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WO2010124659A1 - 风电机动车 - Google Patents

风电机动车 Download PDF

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Publication number
WO2010124659A1
WO2010124659A1 PCT/CN2010/072400 CN2010072400W WO2010124659A1 WO 2010124659 A1 WO2010124659 A1 WO 2010124659A1 CN 2010072400 W CN2010072400 W CN 2010072400W WO 2010124659 A1 WO2010124659 A1 WO 2010124659A1
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WO
WIPO (PCT)
Prior art keywords
impeller
shaft
wind
vehicle according
engine
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/CN2010/072400
Other languages
English (en)
French (fr)
Inventor
丛洋
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Publication of WO2010124659A1 publication Critical patent/WO2010124659A1/zh
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L8/00—Electric propulsion with power supply from forces of nature, e.g. sun or wind
    • B60L8/006—Converting flow of air into electric energy, e.g. by using wind turbines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D9/00—Adaptations of wind motors for special use; Combinations of wind motors with apparatus driven thereby; Wind motors specially adapted for installation in particular locations
    • F03D9/20—Wind motors characterised by the driven apparatus
    • F03D9/25—Wind motors characterised by the driven apparatus the apparatus being an electrical generator
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03D—WIND MOTORS
    • F03D9/00—Adaptations of wind motors for special use; Combinations of wind motors with apparatus driven thereby; Wind motors specially adapted for installation in particular locations
    • F03D9/30—Wind motors specially adapted for installation in particular locations
    • F03D9/32—Wind motors specially adapted for installation in particular locations on moving objects, e.g. vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K16/00—Arrangements in connection with power supply of propulsion units in vehicles from forces of nature, e.g. sun or wind
    • B60K2016/006—Arrangements in connection with power supply of propulsion units in vehicles from forces of nature, e.g. sun or wind wind power driven
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2200/00—Type of vehicles
    • B60L2200/26—Rail vehicles
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2240/00—Components
    • F05B2240/90—Mounting on supporting structures or systems
    • F05B2240/94—Mounting on supporting structures or systems on a movable wheeled structure
    • F05B2240/941—Mounting on supporting structures or systems on a movable wheeled structure which is a land vehicle
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/70—Wind energy
    • Y02E10/72—Wind turbines with rotation axis in wind direction
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E10/00—Energy generation through renewable energy sources
    • Y02E10/70—Wind energy
    • Y02E10/728—Onshore wind turbines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/90—Energy harvesting concepts as power supply for auxiliaries' energy consumption, e.g. photovoltaic sun-roof

Definitions

  • the invention relates to a wind power vehicle.
  • Motor vehicles that use fuel as an energy source consume a large amount of fuel, and emit a large amount of exhaust gas and hot air to pollute the environment.
  • people are eager to provide a motor vehicle with less energy consumption, less pollution and at the same time ensuring power.
  • Electric vehicles have a history of several decades. They charge the battery and convert the electrical energy stored in the battery into mechanical energy to drive the motor.
  • the main advantage is environmental protection and energy saving.
  • due to the battery energy storage technology due to the battery energy storage technology.
  • the bottleneck is limited, and the endurance ability is not going up.
  • the government pushes it, its progress is still slow.
  • the hybrid electric locomotive is the middle route between the diesel locomotive and the pure electric locomotive. Although the hybrid electric locomotive solves the problem of endurance, it comes at the cost of more complicated system structure and higher cost. .
  • the technical problem to be solved by the present invention is to provide a wind power vehicle capable of effectively improving the endurance capability.
  • a wind power vehicle comprising a battery, an electric motor having a main power output shaft, a wind resistance engine, a power train and a wheel, the battery providing a main power for the electric motor, the electric motor
  • the power train is driven by a main power output from a main power output shaft, the output of the power train driving a wheel, and the wind resistance engine includes a casing and an impeller mounted in the casing through a rotating shaft, and the casing is provided with useful
  • the airflow inlet into the casing drives the impeller to rotate to generate auxiliary power, and the impeller outputs auxiliary power through the rotating shaft, at the air inlet for receiving the external airflow and the air outlet for exhausting the gas.
  • the wind turbine motor vehicle further includes a reversing device, the auxiliary power outputted by the impeller shaft is reversed by the reversing device to drive the power train, and the output of the power train drives the wheel.
  • the damper engine has two symmetrically arranged ones, respectively a first damper engine and a second damper engine, the reversing device comprising a first reversing device and a second reversing device, the first reversing device being used for Converting the auxiliary power outputted by the first windage engine impeller shaft and the second windage engine impeller shaft which are mutually reversely rotated to the same auxiliary power output shaft, and the second commutation device is for driving the auxiliary power output shaft The output auxiliary power is converted to the drive train.
  • the first reversing device includes a reversing wheel and a conveyor belt, and the auxiliary power of the first windage engine impeller shaft and the second reciprocating engine impeller shaft that are mutually reversely rotated are converted by the reversing wheel and the conveyor belt to The auxiliary power output shaft.
  • the second reversing device includes a first transmission bevel gear and a second transmission bevel gear that mesh with each other, the first transmission bevel gear is fixed on the auxiliary power output shaft, and the second transmission bevel gear drives the transmission system.
  • the second drive bevel gear is fixed to the main power output shaft.
  • the wind power vehicle includes a first clutch device, and an output of the auxiliary power output shaft is coupled to the first clutch device.
  • the output of the first clutch device is connected to the input of the main power output shaft, and the second clutch device is disposed between the output of the main power output shaft and the power train.
  • the impellers are divided into groups, each of which contains at least one impeller, and for each set of impellers, the impellers are staggered around the axis of rotation.
  • the impellers of each group are sequentially reduced from the outer to inner diameter.
  • a clutch device is disposed between the rotating shaft and the main power output shaft.
  • the exhaust vent includes a first exhaust vent and two symmetrical air outlets, the first exhaust vent opening at a side of the casing and located behind the impeller, the air inlet and the rotating shaft
  • the axis of the first exhaust vent has an angle with the axis of the rotating shaft
  • the second exhaust vent is open at the end of the casing and located at the rear of the impeller, and the axis of the second exhaust vent It has an angle with the axis of the shaft.
