CN100367622C - 车辆和包括该车辆的系统以及操作该系统的方法 - Google Patents

车辆和包括该车辆的系统以及操作该系统的方法 Download PDF

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CN100367622C
CN100367622C CNB038026333A CN03802633A CN100367622C CN 100367622 C CN100367622 C CN 100367622C CN B038026333 A CNB038026333 A CN B038026333A CN 03802633 A CN03802633 A CN 03802633A CN 100367622 C CN100367622 C CN 100367622C
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power supply
storage device
energy storage
supply network
vehicle
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艾劳埃斯·乌本
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/10—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by the energy transfer between the charging station and the vehicle
    • B60L53/14—Conductive energy transfer
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L3/0046—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electric energy storage systems, e.g. batteries or capacitors
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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
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    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
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    • H02J3/28—Arrangements for balancing of the load in a network by storage of energy
    • H02J3/32—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means
    • H02J3/322—Arrangements for balancing of the load in a network by storage of energy using batteries with converting means the battery being on-board an electric or hybrid vehicle, e.g. vehicle to grid arrangements [V2G], power aggregation, use of the battery for network load balancing, coordinated or cooperative battery charging
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J3/00—Circuit arrangements for ac mains or ac distribution networks
    • H02J3/38—Arrangements for parallely feeding a single network by two or more generators, converters or transformers
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/0071—Regulation of charging or discharging current or voltage with a programmable schedule
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • H02J7/04—Regulation of charging current or voltage
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

本发明涉及一种电动车辆，包括至少一个电动机、一个为电动机提供驱动能量的储能装置、一个连接储能装置和作为电源的供电网的插拔接头和一个控制从电源流向储能装置的电流的控制单元。本发明的目的在于提供一种电动车辆，可在供电网用电高峰时调节电力负荷。一种电动车辆，包括至少一个电动机、一个为电动机提供驱动能量的储能装置、一个连接储能装置和电源的插拔接头和一个控制从电源流向储能装置的电流的控制单元，其特征在于，控制单元允许电流从储能装置流向电源(供电网)。

