CN101218119A - 具有快速储能的插入式混合动力车 - Google Patents

具有快速储能的插入式混合动力车 Download PDF

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Publication number
CN101218119A
CN101218119A CNA2006800245727A CN200680024572A CN101218119A CN 101218119 A CN101218119 A CN 101218119A CN A2006800245727 A CNA2006800245727 A CN A2006800245727A CN 200680024572 A CN200680024572 A CN 200680024572A CN 101218119 A CN101218119 A CN 101218119A
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energy storage
motor
generator
electrical
battery
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CNA2006800245727A
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CN101218119B (zh
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D·A·本德
A·德什曼
A·E·米恩斯
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AFS Trinity Power Corp
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AFS Trinity Power Corp
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    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/007—Physical arrangements or structures of drive train converters specially adapted for the propulsion motors of electric vehicles
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Abstract

本发明涉及插入式混合推进系统，其中混合传动系统的储能元件可用外部供给的电力以及来自发动机或再生制动装置的能量进行充电。本发明是具有快速储能和输送系统的插入式混合系统。在优选实施例中，本发明包括燃料供以动力的发动机、电池、快速储能系统、功率变换器、控制器、驱动电机、配电系统和传动系统。附加地，本发明涉及当车辆与公用电网连接时向电气设施提供服务的插入式混合系统。

Description

具有快速储能的插入式混合动力车
技术领域
本发明涉及用于汽车、卡车和公共汽车的插入式混合推进系统，其中该混合传动系统的储能元件可利用外部供给的电力以及来自发动机或再生制动装置的能量进行充电。
特别地，本发明涉及当车辆被连接到公用电网时能够向电气设施提供服务的插入式混合系统。
背景技术
通常在市场上找到的现有产品包括传统的混合动力车，诸如丰田普锐斯、本田因塞特(Insight)和福特翼虎混合动力车(EscapeHybrid)。与本发明更加相关的是原型的戴姆勒克莱斯勒凌特(Sprinter)插入式混合货车。
现有传统混合系统的主要问题在于，传统混合推进系统的全电势由于全电气化行程受限而不能被实现。通过增加车辆的储能容量来考虑更大的全电气化范围可解决这个问题。可以从外部电源来给储能系统充电，从而补偿和减小燃料消耗。这种类型的推进系统被称为插入式混合系统。
现有的插入式混合动力车的主要问题在于电池的成本和有限的电池寿命。针对汽车确定尺寸的传统混合推进系统使用容量大约为1kWh的储能，而插入式混合式车要求超过5kWh的储能。必须使插入式混合电池系统深循环，以便获得处于合理的物理重量和体积内的有用的全电气化范围。深循环缩减电池寿命。插入式混合电池比传统的混合动力车中的电池更大并且相应地更昂贵。因此，与插入式混合系统相关联的成本负担比传统混合系统的成本负担更沉重。