  • the wind power vehicle further includes a braking force reuse system including a first transmission mechanism and a first generator, the input end of the first transmission mechanism being powerally coupled to the powertrain, An output of the first transmission is coupled to an input of the first generator, and an output of the first generator is coupled to the battery for regeneratively converting the braking force during deceleration into electrical energy storage.
  • a braking force reuse system including a first transmission mechanism and a first generator, the input end of the first transmission mechanism being powerally coupled to the powertrain, An output of the first transmission is coupled to an input of the first generator, and an output of the first generator is coupled to the battery for regeneratively converting the braking force during deceleration into electrical energy storage.
  • the wind power vehicle further includes an inertial force reuse system, the inertial force reuse system including a second transmission mechanism and a second generator, the input end of the second transmission mechanism being dynamically coupled to the drive train, An output end of the second transmission mechanism is connected to an input end of the second generator, and an output end of the second generator is connected to the battery, so that when the motor vehicle is free to slide, the power output of the power train passes through the second transmission
  • the mechanism is passed to the second generator, and the electrical energy generated by the second generator is delivered to the battery.
  • a wind power motor vehicle kinetic energy regeneration system comprising a cylinder block, a piston and a connecting rod, wherein the piston is placed in a cavity of the cylinder block and the inner cavity of the cylinder block is divided into a first working chamber and a second working chamber.
  • the piston is in sliding sealing fit with the inner wall of the cylinder block, and one end of the connecting rod is a force receiving end for receiving a shock impact force when the wheel of the motor vehicle is bumped up and down, and the other end of the connecting rod is a force applying end.
  • the force applying end of the connecting rod extends into the first working chamber and is connected to the piston for pushing the piston to reciprocate.
  • the cylinder block is provided with a ventilation hole communicating with the first working chamber, and the cylinder block is provided with useful a suction hole and an air outlet communicating with the second working chamber, wherein the air suction hole is provided with a first one-way valve for drawing air into the second working chamber, and the air outlet hole is used for outputting the piston to reciprocate The compressed gas produced.
  • the motor vehicle kinetic energy regeneration utilization system further includes a second valve ball, the output of the air outlet is connected to the second valve ball, and the compressed gas is output through the second valve ball.
  • a vehicle shock absorption system comprising a shock absorbing spring, an upper spring seat fixedly coupled with the vehicle body support frame, a lower spring seat movably supported on the wheel axle, and a motor vehicle kinetic energy regeneration utilization system, wherein the shock absorbing spring is disposed Between the upper spring seat and the lower spring seat, the force receiving end of the connecting rod is connected to the lower spring seat, and the cylinder block is connected to the upper spring seat. The force receiving end of the connecting rod is hinged with the lower spring seat, and the force applying end of the connecting rod is hinged to the piston.
  • a motor vehicle includes a vehicle body support frame, a compressed gas engine mounted on a vehicle body support frame, a drive train, a wheel, and a vehicle shock absorption system, wherein the compressed gas engine, the drive train, and the wheel are sequentially connected.
  • the vehicle shock absorption system includes a rocker arm, a shock absorbing spring, an upper spring seat fixedly coupled to the vehicle body support frame, and a lower spring seat movably supported on the wheel axle, and the shock absorbing spring is disposed on the upper spring seat and the lower spring Between the seats, the first end of the rocker arm is rotatably connected to the wheel axle, and the second end of the rocker arm is movably connected to the vehicle body support frame, and the motor vehicle further includes the motor vehicle kinetic energy regeneration utilization system, the connection The force receiving end of the rod is coupled to a lower spring seat that is coupled to the upper spring seat.
  • the resistance is the power, the driving resistance of the motor vehicle is greatly reduced, and the endurance capability of the electric vehicle is improved; since the wind resistance engine has an air inlet and Exhaust air outlet, the resistance airflow encountered by the motor vehicle can be discharged through the air outlet after entering the air inlet, effectively reducing the airflow resistance during driving, which is equivalent to improving the endurance of the motor vehicle; when the motor vehicle is free to taxi
  • the wind resistance engine can convert a part of the airflow as a resistance into power to drive the motor vehicle to slide, thereby also improving the endurance of the motor vehicle.
  • Figure 1 is a plan view of a wind power vehicle of the present embodiment
  • Figure 2 is a front elevational view showing the combination of the electric motor and the wind resistance engine of the wind power vehicle of the present embodiment
  • FIG. 3 is a plan view showing the combination of the electric motor and the wind resistance engine of the wind power vehicle of the present embodiment
  • Figure 4 is a structural view of a first embodiment of a vehicle shock absorption system
  • Figure 5 is a partial enlarged view of the portion indicated by A in Figure 4.
  • Figure 6 is a partial enlarged view of the portion indicated by B in Figure 4.
  • Figure 7 is a structural view of the second working chamber of the cylinder block when inhaling
  • Figure 8 is a structural view of a second embodiment of a vehicle damping system
  • Figure 9 is a plan view of a second embodiment of a wind turbine motor vehicle
  • Figure 10 is a plan view of a third embodiment of a wind power motor vehicle
  • 11 to 13 are respectively a front cross-sectional view, a side cross-sectional view, and a plan view of the windage engine of Fig. 10.
  • the wind power vehicle of the present embodiment includes a battery, an electric motor having a main power output shaft, a wind resistance engine, a power train 11 and wheels, and the battery provides main power to the electric motor, and the electric motor passes the main power.
  • the main power output of the output shaft drives the drive train
  • the output of the drive train drives a wheel
  • the wind resistance engine includes a casing and an impeller mounted in the casing through a rotating shaft, and the casing is provided with an external body for receiving The air inlet of the wind resistance airflow and the air outlet for exhausting the air, the wind resistance airflow entering the casing drives the impeller to generate auxiliary power, and the impeller outputs auxiliary power through the rotating shaft.
  • the motor vehicle includes a first battery 129, an electric motor 108, a second battery 182, a drive train, and front and rear wheels 123.
  • the drive train includes a transmission 112, a universal transmission 113, and a transaxle 114.
