CN1077423A - 汽车和驱动该汽车的方法 - Google Patents
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Abstract
一种包括至少两个独立的内燃发动机的汽车和
驱动其的方法。它包括由内燃发动机驱动的发电机,
其通过至少一个大功率电子电路向至少一个电动机
馈电,各电动机与汽车主动轮传动地相连接,其内燃
发动机对外是一个结构单元,并至少具有两个汽缸,
被分为至少两个各带有传动轴的相互独立的分发电
机,它们据内燃发动机的燃烧室阀门的运动工作,且
每个传动轴与一个单独发动机相连接,实现功率与实
际功率需求间良好的协调。
Description
本发明涉及到一种汽车和驱动这种汽车的方法,该方法包括至少两个互相独立地由内燃发动机驱动的发电机,经过至少一个大功率电子电路为至少一个电动机馈电,这些电动机中每一个与该汽车的至少一个驱动轮传动连接。
每个内燃发动机可认为有一确定的最大功率。它的效率取决于各个所选的运行点。图1定性地显示了额定效率(η/ηAmax)和由内燃发动机输出的额定功率(P/Pmax)之间的关系曲线。在某确定功率下,该发动机达到其最佳效率;如果所输出的功率高于或低于该运行最佳值,则效率变差。
德国专利文献DE-374891C2公开了一种汽车,它使用两个同样功率的内燃发动机作为动力源,每一个经由一操纵离合器连接到一个总的综合传动装置上。另一方面该综合传动装置与一个变速器或自动变速器连接,从而将驱动功率供给汽车的驱动杆。这种用于载重汽车和旅行车的驱动方案提供了这样的可能性,当部分负荷运行只需要低于汽车最大功率的一半(例如以相对恒速在高速公路上行驶),只利用两个内燃机中之一驱动时,在运行阶段可保持尽可能高的最大驱动功率。从而实现较小的能量消耗,因为单独使用的内燃发动机与一个处于汽车总的最大功率状况的内燃发动机相比较,更经常地临近其最佳运行点运行。可见这种技术方案的主要缺点在于:所述综合传动装置带来必要的结构、保养和维修的消耗,以及驱动杆导致的与各内燃发动机相互独立输出耦合的选择性连接问题。
空调器的压缩机驱动和汽车里的发电机装置已为德国专利文献DE-3941998C1所披露,它装有一个完全独立于内燃机的牵引电机。据说这可以使汽车的辅助组合体的运行具有合理的消耗,而汽车驱动本身不使用这一附加的内燃发动机。
德国专利文献DE-3620362A1提供了一种装有两个内燃发动机的汽车,它包括两个发电机,用来将内燃发动机输出的功率转变成电流,这些电流被传送到多个做牵引机并与汽车各驱动轮连接的电动机内。因此汽车的驱动杆不包括内燃发动机和驱动轮之间的机械联接。类似的方案参见ED3741891C2,在不同的功率等级应尽可能地实现合理消耗的运行工况,可选择两个内燃发动机中之一或两个同时工作,通过两个内燃发动机最大功率的相互不同的配置,可实现三种不同的最大功率等级,因此汽车相应地可以在三个具有最佳消耗工况的运行点行驶。为了尽可能长的保持在具有最佳消耗工况的运行阶段,这种汽车装有一个旋转能量存储器,这种能量可以从短期驱动能中取得或被提供,以使内燃发动机实际发出的功率与驱动用实际功率协调一致。
根据DE3620362A1描述的汽车,两个内燃发动机是两个完全独立的和空间分隔开布置的装置,它们的性能是不等同的。考虑到合理消耗和/或低有害物质运行的要求,内燃发动机与汽车的实际功率需要的直接匹配是相当粗糙的,即通过接通或关断两个内燃发动机。
关于两个内燃发动机的期望的不同快速磨损的问题,在这个说明书中未提及。相反却推荐了一个实施方式,即第2个内燃发动机是可易于拆卸安装的,为了节省重量,该汽车行驶时只索取相应所需的驱动功率。但是这正好违背了两内燃发动机具有同样磨损程度的要求。
本发明的目的是提供一种汽车和该汽车的驱动方法,具有一个紧凑的结构类型,在保持该结构牢固情况下,可实现内燃发动机所产生的功率和连续工作在最佳标准范围内的内燃发动机的实际功率需求之间的良好协调,所述最佳化标准指对消耗、排除有害物质和/或降噪均有利的运行点。
