WO2020048255A1 - 流体驱动式车胎能量回收组件 - Google Patents

流体驱动式车胎能量回收组件 Download PDF

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Publication number
WO2020048255A1
WO2020048255A1 PCT/CN2019/098013 CN2019098013W WO2020048255A1 WO 2020048255 A1 WO2020048255 A1 WO 2020048255A1 CN 2019098013 W CN2019098013 W CN 2019098013W WO 2020048255 A1 WO2020048255 A1 WO 2020048255A1
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WIPO (PCT)
Prior art keywords
fluid
cavity
tire
hub
piston
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PCT/CN2019/098013
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English (en)
French (fr)
Inventor
李钊河
李汯锜
甄志立
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倍能科技（广州）有限公司
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Application filed by 倍能科技（广州）有限公司 filed Critical 倍能科技（广州）有限公司
Publication of WO2020048255A1 publication Critical patent/WO2020048255A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60B—VEHICLE WHEELS; CASTORS; AXLES FOR WHEELS OR CASTORS; INCREASING WHEEL ADHESION
    • B60B19/00—Wheels not otherwise provided for or having characteristics specified in one of the subgroups of this group
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F03—MACHINES OR ENGINES FOR LIQUIDS; WIND, SPRING, OR WEIGHT MOTORS; PRODUCING MECHANICAL POWER OR A REACTIVE PROPULSIVE THRUST, NOT OTHERWISE PROVIDED FOR
    • F03G—SPRING, WEIGHT, INERTIA OR LIKE MOTORS; MECHANICAL-POWER PRODUCING DEVICES OR MECHANISMS, NOT OTHERWISE PROVIDED FOR OR USING ENERGY SOURCES NOT OTHERWISE PROVIDED FOR
    • F03G7/00—Mechanical-power-producing mechanisms, not otherwise provided for or using energy sources not otherwise provided for

Definitions

  • the invention relates to the field of energy recovery, in particular to a fluid-driven vehicle tire energy recovery component.
  • Cars are the main means of transportation, and the global demand and ownership of automobiles is huge and continues to grow.
  • the problems of energy consumption and environmental protection caused by the driving of cars are becoming increasingly prominent, and energy saving and emission reduction have become an important direction for automobile development.
  • Energy recovery is one of the important means of energy conservation and emission reduction.
  • the large deformation of the automobile tire due to the gravity of the bearing vehicle causes a large friction between the tire and the road surface, resulting in a large reactive power loss of the automobile power, which has increased energy consumption since then. Then, if the energy generated by the deformation of this tire can be recycled, it will greatly save the energy consumption of the car and achieve the purpose of energy saving and emission reduction.
  • an object of the present invention is to provide a fluid-driven tire energy recovery assembly to solve the problem that energy consumed by the deformation of automobile tires cannot be recovered at present.
  • the present invention provides a fluid-driven vehicle tire energy recovery assembly, including a wheel hub and a tire mounted on the outer circumference of the wheel hub, further including a fluid driving device and a plurality of energy-receiving devices;
  • the energy taking device includes a piston and a cylinder cavity movably sleeved on the piston, the cylinder cavity is fixedly connected to the wheel hub, and the piston is directly or indirectly connected to an inner wall of the tire;
  • An inlet end of the fluid driving device is directly or indirectly connected to the cylinder cavity through a first check valve, and an outlet end of the fluid driving device is directly or indirectly connected to the cylinder cavity through a second check valve.
  • each of the energy-receiving devices has a plurality of the pistons, the number of the cylinder chambers is equal to the number of the pistons, and a plurality of the pistons in each of the energy-receiving devices are connected.
  • a conductive portion is circumferentially provided on the bottom wall in the tire, and the piston directly or indirectly abuts on the conductive portion.
  • the energy taking device further includes a transmission rod, one end of which is movably penetrated into the cylinder cavity and connected to one end of the piston, and the other end of the transmission rod is abutted against the tire Inner wall.
  • the energy-receiving device further includes an elastic member, one end of the elastic member is connected to the transmission rod, and the other end is connected to the cylinder cavity.
  • the elastic force of the elastic member forces the transmission rod from the transmission rod.
  • the cylinder cavity protrudes.
  • the piston divides the cylinder cavity into a first cavity and a second cavity connected to the fluid driving device.
  • the first cavity has an air inlet and an air outlet.
