CN213442107U

CN213442107U - Wind resistance conversion self-feeding electric automobile

Info

Publication number: CN213442107U
Application number: CN202021059412.XU
Authority: CN
Inventors: 王治岳
Original assignee: Individual
Current assignee: Individual
Priority date: 2020-05-27
Filing date: 2020-06-10
Publication date: 2021-06-15
Anticipated expiration: 2030-06-10

Abstract

The utility model discloses a windage conversion is from presenting electric automobile, include: the cabin body before the locomotive, set up the cabin body behind the cabin body rear in the front of the locomotive, a plurality of first wind energy converter and a plurality of first wind energy generator, be provided with the division board between the cabin body behind the cabin body and the locomotive before the locomotive, the cabin body interval is provided with a plurality of first wind energy converters before the locomotive, every first wind energy converter corresponds through a rotating shaft and connects a first wind energy generator, first wind energy generator sets up on the division board or sets up in the cabin body behind the locomotive, the front side of the cabin body is provided with the air inlet unit that can open and close before the locomotive, the lower extreme of the cabin body is provided with the passageway of airing exhaust before the locomotive. The utility model provides an electric automobile can uninterruptedly feed and give vehicle mounted power, can not increase new resistance like this yet to make electric automobile's continuation ability obtain promoting by a wide margin, also can satisfy the demand that people went on a journey and drove far away completely.

Description

Wind resistance conversion self-feeding electric automobile

Technical Field

The utility model belongs to the technical field of the car, concretely relates to windage conversion is from presenting electric automobile.

Background

Currently, electric vehicles have been the focus, whether from the perspective of human living environment governance or the real needs of the development of the automotive industry. The fundamental reason is that in the use of the conventional vehicles which convert oil gas into driving force, air pollution caused by a large amount of exhaust gas emission seriously threatens the current human health and restricts the future social development. Although various pure electric environment-friendly vehicles are competitively developed in many countries in the world, the bottleneck problem of 'no-go' exists, so that the popularization and the application are still difficult to realize.

The prior environment-friendly vehicle has the technical problem of ineligibility. It is clear that the best option for solving the air pollution caused by vehicle exhaust in cities is to use pure electric vehicles. According to the related technical data, most of the electric vehicles on the market can basically meet the power guarantee requirement of urban operation, but the electric vehicles with the cruising ability exceeding five hundred kilometers do not appear on the market. The electric vehicle is said to be capable of running for thousands of miles, and the technical design of the electric vehicle is a stacked battery as a main way to solve the problem of electric energy capacity. Although the electric automobile can be driven far, the limited space in the automobile body is occupied by a large number of battery packs, the use value of the automobile is reduced and even lost, and obviously, the electric automobile is not a mature and excellent technical option. At times, the market is waiting for large capacity electrical energy storage devices to emerge.

In addition, wind resistance is the cause of insufficient range ability of the electric vehicle. Practice shows that various methods and ways for solving the technical problems exist, and the key point is to find out the systematic factors and key points with problems. It is known that with the pace of traffic modernization construction and the quality of life improvement, the running speed and efficiency of vehicles are improved. Especially, vehicles across the city are more and more common in trans-regional and trans-city operation, modern traffic creates superior conditions for high-speed operation of the vehicles, and meanwhile, practical challenges are provided for the range extending capability of the electric vehicles. Because the faster the speed of a vehicle is, the wind resistance borne by the vehicle body is multiplied by a nonlinear number rate, and the consumed electric energy is larger. Moreover, the wind resistance at a high speed is a main body for consuming the stored electric energy of the electric automobile and is also a main cause of insufficient range capability of the electric automobile.

SUMMERY OF THE UTILITY MODEL

In order to solve the problem that the existing electric automobile has insufficient range extending capability, the utility model provides a windage conversion self-feedback electric automobile. The to-be-solved technical problem of the utility model is realized through following technical scheme:

a windage converting self-feeding electric vehicle comprising: the wind energy generator comprises a front cabin body of the locomotive, a rear cabin body of the locomotive, a plurality of first wind energy converters and a plurality of first wind energy generators, wherein the rear cabin body of the locomotive is arranged behind the front cabin body of the locomotive, a partition plate is arranged between the front cabin body of the locomotive and the rear cabin body of the locomotive, the first wind energy converters are arranged in the front cabin body of the locomotive at intervals, each first wind energy converter is correspondingly connected with one first wind energy generator through a rotating shaft, the first wind energy generators are arranged on the partition plate or in the rear cabin body of the locomotive, an air inlet device capable of being opened and closed is arranged on the front side of the front cabin body of the locomotive, and an air exhaust channel is arranged at the lower end of the.

The utility model discloses an in one embodiment, first wind energy converter is first sub-wind energy converter or second sub-wind energy converter, first sub-wind energy converter includes first layer impeller blade group, first layer impeller blade group includes a plurality of centers on the circumference evenly distributed's of axis of rotation first impeller blade, second wind energy converter includes second layer impeller blade group and third layer impeller blade group, second layer impeller blade group includes a plurality of centers on the circumference evenly distributed's of axis of rotation second impeller blade, third layer impeller blade group includes a plurality of centers on the circumference evenly distributed's of axis of rotation third impeller blade, just second layer impeller blade group's second impeller blade with the third impeller blade of third layer impeller blade group is in the axis of rotation is the mode of crisscross each other and arranges.

In an embodiment of the present invention, the partition plate is arc-shaped.

In an embodiment of the present invention, the first wind energy generator is disposed in the cabin behind the head, each of the first wind energy converters passes through a partition plate, the rotation axis corresponds to and is connected to the first wind energy generator, and each of the rotation axes passes through the position of the partition plate is an arc-shaped protrusion.

In one embodiment of the present invention, the wind power generator further comprises a plurality of second wind energy converters, a plurality of second wind energy generators, a fixing base, a first lifting device, a second lifting device and a translation device, each of the second wind energy converters is correspondingly connected to one of the second wind energy generators through one of the rotating shafts, the second wind energy converter is arranged on a fixed seat in the rear cabin body of the locomotive, the first lifting device is arranged at the lower end of the fixed seat, the telescopic end of the first lifting device is connected with the fixed seat, the second lifting device is arranged at the lower end of the face cover of the headstock rear cabin body, the flexible end of the second lifting device is connected with the face cover of the cabin body behind the locomotive, the translation device is arranged at the lower end of the face cover of the cabin body behind the locomotive, and the flexible end of the translation device is connected with the face cover of the cabin body behind the locomotive.

In an embodiment of the present invention, the first lifting device, the second lifting device and the translation device are hydraulic ram devices.

In an embodiment of the present invention, the wind power generating device further comprises two side cabin bodies disposed on two sides of the vehicle body, each of the side cabin bodies is provided with a first V-shaped wind deflector, a plurality of third wind energy converters, a plurality of third wind energy generators, a plurality of first circular arc-shaped wind deflectors and a plurality of first flat wind deflectors, each of the third wind energy converters is correspondingly connected to one of the third wind energy generators through one of the rotating shafts, and each of the first circular arc-shaped wind deflectors is correspondingly provided with one of the third wind energy converters, two of the first circular arc-shaped wind deflectors are connected to each other through one of the first flat wind deflectors, a first edge of each of the first V-shaped wind deflectors is connected to an inner side wall of the side cabin body, a second edge of each of the first V-shaped wind deflectors is connected to an outer side wall of the side cabin body, an included angle between a first end and a second end of each of the first V-, and the second end of the first V-shaped air deflector is connected with the first circular arc-shaped air deflector close to the electric vehicle head, an air guide channel is arranged at the lower ends of the first V-shaped air deflector, the first circular arc-shaped air deflector and the first flat air deflector, and an air outlet is arranged at the rear end of the side cabin body.

The utility model discloses an in one embodiment, still including two first switch doors, every first switch door correspond set up in the lateral part cabin body is close to the one end of electric automobile locomotive.

In an embodiment of the present invention, the wind power generating device further comprises a top cabin body disposed at the top of the vehicle body, wherein a second V-shaped wind deflector, a plurality of fourth wind energy converters, a plurality of fourth wind energy generators, a plurality of second circular arc-shaped wind deflectors and a plurality of second straight wind deflectors are disposed in the top cabin body, each of the fourth wind energy converters is correspondingly connected to one of the fourth wind energy generators through one of the rotating shafts, and each of the second circular arc-shaped wind deflectors is correspondingly provided with one of the second wind energy converters, two of the second circular arc-shaped wind deflectors are connected through one of the second straight wind deflectors, a first edge of each of the second V-shaped wind deflectors is connected to an inner side wall of the side cabin body, a first edge of each of the second V-shaped wind deflectors is connected to an outer side wall of the side cabin body, an included angle between a first end and a second end of each of the second V-, and the second end of the second V-shaped air deflector is connected with the second circular arc-shaped air deflector close to the electric vehicle head, the lower ends of the second V-shaped air deflector, the second circular arc-shaped air deflector and the second flat air deflector are provided with an air guide channel, and the rear end of the top cabin body is provided with an air outlet.