本发明的目的是根据下述技术方案实现的。本发明的汽车包括至少两个相互独立的内燃机和由内燃发动机驱动的发电机(G1-G5),通过至少一个大功率电子电路(L1L1,L2,L3)向至少一个电动机(E1-E4)馈电,该电动机中每一个与汽车的主动轮(R1-R4)中至少一个传动联接,该汽车还包括对外是一整体的具有至少双缸内燃发动机的结构单元(V),它分为至少两个各带有主动轴(曲轴K1-K5)的相互独立的分发动机(V1-V5),这些发动机与内燃发动机(V)的燃烧室的阀门工作情况有关,而每个主动轴(K1-K5)与一个单独的发电机(G1-G5)相连接。
在汽车运行期间,根据行驶情况,电子控制装置使分发动机(V1-V5)保持这样的组合;为达到目标标定“较小的内燃机燃料消耗”、“较小的有害物质产生”和“较小的噪声放射”中之一或全部,产生一个由驾驶人员提供动力瞬间的内燃机功率的最佳值。
本发明的进一步构形和方法特征记述在从属权利要求2-12和14-15的内容中。
本发明将根据附图1至6进一步加以详细说明,这里内燃发动机指往复运动活塞式结构形式,当然本发明也能用其它形式的内燃发动机来完成。所述“缸”的概念在这里带有一种扩展了的含义:一个双缸内燃发动机也包含例如一个双圆盘复转活塞式(2-Scheiben-Rotationskolbenmotor)发动机。附图为:
图1:内燃发动机的额定效率随所提供的额定功率变化的原理曲线图;
图2:带有两个同样结构的分发动机的四缸内燃发动机;
图3:带有三个不同尺寸的分发动机的六缸内燃发动机;
图4:带有三个空间布置变更方式的分发动机的内燃发动机;
图5:带有五个分发动机的五缸内燃机;
图6:不同汽车传动方案的比较示意图。
本发明是根据这样的知识概念实现的,为使驱动汽车的内燃发动机运行最佳化,考虑到在燃烧过程中必须限定一定的内燃机燃料消耗和所产生的噪音及有害物质,因此根据实际需求暂时主动地关闭所用的内燃发动机驱动的一部分,这样做是有益的。
如图7所示,由于时间上不同,需求的驱动功率大小也不同,需经常使用总的内燃机动力,内燃机则必须经常工作在最佳运行点以外。这一问题在ED3620360A1所公开的汽车装置内已能大大缓解了,如前面所述,汽车不是仅具有一个功率等级,而是具有三个功率等级,从中可调节出一个最佳运行点,这是因为两个内燃发动机可选择其中一个或两个共同运行。本发明从这一思想出发,进一步将内燃发动机分开为相互独立地运转的分发动机,这也就是说,内燃发动机作为结构单元仍保留,并且不象已有装置中是两个空间上相互分开的单个机组。本发明的方案带来明显的有益效果,例如最小的独立工作的单元(分发动机)的缸数可减少到1,相比之下已有技术根据控制振动的要求(惯性力和气体压力平衡)从一开始就对两个内燃发动机提供多缸机器(例如三或四缸)。这种单缸-分发动机能够实现随意地短暂地总联合运转或关断。从而产生多个功率等级,在其中内燃发动机的驱动能按照每个所希望的目标标定(例如消耗、有害物质、噪音发射)工作在最佳运行点上。当由内燃发动机所发出的功率没有中间存储环节时,还有可能实现与实际功率需求精细调节的协调过程,而这一点是相当重要的。
图2描述了根据本发明制成的四缸内燃发动机V的一个实施例,该发动机分成两个分发动机V1和V2,每个分发动机V1、V2具有单独的曲轴K1或K2,用于将动力通过双缸中每一个的活塞传递下去,在汽缸中内燃机燃料燃烧。
阀门的工作及燃料的供给***和点火用电流输入***在图中未示出,它们装在每个分发动机V1、V2上。与不装配总的曲轴的方案类似,阀门控制***也没有总装的分配凸轮轴。但这个内燃发动机V对外能象一个普通的四缸发动机工作,这一点是通过图中未示出的电子控制***实现的,该控制***根据两个曲轴K1、K2的转数和相对应的相位调节这两个分发动机V1、V2,使得就象在两个分发动机V1、V2之间装有一个机械离合器。