  • a battery in which the first battery 129 and the second battery 182 are connected in series is connected to the motor 108.
  • the electric motor 108 has a main power output shaft 120 that is coupled to the transmission 112 via a first clutch 56, and the transmission 112, the universal transmission 113, the transaxle 114, and the wheels 123 are sequentially powered.
  • the damper engine has two symmetrical structures, a first damper engine 3 and a second damper engine 3', respectively.
  • the first windshield engine includes a first casing 117, a first impeller chamber 43, a first impeller 44, and a first impeller shaft 45.
  • the first impeller chamber 43 is surrounded by the first casing 117, and the first impeller 44 has a plurality of
  • Each of the first impellers 44 is fixed on the first impeller shaft 45 and located inside the first impeller chamber 43, and the first casing 117 is provided with a first air inlet 1 for receiving the forward resistance fluid when the vehicle is running.
  • the air inlet 1 has an air inlet port and an air inlet port, and the air inlet port has a larger diameter than the air inlet port.
  • the first air inlet 1 communicates with the first impeller chamber 43 , and the resistance fluid is introduced into the first impeller chamber 43 through the first air inlet 1 to push the first impeller 44 and the first impeller shaft 45 to rotate, and is output through the first impeller shaft 45.
  • the second damper engine 3' has a second casing 117', a second impeller chamber 43', a second impeller 44', a second impeller shaft 45', and a second air inlet 1' for receiving a resistance fluid.
  • the first impeller chamber 43 and the second impeller chamber 43' are independently disposed and are not in communication with each other.
  • the first impeller shaft 45 and the second impeller shaft 45' are parallel and steered oppositely, a first transmission gear 46 is fixed to the first impeller shaft 45, and a second transmission gear 118 is fixed to the second impeller shaft 45'.
  • the motor vehicle also includes a first reversing device, a second reversing device, and an auxiliary power take-off shaft.
  • the first reversing device includes a reversing gear 119 and a conveyor belt 47.
  • the second reversing device includes a first transmission bevel gear 49 and a second transmission bevel gear 50 that are meshed and axially perpendicular, the reversing gear 119 and the first transmission gear 46.
  • the conveyor belt 47 is wound around a first transmission bevel gear 49, a second transmission gear 118 and a reversing gear 119 which are distributed in a triangular shape, and the first transmission bevel gear 49 is fixed to the auxiliary power output shaft 130.
  • the power outputted by the first impeller shaft 45 and the second impeller shaft 45' is converted to the auxiliary power output shaft 130 via the first reversing device, and the power output from the auxiliary power output shaft 130 is converted to the motor vehicle by the second reversing device.
  • Drive train 11 can have two or more than one or two.
  • the impeller chamber of the damper engine is provided with a plurality of impellers fixed on the impeller shaft, and the resistance fluid drives the impeller and the impeller shaft to rotate.
  • the power output of the impeller shaft of the wind resistance engine can directly drive the drive train of the motor vehicle after being commutated by the reversing device; or the drive train of the motor vehicle can be driven in series with the main power output shaft of the electric motor after commutation of the reversing device.
  • a second clutch device 111 may be disposed between the main power output shaft 120 and the auxiliary power output shaft 130.
  • the motor vehicle may further include a heating air conditioner and a heater, the heating air conditioner having a liquid plus
  • the heat chamber 118 and the coil 124, the liquid heating chamber 140 and the coil 124 form a heating cycle in which a circulation pump 31 and a circulation pump switch 32 are mounted.
  • a heater is mounted on the liquid heating chamber 140 for heating the liquid.
  • the heater includes an electric heater 34, a microwave heater 35, and a solar heater 33.
  • the solar heater 33 includes a heat collecting plate 28 for collecting solar energy, and the heating air conditioner is realized by heat exchange of the coil 124 with ambient air. heat.
  • the microwave heater 35 and the electric heater 34 are powered by the battery of the motor vehicle.
  • the wind power vehicle further includes a braking force reuse system including a first transmission mechanism 181 and a first generator 180, and the input end of the first transmission mechanism 181 is dynamically connected to the power transmission system
  • the output end of the first transmission mechanism 181 is connected to the input end of the first generator 180, and the output end of the first generator 180 is connected to the battery for converting the braking force during deceleration into electric energy. storage.
  • the motor vehicle is also provided with an inertial force reuse system, which includes a second transmission mechanism 9 and a second generator 116, and the second transmission mechanism 9 is dynamically connected with the vehicle drive train, and when the motor vehicle is free to slide, The power of the drive train is transmitted to the second generator 116 through the second transmission mechanism 9, and the second generator converts the mechanical energy into electrical energy and stores it in the storage battery to realize the reuse of the inertial force.
  • an inertial force reuse system which includes a second transmission mechanism 9 and a second generator 116, and the second transmission mechanism 9 is dynamically connected with the vehicle drive train, and when the motor vehicle is free to slide, The power of the drive train is transmitted to the second generator 116 through the second transmission mechanism 9, and the second generator converts the mechanical energy into electrical energy and stores it in the storage battery to realize the reuse of the inertial force.
  • the wind power vehicle further includes a vehicle shock absorption system including a motor vehicle kinetic energy regeneration utilization system 19, a shock absorber, and a pressure regulating valve.
  • the damper includes a rocker arm 18, an upper spring seat 97 fixedly coupled to the vehicle body support frame 122, a lower spring seat 121, and a damper spring 96.
  • One end of the rocker arm 18 is rotatably mounted on the vehicle body via the rocker arm shaft 85.
  • the other end of the rocker arm 18 is rotatably coupled to the wheel axle 1231 and the other end is fixed to the lower spring seat 121.
  • the damper spring 96 is fixed between the upper spring seat 97 and the lower spring seat 121.
  • the motor vehicle kinetic energy regeneration system includes a cylinder block 89, a piston 93 and a connecting rod 87.
  • the piston 93 is placed in the inner cavity of the cylinder block 89 and divides the inner cavity of the cylinder block 89 into a first working chamber 128 and a second working chamber 92.
  • the piston 93 is slidably and sealingly engaged with the inner wall of the cylinder block 89.
