A wind energy recovery range extender for electric vehicles

Abstract

This invention relates to the field of energy-saving technology for electric vehicles, specifically to a wind resistance wind energy recovery range extender for electric vehicles. The device includes an installation assembly, a blade assembly, and a power generation assembly. The installation assembly includes a support plate and an installation structure, with the installation structure mounted on the support plate for connection to the vehicle's air intake grille. The blade assembly includes a rotating plate, a micro-generator, blades, and a rotation drive structure. The rotating plate is rotatably connected to the support plate, and mounting holes are provided on the rotating plate. The micro-generator is correspondingly fixed in the mounting holes. The rotation drive structure drives the rotating plate to rotate. The power generation assembly is connected to the micro-generator and stores electrical energy. It can convert wind resistance, which would otherwise consume power, into electrical energy. When the vehicle is traveling at high speeds, a portion of the consumed electrical energy can be recovered, increasing the driving range.

Description

Technical Field

[0001] This invention relates to the field of energy-saving technology for electric vehicles, and in particular to a wind energy recovery and range extender for electric vehicles. Background Technology

[0002] With the escalating global energy crisis and heightened environmental awareness, electric vehicles (EVs) have experienced rapid development as an alternative to traditional gasoline-powered vehicles. However, range anxiety remains a key bottleneck hindering the widespread adoption of EVs. Currently, the main methods for improving EV range include increasing battery energy density, optimizing motor efficiency, and building a comprehensive charging infrastructure. However, air resistance is a major factor in energy consumption during vehicle operation, especially at high speeds, where the work done to overcome air resistance accounts for a significant proportion of the vehicle's total energy consumption.

[0003] Existing electric vehicles are typically designed to reduce drag coefficient through streamlined body designs, thereby reducing energy consumption. However, this design approach merely passively "reduces" energy loss and fails to recover and reuse the energy dissipated due to wind resistance, thus reducing energy utilization efficiency. Summary of the Invention

[0004] The purpose of this invention is to provide an electric vehicle wind resistance wind energy recovery range extender, which can convert the wind resistance that originally consumed power into electrical energy. When the vehicle is driving at high speed, a portion of the consumed electrical energy can be recovered to increase the driving range.

[0005] To achieve the above objectives, the present invention provides an electric vehicle wind resistance wind energy recovery range extender, including an installation assembly, a blade assembly, and a power generation assembly. The installation assembly includes a support plate and an installation structure, and the installation structure is disposed on the support plate for connection with the vehicle's air intake grille. The blade assembly includes a rotating plate, a micro generator, blades, and a rotation drive structure. The rotating plate is rotatably connected to the support plate. The rotating plate has mounting holes, and the micro generator is fixed in the mounting holes. The rotation drive structure is used to drive the rotating plate to rotate. The power generation component is connected to the micro generator and is used to store electrical energy.

[0006] The support plate includes a support plate body, a sliding adjustment plate, and a locking screw. The sliding adjustment plate is slidably connected to the support plate body and is located on one side of the support plate body. The locking screw is threadedly connected to the sliding adjustment plate to lock the position of the sliding adjustment plate.

[0007] The rotating plate has ventilation holes distributed on the rotating plate.

[0008] The rotation drive structure includes a drive block, a drive screw, and a drive rod. The drive block is slidably disposed on the support plate. The drive screw is threadedly connected to the drive block. The drive rod is rotatably connected to the drive block and the rotating plate and is located between the drive block and the rotating plate.

[0009] The blade assembly further includes an inclined plate, which is disposed on the rotating plate and is used to guide airflow around the blade when the rotating plate is in a horizontal position.

[0010] The blade assembly further includes a tilt adjustment module, which comprises a wind speed detection unit, a wind resistance calculation unit, and a tilt adjustment unit. The wind speed detection unit is used to acquire wind speed data, the wind resistance calculation unit is used to calculate wind resistance based on the wind speed data, and the tilt adjustment unit is used to adjust the tilt angle of the rotating plate based on the wind resistance.