  • the air port is connected to the air collection chamber through a third one-way valve, and the exhaust port is connected to the outside world through a fourth one-way valve.
  • the air collection chamber has filtered clean gas.
  • the air-collecting cavity is located in the hub, and an end of the air-collecting cavity is communicated with an air-supply tube extending in the direction of the mounting end of the hub.
  • the hub is rotatably connected to the vehicle frame, and the fluid driving device is located on the vehicle frame.
  • a first fluid cavity having a disc-shaped structure is also provided in the hub, and a first through hole communicating with the cylinder cavity through the first check valve is provided on an inner side wall of the first fluid cavity.
  • An end of the first fluid cavity is connected to the fluid driving device through a first fluid slip ring, and two slide ring ends of the first fluid slip ring are fixedly connected to the wheel hub and the frame, respectively.
  • a second fluid cavity having a disc-shaped structure is also provided in the hub, and a second fluid cavity on the inner side wall of the second fluid cavity is connected to the cylinder cavity through the second check valve.
  • the end of the second fluid cavity is connected to the fluid driving device through a second fluid slip ring, and the two slip ring ends of the second fluid slip ring are fixedly connected to the hub and the frame, respectively.
  • a plurality of energy taking devices are arranged around the wheel hub.
  • the piston of the energy taking device is built in the cylinder cavity, and the piston is directly or indirectly connected to the inner wall of the tire.
  • the tire forces the piston to move in the cylinder cavity.
  • the fluid in the cylinder cavity is pushed by the piston and flows into the fluid driving device through the first one-way valve.
  • the kinetic energy of the fluid is converted into mechanical rotational energy, and the energy conversion and recovery are completed.
  • the tire is not compressed, the gap between the tire inner wall and the outer peripheral surface of the hub is restored, and the fluid discharged by the fluid driving device finally passes through the second check valve. Flow into the cylinder cavity for the next energy recovery.
  • FIG. 1 is a schematic side view of an external structure of a fluid-driven vehicle tire energy recovery assembly according to an embodiment of the present invention
  • FIG. 2 is a schematic front view of an external structure of a fluid-driven tire energy recovery component according to an embodiment of the present invention
  • FIG. 3 is a schematic radial sectional view of a fluid-driven vehicle tire energy recovery assembly according to an embodiment of the present invention
  • FIG. 4 is a schematic structural diagram of an energy taking device of a fluid-driven vehicle tire energy recovery assembly according to an embodiment of the present invention
  • FIG. 5 is a schematic axial sectional view of a fluid-driven vehicle tire energy recovery assembly according to an embodiment of the present invention.
  • FIG. 6 is a schematic cross-sectional view of a conductive portion of a fluid-driven vehicle tire energy recovery assembly according to an embodiment of the present invention
  • FIG. 7 is a schematic diagram of the internal structure of a wheel hub of a fluid-driven tire energy recovery component according to an embodiment of the present invention.
  • FIG. 8 is a schematic structural diagram of a plurality of cylinder chambers of a fluid-driven vehicle tire energy recovery assembly according to an embodiment of the present invention.
  • the second cavity; 4. The air collecting cavity; 41.
  • the frame The frame.
  • a fluid-driven tire energy recovery component of the present invention is shown schematically, including a wheel hub 1, a tire mounted on the outer circumference of the wheel hub 2, a fluid drive device (not shown), and a plurality of The energy-receiving device 3, wherein a plurality of energy-receiving devices 3 are arranged circumferentially on the hub 1.
  • the energy taking device 3 includes a transmission rod 33, an elastic member 34, a piston 31, and a cylinder cavity 32 movably sleeved on the piston 31.
  • the cylinder cavity 32 is fixedly connected to the hub 1, and the piston 31 is directly or indirectly connected to the inner wall of the tire 2.
  • the cylinder cavity 32 is a cylindrical structure, and the axis of the cylinder cavity 32 is arranged perpendicular to the axis of the hub 1.
  • One end of the transmission rod 33 movably penetrates into the cylinder cavity 32 and is connected to one end of the piston 31.
  • the transmission rod The other end of 33 is abutted against the inner wall of tire 2.
  • one end of the transmission rod 33 abutting the inner wall of tire 2 is also provided with a connecting plate 331. As shown in FIG. 4, one side of the connecting plate 331 is in abutment with the inner wall of tire 2.
