CN111452635A - 一种车载风力发电装置的能量控制***及控制方法 - Google Patents
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Abstract
一种车载风力发电装置的能量控制***,包括设置于车身迎风处的风力发电装置、用于向汽车提供动力的电动机、超级电容、以及控制器;电动机的供电端分别接入动力电池供电回路、风力发电机供电回路、超级电容供电回路,风力发电机与动力电池之间连接有充电回路;三种供电回路和充电回路能在控制器的控制下进行切换。本发明还包括一种车载风力发电装置的能量控制***的控制方法。本发明能够识别汽车运动模式,判断风速及电机所需功率,实时控制动力电池、超级电容、风力发电机提供给电动机的功率,高效回收风能,降低动力电池能量的消耗,增加电动汽车续航的同时节约能源。
Description
技术领域
本发明涉及车载发电装置技术领域,尤其涉及一种车载风力发电装置的能量控制***及控制方法。
背景技术
面对日益严峻的环境污染与能源危机,世界各国陆续宣布燃油车禁售令,将更多的资源和力量放到了电动汽车的研发与制造。
汽车在高速巡航时相对风速快,具有巨大的风能,风能作为一种可再生的清洁能源,具有储量大、分布广、无污染等特点,是一种十分具有发展前景的能源利用方式。若能通过一个车载风力发电装置回收利用这部分风能,可以增加电动车高速巡航的续航里程。
发明内容
为克服上述问题,本发明提供一种可以实时根据汽车行驶过程中电机所需的功率来配置电池、超级电容、风力发电机的输出功率的车载风力发电装置的能量控制***及控制方法。
本发明的第一个方面提供一种车载风力发电装置的能量控制***,包括设置于车身迎风处的风力发电装置、用于向汽车提供动力的电动机、超级电容、以及控制器;
风力发电装置包括风力发电机、转轴和多个叶片模块;风力发电机的转子与转轴相连接,叶片模块安装在转轴上,每个叶片模块包括若干叶片,叶片为平板状;风向与转轴的轴向、叶片的迎风面均垂直,风吹动叶片旋转进行发电;
电动机的供电端分别接入动力电池供电回路、风力发电机供电回路、超级电容供电回路,风力发电机与动力电池之间连接有充电回路;三种供电回路和充电回路能在控制器的控制下进行切换;
动力电池供电回路包括:串联在动力电池与电动机之间的继电器模块一;风力发电机供电回路包括:串联在风力发电机与电动机之间的ACDC变换器和继电器模块二;超级电容供电回路包括:串联在超级电容与电动机之间的DCDC变换器和继电器模块三;充电回路包括:串联在继电器模块二与动力电池之间的继电器模块四与单向二极管,单向二极管的负极与动力电池的正极连接,单向二极管只允许电流从风力发电机流向动力电池;
控制器的控制信号输出端分别与继电器模块一、继电器模块二、继电器模块三、继电器模块四的控制信号输入端连接;控制器根据风速、汽车行驶状态、电动机需求功率和风力发电机功率,控制继电器模块一、继电器模块二、继电器模块三、继电器模块四的通断。
进一步,所述风力发电装置设置于汽车进气栅格后方,多个叶片模块沿转轴的轴向间隔排列。
本发明的第二个方面还提供一种车载风力发电装置的能量控制***的控制方法,该方法包括以下步骤,
步骤1,判断风力发电机是否满足最小启动条件,若风力发电机满足最小启动条件则执行步骤5,否则执行步骤2;
步骤2,判断汽车当前行驶状态,若汽车处于启动状态,则执行步骤3;若汽车处于倒车或者准备驻车的状态,则执行步骤4;