用于混合动力车的电池的另一个问题在于，使可利用的储能最大化要求抑制电池随温度变化的环境条件。要求调节电池的环境以获得可容忍的耐用性。
美国的一些电力网不是由公用设施运营，而是由被称为独立系统运营商的单独的地方实体来运营。例如，加利福尼亚独立系统运营商(CAISO)控制加利福尼亚全州的电网。ISO购买多个辅助设施，这些辅助设施被用来调节电网上的功率通量、电压稳定性和频率。这些量包括：
·峰值功率
·基底负载功率
·运转备用
·调节服务(regulation service)
·后备电源
·可再生能量时间位移
必需进行调节服务，因为电网上的电负载经常随着人们接通或关断电器、电机和机器而变化。这种经常变化的负载导致电网上不同位置的小的电压失衡。变化的负载还会引起发电机转速的小变化，从而导致超过和低于60Hz的频率变化。由于电机、时钟、计算机和大多数其它设备要求恒定的电频率以正确地工作，所以公用设施维持所规定的容限之内的60Hz频率。与60Hz频率的偏差被称为区域控制误差(ACE)。
如今，调节服务是通过小的频率调整而被提供给每个发电站的输出。计算机模型在整个电网上使用频率测量来确定哪些发电站应该发电较多，而哪些发电站应该发电较少，以便使电网上的所有点的ACE最小化。常常是一个发电站提供向上调节(Regulation Up)服务，同时另一发电站提供向下调节(Regulation Down)服务。
在加利福尼亚，调节服务部分地由电气设施提供(自身提供的调节)，并且部分地由商业性发电站提供，ISO要向这些商业性发电站负担其服务的费用。如果发电站被委托来提供向上调节服务，则其不会以其最大的输出水平工作。这是因为，如果被请求，这该发电站必须被准备来进一步向上调整发电以升高电压。在加利福尼亚，调节服务提供商必须能够在被请求这样做的10分钟内改变其输出，以及必须能在所要求的输出水平保持在线至少两个小时。
发明内容
本发明是一种混合电动车辆的动力系，其包括：内燃机；与发动机连接并且用来起动发动机或者给第二电机-发电机供电的第一电机-发电机；第二电机发电机，该第二电动发电机给车轮供给牵引力；第一电能存储设备；第二电能存储设备；电力电子系统；控制系统和充电系统。
第一电能存储设备是电池，当车辆作为混合动力车工作时或者当车辆仅使用所存储的电能工作时，该电池输送或吸收电能。
第二电能存储设备是飞轮、电容器或超电容或超级电容器，或者是电池，这些设备仅在必需时吸收或输送电流，以保护第一电能存储设备免受超过第一电能存储设备的损伤阈值的电流的影响。
响应于控制系统，电力电子系统将电能从每个电能存储设备或电机-发电机传递到每个其它电能存储设备或电机-发电机。
控制系统具有确定和控制通过电力电子系统的能流路径的装置。充电系统使用外部供给的电力来对第一电能存储设备和第二电能存储设备中的任一个或两个进行再充电。
该系统包括(至少包含)燃料供以动力的发动机或燃料电池、电池、快速储能系统、功率变换器、控制器、驱动电机、配电系统和传动系统。
可以使用以下三个设备中的一个来进行快速储能。(1)飞轮设备包括转子、电机-发电机、轴承、壳体、功率变换器和控制器以及辅助子系统。(2)为高循环寿命而优化的小电池。(3)超级电容器组包括多个静电储能部件。
从广义来说，该设备的优选实施例包括电池组、快速储能设备、发动机、传动装置、电力电子装置和控制装置。该方法的优选实施例包括使用快速储能设备来执行短暂的、频繁的、高强度充电和放电功能，从而保持电池为仅在电气模式下的驱动提供平均功率。
电力电子封装(package)包括多个功率变换设备，用于管理各个子系统之间的功率流动。一个变换设备被用于电网接口。控制器与电网接口的电力电子装置相关联，用于管理车辆和电网之间的双向功率流动，该电网包括用于和公用设施、独立系统运营商、套装服务提供商(aggregator of services)或其它相关实体进行通信的设备。
电网接口系统包括以下元件中的某些或者全部：
·基于GPS的车辆位置传感器
·双向数据通信
·充电/放电控制单元
·能够进行双向功率流动的“插入”或连结(hookup)设备
·用于双向功率流动的外部(安装在车库的)充电器
·位于工作场所停车场和车库的充电器(多个充电器)