  • the other side of the connecting plate 331 is fixedly connected to the end of the transmission rod 33, so that the contact surface of the transmission rod 33 on the inner wall of the tire 2 is increased.
  • One end of the elastic member 34 is connected to the transmission rod 33 and the other end is connected to the cylinder cavity 32.
  • the elastic force of the elastic member 34 forces the transmission rod 33 to protrude from the cylinder cavity 32.
  • the elastic member 34 can The piston 31 and the transmission rod 33 are reset for the next energy recovery.
  • the inlet end of the fluid drive device is directly or indirectly connected to the cylinder cavity 32 through a first check valve 321, and the outlet end of the fluid drive device is directly or indirectly connected to the cylinder through a second check valve 322 Cavity 32, the first one-way valve 321 prevents the fluid at the inlet end of the fluid drive device from flowing back to the cylinder cavity 32, and the second one-way valve 322 prevents the fluid in the cylinder cavity 32 from flowing back to the outlet end of the fluid drive device. This limits the direction of fluid flow.
  • the bottom wall in the tire 2 is provided with a circle of a conductive portion 21, and the piston 31 directly or indirectly abuts on the conductive portion 21.
  • one end of the transmission rod 33 It is connected to the piston 31 and the other end is in contact with the conductive portion 21.
  • the outline of the tire 2 is a U-shaped structure
  • the outline of the conductive portion 21 is a trapezoidal structure.
  • the large end 212 of the trapezoidal structure is connected to the bottom wall in the tire 2.
  • the end 211 and one end of the transmission lever 33 abut each other.
  • the conductive portion 21 can not only transmit the power when the tire 2 is compressed to the transmission rod 33, but also increase the thickness of the bottom wall of the tire 2 to a certain extent, making it difficult for the tire 2 to be punctured. At the same time, the conductive portion 21 has a trapezoidal cross-section. It is also possible to suppress the deformation of the tire 2 in the axial direction of the tire 2 (such deformation is generally generated when the vehicle turns), thereby suppressing the heating of the tire 2.
  • the fluid driving device is a hydraulic motor, that is, the fluid is hydraulic oil. Since the compressibility of the liquid is lower than that of the gas, the hydraulic oil can transmit a larger force in the fluid system.
  • each energy-receiving device 3 has a plurality of pistons 31, as shown in FIG. 8.
  • the number of cylinder cavities 32 is equal to the number of pistons 31, and the plurality of pistons 31 in each energy-receiving device 3 are connected.
  • a plurality of cylinder-shaped pistons 31 in each energy-receiving device 3 are coaxially arranged, and share the same transmission rod 33 to be connected to the inner wall of the tire 2.
  • the piston 31 divides the cylinder cavity 32 into a first cavity 35 and a second cavity 36 communicating with the fluid driving device, that is, the second cavity 36 is filled with a working medium (
  • the working medium is hydraulic oil).
  • the first cavity 35 has an air inlet 351 and an air outlet 352.
  • the air inlet 351 is connected to the air collection chamber 4 through a third check valve 353, and the air outlet 352 is connected to the outside world through a fourth check valve 354.
  • the third one-way valve 353 can prevent the gas in the first cavity 35 from flowing back to the gas collecting cavity 4, and the fourth one-way valve 354 can prevent the external gas from flowing back into the first cavity 35.
  • the collected gas chamber 4 has filtered clean gas.
  • the first cavity 35 When the piston 31 pushes the fluid to the fluid driving device, the volume in the first cavity 35 increases and the volume in the second cavity 36 decreases. At this time, the first The cavity 35 sucks the clean gas in the gas collection cavity 4 so as to avoid contamination in the first cavity 35, which causes the friction between the piston 31 and the cylinder cavity 32 to increase. Conversely, the volume in the first cavity 35 decreases and the volume in the second cavity 36 increases. At this time, the first cavity 35 discharges the gas inside it from the fourth check valve 354.
  • the gas collecting cavity 4 may be provided with an opening communicating with the outside, and a filtering device such as a filter is provided on the opening.
  • the air collection chamber 4 is located in the hub 1, and an end of the air collection chamber 4 is connected to an air supply pipe 41 extending toward the mounting end of the hub 1.
  • the end of the air supply pipe 41 can be connected to the vehicle body. Air filter unit to replenish clean air from the body end.