步骤3,汽车启动时,车速较慢,而电动机所需功率较大,此时风力发电机无法达到最小启动条件且电动机需求功率大于风力发电机功率;控制器发给继电器模块一和继电器模块三接通控制信号,分别导通动力电池供电回路和超级电容供电回路;超级电容辅助汽车启动,减小动力电池的损耗,增加动力电池使用寿命;
步骤4,汽车倒车或者准备驻车时,相对风速较小,控制器发给继电器模块一接通控制信号,并断开风力发电机供电回路和超级电容供电回路,电动机功率只由动力电池提供;
步骤5,判断当前电动机需求功率是否大于风力发电机功率,若当前电动机需求功率大于风力发电机功率,则执行步骤6;否则执行步骤9;
步骤6,判断当前汽车行驶状态,若当前汽车处于高速巡航状态,则执行步骤7;若当前汽车处于加速或者上坡状态,则执行步骤8;
步骤7,汽车高速巡航时,电动机需求功率较大,相对风速也大,所以此时风力发电机能够达到最小启动条件但电动机需求功率大于风力发电机功率,控制器发给继电器模块一和继电器模块二接通控制信号,分别导通动力电池供电回路和和风力发电机供电回路;使得动力电池和风力发电机同时给电动机供能,减小电池提供给电动机的功率,达到回收风能,增加电动汽车续航目的;
步骤8,汽车加速或上坡时,风力发电机达到最小启动条件但电动机需求功率大于风力发电机功率,为了减少动力电池大电流输出,控制器发给继电器模块一、继电器模块二和继电器模块三接通控制信号,分别导通动力电池供电回路、风力发电机供电回路和超级电容供电回路;
步骤9,汽车刹车减速或者下坡时,电动机所需的输入功率小或者为零,但是汽车由于惯性继续行驶,仍存在相对风速,此时风力发电机达到最小启动条件且电动机需求功率小于风力发电机功,控制器发给继电器模块二和继电器模块四接通控制信号,分别导通风力发电机供电回路和充电回路;让风力发电机单独给电动机供电,剩余的能量给动力电池充电,达到回收风能,增加电动汽车续航的目标。
本发明的有益效果是:利用能量控制***,识别汽车运动模式,判断风速及电机所需功率,实时控制动力电池、超级电容、风力发电机提供给电动机的功率,高效回收风能,降低动力电池能量的消耗,增加电动汽车续航的同时节约能源。
附图说明
图1是风力发电机的转轴布置图。
图2是风力发电机的电机转轴正视图。
图3是能量控制***结构图。
图4是能量控制***流程图。
附图标记说明:1、叶片;2、转轴;3、进气栅格。
具体实施方式
下面结合具体实施例对本发明进行进一步描述,但本发明的保护范围并不仅限于此:
参照附图,一种车载风力发电装置的能量控制***,包括设置于汽车中网进气栅格3后方的风力发电装置、用于向汽车提供动力的电动机、超级电容、以及控制器;
风力发电装置包括风力发电机、转轴2和两个叶片模块;风力发电机的转子与转轴相连接,叶片模块安装在转轴上,两个叶片模块沿转轴的轴向间隔排列;每个叶片模块包括若干叶片1,叶片1为平板状;风向与转轴2的轴向、叶片1的迎风面均垂直,风吹动叶片1旋转进行发电;
电动机的供电端分别接入动力电池供电回路、风力发电机供电回路、超级电容供电回路,风力发电机与动力电池之间连接有充电回路;三种供电回路和充电回路能在控制器的控制下进行切换;
动力电池供电回路包括:串联在动力电池与电动机之间的继电器模块一;风力发电机供电回路包括:串联在风力发电机与电动机之间的ACDC变换器和继电器模块二;超级电容供电回路包括:串联在超级电容与电动机之间的DCDC变换器和继电器模块三;风力发电机电压经过ACDC变换后,自动保持与动力电池电压相同;超级电容电压经过DCDC变换后,自动保持与动力电池电压相同。充电回路包括:串联在继电器模块二与动力电池之间的继电器模块四与单向二极管,单向二极管的负极与动力电池的正极连接,单向二极管只允许电流从风力发电机流向动力电池;
