TWI835696B

TWI835696B - On-board energy-saving charging system for electric vehicles

Info

Publication number: TWI835696B
Application number: TW112131326A
Authority: TW
Inventors: 陳豐田
Original assignee: 陳鵬任; 陳順寶; 林彥辰
Priority date: 2023-08-21
Filing date: 2023-08-21
Publication date: 2024-03-11

Abstract

一種電動車之車載節能充電系統，包含有一主電池以及一第一節能充電裝置。該第一節能充電裝置具有一飛輪，一第一電機，一第二電機以及一控制單元。該第一電機係以該主電池之電能驅動該飛輪。該第二電機一方面可以該主電池之電能驅動該飛輪，另一方面則可將該飛輪之動能轉換成電能。該控制單元在該飛輪開始啟動時，係以一第一控制模式操作，用以使該第一電機與該第二電機對該飛輪提供動力；在該飛輪產生飛輪效應時，係以一第二控制模式操作，一方面以該第一電機維持該飛輪之運轉，另一方面以該第二電機將該飛輪之動能轉換成電能對該主電池充電。An on-board energy-saving charging system for an electric vehicle includes a main battery and a first energy-saving charging device. The first energy-saving charging device has a flywheel, a first motor, a second motor and a control unit. The first motor drives the flywheel using the electrical energy of the main battery. On the one hand, the second motor can drive the flywheel with the electric energy of the main battery, and on the other hand, it can convert the kinetic energy of the flywheel into electric energy. When the flywheel starts to start, the control unit operates in a first control mode to enable the first motor and the second motor to provide power to the flywheel; when the flywheel generates a flywheel effect, it operates in a second control mode. In the control mode operation, on the one hand, the first motor is used to maintain the operation of the flywheel, and on the other hand, the second motor is used to convert the kinetic energy of the flywheel into electrical energy to charge the main battery.

Description

電動車之車載節能充電系統On-board energy-saving charging system for electric vehicles

本發明係與電動車之充電設備有關，特別是關於一種電動車之車載節能充電系統。 The present invention relates to charging equipment for electric vehicles, and in particular to an on-board energy-saving charging system for electric vehicles.

就有關於本技術領域之先前技術而言，美國第4218624號專利案揭露了一種電動車，該電動車具有一換能裝置(Transducer means)用於將車輪與車身的相對運動轉化為電能，一具有驅動軸之電動發電機裝置(Motor-Generator means)，一飛輪安裝在該驅動軸上被該電動發電機裝置所驅動，一第一連接裝置電性連接該換能裝置和該電動-發電機裝置的電動機，用以提供該換能裝置的電能輸出以操作該電動機，一第二連接裝置用以將該電動-發電機裝置的發電機輸出電性連接到電動車的蓄電池以對該蓄電池充電。簡單的說，該專利所揭露的技術是利用一換能裝置將車輪(相對於其車身)的上下(或其他)運動轉換成電能，用以驅動一飛輪電動-發電機單元，進而向車輛電池系統提供充電電流，該車輛電池系統係用來驅動作為車輛動力來源的電動機。雖然該電動車揭露了將飛輪的動能轉換成電能的技術來對車輛的動力電池充電，但是該飛輪係以車身相對於車輪的運動動能所轉換成的電能來驅動，這種技術的缺點是車輛必須在行駛狀態才能對電池充電，因此，仍然必須仰賴外部充電系統，再者，車身相對於車輪的運動並無法穩定的供應可供利用的動能。 As far as the prior art in this technical field is concerned, U.S. Patent No. 4,218,624 discloses an electric vehicle. The electric vehicle has a transducer means for converting the relative motion of the wheels and the body into electrical energy. A motor-generator device with a drive shaft, a flywheel mounted on the drive shaft and driven by the motor-generator device, and a first connecting device electrically connecting the energy conversion device and the motor-generator The electric motor of the device is used to provide the electrical energy output of the transducer device to operate the electric motor, and a second connection device is used to electrically connect the generator output of the motor-generator device to the battery of the electric vehicle to charge the battery. . Simply put, the technology disclosed in this patent uses a transducer device to convert the up and down (or other) motion of the wheel (relative to its body) into electrical energy to drive a flywheel motor-generator unit, and then to the vehicle battery. The system provides charging current, and the vehicle battery system is used to drive the electric motor that is the vehicle's power source. Although this electric vehicle discloses the technology of converting the kinetic energy of the flywheel into electrical energy to charge the vehicle's power battery, the flywheel system is driven by the electrical energy converted into the kinetic energy of the movement of the body relative to the wheels. The disadvantage of this technology is that the vehicle The battery must be charged while driving, so it still must rely on an external charging system. Furthermore, the movement of the body relative to the wheels cannot stably supply available kinetic energy.

另外，美國第2016/0361985號專利案揭露了一種電動車輛驅動系統(Drive System for a Motor Vehicle)。該驅動系統係以一被車輪所驅動的第一交流發電機供電給一飛輪驅動馬達，一飛輪同時與該馬達以及一第二交流發電機耦接，用以將動能轉換成電能，並且將該電能儲存在與該第二交流發電機連接的一電池。同樣地，該驅動系統揭露了利用飛輪的動能所轉換成的電能來對車輛的動力電池充電。但是該驅動系統的缺失有二，一者是其飛輪的動力來源係來自車輪的轉動，因此車輛必須在行駛狀態才能對電池進行充電。再者，因為車速會影響車輪的轉動，因此並無法穩定地供應電能。 In addition, U.S. Patent No. 2016/0361985 discloses an electric vehicle drive system (Drive System for a Motor Vehicle). The drive system is based on a first intersection driven by the wheels. The dynamo generator supplies power to a flywheel drive motor, and a flywheel is coupled to the motor and a second alternator to convert kinetic energy into electrical energy and store the electrical energy in a device connected to the second alternator. Battery. Likewise, the drive system discloses the use of electrical energy converted from the kinetic energy of the flywheel to charge the vehicle's power battery. However, there are two shortcomings of this drive system. One is that the power source of the flywheel comes from the rotation of the wheels, so the vehicle must be driving to charge the battery. Furthermore, since the vehicle speed affects the rotation of the wheels, electric energy cannot be supplied stably.

基此，本發明係在揭露一種電動車之車載節能充電系統，其目的之一是可以改善於以上所述先前技術之缺失。換言之，該車載節能充電系統不管車輛是在行駛中或停止時，均能對該電動車之動力電池進行充電。 Based on this, the present invention discloses an on-board energy-saving charging system for electric vehicles, one of whose purposes is to improve the above-mentioned shortcomings of the prior art. In other words, the vehicle-mounted energy-saving charging system can charge the power battery of the electric vehicle regardless of whether the vehicle is running or stopped.

本發明之另一目的係在提供一種電動車之車載節能充電系統，該系統可以穩定的供應充電電能。 Another object of the present invention is to provide an on-board energy-saving charging system for an electric vehicle, which can stably supply charging power.

本發明再一目的則在提供一種電動車之車載節能充電系統，該系統所供應的電能大於其所耗用的電能，因此具有節能的效果。 Another object of the present invention is to provide an on-board energy-saving charging system for electric vehicles. The electric energy supplied by the system is greater than the electric energy consumed by the system, so it has an energy-saving effect.

另外，在對本發明進行揭露之前，必須說明的是，以下「電性連接」之一詞係一種上位概念的用法，其可能包含為了達成較佳的效果，而在二者之間更連接了任何已知的一個電氣元件或多個電氣元件。 In addition, before disclosing the present invention, it must be noted that the following term "electrical connection" is used as a general concept, which may include any connection between the two in order to achieve better results. A known electrical component or components.

緣是，本發明所揭露的一種電動車之車載節能充電系統之主要概念是包含有一主電池以及一節能充電裝置。該主電池係與該電動車之驅動馬達電性連接。該節能充電裝置包含有一第一飛輪，一第一電機，一第二電機以及一控制單元。該第一電機係與該第一飛輪耦接以及該主電池電性連接，用以藉由該主電池之電能供應該第一飛輪之驅動力。該第二電機係與該第一飛輪耦接，以可連通或切斷的方式與該主電池電性連接，當該第二電機與該主電池連通時，係藉由該主電池之電能供應該第一飛輪之驅動力，當該第二電機與該主電池切斷時，係藉由該第一飛輪之動能產生電能對該主電池充電。該控制單元包含有一第一以及第二控制模式，當以該第一控制模式操作時，該控制單元係使該第一電機與該第二電機係同時與該主電池連通；當以該第二控制模式操作時，該控制單元係一方面使該第一電機與該主電池連通，另一方面係切斷該第二電機與該主電池之連通；當該第一飛輪從靜止狀態啟動時，該控制單元係以該第一控制模式操作，用以藉由該主電池之電能供應該第一飛輪之驅動力。當該第一飛輪達一預定轉速而產生飛輪效應時，該控制單元係以該第二控制模式操作，一方面用以藉由該主電池之電能使該第一飛輪維持該飛輪效應，另一方面用以將該第一飛輪之動能藉由該第二電機轉換成電能對該主電池充電。 The reason is that the main concept of an on-board energy-saving charging system for an electric vehicle disclosed in the present invention is to include a main battery and an energy-saving charging device. The main battery is electrically connected to the drive motor of the electric vehicle. The energy-saving charging device includes a first flywheel, a first motor, a second motor and a control unit. The first motor is coupled with the first flywheel and electrically connected with the main battery, and is used to supply the driving force of the first flywheel with the electrical energy of the main battery. The second motor is coupled to the first flywheel is electrically connected to the main battery in a connectable or disconnectable manner. When the second motor is connected to the main battery, the driving force of the first flywheel is supplied by the electrical energy of the main battery. When the second motor is connected to the main battery, When the second motor is disconnected from the main battery, the kinetic energy of the first flywheel generates electrical energy to charge the main battery. The control unit includes a first and a second control mode. When operating in the first control mode, the control unit causes the first motor and the second motor to be connected to the main battery simultaneously; when operating in the second control mode, When operating in the control mode, the control unit connects the first motor to the main battery on the one hand, and cuts off the connection between the second motor and the main battery on the other hand; when the first flywheel starts from a stationary state, The control unit operates in the first control mode and is used to supply the driving force of the first flywheel with the electric energy of the main battery. When the first flywheel reaches a predetermined rotation speed and generates a flywheel effect, the control unit operates in the second control mode. On the one hand, the first flywheel maintains the flywheel effect by using the electrical energy of the main battery, and on the other hand, the first flywheel maintains the flywheel effect. On the one hand, it is used to convert the kinetic energy of the first flywheel into electrical energy through the second motor to charge the main battery.

