CN107891761A - 电动车辆的机电一体机 - Google Patents
电动车辆的机电一体机 Download PDFInfo
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
- H02P3/00—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters
- H02P3/06—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter
- H02P3/08—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing a dc motor
- H02P3/14—Arrangements for stopping or slowing electric motors, generators, or dynamo-electric converters for stopping or slowing an individual dynamo-electric motor or dynamo-electric converter for stopping or slowing a dc motor by regenerative braking
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Abstract
一种根据本公开的示例性方面的机电一体机(EIM)除了别的之外还包括连接到车轮的内部转子和连接到飞轮的外部转子。根据本公开的示例性方面的电动车辆除了别的之外还包括与第一车轮相关联的第一EIM、与第二车轮相关联的第二EIM、具有为第一和第二车轮提供动力的能量的电池、以及在制动期间从第一和第二EIM接收能量的飞轮。每个EIM包括连接到各自的第一或第二车轮的内部转子和连接到飞轮的外部转子。
Description
技术领域
本公开大体上涉及电动车辆的机电一体机(electromechanical integratedmachine,EIM)。更具体地,本公开涉及将内部和外部转子各自连接到车轮和飞轮以更有效地回收能量并且提高电动车辆的整体效率的EIM***。
背景技术
减少车辆中燃料消耗和排放的必要性是众所周知的。因此,正在开发减少或完全消除对内燃机依赖的车辆。为此目的,电动车辆是一种正在开发中的车辆类型。通常,电动车辆与常规机动车辆不同,因为它们由一个或多个电池供电的电机选择性地驱动。相反,传统的机动车辆完全依靠内燃机来驱动车辆。业内已经做出了不断提高电动车辆的燃料经济性和电动里程的努力。
发明内容
一种根据本公开的示例性方面的机电一体机(EIM)包括连接到车轮的内部转子和连接到飞轮的外部转子。
在前述EIM的另一非限制性实施例中,存在连接到第二车轮的第二内部转子和连接到飞轮的第二外部转子,并且其中外部转子和内部转子协作以提供马达模式、发电机模式、作为制动器的扭矩转换器模式、和作为功率增强器的扭矩转换器模式。
在任何前述EIM的另一非限制性实施例中,当处于马达模式时,在外部和内部转子之间产生电磁正扭矩,以在飞轮制动时驱动车轮。
在任何前述EIM的另一非限制性实施例中,当处于发电机模式时,将行车制动器施加到车轮;并且在外部和内部转子之间产生电磁负扭矩,以将飞轮能量传递到电池。
在任何前述EIM的另一非限制性实施例中,当在作为制动器的扭矩转换器模式时,在外部和内部转子之间产生电磁负扭矩,使得内部转子制动车轮,同时使外部转子加速飞轮,以将车辆惯性能量传递到飞轮。
在任何前述EIM的另一非限制性实施例中,当处于作为功率增强器的扭矩转换器模式时,在外部和内部转子之间产生电磁正扭矩,使得存储在飞轮和电池中的能量都用来加速车轮。
