Electric motorcycle energy recovery air guide groove device

Abstract

The utility model discloses an electric motorcycle energy recovery air guide groove device which is applied to the technical field of electric vehicles and comprises a groove box, adjusting boxes are in bolted connection with the top and the bottom of the right side of the groove box, and side plates are in bolted connection with the right sides of the front ends and the rear ends of the inner walls of the adjusting boxes; through the air guide groove device capable of controlling the air inlet amount, the airflow input strength can be dynamically adjusted according to the actual driving state of a vehicle, airflow energy can be fully captured by increasing the air inlet amount in the high-speed driving process, the recycling efficiency is improved, system overload is avoided by reducing the air inlet amount in the low-speed or congested road section, and meanwhile the negative influence of air resistance on endurance is reduced; the self-adaptive adjusting mechanism not only protects the stability of the energy recovery system, but also ensures the comprehensive performance balance under different working conditions. During riding, airflow rushing into the air guide groove drives the impeller to rotate at a high speed, wind energy is converted into kinetic energy of the generator, electric energy is continuously supplemented to the battery, the originally dissipated airflow kinetic energy can be recycled in the riding process, and the endurance mileage of the vehicle is prolonged.

Description

Technical Field

[0001] This utility model belongs to the field of electric vehicle technology, and specifically relates to an energy recovery air duct device for electric motorcycles. Background Technology

[0002] Electric motorcycles are a type of electric vehicle that uses a battery to power an electric motor. The electric drive and control system consists of the drive motor, power supply, and speed control device. Other components of an electric motorcycle are basically the same as those of an internal combustion engine motorcycle. They are categorized into electric mopeds and electric motorcycles based on maximum speed or motor power. The components of an electric motorcycle include: an electric drive and control system, mechanical systems such as drive transmission, and work devices to perform the designated task. The electric drive and control system is the core of an electric vehicle and the biggest difference between it and vehicles powered by an internal combustion engine. Both electric two-wheeled mopeds and electric two-wheeled motorcycles belong to this category. Motor vehicles can only be driven on the road after obtaining a valid driver's license and registering a motorcycle with compulsory traffic accident liability insurance. However, traditional electric motorcycles have fixed-structure air ducts, which can cause the energy recovery system to overload at high speeds due to excessive airflow. This may lead to overheating or accelerated wear of mechanical parts. In addition, the wind energy that could have been captured by traditional electric motorcycles will be completely dissipated during driving, resulting in energy waste. The battery cannot be replenished with additional power, and the driving range depends solely on the initial charge and regular charging, reducing energy utilization. To solve the problems mentioned above, we propose an energy recovery air duct device for electric motorcycles. Utility Model Content

[0003] The purpose of this utility model is to provide an energy recovery air duct device for electric motorcycles, which has the advantages of controllable air intake and airflow energy recovery.

[0004] The above-mentioned technical objective of this utility model is achieved through the following technical solution: an energy recovery air duct device for electric motorcycles, including a duct box, an adjustment box is bolted to the top and bottom of the right side of the duct box, a side plate is bolted to the right side of the front and rear ends of the inner wall of the adjustment box, a limiting groove is formed at the bottom of the front and back of the side plate, a limiting block A is slidably connected to the right side inside the limiting groove, a Z plate is bolted to the opposite side of the two limiting blocks A, a connecting rod is rotatably connected to the left side of the bottom of the opposite side of the two Z plates, a rocker arm B is rotatably sleeved at the front and rear ends of the surface of the connecting rod, a rocker arm A is hinged to the left side of the opposite side of the two rocker arms B, and the right side of the back of the rear rocker arm A is hinged to the left side of the top of the front of the rear side plate, and a recovery mechanism is provided at the bottom inside the duct box.

[0005] The above technical solution involves: a motor driving the front rocker arm A to rotate, which in turn drives the front rocker arm B to move. The front rocker arm B then drives the connecting rod to rotate, which in turn drives the rear rocker arm B to move. The rear rocker arm A limits the rotation of the rear rocker arm B. The rotation of rocker arm B causes the Z-plate to move. Limiting blocks A and B limit the movement of the Z-plate. When the Z-plate moves, limiting block A moves towards the bottom right side of the limiting groove, while limiting block B moves along the top right side of the limiting groove, causing the Z-plate to flip. The flipping of the Z-plate causes the wind deflector to flip. The air guide device, which controls the amount of air intake, can dynamically adjust the airflow input intensity according to the actual driving conditions of the vehicle. Increasing the air intake at high speeds can fully capture airflow energy and improve recovery efficiency. Reducing the air intake at low speeds or in congested areas avoids system overload and reduces the negative impact of wind resistance on range. This adaptive adjustment mechanism protects the stability of the energy recovery system and ensures a balance of comprehensive performance under different operating conditions, resulting in a smoother riding experience and more rational energy utilization.