本發明所揭露的一種電動車之車載節能充電系統之另一概念是該節能充電裝置更包含一第二飛輪與一第四電機。該第二飛輪係與該第一電機以及該第四電機耦接。該第四電機係以可連通或斷路的方式與該主電池電性連接，當該第三電機與該主電池連通時，係藉由該主電池之電能供應該第二飛輪之驅動力，當該第四電機與該主電池斷路時，係藉由該第二飛輪之動能產生電能對該主電池充電。又，當該第二飛輪從靜止狀態啟動時，該控制單元係以該第一控制模式操作，用以藉由該主電池之電能供應該第二飛輪之驅動力。當該第二飛輪達一預定轉速而產生飛輪效應時，該控制單元係以該第二控制模式操作，一方面用以藉由該主電池之電能使該第二飛輪維持該飛輪效應，另一方面用以將該第二飛輪之動能藉由該第三電機轉換成電能對該主電池充電。 Another concept of an on-board energy-saving charging system for an electric vehicle disclosed in the present invention is that the energy-saving charging device further includes a second flywheel and a fourth motor. The second flywheel train is coupled to the first motor and the fourth motor. The fourth motor is electrically connected to the main battery in a connectable or disconnected manner. When the third motor is connected to the main battery, the driving force of the second flywheel is supplied by the electrical energy of the main battery. When When the fourth motor is disconnected from the main battery, the kinetic energy of the second flywheel is used to generate electrical energy to charge the main battery. Furthermore, when the second flywheel starts from a stationary state, the control unit operates in the first control mode to supply the driving force of the second flywheel with the electric energy of the main battery. When the second flywheel reaches a predetermined rotation speed and generates a flywheel effect, the control unit operates in the second control mode. On the one hand, the second flywheel uses the electrical energy of the main battery to maintain the flywheel effect, and on the other hand, the second flywheel maintains the flywheel effect. On the one hand, it is used to convert the kinetic energy of the second flywheel into electrical energy through the third motor to charge the main battery.

本發明所揭露的一種電動車之車載節能充電系統之再一概念是該主電池包含有一第一電源輸出端，一第二電源輸出端以及一電源輸入端，該第一電源輸出端係與該電動車之驅動馬達電性連接。該第一電機具有一輸入端以及一第一或第二運轉模式，該第一運轉模式為馬達運轉模式，該第二運轉模式為馬達運轉模式或同時為馬達運轉模式及發電機運轉模式。該第二電機具有一輸入端，一與該主電池之該第一電源輸入端電性連接之輸出端以及一第三或第四運轉模式，該第三運轉模式為馬達運轉模式，該第四運轉模式為發電機運轉模式。該第一飛輪係以可被該第一及第二電機驅動之方式分別與該第一電機以及該第二電機耦接。該控制單元包含有一與該主電池之該第二電源輸出端電性連接之輸入端，一與該第一電機之該輸入端電性連接之第一輸出端以及一與該第二電機之該輸入端電性連接之第二輸出端。當該第一飛輪從靜止狀態啟動時，該控制單元係處於該第一控制模式，用以使該第一電機***作在該第一運轉模式或該第二運轉模式之馬達運轉模式，該第二電機***作在該第三運轉模式，藉此來驅動該第一飛輪。當該第一飛輪達到一預定轉速而產生飛輪效應時，該控制單元係處於該第二控制模式，用以係使該第一電機***作在該第一運轉模式或第二運轉模式之同時為馬達運轉模式及發電機運轉模式，該第二電機***作在該第四運轉模式，藉此將該第一飛輪之動能轉換成電能對該主電池進行充電。 Another concept of an on-board energy-saving charging system for an electric vehicle disclosed by the present invention is that the main battery includes a first power output terminal, a second power output terminal and a power input terminal, and the first power output terminal is connected to the The drive motor of an electric vehicle is electrically connected. The first motor has an input end and a first or second operation mode. The first operation mode is a motor operation mode, and the second operation mode is a motor operation mode or a motor operation mode and a generator operation mode at the same time. The second motor has an input terminal, an output terminal electrically connected to the first power input terminal of the main battery, and a third or fourth operating mode. The third operating mode is a motor operating mode, and the fourth operating mode is a motor operating mode. The operation mode is the generator operation mode. The first flywheel system is coupled to the first motor and the second motor respectively in a manner that can be driven by the first and second motors. The control unit includes an input terminal electrically connected to the second power output terminal of the main battery, a first output terminal electrically connected to the input terminal of the first motor, and an input terminal electrically connected to the second power output terminal of the second motor. The input terminal is electrically connected to the second output terminal. When the first flywheel is started from a stationary state, the control unit is in the first control mode to cause the first motor to be operated in the motor operation mode of the first operation mode or the second operation mode. The two motors are operated in the third operating mode to drive the first flywheel. When the first flywheel reaches a predetermined rotational speed and generates a flywheel effect, the control unit is in the second control mode, so as to cause the first motor to be operated in the first operation mode or the second operation mode at the same time. Motor operation mode and generator operation mode, the second motor is operated in the fourth operation mode, thereby converting the kinetic energy of the first flywheel into electrical energy to charge the main battery.

本發明所揭露的一種電動車之車載節能充電系統之更一概念是該第一電機為一三相馬達，該第二電機為一三相永磁馬達-發電機。該控制單元包含有一電路控制裝置，一變頻器以及一切換開關。該電路控制裝置係與該切換開關電性連接用以控制該切換開關之啟閉。該變頻器之輸入端係與該控制單元之該輸入端電性連接，該變頻器之輸出端係與該切換開關之輸入端電性連接，該切換開關之輸出端係與該第二電機之該輸入端電性連接。藉此，當該切換開關受該電路控制裝置之控制而位於連通位置時，該第二電機裝置可經由該變頻器被啟動而以馬達模式運轉，即，處於該第三運轉模式。當該切換開關受該電路控制裝置之控制而位於切斷位置時，該第二電機將在該第一飛輪之驅動下而以發電機模式運轉，即處於該第四運轉模式，用以將其所產生的電能對該主電池進行充電。 A further concept of an on-board energy-saving charging system for an electric vehicle disclosed in the present invention is that the first motor is a three-phase motor, and the second motor is a three-phase permanent magnet motor-generator. The control unit includes a circuit control device, a frequency converter and a switching switch. The circuit control device is electrically connected to the switch to control the opening and closing of the switch. The input terminal of the frequency converter is connected to the control unit The input terminal of the unit is electrically connected, the output terminal of the frequency converter is electrically connected to the input terminal of the switch, and the output terminal of the switch is electrically connected to the input terminal of the second motor. Thereby, when the switch is controlled by the circuit control device and is in the connected position, the second motor device can be activated through the frequency converter to operate in the motor mode, that is, in the third operating mode. When the switch is controlled by the circuit control device and is in the cut-off position, the second motor will be driven by the first flywheel to operate in the generator mode, that is, in the fourth operating mode to convert it The electricity generated charges the main battery.

本發明所揭露的一種電動車之車載節能充電系統之又一概念是該第一電機包含有一定子，該定子包含有一定子本體以及一定子繞組。該定子本體包含有多數間隔分佈的定子槽，該定子繞組係容置於各該定子槽內，包含有一第一線圈及一第二線圈，該第一線圈具有一第一額定輸出功率以及一第一磁極數，該第二線圈具有一第二額定輸出功率以及一第二磁極數，該第一輸出功率大於或等於該第二輸出功率，該第一磁極數等於該第二磁極數。當該第一線圈及一第二線圈同時與該主電池電性連接時，該第一電機係處於該第一運轉模式。當該第一線圈不與該主電池電性連接，該第二線圈與該主電池電性連接時，該第一電機係處於該第二運轉模式。 Another concept of an on-board energy-saving charging system for an electric vehicle disclosed in the present invention is that the first motor includes a stator, and the stator includes a stator body and a stator winding. The stator body includes a plurality of stator slots distributed at intervals. The stator winding is accommodated in each stator slot and includes a first coil and a second coil. The first coil has a first rated output power and a first A number of magnetic poles, the second coil has a second rated output power and a second number of magnetic poles, the first output power is greater than or equal to the second output power, and the first number of magnetic poles is equal to the second number of magnetic poles. When the first coil and a second coil are electrically connected to the main battery at the same time, the first motor is in the first operating mode. When the first coil is not electrically connected to the main battery and the second coil is electrically connected to the main battery, the first motor is in the second operating mode.

本發明所揭露的一種電動車之車載節能充電系統之又另一概念是該控制單元包含有一電路控制裝置，一變頻器，一第一以及第二切換開關。該電路控制裝置係分別與該第一以及第二切換開關電性連接用以控制各該切換開關之啟閉。該變頻器之輸入端係與該控制單元之該輸入端電性連接，該變頻器之輸出端係與該第一切換開關之輸入端電性連接，該第一切換開關之輸出端係與該第二電機之該輸入端電性連接。該第二切換開關之輸入端係與該控制單元之該輸入端電性連接，該第二切換開關之輸出端係與該第一電機之該第一線圈電性連接，該第一電機之該第二線圈係與該控制單元之該輸入端電性連接。藉此，當該控制單元處於該第一控制模式時，該第一切換開關受該電路控制裝置之控制而位於連通位置，該第二電機可經由該變頻器被啟動而以馬達模式運轉，即，處於該第三運轉模式。該第二切換開關受該電路控制裝置之控制而位於連通位置，該第一電機係處於以該第二運轉模式之馬達運轉模式。如此，可使該第一飛輪從靜止狀態被驅動而產生飛輪效應。當該控制單元處於該第二控制模式時，該第一切換開關受該電路控制裝置之控制而位於切斷位置，該第二電機將在該第一飛輪之驅動下以發電機模式運轉，即處於該第四運轉模式，該第二切換開關受該電路控制裝置之控制而位於切斷位置，該第一電機係處於該第二運轉模式之同時為馬達運轉模式及發電機運轉模式。藉此，該第一電機以及該第二電機可將其所產生的電能對該主電池進行充電。 Another concept of an on-board energy-saving charging system for electric vehicles disclosed in the present invention is that the control unit includes a circuit control device, a frequency converter, and a first and a second switch. The circuit control device is electrically connected to the first and second switches respectively for controlling the opening and closing of each switch. The input terminal of the frequency converter is electrically connected to the input terminal of the control unit, the output terminal of the frequency converter is electrically connected to the input terminal of the first switching switch, and the output terminal of the first switching switch is electrically connected to the input terminal of the control unit. The input terminal of the second motor is electrically connected. The input end of the second switch is connected to the control unit The input terminal of the first motor is electrically connected, the output terminal of the second switch is electrically connected to the first coil of the first motor, and the second coil of the first motor is electrically connected to the input terminal of the control unit. Electrical connection. Thereby, when the control unit is in the first control mode, the first switch is controlled by the circuit control device and is in the connected position, and the second motor can be started through the frequency converter to operate in the motor mode, that is, , in the third operating mode. The second switch is controlled by the circuit control device and is in the connected position, and the first motor is in the motor operation mode of the second operation mode. In this way, the first flywheel can be driven from a stationary state to generate a flywheel effect. When the control unit is in the second control mode, the first switch is controlled by the circuit control device and is in the cut-off position, and the second motor will operate in the generator mode driven by the first flywheel, that is, In the fourth operation mode, the second switch is controlled by the circuit control device and is in the cut-off position. The first motor is in the second operation mode and is in the motor operation mode and the generator operation mode at the same time. Thereby, the first motor and the second motor can charge the main battery with the electric energy generated by them.