一种根据本公开的示例性方面的电动车辆包括与第一车轮相关联的第一EIM、与第二车轮相关联的第二EIM、具有为第一和第二车轮提供动力的能量的电池、和在制动期间从第一和第二EIM接收能量的飞轮。每个EIM包括连接到各自的第一或第二车轮的内部转子和连接到飞轮的外部转子。
在任何前述EIM的另一非限制性实施例中,外部转子通过差速器连接到飞轮。
在任何前述EIM的另一非限制性实施例中,差速器横向定位在第一和第二EIM之间,并且其中飞轮被定位成在垂直方向上至少部分地延伸到差速器下方以降低车辆重心。
在任何前述EIM的另一非限制性实施例中,内部转子通过各自的第一和第二齿轮组连接到第一和第二车轮。
在任何前述EIM的另一非限制性实施例中,电动车辆包括控制单元,该控制单元配置为操作第一和第二EIM以提供马达模式、发电机模式、作为制动器的扭矩转换器模式、和作为功率增强器的扭矩转换器模式。
在任何前述EIM的另一非限制性实施例中,当处于马达模式时,在外部和内部转子之间产生电磁正扭矩,使得电池提供能量以驱动第一和第二车轮,同时使飞轮制动。
在任何前述EIM的另一非限制性实施例中,当处于发电机模式时,将行车制动器施加到第一和第二车轮;并且在外部和内部转子之间产生电磁负扭矩,以将飞轮能量传递到电池。
在任何前述EIM的另一非限制性实施例中,当处于作为制动器的扭矩转换器模式时,在外部和内部转子之间产生电磁负扭矩,使得内部转子制动第一和第二车轮,同时外部转子加速飞轮,以将车辆惯性能量传递到飞轮。
在任何前述EIM的另一非限制性实施例中,当处于作为功率增强器的扭矩转换器模式时,在外部和内部转子之间产生电磁正扭矩,使得存储在飞轮和电池的能量都用于加速第一和第二车轮。
一种根据本公开的示例性方面的方法包括:将第一EIM与第一车轮相关联;将第二EIM与第二车轮相关联;将电池设置为向第一和第二车轮提供动力;和在制动期间将能量从第一和第二EIM传递到飞轮,其中每个EIM包括连接到各自的第一或第二车轮的内部转子和连接到飞轮的外部转子。
在前述方法的另一非限制性实施例中,该方法包括操作第一和第二EIM以提供马达模式、发电机模式、作为制动器的扭矩转换器模式和作为功率增强器的扭矩转换器模式。
在任何前述方法的另一非限制性实施例中,该方法包括当处于马达模式时,在外部和内部转子之间产生电磁正扭矩,使得电池提供能量以驱动第一和第二车轮,同时使飞轮制动。该方法还包括当处于发电机模式时,在外部和内部转子之间产生电磁负扭矩,以将飞轮能量传送到电池,同时将行车制动器施加到第一和第二车轮。
在任何前述方法的另一非限制性实施例中,该方法包括当处于作为制动器的扭矩转换器模式时,在外部和内部转子之间产生电磁负扭矩,使得内部转子制动第一和第二车轮,同时使外部转子加速飞轮,以将车辆惯性能量传递到飞轮。
在任何前述方法的另一非限制性实施例中,该方法包括当处于作为功率增强器的扭矩转换器模式时,在外部和内部转子之间产生电磁正扭矩,使得存储在飞轮和电池中的能量都用于加速第一和第二车轮。
附图说明
通过详细的说明,所公开的示例的各种特征和优点对于本领域技术人员将变得显而易见。伴随详细说明的附图可以简要描述如下:
图1示出了结合根据本发明的机电一体机的示例电动车辆的透视图;
图2是图1中示出的电动车辆的主视图;
图3是图1中示出的电动车辆中使用的EIM的示意图;
图4是产生电磁扭矩的图3的EIM的示意图;
图5是图3的EIM的控制图;
图6是图1的电动车辆的操作模式的图表。
具体实施方式
本公开大体上涉及如图1至2中所示的电动车辆10。电动车辆10包括电池12,已知的电池12存储为一对车轮14提供动力的能量。机电一体机(EIM)***16还用于为车轮提供动力并且在某些条件下用于将能量传递回电池12。EIM***16包括在第一车轮14处的第一EIM 18和在相对的第二车轮14处的第二EIM 20。EIM 18、20配置为连接到车轮14和飞轮22。
如图3中所示,EIM 18、20通过差速器24连接到飞轮22。差速器24横向定位在EIM18、20之间,并且飞轮22被定位成在垂直方向上至少部分地延伸到差速器24下方以降低车辆重心。这种较低的重心改善了车辆10的性能和操纵。