Description

车辆和包括该车辆的系统以及操作该系统的方法
技术领域
本发明涉及一种电动车辆，包括至少一个电动机、一个为电动机提供驱动能量的储能装置、一个连接储能装置和电源的插拔接头和一个控制从电源流向储能装置的电流的控制单元。
背景技术
这样的车辆已经有一段时间了，并非常适于中短途运输。为使用这样的车辆，储能装置必须充满电。当车辆行驶一段距离之后，储能装置必须再次充电。因此，一个谨慎的车主将在每段行程之后对储能装置充电，以使自己所掌控的行使路程最远。
正如所有其他车辆一样，此类车辆的行程通常无法预先准确计划，就有可能发生以下情况：恰好是在电力价格最高时和供电网负荷最大时需要对储能装置充电，例如在中午用电高峰期间。
因此，在电力价格高时买电和在电力负荷已经非常大时用电都是非常不利的。
发明内容
本发明的目的在于提供一种电动车辆，可在供电网用电高峰时调节电力负荷。
根据本发明的一个方面，提供一种电动车辆，包括至少一个电动机、一个为电动机提供驱动能量的储能装置、一个连接储能装置和作为电源的供电网的插拔接头和一个控制电源和储能装置之间电流的控制单元，该控制单元包括时钟，其中，控制单元配置为允许电流从储能装置流向供电网，控制单元包括一个检测储能装置中电量的装置，
其中，控制单元配置为在达到对应于有充足量的电能用于预定行驶路程的剩余电量预定界限值时切断从储能装置流向供电网的电流，并且
其中，提供了一种与控制单元相连的输入单元，通过输入单元车主能设定时间或时间段，在该时间或时间段内至少部分实现储能装置的放电和电能回流到供电网。
根据本发明的另一方面，提供一种包括具有多个连接接头的供电网和至少一辆前述车辆的系统。
根据本发明的再一方面，提供一种操作上述系统的方法，在需要时，其执行上述车辆的与供电网相连的多个储能装置的至少部分放电。
该发明目的通过一种在本说明书开篇中提及的电动车辆实现，其中控制单元允许电流从储能装置流向电源。通过这样的方式，电流可从储能装置流回电源，可满足用电高峰的需求。
在本发明的一个优选实施例中，从储能装置流向电源(如供电网络)的电流可通过以下方式控制：储能装置中存有预定量的剩余电能，当达到所述预定剩余电量时，控制单元切断流向供电网的电流。为此目的，提供了一种检测储能装置中电量的装置。
在本发明的另一个优选实施例中，控制单元通过一个通讯装置与供电网相连，以便根据车辆位置和所余电量以优选的方式来控制从供电网流出的电量。
控制单元最好包括一个时钟或与一个时钟相连。这样控制单元的动作方式是，可在预定时间段内执行充放电操作。这样对储能装置进行充电操作最好在晚上进行，一方面供电网的负荷较低，另一方面用电成本较低；而放电最好在可有效缓解供电网负荷和电力价格比充电时高的情况下进行。这样在缓解供电网负荷的同时，也可为车辆使用者带来经济利益。
附图说明
本发明的实施例将对照附图详细说明。
图1示出了本发明的车辆与供电网连接的示意图。
图2示出了供电设施日常用电量图表。
图3示出了本发明所述的车辆的充电状态时间图。
具体实施方式
图中示出了本发明布置方式的一个简化的电路方框图。标号1表示一个框架，包括与电动车辆有关的部件。电动车辆包括一个控制单元10。控制单元10连接着一个储能装置20，一个驱动电机40和一个可脱离接头50，如插拔接头。接头50和电源30相连，电源30此处以供电网络的方式表示。
为提供电动车辆1运行所需的足够电能，控制单元10监控储能装置的充电状况，储能装置可以是蓄电池或电容充电器等类似的装置。当控制单元10检测到储能装置20需要充电时，控制单元就允许电流从电源30通过接头50流向储能装置20，储能装置就被充电。控制单元10最好也可以监控储能装置的相应参数，以可靠避免过充电。
控制单元也可允许在预定的第一时间段充电。储能装置20最好在晚上进行充电，一方面电力价格较低，充电成本相对较低；另一方面供电网30的负荷不是很高。另外，控制单元也允许电流从储能装置20通过插拔接头50流向供电网30。
可向供电网提供的电量可由储能装置20中的预定剩余电量来限制。
例如，在储能装置20充满的状态下车辆行驶到工作地点，如果此时用电负荷量非常大，例如在中午高峰时，储能装置中剩余的电量就被送回供电网30。但是当剩余电量达到预定值时，控制单元就会切断从储能装置20流向供电网30的电流，以保证储能装置中仍有晚上返程所需的足够电量。
较好的方式是，在用电高峰时返回供电网的电流可以得到补偿，即在缓解用电负荷之外，对车主有经济利益。
按照本发明，带有储能装置的车辆也可用作供电网的电能来源，车辆也可从供电网获得电能。
众所周知，白天的用电量显著超过晚上的用电量。比如公共供电网络中的用电量在晚上一点到四点之间为低峰，在早上开始增加，在大约中午的时候达到最高峰(中午峰值)，在晚上又开始下降，直到半夜达到低峰。晚上的用电量显著低于通常的供电量，消费者也可以在晚上买电，其价格比白天要低很多。
供电网络的设置方式是，不仅满足晚上的用电量，而且还满足白天高峰时的用电量。对于供电设施，应配备许多的发电机来可靠地保证满足需求，即使是在非常高的中午用电高峰(如一个寒冷的冬日)。