本發明所揭露的一種電動車之車載節能充電系統之又再一概念是該第二電機與該第四電機均為一三相永磁馬達-發電機，該控制單元包含有一電路控制裝置，一第一變頻器，一第二變頻器，一第一切換開關，一第二切換開關以及一第三切換開關。該電路控制裝置係分別與該第一、第二以及第三切換開關電性連接用以控制各該切換開關之啟閉。該第一變頻器之輸入端係與該控制單元之該輸入端電性連接，該第一變頻器之輸出端係與該第一切換開關之輸入端電性連接，該第一切換開關之輸出端係與該第二電機之該輸入端電性連接。該第二變頻器之輸出端係與該第三切換開關之輸入端電性連接，該第三切換開關之輸出端係與該第三電機之該輸入端電性連接。該第二切換開關之輸入端係與該控制單元之該輸入端電性連接，該第二切換開關之輸出端係與該第一電機之該第一線圈電性連接，該第一電機之該第二線圈係與該控制單元之該輸入端電性連接。藉此，當該控制單元處於該第一控制模式時，該第一切換開關受該電路控制裝置之控制而位於連通位置，該第二電機可經由該第一變頻器被啟動而以馬達模式運轉，即，處於該第三運轉模式；該第三切換開關受該電路控制裝置之控制而位於連通位置，該第三電機可經由該第二變頻器被啟動而以馬達模式運轉，即，處於該第五運轉模式。該第二切換開關受該電路控制裝置之控制而位於連通位置，用以使該第一電機係處於以該第二運轉模式之馬達運轉模式。如此可使該第一飛輪以及該第二飛輪從靜止狀態被驅動而產生飛輪效應；當該控制單元處於該第二控制模式時，該第一切換開關受該電路控制裝置之控制而位於切斷位置，該第二電機將在該第一飛輪之驅動下以發電機模式運轉，即處於該第四運轉模式，該第三切換開關受該電路控制裝置之控制而位於切斷位置，該第三電機將在該第二飛輪之驅動下以發電機模式運轉，即處於該第六運轉模式。該第二切換開關受該電路控制裝置之控制而位於切斷位置時，該第一電機係處於該第二運轉模式之同時為馬達運轉模式及發電機運轉模式。藉此，第一電機、該第二電機以及該第三電機可將其所產生的電能對該主電池進行充電。 Another concept of an on-board energy-saving charging system for an electric vehicle disclosed by the present invention is that both the second motor and the fourth motor are a three-phase permanent magnet motor-generator, and the control unit includes a circuit control device, a A first frequency converter, a second frequency converter, a first switch, a second switch and a third switch. The circuit control device is electrically connected to the first, second and third switches respectively for controlling the opening and closing of each switch. The input terminal of the first frequency converter is electrically connected to the input terminal of the control unit, the output terminal of the first frequency converter is electrically connected to the input terminal of the first switch, and the output of the first switch The terminal is electrically connected to the input terminal of the second motor. The output terminal of the second frequency converter is electrically connected to the input terminal of the third switching switch, and the output terminal of the third switching switch is electrically connected to the input terminal of the third motor. The input end of the second switch is electrically connected to the input end of the control unit, and the output end of the second switch is connected to the first The first coil of the motor is electrically connected, and the second coil of the first motor is electrically connected with the input end of the control unit. Thereby, when the control unit is in the first control mode, the first switch is controlled by the circuit control device and is in the connected position, and the second motor can be started through the first frequency converter to operate in the motor mode. , that is, in the third operation mode; the third switch is controlled by the circuit control device and is in the connected position, and the third motor can be started through the second frequency converter to operate in the motor mode, that is, in the The fifth operating mode. The second switch is controlled by the circuit control device and is in the connected position, so that the first motor is in the motor operation mode of the second operation mode. In this way, the first flywheel and the second flywheel can be driven from a static state to produce a flywheel effect; when the control unit is in the second control mode, the first switch is controlled by the circuit control device and is in the off position. position, the second motor will operate in the generator mode driven by the first flywheel, that is, in the fourth operating mode. The third switch is controlled by the circuit control device and is in the cut-off position. The motor will operate in generator mode driven by the second flywheel, that is, in the sixth operating mode. When the second switch is controlled by the circuit control device and is in the cut-off position, the first motor is in the second operation mode and is simultaneously a motor operation mode and a generator operation mode. Thereby, the first motor, the second motor and the third motor can charge the main battery with the electric energy generated by them.

10:車載節能充電系統之第一較佳實施例 10: The first preferred embodiment of the vehicle energy-saving charging system

10’:車載節能充電系統之第二較佳實施例 10’: The second preferred embodiment of the vehicle energy-saving charging system

10”:車載節能充電系統之第三較佳實施例 10”: The third preferred embodiment of the vehicle-mounted energy-saving charging system

100:電動車 100:Electric car

101:車體 101:Car body

102:驅動馬達 102: Drive motor

103:前車輪 103:Front wheel

104:前車輪 104:Front wheel

105:前傳動軸 105:Front drive shaft

106:輔助傳動系統 106: Auxiliary transmission system

107:後車輪 107:Rear wheel

108:後車輪 108:Rear wheel

109:後傳動軸 109:Rear drive shaft

110:傳動系統 110: Transmission system

112:外部充電系統 112:External charging system

114:插座 114:Socket

20:主電池 20: Main battery

22:第一電源輸出端 22: First power output terminal

24:第二電源輸出端 24: Second power output terminal

26:第一電源輸入端 26: First power input terminal

30:第一節能充電裝置 30:The first energy-saving charging device

30’:第二節能充電裝置 30’: Second energy-saving charging device

30”:第三節能充電裝置 30”: The third energy-saving charging device

31:第一電機 31:First motor

32:第二電機 32: Second motor

33:第一飛輪 33:First flywheel

332:第一輪形本體 332:The first wheel-shaped body

334:共軸 334:Coaxial

34:第一控制單元 34: First control unit

34’:第二控制單元 34’: Second control unit

34”:第三控制單元 34": Third control unit

340:輸入端 340:Input terminal

341:第一輸出端 341: First output terminal

342:第二輸出端 342: Second output terminal

343:第一電路控制裝置 343: First circuit control device

343’:第二電路控制裝置 343’: Second circuit control device

343”:第三電路控制裝置 343”: Third circuit control device

344:驅動器 344:drive

345:第一變頻器 345: First frequency converter

346:第一切換開關 346:First switch

347:第二切換開關 347: Second switch

348:第二變頻器 348: Second frequency converter

349:第三切換開關 349:Third switch

35:第一底座 35:First base

35”:第二底座 35”: Second base

350:第一座面 350:The first seat

352:第二座面 352:Second seat

354:第一凹入 354:First concave

356:第三座面 356:The third seat

358:第二凹入 358:Second concave

300:第二電源輸入端 300: Second power input terminal

302:第三電源輸出端 302: Third power output terminal

40:DC/AC轉換器 40:DC/AC converter

42:AC/DC轉換器 42:AC/DC converter

44:反逆器 44:Inverter

45:充電監測及控制器 45:Charging monitoring and controller

50:第三電機 50:Third motor

500:第一線圈輸入端 500: First coil input terminal

502:第一線圈輸出端 502: First coil output terminal

504:第二線圈輸入端 504: Second coil input terminal

52:定子 52:Stator

54:轉子 54:Rotor

56:定子本體 56:Stator body

560:定子槽 560: stator slot

58:定子繞組 58:Stator winding

580:第一線圈 580:First coil

5800:R相第一線圈 5800: R phase first coil

5802:S相第一線圈 5802:S phase first coil

5804:T第一相線圈 5804:T first phase coil

582:第二線圈 582:Second coil

5820:R相第二線圈 5820: R phase second coil

5822:S相第二線圈 5822:S phase second coil

5824:T第二相線圈 5824:T second phase coil

60:第四電機 60:Fourth motor

602:輸入端 602:Input terminal

604:輸出端 604:Output terminal

62:第二飛輪 62:Second flywheel

620:共軸 620:Coaxial

以下茲以若干實施例並配合圖式，對本發明所揭露的一種電動車之車載節能充電系統做進一步的說明，其中：圖1本發明電動車之車載節能充電系統之第一較佳實施例與該電動車之動力系統間之關係簡化方塊示意圖；圖2為圖1所示第一實施例之一側面視圖；圖3為圖1所示第一實施例之電氣連線示意圖；圖4為本發明電動車之車載節能充電系統之第二較佳實施例之一側面視圖；圖5為圖4所示第二較佳實施例之第三電機之定子單元剖視圖；圖6為圖4所示第二較佳實施例之第三電機之定子繞組之電氣連線示意圖；圖7為圖4所示第二較佳實施例之電氣連線示意圖；圖8為圖4所示第二施例在第一實際使用狀況之充電效能示意圖；圖9為圖4所示第二施例在第二實際使用狀況之充電效能示意圖；圖10為本發明電動車之車載節能充電系統之第三較佳實施例之一側面視圖；以及圖11為圖10所示第三實施例之電氣連線示意圖。 The following is a further description of an on-board energy-saving charging system for electric vehicles disclosed in the present invention through several embodiments and accompanying drawings, in which: Figure 1 shows a first preferred embodiment of an on-board energy-saving charging system for electric vehicles according to the present invention. A simplified block diagram of the relationship between the power systems of the electric vehicle; Figure 2 is a side view of the first embodiment shown in Figure 1; Figure 3 is a schematic diagram of the electrical connections of the first embodiment shown in Figure 1; Figure 4 is a side view of the second preferred embodiment of the on-board energy-saving charging system for an electric vehicle of the present invention; Figure 5 is a second preferred embodiment of the on-board energy-saving charging system shown in Figure 4. A sectional view of the stator unit of the third motor according to the preferred embodiment; Figure 6 is a schematic diagram of the electrical connections of the stator winding of the third motor according to the second preferred embodiment shown in Figure 4; Figure 7 is a second preferred embodiment shown in Figure 4 A schematic diagram of the electrical connections of the embodiment; Figure 8 is a schematic diagram of the charging performance of the second embodiment shown in Figure 4 in a first actual usage condition; Figure 9 is a schematic diagram of the charging performance of the second embodiment shown in Figure 4 in a second actual usage condition. Schematic diagram; Figure 10 is a side view of the third preferred embodiment of the on-board energy-saving charging system for electric vehicles of the present invention; and Figure 11 is a schematic electrical connection diagram of the third embodiment shown in Figure 10.

首先請參閱圖1至圖3，其中本發明電動車之車載節能充電系統之第一較佳實施例，如圖號10所示。圖1所顯示者是簡化的該車載節能充電系統10與一電動車100動力系統間之連接關係，該車載節能充電系統10係安裝於該電動車100之車體101內。該電動車100通常具有一驅動馬達102，二前車輪103、104，一前傳動軸105連接各該前車輪103、104，一輔助傳動系統106安裝在該前傳動軸105上。二後車輪107、108，一後傳動軸109連接各該後車輪107、108，以及一傳動系統110安裝在該後傳動軸109上，一外部充電系統112以及一插座114。該驅動馬達102係耦接至該傳動系統110用來驅動各該後車輪107、108。 First, please refer to FIGS. 1 to 3 , in which the first preferred embodiment of the on-board energy-saving charging system for an electric vehicle of the present invention is shown in FIG. 10 . Figure 1 shows a simplified connection relationship between the on-board energy-saving charging system 10 and the power system of an electric vehicle 100. The on-board energy-saving charging system 10 is installed in the body 101 of the electric vehicle 100. The electric vehicle 100 usually has a drive motor 102, two front wheels 103, 104, a front transmission shaft 105 connecting the front wheels 103, 104, and an auxiliary transmission system 106 installed on the front transmission shaft 105. Two rear wheels 107 and 108, a rear transmission shaft 109 connecting the rear wheels 107 and 108, a transmission system 110 installed on the rear transmission shaft 109, an external charging system 112 and a socket 114. The drive motor 102 is coupled to the transmission system 110 for driving the rear wheels 107, 108.