控制器的控制信号输出端分别与继电器模块一、继电器模块二、继电器模块三、继电器模块四的控制信号输入端连接;控制器根据风速、汽车行驶状态、电动机需求功率和风力发电机功率,控制继电器模块一、继电器模块二、继电器模块三、继电器模块四的通断。
本发明还提供一种基于车载风力发电装置的能量控制***的控制方法,包括以下步骤:
由于风力发电机中定子和转子磁场相互耦合,气隙中磁储能的突然改变会产生一个阻力矩,加上转子两端的轴承摩擦力矩,共同构成了风力发电机的启动阻力矩。所以风力发电机须在满足最小启动条件的情况下,即风力达到一定大小,克服发电机的启动阻力矩,风力发电机才能输出能量。
步骤1,判断风力发电机是否满足最小启动条件,若风力发电机满足最小启动条件则执行步骤5,否则执行步骤2;
步骤2,判断汽车当前行驶状态,若汽车处于启动状态,则执行步骤3;若汽车处于倒车或者准备驻车的状态,则执行步骤4;
步骤3,汽车启动时,车速较慢,而电动机所需功率较大,此时风力发电机无法达到最小启动条件且电动机需求功率大于风力发电机功率;控制器发给继电器模块一和继电器模块三接通控制信号,分别导通动力电池供电回路和超级电容供电回路;超级电容辅助汽车启动,减小动力电池的损耗,增加动力电池使用寿命;
步骤4,汽车倒车或者准备驻车时,相对风速较小,控制器发给继电器模块一接通控制信号,并断开风力发电机供电回路和超级电容供电回路,电动机功率只由动力电池提供;
步骤5,判断当前电动机需求功率是否大于风力发电机功率,若当前电动机需求功率大于风力发电机功率,则执行步骤6;否则执行步骤9;
步骤6,判断当前汽车行驶状态,若当前汽车处于高速巡航状态,则执行步骤7;若当前汽车处于加速或者上坡状态,则执行步骤8;
步骤7,汽车高速巡航时,电动机需求功率较大,相对风速也大,所以此时风力发电机能够达到最小启动条件但电动机需求功率大于风力发电机功率,控制器发给继电器模块一和继电器模块二接通控制信号,分别导通动力电池供电回路和和风力发电机供电回路;使得动力电池和风力发电机同时给电动机供能,减小电池提供给电动机的功率,达到回收风能,增加电动汽车续航目的;
步骤8,汽车加速或上坡时,风力发电机达到最小启动条件但电动机需求功率大于风力发电机功率,为了减少动力电池大电流输出,控制器发给继电器模块一、继电器模块二和继电器模块三接通控制信号,分别导通动力电池供电回路、风力发电机供电回路和超级电容供电回路;
步骤9,汽车刹车减速或者下坡时,电动机所需的输入功率小或者为零,但是汽车由于惯性继续行驶,仍存在相对风速,此时风力发电机达到最小启动条件且电动机需求功率小于风力发电机功,控制器发给继电器模块二和继电器模块四接通控制信号,分别导通风力发电机供电回路和充电回路;让风力发电机单独给电动机供电,剩余的能量给动力电池充电,达到回收风能,增加电动汽车续航的目标。
本说明书实施例所述的内容仅仅是对发明构思的实现形式的列举,本发明的保护范围不应当被视为仅限于实施例所陈述的具体形式,本发明的保护范围也及于本领域技术人员根据本发明构思所能够想到的等同技术手段。
Claims (3)
1.一种车载风力发电装置的能量控制***,其特征在于:包括设置于车身迎风处的风力发电装置、用于向汽车提供动力的电动机、超级电容、以及控制器;
风力发电装置包括风力发电机、转轴和多个叶片模块;风力发电机的转子与转轴相连接,叶片模块安装在转轴上,每个叶片模块包括若干叶片,叶片为平板状;风向与转轴的轴向、叶片的迎风面均垂直,风吹动叶片旋转进行发电;