[0011] The power generation component includes an energy conversion module and an energy storage module. The energy conversion module is used to rectify the electrical energy output by the micro generator and to perform voltage matching with the battery. The energy storage module is electrically connected to the energy conversion module and the original battery of the electric vehicle, respectively, and is used to stably input the processed electrical energy into the original battery.

[0012] The energy conversion module includes a rectifier unit, a filter unit, and a DC-DC converter unit. The rectifier unit uses a full-bridge rectifier circuit to convert the AC power output from the micro generator into DC power. The filtering unit uses an LC filter circuit to filter out noise in the DC power and improve power stability. The DC-DC converter dynamically adjusts the output voltage according to the original vehicle battery voltage to achieve precise voltage matching and adapt to the battery specifications of different electric vehicle models.

[0013] The energy conversion module also includes a voltage regulator unit, which uses a linear voltage regulator chip to control the output voltage fluctuation within ±0.5V.

[0014] The energy storage module includes an anti-backflow unit, an energy buffer unit, and a connection interface. The anti-reverse current unit uses a Schottky diode with a voltage drop of no more than 0.3V to prevent the power from the original vehicle battery from flowing back into the micro wind power generation module, thus avoiding module damage and energy waste. The energy buffer unit is used to store excess instantaneous electrical energy. When the output power of the micro wind power generation module fluctuates, the power output is balanced by the charging and discharging of the supercapacitor group to ensure the stability of the power input to the battery. The connection interface uses a waterproof quick connector, which can be directly connected to the original battery interface of the electric vehicle.

[0015] The present invention provides an electric vehicle wind resistance wind energy recovery range extender, which converts the wind resistance that originally consumed power into electrical energy. According to simulation estimates, when the vehicle is driving at high speed (such as 90km / h-120km / h), a portion of the consumed electrical energy can be recovered to increase the driving range.

[0016] By incorporating an adjustable-angle rotating plate and ventilation holes, the system can flexibly switch between power generation mode and low-resistance mode. When power generation is not required or rapid acceleration is needed, the rotating plate closes to reduce the frontal area, and the ventilation holes ensure sufficient air intake for the radiator, avoiding any impact on power performance and thermal management.

[0017] The tilt adjustment module can automatically adjust the blade angle according to vehicle speed, wind resistance, and driving intentions (such as accelerator pedal opening) to achieve an optimal balance between power generation and driving resistance. During braking, the tilt angle can be increased to utilize wind resistance to assist in deceleration, while simultaneously recovering a large amount of energy and reducing the burden on the braking system. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application or the prior art, the accompanying drawings used in the description of the embodiments or the prior art will be briefly introduced below.

[0019] Figure 1 This is a structural diagram of an electric vehicle wind energy recovery range extender according to the present invention.

[0020] Figure 2 This is a structural diagram of the multiple micro generators and blades of the present invention.

[0021] Figure 3 This is a left-side structural diagram of the multiple micro-generators and blades of the present invention.

[0022] Figure 4 This is a right-side structural diagram of the multiple micro-generators and blades of the present invention.

[0023] Figure 5 This is a structural diagram of the tilt adjustment module of the present invention.

[0024] Figure 6 This is a structural diagram of the power generation component of the present invention.

[0025] Figure 7 This is a structural diagram of the energy conversion module of the present invention.

[0026] Figure 8 This is a structural diagram of the energy storage module of the present invention.

[0027] In the diagram: Support plate 101, mounting structure 102, rotating plate 103, micro generator 104, blade 105, rotation drive structure 106, support plate body 107, sliding adjustment plate 108, locking screw 109, ventilation hole 110, drive block 111, drive screw 112, drive rod 113, inclined plate 114, wind speed detection unit 115, wind resistance calculation unit 116, tilt angle adjustment unit 117, energy conversion module 118, energy storage module 119, rectifier unit 120, filter unit 121, DC-DC conversion unit 122, voltage stabilizing unit 123, anti-backflow unit 124, energy buffer unit 125, connection interface 126. Detailed Implementation

[0028] The embodiments of the present invention are described in detail below. Examples of the embodiments are shown in the accompanying drawings. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain the present invention, but should not be construed as limiting the present invention.

