CN101372202A - 具有可选择的能量源的车辆推进系统及其使用方法 - Google Patents

具有可选择的能量源的车辆推进系统及其使用方法 Download PDF

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Publication number
CN101372202A
CN101372202A CNA2008101443529A CN200810144352A CN101372202A CN 101372202 A CN101372202 A CN 101372202A CN A2008101443529 A CNA2008101443529 A CN A2008101443529A CN 200810144352 A CN200810144352 A CN 200810144352A CN 101372202 A CN101372202 A CN 101372202A
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hydrogen
energy source
fuel
vehicle
energy
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CN101372202B (zh
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大卫·瑞奇斯·伯瑞翰
道格拉斯·布拉德利·贝尔
马克·约翰·詹宁斯
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • 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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    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/32—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the fuel cells
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • 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
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • 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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    • 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
    • B60L53/50—Charging stations characterised by energy-storage or power-generation means
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Abstract

一种具有可选择的能量源的车辆推进系统及其使用方法，所述推进系统包括第一扭矩产生装置，其包括电动机械，连接至向电动机械供应电能的第一能量源。该系统还包括具有发动机的第二扭矩产生装置，所述发动机连接至被配置为向发动机供应气态燃料的第二能量源。该系统具有氢产生系统，具有电解槽、供水源、氢分配和装载系统、以及与电网的连接结构。当电解槽电解水时，氢被装载入第二能量源。发动机还连接至被配置为向发动机供应非氢燃料的第三能量源。该系统具有电连接至电机和发动机的控制器，可选择推进组件和燃料源。

Description

具有可选择的能量源的车辆推进系统及其使用方法
技术领域
本发明涉及一种具有可选择的能量源的车辆推进系统及其使用方法。