电动机的供电端分别接入动力电池供电回路、风力发电机供电回路、超级电容供电回路,风力发电机与动力电池之间连接有充电回路;三种供电回路和充电回路能在控制器的控制下进行切换;
动力电池供电回路包括:串联在动力电池与电动机之间的继电器模块一;风力发电机供电回路包括:串联在风力发电机与电动机之间的ACDC变换器和继电器模块二;超级电容供电回路包括:串联在超级电容与电动机之间的DCDC变换器和继电器模块三;充电回路包括:串联在继电器模块二与动力电池之间的继电器模块四与单向二极管,单向二极管的负极与动力电池的正极连接,单向二极管只允许电流从风力发电机流向动力电池;
控制器的控制信号输出端分别与继电器模块一、继电器模块二、继电器模块三、继电器模块四的控制信号输入端连接;控制器根据风速、汽车行驶状态、电动机需求功率和风力发电机功率,控制继电器模块一、继电器模块二、继电器模块三、继电器模块四的通断。
2.如权利要求1所述的一种车载风力发电装置的能量控制***,其特征在于:所述风力发电装置设置于汽车进气栅格后方,多个叶片模块沿转轴的轴向间隔排列。
3.一种基于权利要求1-2任一所述的车载风力发电装置的能量控制***的控制方法,其特征在于:所述方法包括以下步骤,
步骤1,判断风力发电机是否满足最小启动条件,若风力发电机满足最小启动条件则执行步骤5,否则执行步骤2;
步骤2,判断汽车当前行驶状态,若汽车处于启动状态,则执行步骤3;若汽车处于倒车或者准备驻车的状态,则执行步骤4;
步骤3,汽车启动时,车速较慢,而电动机所需功率较大,此时风力发电机无法达到最小启动条件且电动机需求功率大于风力发电机功率;控制器发给继电器模块一和继电器模块三接通控制信号,分别导通动力电池供电回路和超级电容供电回路;超级电容辅助汽车启动,减小动力电池的损耗,增加动力电池使用寿命;
步骤4,汽车倒车或者准备驻车时,相对风速较小,控制器发给继电器模块一接通控制信号,并断开风力发电机供电回路和超级电容供电回路,电动机功率只由动力电池提供;
步骤5,判断当前电动机需求功率是否大于风力发电机功率,若当前电动机需求功率大于风力发电机功率,则执行步骤6;否则执行步骤9;
步骤6,判断当前汽车行驶状态,若当前汽车处于高速巡航状态,则执行步骤7;若当前汽车处于加速或者上坡状态,则执行步骤8;
步骤7,汽车高速巡航时,电动机需求功率较大,相对风速也大,所以此时风力发电机能够达到最小启动条件但电动机需求功率大于风力发电机功率,控制器发给继电器模块一和继电器模块二接通控制信号,分别导通动力电池供电回路和和风力发电机供电回路;使得动力电池和风力发电机同时给电动机供能,减小电池提供给电动机的功率,达到回收风能,增加电动汽车续航目的;
步骤8,汽车加速或上坡时,风力发电机达到最小启动条件但电动机需求功率大于风力发电机功率,为了减少动力电池大电流输出,控制器发给继电器模块一、继电器模块二和继电器模块三接通控制信号,分别导通动力电池供电回路、风力发电机供电回路和超级电容供电回路;
步骤9,汽车刹车减速或者下坡时,电动机所需的输入功率小或者为零,但是汽车由于惯性继续行驶,仍存在相对风速,此时风力发电机达到最小启动条件且电动机需求功率小于风力发电机功,控制器发给继电器模块二和继电器模块四接通控制信号,分别导通风力发电机供电回路和充电回路;让风力发电机单独给电动机供电,剩余的能量给动力电池充电,达到回收风能,增加电动汽车续航的目标。
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