第一EIM 18通过第一齿轮组26连接到第一车轮,并且第二EIM 20通过第二齿轮组28连接到第二车轮14。齿轮组26、28具有齿轮比,该齿轮比配置为从EIM 18、20的较高速度输出向车轮14提供减速。逆变器30电连接到EIM 18、20,和控制单元32用于控制EIM***16的各种操作模式。这将在下面更详细地讨论。
里程自主权是电动车辆商业成功的一个挑战。电动车辆的目前的里程可以比常规汽油车辆低80%。电动车辆可以通过将动能转换为电能并且然后将能量作为化学能量存储在电池中来回收制动事件期间的动能。然而,通过每次能量转换降低了这种能量回收的效率。在电动车辆上的硬制动事件期间,由于在制动期间产生的电力超过电池存储容量,所以并不是所有的动能都能传递到电池中。例如,目前的电动车辆再生制动***具有的平均效率为26%。
为了提高电动车辆的性能,已经考虑使用飞轮来减少电池使用并且提高性能。然而,使用飞轮的挑战是如何最大化能量回收并且如何在制动事件期间将车辆动能传递到飞轮。目前有两种类型的飞轮***,其中一种类型使用具有无级变速器(CVT)的复杂机构,和另一种类型使用次级电机以由连接到推进车轮的马达产生的电能来加速飞轮。这两个***的缺点是使用附加部件增加了车辆的重量,以及由于为了存储目的进行的多次能量转换而降低了效率。
主EIM***16通过使用机电接合来回收在制动事件期间的动能并且将能量传递到飞轮22来降低总体***复杂性。EIM***16使用具有未固定的定子的构造中的两个EIM 18、20。因此,该定子用作外部转子。如图4中所示,第一EIM 18包括连接到各自的轮14的内部永磁转子34'和通过差速器24连接到飞轮22(图3)的外部绕组电枢转子36'。第二EIM20包括连接到各自的车轮14的内部绕组电枢转子34"和通过差速器24连接到飞轮22(图3)的外部永磁转子36"。如图4中的38所示,在第一EIM 18和第二EIM 20中,由提供给绕组电枢转子36'、34"的交流电(AC)引起的电磁扭矩施加在内部34'、34"和外部36'、36"转子之间,以相反的方式加速它们。例如,当施加低于轮14的频率的电磁场时,产生电磁负扭矩以制动车辆10,而同时加速飞轮22。
因此,主EIM***16通过基于利用飞轮22存储动能的集成电气***提高效率来最大化总里程自主权。EIM***16提供多种集成功能包括:加速车辆的马达功能;制动车辆的发电机功能;用于在所有制动事件期间将动能传递到飞轮22的扭矩转换器功能;和扭矩向量功能。通过减少能量转换的数量来提高能量效率:动能到交流电流(AC)、动能到直流电流(DC)、动能到化学能量并且反之亦然。通过利用飞轮22,通过在制动事件期间将车辆惯性动能传递到飞轮22处的惯性动能的转动惯量来减少能量转换的数量。
如上所述,控制单元32用于控制EIM***16的各种操作模式,其包括马达模式、发电机模式、作为制动器的扭矩转换器模式和作为功率增强器的扭矩转换器模式。图5至6公开了EIM***16的控制图和操作模式。下面将详细讨论每种模式。
如图5中所示,在作为马达(模式A)的电机中,根据加速踏板位置在EIM 18、20上产生正扭矩,应用飞轮制动器40(图3)以防止电力传递到飞轮22,并且能量由电池12提供。因此,在如图6中所示的在这种马达模式(A)中,在外部转子36和内部转子34之间产生电磁正扭矩(+),以提供正功率(+)来驱动车轮14,同时制动飞轮(零功率),并且当电池向EIM***16提供电能时,电池处于负(-)模式。
如图5中所示,在作为扭矩转换器(模式B)的电机中,根据制动踏板位置,在EIM18、20上产生负扭矩,飞轮制动器38脱离,并且外部转子36开始以负的速度运动。负扭矩使车辆减速,同时产生电能并且以负的速度加速飞轮22。如图6中所示,在该扭矩转换器模式(B)(即作为制动器的扭矩转换器)中,在外部转子36和内部转子34之间产生电磁负扭矩(-),并且向车轮提供负功率(-)用于制动,同时向飞轮22提供正功率(+),并且向电池12提供零功率。
