CN105790365A - 一种内燃机车辆电气***及其供电方法 - Google Patents
一种内燃机车辆电气***及其供电方法 Download PDFInfo
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Abstract
本发明涉及一种内燃机车辆电气***及其供电方法,本发明将以内燃机为动力的车辆等的用电设备根据功率特性进行区分,分为功率型用电单元和非功率型用电单元,通过能量供给侧和能量需求侧的匹配及平衡。本发明的内燃机车辆电气***采用组合式超级电池提供电能,组合式超级电池包括并联的瞬态动力功率补偿器和能量单元,瞬态动力功率补偿器包括串接的功率单元和隔离单元,隔离单元用于在功率单元为启动电机供电时,断开功率单元与能量单元的电流通路。本发明通过组合式超级电池中的功率单元为启动电机供电,解决了目前采用蓄电池为启动电机供电导致蓄电池“超量配置”,对蓄电池电流冲击大,造成蓄电池寿命降低、其它用电单元供电不稳等问题。
Description
技术领域
本发明涉及一种内燃机车辆电气***及其供电方法,属于电路***应用技术领域。
背景技术
各种内燃机车辆已经成为人们日常的交通、运输及生产工具,如载人的轿车和客车、运输货物的卡车及各种专用车辆、生产用农用机械、工程机械以及舰船、飞机、发电机等。供电***是以内燃机为动力的运载工具或发电设备等必不可少的一部分,传统供电***如图1所示,主要由车载发电机、电压调节器、蓄电池等构成,用电设备根据功率特性主要分为需要瞬态大功率的启动电机和持续小功率的其它耗电装置。
蓄电池是供电***必不可少的电源之一,在内燃发动机启动时向启动电机供电;发动机不工作或发动机在不高的转速下工作时,蓄电池向耗电装置供电;在耗电装置功率超过发电装置功率时,蓄电池同发电机联合向耗电装置供电,如图1所示。目前,供电***绝大部分采用电瓶(一组或数组铅酸蓄电池),其既要负责提供其它耗电装置(如仪表显示、程序自检、信号灯的闪亮、音响短时工作等小功率器件)的能量,又要负责提供发动机启动瞬间大功率的能量,在应用实践中,这种方案暴露出很大的问题。启动***和其它耗电装置不同用电特性对蓄电池性能要求差异很大:启动***要求蓄电池放电倍率性能优异,而其它耗电装置则要求蓄电池具备一定容量即可、倍率性能要求不高,这种情况导致蓄电池为满足发动机冷启动所需的瞬态大功率,不得不“超量配置”,使电池又大又笨重,造成资源浪费,而且也不经济。
为此,有人提出在蓄电池两端并联超级电容的方式来共同为启动电机供电,虽然这种方案在一定程度上延长了蓄电池的使用寿命,但是蓄电池还是要承担功率型用电单元的启动任务,并没有从根本上解决蓄电池为功率型用电单元供电导致对蓄电池电流冲击大,造成蓄电池寿命降低等问题。
发明内容
本发明的目的是提供一种内燃机车辆电气***及其供电方法,以解决目前采用能量单元来启动发动机所导致对能量单元功率要求较高,内燃机启动效果差,能量单元“超量配置”以及易受到大电流冲击影响寿命等问题。
本发明为解决上述技术问题而提供一种内燃机车辆电气***,包括启动电机、车载发电机和车载耗电装置,该电气***还包括组合式超级电池,组合式超级电池包括并联的瞬态动力功率补偿器和能量单元,所述的瞬态动力功率补偿器包括串接的功率单元和隔离单元,启动电机连接到串接的隔离单元和功率单元之间,所述隔离单元用于在功率单元为启动电机供电时,断开功率单元与能量单元的电流通路,所述的能量单元为储能器件,所述的功率单元为高倍率放电的储能器件。
所述的隔离单元为开关管、接触器或继电器。
所述的隔离单元还包括控制电路,所述的控制电路包括控制接口和第一检测接口,所述第一检测接口用于检测启动电机是否启动,所述控制接口用于在第一检测接口检测到启动电机要启动时,断开功率单元与能量单元的电气连接。
