CN101808844B - 电推进式运载工具改装系统及运载工具 - Google Patents

电推进式运载工具改装系统及运载工具 Download PDF

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CN101808844B
CN101808844B CN2008800234613A CN200880023461A CN101808844B CN 101808844 B CN101808844 B CN 101808844B CN 2008800234613 A CN2008800234613 A CN 2008800234613A CN 200880023461 A CN200880023461 A CN 200880023461A CN 101808844 B CN101808844 B CN 101808844B
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accumulating device
energy accumulating
traction motor
delivery
electric
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CN101808844A (zh
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R·D·金
A·K·库马
L·萨拉苏
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General Electric Co
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General Electric Co
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    • 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
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
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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
    • 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
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    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
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    • 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
    • B60L50/62—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 charged by low-power generators primarily intended to support the batteries, e.g. range extenders
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
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    • B60L58/26—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries for controlling the temperature of batteries by cooling
    • 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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Abstract

本发明提供了一种系统以用于改装电推进式运载工具。该运载工具具有发动机驱动式发电机(114)，以及联接至发电机(114)的至少第一牵引马达(120)和第二牵引马达(136)。该系统包括：能量储存装置(132)，该能量储存装置(132)能够联接至至少该第一牵引马达(120)；以及控制系统，该控制系统可运行以控制推进功率在第一牵引马达(120)与第二牵引马达(136)之间的分配。还提供了相关联的方法和改装成套器具。

