, so that wind power generation operates under the condition of meeting net energy gain, and achieves dynamic matching between power generation and load by combining energy storage regulation.

[0007] The embodiments of the present invention are implemented as follows: This application provides a vehicle-mounted wind-solar hybrid intelligent power generation and energy recovery device, which includes a power generation unit, an energy storage unit, a power supply unit, and a control unit; The power generation unit includes a wind power generation module and a photovoltaic power generation module. The wind power generation module includes at least one wind power generation module. The photovoltaic power generation module converts solar radiation energy into electrical energy, provides continuous power output under different lighting conditions, and outputs the electrical energy to the energy storage unit. The power supply unit is electrically connected to the vehicle load and outputs power demand information to the control unit. The energy storage module releases electrical energy when the control unit issues a power demand command and simultaneously outputs the current state of charge. Based on the received vehicle speed, acceleration, and gradient information, the control unit classifies the vehicle's current operating state into acceleration, cruising, deceleration, and downhill conditions, generates corresponding condition adjustment coefficients, and executes the following control process: Under conditions where power generation is permitted, the control unit calculates the relative airflow conditions based on vehicle speed and wind speed, and obtains the maximum power generation corresponding to the current wind speed by combining the preset characteristic curve of the wind power generation module. At the same time, additional air resistance is introduced to estimate resistance loss, and a power generation revenue coefficient is constructed based on the maximum power generation and resistance loss. The control unit generates an energy storage constraint coefficient by combining the current state of charge of the energy storage module, and integrates the operating condition adjustment coefficient, the power generation revenue coefficient and the energy storage constraint coefficient to obtain the target power generation. The control unit calculates the target electromagnetic torque based on the target power generation and the current speed of the wind power generation module, and generates a current control command based on the deviation between the target electromagnetic torque and the actual electromagnetic torque. The control unit adjusts the electromagnetic torque of the wind power generation module through the converter, so that the wind turbine speed dynamically approaches the target operating state, thereby enabling the wind power generation module to operate in the high-efficiency energy conversion range under the current wind speed conditions.

[0008] In some embodiments of the present invention, the control unit receives the current vehicle speed and ambient wind speed information, performs directional decomposition on the current ambient wind speed and vector superposition with the vehicle speed to calculate the relative airflow speed at the location of the wind power generation module; the control unit inputs the relative airflow speed into a preset wind turbine characteristic curve, finds the maximum power point at which the wind turbine can operate stably under the wind speed condition, and reads the speed range and torque range corresponding to the maximum power point as the upper limit boundary of the wind turbine's current allowed operation.

[0009] In some embodiments of the present invention, after obtaining the operating condition adjustment coefficient and the power generation benefit coefficient, the control unit receives the current state of charge information output by the energy storage module, and performs continuous mapping processing on the state of charge in conjunction with the charging and discharging power limit of the energy storage module to generate an energy storage constraint coefficient that characterizes the allowable range of power generation of the energy storage system. Subsequently, the control unit performs range limiting processing on the power generation with the operating condition adjustment coefficient to determine the allowable range of power generation that matches the current operating condition of the vehicle, and applies the power generation benefit coefficient to the power generation for amplitude modulation processing within the allowable range.

[0010] In some embodiments of the present invention, the control unit receives the target power generation and the current rotation speed of the wind power generation module, performs torque conversion processing according to the correspondence between the target power generation and the current rotation speed, and obtains a target electromagnetic torque that matches the target power generation. Subsequently, the control unit acquires the actual electromagnetic torque of the wind power generation module and performs deviation calculation processing on the target electromagnetic torque and the actual electromagnetic torque to generate an electromagnetic torque deviation signal. The control unit generates a current control command based on the electromagnetic torque deviation signal and outputs the current control command to the converter. The converter adjusts the electromagnetic torque of the wind power generation module according to the current control command, so that the actual electromagnetic torque converges to the target electromagnetic torque, and drives the wind turbine speed to dynamically approach the operating state corresponding to the target power generation, thereby keeping the wind power generation module in the high-efficiency energy conversion range under the current wind speed conditions.

[0011] In some embodiments of the present invention, the photovoltaic power generation module is used to convert solar radiation energy into electrical energy, output electrical energy under different lighting conditions, and perform maximum power point tracking or power limiting output under the regulation of the control unit. The photovoltaic power generation module includes a horizontal telescopic frame, on which multiple photovoltaic modules are mounted, and the control unit controls the extension and retraction of the horizontal telescopic frame.