背景技术
如今日益希望减少用于燃料运输的汽油的使用。已经出现了多种替代燃料源。然而，车辆总体上的多种应用仅当包括由汽油供能的内燃机才能令人满意。一个重要的考虑因素是在一天之内行驶数百英里的能力。然而，对于大部分应用，车辆一天只能行驶不超过30英里。
因此，能够使用用于推进技术的替代能量源的混合动力和传统车辆通常将推进技术与汽油机结合起来以应对少数需要长途行驶的场合。替代推进技术包括电动机和以不同能量源为燃料的内燃机。不同能量源通常由车辆中存储能量的能力所约束。这种约束的一个例子是可作为车辆电动机能量源工作的能量电池。为了提供足够的能量以驱动车辆一天行驶30英里，能量电池必须相当大。问题是大的能量电池所增加的成本使得其对于一般消费者成为受限制的选择。根据环境保护局(Environmental Protection Agency)的工况驾驶方法(cycle driving method)，如今车辆中使用的很多能量电池仅支持大约6英里的日常行驶。
虽然如今车辆中所使用的很多能量电池可通过能量再生制动充能，还是需要具有完全充能的方法，例如使用商业电网提供的标准家用电力服务的插电式充能的能力。
一种可存储在车辆上的替代能量源为氢。气态氢目前被用在具有燃料电池或氢燃料内燃机中。美国专利5,785,136号描述了具有热力发动机的混合动力驱动装置，该热力发动机可由含有烃的燃料驱动，并可生成氢。氢存储在车辆上的装置中。这种车辆的氢燃料源为穿过放置在车上的转化器的甲醇。转化器技术，特别是转化器上的薄膜，价格昂贵并且维护要求很高。另外，使用甲醇作为车载燃料源会要求加油站在汽油之外还具有甲醇源。这对于加油站提供商并不十分经济。
需要一种相对便宜、相对易于使用的混合动力车辆推进系统，其在具有汽油驱动的推进系统以用于一定的运输需要的同时，还具有相互配合的控制、燃料、推进组件以减少燃料运输中汽油的使用。
发明内容
本发明实施例涉及一种具有可选择的能量源的车辆推进系统及其使用方法。
一个实施例包括用于具有多个车轮的车辆的车辆推进系统。该系统包括具有电动机械的第一扭矩产生装置和具有发动机的第二扭矩产生装置，均可操作以向至少一个车轮提供扭矩。第一能量源被配置为用于向电动机械供应电能。第二能量源被配置为用于向发动机供应汽油。氢气产生系统连接至第二能量源，并可从外部电网向车辆接收电能。氢气产生系统包括电解槽、水源和氢气分配与装载系统。装载系统被配置为用于当电解槽在从水源接收的水中产生氢气时从电解槽向第二能量源提供氢气。该系统进一步包括被配置为用于向发动机供应非氢燃料的第三能量源。控制系统运转地连接至第一和第二扭矩产生装置，包括至少一个控制器，该控制系统被配置为用于选择至少一个扭矩产生装置和至少一个能量源。
在其它实施例中，具有可选择能量源的车辆推进系统包括第一推进组件，其具有可运转地向车辆至少一个车轮提供扭矩的电力驱动电动机。第一推进组件也可选择地电力连接至多个能量源。第一能量源可接收电能。
第二推进组件具有内燃机。第二推进组件也连接至气体燃料存储箱，其可提供氢气以向发动机供应燃料。第二推进组件进一步连接至第三能量源以存储可向发动机供应燃料的非氢燃料。
推进系统具有至少一个具有逻辑模块和控制器的控制系统，控制器适合选择由逻辑模块所确定的包括至少一个推进组件和至少一个能量源的组合。该组合包括至少三个从群中独立选择的组合，该群包括仅由电池供能的电动机、由燃料电池供能的电动机、有电池和燃料电池功能的电动机、以氢气为燃料的内燃机、以氢气和非氢燃料为燃料的内燃机、以氢气和气态烃的混合物为燃料的内燃机、和仅以非氢燃料为燃料的内燃机。
本发明的其它实施例包括使用具有可选择的能量源的车辆推进系统的方法，包括对可用于第一和第二短程能量源的能量的量进行定量。选择一种算法对至少三种推进系统和能量源的组合进行排序，包括具有第一和第二短程能量源的组合。推进系统和能量源的各种组合的选用优先权通过使用该算法确定。使用控制系统基于该算法的优先顺序选择第一组合。在后一步骤中，使用第一组合的车辆启动，并被驱动直至第一组合耗尽。然后，选择具有下一优先权的第二组合。汽车推进系统变换为第二组合。车辆被驱动直至第二组合耗尽。通过将外部的能量源连接至车辆一段时间对短程能量源重新供能。所述能量供应的例子包括但不限于电网、丙烷储存箱和天然气管道。