如图5中所示,在作为发电机(模式C)的电机中,车辆10完全停止,应用行车制动器以避免将使车辆向后移动的负扭矩脉冲,并且飞轮继续旋转,同时能量正在缓慢地通过EIM18、20传递到电池12。因此,在如图6中所示的在这种发电机模式(C)中,应用行车制动器使得向车轮14传递零功率和在外部转子36和内部转子34之间产生电磁负扭矩(-),以将飞轮动能传递到电池12。换句话说,飞轮被认为是正处于负功率(-),因为飞轮22正将正能量/功率(+)传递到电池12。
如图5中所示,在使用飞轮作为功率增强器(模式D)的电机中,飞轮22继续旋转,并且在EIM 18、20上施加正扭矩以使飞轮22减速并且加速车辆10。因此,在如图6中所示的在这种功率提升模式(D)中,在外部转子36和内部转子34之间产生电磁正扭矩(+),使得存储在飞轮22和电池12中的动能都用于以正功率(+)加速车轮。换句话说,飞轮22被认为是正处于负功率(-),并且电池12被认为是正处于负功率(-),因为它们都正用于加速车辆10。
最后,在图6中所示的关闭模式中,车辆10和EIM功能关闭。在飞轮22中没有剩余的能量。然后可以通过如已知的插电模式对车辆10进行再充电。
本EIM***16通过作为电扭矩转换器的EIM将制动事件期间产生的动能传递到飞轮,以通过避免多次能量转换来提供高效率的***。如上所述,电动车辆中使用的两种传统类型的飞轮具有若干缺点。使用借助无级变速器(CVT)的飞轮的电动车辆的缺点在于,使用接合飞轮的离合器传递制动事件期间的动能,并且***需要非常复杂的用于加速目的的传动装置。此外,由于所需的附加部件数量相当多,***的有效性和可靠性降低。使用通过第二电机来加速飞轮的飞轮的电动车辆的缺点是,需要大电流电气布线,由于所需的多次能量转换而降低了效率。
在本EIM***16中,动能通过在绕组电枢转子36'、34"和永磁转子34'、36"之间产生的电磁扭矩传递到飞轮22。这避免了复杂的基于离合器的CVT***和/或附加第二电机以将制动动能转换到电能并且在飞轮上返回到动能。这显著提高了效率和可靠性。此外,已经发现,在再生制动期间使用EIM从再生制动事件到加速事件的过程中将效率从26%提高到66%。此外,由于充电-放电周期的数量减少25%,因此电池寿命得到提高。
另外,通过使用主EIM***16,由于在车辆10的底部的飞轮22的水平位置和其旋转运动的陀螺动量效应,所以改善了操纵稳定性和乘坐舒适性。由于使用了两个EIM,每个驱动轮上有一个EIM,以提供扭矩矢量特征,而不是驱动液压制动***,因此相对于磨损制动***的传统扭矩矢量装置,同样改善了性能。
当前的说明实质上是说明性的而并非限制。对本公开的示例做出的不必脱离本发明实质的变形和变化对本领域技术人员是显而易见的。因此,赋予本发明的法律保护范围只由研究下面的权利要求所确定。
Claims (20)
1.一种机电一体机(EIM),包括:
连接到车轮的内部转子;和
连接到飞轮的外部转子。
2.根据权利要求1所述的机电一体机,包括连接到第二车轮的第二内部转子和连接到所述飞轮的第二外部转子,并且其中所述外部和内部转子协作以提供马达模式、发电机模式、作为制动器的扭矩转换器模式、和作为功率增强器的扭矩转换器模式。
3.根据权利要求2所述的机电一体机,其中当处于所述马达模式时,在所述外部和内部转子之间产生电磁正扭矩,以驱动所述车轮,同时制动所述飞轮。
4.根据权利要求3所述的机电一体机,其中当处于所述发电机模式时,将行车制动器施加到所述车轮上,并且在所述外部和内部转子之间产生电磁负扭矩,以将飞轮能量传递到电池。
5.根据权利要求4所述的机电一体机,其中当处于所述作为制动器的扭矩转换器模式时,在所述外部和内部转子之间产生电磁负扭矩,使得所述内部转子制动所述车轮,同时使所述外部转子加速所述飞轮,以将车辆惯性能量传递到所述飞轮。
