CN110254241A - 一种复合发电新能源车 - Google Patents
一种复合发电新能源车 Download PDFInfo
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- 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
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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- H02S10/10—PV power plants; Combinations of PV energy systems with other systems for the generation of electric power including a supplementary source of electric power, e.g. hybrid diesel-PV energy systems
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- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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Abstract
本发明公开了一种复合发电新能源车,包括:车体、太阳能发电机构、风能发电机构、压力发电机构和半导体发电机构,太阳能发电机构设置在车体的顶端,压力发电机构设置在车体的底端,风能发电机构和半导体发电机构均设置在车体内,风能发电机构位于半导体发电机构的首端。本发明把太阳能发电、风能发电、压力发电和半导体发电集中到一辆车上,通过多种方法发电实现最大的供电能力,解决了单一的发电无法满足电动车用电需求的问题。
Description
技术领域
本发明涉及一种新能源车,更具体的说是涉及一种复合发电新能源车,属于新能源技术领域。
背景技术
新能源车是指采用非常规的车用燃料作为动力来源的车辆。现在人们越来越关注环保,环保问题从工厂到生活无处不在,新能源车不仅节约能源,而且环保,一般新能源汽车续航里程只有200多公里,充电时间长,我国70%的电能为火电,也存在环保问题,新能源汽车续航里程不足是发展的瓶颈,单一的发电方法都无法满足电动汽车的用电需求。目前没有量产的自发电新能源车研究如何提高新能源车的续航里程,基本集中在如何轻量化车身,提高工作效率减少能耗和提高电池能力上。
因此,如何提供一种复合发电新能源车成为了本领域技术人员亟需解决的问题。
发明内容
有鉴于此,本发明提供了一种复合发电新能源车,把太阳能发电、风能发电、压力发电和半导体发电集中到一辆车上,通过多种方法发电实现最大的供电能力,解决了单一的发电无法满足电动车用电需求的问题。
为了实现上述目的,本发明采用如下技术方案:
一种复合发电新能源车,包括:车体、太阳能发电机构、风能发电机构、压力发电机构和半导体发电机构,其中,所述太阳能发电机构设置在所述车体的顶端,所述压力发电机构设置在所述车体的底端,所述风能发电机构和所述半导体发电机构均设置在所述车体内,且所述风能发电机构位于所述半导体发电机构的首端。
优选的,还包括蓄电池和主控制器,所述太阳能发电机构、所述风能发电机构、所述压力发电机构、所述半导体发电机构和所述蓄电池均与所述主控制器电性连接。太阳能发电机构、风能发电机构、压力发电机构、半导体发电机构通过主控制器将产生的电能储存在蓄电池中,供新能源车后续使用,从而提高了新能源车的续航里程。
优选的,所述太阳能发电机构包括驱动控制器、驱动装置、太阳能电池板和太阳光传感器,所述太阳光传感器与所述主控制器电性连接;所述主控制器通过所述驱动控制器与所述驱动装置电性连接。太阳光传感器用于监测太阳的位置,并将信号传输给主控制器,主控制器向驱动控制器下发指令,驱动控制器控制驱动装置工作,在驱动装置的作用下,太阳能电池板对准太阳,有利于提高太阳能发电机构的发电效率。
优选的,所述太阳能发电机构还包括稳压器一,所述太阳能电池板通过所述稳压器一与所述主控制器电性连接。稳压器一能够对太阳能电池板发出的电能先进行稳压,再进行升压,以符合所需供电电压的要求。
优选的,所述驱动装置包括驱动电机一、转轴一、驱动电机二、转轴二和连接杆,所述驱动电机一连接在所述车体顶端,所述转轴一纵向连接在所述驱动电机一的输出端;所述驱动电机二固定在所述转轴一上,且所述驱动电机二的输出端横向连接所述转轴二,所述连接杆的一端与所述转轴二相连,另一端与所述太阳能电池板固定连接。驱动电机二与所述太阳能电池板传动连接,从而可带动太阳能电池板沿横轴前后调节角度;驱动电机二固定在转轴一上,驱动电机一转动时,可带动太阳能电池板沿纵轴左右调节角度,从而实现了对太阳的跟踪,有利于提高太阳能电池板的发电效率。