  • the hub 1 is rotatably connected to the frame 5, and the fluid driving device is located on the frame 5. Placing the fluid driving device on the frame 5 instead of inside the hub 1 is beneficial to reducing the weight of the wheel and thus reducing the rotation of the wheel. Inertia, so that the vehicle's driving device (fuel engine or electric motor, etc.) can drive the wheels to a higher speed with the same power per unit time, or the vehicle's braking device can drive the wheels earlier with the same braking force Stop from high-speed rotation to enhance the operability of the vehicle.
  • the vehicle's driving device fuel engine or electric motor, etc.
  • the weight ratio of the frame 5 to the wheel can be changed, which further affects the shock absorption effect of the vehicle (of course, at this time, the frame 5 (A shock absorbing device may be provided between the wheel and the wheel).
  • the frame 5 A shock absorbing device may be provided between the wheel and the wheel.
  • the speed of the movement of the frame 5 perpendicular to the ground is less than the speed of the wheels perpendicular to the ground.
  • the movement of the frame 5 in a direction perpendicular to the ground is more moderate than the movement of the wheels.
  • a first fluid chamber 11 having a disc-shaped structure is also provided in the hub 1.
  • the inner wall of the first fluid chamber 11 has a first fluid chamber communicated with the cylinder chamber 32 through a first check valve 321.
  • Through-hole 111, the end of the first fluid cavity 11 communicates with the fluid driving device through the first fluid slip ring 112, and the two slip ring ends of the first fluid slip ring 112 are fixedly connected to the hub 1 and the frame 5, respectively.
  • the first fluid cavity 11 is used to collect and deliver the fluid discharged from the cylinder chambers 32 of the plurality of energy-capturing devices 3 to the fluid driving device.
  • the hub 1 is also provided with a second fluid cavity 12 having a disc-shaped structure.