該車載節能充電系統10包含有一主電池20以及一第一節能充電裝置30。於本實施例，該主電池20電壓為355V，容量為62KWH，可行駛里程數為400KM。該主電池20包含有一第一電源輸出端22，一第二電源輸出端24以及一第一電源輸入端26。該第一電源輸出端22係與該驅動馬達102電性連接。該第一節能充電裝置30包含有一第二電源輸入端300以及一第三電源輸出端302，該第二電源輸入端300係與該主電池20之該第二電源輸出端24電性連接，該第三電源輸出端302係與該主電池20之該第一電源輸入端26電性連接。該外部充電系統112以及該插座114係用來與外部電源電性連接。 The vehicle-mounted energy-saving charging system 10 includes a main battery 20 and a first energy-saving charging device 30 . In this embodiment, the voltage of the main battery 20 is 355V, the capacity is 62KWH, and the driving mileage is 400KM. The main battery 20 includes a first power output terminal 22, a second power output terminal 24 and a first power input terminal 26. The first power output terminal 22 is electrically connected to the driving motor 102 . The first energy-saving charging device 30 includes a second power input terminal 300 and a third power output terminal 302. The second power input terminal 300 is electrically connected to the second power output terminal 24 of the main battery 20. The third power output terminal 302 is electrically connected to the first power input terminal 26 of the main battery 20 . The external charging system 112 and the socket 114 are used to electrically connect with an external power source.

如圖2所示，該節能充電裝置30包含有一第一電機31，一第二電機32，一第一飛輪33，一第一控制單元34以及一第一底座35。該第一底座35係安裝於該車體101之一預定部位。該第一底座35包含有一第一座面350，一第二座面352以及一第一凹入354位於該第一及第二座面350，352之間。該第一電機31係固置於該第一座面350，該第二電機32係固置於該第二座面352，該第一飛輪33具有一第一輪形本體332以及一共軸334，該第一輪形本體332之一部分係容置於該第一凹入354，用以使該第一輪形本體332呈懸置狀。該共軸334之二端分別與該第一電機31以及第二電機32耦接。 As shown in FIG. 2 , the energy-saving charging device 30 includes a first motor 31 , a second motor 32 , a first flywheel 33 , a first control unit 34 and a first base 35 . The first base 35 is installed at a predetermined position of the vehicle body 101 . The first base 35 includes a first seat surface 350, a second seat surface 352 and a first recess 354 located between the first and second seat surfaces 350, 352. The first motor 31 is fixed on the first seat surface 350, the second motor 32 is fixed on the second seat surface 352, and the first flywheel 33 has a first wheel-shaped body 332 and a coaxial axis 334. A portion of the first wheel-shaped body 332 is received in the first recess 354 so that the first wheel-shaped body 332 is suspended. Two ends of the coaxial axis 334 are coupled to the first motor 31 and the second motor 32 respectively.

該第一電機31於本實施例為一三相馬達，換言之，該第一電機31於本實施例係在第一運轉模式下操作，其馬達額定出輸出功率為2HP。該第二電機32於本實施例為一三相永磁馬達-發電機，當其受外部電源驅動時係以馬達模式運轉，即第三運轉模式，此時馬達額定出輸出功率為10HP，當外部電源切斷時，可以發電機模式運轉，即第四運轉模式。該第一控制單元34，如圖3所示，包含有一輸入端340，一第一輸出端341以及第二輸出端342。該輸入端340係與該主電池20之該第二電源輸出端24電性連接，該第一輸出端341係與該第一電機31之輸入端電性連接，該第二輸出端342係與該第二電機32之輸入端電性連接。於本實施例，該主電池20之該第二電源輸出端24與該第一控制單元34之該輸入端340之間電性連接一DC/AC轉換器40，用以將該主電池20之直流電壓轉換成交流電壓。該第一控制單元34更包含有一第一電路控制裝置343，一驅動器344，一第一變頻器345以及一第一切換開關346。該第一電路控制裝置343係與該驅動器344電性連接用以控制該驅動器344之操作，該驅動器344之輸入端係與該第一控制單元34之該輸入端340電性連接，該驅動器344之輸出端係與該第一控制單元34之該第一輸出端341電性連接，用以驅動該第一電機31。該第一變頻器345之輸入端係與該第一控制單元34之該輸入端340電性連接，該第一變頻器345之輸出端係與該第一切換開關346之輸入端電性連接，該第一切換開關346之輸出端係與該第一控制單元34之該第二輸出端342電性連接。另外，該第一電路控制裝置343係分別與該驅動器344以及該第一切換開關346電性連接用以控制該驅動器344以及該第一切換開關346之啟閉。該第一控制單元34藉由以上的安排而具有一第一以及第二控制模式，該第一控制模式係使用在該第一飛輪33從靜止狀態啟動的時候。該第二控制模式係使用在該第一飛輪33達到一預定轉速而產生飛輪效應的時候。更詳細的說，當該第一飛輪33從靜止狀態啟動時，該第一控制單元34係處於該第一控制模式，此時，該第一電機31係以馬達模式運轉；該第一切換開關346受該第一電路控制裝置343之控制而位於連通位置，於是，該第二電機32將經由該第一變頻器345被啟動而以馬達模式運轉。在此狀態下該第一電機31與該第二電機32將合力驅動該第一飛輪33。當該第一飛輪33達到一預定轉速而產生飛輪效應時，該第一控制單元34係處於該第二控制模式，此時，該第一電機31仍以馬達模式運轉，用以將該第一飛輪33維持在飛輪效應狀態。而該第二電機32則以發電機模式運轉將該第一飛輪33飛輪效應之動能轉換成電能，用以對該主電池20進行充電。於本實施例，該主電池20之該第一電源輸入端26與該第二電機32之輸出端320之間電性連接一AC/DC轉換器42以及一反逆器44。該AC/DC轉換器42係用來將該第二電機32所輸出的交流電壓轉換成直流電壓，該反逆器44係防止該主電池20之電流逆流至該第二電機32。另外，該主電池20與一充電監測及控制器45與電性連接，用以監測充電情形，並且當該主電池20被充滿時，停止充電動作。依據實際測試，當該第一飛輪33產生飛輪效應時，其所耗用的電能E₁是2HP=1.49KW，而所產生的電能E₂，該第二電機32之發電效率約為其額定輸出功率之75%，E₂=10HPx75%=0.745KWx10x75%=5.59KW。基此，本發明電動車之車載節能充電系統10所產生的可應用之充電功率為：5.59KW-1.49KW=4.10KW。另外，為了在電性控制上更為精確，該車載節能充電系統10當然亦可使用必須的其他已知的控制裝置，例如在適當位置連接一變壓器或一整流器等，為該等技術範圍均屬熟知本技術領域之人士所知悉，故在此就不予贅述。 The first motor 31 is a three-phase motor in this embodiment. In other words, the first motor 31 is operated in the first operating mode in this embodiment, and its rated motor output power is 2HP. The second motor 32 is a three-phase permanent magnet motor-generator in this embodiment. When it is driven by an external power supply, it operates in the motor mode, that is, the third operating mode. At this time, the rated output power of the motor is 10 HP. When the external power supply is cut off, it can operate in generator mode, which is the fourth operating mode. The first control unit 34, as shown in FIG. 3, includes an input terminal 340, a first output terminal 341 and a second output terminal 342. The input terminal 340 is electrically connected to the second power output terminal 24 of the main battery 20 , the first output terminal 341 is electrically connected to the input terminal of the first motor 31 , and the second output terminal 342 is electrically connected to The input terminal of the second motor 32 is electrically connected. In this embodiment, a DC/AC converter 40 is electrically connected between the second power output terminal 24 of the main battery 20 and the input terminal 340 of the first control unit 34 for converting the main battery 20 DC voltage is converted into AC voltage. The first control unit 34 further includes a first circuit control device 343, a driver 344, a first frequency converter 345 and a first switch 346. The first circuit control device 343 is electrically connected to the driver 344 for controlling the operation of the driver 344. The input terminal of the driver 344 is electrically connected to the input terminal 340 of the first control unit 34. The driver 344 The output terminal is electrically connected to the first output terminal 341 of the first control unit 34 for driving the first motor 31 . The input terminal of the first frequency converter 345 is electrically connected to the input terminal 340 of the first control unit 34, and the output terminal of the first frequency converter 345 is electrically connected to the input terminal of the first switch 346. The output terminal of the first switch 346 is electrically connected to the second output terminal 342 of the first control unit 34 . In addition, the first circuit control device 343 is electrically connected to the driver 344 and the first switch 346 respectively for controlling the opening and closing of the driver 344 and the first switch 346. The first control unit 34 has a first and a second control mode through the above arrangement. The first control mode is used when the first flywheel 33 is started from a stationary state. The second control mode is used when the first flywheel 33 reaches a predetermined rotation speed and generates a flywheel effect. In more detail, when the first flywheel 33 starts from a stationary state, the first control unit 34 is in the first control mode. At this time, the first motor 31 operates in the motor mode; the first switch 346 is controlled by the first circuit control device 343 and is in the connected position. Therefore, the second motor 32 will be started through the first frequency converter 345 to operate in the motor mode. In this state, the first motor 31 and the second motor 32 will work together to drive the first flywheel 33 . When the first flywheel 33 reaches a predetermined rotation speed and generates a flywheel effect, the first control unit 34 is in the second control mode. At this time, the first motor 31 still operates in the motor mode to rotate the first The flywheel 33 remains in the flywheel effect state. The second motor 32 operates in a generator mode to convert the kinetic energy of the flywheel effect of the first flywheel 33 into electrical energy for charging the main battery 20 . In this embodiment, an AC/DC converter 42 and an inverter 44 are electrically connected between the first power input terminal 26 of the main battery 20 and the output terminal 320 of the second motor 32 . The AC/DC converter 42 is used to convert the AC voltage output by the second motor 32 into a DC voltage. The inverter 44 prevents the current from the main battery 20 from flowing backward to the second motor 32 . In addition, the main battery 20 is electrically connected to a charge monitoring and controller 45 for monitoring the charging situation, and when the main battery 20 is fully charged, the charging operation is stopped. According to actual tests, when the first flywheel 33 generates the flywheel effect, the electrical energy E ₁ consumed is 2HP = 1.49KW, and the generated electrical energy E ₂ , the power generation efficiency of the second motor 32 is approximately its rated output. 75% of the power, E ₂ =10HPx75%=0.745KWx10x75%=5.59KW. Based on this, the applicable charging power generated by the on-board energy-saving charging system 10 of the electric vehicle of the present invention is: 5.59KW-1.49KW=4.10KW. In addition, in order to achieve more accurate electrical control, the vehicle-mounted energy-saving charging system 10 can of course also use other necessary known control devices, such as connecting a transformer or a rectifier at an appropriate location, which are within the scope of these technologies. Those familiar with the technical field are aware of this, so they will not be described in detail here.