The utility model discloses an in one embodiment, still include second switch door, second switch door set up in the top cabin body is close to the one end of electric automobile locomotive.

The utility model has the advantages that:

the utility model provides a wind resistance conversion self-feeding electric automobile adds in the front of the locomotive cabin body and is equipped with the wind energy converter, will produce the wind energy of reverse effort originally in vehicle motion process, changes into the electric energy through wind power generator to uninterruptedly present for vehicle mounted power, also can not increase new resistance like this, thereby make electric automobile's continuation of journey ability obtain promoting by a wide margin, also can satisfy the demand that people went on a journey and far drive completely.

The present invention will be described in further detail with reference to the accompanying drawings and examples.

Drawings

Fig. 1 is a schematic diagram of the element logic provided by the embodiment of the present invention;

fig. 2 is a schematic top view of a wind resistance conversion self-feeding electric vehicle according to an embodiment of the present invention;

fig. 3 is a schematic side view of another wind resistance conversion self-feeding electric vehicle according to an embodiment of the present invention;

fig. 4 is a schematic top view of another wind resistance conversion self-feeding electric vehicle according to an embodiment of the present invention;

fig. 5 is a schematic structural diagram of a wind energy converter according to an embodiment of the present invention;

fig. 6 is a schematic view of a multiple wind resistance conversion self-feeding electric vehicle provided by an embodiment of the present invention;

fig. 7 is a schematic top view of another wind resistance conversion self-feeding electric vehicle according to an embodiment of the present invention;

fig. 8 is a schematic top view of another wind resistance conversion self-feeding electric vehicle according to an embodiment of the present invention;

fig. 9 is a schematic top view of another wind resistance conversion self-feeding electric vehicle according to an embodiment of the present invention;

fig. 10 is a schematic view of an air intake device according to an embodiment of the present invention;

fig. 11 is a schematic top view of another wind resistance conversion self-feeding electric vehicle according to an embodiment of the present invention;

fig. 12 is a schematic front view of a wind resistance conversion self-feeding electric vehicle according to an embodiment of the present invention;

fig. 13 is a schematic view of a moving device for a face cover of a rear cabin of a vehicle head according to an embodiment of the present invention;

fig. 14 is a schematic top view of another wind resistance conversion self-feeding electric vehicle according to an embodiment of the present invention;

fig. 15 is a schematic diagram of a second wind energy converter according to an embodiment of the present invention;

fig. 16 is a schematic front view of a side cabin according to an embodiment of the present invention;

FIG. 17 is a schematic front view of a third wind energy converter and a fourth wind energy converter according to embodiments of the present invention;

fig. 18 is a schematic top view of a third wind energy converter and a fourth wind energy converter according to an embodiment of the present invention;

fig. 19 is a schematic view of a wind arm according to an embodiment of the present invention;

fig. 20 is a schematic view of a first V-shaped air deflection plate and a second V-shaped air deflection plate according to an embodiment of the present invention;

fig. 21 is a schematic top view of a top deck according to an embodiment of the present invention;

fig. 22 is a schematic side position view of a wind energy converter of a long passenger car according to an embodiment of the present invention;

fig. 23 is a schematic side position view of another long passenger car wind energy converter provided by the embodiment of the present invention;

fig. 24 is a schematic side position view of a wind energy converter of a long body wagon according to an embodiment of the present invention;

FIG. 25 is a schematic diagram illustrating the position of a wind energy converter of a long passenger vehicle according to an embodiment of the present invention;

fig. 26 is a schematic forward view of a position of a wind energy converter of a long body wagon according to an embodiment of the present invention;

fig. 27 is a schematic view of an air inlet of a wind energy converter of a long vehicle according to an embodiment of the present invention.

Detailed Description

The present invention will be described in further detail with reference to specific examples, but the present invention is not limited thereto.

Example one

The key is to fully recognize the running function of the vehicle and accurately judge the internal logic of wind energy and resistance. The conventional view is that the automobile is a transportation vehicle capable of generating displacement, and the traditional view is not comprehensive. When changing an idea or a point of view, the displacement process of the automobile is also a physical movement generating wind energy because the running and the speed of the vehicle have the condition of generating wind energy. Both of these should be considered essential functions of the movement of the car. However, for a long time, people only see the above-mentioned motion function, but neglect the function of generating wind energy in the motion process. Therefore, whether the energy relation of the displacement process of the vehicle body is objectively, comprehensively and accurately grasped is the key for systematically recognizing and solving the problem of the electric vehicle process. The existing situation shows how to solve the problem of insufficient range-extending capability of the electric vehicle, most of the emphasis is on how to improve the energy storage efficiency of the battery pack, the deep research on the mutual conversion relationship between the vehicle body and the environment (energy) is lacked, the function of wind resistance in vehicle displacement is considered in isolation, and the energy consumed by the vehicle operation is considered to be mainly the displacement realized by overcoming the friction resistance and the air resistance (wind resistance) of the ground. But neglects the important objective fact that the displacement process of the vehicle is also the process of generating wind energy. According to the basic principle of hydrodynamics, when a vehicle moves rapidly through static gas, the same effect as that of the gas rapidly sliding through the vehicle body is formed on the surface and the vicinity of the vehicle body, and the gas flow movement just like the opposite direction of the vehicle body moving direction enables the vehicle body to bear resistance and simultaneously transmits wind energy to the vehicle body. As a resistance, it consumes the electrical energy stored in the vehicle, as wind energy, it can be converted into mechanical energy and electrical energy. It is particularly pointed out that this wind energy (wind resistance) is a product of the motion of the vehicle, which is present when the vehicle is moving, and which disappears when the vehicle is stationary. Therefore, only an appropriate technical approach and a proper technical mode are needed to be adopted in the moving process of the vehicle, for example, as an approach, the logic process that wind energy is always changed into resistance can be changed, the wind energy is converted into electric energy before becoming the resistance, and then the electric energy is directly fed back to the vehicle-mounted battery pack. And the faster the vehicle speed, the stronger the feedback capacity, thereby achieving the dynamic gradient balance between the energy input quantity and the energy consumption quantity in the running process of the vehicle, effectively prolonging the continuation of the electric vehicle and realizing the long-distance running target of the electric vehicle.

There is an element logic of wind energy conversion self-feeding charging system objectively. Referring to fig. 1, it is clear from fig. 1 that when the electric energy drives the vehicle body to move, wind energy and wind resistance are generated. The function logic of the wind energy element is 1-2-3-7-8 (namely 1), namely when the battery energy is converted into mechanical energy to drive the vehicle body to move, the movement can generate wind energy (wind resistance), the wind energy converts the wind energy into electric energy through the energy converter, and then the energy is fed back to the battery power supply, so that a self-feeding type circulation logic of 'generating wind by electricity and generating electricity by wind' is formed, the service time of the battery pack is prolonged, and the function logic is also the fundamental connotation of wind power fusion; the action logic of the wind resistance element is the conversion relation of 1-2-3-4-5-6, namely, the mechanical energy converted from the battery energy pushes the vehicle body to move, the movement generates wind resistance (wind energy), the wind resistance is stagnated to reduce the vehicle body movement, and the electric energy consumption is increased. This is one of the root causes of the insufficient continuation capability existing objectively in all the electric automobiles at present.

Now, the simplified analysis of wind energy characteristics is carried out by taking the cars running more in the market as an example. For simplicity, it is assumed that the vehicle is operating in relatively calm air. Thus, the airflow direction generated along with the movement of the vehicle body always impacts the front surface of the vehicle body in a reverse direction, and the part subjected to the reverse action of wind power mainly comprises the front surface of the vehicle body, including the top surface, the side surfaces and the bottom surface. Wherein the front surface is provided with a vehicle head vertical surface and a windshield glass surface. By the formula of air resistance R ═ (1/2) Crho S ν²It can be known that the wind resistance is in direct proportion to the air resistance coefficient, the air density, the stress area (calculating the effective area of the wind resistance according to the projection) and the square of the wind speed. Under the same environmental condition, each different part of the vehicle body reflects two kinds of constant and variable resistance factors, the general resistance coefficient and the stress area are not changed, and the air density and the air speed are changed due to different parts. For example, the wind speed and the air density on the facade of the front vehicle head are natural values, and the air density and the wind speed on the side surface and the top of the windshield are larger. The method also objectively divides the wind energy conversion of the vehicle body into two ways with different energy conversion mechanisms on the front side and the side in terms of the structural characteristics of the vehicle body in the motion process of the vehicle body and the characteristic energy of the wind energy caused by the structural characteristics. The embodiment will consider the technical design problems of different approaches of wind energy conversion according to the characteristics.