优选的,所述风能发电机构包括风能发电管、扇叶和发电电机,所述风能发电管穿插在所述车体首端,所述扇叶设置在所述风能发电管的尾端,且所述扇叶与所述发电电机的输入端传动连接。在新能源车进行过程中所产生的逆向气流经风能发电管后,推动扇叶旋转,使得发电电机产生电能。
优选的,所述风能发电管首端的内径大于尾端的内径。风能发电管有首端至尾端逐渐变细,增大了风压,有利于提高发电电机的发电效率。
优选的,所述风能发电机构还包括稳压器二,所述发电电机通过所述稳压器二与所述主控制器电性连接。稳压器二能够对发电电机发出的电能先进行稳压,再进行升压,以符合所需供电电压的要求。
优选的,所述压力发电机构包括压力发电片、旋转导电滑环和稳压器三,所述压力发电片和所述旋转导电滑环均设置在新能源车的轮胎内,且所述压力发电片通过所述旋转导电滑环与所述稳压器三相连,所述稳压器三与所述主控制器电性连接。轮胎转动过程中,压力发电片产生电能,并且稳压器三能够对压力发电片发出的电能先进行稳压,再进行升压,以符合所需供电电压的要求。
优选的,所述半导体发电机构包括半导体发电片和稳压器四,所述半导体发电片通过所述稳压器四与所述主控制器电性连接。由于车内外存在温差,使得半导体发电片能够产生电能,并且稳压器四能够对半导体发电片发出的电能先进行稳压,再进行升压,以符合所需供电电压的要求。
优选的,所述半导体发电片一端为热端,另一端为冷端,所述热端安装有散热片。保证了热端与冷端之间持续存在一定的温差。
本发明的有益效果在于:
本发明把太阳能发电机构、风能发电机构、压力发电机构和半导体发电机构集成到一辆新能源车上,通过多种方法发电实现了最大的供电能力,解决了单一的发电无法满足电动车用电需求的问题,从而有效提高了新能源车的续航里程,减少了废气等排放污染。
附图说明
为了更清楚地说明本发明实施例或现有技术中的技术方案,下面将对实施例或现有技术描述中所需要使用的附图作简单地介绍,显而易见地,下面描述中的附图仅仅是本发明的实施例,对于本领域普通技术人员来讲,在不付出创造性劳动的前提下,还可以根据提供的附图获得其他的附图。
图1附图为本发明的结构示意图。
图2附图为本发明的结构框图。
图3附图为本发明太阳能发电机构的结构示意图。
其中,图中,
1-车体;2-驱动装置;21-电机一;22-转轴一;23-驱动电机二;24-转轴二;25-连接杆;3-太阳能电池板;4-风能发电管;5-扇叶;6-轮胎;7-半导体发电片;71-热端;72-冷端;73-散热片;74-热端温度控制器;75-冷端温度控制器;8-电压表。
具体实施方式
下面将结合本发明实施例中的附图,对本发明实施例中的技术方案进行清楚、完整地描述,显然,所描述的实施例仅仅是本发明一部分实施例,而不是全部的实施例。基于本发明中的实施例,本领域普通技术人员在没有做出创造性劳动前提下所获得的所有其他实施例,都属于本发明保护的范围。
请参阅附图1-3,本发明提供了一种复合发电新能源车,包括:车体1、太阳能发电机构、风能发电机构、压力发电机构和半导体发电机构,其中,太阳能发电机构设置在车体1的顶端,压力发电机构设置在车体1的底端,风能发电机构和半导体发电机构均设置在车体1内,且风能发电机构位于半导体发电机构的首端。
本发明还包括蓄电池和主控制器,太阳能发电机构、风能发电机构、压力发电机构、半导体发电机构和蓄电池均与主控制器电性连接。太阳能发电机构、风能发电机构、压力发电机构、半导体发电机构通过主控制器将产生的电能储存在蓄电池中,供新能源车后续使用,从而提高了新能源车的续航里程。
太阳能发电机构包括驱动控制器、驱动装置2、太阳能电池板3和太阳光传感器,太阳光传感器与主控制器电性连接;主控制器通过驱动控制器与驱动装置2电性连接;驱动控制器还连接有角度传感器,通过角度传感器可检测驱动装置2驱动太阳能电池板3的角度。太阳光传感器用于监测太阳的位置,并将信号传输给主控制器,主控制器向驱动控制器下发指令,驱动控制器控制驱动装置工作,在驱动装置2的作用下,太阳能电池板3对准太阳,有利于提高太阳能发电机构的发电效率。
在另一种实施例中,太阳能发电机构还包括稳压器一,太阳能电池板3通过稳压器一与主控制器电性连接。稳压器一能够对太阳能电池板3发出的电能先进行稳压,再进行升压,以符合所需供电电压的要求。