[0006] The present invention is further configured such that the recycling mechanism includes a drive box, the drive box is bolted to the bottom inside the trough, an air inlet pipe is inserted and sleeved on the right side of the drive box, a rotating shaft A is inserted and rotatably connected to the middle of the back of the drive box, an impeller is fixedly sleeved on the front end of the surface of the rotating shaft A, and a transmission mechanism is provided on the rear end of the surface of the rotating shaft A.

[0007] The above technical solution employs a recovery mechanism. Airflow enters the drive box through the inlet pipe, driving the impeller to rotate, and then exits through the outlet pipe. The rotation of the impeller drives the rotation of shaft A, which in turn drives gear A to rotate, gear A to rotate gear B, and gear B to rotate shaft B. The rotation of shaft B drives the generator to work, charging the electric motorcycle's battery. During riding, the airflow flowing into the air guide duct drives the impeller to rotate at high speed, converting wind energy into generator kinetic energy and continuously replenishing the battery with electrical energy. This not only recovers the originally dissipated airflow energy during riding, extending the vehicle's range, but also directly reduces the motor load through mechanical transmission, lowering battery consumption and making energy recovery more stable and efficient, with low maintenance costs.

[0008] The present invention is further configured such that a motor is fixedly sleeved on the right side of the front of the rocker arm A at the front end, and the front and rear ends of the motor output end surface penetrate the front of the adjustment box and the back of the front side plate and are rotatably connected. A frame is sleeved on the outside of the motor. A limiting block B is bolted to the left side of the bottom of the back of the Z plate, and the surface of the limiting block B is slidably connected to the left side of the limiting groove. A wind baffle is bolted to the right side of the Z plate.

[0009] The above technical solution is as follows: by setting a motor, the front rocker arm A can be driven to rotate; by setting a frame, the motor can be protected and stabilized; by setting a limit block B, the movement of the Z plate can be limited; and by setting a baffle, the incoming airflow can be adjusted and blocked.

[0010] The present invention is further configured such that the transmission mechanism includes a gear A, the gear A is fixedly sleeved at the rear end of the surface of the rotating shaft A, a gear B is meshed on the right side of the gear A, and the rotating shaft B is fixedly sleeved inside the gear B.

[0011] The above technical solution involves a transmission mechanism where shaft A drives gear A to rotate, gear A drives gear B to rotate, gear B drives shaft B to rotate, and shaft B's rotation drives the generator to work. The large gear drives the small gear to rotate, which can significantly increase the generator's input speed, making the output of electrical energy converted from wind energy more stable and abundant. This achieves efficient kinetic energy transfer and reduces losses in the energy conversion process.

[0012] The present invention is further configured such that a generator is sleeved at the rear end of the rotating shaft B, and the back of the generator is bolted to the rear end inside the slot box.

[0013] The above technical solution involves installing a generator, which rotates shaft B to drive the generator and charge the battery of the electric motorcycle.

[0014] The present invention is further configured such that an air outlet pipe is inserted through and sleeved on the left side of the drive box, and the left side of the surface of the air outlet pipe penetrates through and sleeves the left side of the slot box.

[0015] The above technical solution involves installing an air outlet duct to discharge the airflow inside the drive box.

[0016] The present invention is further configured such that a counterweight is fitted inside the impeller blades.

[0017] The above technical solution involves setting a counterweight to increase the impeller speed.

[0018] The present invention is further configured such that the right side inside the limiting groove is configured as a branching path.

[0019] The above technical solution is adopted: by setting it as a bifurcated path, when the Z plate moves, the limiting block A moves to the bottom of the right side inside the limiting groove, and the limiting block B moves along the top of the right side inside the limiting groove, causing the Z plate to flip.

[0020] The present invention is further configured such that the right side of the air inlet pipe is configured as an open shape.

[0021] By adopting the above technical solution, the incoming airflow can be increased by setting it to an open shape.

[0022] The present invention is further configured such that a bearing is rotatably connected to the front side of the rotating shaft B.

[0023] The above technical solution, by incorporating bearings, can stabilize the rotating shaft B.