Description

电推进式运载工具改装系统及运载工具
发明背景
技术领域
本发明包括涉及推进系统(propulsion system)的实施例。本发明包括涉及使用推进系统的方法的实施例。 
现有技术讨论
某些运载工具(vehicle)使用电牵引马达(motor)来推进运载工具。这些电牵引马达可连接至称作链环(link)的电气联接结构，其为马达提供功率(power)。这些链环可以是电气总线系统。一个或多个运载工具上所载有的(on-board)交流发电机(alternator)可用来向链环提供功率。在一定的运行条件下，例如当运载工具减速或在下坡道上保持速度时，由电马达产生的反电动势(EMF)大于发动机驱动式交流发电机所提供的电压。在这种条件下，电牵引马达停止充当马达而变成发电机。作为动力制动(dynamic braking)而已知的该过程是用来减少运载工具的机械制动系统部件的磨损的一种电制动的形式。在运载工具为机车(locomotive)的情况下，动力制动减少了机车以及还有该火车(train)的所有轨道车(rail car)的制动磨损。在动力制动期间，一个或多个电阻器(resistor)将电功率作为热量耗散。在运载工具为卡车(truck)或其它的使用电驱动推进的中型或重型运载工具时，动力制动可用来减少与各个单独的轮相关联的机械制动系统部件的磨损。 
已经开发了混合式(hybrid)推进系统，用来回收否则将在动力制动期间作为热量而被浪费的能量中的一部分。这些否则将被浪费的能量的回收为再生制动(regenerative braking)。混合式推进系统可使用两种不同的能量来源：热机(heat engine)和能量储存单元。热机可燃烧 燃料来产生机械功——内燃机、涡轮发动机、以及柴油发动机是一些实例。能量储存单元可包括可再充电的电池、超级电容器(ultracapacitor)、或具有高功率密度的飞轮。 
通常，混合式推进系统包括联接至交流发电机的所载有的热机，该交流发电机将发动机的机械输出功率转化成交流(AC)电功率。整流器(rectifier)将交流发电机的AC输出转化成直流(DC)。整流器的DC输出的一部分可对能量储存单元进行充电，而其余的DC输出部分驱动电马达，电马达又推进运载工具。 
在运载工具加速期间，能量储存单元可放电(discharge)以增补发动机-交流发电机的电功率输出并可在一段时间内提供有所升高的功率水平。在运载工具制动期间，能量储存单元再充电以用于以再生的方式(regeneratively)捕获在制动期间否则将被浪费的能量的一部分。 
重型混合式推进系统可能需要大规模的能量储存装置。由于同时的功率和能量需求，常规的重型混合式推进系统可能需要许多较小的能量储存单元的并联运行，这些较小的能量储存单元通常构造成大量串联连接的(series-connected)单电池(cell)的数个并联的串(string)。并联的能量储存单元内的功率分享可能是有问题的。 
拥有这样一种推进系统可能是合乎需求的，即，该推进系统带有与当前可得到的推进系统的那些特性和特征不同的特性和特征。拥有这样一种推进系统可能是合乎需求的，即，该推进系统执行与当前可得到的那些方法不同的方法。 
发明内容
在一个实施例中提供了一种系统以用于改装(retrofitting)电推进式(electrically propelled)运载工具。运载工具具有发动机驱动式交流发电机，以及联接至交流发电机的至少第一牵引马达和第二牵引马达。系统包括：能量储存装置，该能量储存装置能够联接至至少第一 牵引马达；以及控制系统，该控制系统可运行，以控制推进功率在第一牵引马达与第二牵引马达之间的分配。 
在一个实施例中提供了一种改装运载工具的方法。用于改装的目标运载工具具有发动机驱动式交流发电机，以及至少两个联接至交流发电机的牵引马达。方法包括：使牵引马达中的至少一个与交流发电机脱离联接(uncouple)，以提供第一脱离联接的牵引马达；且然后，使第一脱离联接的牵引马达联接至能量储存装置。 
在一个实施例中提供了用于改装发动机推进式运载工具的成套器具(kit)。运载工具应当具有至少一个联接至发动机的推进轴和至少一个不联接至发动机的非推进轴。成套器具可包括：牵引马达，该牵引马达构造成联接至运载工具的非推进轴；能量储存装置，该能量储存装置能够联接至牵引马达，以限定混合轴；以及控制系统。一旦被连接，则能量储存装置可向牵引马达供应能量，并且可接收由牵引马达产生的能量。控制系统可监控来自运载工具的操作员的推进要求，并且，可控制混合轴和推进轴的推进作用力(propulsive effort)，以使得其组合的推进作用力大致满足该推进要求。 
附图简述
图1是包括根据本发明的一实施例的运载工具的示意图。 
图2是包括根据本发明的另一实施例的运载工具的示意图。 
图3是包括根据本发明的另一实施例的运载工具的示意图。 
具体实施方式
