Vehicle-mounted low-speed permanent magnet power generation device

Abstract

The utility model belongs to the technical field of automobile auxiliary power supply, and relates to a vehicle-mounted low-speed permanent magnet power generation device. The utility model solves the problem of the winter endurance attenuation of an electric car and the problem of the influence of a low-temperature environment on the endurance mileage of the electric car. The utility model relates to a vehicle-mounted low-speed permanent magnet power generation device, which comprises a driving wheel, a driven wheel, a generator, a mounting frame and a transmission shaft. The driving wheel and the driven wheel are connected through the mounting frame. The generator is installed on the mounting frame. The input end of the generator is connected with the driving wheel through the transmission shaft. Two shock absorbers are symmetrically arranged on the mounting frame. The utility model relates to a vehicle-mounted low-speed permanent magnet power generation device. The driving wheel directly drives the permanent magnet synchronous generator. The loss of the low-speed rotating speed of the engine is avoided. Compared with the generator driven by the traditional engine, the power generation capacity is improved by more than 15%. The battery of the electric car can be continuously powered stably.

Description

Technical Field

[0001] This utility model belongs to the field of automotive auxiliary power supply technology, specifically relating to an on-board low-speed permanent magnet power generation device. Background Technology

[0002] With the widespread adoption of in-vehicle electronic devices, reduced range in winter has become a core pain point restricting user experience. Low temperatures have multiple negative impacts on electric vehicle batteries. On the one hand, the reaction rate of battery active materials decreases, and the lithium-ion migration ability declines, resulting in a 30% to 50% reduction in the actual usable battery capacity compared to normal temperatures. For example, an electric vehicle with a nominal range of 500km may only have an actual range of 250km to 350km in winter. On the other hand, the demand for in-vehicle heating surges in winter, with the air conditioning system consuming 3 to 5kW, accounting for approximately 20% to 30% of the total battery energy consumption, further exacerbating range loss. Some models even experience a 50% reduction in range when the air conditioning is on.

[0003] Therefore, this application proposes a vehicle-mounted low-speed permanent magnet generator to solve the above problems. Utility Model Content

[0004] The purpose of this invention is to solve the problem of reduced range of electric vehicles in winter, where low temperatures affect their driving range. A brief overview of this invention is provided below to offer a basic understanding of certain aspects of it. It should be understood that this overview is not an exhaustive summary of the invention. It is not intended to identify key or essential parts of the invention, nor is it intended to limit its scope.

[0005] The technical solution of this utility model:

[0006] A vehicle-mounted low-speed permanent magnet generator includes a drive wheel, a driven wheel, a generator, a mounting frame, and a drive shaft. The drive wheel and the driven wheel are connected through the mounting frame. The generator is mounted on the mounting frame, and the input end of the generator is connected to the drive wheel through the drive shaft. Two shock absorbers are symmetrically arranged on the mounting frame.

[0007] Furthermore, a radiator is installed on the generator.

[0008] Furthermore, the radiator is connected to the first support shaft via a second support shaft, one end of the second support shaft is connected to the first support shaft via a third bearing, and the other end of the second support shaft is connected to the driven wheel.

[0009] Furthermore, one end of the mounting bracket is connected to the drive wheel via a first bearing, and the other end of the mounting bracket is connected to the driven wheel via a second bearing. The drive shaft passes through the first bearing and is connected to the body of the drive wheel, and the first support shaft is connected to the driven wheel via the second bearing.

[0010] Furthermore, the mounting frame includes a main frame, an upper mounting frame, and a lower mounting frame. The upper and lower mounting frames are symmetrically mounted on both ends of the main frame. The upper and lower mounting frames are respectively hinged to the main frame. The main frame is connected to the first and second bearings through the upper and lower mounting frames. The shock absorber is mounted on the lower mounting frame.

[0011] Furthermore, one end of the main frame is connected to a traction bracket, and two traction brackets are symmetrically fixed on the end face of the main frame. The end of each traction bracket is connected to the chassis connecting rod through a connector.

[0012] This utility model has the following beneficial effects:

[0013] 1. This utility model discloses a vehicle-mounted low-speed permanent magnet generator that directly drives a permanent magnet synchronous generator through the drive wheels, avoiding engine speed loss at low speeds. When the vehicle speed is greater than 5 km / h, the power generation efficiency can reach more than 85%, which is more than 15% higher than that of a traditional engine-driven generator, and can stably provide continuous power to the electric vehicle.

[0014] 2. The vehicle-mounted low-speed permanent magnet generator of this utility model is equipped with a shock absorber on the mounting bracket for installing the generator, which reduces the vibration amplitude of the generator, reduces internal bearing wear, winding loosening and other problems, reduces the equipment failure rate by more than 60%, and extends the service life to more than 5 years.