請參閱圖4至圖9，本發明電動車之車載節能充電系統之第二較佳實施例10’與第一較佳實施例10大體上相同，所不同者在於該第二較佳實施例10’之第二節能充電裝置30’係以一第三電機50取代該第一電機31。又，以下說明二者相同部分將使用該第一較佳實施例10的指示號碼。 Please refer to Figures 4 to 9. The second preferred embodiment 10' of the on-board energy-saving charging system for electric vehicles of the present invention is substantially the same as the first preferred embodiment 10. The difference lies in the second preferred embodiment 10. The 'second energy-saving charging device 30' uses a third motor 50 to replace the first motor 31. In addition, the reference numbers of the first preferred embodiment 10 will be used in the following description of the same parts.

該第三電機50，如圖5所示，包含有一定子52以及一轉子54。該定子包含有一定子本體56以及一定子繞組58。該定子本體56具有多數的定子槽560，該定子繞組58係容置於各該定子槽560內。該定子繞組58包含有一第一線圈580以及一第二線圈582。於本實施例，該定子繞組58為一三相繞組，該各相線圈係可以Y形電性連接或三角形電性連接。如圖6所示，第一線圈580包含有一R相第一線圈5800，一S相第一線圈5802以及一T第一相線圈5804。該第二線圈582 包含有一R相第二線圈5820，一S相第二線圈5822以及一T第二相線圈5824。於本實施例，該R相、S相以及T相第一線圈5800，5802以及5804之額定輸出功率為1.5HP，該R相、S相以及T相第二線圈5820，5822以及5824之額定輸出功率同樣為1.5HP。該R相、S相以及T相第一線圈5800，5802以及5804與該R相、S相以及T相第二線圈5820，5822以及5824具有相同的磁極數，例如四個磁極。另外，該第二節能充電裝置30’包含有一第二控制單元34’。該第二控制單元34’更包含有一第二切換開關347以及第二電路控制裝置343’。在電氣線路的安排上，該第三電機50之該R相、S相以及T相第一線圈5800，5802以及5804之輸入端500係藉由該第二切換開關347與該第二控制單元34’之該輸入端340’電性連接。該第三電機50之該R相、S相以及T相第一線圈5800，5802以及5804之輸出端502可為開路狀態或者係藉由該AC/DC轉換器42以及該反逆器44與該主電池20之該第一電源輸入端26電性連接。該第四電機50之該R相、S相以及T相第二線圈5820，5822以及5824之輸入端504係與該第二控制單元34’之該輸入端340’電性連接。該第二電路控制裝置343’係與該第二切換開關347電性連接用以控制該第二切換開關347之啟閉。藉此，當該第二切換開關347受該第二電路控制裝置343’之控制而位於連通位置時，該第三電機50之該第一線圈580與該第二線圈582均以馬達運轉模式。當該第二切換開關347受該第二電路控制裝置343’之控制而位於切斷位置時，該第三電機50之該第二線圈582係以馬達模式運轉，該第一線圈580則以發電機模式運轉。在此狀態下，該第三電機50一方面使該第一飛輪33維持其飛輪效應，另一方面與可同時與該第二電機32對該主電池20進行充電。 The third motor 50, as shown in FIG. 5, includes a stator 52 and a rotor 54. The stator includes a stator body 56 and a stator winding 58 . The stator body 56 has a plurality of stator slots 560 , and the stator winding 58 is accommodated in each stator slot 560 . The stator winding 58 includes a first coil 580 and a second coil 582 . In this embodiment, the stator winding 58 is a three-phase winding, and the coils of each phase can be electrically connected in a Y shape or in a delta shape. As shown in FIG. 6 , the first coil 580 includes an R-phase first coil 5800 , an S-phase first coil 5802 and a T-phase first coil 5804 . The second coil 582 It includes an R-phase second coil 5820, an S-phase second coil 5822 and a T-phase second coil 5824. In this embodiment, the rated output power of the R-phase, S-phase and T-phase first coils 5800, 5802 and 5804 is 1.5 HP, and the rated output of the R-phase, S-phase and T-phase second coils 5820, 5822 and 5824 The power is also 1.5HP. The R-phase, S-phase and T-phase first coils 5800, 5802 and 5804 and the R-phase, S-phase and T-phase second coils 5820, 5822 and 5824 have the same number of magnetic poles, for example four magnetic poles. In addition, the second energy-saving charging device 30' includes a second control unit 34'. The second control unit 34' further includes a second switch 347 and a second circuit control device 343'. In terms of electrical circuit arrangement, the input terminals 500 of the R-phase, S-phase and T-phase first coils 5800, 5802 and 5804 of the third motor 50 are connected to the second control unit 34 through the second switch 347. 'The input terminal 340' is electrically connected. The output terminals 502 of the R-phase, S-phase and T-phase first coils 5800, 5802 and 5804 of the third motor 50 may be in an open circuit state or connected to the main circuit through the AC/DC converter 42 and the inverter 44. The first power input terminal 26 of the battery 20 is electrically connected. The input terminals 504 of the R-phase, S-phase and T-phase second coils 5820, 5822 and 5824 of the fourth motor 50 are electrically connected to the input terminal 340' of the second control unit 34'. The second circuit control device 343' is electrically connected to the second switch 347 for controlling the opening and closing of the second switch 347. Thereby, when the second switch 347 is controlled by the second circuit control device 343' and is in the connected position, the first coil 580 and the second coil 582 of the third motor 50 are both in the motor operation mode. When the second switch 347 is controlled by the second circuit control device 343' and is in the cut-off position, the second coil 582 of the third motor 50 operates in the motor mode, and the first coil 580 operates in the generator mode. Motor mode operation. In this state, on the one hand, the third motor 50 allows the first flywheel 33 to maintain its flywheel effect, and on the other hand, it can simultaneously charge the main battery 20 with the second motor 32 .

在本實施例中，該第三電機50之第一線圈580之額定輸出功率為1.5HP，第二線圈582之額定輸出功率為1.5HP，總輸出功率為3HP。第二電機32 之額定輸出功率為10HP，該第一飛輪33之重量為30KG。依據實際測試結果(其中該第一線圈580之輸出端502係採開路狀態)，本實施例於該第一飛輪33維持在飛輪效應狀態下所耗用的電能：E₁=1.5HP=0.745KWx1.5=1.12KW，該第二電機32所產生的電能(以效率為75%為計算值)：E₂=10HPx75%=0.745KWx10x75%=5.59KW。基此，本發明電動車之車載節能充電系統10’可供應用之充電功率為：5.59KW-1.12KW=4.47KW。又必須一提的是，當該第三電機50之輸出端502藉由該AC/DC轉換器42以及該反逆器44與該主電池20之該第一電源輸入端26電性連接時，其產生的可供應用之充電功率為E₃=1.5HPx75%=0.745KWx1.5x75%=0.84KW。換言之，在此情形，本發明電動車之車載節能充電系統10’可供應用之充電功率為：5.59KW+0.84KW-1.12KW=5.31KW。 In this embodiment, the rated output power of the first coil 580 of the third motor 50 is 1.5 HP, the rated output power of the second coil 582 is 1.5 HP, and the total output power is 3 HP. The rated output power of the second motor 32 is 10HP, and the weight of the first flywheel 33 is 30KG. According to the actual test results (in which the output end 502 of the first coil 580 is in an open circuit state), the electric energy consumed in this embodiment when the first flywheel 33 is maintained in the flywheel effect state: E ₁ =1.5HP=0.745KWx1 .5=1.12KW, the electric energy generated by the second motor 32 (the calculated value is based on an efficiency of 75%): E ₂ =10HPx75%=0.745KWx10x75%=5.59KW. Based on this, the applicable charging power of the on-board energy-saving charging system 10' of the electric vehicle of the present invention is: 5.59KW-1.12KW=4.47KW. It must also be mentioned that when the output terminal 502 of the third motor 50 is electrically connected to the first power input terminal 26 of the main battery 20 through the AC/DC converter 42 and the inverter 44, it The generated charging power available for application is E ₃ =1.5HPx75%=0.745KWx1.5x75%=0.84KW. In other words, in this case, the applicable charging power of the on-board energy-saving charging system 10' of the electric vehicle of the present invention is: 5.59KW+0.84KW-1.12KW=5.31KW.

請參閱圖8及圖9，各該圖係用來說明顯示該第二實施例10’之實際充電效能，其中縱向座標之實心線條係表示該主電池20可供行駛里程數，空心線條係表示行駛里程數，點狀線條係表示充電里程數，前述里程數之單位為KM，橫向座標每一間隔為1小時。首先參閱圖8，當該主電池20充滿時，可連續行駛里程數為400KM。該第二實施例10’以4.47KW的功率充電，每小時可充電的里程數約為30KM。由於該電動車100在行駛時，該第二實施例10’會同時進行充電。因此當該電動車每小時行駛100KM連續行駛400KM時，該主電池20仍存有30KMx4=120KM的電能。此時，如該電動車未行駛，該第二實施例10’只要用九小時，即可將該主電池20充電至400KM之容量。在此之後，如該電動車仍再停駛2小時，繼續行駛50KM，然後停駛，該主電池20容量將降低約10%，此時，該第三實施例10’只需再充電1.7小時，即可充滿該主電池20。再請參閱圖9，當該電動車連續行駛200KM，停駛1小時，然後再行駛200KM，此時，該主電池20仍存有150KM的電能，如該電動車之後未再行駛，該第三實施例10’只要用八小時，即可將該主電池20充電至400KM之容量。在此之後，同樣的，如該電動車再停駛2小時後，行駛50KM，然後停駛，該主電池20容量將降低約10%，此時，該第三實施例30’只需再充電1.7小時，即可充滿該主電池20。 Please refer to Figures 8 and 9. Each of these figures is used to illustrate the actual charging performance of the second embodiment 10'. The solid lines in the longitudinal coordinate represent the driving mileage of the main battery 20, and the hollow lines represent Driving mileage, the dotted line represents the charging mileage, the unit of the aforementioned mileage is KM, and each interval of the horizontal coordinate is 1 hour. Referring first to Figure 8, when the main battery 20 is fully charged, the continuous driving mileage is 400KM. The second embodiment 10' is charged with a power of 4.47KW, and the charging mileage per hour is about 30KM. Since the electric vehicle 100 is running, the second embodiment 10' will be charged at the same time. Therefore, when the electric vehicle travels 100KM per hour and continuously travels 400KM, the main battery 20 still has 30KMx4=120KM of electric energy. At this time, if the electric vehicle is not running, the second embodiment 10' can charge the main battery 20 to a capacity of 400KM in only nine hours. After that, if the electric vehicle still stops for another 2 hours, continues to drive 50KM, and then stops, the capacity of the main battery 20 will be reduced by about 10%. At this time, the third embodiment 10' only needs to be charged for another 1.7 hours. , the main battery can be fully charged for 20 seconds. Please refer to Figure 9 again, when The electric vehicle continuously travels 200KM, stops for 1 hour, and then travels 200KM. At this time, the main battery 20 still has 150KM of electric energy. If the electric vehicle does not drive again, the third embodiment 10' only needs to use eight In 20 hours, the main battery can be charged to a capacity of 400KM. After that, similarly, if the electric vehicle stops for another 2 hours, travels 50KM, and then stops, the capacity of the main battery 20 will decrease by about 10%. At this time, the third embodiment 30' only needs to be recharged. The main battery can be fully charged in 1.7 hours.