[0012] In some embodiments of the present invention, the control unit includes an energy management ECU, a DC / DC converter, a vehicle speed sensor, and a light sensor. The control unit is connected to the power generation unit, the energy storage unit, the vehicle's original central control system, and the original vehicle power battery via a CAN bus.

[0013] In some embodiments of the present invention, the control unit suppresses the operation of the wind power generation module when the vehicle is accelerating, increases the output power of the wind power generation module when the vehicle is decelerating or going downhill, and limits the output of the power generation unit when the current state of charge output by the energy storage module is close to the upper limit.

[0014] In some embodiments of the present invention, the energy management ECU of the control unit synchronously transmits power, state of charge (SOC) of the energy storage battery, energy consumption data and fault status to the original vehicle central control every 80-120ms; the fault response time of the control unit is ≤1s, and it can automatically store fault codes and operating parameters at the time of fault occurrence. The fault codes include insulation resistance faults, overcharge faults, overtemperature faults and overcurrent faults, and provide fault troubleshooting guidance.

[0015] Compared with the prior art, the embodiments of the present invention have at least the following advantages or beneficial effects: The control unit in this invention assesses the net energy gain of wind power generation in real time based on vehicle driving conditions (vehicle speed, acceleration, gradient, SOC) and environmental perception information (wind speed, sunlight). It also combines the state of charge of the energy storage unit with the load demand to control the start-up, shutdown and power regulation of the wind power generation unit, and the maximum power tracking or power limiting control of the photovoltaic power generation unit. At the same time, it coordinates the energy storage unit to perform charging and discharging operations, thereby achieving a dynamic balance between power generation and energy consumption and improving the overall energy recovery efficiency. Attached Figure Description

[0016] To more clearly illustrate the technical solutions of the embodiments of the present invention, the accompanying drawings used in the embodiments will be briefly introduced below. It should be understood that the following drawings only show some embodiments of the present invention and should not be regarded as a limitation of the scope. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0017] Figure 1 This is a side view of an embodiment of the present invention; Figure 2 This is a front view of the vehicle front according to an embodiment of the present invention; Figure 3 This is a top sectional view of the fairing according to an embodiment of the present invention; Figure 4 This is a top sectional view of the front of the vehicle according to an embodiment of the present invention; Figure 5 This is a front sectional view of the vehicle front according to an embodiment of the present invention; Figure 6 This is a top view of the horizontal telescopic frame in the extended state according to an embodiment of the present invention; Figure 7 This is a connection block diagram of each unit of the device in an embodiment of the present invention.

[0018] Icons: 1. Shield; 2. Ventilation assembly; 3. Turbine wind turbine; 4. Vertical wind turbine; 5. Air duct; 6. Horizontal telescopic frame; 7. Photovoltaic module. Detailed Implementation

[0019] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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. The components of the embodiments of the present invention described and shown in the accompanying drawings can generally be arranged and designed in various different configurations.

[0020] Therefore, the following detailed description of the embodiments of the invention provided in the accompanying drawings is not intended to limit the scope of the claimed invention, but merely to illustrate selected embodiments of the invention. All other embodiments obtained by those skilled in the art based on the embodiments of the invention without inventive effort are within the scope of protection of the invention.

[0021] Example: Please refer to Figure 1-6 This embodiment provides a vehicle-mounted wind-solar hybrid intelligent power generation energy recovery device. This device constructs a multi-source energy management optimization problem with the goal of maximizing net energy gain and constraints of aerodynamic drag and vehicle dynamic disturbance. It achieves wind-solar-storage coordinated control by driving constraint switching and adaptive adjustment of control quantities through operating condition perception (vehicle speed, acceleration, illumination, SOC).

[0022] The device specifically includes a power generation unit, an energy storage unit, a power supply unit, and a control unit. The control unit controls the operation of the power generation unit and the power supply unit based on the vehicle speed, the amount of sunlight received, and the SOC state of the energy storage unit. The power generation unit includes a wind power generation module and a photovoltaic power generation module for wind power generation and photovoltaic power generation, respectively. The photovoltaic power generation module is attached to the top or side of the vehicle's cargo box. The wind power generation module includes a turbine wind turbine generator 3 and a vertical wind turbine generator 4. The turbine wind turbine generator 3 is located on the top of the vehicle's front, and a fairing 1 is provided on the outside of the turbine wind turbine generator 3. The vertical wind turbine generator 4 is located below the front cabin. Both the fairing 1 and the front of the vehicle are equipped with ventilation components 2 corresponding to the turbine wind turbine generator 3 and the vertical wind turbine generator 4, respectively. When the vehicle speed is ≥30km / h and the vehicle is braking, the control unit controls the ventilation components 2 to introduce external airflow.