[0024] In summary, this utility model has the following beneficial effects:

[0025] 1. This utility model uses an air guide device that can control the amount of air intake, which can dynamically adjust the airflow input intensity according to the actual driving conditions of the vehicle. When driving at high speed, increasing the air intake can fully capture airflow energy and improve recovery efficiency. When driving at low speed or in congested areas, reducing the air intake can avoid system overload and reduce the negative impact of wind resistance on range. This adaptive adjustment mechanism not only protects the stability of the energy recovery system, but also ensures the balance of comprehensive performance under different working conditions, making the riding experience smoother and the energy utilization more reasonable.

[0026] 2. This utility model uses the airflow that flows into the air guide duct during driving to drive the impeller to rotate at high speed, converting wind energy into generator kinetic energy and continuously replenishing the battery with electrical energy. It can not only recover the originally dissipated air kinetic energy during riding and extend the vehicle's range, but also directly reduce the motor load through mechanical transmission, reduce battery consumption, make energy recovery more stable and efficient, and reduce maintenance costs. Attached Figure Description

[0027] Figure 1 This is a schematic diagram of the overall structure of this utility model;

[0028] Figure 2 This is a front sectional view of the overall structure of this utility model;

[0029] Figure 3 This is a top sectional view of a partial structure of this utility model;

[0030] Figure 4 This is a partial structural side sectional view of the present invention;

[0031] Figure 5 This is a front sectional view of a partial structure of this utility model.

[0032] Reference numerals in the attached drawings: 1. Slot box; 2. Adjustment box; 3. Side plate; 4. Limiting slot; 5. Limiting block A; 6. Limiting block B; 7. Z-plate; 8. Connecting rod; 9. Rocker arm A; 10. Rocker arm B; 11. Drive box; 12. Air inlet pipe; 13. Rotating shaft A; 14. Rotating shaft B; 15. Impeller; 16. Motor; 17. Frame; 18. Baffle plate; 19. Gear A; 20. Gear B; 21. Generator; 22. Air outlet pipe; 23. Counterweight; 24. Bearing. Detailed Implementation

[0033] The present invention will be further described in detail below with reference to the accompanying drawings.

[0034] Example 1:

[0035] refer to Figure 1 , Figure 2 , Figure 4 , Figure 5 An energy recovery duct device for an electric motorcycle includes a duct box 1. An adjustment box 2 is bolted to the top and bottom of the right side of the duct box 1. Side plates 3 are bolted to the right side of the front and rear ends of the inner wall of the adjustment box 2. Limiting grooves 4 are formed at the bottom of the front and back sides of the side plates 3. Limiting blocks A5 are slidably connected to the right side inside the limiting grooves 4. Z-plates 7 are bolted to the opposite sides of the two limiting blocks A5. A connecting rod 8 is rotatably connected to the left side of the bottom of the opposite sides of the two Z-plates 7. Rocker arms B10 are rotatably sleeved at the front and rear ends of the surface of the connecting rod 8. Rocker arms A9 are hinged to the left side of the opposite sides of the two rocker arms B10, and the right side of the back of the rear rocker arm A9 is hinged to the left side of the top front of the rear side plate 3. A recovery mechanism is provided at the bottom inside the duct box 1. Motor 1 6 drives the front rocker arm A9 to rotate, the front rocker arm A9 drives the front rocker arm B10 to move, the front rocker arm B10 drives the connecting rod 8 to rotate, the connecting rod 8 drives the rear rocker arm B10 to move, the rear rocker arm A9 limits the rotation of the rear rocker arm B10, the rotation of the rocker arm B10 drives the Z plate 7 to move, the limiting block A5 and the limiting block B6 limit the movement of the Z plate 7, when the Z plate 7 moves, the limiting block A5 moves to the bottom of the right side inside the limiting groove 4, the limiting block B6 moves along the top of the right side inside the limiting groove 4, driving the Z plate 7 to flip, the movement and flipping of the Z plate 7 drives the wind deflector 18 to flip, the air guide device that can control the amount of air intake can dynamically adjust the airflow input intensity according to the actual driving state of the vehicle.

[0036] refer to Figure 2 , Figure 4 , Figure 5 A motor 16 is fixedly sleeved on the right side of the front rocker arm A9. The front and rear ends of the output end of the motor 16 pass through the front of the adjustment box 2 and the back of the front side plate 3 and are rotatably connected. A frame 17 is sleeved on the outside of the motor 16. A limit block B6 is bolted to the left side of the bottom back of the Z plate 7. The surface of the limit block B6 is slidably connected to the left side of the limit groove 4. A baffle plate 18 is bolted to the right side of the Z plate 7. The motor 16 can drive the front rocker arm A9 to rotate. The frame 17 can protect and stabilize the motor 16. The limit block B6 can limit the movement of the Z plate 7. The baffle plate 18 can adjust and block the incoming airflow.