附图说明
附图1说明了依照本发明至少一个实施例的车辆透视图，其具有平行配置的可选择能量源的车辆推进系统。
附图2说明了依照本发明至少一个实施例的车辆透视图，其配置中具有可选择能量源的车辆推进系统。
附图3说明了依照本发明实施例的使用车辆推进选择系统的方法的控制逻辑。
附图4说明了本发明应用逻辑实施例的流程图。
具体实施方式
下面对本发明的结构、实施例和方法进行详细说明；然而，应了解，所公开的实施例只是对本发明的举例，可表现为多种可选形式。因此，本文所公开的细节不可解释为限制，而仅是向本发明技术人员教导本发明多种使用方式的代表性原理。
除非特殊指出，否则本描述中所有指示材料或状态的数量的数字均应被理解为“大约”以描述本发明的最大范围。数字限制内的实践总体上为较佳的。
现在参考附图1，图中说明了车辆2的非限制透视图。车辆2具有连接至车辆2的车轮6(图中仅可见其中的3个)的动力传输系统(例如，变速器)4。在某些实施例中，扭矩产生装置例如包括电机8的推进组件连接至变速器4。电机8电连接至发动机或内燃机10。应当了解，尽管电机8被说明为电连接，也可独立使用机械连接例如机械变速，或者将其与电机8一起使用而不脱离本发明的精神。发动机10至少可使用氢燃料、非氢燃料、气态烃或它们的混合物。发动机10可选择地驱动电动机械12。电动机械12的非限制例为电动机、交流发电机或发电机。混合动力车辆或储存电能的车辆可将这种电动机械12用于动力传输系统。电动机械12的电力输出供应给电机8。可由推进系统控制器14管理对该电动机械12的选择。
由于内燃机10可以氢、多种氢气烃混合物或非氢燃料例如汽油为燃料，所以当在燃料间转换时可能需要调整某些发动机设置。例如，发动机10在使用氢运转时，典型地，可在进气冲程之后接收通过进气口喷射向进气歧管中的氢以便使早燃减至最少。也可使用热稀释技术例如废气再循环(EGR)或喷水技术(图中未示)以控制早燃的情况。
例如，多燃料发动机可使用一组用于氢的进气口燃料喷射器，和一组可选择的喷射器用于气态烃燃料包括燃料混合物例如氢-氢气混合物，以及另一组气缸内喷射器以直接喷射汽油。
作为对使用多燃料和燃料混合物内燃机10的所需调整的进一步举例，需要在切换燃料时对使用无效火花系统的点火系统进行控制。在无效火花系统中，不论活塞为压缩冲程还是排气冲程，每次活塞接触上止点时对火花塞供能。对于汽油发动机，无效火花系统工作得很好且没有其他系统昂贵。对于氢发动机，无效火花系统则由于在排气冲程中发生火花而成为早燃的源头。那种火花必须在氢燃料运转中加以避免。
由于氢的低点火能的限制，引燃氢很容易，并可使用汽油点火系统。非常不平衡的空气燃料比例，例如130:1到180:1显著地减小了火焰速度，以允许使用双火花塞系统。对于典型的汽油燃料，发动机使用的空气/燃料比为14.9。进一步，典型地将氢发动机设计成使用的空气约为以选定空气/燃料比例来完全燃烧理论上所需的空气的两倍。可对空气/燃料比例进行选择以将NOx的形成降至最少。不幸的是，这些设置还产生了大约为类似大小的以汽油为燃料的发动机一半的能量泄露。为弥补该能量损耗，氢发动机可以装备并使用涡轮增压器或增压器。
可以在发动机10中方便地使用氢作为烃燃料的补充。如果使用燃料管感应器探测气态组件间的混合比例，则可一同储存气态氢和气态烃。然而，由于密度差异会导致分离，气态氢无法像液态燃料一样储存在同一容器中。进一步，如果液态氢与其他燃料存储在同一容器中，氢的低沸点可能冻结其他燃料并形成燃料冰。
内燃机10的燃料由燃料控制器16控制，其被配置为控制提供给发动机10的燃料的种类和数量。控制器16管理汽油通过位于发动机10和汽油储存箱或汽油箱20之间的汽油燃料管18的流动。应了解，其它非氢燃料例如乙醇、烃、天然气或生物柴油的实施例也可代替汽油使用而不违背本发明的精神。燃料可从车辆2外部通过连接至汽油箱20的加油管21提供给汽油储存箱20。