[0023] Most existing energy replenishment devices for new energy trucks rely on a single energy source, resulting in inefficient energy management, a lack of condition-based intelligent control strategies, and low power generation efficiency. This invention employs a four-level modular closed-loop architecture: a power generation unit, an energy storage unit, a control unit, and a power supply unit. It integrates a vehicle-driven wind power recovery module and a vehicle-mounted distributed photovoltaic energy replenishment module. The control unit adaptively controls the operation of the wind power module and the power output of the photovoltaic module, as well as the charging and discharging priorities between the energy storage unit and the original vehicle battery, based on vehicle speed, light intensity, and the SOC state of the energy storage battery. This forms a closed-loop energy management system. Through a condition-aware intelligent energy management strategy, it achieves efficient energy capture, storage, and precise supply during vehicle braking and parking scenarios. This invention combines wind power generation and photovoltaic power generation modules to achieve a combination of "braking wind power recovery + photovoltaic energy replenishment," covering all operating conditions including highways, urban areas, and parking, overcoming the limitations of a single energy source. The turbine wind turbine 3, housed within the fairing 1, works in conjunction with the vertical wind turbine 4 positioned below the cab at the front of the vehicle. When the vehicle brakes at the designated speed, the operation of the wind turbine module is controlled by the opening and closing of the ventilation assembly 2, effectively improving wind power generation efficiency and preventing excessive additional drag. Simultaneously, by controlling the total weight of the device, the overall wind resistance increase is ensured to be ≤0.05, and the total weight ≤300kg, resulting in a system overall conversion efficiency ≥85% and a 10%-20% increase in range. Furthermore, the modular design allows for plug-and-play installation, supports individual maintenance, remote monitoring, and fault guidance, reducing maintenance costs.

[0024] Specifically, ventilation component 2 can be configured as a vent with a louvered structure. The control unit controls the opening and closing of the louvered structure via a drive mechanism, thereby introducing external airflow for power generation or blocking external airflow to reduce wind resistance. It is understood that the deflector 1 is a conventional three-sided enclosed structure, with an opening at the rear to facilitate the outflow of external airflow through the vent. Furthermore, the vent is arc-shaped and positioned in front of and to the front side of the deflector 1, which better introduces external airflow and guides the airflow vertically to act on the wind turbine. The shaft of the turbine wind generator 3 is vertically positioned, while the shaft of the vertical wind generator 4 is horizontally positioned.

[0025] In some embodiments of the present invention, the turbine wind turbine generator 3 has 5-7 blades, preferably 7 blades; compared with 3 blades, the starting torque is increased by more than 40%, and it can be started with a light wind of 1.5 m / s at the inlet, while the Cp value can reach more than 0.48 under amplified wind speed; the airfoil thickness of the blade is 12%-14% of the chord length, the maximum camber is 3%~4%, and Re=1×10 4It can still maintain a lift-to-drag ratio of ≥60 and has extremely strong resistance to airflow separation; the maximum camber of the blade is 3%-4%, the blade root twist angle is 18°-25°, the blade tip twist angle is 4°-6°, and it has a smooth nonlinear transition along the span; the chord length adopts a distribution of wide blade root and narrow blade tip to maximize the improvement of blade root starting torque, while ensuring that it always works at the optimal lift-to-drag ratio angle of attack in the entire span.

[0026] In some embodiments of the present invention, the vertical wind turbine 4 has 5-7 blades, preferably 5 blades; the blade height-to-diameter ratio is 4-6, which is suitable for the height space of the grid, while minimizing the wind turbine swing load and achieving optimal aerodynamic efficiency; the optimal tip speed ratio is 3-4, which is suitable for the incoming wind speed of 10-60km / h commonly used by trucks, ensuring that it always works in the peak Cp range under all operating conditions.

[0027] In some embodiments of the present invention, an air guide channel 5 is provided between the wind turbine and the ventilation component 2. The front end of the air guide channel 5 is connected to the ventilation component 2, and the wind turbine is located at the rear end of the air guide channel 5. The cross-sectional area of ​​the front end of the air guide channel 5 is larger than that of its rear end. The gap between the air guide channel 5 and the wind turbine is ≤5mm, which plays a role in concentrating the wind and the wind resistance increment is ≤0.05. The air guide channel 5 is made of ABS material with a thickness of 5mm.

[0028] In some embodiments of the present invention, the wind turbine is equipped with an electromagnetic clutch connected to a permanent magnet synchronous generator. The permanent magnet synchronous generator has a rated power of 500-700W, an efficiency of ≥39%, an output voltage of 40-55V, and a weight of ≤8kg. The electromagnetic clutch has a rated voltage of 40-55V, a transmission torque of 8-12N・m, and a response time of ≤0.3s.