  • the inner wall of the second fluid cavity 12 has a second through hole 121 communicating with the cylinder cavity 32 through a second check valve 322.
  • the end of the second fluid cavity 12 is connected to the fluid driving device through the second fluid slip ring 122.
  • the two fluid ring ends of the second fluid slip ring 122 are fixedly connected to the hub 1 and the frame 5, respectively.
  • the second fluid cavity 12 and The role of the first fluid chamber 11 is similar.
  • a plurality of energy-receiving devices 3 are arranged around the hub 1.
  • the piston 31 of the energy-receiving device 3 is built in the cylinder cavity 32, and the piston 31 directly or Indirectly connected to the inner wall of the tire 2.
  • the distance between the inner wall of the tire 2 and the outer peripheral surface of the hub 1 decreases.
  • the tire 2 forces the piston 31 to move in the cylinder cavity 32, and the fluid in the cylinder cavity 32 is replaced by the piston 31. Push and flow into the fluid driving device through the first one-way valve 321.
  • the fluid driving device converts the kinetic energy of the fluid's flow into mechanical rotational energy under the impulse of the fluid, and then completes the conversion and recovery of energy.
  • the tire 2 When the tire 2 is not compressed, the tire 2 The distance between the inner wall and the outer peripheral surface of the hub 1 is restored, and the fluid discharged from the fluid driving device finally flows into the cylinder cavity 32 through the second check valve 322 for the next energy recovery.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Tires In General (AREA)

Abstract

一种流体驱动式车胎能量回收组件，包括轮毂（1）以及安装在轮毂（1）外圆周的轮胎（2），还包括流体驱动装置以及多个取能装置（3）；取能装置（3）包括活塞（31）和活动地套设于活塞（31）的缸腔（32），缸腔（32）固定连接于轮毂（1），活塞（31）直接或间接地连接于轮胎（2）的内壁；流体驱动装置的进口端通过第一单向阀（321）直接或间接地连通于缸腔（32），流体驱动装置的出口端通过第二单向阀（322）直接或间接地连通于缸腔（32）。当轮胎（2）被压缩时，轮胎（2）内壁和轮毂（1）的外周面间距减小，轮胎（2）迫使活塞（1）在缸腔（32）内运动，缸腔（32）内的流体被活塞（31）推动并通过第一单向阀（321）流入流体驱动装置，流体驱动装置在流体的推动下将流体的流动动能转化为机械旋转能，进而完成能量的转化回收。

Description

流体驱动式车胎能量回收组件 技术领域
本发明涉及能量回收领域，特别是涉及一种流体驱动式车胎能量回收组件。
背景技术