氢通过放置在发动机10和氢储存箱26之间的燃料管24提供给发动机10。燃料控制器16管理氢通过氢燃料管24的流动。连接至氢储存箱26的氢分配/装载系统28与氢储存箱26连接。该系统28可选择地包括压缩机(图中未示)。氢分配/装载系统28允许氢气被压缩入或释放出储存箱26。虽然此处讨论的实施例将氢气作为储存箱26和分配/装载系统28中的能量源，应了解，气体燃料可包括例如气态烃和氢的气态组分混合物，例如丙烷、丁烷和天然气。应进一步了解，气态组分可被分开或一起装载与分配。这些气态组分的装载运转源可以相同或不同而不脱离本发明的精神。
电解槽30连接至氢分配/装载系统28。家用电力供应通过插头34向电解槽30供应能量。电解槽30的氢源为供水源32。供水源32的水可以包括例如来自于家用龙头的水。氢储存箱26可在电解槽30通过电解将水分解成氢气和氧气的再充能过程中得到填充。应当了解，电力供应可来自于任意许多不同来源。这些来源的非限定例包括商业电网，或本地家庭来源例如燃料电池、本地发电设施例如家庭加氢站、或太阳能供电站。
应进一步了解，除家庭外电力供应还可在多个位置输送而不违背本发明的精神。非限定例可包括当车辆2停车时为充能提供接口的商业停车建筑(例如“停车插电”)，工业站点例如电池充电站，或零售发电站。
在附图1所示实施例中，能量储存电池36连接至可从车辆2外部接入的插头38，并连接至推进系统控制器14。插头38允许通过商业电网提供的标准家庭电能对电池36充能。应了解，还可使用将商业电网的交流电转化为车辆系统中典型使用的直流电的转换装置而不违背本发明的精神。在本发明范围内还可使用能量再生制动系统或其类似物向电池36提供电能。
在本实施例中，推进系统控制器14决定了是使用电池36的电能以向电机8供能，还是使用来自于与内燃机10关联的能量生成装置12的电能。在本实施例中，内燃机10可从汽油储存箱20或氢储存箱26中得到燃料。燃料控制器16做出使用哪种燃料的选择。
应了解，控制器，例如系统控制器14和燃料控制器16，可以集成为一个单个控制器。这种集成控制器的非限制例为下文所描述的车辆系统控制器/动力传动系统模块。
应了解，某些实施例，例如附图1所示的非限制实施例，可显示并行配置的能量源以供应电机8。在某些实施例中，内燃机10可直接连接至变速器4以向变速器4提供输入，就像传统轿车或卡车一样。在其它实施例中，内燃机10可从电能生成装置12直接向电池36提供电能。这些实施例被描述为串行配置。
现在请参考附图2，说明了本发明的可选实施例。在车辆40中，电动机42连接至变速器44，并电连接至推进系统控制器46。控制器46电连接至电池能量储存装置48。能量储存装置48可使用插头50充能，该插头可连接至车辆外部的商业电网。
一种可选充能方法包括使用电连接至电池48的燃料电池52。燃料电池52由连接至燃料电池52和氢储存箱56的氢燃料管54提供燃料。控制器46可具有逻辑模块包括充能算法以选择燃料电池52、电池48或二者的组合是否进行充能。应了解，也可使用其它电力装置对燃料电池52、电池48或二者的组合充能而不违背本发明的精神。这种充能装置的非限定例包括能量再生制动系统、交流发电机或发电机。还应了解，控制器可为单一控制器单元或数个互相通信的控制器。应进一步了解，逻辑模块可设置在一个或多个控制器上。控制器的例子可为车辆系统控制器/动力传动系统控制模块(VSC/PCM)。在某些实施例中，能量控制模块可包括植入车辆系统控制器/动力传动系统控制模块(VSC/PCM)的软件，或者可以是独立的硬件装置。进一步，在本例中，控制器局域网(CAN)可允许车辆系统控制器/动力传动系统控制模块(VSC/PCM)与变速器和/或电池控制模块通信。在另一例子中，车辆系统控制器/动力传动系统控制模块(VSC/PCM)可包括对发动机30实现控制功能的发动机控制单元(ECU)。
氢分配/装载系统58与氢储存箱56相连接。氢分配/装载系统58允许氢气被压缩入和释放出储存箱56。电解槽60连接至氢分配/装载系统58。在本实施例中，通过插头62从家庭向电解槽60供应电能。电解槽的氢源为来自于供水源64的水。可在电解槽60对燃料电池52和/或电池48充能运转时填充氢储存箱56，此时电解槽60通过电解将水分解成氢气和氧气。插头62连接至车辆外部商业电网所接收的能量将水转化为氢和氧。