这两个分发动机V1、V2的驱动轴即是所述的两个曲轴K1、K2,它们各与一个发电机G1及G2相联接,因此一旦一个或两个分发动机进入运行状态,发电机G1及G2即可发出电能。该电流如图2中箭头所示经由大功率电子电路L1和L2传送到作为动力源的图中未示出的一个或多个电动机内。这里电动机的电源是两个完全分开的发电装置,从而使汽车驱动的高度可支配性从一开始就得到保证。
当分发动机V1、V2之一、或发电机G1、G2之一、或两个大功率电子电路L1、L2中之一发生故障时,汽车(具有减半的功率)仍可处于运行准备状态。
本发明的汽车的一大优点是发电机和电动机均为直流电子乘法器控制的恒磁机。
这些机器具有高功率密度,只要求比较少的安装空间,并且根据转数和功率能高效灵活地调节。在运行中两个分发动机V1、V2因此能相互协调,对外产生一个传统的四缸发动机的特性性能。这样一种效果是至今已有类型的汽车所没有的。
发电机G1、G2也可作为起动电动机用于分发动机V1、V2。这一起动能源可以由存储装置(例如铅蓄电池)或也可以从现有运行中的发电机得到。所述“起动器”G1及G2具有与分发动机功率相应的功率,只要所需电流已经提供,分发动机V1、V2就能在最短时间内被“拉”到其所要求的工转速。
曲轴K1、K2的相位是通过与发电机G1、G2联接的转子的角的位置确定的,该角的位置是用于发电机控制的电子信号,曲轴位置的同步因此可以通转子角的位置的相应变化以简单的方式实现。
图3中显示了一个六缸内燃发动机,它被分为三个分发动机V1、V2、V3,其个每一个又具有两个气缸,其结构原理如图2中的分发动机V1、V2一样,只不过图3个的分发动机V1、V2、V3的功率是根据各自的结构尺寸分级的。例如,中等大小的分发动机的功率被设定为是小号分发动机功率的两倍。
在图中所示的实施例中,三个分发动机V1、V2、V3(总功率例如为70kw)中分发动机V2(例如功率为20kw)是分发动机V1功率(例如10kw)的两倍,并且分发动机V3(例如40kw)又是分发动机V2功率的两倍。通过这样一种设计,使最大功率根据同时运转的分发动机V1及V2及V3的相应组合平均分成总共7个功率等级(23-1),在每个功率等级将给出一个满足目标标定要求的最佳运行工作点。对于具有四个这样装配的分发动机的情况,将实现总共15个平均相互间隔开的功率等级(24-1)。
考虑到平衡运转的要求,本发明建议分发动机V1、V2、V3中每一个具有两个气缸。所述相互分开的曲轴K1、K2、K3传动地与独立的发电机G1、G2、G3相联接,发电机另一侧又与大功率电子电路L1、L2、L3相接。图中用箭头指示电流输入至电机传动的导线,在现有情况下是采用母线实现,当具有多个传动用电动机时,导线也可象图2中那样分别构成电流通路。所述电机传动例如是通过一个在汽车的万向轮上法兰连接的单独的电动机实现,与图2的区别是这里的内燃发动机V的结构组合和发电机G1、G2、G3不仅与电机传动装置电气连接,而且与一个可充电的电能存储装置(例如铅蓄电池、电容器、化学能源存储器)电气相接,尤其是接到一个起电机/发电机作用的旋转能量存储装置5上。从而按运行情况选择的分发动机V1、V2、V3组合中的每一个可以持续地工作在最佳化的运行点上,这是因为由驾驶人员当时提供的驱动功率和当时发电机G1、G2、G3所发出的功率的差值能够由能量存储器5接收及供给。所述分发动机V1、V2、V3最佳运行点的偏差对于功率匹配而言是微不足道的。
分发动机V1、V2、V3和发电机G1、G2、G3的空间布置可参见图4的内容,即两个较小的分发动机V1和V2相邻布置,并与最大的分发动机V3相对应放置,以此获得一个相当紧凑的结构组合。在图4的情况中,与图2和图3不同的是,所述三个发电机G1、G2、G3连接到一个共同的大功率电子电路L上,在该电路中各发电机G1、G2、G3的控制电子电路仍单独完成其控制功能,只是空间上总装在一起。