[0029] In some embodiments of the present invention, the photovoltaic power generation module includes a horizontal telescopic frame 6, on which multiple photovoltaic modules 7 are mounted, and a control unit controls the extension and retraction of the horizontal telescopic frame 6. The photovoltaic modules 7 mounted on the horizontal telescopic frame 6 can be extended and retracted when the vehicle is parked, thereby increasing the working area for photovoltaic power generation.

[0030] The photovoltaic modules 7 on the top of the vehicle cargo box are fixed with adhesive structural adhesive strips with a width of 12mm-18mm and a spacing of 80mm-120mm. The adhesive structural adhesive has a weather resistance of ≥10 years and a bonding strength of ≥2.5MPa. Furthermore, the horizontal telescopic frame 6 is fixed to the photovoltaic modules 7 with U-shaped clamps. The U-shaped clamps have a hole diameter of 10-14mm and a clamp spacing of 350-450mm. The total power of the expanded vehicle-mounted distributed photovoltaic modules can reach 6.0-6.8kW. Specifically, the cargo box top is the main power generation area (8 flexible HJT modules arranged in a 4×2 matrix, with a spacing of 40-60mm), the cargo box sides are auxiliary areas (2 modules per side), and the front / rear of the vehicle have reserved expansion areas (4 modules each). Module parameters: single module power 180-220W, conversion efficiency ≥23.5%, thickness 2.5-3.0mm, weight 2.0-2.4kg / ㎡.

[0031] Protection rating: IP68; Installation process: The top component of the cargo box is double-fixed with "aluminum alloy pressure strip + adhesive structural adhesive" (pressure strip cross section 20×10mm, adhesive strip width 12-18mm, spacing 80-120mm), and a 6-10mm heat dissipation gap is reserved between the component and the vehicle body; the side component is fixed only with adhesive structural adhesive, and a 5mm thick anti-scratch rubber strip is added to the edge; the expansion component is fixed with U-shaped clamps (hole diameter 10-14mm); Performance expansion: the total power can reach 6.0-6.8kW after expansion, which is suitable for high energy consumption long-distance transportation scenarios.

[0032] In some embodiments of the present invention, the photovoltaic module 7 has a single-module power of 180W-220W and a photoelectric conversion efficiency of ≥20%; when the light intensity collected by the light sensor is ≥10000 lux, the photovoltaic power generation module outputs at its rated power. The spacing between adjacent photovoltaic modules 7 is 40mm-60mm, and a heat dissipation gap of 6mm-10mm is reserved between the photovoltaic module 7 and the top sheet metal of the cargo box.

[0033] In some embodiments of the present invention, the control unit includes an energy management ECU, a DC / DC converter, a vehicle speed sensor, and a light sensor. The control unit is connected to the power generation unit, the energy storage unit, the vehicle's original central control unit, and the original vehicle's power battery via a CAN bus. The input voltage of the DC / DC converter is 40-55V, and the output voltage is adapted to the 350V or 700V of the vehicle's original power battery. The conversion efficiency of the DC / DC converter is ≥96%, ensuring voltage stability.

[0034] In some embodiments of the present invention, during the vehicle's cruise operation, the control unit first identifies a stable cruise state based on vehicle speed, acceleration, and gradient information, and generates a moderate-level adjustment coefficient accordingly, so that the power generation behavior is adjusted without excessively interfering with the vehicle's movement; at this time, the vehicle is traveling at a certain speed, for example, vehicle speed v, and ambient wind speed v. The control unit calculates the relative relationship between the two to obtain the relative airflow velocity acting on the turbine wind turbine rotor, thereby determining the current aerodynamic input conditions of the wind turbine.

[0035] Under these airflow conditions, the control unit calls upon the preset characteristic curve of the wind power generation module (essentially corresponding to the relationship between the power coefficient and speed ratio of the wind turbine) to determine the maximum power generation range that the wind turbine, using a JF-PMSM-600 generator with a rated power of 600W and a voltage of less than 48V, can achieve at this wind speed. In conjunction with an additional air resistance model, standard aerodynamic theory is generally used, and the model expression is as follows: ; Among them As resistance, air density, The thrust coefficient is set by the wind turbine generator and is generally related to the operating conditions of the rotor. The swept area inside the generator is used as an example. Based on this model, the vehicle drag loss introduced by the wind turbine intervention is estimated, and the comprehensive result of "power generation benefit - drag loss" is mapped to a power generation benefit coefficient, which reflects the net contribution of the current power generation behavior to the energy utilization of the whole vehicle.