本发明包括涉及用于发动机驱动式运载工具的改装系统或升级成套器具的实施例。本发明包括涉及使用该系统和/或成套器具的方法的实施例。 
如本文所用，电压是指直流(DC)电压，除非上下文或文字另有说明。原动机(prime mover)包括发动机和发电机，例如，柴油发动机/交流发电机组合。 
在一个实施例中，本发明提供了在混合式推进系统中使用的分布式的(distributed)能量储存系统、方法和设备。该系统包括多个能量储存装置。能量储存装置单元中的每个有选择地连接至牵引驱动器(traction drive)的DC链环输入端。原动机向全体多个牵引驱动器的子集供应电功率，而其余的牵引驱动器通过一个或多个能量储存装置以电的方式被供以功率。多个能量储存装置至少包括能量型电池(energybattery)、且可选地包括一个或多个功率型电池(power battery)、超级电容器、或其它能量型电池。合适的能量型电池包括高温电池。在高功率的制动事件(event)阶段期间(在此，牵引驱动器力矩指令与在电动模式中为牵引驱动器运行所需的力矩指令处于相反极性中)，再生制动能量的一部分可在能量储存单元中被捕获，同时，连接/断开系统使至少一个能量储存单元与该(多个)第一牵引驱动器脱开联接。连接/断开系统使能量储存装置重新连接至主DC链环，以允许动力制动栅在需要时以常规方式从所有多个牵引驱动器耗散能量。 
在长期的高原动功率(motive power)运行阶段期间，当储存于能量储存单元中的能量被充分耗尽时，功率控制设备可允许在推进驱动器中使用来自原动机的功率，这些推进驱动器起初从该多个能量储存单元而被供以功率。 
分布式的能量储存系统在一个实施例中降低了投入并联的大规模的高压能量储存单元的需求。在多牵引驱动器的应用中，包括功率控制设备的推进系统可降低或消除对用于联接能量储存单元和DC链环的额外的高功率DC/DC转换器的需求。另外，使用所选择的能量储存标称电压的该混合式概念在低速高扭矩的运行和高速的、中等的(moderate)扭矩的运行中均允许高效的混合式运行。 
高功率的再生制动能量可在能量储存系统中被捕获，直到达到确定的充电极限或电压极限。然后，能量可在常规的动力制动栅中作为废热而耗散。同样，在长期的高原动功率下的运行的阶段期间，当能量储存单元被耗尽时，功率控制设备指引原动机使用来自所载有 的燃料的能量以用于供应功率。 
在一个实施例中提供了用于运载工具的推进系统。该系统可包括第一牵引驱动系统和第二牵引驱动系统。第一牵引驱动系统可包括热机和第一驱动马达。热机向第一驱动马达供应能量以推进运载工具。第二牵引驱动系统可包括第二驱动马达和第一能量储存装置。第二驱动马达既可以向第一能量储存装置供应能量，又可以从第一能量储存装置接收能量。 
运载工具可包括一个或多个额外的牵引驱动系统。在一个实施例中，运载工具具有第三牵引驱动系统。第三牵引驱动系统可包括第三驱动马达和第二能量储存装置。第三驱动马达既可向第二能量储存装置供应能量，又可从第二能量储存装置接收能量。第三驱动马达可在动力制动过程期间通过链环装置向第二能量储存装置供应作为电的能量。第一牵引驱动系统还包括动力制动电阻器。合适的动力制动电阻器在市场上可买到。 
第二牵引驱动系统或第三牵引驱动系统中的至少一个可以可逆地(reversibly)与第一牵引驱动系统脱开电联接。在一个实施例中，第一驱动马达电联接至仅该第一牵引驱动系统。在另一实施例中，第一驱动马达电联接至第一牵引驱动系统并电联接至一个或多个其它的牵引驱动系统。这样，在高速、中等扭矩的运行期间可使更高电压的系统向两个驱动马达提供功率，而不是在较低的速度及潜在地高的扭矩下使更低电压的系统向单个驱动马达提供功率。该实施例可允许第一和第二能量储存装置具有不相同的标称电压额定值(rating)，例如600伏和1200伏。尽管不相同的最终用途应用相应地具有不同的电压，电压需求，电流需求，寿命周期需求，以及用于支持上述者的电路系统和设施，但是在一个实施例中，示例性的更高电压的系统可具有直到为约4000伏的最大值的可变电压。在备选的非限制性的实施例中，更高电压的系统可适合于如下范围中的电压的使用：从约200伏至约300伏、从约300伏至约400伏、从约400伏至约500伏、从约500 伏至约600伏、从约600伏至约700伏、从约700伏至约800伏、从约800伏至约900伏、从约900伏至约1000伏、从约1000伏至约1100伏、从约1100伏至约1200伏、从约1200伏至约1300伏、从约1300伏至约1500伏、从约1500伏至约2000伏、从约2000伏至约2500伏、从约3000伏至约3500伏、从约3500伏至约3750伏、从约3750伏至约4000伏、或大于约4000伏。 