本发明的目的是提供一种插入式混合传动系统，该插入式混合传动系统在通常使用时可为客车产生至少150000英里的耐用性。
本发明的第二目的是组合插入式混合系统的电池和单独的快速储能元件，以在车辆与电网连接时向配电电网提供服务，其中车辆至电网(V2G，Vehicle to Grid)系统允许电力网得益于多个与其随机连接并分散在各地的小电源。调节服务具有最好的潜力，以利用基于车辆的储能系统的容量来增加电网的值，而其它辅助服务可以同等受益。由分散车队所提供的辅助服务比如今由发电站所提供的调节服务更便宜和更有效。通过提供或吸收(sourcing or sinking)能量脉冲，大多数V2G车辆能够执行频率稳定，由此减轻频繁调整发电站输出的需要。对于V2G应用，现有的传统混合系统的主要问题在于，向配电系统提供辅助服务可能必需足够数量和深度的放电-充电循环，从而使电池的性能降级并且缩减了电池寿命。当循环在电荷低状态下包括高电流操作时，该问题会加剧。
本发明的第三目的是为诸如风的不稳定的电力源提供分布式存储。世界某些地区(例如美国中西部和西部德克萨斯州)的风向分布是夜晚的风比白天大。大多数V2G车辆能够在能量便宜的非峰荷时间吸收不可发送的、非峰荷的风力发电，从而给其电池进行充电。
本发明的一个优点是减小了电池的充放电循环次数，相应地增加了电池寿命。这通过使用快速储能系统来实现，该快速储能系统的循环寿命超过电池循环寿命至少10倍，并确定快速储能系统的大小，以提供或吸收简短的、频繁的脉冲并提供大多数或者所有的V2G辅助服务。
本发明的第二优点是快速储能减小了电池的生命周期成本。在没有快速储能的情况下，当电池处于低荷电状态时，电池将经历大量的浅循环和偶尔的高电流脉冲。本发明减小了浅充电循环的次数，这是电池将要经历的90％-100％，并保护电池免受高电流脉冲的影响。特别地，快速储能系统保护电池在低荷电状态下免受高放电率的不利效应的影响。这样，本发明延长了电池的寿命，使得在车辆的使用期限不要求替换。
本发明的第三优点是减小了储能系统的总重量。电池和快速储能设备的组合重量小于被确定大小来处理频繁的循环和高电流脉冲的电池重量。
本发明的第四优点是提高了储能系统的耐用性。
本发明的第五优点是相对传统车辆改善了燃料经济性。本发明实现提高2倍的燃料效率和燃料经济性，根据驱动循环，这是通常的驱动器的5倍。目前的混合系统提供提高30％-50％的燃料经济性。
本发明要求综合电化学技术、静电技术和电动存储技术。该设备及其功能具有如分布式能量系统那样的应用。
考虑到附图和随后对本发明优选实施例的说明，本发明的其它方面将变得明显。本领域技术人员将认识到，本发明的其它实施例是可能的，并且可以在多个方面修改本发明的细节，所有这些都不脱离本发明的构想。因而，下面的附图和说明实质上应该被认为是说明性的和非限制性的。
附图说明
参考示出了本发明的目前优选的实施例的附图，将更好地理解本发明的特征。在图中：
图1是插入式混合系统的图。
图2是具有离合器的插入式混合系统的图。
图3是插入式并联混合系统的图。
图4是插入式串联混合系统的图。
图5是具有四轮驱动的插入式串联混合系统的图。
图6是具有燃料电池的插入式串联混合系统的图。
图7是电子开关组件的图。
图8是使用三个电机/发电机和电容器快速储能系统的系统的功率变换器和控制器以及附属设备的示意图。
图9是使用三个电机/发电机和飞轮快速储能系统的系统的功率变换器和控制器以及附属设备的示意图。
下面的参考编号被用来表示附图中本发明的部件和环境：
1发动机
2第一电机/发电机
3第二电机/发电机
4传动装置
5离合器
6功率变换器和控制器
7电池
8快速储能装置(飞轮、高频电池(high cycle battery)或电容器)
9差动装置
10轮轴
11车轮
12插上/断开
13固定的V2G接口
14电网
15驱动轴
16燃料电池
17开关组件
18直流总线
19公用的直流总线
20直流总线电容器
21感应器
22变压器
23交流链路
24充电器输入/输出
25直流电源
26飞轮快速储能装置
27栅极驱动器
28控制器
29二极管
30绝缘栅双极型晶体管(IGBT)
31后部电机/发电机(MGR)
具体实施方式
参考图1，公开了设备的优选实施例。本发明包括与传动装置4连接的发动机1。该发动机1可以通过离合器连接或者通过固定齿轮或轴系连接。第一电机/发电机2被连接到发动机1上的轴或者发动机/传动装置接口的传动装置4侧上的轴。该传动装置4将功率从发动机1和第一电机/发电机2通过传动装置4传递给驱动轴15、差动装置9，接着传递给轮轴10和车轮11。第二电机/发电机3在传动装置4上靠近输出的点处被连接到传动装置4。传动系统可以不使用或使用一个、两个或三个离合器来选择性地脱离发动机1或单个电机/发电机2、3。