氢储存箱56通过连接燃料电池52和氢储存箱56的氢燃料管54向燃料电池52供应氢。燃料电池50电连接至电池48，并可对电池48进行充能。这是一个串行配置的例子。应了解，并行配置，即燃料电池52直接对具有或不具有推进控制器46的电机42供能也在本发明的原则内。
现在参考附图3，流程图说明了推进控制器例如控制器14所实现的步骤的实施例。在步骤72中，由于操作者希望驾驶车辆，因而车辆被启动。在步骤74中，推进控制器例如控制器14，评估是否所有的能量源均充足地重新补充。其非限定例可包括评估电池所具有的电量、氢的量和/或储存容器中气态烃燃料的量、和储存容器中汽油的量。
如果所有的能量源的资源都充足地重新补充，也就是说具有至少一些能量或燃料以向各自的推进组件供能一段时间，流程进入步骤76，其中对决定参量做出评估。在某些实施例中，决定参量的非限定例为汽油相对于氢相对于电和/或非氢燃料例如气态烃的相对费用。应了解，也可选择其它的决定参量。对这种可选决定参量的进一步说明例包括碳足迹(carbon footprint)或碳税(carbon tax)花费。碳足迹指的是在产生推进所需的能量时由多种途径排放出的碳的量。步骤76中决定参量的数据可由司机使用现有技术中所共知的人机界面输入或从控制系统中的数据表中提取。
在步骤74中，如果关于能量源充足地重新补充的决定为“否”，则流程进入步骤78，其中对氢、其他气态燃料和/或电池是否可通过车辆外部的电网和/或其它能量供应进行充能作出决定。应进一步了解，所述其他能量供应可单独使用或与电网结合使用。能量供应的例子可包括但不限于丙烷箱和天然气管道。虽然本发明实施例想象了一种家庭充能点，应了解可根据车辆的配置可使用多个电和气态非氢燃料的接入点。这种接入点的非限定例包括商业和工业站点，以及零售电力插口。
如果步骤78关于充能可能性的答案为“是”，则在步骤80中，车辆接入电网，电解槽被用于对电池充能并提供氢。尽管该附图说明了使用氢作为燃料源，也可在各个步骤78、80和82中考虑其他的气态燃料包括含氢混和物而不脱离本发明的精神。可选择地，气态燃料可通过气态燃料压缩机提供。应了解气态燃料压缩机可放在车辆上和/或车辆外部例如车库中。应了解步骤78的决定参量也可包括另外的考虑例如运转之间的有效时间和充足电流的可用性而不违背本发明的原则。
如果在步骤76中认定汽油不比氢或电能便宜，则在步骤82中确定是否为发动机10使用氢或电池36。如果在步骤76中认定汽油比氢或电能便宜，则在步骤84中确定以汽油为燃料使用发动机10。同样在步骤84中，当氢和/或电池无法从电网进行充能时，会从步骤78得到一个输入信号。默认选择为使用汽油燃料内燃机84。
在步骤86中，可以使用任何推进系统。问题“驾驶完成了吗？”被提出。如果驾驶没有完成，则决策树(decision tree)使得流程返回以便在步骤74检查可用的资源。如果驾驶如同在步骤88中所指示的已经完成，流程回到步骤72直至操作者又希望进行驾驶。
现在参考附图4，说明了对于本发明的应用的某些实施例的流程图。在本非限定实施例中，步骤170处，测量电池的充电状态以指示电池(例如附图1中所说明的电池36)的可用电荷量。
进一步，在本实施例中，在步骤172中测量储存箱中氢的量。应了解，虽然本附图中指示为氢，也可使用其它气态产品而不违背本发明的精神。其他产品的例子可包括但不限于气态烃例如丙烷、丁烷和天然气，以及气态烃和气态氢的混和物。在步骤174中，测量汽油存储箱中的汽油量。司机提供的信息可包括成本信息，例如步骤176中生成电的碳税比例的成本、气态烃燃料的成本177、步骤178中的电力成本、气态烃燃料碳税比例的成本179、步骤180中的汽油成本、和步骤182中汽油碳税比例的成本。176、177、178、179、180和182这些数据的一些或全部可由司机通过司机接口装置184提供。该信息与来自步骤170、172和174中的一些或全部数据可在步骤186中提供给车辆系统控制器和动力传动控制模块。在步骤188中，车辆系统控制器和动力传动控制模块，例如附图1中的控制器14，使用一种算法以确定各种具有可用资源的推进策略的优先级指标。
在步骤190中，算法选择一种最高优先级和有效资源的推进和燃料策略，驾驶开始。可基于预先设定因素做出该选择。这种因素的非限定例包括车辆运转成本、车辆运转的环境影响、或再供能/燃料补充源的可用性。