所述的控制电路还包括用于检测能量模块是否放电的第二检测接口,所述隔离单元用于在检测到能量单元放电时,断开功率单元与能量单元的电气连接。
所述的功率单元为超级电容器单体、通过超级电容器单体串并联组成的模块或者电容器阵列。
所述的能量单元为铅酸电池、镍氢电池、锰酸锂电池、磷酸铁锂电池、三元电池和钛酸锂电池中的任意一种。
本发明还提供了一种内燃机车辆电气***的供电方法,该方法将内燃机车辆的用电设备根据功率特性进行区分,分为功率型用电单元和非功率型用电单元,功率型用电单元由功率单元供电,非功率型用电单元由能量单元供电,功率单元和能量单元之间通过隔离单元进行电气隔离,在功率单元为功率型用电单元供电时,由隔离单元断开功率单元与能量单元的连接,由功率单元单独为功率型用电单元供电,所述的功率单元为高倍率放电的储能器件。
所述的功率单元和隔离单元串接构成主补偿电路,该主补偿电路的两端用于与能量单元并接。
所述非功率型用电单元仅由能量单元供电,当能量单元放电时,隔离单元断开功率单元与能量单元的电气连接,防止功率单元向能量单元放电。
所述的功率单元为超级电容器单体、通过超级电容器单体串并联组成的模块或者电容器阵列。
本发明的有益效果是:本发明内燃机车辆供电***采用组合式超级电池提供电能,组合式超级电池包括并联的瞬态动力功率补偿器和能量单元,瞬态动力功率补偿器包括串接的功率单元和隔离单元,启动电机连接到串接的隔离单元和功率单元之间,隔离单元用于在功率单元为启动电机供电时,断开功率单元与能量单元的电流通路,能量单元为储能器件,功率单元为能够高倍率放电的储能器件。本发明通过仅采用组合式超级电池中的功率单元为启动电机供电,解决了目前采用蓄电池为功率型用电单元供电导致蓄电池“超量配置”,对蓄电池电流冲击大,造成蓄电池寿命降低、其它用电单元供电不稳等问题,防止因蓄电池过度放电导致启动电机不能启动,影响内燃机正常工作,同时利用功率单元承担瞬态大功率作业任务,提高启动电机的工作性能。
本发明内燃机车辆供电***所采用的组合式超级电池中的能量单元不再承担瞬态大功率作业任务,只负责小功率负载的持续供能,不受大电流冲击损坏,寿命更长,避免能量单元被“过早”判废,造成浪费,且在选型配置上可以“瘦身”,实现小型化、轻量化和车辆总体布置的便捷化;仅依靠功率单元进行启动,使内燃机的启动性更好,尤其是在低温启动性。
附图说明
图1是传统内燃机车辆电气***结构框图;
图2是本发明内燃机车辆电气***结构框图;
图3是本发明内燃机车辆电气***结构框图;
图4是本发明内燃机车辆电气***所采用的隔离单元结构图。
具体实施方式
下面结合附图对本发明的具体实施方式做进一步的说明。
本发明的一种内燃机车辆供电***的实施例
内燃机车辆已经成为人们日常的交通、运输及生产工具,如载人的轿车和客车、运输货物的卡车及各种专用车辆。内燃机车辆在启动过程中,一般需要启动电机的带动,启动电机作为功率型用电单元,在启动时需要瞬态大功率,本发明采用功率单元为其供电。在同一电气***中,功率型用电单元与非功率型用电单元是相对的概念,功率型用电单元具备持续用电时间短(小于10秒)、大功率(额定电流一般在几十安培以上)的用电特征,如内燃机启动电机等;非功率型用电单元具备持续用电时间可长可短、小功率(额定电流一般在几十安培以下)的用电特征,如车载各种灯类、点烟器、空调、喇叭、雨刮、车窗升降、电子仪表盘等。
本实施例中的内燃机车辆电气***,如图2和图3所示,包括车载发电机7、启动电机1、车载用电装置6和组合式超级电池,组合式超级电池包括并联的瞬态动力功率补偿器和能量单元5,瞬态动力功率补偿器包括串接的功率单元4和隔离单元3,启动电机1通过启动开关2连接到串联的功率单元4和隔离单元3之间,能量单元5与非功率型用电单元连接,用于为非功率型用电单元提供电能,车载发电机7的电压由电压调节器8调节,用于实现车载发电机7电压的稳定输出。当内燃机启动时,闭合启动开关2,隔离单元3断开功率单元4与能量单元5之间的电流通路,仅由功率单元4为启动电机供电。