传动系统包括驱动轴15和差动装置9，这些装置都可以是传动装置4的部分或者与传动装置4分离，并且还包括轮轴10或分轴。
电机/发电机2、3可以与传动系统成一直线地安装，或者可以通过齿轮、皮带或链条或者液压技术被连接到传动系统。
电池7优选地使用锂化学性质，或者也可以使用NiMH、NiCAD或铅酸。快速储能设备8包括飞轮、电容器或高功率电池。优选地，飞轮使用被容纳在真空室和整体电子装置(integral electronics)中的高速转子来驱动飞轮。可替换地，飞轮可以是任何类型的飞轮，其并入转子并且内置在电机/发电机中，使得可以电气地存储和重新得到能量。电容器可以是任何类型的电容器，其包括超级电容器、超电容器和电解电容器。快速储能设备8具有比电池7的容量小得多的储能容量。
在优选实施例中，发动机1是燃烧汽油的小活塞式发动机1。可替换地，发动机1可以是内燃机1，该内燃机1可以燃烧汽油、酒精、柔性燃料、柴油、生物柴油、天然气、丙烷或氢。
快速储能设备8和电池7被连接到功率变换器和控制器6。该功率变换器和控制器6引导能量在飞轮或电容器8、电池7、第一电机/发电机2和第二电机/发电机3之间流动。所有存储或使用电力的元件(2、3、7和8)可以提供或吸收电力。功率变换器和控制器6包括单个组件或分组件。这些分组件可被配置在单个模块之内，或者它们可以作为单独模块被遮盖。这些分组件可以被定位在一起或者分散在整个车辆中。
车辆与电网之间的接口包括插头和插座12，其中车辆的交流电源可被变换成车载直流电源。交流电源可以是110V、220V、480V的单相或三相或其它商业供给的交流电力。可替换地，具有双向功率处理能力的固定的V2G接口13可以提供V2G服务。固定的V2G接口13可以和公用设施进行通信，以便发送V2G资源或者允许通过公用设施隔离。固定的V2G接口13通过直流或交流链路和插头/插座12连接到车辆。
本发明的操作包括以多种不同操作模式进行驱动。
在第一驱动模式下，发动机1向车轮11提供动力，而第一电机/发电机2和第二电机/发电机3可自由旋转但不会被激励。
在第二驱动操作模式下，关断发动机1，并使用第一电机/发电机2或第二电机/发电机3或者上述两个电机/发电机提供所有动力。这种模式可被称为EV模式。在该模式下，电能由快速储能设备8和电池7以由功率变换器和控制器6所确定的组合来供给。
在第三驱动操作模式下，既由发动机1又由第一电机/发电机2、第二电机/发电机3或者这两个电机/发电机来提供动力。在该模式下，电能由快速储能设备8和/或电池7以由功率变换器和控制器6所确定的组合来供给。
在第四驱动操作模式下，车辆在减速到一程度，并可再生地恢复能量。在该操作模式下，制动转矩由第一电机/发电机2、第二电机/发电机3或者这两个电机/发电机被施加到传动装置4。在该操作模式下，电机/发电机中的一个或两个用作发电机，并将所恢复的车辆的动能转换成电力。该电力被输送到快速储能设备8或电池7。通过功率变换器和控制器6引导电力流动到储能设备。在该操作模式下，发动机1可以旋转或者不旋转。
在第五驱动操作模式下，发动机1驱动第一电机/发电机2，使得该第一电机/发电机2产生电力，以便以由功率变换器和控制器6所确定的组合给电池7或快速储能设备8或这两个设备进行充电。在该模式下，车辆可以停止或者移动。
执行V2G服务包括多种不同的V2G操作模式。
在第一V2G操作模式下，电网通过固定的V2G接口13给插头/插座12提供能量，并且随后给功率变换器和控制器6提供能量。控制器6利用该能量给快速储能设备8或电池7或这两个设备进行充电。
在第二V2G操作模式下，来自快速储能设备8的能量由功率变换器和控制器6提取并经由插头/插座12和固定的V2G接口13供给电网14。
在第三V2G操作模式下，来自电池7的能量由功率变换器和控制器6提取并经由插头/插座12和固定的V2G接口13供给电网14。
在第四V2G操作模式下，来自发动机1的能量由电机发电机2和3中的任一个或两个转换成电力，然后由功率变换器和控制器6提取并经由插头/插座12和固定的V2G接口13供给电网14。任何一种V2G操作模式可以通过存在于车辆中的软件来自动地支配，或者可以通过诸如公用设施、独立系统运营商、套装服务提供商或任何其它终端用户的外部实体来支配。