According to the analysis of the characteristics of different energy conversion mechanisms under the front and the side of the vehicle body, the overall principle that the wind energy conversion design follows is large in loss (namely the converted electric energy is larger than the newly increased wind resistance), easy to practice and capable of keeping the appearance of the vehicle body attractive. For the front side of the vehicle body, a principle that a large wind energy and large wind resistance area is selected as an energy conversion distribution point is adopted, and the energy conversion efficiency is high; secondly, the physical distance between the wind energy converter and the large wind resistance bearing surface approaches to the principle in parallel, the wind resistance can be converted into wind energy directly to the maximum extent only when the wind energy converter and the large wind resistance bearing surface approach to each other as much as possible, and the secondary wind resistance is reduced, so that the wind energy converter is like a person standing in front of the person and behind the person, the person is windward at the front, and the person is infinitely close to the former, so that the wind blowing can be avoided to the maximum extent; and thirdly, the principle that the wind resistance is not increased in the energy conversion process mainly means that the wind receiving surface of the wind energy converter does not exceed the area which is not subjected to the wind resistance effect originally, and the generation of new wind resistance is avoided. For the side of the vehicle body, the core goal of the design is to minimize the new wind resistance generated by the effective conversion of the existing energy into electrical energy: the principle that the wind guide opening on the side face is small is adopted, the principle that the wind energy converter is assembled in a side-lying mode is adopted, the principle that the wind resistance is small and the energy is large is adopted, and the principle that the wind guide plate in the wind opening is the smallest with the wind inlet angle and the maximum aggregate energy converted by the wind energy converter is adopted is mainly adopted.

Please refer to fig. 2 and fig. 3, fig. 2 is a schematic structural diagram of a wind resistance conversion self-feeding electric vehicle according to an embodiment of the present invention, and fig. 3 is a schematic side view of another wind resistance conversion self-feeding electric vehicle according to an embodiment of the present invention. Based on the above reasons, this embodiment provides an electric automobile, this electric automobile includes the cabin body 1 before the locomotive, the cabin body 2 behind the cabin body 1 rear before the locomotive sets up, a plurality of first wind energy converter 3 and a plurality of first wind energy generator 4, be provided with the division board 5 between the cabin body 2 behind the cabin body 1 before the locomotive and the locomotive, the interval is provided with a plurality of first wind energy converter 3 in the cabin body 1 before the locomotive, every first wind energy converter 3 corresponds through a rotation axis and connects a first wind energy generator 4, first wind energy generator 4 sets up on division board 5 or sets up in the cabin body 2 behind the locomotive, be provided with an air inlet unit 6 that can open and close in the front side of the cabin body 1 before the locomotive, the lower extreme of the cabin body 1 is provided with the passageway of airing exhaust before the locomotive.

In this embodiment, the locomotive of the electric vehicle includes a front cabin body 1 and a rear cabin body 2, the front cabin body 1 and the rear cabin body 2 are separated by a separating plate 5, a plurality of first wind energy converters 3 are arranged in the front cabin body 1, the wind-receiving surface of the first wind energy converter 3 rotates under the action of wind resistance when the electric vehicle operates, so that mechanical energy generated by rotation is transmitted to a first wind energy generator 4 correspondingly connected with the first wind energy converter, electric energy is generated, and the electric energy generated by the first wind energy generator 4 can be used for storing energy for the battery pack. In addition, an exhaust channel is arranged at the lower end of the front cabin body 1 of the vehicle head in the embodiment, so that wind resistance entering the front cabin body 1 of the vehicle head can be exhausted through the exhaust channel even if the wind resistance is not converted by the first wind energy converter 3, the condition that the wind resistance is retained in the front cabin body 1 of the vehicle head is avoided, the retained wind resistance is prevented from becoming resistance in the driving process of the electric vehicle, the embodiment does not specifically require the specific setting and driving of the exhaust channel, and technicians in the field can design the front cabin body according to actual needs of different electric vehicles. Referring to fig. 2, the first wind power generator 4 may be directly disposed in the cabin body 2 behind the locomotive, and at this time, the partition plate 5 is fixedly disposed with the same number of fixing shaft sleeves 6 as the first wind power converters 3, and each of the rotating shafts connected to the first wind power converters 3 and the first wind power generator 4 passes through the corresponding fixing shaft sleeve 6, and referring to fig. 4, the first wind power generator 4 may also be directly and fixedly disposed on the partition plate 5. In order to better control the wind condition of the first wind energy converter 3, the air intake device 6 which can be opened and closed is arranged on the front side of the front cabin body 1 of the locomotive, so that the air intake device 6 is opened when the first wind energy converter 3 needs to be used, and the air intake device 6 is closed when the first wind energy converter 3 does not need to be used.

Referring to fig. 4, further, the first wind energy converter 3 is a first sub-wind energy converter or a second sub-wind energy converter, the first sub-wind energy converter includes a first layer of impeller blade set, the first layer of impeller blade set includes a plurality of first impeller blades 31 uniformly distributed around the circumference of the rotating shaft, the second wind energy converter includes a second layer of impeller blade set and a third layer of impeller blade set, the second layer of impeller blade set includes a plurality of second impeller blades 32 uniformly distributed around the circumference of the rotating shaft, the third layer of impeller blade set includes a plurality of third impeller blades 33 uniformly distributed around the circumference of the rotating shaft, and the second impeller blades 32 of the second layer of impeller blade set and the third impeller blades 33 of the third layer of impeller blade set are arranged in a mutually staggered manner on the rotating shaft.

In the present embodiment, there may be 1 to 3 or more first wind energy converters 3 arranged in the front cabin 1 of the vehicle head, for example, three electric vehicles in fig. 6 are respectively provided with 1 first

wind energy converter

3, 2 first

wind energy converters

3 and 3 first wind energy converters 3, and the number of the specifically arranged first wind energy converters 3 may be adjusted according to the size of the front cabin 1 of the vehicle head. The first wind energy converter 3 may be, for example, a first sub-wind energy converter, which includes a first layer of blade wheel groups, that is, the first sub-wind energy converter includes a plurality of first blade wheels 31 uniformly distributed around the circumference of the rotating shaft, for example, the first wind energy converter 3 in the middle position in fig. 2 is a first sub-wind energy converter; the first wind energy converter 3 may also be, for example, a second sub-wind energy converter, and the second wind energy converter includes a second layer of impeller blade group and a third layer of impeller blade group, the second layer of impeller blade group and the third layer of impeller blade group are arranged along the axial direction of the rotating shaft, and all the second impeller blades 32 in the second layer of impeller blade group and the third impeller blades 33 in the third layer of impeller blade group are arranged in a mutually staggered mode, that is, a third impeller blade 33 may be correspondingly disposed between two adjacent second impeller blades 32, so that when blowing to the second impeller blade group at the front end, there may be a portion of wind resistance that is not converted by the second impeller blade group, the part of wind resistance can continue to be converted through the third layer of impeller blade group at the rear end, so that the conversion efficiency can be improved, the wind resistance can be reduced, as shown for example in fig. 2, the first wind energy converters 3 on both sides are the second sub-wind energy converters. The first wind energy converter 3 in this embodiment is specifically a first sub-wind energy converter or a second sub-wind energy converter, and this embodiment is not particularly limited thereto, for example, the first wind energy converter 3 of the electric vehicle in fig. 7 is a first sub-wind energy converter, and for example, the first wind energy converter 3 of the electric vehicle in fig. 8 is a second sub-wind energy converter. First impeller blade 31, second impeller blade 32 and third impeller blade 33 specifically can be fan type impeller blade, fan type impeller blade's diameter is wide and short, the wind-holding ability is strong, wind energy conversion efficiency is high, first impeller blade 31, second impeller blade 32 and third impeller blade 33's quantity can be set for according to actual need, for example, the quantity is 6, 7 or 8, the specific structure that first wind energy converter 3's impeller blade receives the wind rotatory belongs to prior art, for example, can receive the rotatory mode of wind-force drive axis of rotation to design according to prior art's wind wheel, this embodiment does not specifically limit to this.