  • One end of the connecting rod 87 is a force receiving end for receiving a shock impact force when the wheel of the motor vehicle is bumped up and down, and the other end of the connecting rod 87 For the urging end, the urging end of the connecting rod 87 extends into the first working chamber 128 and is connected with the piston 93 for pushing the piston 93 to reciprocate.
  • the cylinder block 89 is provided with a change with the first working chamber 128. a gas hole 88, the cylinder block 89 is provided with an air inlet hole 110 and an air outlet hole 95 for communicating with the second working chamber 92, and the air inlet hole 110 is provided with a first one-way valve 171 for The second working chamber 92 takes in air, and the air outlet 95 is used to output the compressed gas generated when the piston 93 reciprocates.
  • the first check valve 171 is a cantilever-shaped elastic piece disposed on the air suction hole 110, and the cylinder block has a limiting surface 170 located above the elastic piece.
  • the piston 93 moves downward, the second working chamber 92 inhales, and the elastic piece is bent downward to open the suction hole 110 as shown in FIG. 6; when the piston moves upward and the second working chamber 92 compresses the air, Under the constraint of the limiting surface 170 of the cylinder block 89, the elastic piece cannot be bent upward, and the air suction hole 110 is closed, as shown in FIG.
  • the top end of the cylinder block 89 is connected to the upper spring seat 97 via a connecting shaft 94, and the piston 93 is slidably sealed with the cylinder block 89.
  • the upper end of the connecting rod 87 is rotatably connected with the piston 93 through the upper connecting rod shaft 90.
  • the lower end is rotatably coupled to the lower spring seat 121 via the lower link shaft 86.
  • the output of the air outlet 95 can be connected to the second one-way valve 142, and the compressed gas is output through the second one-way valve 142.
  • the second check valve 142 includes a valve body 99 and a valve ball 104 disposed inside the valve body 99, a pressure regulating spring 102, a pressure regulating screw 101, and a pressure regulating locking screw 100.
  • the valve body also has an air supply passage 103 therein.
  • the air outlet 95 is connected to the air supply passage 103 through the air outlet duct 105.
  • the valve ball 104 is disposed at the connection between the air supply passage 103 and the air outlet duct 105. When the pressure does not reach the set value, the valve ball 104 blocks the connection.
  • the gas in the outlet duct 105 cannot enter the air supply passage 103.
  • One end of the pressure regulating spring 102 abuts the valve ball 104, the other end of the pressure regulating spring 102 abuts against the pressure regulating screw 101, and the pressure adjusting screw 101 is pressed by the pressure adjusting locking screw 100, the pressure adjusting screw 101 and the pressure adjusting locking screw 100 is threadedly coupled to the valve body 99.
  • the amount of compression deformation of the pressure regulating spring can be adjusted, thereby achieving the purpose of adjusting the gas pressure entering the air supply passage.
  • the connecting rod 87 moves, the piston 93 moves in the cylinder block 89, the second working chamber 92 becomes smaller, the air therein is compressed, and the compressed gas reaches the pressure regulating valve.
  • the gas is delivered via line 98 to a compressed gas container that can act as a source of power for the generator.
  • FIG. 8 it is a second embodiment of a vehicle shock absorption system, which includes a motor vehicle kinetic energy regeneration system, a shock absorber and a pressure regulating valve, and the shock absorber includes a shaker.
  • the middle portion of the rocker arm 18 is hinged to the vehicle body support frame 122 via a rocker arm shaft 85.
  • One end of the rocker arm 18 is connected to the wheel 123.
  • the spring seat 97 is fixed to the vehicle body support frame 122.
  • the lower spring seat 121 is slidably supported on the wheel axle 1231.
  • the damper spring 96 is fixed between the upper spring seat 97 and the lower spring seat 121.
  • the motor vehicle kinetic energy regeneration system includes a cylinder block 89, a piston 93 and a connecting rod 87.
  • the cylinder block 89 is hinged to the vehicle body support frame 122 via a connecting shaft 94.
  • One end of the connecting rod 87 passes through the lower connecting rod shaft 86 and the rocker arm 18 The other end is hinged, and the other end of the link 87 is hinged to the piston 93 via the upper link shaft 90.
  • Other configurations of the motor vehicle kinetic energy regeneration system are as previously described.
  • FIG. 9 it is a second embodiment of a wind power motor vehicle.
  • the main difference between this embodiment and the first embodiment is that the first and second wind resistance engines 3 and 3 ′ are horizontally mounted, and the first and second The impeller shaft is horizontally installed; and in the first embodiment, the first and second wind resistance engines are vertically installed, and the first and second impeller shafts are vertically installed.
  • the windshield engine 3 of the wind power vehicle includes a casing 801, an impeller chamber 802, a rotating shaft 160 and a plurality of sets of impellers 804.
  • the impeller chamber 802 is surrounded by the casing 801.
  • Each of the impellers 804 has a plurality of impellers, and each impeller Fixed on the rotating shaft 160 and each impeller is staggered.
  • the impeller chamber 802 has an air inlet 805 for receiving a forward resistance fluid when the vehicle is running.
  • the air inlet 805 is a small outer bell mouth.
  • Each group of impellers 804 is located in the air inlet 805, and the impellers of each group are sequentially reduced in diameter from the outside to the inside.
  • the rotating shaft 160 is coaxial with the main power output shaft 120 of the electric motor 108, and a second clutch device 111 is disposed between the main power output shaft 120 and the rotating shaft 160, and the rotating shaft is equivalent to the auxiliary power output shaft.
  • the impeller chamber has a first exhaust vent 806 and two symmetrical air outlets 807.
  • the first exhaust vent 806 is open at the side of the casing 801 at the rear of the impeller 804, and the air inlet 805 is
  • the rotating shaft 160 is coaxial, the axis of the first exhaust opening 806 has an angle with the axis of the rotating shaft 160; the second exhaust opening 807 is open at the end of the casing 801 and located behind the impeller 804, the second exhaust The axis of the port 807 has an angle with the axis of the rotating shaft 160.