快速储能设备8容忍频繁地循环和高功率操作，但电池7不行。在所有操作模式下，功率变换器和控制器6通常引导能量流动，以致电池7经历的充放电事件的数目被最小化。附加地，快速储能设备8被操作来使电池7的高功率操作的幅度和程度最小化。通过保护电池7免受过多的循环和过多的高功率操作，可产生数个优点。与在没有快速储能设备8的情况下使用电池7相比，提高了组合的储能系统的耐用性。电池7可以在比无需保护快速储能设备8也可能的放电深度更深的放电深度上操作。因此，能够以比无需保护快速储能设备8也可能的更小的电池7获得给定的全电气化行程范围。
许多其它模式是可能的，其中所定义的这五种模式的功能可以组合使用。
本领域技术人员将想到本发明的多种变型。
参考图2，第一变型是使用一个或多个离合器5来选择性地脱离发动机1、第一电机/发电机2或第二电机/发电机3。
参考图3，第二变型是并联配置，其中仅使用了一个电机/发电机(第一电机/发电机2)。传动装置4可以是自动的或手动的传动装置，该传动装置不包括或包括一个或两个离合器5。
在第一变型或第二变型中，传动装置4可支持如所示的两轮驱动。可替换地，传动装置4可以具有全部的或兼用的四轮驱动的能力。
参考图4，第三变型完全取消了传动装置4。在这种情况下，第一电机/发电机2直接与发动机1连接。第一电机/发电机2主要用作发电机，但是也可以用作能被用来起动发动机1的电机。第二电机/发电机3直接或间接地给车轮11供以动力。第二电机/发电机3直接与差动装置9、驱动轴或车轮11连接。该第二电机/发电机3可通过固定齿轮装置或其它紧凑的且被限制的传动系部件或分组件连接。所有动力都从发电或存储的地点(point)电气地被传送到驱动电机。这种配置是串联的插入式混合系统或串联混合系统。
参考图5，第四变型使用多个驱动电机，而不使用单个第二电机/发电机3。
参考图6，第五变型使用了上面的串联混合配置，并利用燃料电池来产生电力。该燃料电池替换发动机1和第一电机/发电机2。在这种变型中，快速储能设备8和电池7被连接到功率变换器和控制器6。该功率变换器和控制器6引导功率在快速储能设备8、电池7与第二电机/发电机3之间流动。所有存储或使用电力的元件(3、7和8)可以提供或吸收电力。在这种变型中，快速储能设备8保护电池7免受剧烈或频繁的充放电事件。附加地，在这种配置中，快速储能设备8通过为加速提供直接功率来保护燃料电池16，其中燃料电池具有差的节气门响应并可能由于这样的事件而被损坏。
图7、8和9公开了功率变换器和控制器6的细节。图7示出了开关17的命名法，开关17包括二极管29和固态开关设备30。优选地，该固态开关设备30是绝缘栅双极型晶体管(IGBT)，尽管也可以使用其它开关设备。通过从控制器到栅极驱动27的信号支配开关29断开或闭合。
图8和9示出了向系统中的每个开关29发布命令的控制器28。为了清楚起见，仅示出了一些代表性的连接。实际上，所有开关29都从控制器28接收输入。附加地，控制器28可以从每个开关29接收信息，该信息包括温度、状态(断开或闭合)以及故障情况(清除、警告、故障)。
每个开关29都响应于来自控制器28的命令被切换成断开或闭合。切换被实施来激励或禁止部件或子系统，用于整流、限幅，或者被实施来合成交流波形。附属设备的额定功率变化。相关联的开关15的相应额定功率也会变化，以便允许最小化功率变换器和控制器6的总体尺寸、重量以及成本。
功率变换器和控制器6具有直流总线，该直流总线具有处于升高电势的一条母线18和处于公共电势的第二总线19。H桥引线包括两个串联连接的开关29，其中一对开关29连接直流总线的两条母线18、19，而这些开关之间的点与所连接的交流设备的一条相位引线连接。
直流总线电容器20单独地或同时地用于数个目的。总线电容器20主要提供电机驱动和变换器引线所实施的降压-升压(buck-boost)功能所需的动能存储。单个直流总线电容器20服务于功率变换器和控制器6中的所有相位引线。
功率变换器和控制器6以交流形式从电机/发电机2、3、31、飞轮快速储能装置26以及充电端口24提供或者吸收功率。功率变换器和控制器的H桥引线可操作成整流器、有源整流器、电机驱动或交流逆变器，以便与这些设备连接。
H-桥引线还可以用作断路器(chopper)，或执行通过开关实现的任何其它功率处理，诸如直流-直流转换所使用的那些功率处理。这些配置被用于电池7和快速储能电容器8的接口。