[0036] Based on this, the control unit receives the state of charge of the energy storage module. For example, if the current SOC is at a medium to low level, a relatively loose energy storage constraint coefficient is generated through continuous mapping, indicating that the system allows a certain amount of power generation injection. If the SOC is close to the upper limit, the coefficient tends to converge, which is used to suppress power generation in advance.

[0037] The process then proceeds to construct the target power generation. In some embodiments of this invention, the control unit first uses an operating condition adjustment coefficient to limit the power generation range, ensuring it does not exceed the allowable power range under cruise conditions. Within this range, a power generation benefit coefficient is introduced to modulate the power amplitude. For example, when the relative airflow velocity is high and the drag loss is low, the power generation is increased; conversely, it is appropriately reduced. After modulation, a storage constraint coefficient is used to constrain the power at the boundary, ensuring that the final target power generation meets the current aerodynamic conditions without exceeding the capacity of the energy storage system.

[0038] Once the target power generation is determined, the control unit combines the current speed ω of the turbine wind turbine generator and performs torque conversion according to the relationship between power and electromagnetic torque (i.e., at a given speed, power and torque satisfy a corresponding mapping relationship) to obtain the target electromagnetic torque; then the target electromagnetic torque is compared with the current actual electromagnetic torque of the generator to form a torque deviation signal, and a current control command is generated and input to the converter accordingly.

[0039] The converter adjusts the generator stator current according to the current control command, thereby changing the electromagnetic torque output and gradually converging the actual electromagnetic torque towards the target electromagnetic torque. During this adjustment process, a new dynamic balance is formed between the wind turbine speed and the aerodynamic input, so that the impeller operates at a state close to the optimal speed ratio, and the corresponding power coefficient is close to the maximum value, thereby achieving efficient capture and conversion of wind energy under the current wind speed conditions.

[0040] The specific control unit dynamically adjusts the operating mode based on the working conditions, as shown in the table below: The component selection and parameters are shown in the table below: In some embodiments of the present invention, the control unit is further provided with an energy management ECU, which synchronizes the power generation, energy storage battery SOC, energy consumption data and fault status to the vehicle's original central control and the user's mobile APP every 80-120ms; the fault response time of the control unit is ≤1s, and it can automatically store fault codes and operating parameters at the time of the fault. The fault codes include insulation resistance fault, overcharge fault, overtemperature fault and overcurrent fault, and provide fault troubleshooting guidance.

[0041] Specifically, the system includes an energy management ECU (CAN2.0 bus, operating temperature -30-65℃), a DC / DC converter (input 40-55V, output 350V / 700V, efficiency ≥96%), a vehicle speed sensor (measurement range 0-120km / h, accuracy ±1km / h), and a light sensor (0-100000lux, accuracy ±5%). The ECU synchronizes data (power generation, SOC, fault status) to the original vehicle central control system and mobile app every 80-120ms, with a communication delay ≤100ms. It supports remote control (manual switch module) and fault warnings; fault response time ≤1s; automatic storage of fault codes (such as "E01-insulation fault" and "E02-overcurrent protection") and operating parameters (retained for 1 year); and text-based troubleshooting guidance to reduce maintenance difficulty.

[0042] In some embodiments of the present invention, when the SOC of the energy storage battery is ≥95%, the control unit controls the power supply unit to prioritize supplying power to the original vehicle power battery; when the SOC of the energy storage battery is 20%-95%, the control unit controls the power generation unit to prioritize charging the energy storage unit; when the SOC of the energy storage battery is ≤20%, the control unit controls the power generation unit to fully charge the energy storage unit.

[0043] The power supply unit is responsible for precise power distribution and adapts to the original vehicle's requirements: Interface design: It features dual voltage output terminals of 350V / 700V (25mm spacing, IP67) and 12V / 24V vehicle equipment interfaces, without requiring modification to the original vehicle's core circuitry; Power supply priority: Vehicle equipment (such as air conditioning, navigation) → Energy storage battery → Original vehicle power battery, avoiding over-discharge of the original vehicle battery (extending its lifespan by more than 20%); Switching logic: Voltage adaptation is automatically completed by the DC / DC converter, with a switching response time of ≤0.5s, ensuring stable power supply.

[0044] Furthermore, the user's mobile app supports remote control functionality, allowing users to manually turn the wind power generation module at the front of the vehicle or the distributed photovoltaic module on the vehicle body on / off, and view historical power generation, range improvement trends, and maintenance reminders.