再請參閱圖10及圖11，本發明電動車之車載節能充電系統之第三較佳實施例10”與該第二較佳實施例10’大體上相同，所不同者在第三較佳實施例10”之第三節能充電裝置30”更包含有一第四電機60，一第二飛輪62，一第三控制單元34”以及一第二底座35”。該第二底座35”更包含有一第三座面356以及一第二凹入358位於該第一及第三座面350，356之間。第四電機60係固置於該第三座面356上。於本實施例，第四電機60與第二電機32具有相同之結構，換言之，第四電機60具有一第五以及一第六運轉模式，該第五運轉模式係馬達運轉模式，該第六運轉模式以發電機運轉模式。該第二飛輪62具有一共軸620分別與該第二電機32及第四電機60耦接。該第三控制單元34”更包含有一第二變頻器348，一第三切換開關349以及一第三電路控制裝置343”。該第三電路控制裝置343”與該第二電路控制裝置343’之不同處在於更與該第三切換開關349電性連接，用以同時控制該第一切換開關346，該第二切換開關347以及該第三切換開關349之啟閉。該第二變頻器348之輸入端係與該第三控制單元34”之該輸入端340”電性連接電性連接，該第二變頻器348之輸出端係與該第三切換開關349之輸入端電性連接。該第三切換開關349之輸出端係與該第四電機60之輸入端602電性連接。該第四電機60之輸出端604係藉由該AC/DC轉換器42以及該反逆器44與該主電池20之該第一電源輸入端26電性連接。藉此，當該第三切換開關349受該第三電路控制裝置343”之控制而位於連通位置時，該第四電機60可經由該第二變頻器348被啟動而以馬達模式運轉，即，處於該第五運轉模式。當該第三切換開關349受該第三電路控制裝置343”之控制而位於切斷位置時，該第三電機60將在該第二飛輪62之驅動下而以發電機模式運轉，即處於該第六運轉模式，用以將其所產生的電能回饋至該主電池20。更詳細的說，該車載節能充電系統10”一方面係藉該第三電機50來維持該第一飛輪33以及該第二飛輪62之飛輪效應。另一方面，該第一飛輪33以及該第二飛輪62飛輪效應之動能則可藉由該第二電機32以及該第四電機60轉換成電能同時對該主電池20充電。 Please refer to Figures 10 and 11 again. The third preferred embodiment 10" of the on-board energy-saving charging system for electric vehicles of the present invention is substantially the same as the second preferred embodiment 10'. The differences are in the third preferred implementation. The third energy-saving charging device 30" of Example 10" further includes a fourth motor 60, a second flywheel 62, a third control unit 34" and a second base 35". The second base 35" further includes a first Three seating surfaces 356 and a second recess 358 are located between the first and third seating surfaces 350,356. The fourth motor 60 is fixed on the third seat surface 356 . In this embodiment, the fourth motor 60 and the second motor 32 have the same structure. In other words, the fourth motor 60 has a fifth and a sixth operation mode. The fifth operation mode is a motor operation mode, and the sixth operation mode The mode is generator operation mode. The second flywheel 62 has a coaxial axis 620 coupled to the second motor 32 and the fourth motor 60 respectively. The third control unit 34" further includes a second frequency converter 348, a third switch 349 and a third circuit control device 343". The third circuit control device 343" is different from the second circuit control device 343' in that it is electrically connected to the third switch 349 for simultaneously controlling the first switch 346 and the second switch 347. and the opening and closing of the third switch 349. The input terminal of the second frequency converter 348 is electrically connected to the input terminal 340" of the third control unit 34", and the output of the second frequency converter 348 The terminal is electrically connected to the input terminal of the third switch 349. The output terminal of the third switch 349 is electrically connected to the input terminal 602 of the fourth motor 60. The output terminal 604 of the fourth motor 60 is The AC/DC converter 42 and the inverter 44 are electrically connected to the first power input terminal 26 of the main battery 20. Thereby, when the third switch 349 is When the third circuit control device 343" is in the connected position under the control of the third circuit control device 343", the fourth motor 60 can be started through the second inverter 348 to operate in the motor mode, that is, in the fifth operation mode. When the third When the switch 349 is controlled by the third circuit control device 343" and is in the cut-off position, the third motor 60 will be driven by the second flywheel 62 to operate in the generator mode, that is, in the sixth operation mode. , to feed back the electric energy generated by it to the main battery 20 . To be more specific, on the one hand, the vehicle-mounted energy-saving charging system 10 ″ uses the third motor 50 to maintain the flywheel effect of the first flywheel 33 and the second flywheel 62 . On the other hand, the first flywheel 33 and the second flywheel 62 The kinetic energy of the flywheel effect of the two flywheels 62 can be converted into electrical energy by the second motor 32 and the fourth motor 60 while simultaneously charging the main battery 20 .

10:車載節能充電系統 10: Vehicle energy-saving charging system

100:電動車 100:Electric car

101:車體 101:Car body

102:驅動馬達 102: Drive motor

103:前車輪 103:Front wheel

104:前車輪 104:Front wheel

105:前傳動軸 105:Front drive shaft

106:輔助傳動系統 106: Auxiliary transmission system

107:後車輪 107:Rear wheel

108:後車輪 108:Rear wheel

109:後傳動軸 109:Rear drive shaft

110:傳動系統 110: Transmission system

112:外部充電系統 112:External charging system

114:插座 114:Socket

20:主電池 20: Main battery

22:第一電源輸出端 22: First power output terminal

24:第二電源輸出端 24: Second power output terminal

26:第一電源輸入端 26: First power input terminal

30:第一節能充電裝置 30:The first energy-saving charging device

300:第二電源輸入端 300: Second power input terminal

302:第三電源輸出端 302: Third power output terminal

Claims

一種電動車之車載節能充電系統，該電動車包含有一驅動馬達做為動力來源，該車載節能充電系統包含有：一主電池，係與該驅動馬達電性連接；一節能充電裝置，包含有：一第一飛輪；一第一電機，係與該第一飛輪耦接以及該主電池電性連接，用以藉由該主電池之電能供應該第一飛輪之驅動力；一第二電機，為一三相永磁馬達-發電機，係與該第一飛輪耦接，以可連通或切斷的方式與該主電池電性連接，當該第二電機與該主電池連通時，係藉由該主電池之電能供應該第一飛輪之驅動力，當該第二電機與該主電池切斷時，係藉由該第一飛輪之動能產生電能對該主電池充電；以及一控制單元，包含有一第一以及第二控制模式；當以該第一控制模式操作時，該控制單元係使該第一電機與該第二電機係同時與該主電池連通；當以該第二控制模式操作時，該控制單元係一方面使該第一電機與該主電池連通，另一方面係切斷該第二電機與該主電池之連通；當該第一飛輪從靜止狀態啟動時，該控制單元係以該第一控制模式操作，用以藉由該主電池之電能供應該第一飛輪之驅動力；當該第一飛輪達一預定轉速而產生飛輪效應時，該控制單元係以該第二控制模式操作，一方面用以藉由該主電池之電能使該第一飛輪維持該飛輪效應，另一方面用以將該第一飛輪之動能藉由該第二電機轉換成電能對該主電池充電。 An on-board energy-saving charging system for an electric vehicle. The electric vehicle includes a driving motor as a power source. The on-board energy-saving charging system includes: a main battery electrically connected to the driving motor; an energy-saving charging device including: a first flywheel; a first motor, which is coupled with the first flywheel and electrically connected to the main battery, for supplying the driving force of the first flywheel with the electrical energy of the main battery; a second motor, A three-phase permanent magnet motor-generator is coupled to the first flywheel and electrically connected to the main battery in a connectable or disconnectable manner. When the second motor is connected to the main battery, it is connected via The electrical energy of the main battery supplies the driving force of the first flywheel. When the second motor is cut off from the main battery, the kinetic energy of the first flywheel is used to generate electrical energy to charge the main battery; and a control unit, including There are a first and a second control mode; when operating in the first control mode, the control unit causes the first motor and the second motor to be connected to the main battery simultaneously; when operating in the second control mode , the control unit connects the first motor to the main battery on the one hand, and cuts off the connection between the second motor and the main battery on the other hand; when the first flywheel starts from a stationary state, the control unit Operate in the first control mode to supply the driving force of the first flywheel with the electric energy of the main battery; when the first flywheel reaches a predetermined rotation speed and generates a flywheel effect, the control unit uses the second control mode Mode operation, on the one hand, is used to use the electrical energy of the main battery to make the first flywheel maintain the flywheel effect, and on the other hand, is used to convert the kinetic energy of the first flywheel into electrical energy through the second motor to charge the main battery .

如請求項1所述之電動車之車載節能充電系統，其中該節能充電裝置更包含有一第四電機與一第二飛輪，該第二飛輪與該第一電機與該第四電機耦接，該第四電機為一三相永磁馬達-發電機，係以可連通或斷路的方式與該主電池連接，當該第四電機與該主電池連通時，係藉由該主電池之電能供應該第二飛輪之驅動力，當該第四電機與該主電池斷路時，係藉由該第二飛輪之動能產生電能對該主電池充電；當該第二飛輪從靜止狀態啟動時，該控制單元係以該第一控制模式操作，用以藉由該主電池之電能供應該第二飛輪之驅動力，當該第二飛輪達一預定轉速而產生飛輪效應時，該控制單元係以該第二控制模式操作，一方面用以藉由該主電池之電能使該第二飛輪維持該飛輪效應，另一方面用以將該第二飛輪之動能藉由該第四電機轉換成電能對該主電池充電。 The on-board energy-saving charging system for an electric vehicle as claimed in claim 1, wherein the energy-saving charging device further includes a fourth motor and a second flywheel, the second flywheel, the first motor and the fourth The motor is coupled. The fourth motor is a three-phase permanent magnet motor-generator, which is connected to the main battery in a connectable or disconnected manner. When the fourth motor is connected to the main battery, it is connected to the main battery through the main battery. The electric energy of the battery supplies the driving force of the second flywheel. When the fourth motor is disconnected from the main battery, the kinetic energy of the second flywheel generates electric energy to charge the main battery; when the second flywheel starts from a static state When the control unit operates in the first control mode, the driving force of the second flywheel is supplied by the electric energy of the main battery. When the second flywheel reaches a predetermined rotation speed and a flywheel effect is generated, the control unit It is operated in the second control mode, on the one hand, it is used to use the electric energy of the main battery to make the second flywheel maintain the flywheel effect, and on the other hand, it is used to convert the kinetic energy of the second flywheel into Electrical energy charges the main battery.