图5表示本发明的内燃发动机V的又一个实施例,它涉及一种包括五个分发动机V1-V5的发动机,其中每一个包括一个气缸,各分发动机V1-V5结构完全相同。各分开的曲轴K1-K5与前述实施例一样,连接到一个相应的单独的发电机G1-G5上。发电机G1-G5的定子S1-S5装在分发动机V1-V5的曲柄室内部,并与之机械连接。发电机G1-G5的转子RT1-RT5(外转子)做为振动盘对各独立的分发动机V1-V5产生作用。电气连接和控制装置图中未示出,但可根据前述本发明的实施例中的情况推导出。这个实施方案的优越性在于:发电机G1-G5均装在分发动机V1-V5的曲柄室内,从而可大大节约空间。另外内燃发动机的这种结构方案从成品技术的观点来看也是很有利的,因为由完全相同结构的分发动机(这里指V1-V5)构成的发动机能够被带有任意个缸数(如4、6或8缺),而且能被积木式地组装在一起,另一优点是指供了相当简化的备件,方便了维护和检修的要求,这一实例涉及一种高冗余(hochredundantes)的综合***,因此具有相当优秀的支配性。由于曲轴K1-K5相位可任意调节,则任意的气缸数的惯性平衡均可最佳化,在运行中的分发动机V1-V5瞬间每转一周没有机械作用产生,从而能够达到发动机振动强度的最小化。
分发动机均结构相同的实施例还具有下述优越性,在一个部分负荷运行情况,不是所有分发动机均运转,可通过在时间过程内对确定功率等级的分发动机的不同选择实现所有分段电机具有均匀的磨损程度。这里必须掌握和利用电子控制手段来控制运行时间和负载参数(例如根据所属发电机所提供的电功率)。至今还很少使用的分发动机技术将越来越多地用于汽车的牵引运行过程。
图6表示根据本发明的汽车的四个不同的驱动方案。在这些例子中用符号E1-E4代表的用于汽车驱动的电动机装置,正如前述已选择的一种可能性,不是与一个万向轴法兰连接,也不是通过一个传动装置与万向轴连接,而是各自直接与主动轮R1-R4之一机械连接,从而节省了用于万向轴和一个差动传动装置的花费,同时减轻了重量。
图6a表示一种后轮驱动方案。连接到两个分发动机V1和V2上的发电机G1和G2,为主动轮R1和R2的两个电动机E1和E2馈电,这些发电机又与一个共装于同一空间内但功能上分别对发电机G1、G2和电动机E1、E2进行控制的大功率电子电路L电气连接。以相应的方式图6b表示一种前轮驱动方案,其中电动机E3和E4与前面的主动轮R3和R4相联接。人们可以看出,由于汽车的变速箱,差动传动装置和万向轴的一般偏差,本发明的汽车结构成本无论是前轮驱动和后轮驱动都明显降低。
接着也可以用全轮驱动方案,如图6c中所示,尤其是与传统的纯机械结构方案比较,全轮驱动相对于前轮或后轮驱动方式可实现较小的额外花费。图6d显示了全轮驱动的一个变化方案,其个两个发电机G1、G2各分别与所属的大功率电子电路L1和L2相连接。当后车轮R1和R2的电机E1、E2接收到来自大功率电子电路L1的电流时,大功率电子电路L2也为后轮R3和R4的电机E3和E4馈电。这里至少包括两个分发动机V1、V2,并带有两个相互独立的驱动杆。通过两个大功率电子电路L1和L2之间的电离合器,在运行中不仅单独的分发动电极V1、V2中之一或两个驱动杆的一个能量源可以得到保证。
在本发明的汽车的牵引运行中,驱动用分发动机的这种组合各装有电子控制装置,使由驾驶人员提供的驱动功率尽可能靠近满足所需目标标定的最佳值。究竟提高或降低所提供的驱动功率,也就是说偏离至今所说的“最佳”运行点的程度,这些均靠电子控制装置监控,该控制器确定是否取分发动机的另一种组合可能更接近所要求目标,或者是否在运行中增加附助分发动机(在秒瞬间内)和/或单个分发动机停车。
本发明技术方案的一个主要优点可从汽车驱动的冗余数据中看出,即可保证一种极高的可支配性。