Preferably, the diameter of the first wind energy converter 3 may be about 4/5 mm of the height of the front cabin 1 of the locomotive, if a high-strength light alloy steel material is selected, the thickness of the fan blade may be controlled to be about 3 mm, and the width of the fan blade may be appropriately selected according to the length, thickness and shape of the fan blade. The fan blades are radially connected with the rotating shaft at an equal angle, and the fan blades and the rotating shaft are arranged at an angle so as to rotate after receiving wind.

Preferably, the wind energy conversion of the first wind energy converter 3 is effective only when the vehicle speed reaches or exceeds 30 km/h, but since the first wind energy converter 3 and the partition plate 5 have the function of weakening the resistance thereof to wind speeds of different magnitudes, it is also feasible that the electric vehicle can start the front cabin 1 of the vehicle head just before the vehicle starts to travel.

Referring to fig. 2 and 3, further, the partition plate 5 is arc-shaped, and two ends of the partition plate 5 and two side walls of the front cabin body 1 of the vehicle head form a V-shaped exhaust duct, so that resistance can be reduced, and when an exhaust channel is correspondingly arranged at the lower end of the exhaust duct, the remaining wind resistance can be exhausted from the front cabin body 1 of the vehicle head through the exhaust duct and the exhaust channel.

Referring to fig. 9, preferably, the first wind energy generators 4 are disposed in the cabin body 1 behind the locomotive, each first wind energy converter 3 is correspondingly connected to one first wind energy generator 4 through a rotating shaft passing through the partition plate 5, and each rotating shaft passes through the partition plate 5 and is in an arc-shaped convex shape. The arrangement mode can enable wind resistance which is not converted by the first wind energy converter 3 to blow to the position of the partition plate 5, which is in an arc-shaped protruding shape, so that the wind resistance can be discharged from the front cabin body 1 of the locomotive through the exhaust channel and the wind groove, and the acting force of the wind resistance can be further weakened. The material of the partition plate 5 is, for example, high-strength alloy steel.

Further, the air intake device 6 includes an electric shutter, and its specific structure is shown in fig. 9, the micro motor enables the wind impeller blades of the air intake device 6 to be changed between 0-90 degrees through a gear control bar (also can be controlled by a hydraulic rod), and a gear with a necessary rotation angle can be set according to actual needs, such as: the closed state is 0 degree, the fully open state is 90 degrees, and the weakening wind energy is properly controlled to be about 75 degrees. The electric blind is a mature technology in the prior art, and the description of the embodiment is omitted.

The head vertical surface of the electric automobile is the place where the reverse wind is the largest when the automobile moves forwards, and correspondingly, the place where the wind energy is the largest, so that the conversion efficiency of the wind energy is high. In addition, the locomotive is easy to implement the concealed installation of the wind energy converter. Therefore, the wind energy converter is preferably installed in the locomotive. The implementation way of the main design idea comprises the following steps: firstly, basic element design is made. On the basis of complying with the aesthetic concept of vehicle appearance design, the suitability adjustment design of basic elements of the vehicle is carried out, and the suitability adjustment design mainly comprises the following steps: the headstock can be properly heightened, widened and lengthened to relax the front surface, expand the volume of the body and fully supply the wind energy leading-in surface and the headstock volume of key parts. The upper head cover surface is leveled along the advancing direction, so that the wind energy input quantity and the holding property in the head are increased by increasing the effective area of the vertical surface of the head, and the wind resistance of the head cover surface is reduced, namely the rigid wind resistance of the gradient of the head is converted; simultaneously, the side surface of the vehicle body of the vehicle head is round and soft, so that unnecessary wind resistance surfaces are reduced. Secondly, key parts are designed. Namely, a front cabin body 1 and a rear cabin body 2 of the vehicle head are designed in the lengthened vehicle head space. The outer part of the front cabin body 1 of the vehicle head can be provided with a front bumper, a vehicle lamp, an electronic lens (for making up a front-looking dead angle caused by the rising of the vehicle head) and the like; besides the original equipment devices which are needed to be arranged on the vehicle head of the electric vehicle, the vehicle head rear cabin body 2 is also provided with a first wind energy generator 4 which is newly added so as to spatially separate the first wind energy generator 4 and the first wind energy converter 3. The main purposes and functions of the cabin body 1 in front of the vehicle head and the cabin body 2 behind the vehicle head designed by the embodiment have the following points: firstly, the wind energy introduction, the mechanical conversion and the tail wind derivation are integrated, the wind is fast and smooth, the wind energy conversion efficiency is improved, and the direct infection of external wind to internal equipment is avoided; secondly, through the designed arc-shaped partition plate 5, the air flow air subjected to energy conversion is guided to be discharged along the air grooves of the front cabin body 1 of the locomotive and the exhaust ducts on two sides, so that the acting force of secondary wind resistance is reduced, and the wind resistance is not increased due to the fact that new functional equipment is additionally arranged on the whole locomotive body; thirdly, the first wind energy generator 4 is arranged in the headstock rear cabin body 2 by arranging the headstock front cabin body 1 and the headstock rear cabin body 2, so that the air duct can be cleared, the wind resistance is reduced, the longitudinal length of the headstock front cabin body 1 can be shortened, the space utilization efficiency of the headstock rear cabin body 2 is improved, and the like. And thirdly, arranging newly added devices. Firstly, the configuration location of the first wind energy converter 3 is determined, and after the width and the height of the vehicle head are determined, the diameter of the first wind energy converter 3 is determined accordingly. The specific assembly may have 1-3 or more first wind energy converters 3 selected. In this case, three first wind energy converters 3 are not used as an example. 3 first wind energy converters 3 are uniformly distributed in the front cabin body 1 of the locomotive, the first wind energy converter 3 in the middle is set to be an A group, the other two BC groups of first wind energy converters 3 are respectively arranged on two sides of the A group, the first wind energy converter 3 in the middle A group is a first sub wind energy converter, the high sensitivity of wind power is achieved, and the timely response to the speed of the locomotive of 30-60 kilometers per hour can be achieved. The BC two groups of first wind energy converters 3 both adopt second sub-wind energy converters, and have good conversion capacity for stronger wind energy when the vehicle moves at high speed. The front cabin body 1 of the locomotive is provided with an air inlet which is slightly flat up and down and is arc-shaped left and right, so that sufficient area can be provided for the first wind energy converter 3 through the air inlet, the air inlet is also provided with an air inlet device 6, and when wind power is too large, the size of the wind power can be changed through the opening and closing size of the air inlet device 6. The electric automobile of this embodiment can install electronic camera lens in the suitable position of locomotive to compensate the sight dead angle that causes after the locomotive risees.

In this embodiment, only the first wind energy converter 3 is installed in the front cabin 1 of the car head, which is not enough for the electric car with less energy consumption, please refer to fig. 11, fig. 12, fig. 13, fig. 14 and fig. 15, so the electric car of this embodiment may further include a plurality of second wind energy converters 8, a plurality of second wind energy generators 9, a fixing seat 10, a first lifting device 11, a second lifting device 12 and a translation device 13, each second wind energy converter 8 is correspondingly connected to one second wind energy generator 9 through a rotating shaft, the second wind energy converter 8 is disposed on the fixing seat 10 in the back cabin 2 of the car head, the first lifting device 11 is disposed at the lower end of the fixing seat 10, the telescopic end of the first lifting device 11 is connected to the fixing seat 10, the second lifting device 11 is disposed at the lower end of the face cover 14 of the back cabin 2 of the car head, the telescopic end of the second lifting device 12 is connected to the face cover 14 of the back cabin 2 of the, the translation device 13 is arranged at the lower end of the face cover 14 of the cab body 2, and the telescopic end of the translation device 13 is connected with the face cover 14 of the cab body 2.