[0045] The energy storage unit includes a battery pack and a supporting battery management system (BMS). The energy storage unit is fixed to the vehicle frame between two axles via a shock-absorbing bracket. The lithium iron phosphate battery pack has a capacity of 20-30 kWh, a single-cell voltage of 3.1-3.3V, a cycle life of ≥3500 cycles, and a weight of ≤180 kg. The BMS system has a charge / discharge current monitoring range of 0-220A, a single-cell voltage monitoring accuracy of ±0.01V, and a temperature monitoring accuracy of ±1℃. It is fixed to the vehicle frame between two axles (1200 mm from the front axle and 1500 mm from the rear axle) via a shock-absorbing bracket (load-bearing capacity ≥200 kg, shock absorption travel 40-60 mm, conforming to GB / T28046.3-2011) to prevent axle load imbalance. The energy storage battery can be either a lithium iron phosphate battery or a ternary lithium battery.

[0046] The energy storage unit also includes a protective enclosure, which is made of cold-rolled steel plate with a thickness of 1.5-2.5mm and powder-coated, with a protection level of ≥IP67. The enclosure has drainage holes at the bottom and heat dissipation louvers on the sides. The interior of the enclosure is lined with 8-12mm thick flame-retardant and heat-insulating cotton. The shock-absorbing bracket has a load-bearing capacity of ≥200kg, a shock-absorbing stroke of 40-60mm, and its seismic performance meets the requirements of GB / T28046.3-2011. All outdoor wiring terminals of the power generation unit, energy storage unit, and control unit use waterproof quick connectors with an IP67 protection level. The wiring harness uses weather-resistant PVC sheathed wire with a diameter of ≥2.5mm², and the wiring harness shielding layer is grounded. Specifically, the protective box measures 1200-1400mm (length) × 650-750mm (width) × 850-950mm (height); the bottom of the box has two φ15mm drainage holes, the sides have ventilation louvers with an opening rate of 30%, and the interior is lined with 8-12mm flame-retardant and heat-insulating cotton, making it suitable for extreme environments ranging from -30℃ to 65℃.

[0047] Taking the electric heavy-duty truck (Jiefang J7 electric version) as an example, the installation steps for each selected component in the table above are as follows.

[0048] Wind turbine module installation at the front of the vehicle: Using the inner crossbeam of the front grille as a reference, fix the generator bracket with 4 sets of M12×50mm bolts and anti-loosening nuts, and sandwich a 3mm nitrile rubber anti-vibration pad between the bracket and the sheet metal; install the wind turbine and speed-increasing gearbox (spline connection, fit clearance 0.05-0.1mm), and add an IP67 dustproof and waterproof cover to the outside; fix the streamlined air guide plate (tilt angle 15°) to ensure that the air guide plate fits the generator body and there is no airflow leakage.

[0049] Vehicle body photovoltaic module installation: After cleaning the cargo box roof, lay 8 200W photovoltaic modules in a 4×2 matrix with a module spacing of 50mm. Fix the aluminum alloy pressure strips with M8×25mm bolts (4 pressure strips per module), and apply SJ-Weather-10 structural adhesive (adhesion area ≥30%). Attach 2 modules to each side of the cargo box, with adhesive strips 15mm wide and 100mm apart, and add anti-scratch strips to the edges. Install U-shaped clamps (12mm hole diameter, 400mm spacing) at the front / rear extension positions, reserving interface for module installation.

[0050] Energy storage and control unit installation: Fix the 25kWh lithium iron phosphate battery pack to the shock-absorbing bracket in the middle of the frame (shock-absorbing travel 50mm) and connect the BMS signal line; after the protective box is fastened, fix it with bolts, ensuring that the drain hole faces down and the heat dissipation louvers face the outside of the frame; install the control unit (ECU + DC / DC converter) on the top of the protective box and connect the wires to the energy storage unit and the power generation unit.

[0051] Wiring and debugging: All wiring harnesses are arranged along the vehicle body protective groove and centrally connected to the junction box on the rear side of the cab (wire diameter ≥2.5mm² weather-resistant PVC wire, shielding layer grounded); connect to the original vehicle CAN bus and OBDⅡ interface, and debug the control logic through ECU (such as wind power module start speed, charging and discharging priority); pair with mobile APP to verify data synchronization and remote control functions.