根据各种目标标定,通过对内燃发动机***优化的尝试,本发明可实现一个小的环境压力(有害物质排出物,噪声传播)和一个节能设备(内燃机燃料消耗,均匀磨损的材料维护)。
Claims (15)
1、一种包括至少两个相互独立的内燃发动机的汽车,还包括由内燃发动机驱动的发电机(G1-G5),发电机通过至少一个大功率电子电路(L,L1,L2,L3)向至少一个电动机(E1-E4)馈电,该电动机中每一个与汽车的主动轮(R1-R4)中至少一个传动地相连接,其特征在于:所述内燃发动机(V)对外是一个结构单元,并至少具有两个汽缸,它被分成至少两个各带有传动轴(曲轴K1-K5)的相互独立的分发电机(V1-V5),这些发动机根据内燃发动机(V)的燃烧室的阀门的运动工作,而每个传动轴(K1-K5)与一个单独的发电机(G1-G5)相连接。
2、根据权利要求1的汽车,其特征在于:分发动机(V1-V5)中每一个均从属于一个独立的大功率电子电路(L1-L3)。
3、根据权利要求2的汽车,其特征在于:所述大功率电子电路(L1-L3)与电机(G1-G3)互相电气相接。
4、根据权利要求1至3中之一的汽车,其特征在于:发电机(G1-G5)和电动机(E1-E4)是直流机,采用电子乘法控制式恒磁机形式。
5、根据权利要求1-4中之一的汽车,其特征在于:每个驱动车轮(R1-R4)均装有一个单独的电动机(E1-E4)。
6、根据权利要求1-5中之一的汽车,其特征在于:至少具有三个分发动机(V1-V5)。
7、根据权利要求1-6中之一的汽车,其特征在于:其中每个分发动机(V1-V3)至少具有两个气缸。
8、根据权利要求1-7中之一的汽车,其特征在于:这些分发动机(V1-V5)的结构相同。
9、根据权利要求1-7中之一的汽车,其特征在于:所有分发动机(V1-V3)具有不同的功率强度,这些分发动机(V1-V3)之间最好按下述原则分级,即分发动机(V1,V2)中每一个大约具有分发动机(V2及V3)功率的一半功率值。
10、根据权利要求1-9中之一的汽车,其特征在于:所述大功率电子电路(L,L1-L3)与一个可充电的能量存储器,尤其是一个电动机/发电机式的旋转能量存储装置电气连接。
11、根据权利要求1至10中之一的汽车,其特征在于:所述大功率电子电路(L1,L2)中每一个与汽车轴上的驱动轮(R1、R2及R3、R4)的电动机(E1、E2及E3、E4)相连系。
12、根据权利要求1至11中之一的汽车,其特征在于,发电机(G1-G5)中每个装在所属分发动机(V1-V5)的曲轴室内部。
13、一种驱动根据权利要求1至12中之一的汽车的方法,其特征在于:
在出车行驶时,所述电子控制器为满足“较小的内燃机燃料消耗”、“低有害物质排出”和“低噪音传播”这些目标标定中之一或全部,根据行驶条件控制投入或关停分发动机(V1-V2)的某种运行组合方式,便由驾驶人员所给的内燃发动机(V)瞬间功率达到最佳状态。
14、根据权利要求13的方法,其特征在于:分段电机(V1-V5)结构相同,在内燃发动机(V)的部分负荷运行情况,由驾驶人员提供的内燃发动机(V)的功率是靠电子控制装置通过可变化选择运行中的分发动机(V1-V5)的各种组合而产生的,其前提是所有分发动机(V1-V5)平均在时间上具有同样的磨损程度。
15、根据权利要求13至14中之一的方法,其特征在于:为实现振动程度小的运行工况,分段电机(V1-V5)根据曲轴(K1-K5)的转速和相对相位调节,并且当转速变化时做如下调节:使内燃发动机(V)中达到惯性力和气体压力的平衡。
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DE4134160A DE4134160A1 (de) | 1991-10-11 | 1991-10-11 | Kraftfahrzeug und verfahren zum betrieb dieses kraftfahrzeugs |