功率单元4可以是超级电容器单体、由超级电容器单体通过串并联组成的模块,或者传统电容器阵列,如图2所示。功率单元也可采用倍率性能及低温性能优异的储能器件,如图3所示,储能器件可为具备高倍率放电特性蓄电池,比如锂离子电池(磷酸铁锂系、三元系、锰酸锂系、钛酸锂系等)和卷绕式高倍率铅酸电池,也可以是低温高倍率锂电池和低温高倍率铅酸电池。能量单元可以是铅酸电池,也可以是镍氢电池,还可以是锰酸锂电池、磷酸铁锂电池、三元电池、钛酸锂电池等其中的任意一种。
隔离单元具有控制功能,能够根据功率型用电单元启动实现能量单元与功率单元的隔离。本发明的隔离单元为开关管、接触器或继电器,包括有控制电路,控制电路上设置有控制接口和第一检测接口,第一检测接口用于检测启动电机是否启动,控制接口用于控制隔离单元是否断开功率单元与能量单元之间的电流通路,当第一检测接口检测到启动电机启动时,隔离功率单元与能量单元的电气连接。为了防止在能量单元放电时,功率单元和能量单元一起放电,对功率单元造成不利的影响,本发明的控制电路还设置有用于检测能量单元是否放电的第二检测接口,当第二检测接口检测到能量单元放电时,断开功率单元与能量单元的电流通路,避免功率单元与能量单元一起放电。本发明所采用的隔离单元还可采用手动开关的实现方式,通过手动开关实现功率单元和能量单元的隔离。
此外,根据需要,瞬态动力功率补偿器还包括***电路,该***电路包括与功率单元连接的检测电路、保护及均衡电路和管理及显示模块,如图4所示,通过检测电路实时检测功率单元的电量,通过保护及均衡电路实现功率单元的均衡保护、充电保护、放电保护、过压保护、欠压保护、过流保护、过温保护和短路保护功能等,通过管理及显示模块实现对功率单元的管理和参数显示。检测电路、保护及均衡电路和管理及显示模块可根据需要实现的功能进行设计,各功能电路的实现对本领域的技术人员而言属于常规技术手段,这里不再给出具体的电路说明。
本发明的一种内燃机车辆电气***的供电方法的实施例
本实施例供电方法针对的是内燃机车辆电气***,该方法将内燃机车辆的用电设备根据功率特性进行区分,分为功率型用电单元和非功率型用电单元,本实施例中功率型用电单元指的是启动电机,非功率型用电单元指的是除启动电机之外的其它车载用电装置。功率型用电单元仅由瞬态动力功率补偿器中的功率单元供电,当内燃机启动时,功率单元与能量单元的电气连接已经通过隔离单元断开,只采用功率单元为启动电机供电;非功率型用电单元由与瞬态动力功率补偿器并联的能量单元或发电机供电,当能量单元放电时,隔离单元断开功率单元与能量单元的电气连接,防止功率单元向能量单元放电,以实现能量供给侧和能量需求侧的匹配和平衡。
该方法针对***实施例中电气***的供电过程如下:内燃机启动时,闭合启动开关2,控制隔离单元断开功率单元4与能量单元5之间的电气连接,使功率单元4向启动电机1放电;内燃机启动完成后,启动开关2断开,隔离单元3导通,功率单元4与能量单元5连接,车载发电机7开始向车载用电装置6供电,并且给能量单元5和功率单元4充电,并在车载发电机无法满足车载用电装置时,隔离单元断开功率单元4与能量单元5之间的电气连接,由能量单元与车载发电机一起为车载用电装置供电,防止功率单元放电;当车载发电机7停止工作时,控制隔离单元断开功率单元4与能量单元5之间的电气连接,若车载用电装置6继续工作,则此时所需电能完全由能量单元5提供,隔离单元3阻止功率单元4放电,从而保证功率单元4能够进行后续的启动。