Specifically, all the second wind energy converters 8 are fixedly mounted on the fixed seat 10 through the upright posts, the lower end of the fixed seat 10 is provided with a first lifting device 11, and the telescopic end of the first lifting device 11 is connected with the fixed seat 10, so that the first lifting device 11 can drive the fixed seat 10 and the second wind energy converters 8 mounted on the fixed seat 10 to move up and down, and the first lifting device 11 can be a hydraulic ejector rod device and drives the telescopic end of the first lifting device 11 to move telescopically through a hydraulic machine; the second lifting device 11 is arranged at the lower end of the face cover 14 of the cabin body 2 behind the locomotive, the telescopic end of the second lifting device 12 is connected with the face cover 14 of the cabin body 2 behind the locomotive, the translation device 13 is arranged at the lower end of the face cover 14 of the cabin body 2 behind the locomotive, the telescopic end of the translation device 13 is connected with the face cover 14 of the cabin body 2 behind the locomotive, the telescopic end of the translation device 13 is an L-shaped telescopic rod, so that when the face cover 14 of the cabin body 2 behind the locomotive needs to be opened, the face cover 14 of the cabin body 2 behind the locomotive can be driven to move upwards through the second lifting device 12, the second lifting device 12 can be a hydraulic ejector rod device, after the face cover 14 of the cabin body 2 behind the locomotive is moved upwards, the face cover 14 of the cabin body 2 behind the locomotive can be driven to translate through the translation device 13 which is horizontally arranged, the translation device 13 can be a hydraulic ejector rod device, and the face cover 14 of the, the flexible end of the second elevating gear 12 of this embodiment is provided with a pulley guide rail, install the pulley that can carry out the slip on the pulley guide rail below the face lid 14 of the cabin body 2 behind the locomotive, the one end that the face lid 14 of the cabin body 2 is close to windshield behind the locomotive is provided with the wind energy converter stand position with stand assorted, this wind energy converter stand position is a recess, after second wind energy converter 8 risees to suitable position like this, can avoid second wind energy converter 8 to obstruct the face lid 14 playback of the cabin body 2 behind the locomotive. The second lifting device 12 and the translating device 13 may both be hydraulic ram devices, and the first lifting device 11 for driving the second wind energy converter 8 to move up and down, the second lifting device 12 for driving the face cover 14 of the rear cabin 2 of the locomotive to move up and down, and the translating device 13 for horizontal movement belong to the prior art, and for example, a hydraulic system such as a lescent or a DTT-type electro-hydraulic push rod may be directly used.

The number of second wind energy converters 8 of the present embodiment may be, for example, 1-3. The specific implementation method is that firstly, the locomotive is transformed and divided into two parts, namely a locomotive front cabin body 1 and a locomotive rear cabin body 2, the face covers of the locomotive front cabin body 1 and the locomotive rear cabin body 2 can be independently opened, and the design and opening of the face cover of the locomotive front cabin body 1 are the same as those of most locomotive face covers at present; the cabin body 2 behind the locomotive can be designed according to the above mode, and the opening process of the cabin body 2 behind the locomotive is as follows: the face cover 14 of the cabin body 2 behind the locomotive is pushed up by the second lifting device 12, after a supporting arm connected with the cabin body of the cabin body 2 behind the locomotive extends out (one end of the supporting arm is connected with the cabin body of the cabin body 2 behind the locomotive, the connecting end of the supporting arm and the cabin body of the cabin body 2 behind the locomotive can rotate, the other end is connected with the face cover 14 of the cabin body 2 behind the locomotive, the connecting end of the supporting arm and the face cover 14 of the cabin body 2 behind the locomotive can rotate, the supporting arm is a telescopic arm), then the translation device 13 is utilized to drive the face cover 14 of the cabin body 2 behind the locomotive to move towards the front cabin body 1 of the locomotive, then the first lifting device 11 is utilized to push up the second wind energy converter 8 to a position capable of receiving wind resistance, the wind-receiving face of the second wind energy converter 8 can rotate under the effect of the wind resistance, so that the mechanical energy generated by the rotation is transmitted to the second wind energy generator 9 correspondingly connected with the, the electric energy generated by the second wind energy generator 9 can be used for storing energy for the battery pack, the lifting mode of the second wind energy converter 8 in the embodiment can be a single independent driving lifting mode or a plurality of groups of simultaneous driving lifting modes, and when the second wind energy converter 8 is not used, the second wind energy converter 8, the second wind energy generator 9, the fixed seat 10, the first lifting device 11, the second lifting device 12 and the translation device 13 are all installed in the cabin body 2 behind the locomotive head. In addition, in order to ensure normal driving, the driving view is required to be improved, and the driving view is influenced when the second wind energy converter 8 works, and the problem can be solved by arranging an electric electronic lens and a built-in view screen.

Preferably, the second wind energy converter 8 may be, for example, a first sub-wind energy converter, but also a second sub-wind energy converter.

Preferably, the diameter of the second wind energy converter 8 may be about 4/5 mm of the height of the cabin 2 behind the locomotive, if a high-strength light alloy steel material is selected, the thickness of the fan blade may be controlled to be about 3 mm, and the width of the fan blade may be appropriately selected according to the length, thickness and shape of the fan blade. The fan blades are radially connected with the rotating shaft at an equal angle, and the fan blades and the rotating shaft are arranged at an angle so as to rotate after receiving wind.

Based on the electric automobile, the core functions are mainly embodied in two aspects: firstly, how to convert the frontal wind resistance into self-feeding electric energy is realized. The above-mentioned problems have been addressed by comparative systems, in particular in the context of energy conversion design principles, which have been described with particular emphasis on achieving the function of a wind energy converter with precision, based on the selective perfection of the vehicle head elements, in which, when the vehicle is moving, a force with a geometric increase in intensity in relation to the speed and in opposition to the direction of movement is applied to the bodywork where it has to be accepted that this reaction exists, a technical project (i.e. the implementation of a specially manufactured device) is carried out to block some or all of the above-mentioned areas that are considered to have to be blocked, in terms of a set range, distance and angle (the direction of the wind is perpendicular to the plane formed by the blades) (and the absolute distance between these is preferably smaller than the radius of the blades of the wind energy converter), namely, the front end of the vehicle body part which does work by wind power is shielded by the wind energy converter. This device used for shading has an important function: when the material is contacted with the material which makes the outside of the vehicle body receive reverse force in the advancing process, the material can automatically rotate to generate mechanical energy or electric energy. This means that the wind force acting on a certain area of the original vehicle body has been captured by the wind energy converter located in front of this area and converted into electrical energy. At this time, it can be known that: the so-called "counter-acting force" is the flowing air with a relative speed of travel to the vehicle body, and the so-called "means for shading" is the wind energy converter. Thus, it can be seen that the fact exists that: the vehicle can continuously convert wind energy into electric energy to be self-fed into the battery pack during running, and reverse resistance is not increased due to the change. And how to ensure that the system resistance does not increase or decrease in the process of implementing the conversion. The key points are that the following points are accurately realized: (1) the range of wind power borne by the wind energy converter is within the range of the original wind resistance acting force, so that no new resistance is generated outside the place where the wind resistance directly acts on the vehicle body; (2) before the wind energy converter is installed, the part where the wind resistance directly acts on the vehicle body is only subjected to the action of a small part of attenuated and lost wind (secondary resistance) after the wind energy converter is assembled and enters a working state; (3) the wind resistance originally acting on the area is rigid, the strength of rigid acting force is large, namely the resistance is large, the wind force acting on the wind energy converter at present shows the property of having resistance to a vehicle body, and the wind resistance is not rigid but elastic, so that the strength of elastic acting force is small, and the resistance is small. Because the wind is directly applied to the blade with a certain angle change, two factors that the blade will cause the resistance to become smaller are: the blades of the impeller have an included angle (acute angle) with the direction of action of the force and rotate along the direction of the component of the action of the force, resulting in a reduction in wind resistance. (4) After the slope inclined plane of the head surface along the advancing direction is changed into a horizontal plane, the wind power on the corresponding area under the vertical height projected by the original inclined plane is converted into a part of the wind power on the area where the wind energy converter performs energy conversion. Whereas the wind resistance acting on the ramp before is rigid, the resistance acting on the wind energy converter is now elastic for the same reason, also resulting in a reduction of the wind resistance. (5) The design of the front cabin body and the rear cabin body of the locomotive is carried out on the locomotive, so that airflow of front wind resistance on the locomotive is guided to be discharged along the set exhaust ducts on two sides of the inner locomotive through the designed separation plate after passing through the wind energy converter, and the acting force of secondary wind resistance is reduced. The above description: the whole car body does not increase the wind resistance due to the change of additionally installing new functional equipment, and on the contrary, the whole wind resistance is reduced due to the change from the rigid wind resistance to the elastic wind resistance.