汽车是主要的交通工具，全球汽车需求量和保有量巨大，并持续增长。汽车的行驶造成的能源消耗和环保问题日益凸显，节能减排已成为汽车发展的重要方向。而能量回收是目前节能减排的重要手段之一。汽车轮胎因承载汽车的重力产生较大的形变，致使轮胎与路面之间产生了较大摩擦力，造成汽车动力的无功损耗较大，从此增加了能源的消耗。那么，如能将这种轮胎的形变所产生的能量进行回收利用，将会大幅节省汽车的能源消耗，达到节能减排的目的。
发明内容
为了解决上述问题，本发明的目的是提供一种流体驱动式车胎能量回收组件，以解决目前无法回收汽车轮胎形变所消耗的能量的问题。
基于此，本发明提供了一种流体驱动式车胎能量回收组件，包括轮毂以及安装在所述轮毂外圆周的轮胎，还包括流体驱动装置以及多个取能装置；
所述取能装置包括活塞和活动地套设于所述活塞的缸腔，所述缸腔固定连接于所述轮毂，所述活塞直接或间接地连接于所述轮胎的内壁；
所述流体驱动装置的进口端通过第一单向阀直接或间接地连通于所述缸腔，所述流体驱动装置的出口端通过第二单向阀直接或间接地连通于所述缸腔。
作为优选的，每个所述取能装置具有多个所述活塞，所述缸腔的数量和活塞的数量相等，且每个所述取能装置中的多个所述活塞相连接。
作为优选的，所述轮胎内的底壁上环绕地设有一圈传导部，所述活塞直接或间接地抵接于所述传导部上。
作为优选的，所述取能装置还包括传动杆，所述传动杆的一端活动地穿入所述缸腔并连接于所述活塞的一端，所述传动杆的另一端抵接于所述轮胎的内壁。
作为优选的，所述取能装置还包括弹性件，所述弹性件的一端连接于所述传动杆，另一端连接于所述缸腔，所述弹性件的弹力迫使所述传动杆从所述缸腔内伸出。
作为优选的，所述活塞将所述缸腔分为第一腔体和连通于所述流体驱动装置的第二腔体，所述第一腔体具有进气口和排气口，所述进气口通过第三单向阀连通于集气腔，所述排气口通过第四单向阀连通于外界，所述集气腔内具有经过滤的洁净气体。
作为优选的，所述集气腔位于所述轮毂内，所述集气腔的端部连通有朝所述轮毂的安装端方向延伸的补气管。
作为优选的，所述轮毂转动连接于车架，所述流体驱动装置位于所述车架上。
作为优选的，所述轮毂内还设有呈圆盘形结构的第一流体腔，所述第一流体腔的内侧壁上具有通过所述第一单向阀连通于所述缸腔的第一通孔，所述第一流体腔的端部通过第一流体滑环连通于所述流体驱动装置，所述第一流体滑环的两个滑环端分别固定连接于所述轮毂和车架。
作为优选的，所述轮毂内还设有呈圆盘形结构的第二流体腔，所述第二流体腔的内侧壁上具有通过所述第二单向阀连通于所述缸腔的第二通孔，所述第二流体腔的端部通过第二流体滑环连通于所述流 体驱动装置，所述第二流体滑环的两个滑环端分别固定连接于所述轮毂和车架。
本发明的流体驱动式车胎能量回收组件，其轮毂上环绕的设有多个取能装置，取能装置的活塞内置在缸腔内，且活塞直接或间接地连接于轮胎的内壁，当轮胎被压缩时，轮胎内壁和轮毂的外周面间距减小，轮胎迫使活塞在缸腔内运动，缸腔内的流体被活塞推动并通过第一单向阀流入流体驱动装置，流体驱动装置在流体的推动下将流体的流动动能转化为机械旋转能，进而完成能量的转化回收，而当轮胎未被压缩时，轮胎内壁和轮毂的外周面间距复原，流体驱动装置排出的流体最终通过第二单向阀流入缸腔内，以待下一次的能量回收。
附图说明
图1是本发明实施例的流体驱动式车胎能量回收组件的外部结构侧视示意图；
图2是本发明实施例的流体驱动式车胎能量回收组件的外部结构正视示意图；
图3是本发明实施例的流体驱动式车胎能量回收组件的径向截面示意图；
图4是本发明实施例的流体驱动式车胎能量回收组件的取能装置结构示意图；
图5是本发明实施例的流体驱动式车胎能量回收组件的轴向截面示意图；
图6是本发明实施例的流体驱动式车胎能量回收组件的传导部截面示意图；
图7是本发明实施例的流体驱动式车胎能量回收组件的轮毂内部结构示意图；
图8是本发明实施例的流体驱动式车胎能量回收组件的多个缸腔的结构示意图。
其中，1、轮毂；11、第一流体腔；111、第一通孔；112、第一流体滑环；12、第二流体腔；121、第二通孔；122、第二流体滑环；2、轮胎；21、传导部；211、小端；212、大端；3、取能装置；31、活塞；32、缸腔；321、第一单向阀；322、第二单向阀；33、传动杆；331、连接板；34、弹性件；35、第一腔体；351、进气口；352、排气口；353、第三单向阀；354、第四单向阀；36、第二腔体；4、集气腔；41、补气管；5、车架。
具体实施方式
下面结合附图和实施例，对本发明的具体实施方式作进一步详细描述。以下实施例用于说明本发明，但不用来限制本发明的范围。