[0029] First embodiment: Please see Figures 1-8 This invention provides a wind energy recovery range extender for electric vehicles, comprising an installation assembly, a blade assembly 105, and a power generation assembly. The installation assembly includes a support plate 101 and an installation structure 102, the installation structure 102 being mounted on the support plate 101 for connection to the vehicle's air intake grille. The blade assembly 105 includes a rotating plate 103, a micro generator 104, blades 105, and a rotation drive structure 106. The rotating plate 103 is rotatably connected to the support plate 101, and has mounting holes on it. The micro generator 104 is fixed in the mounting holes. The rotation drive structure 106 drives the rotating plate 103 to rotate. The power generation assembly is connected to the micro generator 104 for storing electrical energy.

[0030] In this embodiment, the mounting assembly includes a support plate 101 and a mounting structure 102. The mounting structure 102 is disposed on the support plate 101 and is used to connect with the vehicle's air intake grille, ensuring that the entire device is firmly fixed to the front of the vehicle to capture the maximum flow of oncoming airflow. The rotating plate 103 is rotatably connected to the support plate 101, forming an adjustable tilt panel. Mounting holes are provided on the rotating plate 103, and micro-generators 104 are correspondingly fixed in the mounting holes. The rotor shaft of each micro-generator 104 is drively connected to the corresponding blade 105. The rotation drive structure 106 is used to drive the rotating plate 103 to rotate according to driving conditions, thereby changing the windward angle of the blades 105 relative to the horizontal plane. The power generation assembly is electrically connected to the micro-generators 104 and is used to convert, rectify, and store the generated electrical energy in the vehicle's battery. By providing an adjustable tilt rotating plate 103 and ventilation holes 110, it is possible to flexibly switch between power generation mode and low-resistance mode. When power generation is not required or rapid acceleration is needed, the rotating plate 103 closes to reduce the frontal area, and the ventilation hole 110 ensures the air intake of the radiator, thus avoiding affecting power performance and thermal management.

[0031] The tilt adjustment module can automatically adjust the blade angle by 105 degrees according to vehicle speed, wind resistance, and driving intentions (such as accelerator pedal opening) to achieve an optimal balance between power generation and driving resistance. During braking, the tilt angle can be increased to utilize wind resistance to assist in deceleration, while simultaneously recovering a large amount of energy and reducing the burden on the braking system.

[0032] The support plate 101 includes a support plate body 107, a sliding adjustment plate 108, and a locking screw 109. The sliding adjustment plate 108 is slidably connected to the support plate body 107 and is located on the side of the support plate body 107 closer to the vehicle body. By adjusting the extension length of the sliding plate, it can adapt to different vehicle models and different sizes of air intake grille openings. The locking screw 109 is threadedly connected to the sliding adjustment plate 108 and is used to lock the position of the sliding adjustment plate 108 after adjustment, ensuring installation stability.

[0033] To reduce wind resistance when the rotating plate 103 is closed, the rotating plate 103 has ventilation holes 110. The ventilation holes 110 are arranged in an array on the rotating plate 103. When the rotating plate 103 rotates to be parallel to the horizontal plane (i.e., low wind resistance mode), the airflow can pass through the ventilation holes 110 and flow directly to the engine compartment or radiator, avoiding the impact on heat dissipation performance or the increase of additional drag caused by the blades 105 completely blocking the air intake.

[0034] The rotation drive structure 106 includes a drive block 111, a drive screw 112, and a drive rod 113. The drive block 111 is slidably disposed within a groove in the support plate 101. The drive screw 112 is threadedly connected to the drive block 111. The drive screw 112 is rotated by a motor or a manual knob, causing the drive block 111 to move linearly along the groove. One end of the drive rod 113 is rotatably connected to the drive block 111, and the other end is rotatably connected to the back of the rotating plate 103, forming a crank-slider mechanism. When the drive block 111 moves, the drive rod 113 pushes and pulls the rotating plate 103, changing the tilt angle of the rotating plate 103 relative to the support plate 101.

[0035] The blade 105 assembly also includes an inclined plate 114, which is disposed on the rotating plate 103 and is used to guide the airflow around the blade 105 when the rotating plate 103 is in a horizontal position.