以类似的方式，依赖于具体的能量储存装置及上述因素中的某些因素，更低电压的系统可处于从约100伏一直到约3000伏的范围中。在备选的实施例中，该更低电压的系统可适合于如下范围中的电压的使用：从约100伏至约200伏、从约200伏至约300伏、从约300伏至约400伏、从约400伏至约500伏、从约500伏至约600伏、从约600伏至约700伏、从约700伏至约800伏、从约800伏至约900伏、从约900伏至约1000伏、从约1000伏至约1100伏、从约1100伏至约1200伏、从约1200伏至约2000伏、从约2000伏至约2500伏、从约2500伏至约3000伏、或大于约3000伏。值得注意的是可由集成电气系统的单个部件的更换的分级进行(cascade)所导致的困难，其使得零件的简单的换出(swap-out)成为问题或者完全不可能。例如，将带有1200伏额定值的能量储存装置插入到设计用于处理600伏的系统中将不会是可能的。源自不适当的布线，绝缘，热量管理，电流和电压传感器，马达和控制器——这种系统的部件相互间需作关于适用性以及利用不同部件来进行的可能或合理的替换的考虑。 
电气配置(electrical configuration)的选择使得，系统能够通过使用第二牵引驱动系统而在相对地较低的速度及潜在地高的扭矩下推进运载工具，并且该系统能够通过至少使用第一牵引驱动系统而在相对地较高的速度及中等的扭矩下推进运载工具。特别地，在较高速度下或在重负载的条件(重牵引、高速或陡坡)下，可从能量储存装置中抽取能量，以便连同由第一牵引驱动系统供应的原动功率一起为第二牵引驱动系统提供功率。 
第一牵引驱动系统在第一电压下运行，该第一电压是不同于第二电压(第二牵引系统的至少一部分在该第二电压下运行)的电压。在一个实施例中，第一电压直到为约1400伏的最大值，而第二电压在从约300伏至约600伏的范围中。可依赖于具体的能量储存装置的额定值选择该第二电压。在另一实施例中，该牵引驱动系统在第一电压下运行，该第一电压是不同于第三电压(第三牵引系统的至少一部分在该第三电压下运行)的电压，第一电压直到为约1400伏的最大值，而第三电压在从约600伏至约1200伏的范围中。可基于具体的能量储存装置的额定值选择该第三电压。 
在一个实施例中，第一能量储存装置具有限定了第一部分和第二部分的多个部件。第一部分和第二部分各产生特定的电压，并且并联地电连接。第一部分和第二部分共同地产生了第二电压，该第二电压是比交流发电机提供的第一电压低的电压。在另一实施例中，第一部分和第二部分串联地电连接(串联连接)，并且第一部分和第二部分中的每个产生第二电压，该第二电压与第一电压大致相同。当然，额外的电子开关装置可有选择地改变第一和第二部分相对于彼此的配置，使得串联/并联连接可逆。 
在一个实施例中，第一能量储存装置具有多个部件，其限定了第一部分和第二部分。第一部分和第二部分可从第一运行模式(在该第一运行模式中，第一部分和第二部分并联地电连接)和第二运行模式(在该第二运行模式中，第一部分和第二部分串联地电连接)被切换。 
推进系统可包括温度控制装置。温度控制装置包括至少一个温度传感器、至少一个温度控制装置、以及解冻(thaw)控制器，该解冻控制器与传感器相通并控制热源以改变或维持公共壳体(commonhousing)内的环境(environment)。 
第一部分和第二部分可设置在公共壳体内。公共壳体可与温度控制装置在操作上相关联(operationally associate)。公共壳体的使用可影响绝缘和加热及冷却系统、传感器和控制器。另外，存在有越过 能量储存系统的更均匀的热量分布。在公共壳体内，能量储存装置部件(部分)可串联地、并联地、或者以从串联至并联/从并联至串联可切换的方式而连接。 
第一部分和第二部分可各自设置在相应的第一壳体和第二壳体中。并且，第一壳体和第二壳体中的每个可与温度控制装置在操作上相关联。此处，温度控制装置可包括：在第一壳体和第二壳体中的每一个中至少一个温度传感器；在第一壳体和第二壳体中的每一个中至少一个热源；以及解冻控制器，该解冻控制器与各传感器相通并控制各热源以改变或维持该第一壳体和第二壳体中的至少相应的一个壳体内的环境。热源向第一能量储存装置提供热能(thermal energy)。解冻控制器可启动(initiate)解冻过程以用于控制该热源以便使局部的环境温度提高直到运行温度范围并处于运行温度范围内。进一步地，解冻控制器可启动冷却过程以用于控制热源以使局部的环境温度降低直到运行温度范围并处于运行温度范围内。 
合适的运行温度可大于约150摄氏度。在一个实施例中，运行温度范围处于以下范围中：从约150摄氏度至约200摄氏度、从约200摄氏度至约250摄氏度、从约250摄氏度至约300摄氏度、从约300摄氏度至约350摄氏度、从约350摄氏度至约400摄氏度，或者大于约400摄氏度。在一个实施例中，运行温度范围处于从约260摄氏度至约350摄氏度的范围中。 