现在，本发明的电动车辆可以从供电网中接收电能，并和供电网有适当的连接，在必要的时候，电动车辆可以把不需要的电能返回供电网。
假定这种车辆由在工作日上班的人群只有从上午7:00到8:30和下午4:30到6:30之间使用，日间大部分时间车辆停放在停车场不使用。车辆可以晚上在车主家中充电，这是通常的做法。本发明新颖之处在于，当车辆到达上班地点之后再与供电网相连，来为用电高峰提供所需的电能。
如果车辆配备充放电非常迅速的蓄电池，那么有500-1000组的蓄电池就有可能为供电网络提供非常多的电能。
对供电设施的有利之处在于，可以利用储能装置而不必自己购置和承担维护责任。从车主的角度来看，本发明的有利之处在于，当他白天在上班而不需要使用车辆时，他实际可以将车辆的储能装置出租给供电网，并出售其中储存的电能。因而车主可以在白天以较好的价格将车辆中储存的电能输给供电网，而在晚上他又可以以较优惠的价格对车辆充电。
按照本发明的内容，车辆上的储能装置中的电能不应降到最低值以下，在必要时，车辆上的储能装置在白天用电高峰之后仍可进行充电，特别当用电量下午下降的时候。
车主也可以这样来使用车辆，在晚上他的车辆中有足够的能量来驶回家中(驶回家中所需的足够的最少能量)，因而只需在当天晚上用晚间的电能再对储能装置进行完全充电。
因此，车主可通过适当的通讯方式(可以是通过手提电话进行远程控制输入)来预先确定放电的时间段。
本发明尤其适用于有许多大停车场和多层停车场的都市。本发明特别适合在机场的多层停车场中使用，尤其是那种承担假日交通的机场，那里的停车场经常停放着几千辆平均7-14天不使用的车辆。在停车期间，与本发明涉及的电动车辆连接的电能管理系统就可以在用电高峰时向供电网供电，在用电低谷期间可以向车辆充电。
本发明将以示图方式详细描述一个实施例。图1示出了本发明的车辆与供电网连接的示意图。图2示出了供电设施日常用电量图表。图3示出了本发明所述的车辆的充电状态时间图。
车辆1的储能装置配备有适当的控制单元(电能管理系统)，用来触发和控制储能装置充电和放电。
另外，电能管理系统也可按如下的方式来设置：放电只有在车主预先确定的某个特定时间段才能进行。例如，放电并将电能返回供电网只在上午10点到下午3点之间进行，此外的时间内，当将车辆与供电网相连的时候，蓄电池就被充电。
电能管理系统也可按如下的方式来设置：从上午7点到下午4点之间放电，但是也不立即充电，只有在半夜12点到凌晨4点之间充电，即从供电网中输入晚间的电能。
电能管理系统也可按如下的方式来设置：在储能装置中始终存有的最少量的电能而无法返回供电网，以便在任何情况下保证车主都可以驶完所需的行程，例如从上班地点回家的路程。
也可以设置其他的程序方式，以便车主按自己的意愿以可能的方式来设置电能管理系统，在必要时可以将电能返回供电网。
从图2中可以看到，供电设施(ESU)的用电需求量在一天中不是平均的，而是从凌晨1点到3点的最低谷，到达一个上午的高峰，然后到达所谓的中午高峰即最高点，然后以不规则的方式在晚上下降。即使是在高峰期间，供电网也应当保证有足够的电能来提供给用户，提供的电能应当总是充足的，即使是在特别的用电高峰，也应当提供稳定的电压和频率。很明显，需要在供电端和用户端都有大量的调配。
图3示出了本发明所述车辆的储能装置的储能状态示意图。储能装置在晚间充电，在阶段I是100％完全充满。在上午上班途中，即阶段II，电量开始下降。到达上班地点之后(阶段III)，车辆与供电网相连接，电量可能会达到100％。在中午(阶段IV)即图2中所示的中午用电高峰时，储能装置中的大量电量被返回供电网，在很短时间内电量达到一个预定的最小值(V)。该最小值由车主或车辆制造商(或以其他方式)设定，应能保证在无需再次充电的情况下，车辆能驶回家中。
如图所示，也可以在下午充电，使电量在下午增加(阶段VI)，在回家途中(阶段VII)电量又会下降。在晚间(VIII)，当储能装置和供电网相连进行充电后，电量又会恢复到预定值(100％)。
需要再次指出的是，图3中所述的方式纯粹是为了举例说明。
如果电动车辆有适当的控制面板，车主可进行许多的设定操作。
例如，通过适当的设置，车主可预先设定连接到供电网上的放电时间段。
根据充放电操作的相应记录，即使在几天之后车主还能看到返回供电网的电量和返回时间。
除了储能装置，例如锂电池或其他电池，本发明所述的车辆还有适当的电能管理系统，用于控制储能装置的充电状态、评估车主的输入指令并记录操作过程。
此外，该车辆还装有适当的数据接口(除了用移动电话进行无线接收/传输控制之外)，以便车辆可以通过该接口从供电网接收或发送充放电所需的数据。
这也方便了记录充放电各自的状态/时间和费用。关于费用，实际上在中午高峰期间返回供电网的电能可以在晚上得到补偿，因为晚上用电价格便宜、供电量充足。
从储能装置提供给供电网的电能也可被用于为有储能装置的其他车辆充电，这些车辆的电量已经少到无法继续行驶。
因此，本发明也允许多部有储能装置的车辆通过电路相连接。