[0015] 3. The vehicle-mounted low-speed permanent magnet generator of this utility model has a radiator installed on the generator. Combined with the airflow of the vehicle, the operating temperature of the generator can be reduced by 15℃~20℃, solving the problem of overheating and shutdown under low-speed conditions. Attached Figure Description

[0016] Figure 1 This is a schematic diagram of a vehicle-mounted low-speed permanent magnet power generation device;

[0017] Figure 2 This is a front view of a vehicle-mounted low-speed permanent magnet power generation device;

[0018] Figure 3 This is a schematic diagram of the mounting bracket.

[0019] In the diagram: 1-Drive wheel, 2-Driven wheel, 3-Generator, 4-Mounting frame, 5-Drive shaft, 6-First support shaft, 7-Shock absorber, 8-First bearing, 9-Second bearing, 10-Second support shaft, 11-Third bearing, 12-Radiator, 41-Main frame, 42-Upper mounting frame, 43-Lower mounting frame, 44-Traction bracket, 45-Chassis connecting rod, 46-Connecting piece. Detailed Implementation

[0020] To make the objectives, technical solutions, and advantages of this utility model clearer, the present utility model is described below with reference to specific embodiments shown in the accompanying drawings. However, it should be understood that these descriptions are merely exemplary and not intended to limit the scope of the present utility model. Furthermore, descriptions of well-known structures and technologies are omitted in the following description to avoid unnecessarily obscuring the concept of the present utility model.

[0021] The connections mentioned in this utility model are divided into fixed connections and detachable connections. Fixed connections (i.e., non-detachable connections) include, but are not limited to, conventional fixed connection methods such as folded connections, riveted connections, adhesive connections, and welded connections. Detachable connections include, but are not limited to, conventional disassembly methods such as threaded connections, snap-fit ​​connections, pin connections, and hinged connections. When a specific connection method is not explicitly defined, it is assumed that at least one existing connection method can always be found to achieve the function, and those skilled in the art can choose according to their needs. For example, a welded connection can be chosen for fixed connections, and a hinged connection can be chosen for detachable connections.

[0022] Example 1, combined with Figures 1-3 This embodiment describes a vehicle-mounted low-speed permanent magnet generator, which includes a drive wheel 1, a driven wheel 2, a generator 3, a mounting frame 4, and a drive shaft 5. The drive wheel 1 and the driven wheel 2 are connected through the mounting frame 4. The generator 3 is mounted on the mounting frame 4, and the input end of the generator 3 is connected to the drive wheel 1 through the drive shaft 5. Two shock absorbers 7 are symmetrically arranged on the mounting frame 4.

[0023] The drive wheel 1 and the driven wheel 2 are connected by the mounting bracket 4 to form a synchronous wheel set structure. The generator 3 is a permanent magnet synchronous generator, which is fixed to the middle of the mounting bracket 4 by bolts. The input end of the generator 3 is coaxially connected to the axle body of the drive wheel 1 through the drive shaft 5. The drive shaft 5 is connected to the axle of the drive wheel 1 by a flat key and to the rotor shaft of the generator 3 by a flexible coupling to ensure low power loss transmission.

[0024] Two shock absorbers 7 are symmetrically arranged on the mounting bracket 4, preferably hydraulic shock absorbers with a rated damping force of 200N~300N. One end of the shock absorber 7 is connected to the mounting bracket 4, and the other end is connected to the vehicle frame to absorb the vibration energy during vehicle operation.

[0025] A radiator 12 is fitted onto the outer casing of the generator 3. The radiator 12 is a cooling fan. The radiator 12 is connected to the first support shaft 6 via a second support shaft 10. One end of the second support shaft 10 is connected to the first support shaft 6 via a third bearing 11 to achieve relative rotation and avoid deformation under stress. The other end of the first support shaft 6 is connected to the axle of the driven wheel 2.

[0026] Mounting bracket 4 includes a main frame 41, an upper mounting bracket 42, and a lower mounting bracket 43. The main frame 41 is an aluminum alloy rectangular steel tube with symmetrical hinge seats at both ends. One end of the upper mounting bracket 42 and the lower mounting bracket 43 is hinged to the hinge seat of the main frame 41 by a pin, and the other end is connected by bolts to the outer ring of the first bearing 8 or the second bearing 9, respectively. The inner ring of the first bearing 8 is fitted with the axle of the drive wheel 1, and the inner ring of the second bearing 9 is fitted with the axle of the driven wheel 2. The drive shaft 5 passes through the inner ring of the first bearing 8 and is connected to the axle of the drive wheel 1.