6.根据权利要求5所述的机电一体机,其中当处于所述作为功率增强器的扭矩转换器模式时,在所述外部和内部转子之间产生电磁正扭矩,使得存储在所述飞轮和所述电池中的能量都被用于加速所述车轮。
7.一种电动车辆,包括:
与第一车轮相关联的第一EIM;
与第二车轮相关联的第二EIM;
具有为所述第一和第二车轮提供动力的能量的电池;和
在制动期间从所述第一和第二EIM接收能量的飞轮,其中每个EIM包括连接到各自的所述第一或第二车轮的内部转子和连接到所述飞轮的外部转子。
8.根据权利要求7所述的电动车辆,其中所述外部转子通过差速器连接到所述飞轮。
9.根据权利要求8所述的电动车辆,其中所述差速器横向定位在所述第一和第二EIM之间,并且其中所述飞轮被定位成在垂直方向上至少部分地延伸到所述差速器下方以降低车辆重心。
10.根据权利要求7所述的电动车辆,其中所述内部转子通过各自的第一和第二齿轮组连接到所述第一和第二车轮。
11.根据权利要求7所述的电动车辆,包括控制单元,所述控制单元配置为操作所述第一和第二EIM以提供马达模式、发电机模式、作为制动器的扭矩转换器模式、以及作为功率增强器的扭矩转换器模式。
12.根据权利要求11所述的电动车辆,其中当处于所述马达模式时,在所述外部和内部转子之间产生电磁正扭矩,使得所述电池提供能量来驱动所述第一和第二车轮,同时使所述飞轮制动。
13.根据权利要求11所述的电动车辆,其中当处于发电机模式时,将行车制动器施加到所述第一和第二车轮,并且在所述外部和内部转子之间产生电磁负扭矩,以将飞轮能量传递到所述电池。
14.根据权利要求11所述的电动车辆,其中当处于所述作为制动器的扭矩转换器模式时,在所述外部和内部转子之间产生电磁负扭矩,使得所述内部转子制动所述第一和第二车轮,同时使所述外部转子加速所述飞轮,以将车辆惯性能量传递到所述飞轮。
15.根据权利要求11所述的电动车辆,其中当处于所述作为功率增强器的扭矩转换器模式时,在所述外部和内部转子之间产生电磁正扭矩,使得存储在所述飞轮和所述电池中的能量都被用于加速所述第一和第二车轮。
16.一种方法,包括:
将第一EIM与第一车轮相关联;
将第二EIM与第二车轮相关联;
将电池设置为向所述第一和第二车轮提供动力;和
在制动期间将能量从所述第一和第二EIM传递到飞轮,其中每个EIM包括连接到各自的所述第一或第二车轮的内部转子和连接到所述飞轮的外部转子。
17.根据权利要求16所述的方法,包括操作所述第一和第二EIM以提供马达模式、发电机模式、作为制动器的扭矩转换器模式和作为功率增强器的扭矩转换器模式。
18.根据权利要求17所述的方法,包括:
当处于所述马达模式时,在所述外部和内部转子之间产生电磁正扭矩,使得所述电池提供能量来驱动所述第一和第二车轮,同时使所述飞轮制动;以及
当处于所述发电机模式时,在所述外部和内部转子之间产生电磁负扭矩,以将飞轮能量传递到所述电池,同时将行车制动器施加到所述第一和第二车轮。
19.根据权利要求17所述的方法,包括当处于所述作为制动器的扭矩转换器模式时,在所述外部和内部转子之间产生电磁负扭矩,使得所述内部转子制动所述第一和第二车轮,同时使所述外部转子加速所述飞轮,以将车辆惯性能量传递到所述飞轮。
20.根据权利要求17所述的方法,包括当处于所述作为功率增强器的扭矩转换器模式时,在所述外部和内部转子之间产生电磁正扭矩,使得存储在所述飞轮和所述电池中的能量都被用于加速所述第一和第二车轮。
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US20180093576A1 (en) | 2018-04-05 |
US10730394B2 (en) | 2020-08-04 |
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