[0036] The inclined plate 114 is disposed on the edge of the rotating plate 103, specifically on the windward side of the rotating plate 103. When the rotating plate 103 is rotated to the horizontal position (i.e., the blade 105 is hidden), the inclined plate 114 is used to guide the airflow to smoothly bypass the surface of the blade 105, reducing the vortex resistance formed by the airflow impacting the back of the blade 105.

[0037] The blade 105 assembly also includes a tilt adjustment module, which includes a wind speed detection unit 115, a wind resistance calculation unit 116, and a tilt adjustment unit 117. The wind speed detection unit 115 is used to acquire wind speed data, the wind resistance calculation unit 116 is used to calculate wind resistance based on the wind speed data, and the tilt adjustment unit 117 is used to adjust the tilt angle of the rotating plate 103 based on the wind resistance.

[0038] The wind speed detection unit 115 is used to acquire real-time wind speed data during vehicle operation. It employs a small wind speed sensor, fixed at the front end of the rotating plate 103, which can accurately detect the speed and direction of airflow. The detected wind speed data (analog signal) is converted into an electrical signal and transmitted to the wind resistance calculation unit 116. The wind speed sensor has a detection range of 0-120 km / h and a detection accuracy of ±0.5 km / h, making it adaptable to different driving speed conditions of electric vehicles.

[0039] The wind resistance calculation unit 116 is used to calculate the wind resistance based on wind speed data. It uses a microcontroller as the core control chip and has a pre-stored wind resistance calculation algorithm. Based on the wind speed data transmitted by the wind speed detection unit 115, combined with parameters such as vehicle speed and the tilt angle of the rotating plate 103, it calculates the wind resistance under the current operating conditions and the corresponding optimal blade angle 105 (i.e., the optimal tilt angle of the rotating plate 103), and transmits the calculation results to the tilt angle adjustment unit 117. The wind resistance calculation algorithm is based on aerodynamic principles and can quickly and accurately calculate the optimal tilt angle under different operating conditions, ensuring maximum wind energy recovery efficiency.

[0040] The tilt adjustment unit 117 is used to adjust the tilt angle of the rotating plate 103 based on the calculation results of the wind resistance calculation unit 116. It works in conjunction with the rotation drive structure 106 and includes a drive motor and a position sensor. The drive motor is connected to the drive screw 112 and can drive the drive screw 112 to rotate, causing the drive block 111 to slide, thereby adjusting the tilt angle of the rotating plate 103. The position sensor is fixed at the rotation shaft of the rotating plate 103 and is used to detect the real-time tilt angle of the rotating plate 103. The tilt angle data is fed back to the wind resistance calculation unit 116 to form a closed-loop control, ensuring that the rotating plate 103 can be accurately adjusted to the optimal tilt angle. When wind speed changes during vehicle operation, the tilt adjustment module can detect, calculate, and adjust in real time. Specifically, it integrates an ultrasonic anemometer, vehicle speed sensor, and inertial measurement unit to construct a real-time perception network, accurately capturing the environmental wind vector and the vehicle's dynamic state. The central control unit then uses a data fusion algorithm to calculate the relative wind conditions, combining a pre-calibrated aerodynamic MAP and dynamic compensation model to calculate the optimal target tilt angle of the "rotating plate 103" within milliseconds. Through a servo motor drive system with a position feedback closed loop, it automatically performs angle adjustments to counteract crosswind interference or optimize wind resistance. The entire process can achieve dynamic adaptive looping from environmental perception and intelligent decision-making to precise execution without manual intervention, thereby significantly improving the vehicle's driving stability in complex wind fields and the intelligence level of the device. This achieves dynamic adaptive adjustment of the tilt angle of the rotating plate 103 without manual intervention, enhancing the device's intelligence level.

[0041] The power generation component includes an energy conversion module 118 and an energy storage module 119. The energy conversion module 118 is used to rectify the electrical energy output by the micro generator 104 and perform voltage matching processing with the battery. The energy storage module is electrically connected to the energy conversion module 118 and the original battery of the electric vehicle, respectively, and is used to stably input the processed electrical energy into the original battery.