如請求項1所述之電動車之車載節能充電系統，其中該主電池包含有一第一電源輸出端，一第二電源輸出端以及一電源輸入端；該第一電源輸出端係與該電動車之驅動馬達電性連接；該第一電機具有一輸入端以及一第一或第二運轉模式，該第一運轉模式為馬達運轉模式，該第二運轉模式為馬達運轉模式或同時為馬達運轉模式及發電機運轉模式；該第二電機具有一輸入端，一與該主電池之該電源輸入端電性連接之輸出端以及一第三及第四運轉模式，該第三運轉模式為馬達運轉模式，該第四運轉模式為發電機運轉模式；該第一飛輪以可被該第一及第二電機驅動之方式分別與該第一電機以及該第二電機耦接；該控制單元包含有一與該主電池之該第二電源輸出端電性連接之輸入端，一與該第一電機之該輸入端電性連接之第一輸出端以及一與該第二電機之該輸入端電性連接之第二輸出端；當該第一飛輪從靜止狀態啟動時，該控制單元係處於該第一控制模式，用以使該第一電機***作在該第一運轉模式或該第二運轉模式之馬達運轉模式，該第二電機***作在該第三運轉模式，藉此來驅動該第一飛輪；當該第一飛輪達到一預定轉速而產生飛輪效應時，該控制單元係處於該第二控制模式，用以係使該第一電機***作在該第一運轉模式或該第二運轉模式，該第二電機***作在該第四運轉模式，藉此將該第一飛輪之動能轉換成電能對該主電池進行充電。 The on-board energy-saving charging system for an electric vehicle as described in claim 1, wherein the main battery includes a first power output terminal, a second power output terminal and a power input terminal; the first power output terminal is connected to the electric vehicle The drive motor is electrically connected; the first motor has an input end and a first or second operation mode. The first operation mode is the motor operation mode, and the second operation mode is the motor operation mode or both motor operation modes. and a generator operation mode; the second motor has an input terminal, an output terminal electrically connected to the power input terminal of the main battery and a third and fourth operation modes, and the third operation mode is a motor operation mode. , the fourth operating mode is a generator operating mode; the first flywheel is coupled to the first motor and the second motor in a manner that can be driven by the first and second motors; the control unit includes a An input terminal electrically connected to the second power output terminal of the main battery, a first output terminal electrically connected to the input terminal of the first motor, and a third terminal electrically connected to the input terminal of the second motor. Two output terminals; when the first flywheel is started from a static state, the control unit is in the first control mode to cause the first motor to be operated in the first operation mode or the second operation mode. mode, the second motor is operated in the third operation mode, thereby driving the first flywheel; when the first flywheel reaches a predetermined rotation speed and a flywheel effect is generated, the control unit is in the second control mode, so as to cause the first motor to be operated in the first operation mode or the second operation mode, and the second motor to be operated in the fourth operation mode, whereby the first motor is operated in the fourth operation mode. The kinetic energy of the flywheel is converted into electrical energy to charge the main battery.

如請求項3所述之電動車之車載節能充電系統，其中該第一電機為一三相馬達。 The on-board energy-saving charging system for an electric vehicle as described in claim 3, wherein the first motor is a three-phase motor.

如請求項4所述之電動車之車載節能充電系統，該控制單元包含有一電路控制裝置，一變頻器以及一切換開關；該電路控制裝置係與該切換開關電性連接用以控制該切換開關之啟閉；該變頻器之輸入端係與該控制單元之該輸入端電性連接，該變頻器之輸出端係與該切換開關之輸入端電性連接；該切換開關之輸出端係與該第二電機之該輸入端電性連接；藉此，當該切換開關受該電路控制裝置之控制而位於連通位置時，該第二電機裝置可經由該變頻器被啟動而以馬達模式運轉，即，處於該第三運轉模式；當該切換開關受該電路控制裝置之控制而位於切斷位置時，該第二電機將在該第一飛輪之驅動下而以發電機模式運轉，即處於該第四運轉模式，用以將其所產生的電能對該主電池進行充電。 As for the on-board energy-saving charging system for electric vehicles described in claim 4, the control unit includes a circuit control device, an inverter and a switch; the circuit control device is electrically connected to the switch to control the switch The input terminal of the frequency converter is electrically connected to the input terminal of the control unit, the output terminal of the frequency converter is electrically connected to the input terminal of the switch, and the output terminal of the switch is electrically connected to the input terminal of the switch. The input end of the second motor is electrically connected; thereby, when the switch is controlled by the circuit control device and is in the connected position, the second motor device can be activated through the frequency converter to operate in the motor mode, that is, , in the third operating mode; when the switch is controlled by the circuit control device and is in the cut-off position, the second motor will be driven by the first flywheel to operate in the generator mode, that is, in the third operating mode. The fourth operating mode is used to charge the main battery with the electric energy it generates.

請求項3所述之電動車之車載節能充電系統，其中該第一電機包含有一定子，該定子包含有一定子本體以及一定子繞組；該定子本體包含有多數間隔分佈的定子槽，該定子繞組係容置於各該定子槽內，包含有一第一線圈及一第二線圈，該第一線圈具有一第一額定輸出功率以及一第一磁極數，該第二線圈具有一第二額定輸出功率以及一第二磁極數，該第一額定輸出功率大於或等於該第二額定輸出功率，該第一磁極數等於該第二磁極數；當該第一線圈及一第二線圈同時與主電池電性連接時，該第一電機係處於該第二運轉模式之馬達運轉模式；當該第一線圈不與主電池電性連接，該第二線圈與主電池電性連接時，該第一電機係處於該第二運轉模式之同時為馬達運轉模式及發電機運轉模式。 The on-board energy-saving charging system for electric vehicles described in claim 3, wherein the first motor includes a stator, the stator includes a stator body and a stator winding; the stator body includes a plurality of stator slots distributed at intervals, and the stator The winding is accommodated in each stator slot and includes a first coil and a second coil. The first coil has a first rated output power and a first number of magnetic poles. The second coil has a second rated output. power and a second number of magnetic poles, the first rated output power is greater than or equal to the second rated output power, and the first number of magnetic poles is equal to the second number of magnetic poles; when the first coil and a second coil are connected to the main battery at the same time When electrically connected, the first motor is in the motor operating mode of the second operating mode; when the first coil is not electrically connected to the main battery, the second coil is electrically connected to the main battery. When connected, the first motor is in the second operation mode and is simultaneously a motor operation mode and a generator operation mode.

如請求項6所述之電動車之車載節能充電系統，其中該控制單元包含有一電路控制裝置，一變頻器，一第一以及第二切換開關；該電路控制裝置係分別與該第一以及第二切換開關電性連接用以控制各該切換開關之啟閉；該變頻器之輸入端係與該控制單元之該輸入端電性連接，該變頻器之輸出端係與該第一切換開關之輸入端電性連接，該第一切換開關之輸出端係與該第二電機之該輸入端電性連接；該第二切換開關之輸入端係與該控制單元之該輸入端電性連接，該第二切換開關之輸出端係與該第一電機之該第一線圈電性連接；該第一電機之該第二線圈係與該控制單元之該輸入端電性連接；藉此，當該控制單元處於該第一控制模式時，該第一切換開關受該電路控制裝置之控制而位於連通位置，該第二電機可經由該變頻器被啟動而以馬達模式運轉，即，處於該第三運轉模式；該第二切換開關受該電路控制裝置之控制而位於連通位置，該第一電機係處於以該第二運轉模式之馬達運轉模式；如此可使該第一飛輪從靜止狀態被驅動而產生飛輪效應；當該控制單元處於該第二控制模式時，該第一切換開關受該電路控制裝置之控制而位於切斷位置，該第二電機將在該第一飛輪之驅動下以發電機模式運轉，即處於該第四運轉模式，該第二切換開關受該電路控制裝置之控制而位於切斷位置，該第一電機係處於該第二運轉模式之之同時為馬達運轉模式及發電機運轉模式；藉此，該第一電機一及該第二電機可將其所產生的電能對該主電池進行充電。 The on-board energy-saving charging system of an electric vehicle as described in claim 6, wherein the control unit includes a circuit control device, a frequency converter, and a first and a second switching switch; the circuit control device is electrically connected to the first and the second switching switches respectively to control the opening and closing of each switching switch; the input end of the frequency converter is electrically connected to the input end of the control unit, and the output end of the frequency converter is electrically connected to the input end of the first switching switch. The output end of the first switch is electrically connected to the input end of the second motor; the input end of the second switch is electrically connected to the input end of the control unit, and the output end of the second switch is electrically connected to the first coil of the first motor; the second coil of the first motor is electrically connected to the input end of the control unit; thereby, when the control unit is in the first control mode, the first switch is controlled by the circuit control device. When the control unit is in the second control mode, the first motor is driven by the inverter to generate a flywheel effect. The circuit control device is controlled to be in the cut-off position, and the second motor will be driven by the first flywheel to operate in the generator mode, that is, in the fourth operation mode. The second switching switch is controlled by the circuit control device to be in the cut-off position, and the first motor is in the second operation mode, which is the motor operation mode and the generator operation mode at the same time; thereby, the first motor and the second motor can charge the main battery with the electric energy they generate.

如請求項6所述之電動車之車載節能充電系統，其中該節能充電裝置更包含有一第四電機與一第二飛輪，該第二飛輪與該第一電機與該第四電機耦接，該第四電機為一三相永磁馬達-發電機，係以可連通或斷路的方式與該主電池連接，當該第四電機與該主電池連通時，係藉由該主電池之電能供應該第二飛輪之驅動力，當該第四電機與該主電池斷路時，係藉由該第二飛輪之動能產生電能對該主電池充電；當該第二飛輪從靜止狀態啟動時，該控制單元係以該第一控制模式操作，用以藉由該主電池之電能供應該第二飛輪之驅動力，當該第二飛輪達一預定轉速而產生飛輪效應時，該控制單元係以該第二控制模式操作，一方面用以藉由該主電池之電能使該第二飛輪維持該飛輪效應，另一方面用以將該第二飛輪之動能藉由該第四電機轉換成電能對該主電池充電。 The on-board energy-saving charging system for an electric vehicle as claimed in claim 6, wherein the energy-saving charging device further includes a fourth motor and a second flywheel, the second flywheel is coupled to the first motor and the fourth motor, and the The fourth motor is a three-phase permanent magnet motor-generator, which is connectable or disconnected with the The main battery is connected. When the fourth motor is connected to the main battery, the driving force of the second flywheel is supplied by the electric energy of the main battery. When the fourth motor is disconnected from the main battery, the driving force of the second flywheel is supplied by the electric energy of the main battery. The kinetic energy of the second flywheel generates electrical energy to charge the main battery; when the second flywheel starts from a stationary state, the control unit operates in the first control mode to supply the second flywheel with the electrical energy of the main battery. When the second flywheel reaches a predetermined rotation speed and generates a flywheel effect, the control unit operates in the second control mode. On the one hand, it uses the electrical energy of the main battery to make the second flywheel maintain the flywheel. On the other hand, the kinetic energy of the second flywheel is converted into electrical energy by the fourth motor to charge the main battery.