对于降压-升压功能要求电感，并将其作为电机驱动电路的部分。电机具有不可忽略的电感，其对于该目的是足够的。对于诸如电池7或储能电容器8那样的、具有低固有电感的设备来说，可以将感应器21并入该电路中。
对于电机MG12、MG23、MGR 31和飞轮26中的电机/发电机，功率变换器和控制器6的部分用作双向电机驱动。三相驱动是典型的，但是也可以使用其它数目的相位。图3和4示出了三相驱动配置。为了产生转矩，可以实现多种控制策略，这些策略包括脉宽调制(PWM)、空间矢量控制和单一整流(simple commutation)。
降压/升压变换器通过使用高频切换而在电感中引起动态响应来执行直流到直流的电压变换。电容器20消除与变换器的开关频率相关联的瞬变现象。感应器21或固有电感、电容器20以及开关15被要求来执行降压或升压功能。图8和9示出了电池7的降压/升压电路。图8示出了快速能量电容器8的降压/升压电路。在这些实例中，对于每个降压/升压阶段使用两个开关17允许感应器21和电容器20被用于降压或者升压操作，而不用重新配置。
降压/升压变换器被用于更高功率的附属设备的直流-直流变换。交流链路23和变压器22被用于充电器端口24的交流电压变换。内部交流链路23被用来允许变压到更低的电压，使得单独的逆变器分组件能够在直流电源端口25提供更低的电压输出(12V，42V)。
充电器端口24被示为单相系统，但是也可以使用三相系统。当车辆静止并与公用电网连接时，充电器电路可以将能量输送给直流总线18、19，再从此输送给任何附属设备。在V2G操作期间，来自电池7、快速储能系统8、26或发动机1经由MG12的能量可被输送给电网。
直流输出端口25由小的有源整流器来激励，该有源整流器以一不同于主要的直流总线18、19的电压的电压操作。该有源整流器使用在整个功率变换器和控制器6中所用类型的开关17，并与控制器28进行通信。图8和9中所示的配置能够提供两个电压的低功率直流，这两个电压优选为12V和42V。
所有这些变型都意图在本发明的范围和精神之内。

Claims (10)

1.一种混合电动车辆的动力系，其包括：
内燃机；第一电机-发电机，该第一电机-发电机与发动机连接并且仅被用来起动发动机或者给第二电机-发电机供给电力，其中第二电机发电机向车轮供给牵引力；第一电能存储设备；第二电能存储设备；电力电子系统；控制系统和充电系统；
第一电能存储设备是电池，当车辆作为混合动力车工作时或者当车辆仅使用所存储的电能工作时，该电池输送或吸收电能；
第二电能存储设备是飞轮、电容器或超电容器或超级电容器，或者是电池，其中第二电能存储设备仅在必要时吸收或输送电流，以保护第一电能存储设备免受超过第一电能存储设备的损伤阈值的电流的影响；
其中，电力电子系统响应于控制系统并将电能从第一和第二电能存储设备以及第一和第二电机-发电机中的每一个传递到第一和第二电能存储设备以及第一和第二电机-发电机中的每个其他设备；
控制系统包括确定和控制通过电力电子系统的能流路径的装置；以及
其中，充电系统使用外部供给的电力来对第一电能存储设备和第二电能存储设备中的任一个或两个进行再充电。
2.如权利要求1所述的动力系，包括用于当车辆与电网连接时向配电电网提供服务的装置。
3.如权利要求1所述的动力系，其被配置为并联混合系统，其中使用了单个电机/发电机，并且该电机/发电机与发动机和传动装置之间的传动系连接。
4.如权利要求1所述的动力系，其被配置为并联混合系统，其中使用了单个电机/发电机，并且该电机/发电机与传动装置和从动轮之间的传动系统连接。
5.如权利要求1所述的动力系，其被配置为串联混合系统，其中单个电机/发电机与发动机连接，并且一个或多个第二电机/发电机能被驱动地与车轮连接。
6.如权利要求1所述的动力系，其中，发动机使用汽油、酒精、柔性燃料、柴油、生物柴油、天然气、丙烷或氢。
7.如权利要求1所述的动力系，其中，该动力系被配置为串联混合系统，并使用燃料电池来产生电力，而不是使用发动机和发电机来产生电力。
8.如权利要求1所述的动力系，其中，使用附加的电机-发电机来驱动主动轮，以致前轮和后轮由不同的电机驱动。
9.如权利要求1所述的动力系，其中，车轮由车轮电机来驱动。
10.如权利要求2所述的动力系，其中，被提供给电网的服务包括频率调节、能量仲裁、分布式存储、机会变化、后备电源以及电压稳定。
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