In addition, the side surface of the body of the electric automobile is parallel to the advancing direction of the body, so that the wind resistance is small or even negligible. However, the density and speed of the air moving on the surface of the side surface of the vehicle body are much higher than those of the vertical surface of the vehicle body, i.e. the energy density of the side surface of the vehicle body is higher, and the efficiency of wind energy conversion is higher. Referring to fig. 16, 17, 18, 19 and 20, the electric vehicle of the embodiment may further include two side cabins 15 disposed at two sides of the vehicle body, each side cabin 15 is disposed with a first V-shaped wind deflector 16, a plurality of third wind energy converters 17, a plurality of third wind energy generators 18, a plurality of first arc-shaped wind deflectors 19 and a plurality of first flat wind deflectors 20, each third wind energy converter 17 is correspondingly connected to a third wind energy generator 18 through a rotating shaft, a third wind energy converter 17 is correspondingly disposed in each first arc-shaped wind deflector 19, two first arc-shaped wind deflectors 19 are connected through a first flat wind deflector 20, a first side of the first V-shaped wind deflector 16 is connected to an inner sidewall of the side cabin 15, a second side of the first V-shaped wind deflector 16 is connected to an outer sidewall of the side cabin 15, an included angle θ between a first end to a second end of the first V-shaped wind deflector 16 and the horizontal direction is an acute angle, theta is about 30 degrees, for example, and the second end of the first V-shaped air guiding plate 16 is connected to the first circular arc-shaped air guiding plate 19 close to the electric vehicle head, and the lower ends of the first V-shaped air guiding plate 16, the first circular arc-shaped air guiding plate 19 and the first flat air guiding plate 20 are provided with an air guiding channel, and the rear end of the side cabin 15 is provided with an air outlet.

Further, the third wind energy converter 17 is composed of a runner seat, a plurality of arm handles and a plurality of wind force arms, the arm handles are arranged at intervals around the runner seat and fixedly connected to the runner seat, each arm handle is connected with a wind force arm, the runner seat is connected with a third wind energy generator 18 through a rotating shaft, the rotating shaft is connected with the runner seat through a bearing, the wind force arms are tile arc-shaped wind force arms, namely the cross section of each wind force arm is arc-shaped, the wind-receiving surface of each wind force arm is a concave surface facing the wind direction, and therefore the wind force arms can be pushed to rotate under the action of wind resistance, so that the rotating shaft is driven to rotate, and the number of the wind force arms is 8, 9 or 10. For example, the diameter of the third wind energy converter 17 may be about 0.8 times the width of the side nacelle 15, the width of the wind arm is generally not more than 10 cm, the wind arm may be made of high-strength alloy steel, the thickness of the wind arm may be about 3 mm, and the first V-shaped wind deflector 16, the first circular arc wind deflector 19 and the first flat wind deflector 20 are made of high-strength alloy steel, for example.

In this embodiment, the side cabin 15 can be installed on the side of the electric vehicle, when the wind resistance enters the side cabin 15, the wind resistance firstly blows towards the first V-shaped wind deflector 16, because the first V-shaped wind deflector 16 is V-shaped, and the included angle θ between the first end and the second end of the first V-shaped wind deflector 16 and the horizontal direction is an acute angle, the wind resistance can flow towards the lower end of the first V-shaped wind deflector 16 along the first V-shaped wind deflector 16, and thus converges to the wind guiding channel, a first circular arc-shaped wind deflector 19 is arranged on the periphery of each third wind energy converter 17, and the length direction of the wind arm of the third wind energy converter 17 can extend into the wind guiding channel, as long as the rotation of the third wind energy converter 17 is not hindered, the wind resistance converged to the wind guiding channel can blow towards the third wind energy converter 17, and when the wind arm is windy, the wind arm can rotate, thereby drive the runner seat and rotate through the axis of rotation that bearing and runner seat are connected, alright transmit rotatory produced mechanical energy to rather than correspond the third wind energy generator 18 who is connected like this in to produce the electric energy, the electric energy that third wind energy generator 18 produced just can be used for the battery pack energy storage, remaining windage alright flow out the car with following the air outlet.

Aiming at different electric automobiles, fixed accessories can be additionally arranged on the side face of the automobile body, a third wind energy converter 17 and a third wind energy generator 18 are fixedly installed on the inner side wall of the side cabin body 15, then the outer side wall of the side cabin body 15 is packaged, and of course, the inner side wall and the outer side wall of the side cabin body 15 can be manufactured into an integral component and a local rotating component which can rotate around a shaft, so that the functional requirement of automatically opening the saluting rack through hydraulic driving is met. Of course, it is also conceivable to move the luggage box in and out from the rear side of the vehicle body by means of electric tracks, so that the inner and outer side walls of the side body 15 can be fixed to the main body. The third wind energy converter 17 is mounted in such a way that the width of its concave wind arm is not in contact with the distance between the inner and outer side walls of the side nacelle 15. A limited cavity is formed between the inner side wall and the outer side wall of the side cabin body 15, and two sides of the cavity are closed.

The distance between the inner side wall and the outer side wall of the side cabin body 15 is about eight to one tenth of the half width of the windshield glass surface (generally, the distance can be increased or decreased by 10 centimeters according to the size of a vehicle body, so that the effects of smooth air flow, air density gathering, wind speed improvement and wind resistance control are achieved. The first V-shaped air guiding plate 16 mainly controls the flow direction angle of air entering the cavity (reduces wind resistance); the first circular arc-shaped air deflector 19 mainly limits the existing area of air so as to enable air flow to be smooth; the first flat air deflector 20 and the end of the first V-shaped air deflector 16 together form an air guiding channel for collecting the density of the air flow, increasing the movement speed of the air flow, and impacting the spiral arm of the energy converter, and the position of the air guiding channel is designed to enable the air flow to accurately impact the outer end of the radius of the wind arm (for example, about 0.618 of the length of the radius), and under the constraint of the above components, the air flow which is from the head of the vehicle and the windshield glass to the side of the vehicle body enters from the air inlet and exits from the air outlet of the side cabin body 15. In the process, the airflow is converged to the air guide channel by the first V-shaped air guide plate 16 and intensively impacts the wind arm of the third wind energy converter 17, so that the wind arm is always stressed and rotated along one direction, and the third wind energy generator 18 is driven to work. The number of third wind energy converters 17 in the cavity of the side nacelle 15 may be determined by the longitudinal area, and may be, for example, 1, 2, 3, or more. When more than two units are assembled, the proper spacing distance can be determined according to the related principle of fluid mechanics. In order to reasonably reduce the space occupation in the vehicle, a flat wind driven generator or a crawler-type wind driven generator can be designed and customized. If a plurality of wind energy converters are reasonably arranged in one closed cavity, the ratio of the wind energy converted electric energy to the generated new wind resistance can be improved.

In order to better control the wind resistance entering the side cabin 15, a first switch door may be disposed at the air inlet of the side cabin 15, the first switch door is correspondingly disposed at the air inlet of the side cabin near the head end of the electric vehicle, and the first switch door may be, for example, an electric rolling door or an electric arc door.

In addition, the top surface of the electric automobile body is parallel to the traveling direction of the automobile body, so that the wind resistance is small and even negligible. However, the density and speed of the air moving on the surface of the top surface of the vehicle body are much higher than those of the vertical surface of the vehicle body, i.e. the energy density of the top surface of the vehicle body is higher, and the efficiency of wind energy conversion is higher. The electric vehicle of the embodiment may further include a top cabin 21 disposed at the top of the vehicle body, the top cabin 21 is disposed therein with a second V-shaped wind deflector 22, a plurality of fourth wind energy converters 23, a plurality of fourth wind energy generators, a plurality of second arc-shaped wind deflectors 24 and a plurality of second straight wind deflectors 25, each fourth wind energy converter 23 is correspondingly connected to a fourth wind energy generator through a rotating shaft, and a fourth wind energy converter 23 is correspondingly disposed in each second arc-shaped wind deflector 24, two second arc-shaped wind deflectors 24 are connected through a second straight wind deflector 25, a first side of the second V-shaped wind deflector 22 is connected to an inner side wall of the side cabin 21, a first side of the second V-shaped wind deflector 22 is connected to an outer side wall of the top cabin 21, an included angle θ between a first end and a second end of the second V-shaped wind deflector 22 and the horizontal direction is an acute angle, and a second end of the second V-shaped wind deflector 22 is connected to the second arc-shaped wind deflector 24 near the head of the, and the lower ends of the second V-shaped air deflector 22, the second circular arc-shaped air deflector 24 and the second flat air deflector 25 are provided with an air guide channel, and the rear end of the top cabin body 21 is provided with an air outlet.