结合图1至图5所示，示意性地显示了本发明的流体驱动式车胎能量回收组件，包括轮毂1、安装在轮毂1外圆周的轮胎2、流体驱动装置(未图示)以及多个取能装置3，其中，多个取能装置3环绕地设置在轮毂1上。取能装置3包括传动杆33、弹性件34、活塞31和活动地套设于活塞31的缸腔32，缸腔32固定连接于轮毂1，活塞31直接或间接地连接于轮胎2的内壁。在本实施例中，缸腔32为圆柱体结构，缸腔32的轴线垂直于轮毂1的轴线布置，传动杆33的一端活动地穿入缸腔32内并连接于活塞31的一端，传动杆33的另一端抵接于轮胎2的内壁，其中，传动杆33抵接于轮胎2内壁的一端上还设有连接板331，如图4，连接板331的一个侧面和轮胎2的内壁贴合(即面接触)，连接板331的另一个侧面固定连接于传动杆33的端部，使得传动杆33于轮胎2内壁的接触面增大。弹性件34的一端连接于传动杆33，另一端连接于缸腔32，弹性件34的弹力迫使传动杆33从缸腔32内伸出，在轮胎2未被外力压缩时，弹性件34可将活塞31和传动杆33复位，以待下一次能量回收。结合图6和图7，流体驱动装置的进口端通过第一单向阀321直接或间接地连通于缸腔32，流体驱动装置的出口端通过第二单向阀322直接或间接地连 通于缸腔32，第一单向阀321可防止流体驱动装置的进口端处的流体逆流至缸腔32，第二单向阀322可防止缸腔32内的流体逆流至流体驱动装置的出口端，以此限制流体的流向。
具体地，如图6所示，轮胎2内的底壁上环绕地设有一圈传导部21，活塞31直接或间接地抵接于传导部21上，在本实施例中，传动杆33的一端连接于活塞31，另一端抵接在传导部21上。从轮胎2的截面上看，轮胎2的轮廓为U形结构，传导部21的轮廓为梯形结构，其中，该梯形结构的大端212连接在轮胎2内的底壁上，该梯形结构的小端211和传动杆33的一端相互抵接。传导部21不仅能将轮胎2压缩时的动力传递至传动杆33，还在一定程度上增加了轮胎2的底壁厚度，使得轮胎2不易被刺穿，同时，截面呈梯形结构的传导部21还能抑制轮胎2在轮胎2轴向上的形变(在车辆转弯时一般会产生此类形变)，以此抑制轮胎2的发热。
因此，可知，当轮胎2受到外力压缩时，轮胎2内壁和轮毂1的外周面间距缩小，轮胎2内壁压迫传动杆33并迫使活塞31在缸腔32内运动挤压缸腔32内的流体，活塞31推动缸腔32内的流体由第一单向阀321流入流体驱动装置的进口端，流体驱动装置将流体的流体动能转化为机械旋转能，在轮胎2未受到外力压缩时，流体驱动装置出口端排出的流体最终会通过第二单向阀322回流至缸腔32内。在本实施例中，流体驱动装置为液压马达，即流体为液压油，由于液体的可压缩性较气体更低，因此液压油能够在上述流体系统内传递的力更大。
对于高速载具或重型载具，其轮胎2的压缩量或压缩的频率更高，因此取能装置3中单一的活塞31和缸腔32的工作效率会稍显不足，因此在该类载具中，每个取能装置3具有多个活塞31，如图8所示，当然，缸腔32的数量和活塞31的数量相等，且每个取能装置3中的多个活塞31相连接，具体地，每个取能装置3中的多个呈圆 柱体结构的活塞31同轴设置，且共用同一传动杆33连接于轮胎2内壁。由于具有多个活塞31，相当于每个取能装置3单次运动相同的行程时能够泵出更多的流体，以驱动流体驱动装置转化出更多的机械旋转能。另外，多个活塞31同时工作，相当于每个取能装置3中的活塞31的总工作面积增大，因此每个活塞31所承受的流体压力更低，以免活塞31受力过大而形变，或造成流体泄漏。
结合图4、图6和图7所示，活塞31将缸腔32分为第一腔体35和连通于流体驱动装置的第二腔体36，即第二腔体36内填充有工作介质(在本实施例中工作介质为液压油)。第一腔体35具有进气口351和排气口352，进气口351通过第三单向阀353连通于集气腔4，排气口352通过第四单向阀354连通于外界，其中，第三单向阀353可防止第一腔体35内的气体逆流至集气腔4，而第四单向阀354可防止外界的气体逆流至第一腔体35内。集气腔4内具有经过滤的洁净气体，当活塞31推动流体流动至流体驱动装置时，第一腔体35内的容积增大，第二腔体36内的容积减小，此时第一腔体35吸入集气腔4内的洁净气体，以免第一腔体35内混杂有污染物，导致活塞31和缸腔32之间的摩擦增大。反之，第一腔体35内的容积减小，第二腔体36内的容积增大，此时第一腔体35将其内部的气体由第四单向阀354排出。当然，集气腔4上可设有连通于外界的开口，开口上设置过滤网等过滤装置，当第一腔体35的容积增大时，集气腔4内产生负压并通过其开口吸入外界空气，外界空气被过滤网过滤成上述洁净气体并通入第一腔体35内。而在本实施例中，集气腔4位于轮毂1内，集气腔4的端部联通有朝轮毂1的安装端方向延伸的补气管41，补气管41的末端可接驳在车身内的空气过滤装置上，以从车身端补充洁净气体。
进一步的，轮毂1转动连接于车架5，流体驱动装置位于车架5上，将流体驱动装置放置在车架5上而非轮毂1内，有利于降低车轮 的重量，进而减小车轮的转动惯量，使得载具的驱动装置(燃油发动机或电动机等)能在单位时间内以同样的动力将车轮驱动至更高的速度，或载具的制动装置能够以同样的制动力更早将车轮从高速转动刹停，以增强载具的可操作性。而且，将流体驱动装置设在车架5上，而非设在轮毂1内，可改变车架5和车轮的重量之比，进而影响到载具的减震效果(当然，此时车架5和车轮之间可设有减震装置)。根据动能守恒定律，当车架5的重量大于车轮的重量时，车轮受到路面的冲击并获得了垂直于地面向上的运动速度A，车轮的动能传递至车架5后，车架5也获得了垂直于地面向上的运动速度B，因为车架5的重量大于车轮的重量，因此速度B必然小于速度A，即车架5垂直于地面向上的运动速度小于车轮垂直于地面向上的运动速度，所以车架5的在垂直于地面向上的运动比车轮的运动更加缓和。由此可见，在减震装置的减震性能不变且车轮和车架5的整体重量均不变的情况下，尽可能的将载具的重量由车轮转移至车架5，能够提升载具的减震性能。