  • the second clutch device 111 is disengaged, the main power output shaft 120 and the rotating shaft 160 are disconnected, and the motor 108 directly drives the power train of the motor vehicle without driving the impeller of the wind resistance engine 3 to rotate, thereby effectively reducing the load at the time of starting.
  • the second clutch device is engaged, the main power output shaft 120 and the rotating shaft 160 are dynamically connected, the resistance fluid pushes each group of impellers to rotate, the impeller drives the rotating shaft 160 to rotate, and the power of the rotating shaft 160 is transmitted to the motor vehicle through the main power output shaft 120. Drive train.
  • the rotating shaft 160 and the main power output shaft 120 are coaxial, the power of the auxiliary power output shaft does not need to be commutated and then output, which simplifies the structure, shortens the power transmission line, and saves energy consumption. Due to the use of multiple sets of impellers 804, the resistance fluid in front of the vehicle can be utilized more efficiently.

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Description

风电机动车 技术领域
本发明是关于一种风电机动车。
背景技术
用燃料作为能源的机动车需要消耗大量的燃料，且又排放大量的废气、热气，污染环境。为了节省燃料能源，保护地球环境，人们渴望提供一种能源消耗少、污染少且同时能够保证动力的机动车。
电动车已有几十年的历史，它是通过对蓄电池进行充电，再将蓄电池中存储的电能转换成机械能作为动力驱动机动车，其主要优点是环保、节能，但是，由于受蓄电池储能技术的瓶颈限制，续航能力上不去，虽经政府力推，其进展仍然缓慢。
油电混合动力机车走的是介于内燃机车与纯电动机车之间的中间路线，虽然，油电混合动力机车解决了续航能力问题，但是却以更复杂的系统结构、更高的造价为代价。
 技术问题
本发明所要解决的技术问题是提供一种能够有效提高续航能力的风电机动车。
 技术解决方案
本发明解决其技术问题所采用的技术方案是：一种风电机动车，包括蓄电池、具有主动力输出轴的电动机、风阻发动机、传动系和车轮，所述蓄电池为电动机提供主动力，所述电动机通过主动力输出轴输出的主动力驱动所述传动系，所述传动系的输出驱动车轮，所述风阻发动机包括机壳和通过转轴装设在机壳内的叶轮，所述机壳上设置有用于接收外部风阻气流的进风口和用于排出气体的排风口，进入机壳内的风阻气流驱动叶轮转动产生辅助动力，所述叶轮通过所述转轴输出辅助动力。
所述风电机动车还包括换向装置，所述叶轮轴输出的辅助动力经换向装置换向后驱动所述传动系，所述传动系的输出驱动车轮。
所述风阻发动机有对称设置的两个，分别为第一风阻发动机和第二风阻发动机，所述换向装置包括第一换向装置和第二换向装置，所述第一换向装置用于将互为反向转动的第一风阻发动机叶轮轴和第二风阻发动机叶轮轴输出的辅助动力转换到同一辅助动力输出轴上，所述第二换向装置用于将所述辅助动力输出轴上输出的辅助动力转换到所述传动系上。
所述第一换向装置包括换向轮和传送带，通过所述换向轮和传送带将互为反向转动的所述第一风阻发动机叶轮轴和第二风阻发动机叶轮轴输出的辅助动力转换到所述辅助动力输出轴上。
所述第二换向装置包括相互啮合的第一传动锥齿轮和第二传动锥齿轮，第一传动锥齿轮固定在辅助动力输出轴上，所述第二传动锥齿轮驱动传动系。
所述第二传动锥齿轮固定在所述主动力输出轴上。
所述风电机动车包括第一离合装置，所述辅助动力输出轴的输出接第一离合装置。
所述第一离合装置的输出接所述主动力输出轴的输入，所述主动力输出轴的输出与传动系之间设有第二离合装置。
所述风阻发动机和转轴均仅有一个，所述转轴和主动力输出轴同轴线。
所述叶轮被分为多组，每组叶轮均含有至少一个叶轮，对于每组叶轮，叶轮围绕所述转轴错开分布。
各组叶轮由外向内直径依次减小。
所述转轴和主动力输出轴之间设有离合装置。
所述排风口包括一个第一排风口和对称设置的两个第二排风口，所述第一排风口开在机壳的侧部并位于叶轮的后方，所述进风口与转轴同轴线，所述第一排风口的轴线与转轴的轴线具有夹角；所述第二排风口开在机壳的端部并位于叶轮的后方，所述第二排风口的轴线与转轴的轴线具有夹角。
所述风电机动车还包括制动力再利用系统，所述制动力再利用系统包括第一传动机构及第一发电机，所述第一传动机构的输入端与所述传动系动力连接，所述第一传动机构的输出端与所述第一发电机的输入端连接，所述第一发电机的输出端与蓄电池连接，用于将减速时的制动力再生转换成电能存储。