参阅附图3,驱动装置2包括驱动电机一21、转轴一22、驱动电机二23、转轴二24和连接杆25,驱动电机一21连接在车体1顶端,转轴一22纵向连接在驱动电机一21的输出端;驱动电机二23固定在转轴一22上,且驱动电机二23的输出端横向连接转轴二24,连接杆25的一端与转轴二24沿竖直方向相连,另一端与太阳能电池板3固定连接。通过角度传感器从而实现了对太阳的跟踪,从而通过驱动控制器可控制驱动电机一21与驱动电机二23的转动角度,驱动电机二23与太阳能电池板3传动连接,从而可带动太阳能电池板3沿横轴前后调节角度;驱动电机二23固定在转轴一22上,驱动电机一21转动时,可带动太阳能电池板3沿纵轴左右调节角度,有利于提高太阳能电池板3的发电效率。
风能发电机构包括风能发电管4、扇叶5和发电电机,风能发电管4穿插在车体1首端,扇叶5设置在风能发电管4的尾端,且扇叶5与发电电机的输入端传动连接。在新能源车进行过程中所产生的逆向气流经风能发电管后,推动扇叶4旋转,使得发电电机产生电能,车速越快,则逆向气流越大,所发电电机产生的电能也就越多。
在另一种实施例中,风能发电管4首端的内径大于尾端的内径。风能发电管4有首端至尾端逐渐变细,增大了风压,有利于提高发电电机的发电效率。
在另一种实施例中,风能发电机构还包括稳压器二,发电电机通过稳压器二与主控制器电性连接。稳压器二能够对发电电机发出的电能先进行稳压,再进行升压,以符合所需供电电压的要求。
压力发电机构包括压力发电片、旋转导电滑环和稳压器三,压力发电片和旋转导电滑环均设置在新能源车的轮胎6内,且压力发电片通过旋转导电滑环与稳压器三相连,稳压器三与主控制器电性连接。新能源车行驶中轮胎6承受的压力很大,轮胎6转动过程中,压力发电片产生电能,并且稳压器三能够对压力发电片发出的电能先进行稳压,再进行升压,以符合所需供电电压的要求。另外,在新能源车的每个轮胎6内均可设置多个压力发电片,以提高发电效率。
半导体发电机构包括半导体发电片7和稳压器四,半导体发电片7通过稳压器四与主控制器电性连接。由于车内外存在温差,尤其是夏天的暴晒,冬天的严寒,都会造成巨大的温差,使得半导体发电片7能够产生电能,并且稳压器四能够对半导体发电片7发出的电能先进行稳压,再进行升压,以符合所需供电电压的要求。
在另一种实施例中,稳压器四还连接有电压表8和电流表,通过电压表8可监测半导体发电片7的发电电压,通过电流表可监测半导体发电片发电电路中的电流。
在另一种实施例中,半导体发电片7一端为热端71,另一端为冷端72,热端安装有散热片73。保证了热端71与冷端72之间持续存在一定的温差。
在另一种实施例中,半导体发电片7的热端连接有热端温度控制器74,半导体发电片7的冷端72连接有冷端温度控制器75,通过热端温度控制器74和冷端温度控制器75,可方便控制热端71与冷端72的温度。
本发明把太阳能发电机构、风能发电机构、压力发电机构和半导体发电机构集成到一辆新能源车上,通过多种方法发电实现了最大的供电能力,解决了单一的发电无法满足电动车用电需求的问题,从而有效提高了新能源车的续航里程,减少了废气等排放污染。
另外,车行驶过程中将产生风阻,不利于车的行进,且行驶速度越快,风阻越大,耗电越明显,本发明利用车行驶过程中风的阻力,实现了风力发电,将风的阻力转换为电能。利用太阳光的照射,实现了太阳能发电,合理的利用了自然资源,节约了能耗。车与地面的摩擦力也是阻碍车行进的一个重要因素,车的重量越大,摩擦力也就越大,本发明利用车的重力实现了压力式发电,为车的行驶提供续航能量。在冬季车内外温差较大,本发明利用车内外温度差,实现了半导体发电,并将电能进行储存,以满足电动车用电需求。本发明成功的将各种不利因素转化为车的行驶动力,从而节约了能源的损耗,提高了车的续航能力。
经过试验可得到:
太阳能发电,车顶面积平均2.25平米,每十小时发电3.375度。每天暴露4小时,发电1.35度。北京2017年蓝天指数227天,总计发电量最少306.45度,如果平均日照能达到8小时,可以发电大约600度。
风力发电,24V300W发电机4个,每天2小时行驶,平均时速40迈,风速约等于11米/秒,发电转化率80%,发电量约1.92度电。一年最少700.8度,日平均行驶风速比能达到4小时或者20米/秒,发电量接近1400度。
半导体发电,温差60度左右,电压2.8V480MA散热器格栅约为1平米,25*25个发电片,串并联混装,电压70V电量12000MA,正背两组并联,电压70V电流24000MA,24A*70V=1680W=1.68KW=1.68度/小时,每天2小时约发电3.36度,一年1226.4度。
压力发电,一片压力发电片一次按压只有0.5V,50UA,面积15平方厘米,普通轮胎接地面积约4000平方厘米,一个轮胎大约有265个压电片,串并联组合后行驶一圈轮胎产生70V100UA,4个轮子就是70V,400UA,按北京平均汽车行驶每天80公里计算,轮子转40000圈,产生70V,400万UA=4万MA=40A,40A*70V=2800W=2.8KW/天,一年大约1022度电。