Furthermore, the fourth wind energy converter 23 is composed of a runner seat, a plurality of arm handles and a plurality of wind force arms, the plurality of arm handles are arranged at intervals around the runner seat, the arm handles are fixedly connected to the runner seat, each arm handle is connected with a wind force arm, the runner seat is connected with the third wind energy generator 18 through a rotating shaft, the rotating shaft is connected with the runner seat through a bearing, the wind force arms are tile arc wind force arms, namely the cross section of each wind force arm is arc-shaped, the wind-receiving surface of each wind force arm is a concave surface facing the wind direction, and therefore the wind force arms can be pushed to rotate under the action of wind resistance, so that the rotating shaft is driven to rotate, and the number of the wind force arms is 8, 9 or 10. For example, the diameter of the fourth wind energy converter 23 may be about 0.8 times the width of the top nacelle 21, the width of the wind arm is generally not more than 10 cm, the wind arm may be made of high-strength alloy steel, the thickness of the wind arm may be about 3 mm, and the second V-shaped wind deflector 22, the second circular arc wind deflector 24 and the second flat wind deflector 25 are made of high-strength alloy steel, for example.

In order to better control the wind resistance entering the top cabin 21, a second switch door may be disposed at the air inlet of the top cabin 21, the second switch door is correspondingly disposed at the air inlet of the top cabin 21 near the head end of the electric vehicle, and the second switch door may be, for example, an electric rolling door or an electric arc door.

In this embodiment, the second V-shaped wind deflector 22, the fourth wind energy converter 23, the fourth wind energy generator, the second circular arc-shaped wind deflector 24 and the second flat wind deflector 25 are installed in the top cabin 21, and the implementation manner and the working principle thereof are the same as those of the first V-shaped wind deflector 16, the third wind energy converter 17, the third wind energy generator 18, the first circular arc-shaped wind deflector 19 and the first flat wind deflector 20 installed in the side cabin 15, and are different only in installation positions, so that the description is omitted in this embodiment.

In specific implementation, specific configuration selection of the wind energy converter can be carried out according to different vehicle types. The general first wind energy converter is suitable for various electric vehicle types, is the first choice of urban cross-country vehicles and sleeping cars, can promote the journey by 30% -50%, can also be used with the fourth wind energy converter even the third wind energy converter concurrently when necessary, can also promote the journey by more than 70%; the first, third and fourth wind energy converters are suitable for being used by various large buses and closed vans, and particularly the third and fourth wind energy converters are more suitable for converting and utilizing train wind energy; the first and third wind energy converters are adapted for a topless wagon configuration; the second wind energy converter may also be an alternative arrangement for various vehicle types.

Based on the electric automobile, the core functions are embodied in the same way as follows: how to realize the maximization of the conversion of the side surface and the top surface into the electric energy without resistance (micro resistance) and the minimization of the new wind resistance of the energy conversion process. From the conditions and the structure of the design of the wind energy converter of the above-mentioned side and top faces, it is known that: when natural airflow moves along the top surface and two side surfaces of the vehicle body after being blocked by the arc windshield glass on the front surface of the vehicle body, according to the relevant principle of fluid mechanics, the airflow with the density and the operation speed changed for the first time directly enters the side cabin body and the top cabin body from the air inlet, most of the airflow at the air inlet and the other part of the airflow directly entering from the air inlet are converged at the front end A (shown as A in figure 24) of the wind arm of the wind energy converter along the inclined surface of the V-shaped air deflector and then impact the outer part of the concave wind arm of the wind energy converter, and the bearing friction resistance, the generator electromagnetic resistance and the like generated after the wind arm is stressed are smaller than wind power in design, namely, the linear speed of the movement of the wind arm after being influenced by the wind power is not smaller than the speed of the airflow. The air flow after doing work is continuously pushed by the air pressure at the air inlet to keep the speed and the flow to impact the second wind energy converter or be discharged out of the cavity body through the air outlet. In this process, two points are important: the first is that the airflow from the air inlet to the convergence part A has to change the density and speed of the airflow again due to the limitation of the design components; secondly, the whole process of the air flow from the side inlet to the tail outlet is the movement of the closed fluid, so the change rule of the speed and the flow rate of the air flow accords with a constant flow continuity equation Q1-Q2-Q, and the core content is as follows: the flow passing through any section is equal, namely the flow velocity with large section is small, and the flow velocity with small section is large. It is clear that the gas flow (mass) impinging on the concave radial arm of the converter from a is constant but the speed is increased, i.e. the force of the gas is increased and this force is concentrated on the top outer part of the wind arm with lever characteristics, which certainly increases the efficiency of the conversion of wind into electrical energy. The above is the maximization mechanism and principle of converting the side and top unobstructed (micro-resistance) wind energy into electric energy. As for how to minimize the newly added wind resistance in the energy conversion process, the main approaches are two points: firstly, an included angle between the airflow and a V-shaped air deflector starting from an air inlet is minimized to reduce resistance; secondly, the bearing friction resistance and the generator electromagnetic resistance and the like generated after the concave wind power arm is subjected to the wind power are smaller than the wind power through the design.

The electric automobile of this embodiment generally sees to embody three characteristics: firstly, the idea of solving the problem is innovative. This point has been described previously and will not be described further herein. Secondly, it is logical to solve the technical problem of focus, i.e. how to let the electric automobile run farther, and there are no three directions to solve the problem: firstly, the storage efficiency of the battery pack is improved; secondly, new energy is input timely (parking charging does not belong to the category); and under the third same condition, the electric energy loss is reduced or reduced. The utility model provides a solution to the problem scheme, mainly practiced two directions of second and third: firstly, changing the resistance property of wind energy into the electric property of the wind energy, and carrying out continuous self-feeding of wind power conversion to make the battery pack supplement new energy; and secondly, because the impeller blades of the wind energy converter are directly arranged in front of the surface of the original vehicle body bearing the maximum wind resistance, the effect of changing rigid wind resistance into elastic wind resistance is realized, the strength of the wind resistance is reduced, and the total resistance of the vehicle is reduced. Meanwhile, the design of an inner headstock and an outer headstock (namely a headstock front cabin body and a headstock rear cabin body) is utilized, so that the wind energy leading-in area is enlarged (the size of the headstock is increased by proper widening) by the headstock front cabin body, and the secondary wind resistance is reduced by the design that the headstock rear cabin body has a more streamlined and smooth appearance. The core contents of the present invention fully embody the logic and the functionality of the combination of theory and practice. Thirdly, the embodiment is easy to practice and has effectiveness. The implementation of the scheme belongs to the technical innovation category, and although corresponding investment is needed, the implementation is not difficult, and the implementation is easy to achieve as long as practice is carried out. The effectiveness mainly means that a path for converting wind resistance into energy is clear and feasible, newly added energy including reduction of wind resistance can be quantitatively calculated, and the result is clear and clear.

Now, the utility model discloses a multiple wind energy conversion scheme that provides carries out the explanation of limited expectation effect respectively. In the first scheme, the width of a front cabin body of the locomotive is 1900mm, the height of the front cabin body of the locomotive is 900mm (the height of a chassis is not included), and three first wind energy converters with the diameter of 800mm are additionally arranged in the front cabin body of the locomotive for energy conversion. When the vehicle speed reaches 80 kilometers per hour, the power is continuously supplied by a generator with power exceeding 5 kilowatts. And the faster the vehicle speed, the stronger the electric energy feedback capability. Especially when the vehicle speed reaches 120 km/h, the power can exceed 14 kw. And the energy consumption reduction factor that the wind resistance is changed from rigidity to elasticity is added, so that the requirement for long-distance running of the common vehicle is solved. If the speed of the electric vehicle is kept between 80 and 120 kilometers, the electric power feed-in of about 10 kilowatts can be continuously obtained, and the continuation process of the electric vehicle is doubled on the original basis. It is believed that the driving requirements of most users will be met. Particularly, the design of the first (middle part) wind energy converter in the scheme pays attention to the sensitivity of the speed of the vehicle at 30-60 kilometers, so that the vehicle can have certain continuation in urban operation.

In the second scheme, the total height of a vehicle body is 1900mm, the height of a cabin body behind a vehicle head is 900mm, the surface height (vertical height) of a windshield is 800mm, three second wind energy converters with the diameter of 680 mm are additionally arranged in the cabin body behind the vehicle head for energy conversion, when the vehicle speed is 80 kilometers, the electric power of each second wind energy converter is about 1.2 kilowatts, and 3 electric powers also reach 3.6 kilowatts. When the first scheme and the second scheme are used simultaneously, the electric automobile can be driven far.