[0052] Bench testing phase. Power generation efficiency test: Simulating vehicle speeds of 30-120km / h and illuminance of 10,000-100,000 lux, the overall system conversion efficiency was measured to be ≥85% (wind power module efficiency ≥39%, photovoltaic module efficiency ≥23.5%); Wind resistance test: Wind tunnel experiments showed that the wind resistance coefficient increase after installation was 0.04 (≤0.05), meeting the design target; Safety test: High and low temperature test: The energy storage battery can operate normally when heated to -20℃ at -30℃, and the photovoltaic module 7 heat dissipation film activates at 65℃, with the temperature stabilizing below 55℃; Vibration test: After 100,000 vibrations at a frequency of 5-50Hz, the components showed no loosening or deformation, and the wiring terminals had good contact; Electrical safety: Insulation resistance ≥100MΩ, and the BMS cut off the circuit within 0.5s during the short circuit test, with no risk of fire.

[0053] Real-vehicle road testing phase. Test vehicles: electric heavy truck (Jiefang J7 electric version, battery capacity 282kWh), electric light truck (Wuling EV50, battery capacity 41.86kWh);

[0054] Test conditions and results: Test vehicles: Electric heavy truck (Jiefang J7 electric version, battery capacity 282kWh), electric light truck (Wuling EV50, battery capacity 41.86kWh); Test conditions and results: Fault statistics: No faults occurred during 1000km of real vehicle testing, data synchronization delay was ≤100ms, and remote control response was normal.

[0055] In summary, embodiments of the present invention provide a vehicle-mounted wind-solar hybrid intelligent power generation and energy recovery device. The present invention adopts a four-level modular closed-loop architecture of "power generation unit - energy storage unit - control unit - power supply unit", integrating a vehicle-driven wind power recovery module and a vehicle-mounted distributed photovoltaic energy replenishment module. The control unit evaluates the net energy gain of wind power generation in real time based on the vehicle's driving conditions (vehicle speed, acceleration, slope, SOC) and environmental perception information (wind speed, sunlight). Combined with the state of charge and load demand of the energy storage unit, it performs start-up, shutdown, and power regulation control of the wind power generation unit, and performs maximum power tracking or power limiting control of the photovoltaic power generation unit. At the same time, it coordinates the energy storage unit to perform charging and discharging operations, thereby achieving a dynamic balance between power generation and energy consumption and improving the overall energy recovery efficiency.

[0056] This invention combines wind power generation modules and photovoltaic power generation modules to achieve a combination of "brake wind power recovery + photovoltaic energy supplementation," covering all operating conditions such as highways, urban areas, and parking, thus overcoming the limitations of a single energy source. The turbine wind turbine 3, housed within the fairing 1, works in conjunction with the vertical wind turbine 4 located below the vehicle's front cabin. When the vehicle brakes at the target speed, the ventilation component 2 controls the operation of the wind power module, effectively improving wind power generation efficiency and avoiding excessive additional drag. Simultaneously, by controlling the total weight of the device, the overall wind resistance increase is ensured to be ≤0.05, and the total weight ≤300kg, resulting in a system overall conversion efficiency ≥85% and a 10%-20% increase in range. Furthermore, the modular design allows for plug-and-play installation, supports individual maintenance, remote monitoring, and fault guidance, reducing maintenance costs.

[0057] The above are merely preferred embodiments of the present invention and are not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A vehicle-mounted wind-solar hybrid intelligent power generation and energy recovery device, characterized in that, It includes a power generation unit, an energy storage unit, a power supply unit, and a control unit; The power generation unit includes a wind power generation module and a photovoltaic power generation module. The wind power generation module includes at least one wind power generation module. The photovoltaic power generation module converts solar radiation energy into electrical energy, provides continuous power output under different lighting conditions, and outputs the power to the energy storage unit. The power supply unit is electrically connected to the vehicle load and outputs power demand information to the control unit. The energy storage module releases electrical energy when the control unit issues a power demand command and simultaneously outputs the current state of charge. Based on the received vehicle speed, acceleration, and gradient information, the control unit classifies the vehicle's current operating state into acceleration, cruising, deceleration, and downhill conditions, generates corresponding condition adjustment coefficients, and executes the following control process: Under conditions where power generation is permitted, the control unit calculates the relative airflow conditions based on vehicle speed and wind speed, and obtains the maximum power generation corresponding to the current wind speed by combining the preset characteristic curve of the wind power generation module. At the same time, additional air resistance is introduced to estimate the resistance loss, and a power generation revenue coefficient is constructed based on the maximum power generation and resistance loss. The control unit generates an energy storage constraint coefficient by combining the current state of charge of the energy storage module, and integrates the operating condition adjustment coefficient, the power generation revenue coefficient and the energy storage constraint coefficient to obtain the target power generation. The control unit calculates the target electromagnetic torque based on the target power generation and the current speed of the wind power generation module, and generates a current control command based on the deviation between the target electromagnetic torque and the actual electromagnetic torque. The control unit adjusts the electromagnetic torque of the wind power generation module through the converter, so that the wind turbine speed dynamically approaches the target operating state, thereby enabling the wind power generation module to operate in the high-efficiency energy conversion range under the current wind speed conditions.