DEP4134160.0 | 1991-10-11 |
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CN1077423A true CN1077423A (zh) | 1993-10-20 |
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CN92113076A Withdrawn CN1077423A (zh) | 1991-10-11 | 1992-10-10 | 汽车和驱动该汽车的方法 |
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EP (1) | EP0607224A1 (zh) |
JP (1) | JPH07500065A (zh) |
CN (1) | CN1077423A (zh) |
BR (1) | BR9206610A (zh) |
DE (1) | DE4134160A1 (zh) |
MX (1) | MX9205812A (zh) |
RU (1) | RU94020395A (zh) |
WO (1) | WO1993007016A1 (zh) |
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-
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- 1991-10-11 DE DE4134160A patent/DE4134160A1/de not_active Ceased
-
1992
- 1992-10-06 BR BR9206610A patent/BR9206610A/pt not_active IP Right Cessation
- 1992-10-06 RU RU94020395/11A patent/RU94020395A/ru unknown
- 1992-10-06 EP EP92920848A patent/EP0607224A1/de not_active Withdrawn
- 1992-10-06 JP JP5506548A patent/JPH07500065A/ja active Pending
- 1992-10-06 WO PCT/DE1992/000856 patent/WO1993007016A1/de not_active Application Discontinuation
- 1992-10-09 MX MX9205812A patent/MX9205812A/es unknown
- 1992-10-10 CN CN92113076A patent/CN1077423A/zh not_active Withdrawn
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Also Published As
Publication number | Publication date |
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RU94020395A (ru) | 1996-08-27 |
EP0607224A1 (de) | 1994-07-27 |
DE4134160A1 (de) | 1993-04-22 |
JPH07500065A (ja) | 1995-01-05 |
MX9205812A (es) | 1993-07-01 |
BR9206610A (pt) | 1995-10-17 |
WO1993007016A1 (de) | 1993-04-15 |
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