Claims (11)

1.一种电动车辆，包括至少一个电动机、一个为电动机提供驱动能量的储能装置、一个连接储能装置和作为电源的供电网的插拔接头和一个控制电源和储能装置之间电流的控制单元，该控制单元包括时钟，其中，控制单元配置为允许电流从储能装置流向供电网，控制单元包括一个检测储能装置中电量的装置，
其中，控制单元配置为在达到对应于有充足量的电能用于预定行驶路程的剩余电量预定界限值时切断从储能装置流向供电网的电流，并且
其中，提供了一种与控制单元相连的输入单元，通过输入单元车主能设定时间或时间段，在该时间或时间段内至少部分实现储能装置的放电和电能回流到供电网。
2.如权利要求1所述的电动车辆，其特征在于，在控制单元(10)和供电网(30)之间有一个通讯装置。
3.如权利要求1所述的车辆，其特征在于，通过控制单元，储能装置在与供电网相连时能够以受控制的方式放电，并且电能回流到供电网。
4.如权利要求1所述的车辆，其特征在于，与控制单元配合的有一个能量管理程序，当车辆与供电网相连时，该程序执行对储能装置的自动充放电操作。
5.如权利要求1-4之一所述的车辆，其特征在于，该车辆配有电流表或能量表，测量储能装置中输入的电量和返回供电网的电量。
6.如权利要求1-4之一所述的车辆，其特征在于，在车辆上提供了一种记录装置，记录电能输入储能装置或返回供电网的时间和电量。
7.如权利要求1-4之一所述的车辆，其特征在于，车辆上有一个电路接头，其与供电网的相应的接头连接，该电路接头有一根地线，车辆的数据通过供电网中的数据网络进行交换，而且通过数据网络也输入数据。
8.如权利要求7所述的车辆，其特征在于，所述通过数据网络输入的数据包括关于车辆电能储存装置状态的数据。
9.一种包括具有多个连接接头的供电网和至少一辆如前述权利要求1-8之一所述的车辆的系统。
10.一种操作如权利要求9所述的系统的方法，其特征在于，在需要时，执行如权利要求1-8之一所述的车辆的与供电网相连的多个储能装置的至少部分放电。
11.如权利要求10所述的方法，进一步包括：控制储能装置和供电网之间的电流，使得在预定的第一时间段允许电流从供电网(30)流向储能装置，而且在预定的第二时间段允许电流从储能装置流向供电网。
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Publication number Priority date Publication date Assignee Title
CN101412376B (zh) * 2008-12-03 2011-10-19 吴速 利用自然能向电动汽车供能的系统和方法
CN103190051A (zh) * 2010-08-05 2013-07-03 三菱自动车工业株式会社 用于电力供需调平系统的电池信息输出设备
CN103190051B (zh) * 2010-08-05 2016-08-03 三菱自动车工业株式会社 用于电力供需调平系统的电池信息输出设备

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