2. The vehicle-mounted wind-solar hybrid intelligent power generation energy recovery device according to claim 1, characterized in that, The control unit receives the vehicle's current driving speed and ambient wind speed information, decomposes the current ambient wind speed into direction and vector superimposes it with the vehicle's driving speed to calculate the relative airflow speed at the location of the wind power generation module; the control unit inputs the relative airflow speed into a preset wind turbine characteristic curve, finds the maximum power point at which the wind turbine can operate stably under the given wind speed condition, and reads the speed range and torque range corresponding to the maximum power point as the upper limit boundary of the wind turbine's current allowed operation.

3. The vehicle-mounted wind-solar hybrid intelligent power generation energy recovery device according to claim 2, characterized in that, After obtaining the operating condition adjustment coefficient and the power generation benefit coefficient, the control unit receives the current state of charge information output by the energy storage module, and performs continuous mapping processing on the state of charge in conjunction with the charging and discharging power limit of the energy storage module to generate an energy storage constraint coefficient that characterizes the allowable range of power generation of the energy storage system. Subsequently, the control unit performs range limiting processing on the power generation using the operating condition adjustment coefficient to determine the allowable range of power generation that matches the current operating condition of the vehicle. Within the allowable range, the power generation benefit coefficient is applied to the power generation for amplitude modulation processing.

4. The vehicle-mounted wind-solar hybrid intelligent power generation energy recovery device according to claim 3, characterized in that, The control unit receives the target power generation and the current rotation speed of the wind power generation module, and performs torque conversion processing according to the correspondence between the target power generation and the current rotation speed to obtain the target electromagnetic torque that matches the target power generation. Subsequently, the control unit acquires the actual electromagnetic torque of the wind power generation module, and performs deviation calculation processing on the target electromagnetic torque and the actual electromagnetic torque to generate an electromagnetic torque deviation signal; the control unit generates a current control command based on the electromagnetic torque deviation signal, and outputs the current control command to the converter; The converter adjusts the electromagnetic torque of the wind power generation module according to the current control command, so that the actual electromagnetic torque converges to the target electromagnetic torque, and drives the wind turbine speed to dynamically approach the operating state corresponding to the target power generation, thereby keeping the wind power generation module in the high-efficiency energy conversion range under the current wind speed conditions.

5. The vehicle-mounted wind-solar hybrid intelligent power generation energy recovery device according to claim 1, characterized in that, The wind power generation module includes a turbine wind turbine and a vertical wind turbine. An air guide channel is provided between the turbine wind turbine and the ventilation component. The front end of the air guide channel is connected to the ventilation component, and the wind turbine is located at the rear end of the air guide channel. The cross-sectional area of ​​the front end of the air guide channel is larger than that of the rear end, and the gap between the air guide channel and the wind turbine is ≤5mm. The wind turbine is equipped with an electromagnetic clutch and connected to a permanent magnet synchronous generator.

6. The vehicle-mounted wind-solar hybrid intelligent power generation energy recovery device according to claim 1, characterized in that, The photovoltaic power generation module is used to convert solar radiation energy into electrical energy, output electrical energy under different lighting conditions, and perform maximum power point tracking or power limiting output under the regulation of the control unit.

7. The vehicle-mounted wind-solar hybrid intelligent power generation energy recovery device according to claim 1, characterized in that, The control unit includes an energy management ECU, a DC / DC converter, a vehicle speed sensor, and a light sensor. The control unit communicates with the power generation unit, the energy storage unit, the vehicle's original central control system, and the original vehicle's power battery via a CAN bus.

8. The vehicle-mounted wind-solar hybrid intelligent power generation energy recovery device according to claim 1, characterized in that, The control unit suppresses the operation of the wind power generation module when the vehicle is accelerating, increases the output power of the wind power generation module when the vehicle is decelerating or going downhill, and limits the output of the power generation unit when the current state of charge output by the energy storage module is close to the upper limit.

9. The vehicle-mounted wind-solar hybrid intelligent power generation energy recovery device according to claim 1, characterized in that, The energy management ECU of the control unit synchronously transmits power, battery SOC, energy consumption data and fault status to the original vehicle central control every 80-120ms; the fault response time of the control unit is ≤1s, and it can automatically store fault codes and operating parameters at the time of the fault. The fault codes include insulation resistance fault, overcharge fault, overtemperature fault and overcurrent fault, and provide fault troubleshooting guidance.

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