[0042] The energy conversion module 118 is used to rectify, filter, stabilize, and match the voltage of the electrical energy output by the micro generator 104 with that of the battery, so as to ensure that the output electrical energy meets the charging requirements of the original battery of the electric vehicle and avoid damage to the original battery and electrical system due to unstable electrical energy.

[0043] The energy conversion module 118 includes a rectifier unit 120, a filter unit 121, and a DC-DC converter unit 122. The rectifier unit 120 uses a full-bridge rectifier circuit to convert the AC power output from the micro generator 104 into DC power. The filter unit 121 uses an LC filter circuit to filter out noise in the DC power and improve power stability. The DC-DC converter unit 122 dynamically adjusts the output voltage according to the original vehicle battery voltage to achieve precise voltage matching and adapt to the battery specifications of different electric vehicle models.

[0044] The rectifier unit 120 employs a full-bridge rectifier circuit to convert the AC power output from the micro-generator 104 into DC power. When the micro-generator 104 is operating, due to fluctuations in the rotational speed of the blades 105, the output power is AC, and its voltage and frequency are unstable, making it unable to directly charge the battery. Therefore, the rectifier unit 120 is needed to convert the AC power into DC power. The full-bridge rectifier circuit consists of four diodes connected in a bridge configuration. It features high rectification efficiency, stable output voltage, and strong anti-interference capabilities, efficiently converting the AC power output from the micro-generator 104 into pulsating DC power with a conversion efficiency exceeding 95%. Simultaneously, the rectifier unit 120 also includes an overcurrent protection circuit. When the output current exceeds the rated value, the circuit is automatically cut off to protect the micro-generator 104 and subsequent circuits from damage.

[0045] The filtering unit 121 employs an LC filter circuit to filter out noise in the DC power supply and improve power stability. The DC power output from the rectifier unit 120 is pulsating DC power, containing a significant amount of AC noise. If directly input to the battery, it would affect the battery's charging efficiency and lifespan. Therefore, the filtering unit 121 is needed to filter out the noise. The LC filter circuit consists of an inductor and a capacitor. The inductor impedes AC current while allowing DC current to pass through, while the capacitor stores charge and filters out high-frequency noise. Working together, they effectively filter out AC noise in the pulsating DC power supply, making the output DC power supply more stable. The noise voltage is controlled within 50mV, ensuring that the power quality meets the battery charging requirements. The LC filter circuit has a simple structure, low cost, and good filtering effect. It is compatible with the power output characteristics of the micro generator 104 and can operate stably under different speed conditions, preventing noise from interfering with subsequent modules.

[0046] The DC-DC converter 122 employs a dynamically adjustable DC-DC conversion circuit, capable of dynamically adjusting the output voltage according to the original vehicle battery voltage to achieve precise voltage matching and adapt to the battery specifications of different electric vehicle models. Different electric vehicle models have different original battery voltage specifications (e.g., 12V, 24V, 48V, etc.). If the voltage output by the energy conversion module 118 does not match the battery voltage, it can lead to charging failure or battery damage. Therefore, dynamic voltage matching is achieved through the DC-DC converter 122. The DC-DC converter 122 uses PWM (Pulse Width Modulation) technology, dynamically adjusting the output voltage by adjusting the pulse width. The voltage adjustment range is 10V-60V, adapting to the battery specifications of most electric vehicles. It also features high conversion efficiency, stable output voltage, and fast response speed, achieving a conversion efficiency of over 90%, ensuring efficient use of electrical energy.

[0047] The energy conversion module 118 also includes a voltage regulator unit 123, which uses a linear voltage regulator chip to control output voltage fluctuations within ±0.5V. Although the electrical energy after rectification, filtering, and DC-DC conversion is basically stable, slight voltage fluctuations may still exist. If directly input to the battery, this would affect the battery's charging efficiency and lifespan. Therefore, the voltage regulator unit 123 is needed to further stabilize the voltage. The linear voltage regulator chip features stable output voltage, low noise, and low ripple, strictly controlling output voltage fluctuations within ±0.5V to ensure stable input voltage to the battery. It also has overvoltage and overheat protection functions; when the output voltage exceeds the rated value or the chip temperature is too high, it automatically cuts off the circuit to protect the battery and energy conversion module 118 from damage. The linear voltage regulator chip selected is the AMS1117 series, which has low dropout voltage and low quiescent current, suitable for the low power consumption requirements of automotive conditions. It can operate stably within a temperature range of -40℃ to 85℃, meeting the requirements of different driving environments for electric vehicles.