[0027] When the vehicle is traveling at low speed, between 5km / h and 10km / h, the drive wheel 1 rotates synchronously with the vehicle, and drives the rotor shaft of the generator 3 to rotate through the transmission shaft 5. The permanent magnet inside the generator 3 generates a constant magnetic field. When the rotor rotates, the magnetic field cuts the stator winding and generates a 380V three-phase induced electromotive force to continuously power the battery pack.

[0028] During vehicle operation, vibrations caused by road bumps are transmitted to the mounting frame 4 through the wheels. The shock absorber 7 on the lower mounting frame 43 absorbs vibration energy through damping. At the same time, the upper mounting frame 42 and the lower mounting frame 43 rotate slightly around the hinge seat of the main frame 41 to further buffer the vibration and prevent the vibration from being directly transmitted to the generator 3.

[0029] The heat generated by the generator 3 is transferred to the radiator 12 through the casing. The fins of the radiator 12 increase the contact area with the air. The airflow during vehicle operation quickly carries away the heat from the fins, thus cooling the generator 3.

[0030] Example 2, combined with Figures 1-3This embodiment of the vehicle-mounted low-speed permanent magnet generator differs from Embodiment 1 in that two traction brackets 44 are fixedly welded to the end face of the main frame 41 of the mounting bracket 4. The traction brackets 44 are symmetrically arranged on the main frame 41, connecting the main frame 41 to the vehicle chassis. A chassis connecting rod 45 is welded to the existing vehicle chassis. Each traction bracket 44 is connected to the chassis connecting rod 45 via a connector 46. The connector 46 is a U-shaped connector, which is connected to the opening at the end of the traction bracket 44 via bolts and nuts. The chassis connecting rod 45 is welded to the connector 46, connecting the main frame 41 of the mounting bracket 4 to the vehicle chassis, thereby enabling the generator to be installed on a pre-existing vehicle chassis for power generation. The use of two traction brackets 44 improves the stability of the generator during vehicle operation, preventing rollover during high-speed turns.

[0031] This embodiment is merely an exemplary illustration of this application and does not limit its scope of protection. Those skilled in the art can make partial changes to it, as long as they do not exceed the spirit and essence of this application, they are all within the scope of protection of this application.

Claims

1. A vehicle-mounted low-speed permanent magnet power generation device, characterized in that: It includes a drive wheel (1), a driven wheel (2), a generator (3), a mounting frame (4) and a drive shaft (5). The drive wheel (1) and the driven wheel (2) are connected through the mounting frame (4). The generator (3) is mounted on the mounting frame (4). The input end of the generator (3) is connected to the drive wheel (1) through the drive shaft (5). Two shock absorbers (7) are symmetrically arranged on the mounting frame (4).

2. The vehicle-mounted low-speed permanent magnet power generation device according to claim 1, characterized in that: The generator (3) is equipped with a radiator (12).

3. The vehicle-mounted low-speed permanent magnet power generation device according to claim 2, characterized in that: The radiator (12) is connected to the first support shaft (6) through the second support shaft (10). One end of the second support shaft (10) is connected to the first support shaft (6) through the third bearing (11), and the other end of the second support shaft (10) is connected to the driven wheel (2).

4. A vehicle-mounted low-speed permanent magnet power generation device according to claim 1 or 3, characterized in that: One end of the mounting bracket (4) is connected to the drive wheel (1) through the first bearing (8), and the other end of the mounting bracket (4) is connected to the driven wheel (2) through the second bearing (9). The transmission shaft (5) passes through the first bearing (8) and is connected to the body of the drive wheel (1). The first support shaft (6) is connected to the driven wheel (2) through the second bearing (9).

5. The vehicle-mounted low-speed permanent magnet power generation device according to claim 4, characterized in that: The mounting frame (4) includes a main frame (41), an upper mounting frame (42) and a lower mounting frame (43). The upper mounting frame (42) and the lower mounting frame (43) are symmetrically mounted at both ends of the main frame (41). The upper mounting frame (42) and the lower mounting frame (43) are respectively hinged to the main frame (41). The main frame (41) is connected to the first bearing (8) and the second bearing (9) through the upper mounting frame (42) and the lower mounting frame (43). The shock absorber (7) is mounted on the lower mounting frame (43).

6. The vehicle-mounted low-speed permanent magnet power generation device according to claim 5, characterized in that: One end of the main frame (41) is connected to a traction bracket (44), and two traction brackets (44) are symmetrically fixed on the end face of the main frame (41). The end of each traction bracket (44) is connected to the chassis connecting rod (45) through a connector (46).

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