In a word, from the combination of practice and theory, the utility model discloses an electric automobile all has the help of different degrees to all operation vehicles promotion power continuation ability. In particular, the wider the vehicle profile design, the better the implementation.

Referring to fig. 22 to 27, fig. 22 to 27 of the present embodiment illustrate various types of electric vehicles.

The utility model provides an electric automobile can let electric automobile go so far, and this electric automobile suitably changes on the basis of current vehicle design theory, installs new functional device additional, and wind energy converter promptly will produce the wind energy of reverse effort originally in the vehicle motion process, and the electric energy is converted into and is fed uninterruptedly for vehicle mounted power, and does not increase new resistance to make electric automobile continuation of journey ability promote by a wide margin, also can satisfy people's trip and drive the demand far away completely. The popularization and the application of the electric automobile can bring new development of the application of the electric automobile, and further, the effective improvement of the human living environment is promoted. Therefore, the system has wide development prospect and great significance.

In the description of the present invention, it is to be understood that the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings, and are only for convenience of description and to simplify the description, but do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore should not be construed as limiting the present invention.

Furthermore, the terms "first", "second" and "first" are used for descriptive purposes only and are not to be construed as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the present invention, "a plurality" means two or more unless specifically limited otherwise.

In the present invention, unless otherwise expressly stated or limited, the terms "mounted," "connected," and "fixed" are to be construed broadly and may, for example, be fixedly connected, detachably connected, or integrally formed; can be mechanically or electrically connected; either directly or indirectly through intervening media, either internally or in any other relationship. The specific meaning of the above terms in the present invention can be understood according to specific situations by those skilled in the art.

In the present disclosure, unless expressly stated or limited otherwise, the first feature "on" or "under" the second feature may comprise direct contact between the first and second features, or may comprise contact between the first and second features not directly. Also, the first feature being "on," "above" and "over" the second feature includes the first feature being directly on and obliquely above the second feature, or merely indicating that the first feature is at a higher level than the second feature. A first feature being "under," "below," and "beneath" a second feature includes the first feature being directly under and obliquely below the second feature, or simply meaning that the first feature is at a lesser elevation than the second feature.

In the description herein, references to the description of the term "one embodiment," "some embodiments," "an example," "a specific example," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the invention. In this specification, the schematic representations of the terms used above are not necessarily intended to refer to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, various embodiments or examples described in this specification can be combined and combined by those skilled in the art.

The foregoing is a more detailed description of the present invention, taken in conjunction with the specific preferred embodiments thereof, and it is not intended that the invention be limited to the specific embodiments shown and described. To the utility model belongs to the technical field of ordinary technical personnel, do not deviate from the utility model discloses under the prerequisite of design, can also make a plurality of simple deductions or replacement, all should regard as belonging to the utility model discloses a protection scope.

Claims

1. The utility model provides a windage conversion self-feeding electric automobile which characterized in that includes: the wind energy generator comprises a front cabin body of the locomotive, a rear cabin body of the locomotive, a plurality of first wind energy converters and a plurality of first wind energy generators, wherein the rear cabin body of the locomotive is arranged behind the front cabin body of the locomotive, a partition plate is arranged between the front cabin body of the locomotive and the rear cabin body of the locomotive, the first wind energy converters are arranged in the front cabin body of the locomotive at intervals, each first wind energy converter is correspondingly connected with one first wind energy generator through a rotating shaft, the first wind energy generators are arranged on the partition plate or in the rear cabin body of the locomotive, an air inlet device capable of being opened and closed is arranged on the front side of the front cabin body of the locomotive, and an air exhaust channel is arranged at the lower end of the.

2. Wind resistance conversion self-feeding electric vehicle according to claim 1, wherein the first wind energy converter is a first sub-wind energy converter or a second sub-wind energy converter, the first sub-wind energy converter comprises a first layer of impeller blade group, the first layer of impeller blade group comprises a plurality of first impeller blades which are uniformly distributed around the circumference of the rotating shaft, the second sub-wind energy converter comprises a second layer of impeller blade group and a third layer of impeller blade group, the second layer of impeller blade group comprises a plurality of second impeller blades which are uniformly distributed around the circumference of the rotating shaft, the third layer of impeller blade group comprises a plurality of third impeller blades which are uniformly distributed around the circumference of the rotating shaft, and the second impeller blades of the second layer of impeller blade group and the third impeller blades of the third layer of impeller blade group are arranged in a mutually staggered mode on the rotating shaft.

3. The wind resistance conversion self-feeding electric vehicle according to claim 1, wherein the partition plate is arc-shaped.

4. The wind resistance conversion self-feeding electric vehicle according to claim 3, wherein the first wind energy generators are arranged in the rear cabin body of the vehicle head, each first wind energy converter is correspondingly connected with one first wind energy generator through a rotating shaft penetrating through the partition plate, and the position of each rotating shaft penetrating through the partition plate is in an arc-shaped convex shape.

5. The wind resistance conversion self-feeding electric vehicle according to claim 1, further comprising a plurality of second wind energy converters, a plurality of second wind energy generators, a fixing base, a first lifting device, a second lifting device and a translation device, wherein each second wind energy converter is correspondingly connected with one second wind energy generator through one rotating shaft, the second wind energy converter is arranged on a fixed seat in the rear cabin body of the locomotive, the first lifting device is arranged at the lower end of the fixed seat, the telescopic end of the first lifting device is connected with the fixed seat, the second lifting device is arranged at the lower end of the face cover of the headstock rear cabin body, the flexible end of the second lifting device is connected with the face cover of the cabin body behind the locomotive, the translation device is arranged at the lower end of the face cover of the cabin body behind the locomotive, and the flexible end of the translation device is connected with the face cover of the cabin body behind the locomotive.

6. The wind resistance conversion self-feeding electric vehicle according to claim 5, wherein the first lifting device, the second lifting device and the translation device are all hydraulic ram devices.

7. The wind resistance conversion self-feeding electric vehicle according to claim 1, further comprising two side cabins disposed at two sides of the vehicle body, wherein each side cabin is internally provided with a first V-shaped wind deflector, a plurality of third wind energy converters, a plurality of third wind energy generators, a plurality of first arc-shaped wind deflectors and a plurality of first straight wind deflectors, each third wind energy converter is correspondingly connected with one third wind energy generator through a rotating shaft, each first arc-shaped wind deflector is internally and correspondingly provided with one third wind energy converter, the two first arc-shaped wind deflectors are connected through one first straight wind deflector, a first edge of each first V-shaped wind deflector is connected with an inner side wall of the side cabin, a second edge of each first V-shaped wind deflector is connected with an outer side wall of the side cabin, and an included angle between a first end and a second end of each first V-shaped wind deflector and a horizontal direction is an acute angle, and the second end of the first V-shaped air deflector is connected with the first circular arc-shaped air deflector close to the electric vehicle head, an air guide channel is arranged at the lower ends of the first V-shaped air deflector, the first circular arc-shaped air deflector and the first flat air deflector, and an air outlet is arranged at the rear end of the side cabin body.

8. The wind resistance conversion self-feeding electric vehicle according to claim 7, further comprising two first switch doors, wherein each first switch door is correspondingly arranged at one end of the side cabin body close to the head of the electric vehicle.

9. The wind resistance conversion self-feeding electric vehicle according to claim 7, further comprising a top cabin disposed at the top of the vehicle body, wherein a second V-shaped wind deflector, a plurality of fourth wind energy converters, a plurality of fourth wind energy generators, a plurality of second arc-shaped wind deflectors and a plurality of second straight wind deflectors are disposed in the top cabin, each fourth wind energy converter is correspondingly connected with one fourth wind energy generator through a rotating shaft, a fourth wind energy converter is correspondingly disposed in each second arc-shaped wind deflector, two second arc-shaped wind deflectors are connected through one second straight wind deflector, a first edge of each second V-shaped wind deflector is connected with an inner side wall of the side cabin, a first edge of each second V-shaped wind deflector is connected with an outer side wall of the side cabin, and an included angle between a first end and a second end of each second V-shaped wind deflector and a horizontal direction is an acute angle, and the second end of the second V-shaped air deflector is connected with the second circular arc-shaped air deflector close to the electric vehicle head, the lower ends of the second V-shaped air deflector, the second circular arc-shaped air deflector and the second flat air deflector are provided with an air guide channel, and the rear end of the top cabin body is provided with an air outlet.

10. The wind resistance conversion self-feeding electric vehicle according to claim 9, further comprising a second switch door disposed at an end of the top cabin body near the head of the electric vehicle.