[0037] refer to Figure 5The right side inside the limiting groove 4 is set as a fork path. By setting it as a fork path, when the Z plate 7 moves, the limiting block A5 moves to the bottom of the right side inside the limiting groove 4, and the limiting block B6 moves along the top of the right side inside the limiting groove 4, causing the Z plate 7 to flip.

[0038] Brief description of usage: When the air intake needs to be adjusted, motor 16 drives the front rocker arm A9 to rotate. The front rocker arm A9 drives the front rocker arm B10 to move. The front rocker arm B10 drives the connecting rod 8 to rotate. The connecting rod 8 drives the rear rocker arm B10 to move. The rear rocker arm A9 limits the rotation of the rear rocker arm B10. The rotation of rocker arm B10 drives the Z plate 7 to move. Limiting blocks A5 and B6 limit the movement of the Z plate 7. When the Z plate 7 moves, limiting block A5 moves towards the bottom right side of the limiting groove 4, and limiting block B6 moves along the inside of the limiting groove 4. The top right side moves, causing the Z plate 7 to flip. The movement and flipping of the Z plate 7 causes the wind deflector 18 to flip. The air guide device, which controls the amount of air intake, can dynamically adjust the airflow input intensity according to the actual driving conditions of the vehicle. Increasing the air intake at high speeds can fully capture airflow energy and improve recovery efficiency. Reducing the air intake at low speeds or in congested areas can avoid system overload and reduce the negative impact of wind resistance on range. This adaptive adjustment mechanism protects the stability of the energy recovery system and ensures the balance of comprehensive performance under different operating conditions, making the riding experience smoother and the energy utilization more reasonable.

[0039] Example 2:

[0040] refer to Figure 1 , Figure 2 , Figure 3 An energy recovery air duct device for electric motorcycles includes a drive box 11, which is bolted to the bottom inside the duct 1. An air inlet pipe 12 is threaded through and sleeved on the right side of the drive box 11. A rotating shaft A13 is threaded through and rotatably connected to the middle of the back of the drive box 11. An impeller 15 is fixedly sleeved on the front end of the surface of the rotating shaft A13. A transmission mechanism is provided at the rear end of the surface of the rotating shaft A13. Airflow enters the drive box 11 from the air inlet pipe 12, driving the impeller 15 to rotate, and then exits from the air outlet pipe 22. The rotation of the impeller 15 drives the rotating shaft A13 to rotate, which in turn drives the gear A19 to rotate. The gear A19 drives the gear B20 to rotate, which in turn drives the rotating shaft B14 to rotate. The rotation of the rotating shaft B14 drives the generator 21 to work, charging the battery of the electric motorcycle.

[0041] refer to Figure 2 , Figure 3The transmission mechanism includes gear A19, which is fixedly sleeved at the rear end of the rotating shaft A13. Gear B20 meshes with the right side of gear A19, and rotating shaft B14 is fixedly sleeved inside gear B20. By setting up the transmission mechanism, rotating shaft A13 drives gear A19 to rotate, gear A19 drives gear B20 to rotate, gear B20 drives rotating shaft B14 to rotate, and rotating shaft B14 drives generator 21 to work. The large gear drives the small gear to rotate, which can significantly increase the input speed of generator 21, making the output of electrical energy converted from wind energy more stable and abundant, realizing efficient kinetic energy transmission and reducing the loss in the energy conversion process.

[0042] refer to Figure 3 A generator 21 is sleeved at the rear end of the rotating shaft B14, and the back of the generator 21 is bolted to the rear end inside the slot box 1. By setting the generator 21, the rotating shaft B14 rotates to drive the generator 21 to work and charge the battery of the electric motorcycle.

[0043] refer to Figure 1 , Figure 2 , Figure 3 An air outlet pipe 22 is connected and sleeved through the left side of the drive box 11, and the left side of the surface of the air outlet pipe 22 passes through the left side of the slot box 1 and is sleeved. By setting the air outlet pipe 22, the airflow inside the drive box 11 can be discharged.

[0044] refer to Figure 2 The impeller 15 blades are fitted with a counterweight 23. By setting the counterweight 23, the rotational speed of the impeller 15 can be increased.

[0045] refer to Figure 2 , Figure 3 The right side of the air inlet duct 12 is designed to be open, which increases the incoming airflow.

[0046] refer to Figure 3 The front of the rotating shaft B14 is rotatably connected to a bearing 24, which stabilizes the rotating shaft B14.