本发明内燃机车辆供电***采用组合式超级电池为其提供能量,利用组合式超级电池的功率单元为功率型用电单元提供启动电能,使能量单元不再承担瞬态大功率作业任务,能量单元只负责小功率负载的持续供能,避免了能量单元受大电流冲击,可有效提高其使用寿命。同时,在能量单元选型配置上可以“瘦身”,实现小型化、轻量化。此外,功率单元仅用于为启动电机供电,当能量单元为耗电装置供电时,隔离单元断开功率单元与能量单元之间的电流的通路,避免功率单元向能量单元放电,对功率单元有一定的保护作用。同时依靠本发明的瞬态动力功率补偿器进行启动,内燃机启动性更好,尤其是低温启动性更好,能量单元不会出现瞬时较大电压降的情况,保证内燃机车辆供电***能够稳定输出,减少非功率型用电单元因电能质量不稳造成的损坏。本发明将内燃机车辆用电设备分为功率型用电单元和非功率型用电单元,功率型用电单元仅由瞬态动力功率补偿器中的功率单元供电,非功率型用电单元由与瞬态动力功率补偿器并联的能量单元或发电机供电,达到能量供给侧和能量需求侧的匹配和平衡,使内燃机车辆供电***得到优化,延长寿命,提高性能,减少资源浪费和***维护工作量,并通过轻量化和更高效率的功率单元的采用,实现节能减排。
Claims (10)
1.一种内燃机车辆电气***,包括启动电机、车载发电机和车载耗电装置,其特征在于,该电气***还包括组合式超级电池,组合式超级电池包括并联的瞬态动力功率补偿器和能量单元,所述的瞬态动力功率补偿器包括串接的功率单元和隔离单元,启动电机连接到串接的隔离单元和功率单元之间,所述隔离单元用于在功率单元为启动电机供电时,断开功率单元与能量单元的电流通路,所述的能量单元为储能器件,所述的功率单元为高倍率放电的储能器件。
2.根据权利要求1所述的内燃机车辆电气***,其特征在于,所述的隔离单元为开关管、接触器或继电器。
3.根据权利要求1所述的内燃机车辆电气***,其特征在于,所述的隔离单元还包括控制电路,所述的控制电路包括控制接口和第一检测接口,所述第一检测接口用于检测启动电机是否启动,所述控制接口用于在第一检测接口检测到启动电机要启动时,断开功率单元与能量单元的电气连接。
4.根据权利要求3所述的内燃机车辆电气***,其特征在于,所述的控制电路还包括用于检测能量模块是否放电的第二检测接口,所述隔离单元用于在检测到能量单元放电时,断开功率单元与能量单元的电气连接。
5.根据权利要求1所述的内燃机车辆电气***,其特征在于,所述的功率单元为超级电容器单体、通过超级电容器单体串并联组成的模块或者电容器阵列。
6.根据权利要求1所述的内燃机车辆电气***,其特征在于,所述的能量单元为铅酸电池、镍氢电池、锰酸锂电池、磷酸铁锂电池、三元电池和钛酸锂电池中的任意一种。
7.一种内燃机车辆电气***的供电方法,其特征在于,该方法将内燃机车辆的用电设备根据功率特性进行区分,分为功率型用电单元和非功率型用电单元,功率型用电单元由功率单元供电,非功率型用电单元由能量单元供电,功率单元和能量单元之间通过隔离单元进行电气隔离,在功率单元为功率型用电单元供电时,由隔离单元断开功率单元与能量单元的连接,由功率单元单独为功率型用电单元供电,所述的功率单元为高倍率放电的储能器件。
8.根据权利要求7所述的内燃机车辆电气***的供电方法,其特征在于,所述的功率单元和隔离单元串接构成主补偿电路,该主补偿电路的两端用于与能量单元并接。
9.根据权利要求7或8所述的内燃机车辆电气***的供电方法,其特征在于,所述非功率型用电单元仅由能量单元供电,当能量单元放电时,隔离单元断开功率单元与能量单元的电气连接,防止功率单元向能量单元放电。
10.根据权利要求7所述的内燃机车辆电气***的供电方法,其特征在于,所述的功率单元为超级电容器单体、通过超级电容器单体串并联组成的模块或者电容器阵列。
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