所述风电机动车还包括惯性力再利用系统，所述惯性力再利用系统包括第二传动机构及第二发电机，所述第二传动机构的输入端与所述传动系动力连接，所述第二传动机构的输出端与所述第二发电机的输入端连接，所述第二发电机的输出端与蓄电池连接，使机动车自由滑行时，传动系的动力输出通过所述第二传动机构传递到所述第二发电机，所述第二发电机产生的电能输送到蓄电池。
一种风电机动车颠簸动能再生利用系统，包括气缸体、活塞及连杆，所述活塞置于气缸体的内腔并将气缸体的内腔分隔为第一工作室和第二工作室，所述活塞与气缸体的内壁之间滑动密封配合，所述连杆的一端为受力端，用于接受机动车的车轮上下颠簸时的震动冲击力，所述连杆的另一端为施力端，所述连杆的施力端伸入第一工作室并与所述活塞连接，用于推动活塞往复运动，所述气缸体上设置有与第一工作室相通的换气孔，所述气缸体上设置有用于与第二工作室相通的吸气孔和出气孔，所述吸气孔上设置有第一单向阀，用于向第二工作室内吸入空气，所述出气孔用于输出活塞往复运动时产生的压缩气体。所述的机动车颠簸动能再生利用系统还包括第二阀球，所述出气孔的输出接第二阀球，经第二阀球输出压缩气体。
一种机动车减震系统，包括减震弹簧、与车体支撑架固定连接的上弹簧座、活动支撑在车轮轴上的下弹簧座及机动车颠簸动能再生利用系统，减震弹簧置于该上弹簧座和下弹簧座之间，所述连杆的受力端与下弹簧座连接，所述气缸体与上弹簧座连接。所述连杆的受力端与下弹簧座铰接，所述连杆的施力端与活塞铰接。
一种机动车，包括车体支撑架、装设于车体支撑架上的压缩气体发动机、传动系、车轮和机动车减震系统，所述压缩气体发动机、传动系及车轮顺次动力连接，所述机动车减震系统包括摇臂、减震弹簧、与车体支撑架固定连接的上弹簧座、活动支撑在车轮轴上的下弹簧座，减震弹簧置于该上弹簧座和下弹簧座之间，所述摇臂的第一端与车轮轴转动连接，摇臂的第二端与车体支撑架活动连接，该机动车还包括所述机动车颠簸动能再生利用系统，所述连杆的受力端与下弹簧座连接，所述气缸体与上弹簧座连接。
 有益效果
本发明的有益效果：众所周知，现有机动车在高速(大于80公里/小时)运行时，至少70%以上的能源消耗都是用于克服风阻，本发明通过首创性的在电动车上设置风阻发动机，直接接收机动车在行驶过程中所遇到的风阻气流作为辅助动力加以利用，变阻力为动力，大大减少了机动车的行驶阻力，提高了电动车的续航能力；由于风阻发动机具有进风口和排风口，机动车行驶时遇到的阻力气流进入进风口后能够通过排风口排出，有效地减少了行驶时的气流阻力，相当于提高了机动车的续航能力；当机动车自由滑行时，风阻发动机可以将作为阻力的气流的一部分转化为动力，来驱动机动车滑行，从而也提高了机动车的续航能力。通过设置惯性力再利用系统，可以通过发电机方便地将减速时的制动力再生转化为电能存储备用，又进一步地提高了电动车的续航能力。
 附图说明
图1是本实施方式风电机动车的俯视图；
图2是本实施方式风电机动车的电动机和风阻发动机组合后的主视图；
图3是本实施方式风电机动车的电动机和风阻发动机组合后的俯视图；
图4是机动车减震系统第一种实施方式的结构图；
图5是图4中A所指处的局部放大图；
图6是图4中B所指处的局部放大图；
图7是气缸体的第二工作室吸气时的结构图；
图8是机动车减震系统第二种实施方式的结构图；
图9是风电机动车第二实施方式的俯视图；
图10是风电机动车第三实施方式的俯视图；
图11至图13分别是图10中的风阻发动机的主剖视示意图、侧剖视示意图及俯视图。
本发明的实施方式
如图1至图3所示，本实施方式风电机动车包括蓄电池、具有主动力输出轴的电动机、风阻发动机、传动系11和车轮，所述蓄电池为电动机提供主动力，所述电动机通过主动力输出轴输出的主动力驱动所述传动系，所述传动系的输出驱动车轮，所述风阻发动机包括机壳和通过转轴装设在机壳内的叶轮，所述机壳上设置有用于接收外部风阻气流的进风口和用于排出气体的排风口，进入机壳内的风阻气流驱动叶轮转动产生辅助动力，所述叶轮通过所述转轴输出辅助动力。
机动车包括第一蓄电池129、电动机108、第二蓄电池182、传动系、及前、后车轮123，传动系包括变速器112、万向传动装置113及驱动桥114。第一蓄电池129和第二蓄电池182串联组成的蓄电池与电动机108连接。电动机108具有主动力输出轴120，该主动力输出轴120通过第一离合装置56连接变速器112，变速器112、万向传动装置113、驱动桥114、车轮123顺次动力连接。
风阻发动机有呈对称结构布置的两个，分别为第一风阻发动机3和第二风阻发动机3’。第一风阻发动机包括第一机壳117、第一叶轮室43、第一叶轮44及第一叶轮轴45，第一叶轮室43由第一机壳117围出，第一叶轮44有多个，各第一叶轮44固定在第一叶轮轴45上并位于第一叶轮室43内部，且第一机壳117上设有用于接收机动车行驶时前方阻力流体的第一进风口1，该第一进风口1具有进风口外口和进风口内口，进风口外口的口径大于进风口内口的口径。第一进风口1与第一叶轮室43连通，通过第一进风口1将阻力流体导入第一叶轮室43内部，推动第一叶轮44和第一叶轮轴45转动，通过第一叶轮轴45输出辅助动力。第二风阻发动机3’具有第二机壳117’、第二叶轮室43’、第二叶轮44’、第二叶轮轴45’及用于接收阻力流体的第二进风口1’。 第一叶轮室43和第二叶轮室43’独立设置而互不连通。第一叶轮轴45和第二叶轮轴45’平行且转向相反，第一叶轮轴45上固定有第一传动齿轮46，第二叶轮轴45’上固定有第二传动齿轮118。机动车还包括第一换向装置、第二换向装置及辅助动力输出轴。第一换向装置包括换向齿轮119和传送带47，第二换向装置包括相啮合且轴线垂直的第一传动锥齿轮49和第二传动锥齿轮50，换向齿轮119与第一传动齿轮46啮合且轴线平行，传送带47绕在呈三角形分布的第一传动锥齿轮49、第二传动齿轮118和换向齿轮119上，第一传动锥齿轮49固定在辅助动力输出轴130上。第一叶轮轴45和第二叶轮轴45’输出的动力经过第一换向装置转换到辅助动力输出轴130上，该辅助动力输出轴130输出的动力经过第二换向装置转换到机动车的传动系11。风阻发动机可以有两个，也可以有一个或两个以上。风阻发动机的叶轮室内装有固定在叶轮轴上的多个叶轮，阻力流体驱动叶轮和叶轮轴转动。