如請求項8所述之電動車之車載節能充電系統，其中該控制單元包含有一電路控制裝置，一第一變頻器，一第二變頻器，一第一切換開關，一第二切換開關以及一第三切換開關；該電路控制裝置係分別與該第一、第二以及第三切換開關電性連接用以控制各該切換開關之啟閉；該第一變頻器之輸入端係與該控制單元之該輸入端電性連接，該第一變頻器之輸出端係與該第一切換開關之輸入端電性連接，該第一變頻器之輸入端係與該控制單元之該輸入端電性連接；該第二變頻器之輸出端係與該第三切換開關之輸入端電性連接，該第二變頻器之輸入端係與該控制單元之該輸入端電性連接；該第二切換開關之輸入端係與該控制單元之該輸入端電性連接，該第二切換開關之輸出端係與該第一電機之該第一線圈電性連接；該第一電機之該第二線圈係與該控制單元之該輸入端電性連接；藉此，當該控制單元處於該第一控制模式時，該第一切換開關受該電路控制裝置之控制而位於連通位置，該第二電機可經由該第一變頻器被啟動而以馬達模式運轉，即，處於該第三運轉模式；該第三切換開關受該電路控制裝置之控制而位於連通位置，該第四電機可經由該第二變頻器被啟動而以馬達模式運轉，即，處於該第五運轉模式；該第二切換開關受該電路控制裝置之控制而位於連通位置，該第一電機係處於以該第二運轉模式之馬達運轉模式；如此可使該第一飛輪以及該第二飛輪從靜止狀態被驅動而產生飛輪效應；當該控制單元處於該第二控制模式時，該第一切換開關受該電路控制裝置之控制而位於切斷位置，該第二電機將在該第一飛輪之驅動下以發電機模式運轉，即處於該第四運轉模式；該第三切換開關受該電路控制裝置之控制而位於切斷位置，該第四電機將在該第二飛輪之驅動下以發電機模式運轉，即處於該第六運轉模式；該第二切換開關受該電路控制裝置之控制而位於切斷位置，該第一電機係處於該第二運轉模式之同時為馬達運轉模式及發電機運轉模式；藉此，該第二電機、該第四電機或/及該第一電機或/及可將其所產生的電能對該主電池進行充電。 The on-board energy-saving charging system for electric vehicles as described in claim 8, wherein the control unit includes a circuit control device, a first frequency converter, a second frequency converter, a first switch, a second switch and a The third switch; the circuit control device is electrically connected to the first, second and third switch respectively to control the opening and closing of each switch; the input end of the first frequency converter is connected to the control unit The input terminal is electrically connected, the output terminal of the first frequency converter is electrically connected to the input terminal of the first switch, and the input terminal of the first frequency converter is electrically connected to the input terminal of the control unit. ; The output terminal of the second frequency converter is electrically connected to the input terminal of the third switch, and the input terminal of the second frequency converter is electrically connected to the input terminal of the control unit; the second switch The input terminal is electrically connected to the input terminal of the control unit, the output terminal of the second switch is electrically connected to the first coil of the first motor; the second coil of the first motor is electrically connected to the The input end of the control unit is electrically connected; thereby, when the control unit is in the first control mode, the first switch is controlled by the circuit control device and is in the connected position, and the second motor can pass through the third A frequency converter is started to operate in the motor mode, that is, in the third operation mode; the third switch is controlled by the circuit control device and is in the connected position, and the fourth motor can be started through the second frequency converter. to operate in the motor mode, that is, in the fifth operation mode; the second switch is controlled by the circuit control device and is in the connected position, and the first motor is in the motor operation mode in the second operation mode; In this way, the first flywheel and the second flywheel can be driven from a static state to produce a flywheel effect; when the control unit is in the second control mode, the first switch is controlled by the circuit control device and is in the off position. position, the second motor will operate in the generator mode driven by the first flywheel, that is, in the fourth operating mode; the third switch is controlled by the circuit control device and is in the cut-off position, and the fourth The motor will operate in the generator mode driven by the second flywheel, that is, in the sixth operation mode; the second switch is controlled by the circuit control device and is in the cut-off position, and the first motor is in the third operation mode. The two operating modes are the motor operating mode and the generator operating mode at the same time; thereby, the second motor, the fourth motor or/and the first motor or/and can charge the main battery with the electric energy generated by them. .

如請求項2所述之電動車之車載節能充電系統，其中該主電池包含有一第一電源輸出端，一第二電源輸出端以及一第一電源輸入端；該第一電源輸出端係與該驅動馬達電性連接；該第一電機具有一輸入端，該第一電機具有一第一及第二運轉模式，該第一運轉模式為馬達運轉模式，該第二運轉模式為同時以馬達運轉模式及發電機運轉模式；該第二電機具有一輸入端，一與該主電池之該電源輸入端電性連接之輸出端，以及一第三及第四運轉模式，該第三運轉模式係馬達運轉模式，該第四運轉模式以發電機運轉模式；該第四電機具有一輸入端，一與該主電池之該電源輸入端電性連接之輸出端，以及一第五及第六運轉模式，該第五運轉模式係馬達運轉模式，該第六運轉模式以發電機運轉模式；該第一飛輪以可被該第一及第二電機驅動之方式分別與該第一電機以及該第二電機耦接，該第二飛輪以可被該第一及第四電機驅動之方式分別與該第一電機以及該第四電機耦接；該控制單元包含有一與該主電池之該第一電源輸出端電性連接之輸入端，一與該第一電機之該輸入端電性連接之第一輸出端，一與該第二電機之該輸入端電性連接之第二輸出端，一與該第四電機之該輸入端電性連接之第三輸出端；當該第一與該第二飛輪從靜止狀態啟動時，該控制單元係處於該第一控制模式，用以使該第一電機***作在該第一運轉模式，該第二電機***作在該第三運轉模式，該第四電機***作在該第五運轉模式，藉此來驅動該第一與該第二飛輪；當該第一與該第二飛輪達到一預定轉速而產生飛輪效應時，該控制單元係處於該第二控制模式，用以係使該第一電機***作在該第二運轉模式，該第二電機***作在該第四運轉模式，該第四電機***作在該第六運轉模式，藉此將該第一與該第二飛輪之動能轉換成電能對該主電池進行充電。 The on-board energy-saving charging system for electric vehicles as described in claim 2, wherein the main battery includes a first power output terminal, a second power output terminal and a first power input terminal; the first power output terminal is connected to the The drive motor is electrically connected; the first motor has an input end, the first motor has a first and a second operation mode, the first operation mode is a motor operation mode, and the second operation mode is a motor operation mode at the same time. and a generator operation mode; the second motor has an input terminal, an output terminal electrically connected to the power input terminal of the main battery, and a third and fourth operation modes, and the third operation mode is motor operation. mode, the fourth operation mode is a generator operation mode; the fourth motor has an input terminal, an output terminal electrically connected to the power input terminal of the main battery, and a fifth and sixth operation mode, the The fifth operation mode is a motor operation mode, and the sixth operation mode is a generator operation mode; the first flywheel is coupled to the first motor and the second motor in a manner that can be driven by the first and second motors. , the second flywheel can be driven by the first and fourth motors respectively. Coupled with the first motor and the fourth motor; the control unit includes an input terminal electrically connected to the first power output terminal of the main battery, and an input terminal electrically connected to the input terminal of the first motor. a first output terminal, a second output terminal electrically connected to the input terminal of the second motor, and a third output terminal electrically connected to the input terminal of the fourth motor; when the first and the third output terminal When the second flywheel is started from a stationary state, the control unit is in the first control mode, so that the first motor is operated in the first operating mode, the second motor is operated in the third operating mode, and the third operating mode is operated. The four motors are operated in the fifth operating mode to drive the first and second flywheels; when the first and second flywheels reach a predetermined rotational speed to generate a flywheel effect, the control unit is in the third Two control modes are used to cause the first motor to be operated in the second operation mode, the second motor to be operated in the fourth operation mode, and the fourth motor to be operated in the sixth operation mode, whereby the The kinetic energy of the first and second flywheels is converted into electrical energy to charge the main battery.

如請求項10所述之電動車之車載節能充電系統，其中該第一電機為一三相馬達。 The on-board energy-saving charging system for an electric vehicle as claimed in claim 10, wherein the first motor is a three-phase motor.

如請求項11所述之電動車之車載節能充電系統，其中該控制單元包含有一電路控制裝置，一第一變頻器，一第二變頻器，一第一切換開關以及一第三切換開關；該電路控制裝置係分別與該第一及第三切換開關電性連接用以控制各該切換開關之啟閉；該第一變頻器之輸入端係與該控制單元之該輸入端電性連接，該第一變頻器之輸出端係與該第一切換開關之輸入端電性連接，；該第二變頻器之輸出端係與該第三切換開關之輸入端電性連接，該第二變頻器之輸入端係與該控制單元之該輸入端電性連接；藉此，當該控制單元處於該第一控制模式時，該第一電機係以馬達模式運轉；該第一切換開關受該電路控制裝置之控制而位於連通位置，該第二電機可經由該第一變頻器被啟動而以馬達模式運轉，即，處於該第三運轉模式；該第三切換開關受該電路控制裝置之控制而位於連通位置，該第四電機可經由該第二變頻器被啟動而以馬達模式運轉，即，處於該第五運轉模式；如此可使該第一飛輪以及該第二飛輪從靜止狀態被驅動而產生飛輪效應；當該控制單元處於該第二控制模式時，該第一切換開關受該電路控制裝置之控制而位於切斷位置，該第二電機將在該第一飛輪之驅動下以發電機模式運轉，即處於該第四運轉模式；該第三切換開關受該電路控制裝置之控制而位於切斷位置，該第四電機將在該第二飛輪之驅動下以發電機模式運轉，即處於該第六運轉模式；藉此，該第二電機或/及該第四電機可將其所產生的電能對該主電池進行充電。 The on-board energy-saving charging system for electric vehicles as claimed in claim 11, wherein the control unit includes a circuit control device, a first frequency converter, a second frequency converter, a first switch and a third switch; The circuit control device is electrically connected to the first and third switches respectively to control the opening and closing of each switch; the input end of the first frequency converter is electrically connected to the input end of the control unit, and the The output terminal of the first frequency converter is electrically connected to the input terminal of the first switching switch; the output terminal of the second frequency converter is electrically connected to the input terminal of the third switching switch, and the output terminal of the second frequency converter is electrically connected to the input terminal of the third switching switch. The input terminal is electrically connected to the input terminal of the control unit; thereby, when the control unit is in the first control mode, the first motor operates in the motor mode; the first switch is controlled by the circuit control device The second motor can be started through the first frequency converter and is in the connected position. Operating in the motor mode, that is, in the third operating mode; the third switch is controlled by the circuit control device and is in the connected position, and the fourth motor can be started through the second frequency converter to operate in the motor mode, That is, in the fifth operating mode; thus, the first flywheel and the second flywheel can be driven from a static state to generate a flywheel effect; when the control unit is in the second control mode, the first switch is affected by the When the circuit control device is in the cut-off position, the second motor will be driven by the first flywheel to operate in the generator mode, that is, in the fourth operating mode; the third switch is controlled by the circuit control device In the cut-off position, the fourth motor will operate in the generator mode driven by the second flywheel, that is, in the sixth operation mode; thereby, the second motor or/and the fourth motor can The electricity generated charges the main battery.