[0047] Brief description of the usage process: When the electric motorcycle is in motion, airflow enters the drive box 11 through the air inlet pipe 12, driving the impeller 15 to rotate, and then exits through the air outlet pipe 22. The rotation of the impeller 15 drives the rotating shaft A13 to rotate, the rotating shaft A13 drives the gear A19 to rotate, the gear A19 drives the gear B20 to rotate, the gear B20 drives the rotating shaft B14 to rotate, and the rotating shaft B14 drives the generator 21 to work, charging the electric motorcycle's battery. When in motion, the airflow rushing into the air guide duct drives the impeller 15 to rotate at high speed, converting wind energy into the kinetic energy of the generator 21 and continuously replenishing the battery with electrical energy. This not only recovers the originally dissipated air kinetic energy during riding, extending the vehicle's range, but also directly reduces the load on the motor 16 through mechanical transmission, reducing battery consumption, making energy recovery more stable and efficient, and reducing maintenance costs.

[0048] This specific embodiment is merely an explanation of the present utility model and is not intended to limit the present utility model. After reading this specification, those skilled in the art can make modifications to this embodiment without contributing any inventive step, but as long as they are within the scope of the claims of the present utility model, they are protected by patent law.

Claims

1. An energy recovery air duct device for electric motorcycles, comprising a duct box (1), characterized in that: An adjustment box (2) is bolted to the top and bottom of the right side of the slot box (1). A side plate (3) is bolted to the right side of the front and rear ends of the inner wall of the adjustment box (2). A limiting groove (4) is opened at the bottom of the front and back sides of the side plate (3). A limiting block A (5) is slidably connected to the right side inside the limiting groove (4). A Z plate (7) is bolted to the opposite side of the two limiting blocks A (5). A connecting rod (8) is rotatably connected to the left side of the bottom of the opposite side of the two Z plates (7). A rocker arm B (10) is rotatably sleeved on the front and rear ends of the surface of the connecting rod (8). A rocker arm A (9) is hinged to the left side of the opposite side of the two rocker arms B (10). The right side of the back of the rear rocker arm A (9) is hinged to the left side of the front top of the rear side plate (3). A recycling mechanism is provided at the bottom inside the slot box (1).

2. The electric motorcycle energy recovery air duct device according to claim 1, characterized in that: The recycling mechanism includes a drive box (11), which is bolted to the bottom inside the trough (1). An air inlet pipe (12) is inserted through and sleeved on the right side of the drive box (11). A rotating shaft A (13) is inserted through and rotatably connected to the middle of the back of the drive box (11). An impeller (15) is fixedly sleeved on the front end of the surface of the rotating shaft A (13). A transmission mechanism is provided at the rear end of the surface of the rotating shaft A (13).

3. The energy recovery air duct device for electric motorcycles according to claim 1, characterized in that: A motor (16) is fixedly sleeved on the right side of the front of the rocker arm A (9) at the front end, and the front and rear ends of the output end of the motor (16) pass through the front of the adjustment box (2) and the back of the front side plate (3) and are rotatably connected. A frame (17) is sleeved on the outside of the motor (16). A limit block B (6) is bolted to the left side of the bottom of the back of the Z plate (7), and the surface of the limit block B (6) is slidably connected to the left side of the limit groove (4). A wind baffle (18) is bolted to the right side of the Z plate (7).

4. The electric motorcycle energy recovery air duct device according to claim 2, characterized in that: The transmission mechanism includes gear A (19), which is fixedly sleeved at the rear end of the surface of shaft A (13). Gear B (20) meshes with the right side of gear A (19), and shaft B (14) is fixedly sleeved inside gear B (20).

5. The electric motorcycle energy recovery air duct device according to claim 4, characterized in that: The rear end of the rotating shaft B (14) is fitted with a generator (21), and the back of the generator (21) is bolted to the rear end inside the slot box (1).

6. The energy recovery air duct device for electric motorcycles according to claim 2, characterized in that: The left side of the drive box (11) is connected to the air outlet pipe (22), and the left side of the surface of the air outlet pipe (22) is connected to the left side of the slot box (1).

7. The electric motorcycle energy recovery air duct device according to claim 2, characterized in that: The impeller (15) blades are fitted with a counterweight (23).

8. The energy recovery air duct device for electric motorcycles according to claim 1, characterized in that: The right side inside the limiting groove (4) is set as a branch path.

9. The energy recovery air duct device for electric motorcycles according to claim 2, characterized in that: The right side of the air inlet pipe (12) is designed to be open.

10. The energy recovery air duct device for electric motorcycles according to claim 4, characterized in that: The front of the rotating shaft B (14) is rotatably connected to a bearing (24).

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