风阻发动机叶轮轴输出的动力经过换向装置换向后可以直接驱动机动车的传动系；也可以经过换向装置换向后通过与电动机的主动力输出轴串联的方式来驱动机动车的传动系。主动力输出轴120和辅助动力输出轴130之间可以设有第二离合装置111。
机动车还可以包括制热空调器及加热器，该制热空调器具有液体加
热室118及盘管124，液体加热室140和盘管124形成制热循环回路，该制热循环回路上安装有循环泵31和循环泵开关32。加热器安装在液体加热室140上，用于对液体进行加热。加热器包括电加热器34、微波加热器35及太阳能加热器33，太阳能加热器33包括用于采集太阳能的集热板28，制热空调器通过使盘管124与环境空气热交换而实现制热。微波加热器35和电加热器34由该机动车的蓄电池供电。
另外，风电机动车还包括制动力再利用系统，所述制动力再利用系统包括第一传动机构181及第一发电机180，所述第一传动机构181的输入端与所述传动系动力连接，所述第一传动机构181的输出端与所述第一发电机180的输入端连接，所述第一发电机180的输出端与蓄电池连接，用于将减速时的制动力再生转换成电能存储。该机动车也设有惯性力再利用系统，该惯性力再利用系统包括第二传动机构9及第二发电机116，第二传动机构9与机动车传动系动力连接，机动车自由滑行时，传动系的动力通过第二传动机构9传递到第二发电机116，第二发电机将机械能转换为电能后存储到蓄电池，实现对惯性力的再利用。
如图4至图8所示，风电机动车还包括机动车减震系统，该机动车减震系统包括机动车颠簸动能再生利用系统19、减震器及调压阀。减震器包括摇臂18、与车体支撑架122固定连接的上弹簧座97、下弹簧座121及减震弹簧96，该摇臂18的一端通过摇臂轴85可转动的安装在车体支撑架122上，该摇臂18的另一端与车轮轴1231可转动连接且该另一端与下弹簧座121固定，减震弹簧96固定于上弹簧座97和下弹簧座121之间。机动车颠簸动能再生利用系统包括气缸体89、活塞93及连杆87，活塞93置于气缸体89的内腔并将气缸体89的内腔分隔为第一工作室128和第二工作室92，活塞93与气缸体89的内壁之间滑动密封配合，所述连杆87的一端为受力端，用于接受机动车的车轮上下颠簸时的震动冲击力，所述连杆87的另一端为施力端，所述连杆87的施力端伸入第一工作室128并与所述活塞93连接，用于推动活塞93往复运动，所述气缸体89上设置有与第一工作室128相通的换气孔88，所述气缸体89上设置有用于与第二工作室92相通的吸气孔110和出气孔95，所述吸气孔110上设置有第一单向阀171，用于向第二工作室92内吸入空气，所述出气孔95用于输出活塞93往复运动时产生的压缩气体。
第一单向阀171如悬臂状设于吸气孔110的弹片，气缸体具有位于弹片上方的限位面170。当活塞93向下移动时，第二工作室92吸气，弹片向下弯折，使吸气孔110打开，如图6所示；当活塞向上移动，第二工作室92压缩空气时，在气缸体89的限位面170的约束下，弹片不能向上弯折，使吸气孔110封闭，如图7所示。
气缸体89的顶端通过连接轴94与上弹簧座97连接，活塞93与该气缸体89之间滑动密封配合，连杆87的上端与活塞93通过上连杆轴90转动连接，连杆87的下端通过下连杆轴86与下弹簧座121转动连接。
出气孔95的输出可以接第二单向阀142，经第二单向阀142输出压缩气体。第二单向阀142包括阀体99及设于该阀体99内部的阀球104、调压弹簧102、调压螺丝101及调压锁紧螺丝100，该阀体内部还具有送气气道103，出气孔95通过出气导管105与送气气道103连接，阀球104设于该送气气道103与出气导管105的连接处，在压力达不到设定值时，阀球104堵住该连接处，使出气导管105内的气体不能进入送气气道103。调压弹簧102的一端抵住阀球104，调压弹簧102的另一端抵住调压螺丝101，调压螺丝101被调压锁紧螺丝100压紧，调压螺丝101和调压锁紧螺丝100均与该阀体99螺纹连接。通过旋转调压螺丝，可以调节调压弹簧的压缩变形量，进而实现对进入送气气道的气体压力进行调节的目的。机动车在行使过程中震动时，连杆87运动，带着活塞93在气缸体89运动，第二工作室92体积变小，其内的空气被压缩，压缩后的气体达到调压阀的设定压力值时，气体通过管路98输送到压缩气体容器，该压缩空气可以作为发电机的动力来源。
如图8所示，其为机动车减震系统的第二种实施方式，该实施方式机动车减震系统包括机动车颠簸动能再生利用系统、减震器及调压阀，减震器包括摇臂18、上弹簧座97、下弹簧座121及减震弹簧96，该摇臂18的中部通过摇臂轴85与车体支撑架122铰接，该摇臂18的一端与车轮123连接，该上弹簧座97固定在车体支撑架122上，该下弹簧座121滑动支撑在车轮轴1231上，该减震弹簧96固定于上弹簧座97和下弹簧座121之间。机动车颠簸动能再生利用系统包括气缸体89、活塞93及连杆87，气缸体89通过连接轴94与车体支撑架122铰接，连杆87的一端通过下连接杆轴86与摇臂18的另一端铰接，该连杆87的另一端通过上连杆轴90与活塞93铰接。该机动车颠簸动能再生利用系统的其它结构如前所述。
如图9所示，其为风电机动车的第二实施方式，该实施方式与第一实施方式的主要区别在于：第一、二风阻发动机3、3’为卧式安装，其第一、二叶轮轴水平安装；而第一实施方式中，第一、二风阻发动机为立式安装，其第一、二叶轮轴竖直安装。