[0048] The energy storage module is electrically connected to the energy conversion module 118 and the original battery of the electric vehicle, respectively, to stably input the processed electrical energy into the original battery, and at the same time to protect the system from damage caused by reverse flow of electrical energy and instantaneous voltage fluctuations. The energy storage module includes an anti-reverse flow unit 124, an energy buffer unit 125, and a connection interface 126. The units work together to ensure stable transmission and storage of electrical energy.

[0049] The anti-reverse current unit 124 uses a Schottky diode with a voltage drop not exceeding 0.3V. It prevents the reverse flow of electrical energy from the original vehicle battery into the micro wind power generation module, avoiding module damage and energy waste. When the micro generator 104 stops working (e.g., when the vehicle is parked or driving at low speed), the voltage of the original vehicle battery may be higher than the output voltage of the energy conversion module 118. Without an anti-reverse current device, the battery's electrical energy will flow backward into the micro generator 104 and the energy conversion module 118, causing module damage and energy waste. The Schottky diode features a small forward voltage drop, fast switching speed, and small reverse leakage current. Its forward voltage drop does not exceed 0.3V, effectively reducing losses during power transmission. Simultaneously, its good reverse cutoff performance reliably prevents reverse energy flow, protecting the micro generator 104 and the energy conversion module 118. In addition, Schottky diodes have good high temperature resistance and impact resistance, and can adapt to the complex working conditions during automobile driving. They can work stably in a temperature range of -50℃ to 125℃, avoiding the impact of temperature changes on their performance.

[0050] The energy buffer unit 125 is used to store instantaneous excess electrical energy. When the output power of the micro wind power generation module fluctuates, the supercapacitor bank balances the output power to ensure the stability of the power input to the battery. Since wind speed changes constantly during vehicle operation, the output power of the micro generator 104 also fluctuates. Directly inputting this fluctuating power into the battery would affect its charging efficiency and lifespan. Therefore, the energy buffer unit 125 is needed to balance the output power. The energy buffer unit 125 uses a supercapacitor bank. Supercapacitors are characterized by fast charging and discharging speeds, long cycle life, large capacity, and good low-temperature resistance, enabling them to quickly store instantaneous excess electrical energy. When the output power of the micro generator 104 is insufficient, the supercapacitor bank discharges to supplement the power, ensuring the stability of the power input to the battery. The capacity of the supercapacitor bank is determined according to the rated power of the micro generator 104, typically ranging from 1000F to 5000F, which can meet the energy buffering needs under different operating conditions. The supercapacitor bank also has a protection circuit to prevent overcharging and over-discharging, extending its lifespan.

[0051] The connection interface 126 is a waterproof quick connector that can directly interface with the original battery interface of the electric vehicle, making installation convenient and providing excellent waterproof and dustproof performance. The specifications of the connection interface 126 match the original battery interface of the electric vehicle, employing a plug-in design that eliminates the need for extensive modifications to the original vehicle wiring. Users can install or remove the device themselves, enhancing its ease of use. Furthermore, the outer shell of the connection interface 126 features a waterproof and sealed structure with an IP67 protection rating, effectively preventing rainwater, dust, and other debris from entering the interface, avoiding poor contact or short circuits, ensuring safe and stable power transmission, and adapting to the complex outdoor driving environment of electric vehicles.

[0052] This invention captures wind resistance generated during vehicle operation through the blade 105 assembly, converts wind energy into mechanical energy, and then converts it into electrical energy through the micro generator 104. After being processed by the power generation component, the electrical energy is stored in the original vehicle battery, providing additional electrical energy for the vehicle, effectively reducing the vehicle's dependence on battery energy consumption and increasing driving range.