在步骤192中，需要评估使用的推进组分和燃料策略组合的能量供应是否耗尽。如果认定能量供应没有耗尽，则驾驶继续。如果认定能量供应已耗尽，则下一步骤194确定电解槽充能站是否可用。此处，可用性包括至少存在物理设备和/或充足的充能时间。应了解，其他能量供应也可用于补充各自的能量源，并可独立使用或与步骤194中的电解槽一起使用。如果充能站不可用，则算法通过返回步骤188选择具有下一最高优先级的有效资源的推进策略。在多种实施例中，从一组短程能量源中选择出推进策略。如果没有短程能量源可用，则可选择长程策略。
如果在步骤194中电解槽充能可用，则在步骤196中实现对推进系统资源的充能。在充能过程中，电池电荷可得到增加并在步骤170中进行监测，步骤172中监测的存储的氢气量也得到增加。
在某些实施例中，控制器可在步骤192中使用校准算法，从一个使用中的能量源接受“近似空”信号。校准算法则可为下一最高优先级推进组件组分提供校准数据。这种预先提供的校准信号可帮助车辆在推进组件和/或燃料/能量源之间平稳转换。这种平稳转换可确保司机相对感觉不到变换。
尽管详细描述了实现本发明的最佳实施例，熟悉本发明相关领域的技术人员还可认识到权利要求所限定的实现本发明的多种可选设计和实施例。

Claims (11)

1.一种具有多个车轮的车辆的推进系统，所述推进系统包含：
第一扭矩产生装置，包括可运转以向至少一个车辆车轮提供扭矩的电动机械；
第二扭矩产生装置，包括可运转以向至少一个车辆车轮提供扭矩的发动机；
被配置为用于向所述电动机械供应电能的第一能量源；
被配置为用于向所述发动机供应气态燃料的第二能量源；
连接至第二能量源且具有从车辆外部电网接收电能的连接点的氢产生系统，所述产生系统包括电解槽、供水源和氢分配/装载系统，氢分配/装载系统被配置为用于当电解槽在从供水源接收的水中产生氢时，从电解槽向第二能量源提供氢；
被配置为用于向发动机供应非氢燃料的第三能量源；和
运转地连接至第一和第二扭矩产生装置的控制系统，包括至少一个控制器，控制系统被配置为用于选择至少一个扭矩产生装置以驱动车辆，及当选择第二扭矩产生装置时选择至少一种燃料以供应给发动机。
2.根据权利要求1所述的推进系统，其特征在于:所述控制系统还包括第一算法以将非氢燃料内燃机的使用减至最少。
3.根据权利要求1所述的推进系统，其特征在于:所述控制系统处理指示第二能量源的可用气态燃料量的第一信号。
4.根据权利要求3所述的推进系统，其特征在于：所述控制系统处理指示第一能量源的可用能量的量或第三能量源的可用非氢燃料量的第二信号。
5.根据权利要求4所述的推进系统，其特征在于:所述控制系统接收指示非氢燃料价格的第一输入和指示从群中选出的能量源价格的第二输入，所述群包括来自于电网的电能和气态烃燃料，控制系统还包括可选择最便宜的扭矩产生装置的算法，该扭矩产生装置使用的能量来自至少一个所述能量源。
6.根据权利要求4所述的推进系统，其特征在于:所述控制系统包括可选择扭矩产生装置和所用能量源的组合的算法，以便通过选择可使用导致最少碳税的能量源的组合将车辆运转导致的碳税减至最小。
7.根据权利要求4所述的推进系统，其特征在于：所述控制系统包括可选择扭矩产生装置和能量源的组合的算法，以将车辆运转时车辆的碳足迹减至最少。
8.根据权利要求7所述的推进系统，其特征在于：所述算法选择扭矩产生装置和能量源的组合以通过在仅用于电动机的电能、仅气态燃料用于发动机、气态燃料和非氢燃料的混合燃料用于发动机、或仅非氢燃料用于发动机的组合之间进行选择而将碳足迹减至最少。
9.根据权利要求1所述的推进系统，其特征在于：所述控制系统接收指示当前所选择的用于车辆的扭矩产生装置和能量源的第一组合耗尽的信号，并选择扭矩产生装置和能量源的第二组合以提供推进。
10.根据权利要求1所述的推进系统，其特征在于：所述电解槽固定在车辆上并可连接至电网。
11.根据权利要求1所述的推进系统，其特征在于：所述电解槽可放置在建筑物中。
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