如图10至图12所示，其为风电机动车的第三实施方式。该实施方式风电机动车的风阻发动机3包括机壳801、叶轮室802、转轴160及多组叶轮804，叶轮室802由机壳801围出，每组叶轮804均有多个叶轮，各叶轮均固定在该转轴160上且各个叶轮错开分布，该叶轮室802具有用于接受机动车行驶时前方阻力流体的进风口805，该进风口805为外大内小的喇叭口。各组叶轮804均位于该进风口805内，且各组叶轮由外向内的直径依次减小。转轴160与电动机108的主动力输出轴120同轴线，且该主动力输出轴120和转轴160之间设有第二离合装置111，该转轴即相当于辅助动力输出轴。另外，该叶轮室具有一个第一排风口806和对称设置的两个第二排风口807，第一排风口806开在机壳801的侧部位于叶轮804的后方，进风口805与转轴160同轴线，该第一排风口806的轴线与转轴160的轴线具有夹角；第二排风口807开在机壳801的端部并位于叶轮804的后方，该第二排风口807的轴线与转轴160的轴线具有夹角。
起动时，第二离合装置111分离，主动力输出轴120和转轴160断开，电动机108直接传动机动车的传动系而不需要带动风阻发动机3的叶轮转动，有效减小起动时的负载。处于行驶状态时，第二离合装置接合，主动力输出轴120和转轴160动力连接，阻力流体推动各组叶轮转动，叶轮带动转轴160转动，转轴160的动力通过主动力输出轴120传递到机动车的传动系。
由于转轴160和主动力输出轴120同轴线，不需要将辅助动力输出轴的动力换向后再输出，简化了结构，缩短了动力传动线路，节省了能耗。由于采用多组叶轮804，可以更加有效的利用机动车前方的阻力流体。
以上内容是结合具体的优选实施方式对本发明所作的进一步详细说明，不能认定本发明的具体实施只局限于这些说明。对于本发明所属技术领域的普通技术人员来说，在不脱离本发明构思的前提下，还可以做出若干简单推演或替换，都应当视为属于本发明的保护范围。

Claims (15)

  1. 一种风电机动车，其特征在于：包括蓄电池、具有主动力输出轴的电动机、风阻发动机、传动系和车轮，所述蓄电池为电动机提供主动力，所述电动机通过主动力输出轴输出的主动力驱动所述传动系，所述传动系的输出驱动车轮，所述风阻发动机包括机壳和通过转轴装设在机壳内的叶轮，所述机壳上设置有用于接收外部风阻气流的进风口和用于排出气体的排风口，进入机壳内的风阻气流驱动叶轮转动产生辅助动力，所述叶轮通过所述转轴输出辅助动力。
  2. 根据权利要求1所述的风电机动车，其特征在于：还包括换向装置，所述叶轮轴输出的辅助动力经换向装置换向后驱动所述传动系，所述传动系的输出驱动车轮。
  3. 根据权利要求2所述的风电机动车，其特征在于： 所述风阻发动机有对称设置的两个，分别为第一风阻发动机和第二风阻发动机，所述换向装置包括第一换向装置和第二换向装置，所述第一换向装置用于将互为反向转动的第一风阻发动机叶轮轴和第二风阻发动机叶轮轴输出的辅助动力转换到同一辅助动力输出轴上，所述第二换向装置用于将所述辅助动力输出轴上输出的辅助动力转换到所述传动系上。
  4. 根据权利要求3所述的风电机动车，其特征在于：所述第一换向装置包括换向轮和传送带，通过所述换向轮和传送带将互为反向转动的所述第一风阻发动机叶轮轴和第二风阻发动机叶轮轴输出的辅助动力转换到所述辅助动力输出轴上。
  5. 根据权利要求3所述的风电机动车，其特征在于：所述第二换向装置包括相互啮合的第一传动锥齿轮和第二传动锥齿轮，第一传动锥齿轮固定在辅助动力输出轴上，所述第二传动锥齿轮驱动传动系。
  6. 根据权利要求5所述的风电机动车，其特征在于：所述第二传动锥齿轮固定在所述主动力输出轴上。
  7. 根据权利要求3所述的风电机动车，其特征在于：包括第一离合装置，所述辅助动力输出轴的输出接第一离合装置。
  8. 根据权利要求7所述的风电机动车，其特征在于：所述第一离合装置的输出接所述主动力输出轴的输入，所述主动力输出轴的输出与传动系之间设有第二离合装置。
  9. 根据权利要求1所述的风电机动车，其特征在于：所述风阻发动机和转轴均仅有一个，所述转轴和主动力输出轴同轴线。
  10. 根据权利要求9所述的风电机动车，其特征在于：所述叶轮被分为多组，每组叶轮均含有至少一个叶轮，对于每组叶轮，叶轮围绕所述转轴错开分布。
  11. 根据权利要求10所述的风电机动车，其特征在于：各组叶轮由外向内直径依次减小。
  12. 根据权利要求11所述的风电机动车，其特征在于：所述转轴和主动力输出轴之间设有离合装置。
  13. 根据权利要求11所述的风电机动车，其特征在于：所述排风口包括一个第一排风口和对称设置的两个第二排风口，所述第一排风口开在机壳的侧部并位于叶轮的后方，所述进风口与转轴同轴线，所述第一排风口的轴线与转轴的轴线具有夹角；所述第二排风口开在机壳的端部并位于叶轮的后方，所述第二排风口的轴线与转轴的轴线具有夹角。
  14. 根据权利要求1-13中任意一项所述的风电机动车，其特征在于：还包括制动力再利用系统，所述制动力再利用系统包括第一传动机构及第一发电机，所述第一传动机构的输入端与所述传动系动力连接，所述第一传动机构的输出端与所述第一发电机的输入端连接，所述第一发电机的输出端与蓄电池连接，用于将减速时的制动力再生转换成电能存储。
  15. 根据权利要求1-14中任意一项所述的风电机动车，其特征在于：还包括惯性力再利用系统，所述惯性力再利用系统包括第二传动机构及第二发电机，所述第二传动机构的输入端与所述传动系动力连接，所述第二传动机构的输出端与所述第二发电机的输入端连接，所述第二发电机的输出端与蓄电池连接，使机动车自由滑行时，传动系的动力输出通过所述第二传动机构传递到所述第二发电机，所述第二发电机产生的电能输送到蓄电池。
PCT/CN2010/072400 2009-05-01 2010-05-03 风电机动车 Ceased WO2010124659A1 (zh)

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