结合图7和图8所示，轮毂1内还设有呈圆盘形结构的第一流体腔11，第一流体腔11的内侧壁上具有通过第一单向阀321连通于缸腔32的第一通孔111，第一流体腔11的端部通过第一流体滑环112连通于流体驱动装置，第一流体滑环112的两个滑环端分别固定连接于轮毂1和车架5，第一流体腔11用于将多个取能装置3的缸腔32排出的流体汇集并输送至流体驱动装置。同样的，轮毂1内还设有呈圆盘形结构的第二流体腔12，第二流体腔12的内侧壁上具有通过第二单向阀322连通于缸腔32的第二通孔121，第二流体腔12的端部通过第二流体滑环122连通于流体驱动装置，第二流体滑环122的两个滑环端分别固定连接于轮毂1和车架5，第二流体腔12和第一流体腔11的作用相类似。
综上所述，本发明的流体驱动式车胎能量回收组件，其轮毂1上 环绕的设有多个取能装置3，取能装置3的活塞31内置在缸腔32内，且活塞31直接或间接地连接于轮胎2的内壁，当轮胎2被压缩时，轮胎2内壁和轮毂1的外周面间距减小，轮胎2迫使活塞31在缸腔32内运动，缸腔32内的流体被活塞31推动并通过第一单向阀321流入流体驱动装置，流体驱动装置在流体的推动下将流体的流动动能转化为机械旋转能，进而完成能量的转化回收，而当轮胎2未被压缩时，轮胎2内壁和轮毂1的外周面间距复原，流体驱动装置排出的流体最终通过第二单向阀322流入缸腔32内，以待下一次的能量回收。
以上所述仅是本发明的优选实施方式，应当指出，对于本技术领域的普通技术人员来说，在不脱离本发明技术原理的前提下，还可以做出若干改进和替换，这些改进和替换也应视为本发明的保护范围。

Claims (10)

  1. 一种流体驱动式车胎能量回收组件，包括轮毂以及安装在所述轮毂外圆周的轮胎，其特征在于，还包括流体驱动装置以及多个取能装置；
    所述取能装置包括活塞和活动地套设于所述活塞的缸腔，所述缸腔固定连接于所述轮毂，所述活塞直接或间接地连接于所述轮胎的内壁；
    所述流体驱动装置的进口端通过第一单向阀直接或间接地连通于所述缸腔，所述流体驱动装置的出口端通过第二单向阀直接或间接地连通于所述缸腔。
  2. 根据权利要求1所述的流体驱动式车胎能量回收组件，其特征在于，每个所述取能装置具有多个所述活塞，所述缸腔的数量和活塞的数量相等，且每个所述取能装置中的多个所述活塞相连接。
  3. 根据权利要求1所述的流体驱动式车胎能量回收组件，其特征在于，所述轮胎内的底壁上环绕地设有一圈传导部，所述活塞直接或间接地抵接于所述传导部上。
  4. 根据权利要求1所述的流体驱动式车胎能量回收组件，其特征在于，所述取能装置还包括传动杆，所述传动杆的一端活动地穿入所述缸腔并连接于所述活塞的一端，所述传动杆的另一端抵接于所述轮胎的内壁。
  5. 根据权利要求4所述的流体驱动式车胎能量回收组件，其特征在于，所述取能装置还包括弹性件，所述弹性件的一端连接于所述传动杆，另一端连接于所述缸腔，所述弹性件的弹力迫使所述传动杆从所述缸腔内伸出。
  6. 根据权利要求1所述的流体驱动式车胎能量回收组件，其特 征在于，所述活塞将所述缸腔分为第一腔体和连通于所述流体驱动装置的第二腔体，所述第一腔体具有进气口和排气口，所述进气口通过第三单向阀连通于集气腔，所述排气口通过第四单向阀连通于外界，所述集气腔内具有经过滤的洁净气体。
  7. 根据权利要求6所述的流体驱动式车胎能量回收组件，其特征在于，所述集气腔位于所述轮毂内，所述集气腔的端部连通有朝所述轮毂的安装端方向延伸的补气管。
  8. 根据权利要求1所述的流体驱动式车胎能量回收组件，其特征在于，所述轮毂转动连接于车架，所述流体驱动装置位于所述车架上。
  9. 根据权利要求8所述的流体驱动式车胎能量回收组件，其特征在于，所述轮毂内还设有呈圆盘形结构的第一流体腔，所述第一流体腔的内侧壁上具有通过所述第一单向阀连通于所述缸腔的第一通孔，所述第一流体腔的端部通过第一流体滑环连通于所述流体驱动装置，所述第一流体滑环的两个滑环端分别固定连接于所述轮毂和车架。
  10. 根据权利要求8所述的流体驱动式车胎能量回收组件，其特征在于，所述轮毂内还设有呈圆盘形结构的第二流体腔，所述第二流体腔的内侧壁上具有通过所述第二单向阀连通于所述缸腔的第二通孔，所述第二流体腔的端部通过第二流体滑环连通于所述流体驱动装置，所述第二流体滑环的两个滑环端分别固定连接于所述轮毂和车架。
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