[0053] The above-disclosed embodiments are merely one or more preferred embodiments of this application and should not be construed as limiting the scope of this application. Those skilled in the art can understand that all or part of the processes for implementing the above embodiments and equivalent changes made in accordance with the claims of this application still fall within the scope of this application.

Claims

1. A wind energy recovery and range extender for electric vehicles, characterized in that, It includes a mounting assembly, a blade assembly, and a power generation assembly. The mounting assembly includes a support plate and a mounting structure, which is disposed on the support plate for connection with the vehicle's air intake grille. The blade assembly includes a rotating plate, a micro generator, blades, and a rotation drive structure. The rotating plate is rotatably connected to the support plate. The rotating plate has mounting holes, and the micro generator is fixed in the mounting holes. The rotation drive structure is used to drive the rotating plate to rotate. The power generation component is connected to the micro generator and is used to store electrical energy.

2. The electric vehicle wind energy recovery range extender as described in claim 1, characterized in that, The support plate includes a support plate body, a sliding adjustment plate, and a locking screw. The sliding adjustment plate is slidably connected to the support plate body and is located on one side of the support plate body. The locking screw is threadedly connected to the sliding adjustment plate to lock the position of the sliding adjustment plate.

3. The electric vehicle wind energy recovery range extender as described in claim 2, characterized in that, The rotating plate has ventilation holes distributed on the rotating plate.

4. The electric vehicle wind energy recovery range extender as described in claim 3, characterized in that, The rotation drive structure includes a drive block, a drive screw, and a drive rod. The drive block is slidably disposed on the support plate. The drive screw is threadedly connected to the drive block. The drive rod is rotatably connected to the drive block and the rotating plate and is located between the drive block and the rotating plate.

5. The electric vehicle wind energy recovery range extender as described in claim 4, characterized in that, The blade assembly also includes an inclined plate disposed on the rotating plate, which guides the airflow around the blade when the rotating plate is in a horizontal position.

6. The electric vehicle wind energy recovery range extender as described in claim 5, characterized in that, The blade assembly also includes a tilt adjustment module, which includes a wind speed detection unit, a wind resistance calculation unit, and a tilt adjustment unit. The wind speed detection unit is used to acquire wind speed data, the wind resistance calculation unit is used to calculate wind resistance based on the wind speed data, and the tilt adjustment unit is used to adjust the tilt angle of the rotating plate based on the wind resistance.

7. The electric vehicle wind energy recovery range extender as described in claim 6, characterized in that, The power generation component includes an energy conversion module and an energy storage module. The energy conversion module is used to rectify the electrical energy output by the micro generator and to perform voltage matching with the battery. The energy storage module is electrically connected to the energy conversion module and the original battery of the electric vehicle, respectively, and is used to stably input the processed electrical energy into the original battery.

8. The electric vehicle wind energy recovery range extender as described in claim 7, characterized in that, The energy conversion module includes a rectifier unit, a filter unit, and a DC-DC converter unit; The rectifier unit uses a full-bridge rectifier circuit to convert the AC power output from the micro generator into DC power. The filtering unit uses an LC filter circuit to filter out noise in the DC power and improve power stability. The DC-DC converter dynamically adjusts the output voltage according to the original vehicle battery voltage to achieve precise voltage matching and adapt to the battery specifications of different electric vehicle models.

9. The electric vehicle wind energy recovery range extender as described in claim 8, characterized in that, The energy conversion module also includes a voltage regulator unit, which uses a linear voltage regulator chip to control the output voltage fluctuation within ±0.5V.

10. The electric vehicle wind energy recovery range extender as described in claim 9, characterized in that, The energy storage module includes an anti-backflow unit, an energy buffer unit, and a connection interface; The anti-reverse current unit uses a Schottky diode with a voltage drop of no more than 0.3V to prevent the power from the original vehicle battery from flowing back into the micro wind power generation module, thus avoiding module damage and energy waste. The energy buffer unit is used to store excess instantaneous electrical energy. When the output power of the micro wind power generation module fluctuates, the power output is balanced by the charging and discharging of the supercapacitor group to ensure the stability of the power input to the battery. The connection interface uses a waterproof quick connector, which can be directly connected to the original battery interface of the electric vehicle.

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