从而得到表1,表1为太阳能发电、风能发电、半导体发电和压力发电的发电参数。
表1
一辆新能源车每天行驶80公里,每3天彻底放充一次,每次耗电40度,一年大约4866度电。通过表1可知,如果使用本发明多组合发电方式至少可以多产生约3300度电,每年增加2万公里续航,相当于少燃烧1.32吨煤炭,每次充电后增加65%的续航里程,原先240公里就变成了400公里,具体参见表2。
表2
对所公开的实施例的上述说明,使本领域专业技术人员能够实现或使用本发明。对这些实施例的多种修改对本领域的专业技术人员来说将是显而易见的,本文中所定义的一般原理可以在不脱离本发明的精神或范围的情况下,在其它实施例中实现。因此,本发明将不会被限制于本文所示的这些实施例,而是要符合与本文所公开的原理和新颖特点相一致的最宽的范围。
Claims (10)
1.一种复合发电新能源车,其特征在于,包括:车体、太阳能发电机构、风能发电机构、压力发电机构和半导体发电机构,其中,所述太阳能发电机构设置在所述车体的顶端,所述压力发电机构设置在所述车体的底端,所述风能发电机构和所述半导体发电机构均设置在所述车体内,且所述风能发电机构位于所述半导体发电机构的首端。
2.根据权利要求1所述的一种复合发电新能源车,其特征在于,还包括蓄电池和主控制器,所述太阳能发电机构、所述风能发电机构、所述压力发电机构、所述半导体发电机构和所述蓄电池均与所述主控制器电性连接。
3.根据权利要求2所述的一种复合发电新能源车,其特征在于,所述太阳能发电机构包括驱动控制器、驱动装置、太阳能电池板和太阳光传感器,所述太阳光传感器与所述主控制器电性连接;所述主控制器通过所述驱动控制器与所述驱动装置电性连接。
4.根据权利要求3所述的一种复合发电新能源车,其特征在于,所述太阳能发电机构还包括稳压器一,所述太阳能电池板通过所述稳压器一与所述主控制器电性连接。
5.根据权利要求3所述的一种复合发电新能源车,其特征在于,所述驱动装置包括驱动电机一、转轴一、驱动电机二、转轴二和连接杆,所述驱动电机一连接在所述车体顶端,所述转轴一纵向连接在所述驱动电机一的输出端;所述驱动电机二固定在所述转轴一上,且所述驱动电机二的输出端横向连接所述转轴二,所述连接杆的一端与所述转轴二相连,另一端与所述太阳能电池板固定连接。
6.根据权利要求2所述的一种复合发电新能源车,其特征在于,所述风能发电机构包括风能发电管、扇叶和发电电机,所述风能发电管穿插在所述车体首端,所述扇叶设置在所述风能发电管的尾端,且所述扇叶与所述发电电机的输入端传动连接。
7.根据权利要求6所述的一种复合发电新能源车,其特征在于,所述风能发电机构还包括稳压器二,所述发电电机通过所述稳压器二与所述主控制器电性连接。
8.根据权利要求2或7所述的一种复合发电新能源车,其特征在于,所述压力发电机构包括压力发电片、旋转导电滑环和稳压器三,所述压力发电片和所述旋转导电滑环均设置在新能源车的轮胎内,且所述压力发电片通过所述旋转导电滑环与所述稳压器三相连,所述稳压器三与所述主控制器电性连接。
9.根据权利要求2所述的一种复合发电新能源车,其特征在于,所述半导体发电机构包括半导体发电片和稳压器四,所述半导体发电片通过所述稳压器四与所述主控制器电性连接。
10.根据权利要求9所述的一种复合发电新能源车,其特征在于,所述半导体发电片一端为热端,另一端为冷端,所述热端安装有散热片。
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CN112217457A (zh) * | 2020-10-15 | 2021-01-12 | 东北石油大学 | 一种能够自动追光的车载太阳能风力发电装置 |
CN115447395A (zh) * | 2022-09-29 | 2022-12-09 | 蓝少群 | 一种车顶太阳能和风能发电装置及其应用 |
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CN112217457A (zh) * | 2020-10-15 | 2021-01-12 | 东北石油大学 | 一种能够自动追光的车载太阳能风力发电装置 |
CN112217457B (zh) * | 2020-10-15 | 2021-09-24 | 东北石油大学 | 一种能够自动追光的车载太阳能风力发电装置 |
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