如以上所说明，第一能量储存装置可包括多个电池。并且，电池中的每个可包括多个单电池。合适的能量储存装置(作为能量型电池)可包括金属卤化物电池(metal halide battery)或熔盐电池、基于锂技术的电池、硫化钠(sodium sulfur)电池等等。在使用功率型电池的情况下，合适的能量储存装置可包括锂离子基电池(lithium ion basedbattery)、锌基体电池、镍金属氢化物电池、铝电池、铅酸电池、或基于电容器的装置中的一个或多个。 
推进系统可包括辅助电气系统(auxiliary electrical system)，该 辅助电气系统电连接至第一能量储存装置。辅助电气系统可通过(尤其在从牵引驱动系统中抽取再生能量时的阶段期间)向原始辅助电气系统(prime auxiliary electrical system)供应电能而补充(supplement)该原始辅助电气系统。辅助电气系统可通过向某些子部件供应电能(而原始辅助电气系统向其它子部件供应电能)而对该原始辅助电气系统进行补充。一个实例为，辅助电气系统可运行关键的辅助部件，而原始辅助电气系统不起作用或停机以消除排放物或减少石油燃料的消耗。 
在另一实施例中，用于运载工具的推进系统可包括第一牵引驱动系统。第一牵引驱动系统可包括热机和第一驱动马达。热机向第一驱动马达供应能量以推进运载工具。第二牵引驱动系统可以是用于向第一能量储存装置供应能量并用于从第一能量储存装置接收能量的一个推进器件。 
可选地，用于推进的器件与第一牵引驱动系统脱开电联接，并且，通过在制动期间以再生的方式捕获能量并将以再生的方式被捕获的能量转化成电以向第一能量储存装置供应电能而机械地间接地联接至第一牵引驱动系统。 
提供了一种方法，该方法包括：通过从能量储存装置以第一、较低的电压供电而在第一、较慢的速度及潜在地高的扭矩下推进电驱动式运载工具；并且，通过从发动机驱动式交流发电机以第二、较高的电压供电而在第二、较快的速度及中等的扭矩下推进该运载工具。方法包括通过在制动运行模式期间将机械能进行转化、或者利用第二或第三牵引驱动器或带有相关联的能量储存系统的牵引驱动器中的至少一个的被选择的控制而将能量储存装置充电。 
来自发动机驱动式交流发电机的输出电压可基于运载工具速度、牵引扭矩和载荷而被控制。依赖于能量储存装置和载荷，在第一、较慢的速度及潜在地高的扭矩下推进电驱动式运载工具可单独地使用第二电马达来完成，即，电动式运载工具模式(EV)，或者，以与至第一电马达的发动机驱动式交流发电机相组合地使用第二电马达的 方式来完成，即，混合电动式运载工具模式(HEV)。值得注意的是，不相同的电压可受到不同的最终用途的影响。客车(passenger car)和轻型卡车可利用约200伏至约400伏的电压；中型卡车、货车、以及公共汽车可利用约500至约650伏的电压；而机车可使用直到约1400伏的电压。因为电压的使用可基于运行条件和参数而被控制和改变，所以，对电压为何可能在使用期间受到影响的某些理由进行讨论是有益的。 
显示本发明的方面的某些实施例的具体和非限制性的实例参照附图而提供。图1显示了混合式机车100的示意图，其示出了通过交流发电机114联接至柴油发动机112的、标准四个至六个中的第一牵引驱动系统110。第一二极管(diode)116内联(inline)于交流发电机与第一牵引驱动系统之间。第一牵引驱动系统包括DC/AC变换器118，和AC马达120。动力制动电阻器122和相应的控制器(未示出)包括在该第一牵引驱动系统中。 
混合式机车包括第二牵引驱动系统130。第二牵引驱动系统包括第一能量储存装置132、DC/AC变换器134和电驱动马达136。电气控制装置138可在需要时包括成对的方向二极管(directional diode)，开关和控制器。在该实施例中，第二牵引驱动系统与第一牵引驱动系统脱开电联接。 
在一个实施例中，混合式机车可以可选地包括一个或多个额外的牵引驱动系统。在图1中，仅一个额外的牵引驱动系统被示出且被称作第三牵引驱动系统140。第三牵引驱动系统包括第二能量储存装置142、DC/AC变换器144和电驱动马达146。电气控制装置148在需要时包括成对的方向二极管，开关和控制器。在该实施例中，第三牵引驱动系统与第一牵引驱动系统并与第二牵引驱动系统脱开电联接。辅助电气系统154包括电气部件156，该电气部件156通过AC/AC转换器158电联接至交流发电机。 
在运行期间，第一能量储存装置(以及所存在的任何额外的能 量储存装置)在再生制动事件期间接收电能并由此再充电。额外的运行模式允许相应的能量储存装置在没有再生制动事件的情况下、也就是、通过向第二和第三牵引驱动器(混合式的)施加这样的扭矩指令而被充电——该扭矩指令极性相反于提供给牵引驱动器(其通过交流发电机114而自柴油发动机112被提供功率)的扭矩指令。在该实施例中，第二和第三牵引驱动系统与原动机柴油发动机/交流发电机脱开电联接。第一牵引驱动系统通过轮和运载工具的轨道/道路而机械地与第二和第三牵引驱动系统相通。 
参照图2，混合式机车200的示意图显示了通过交流发电机214联接至柴油发动机212的第一牵引驱动系统210。第一二极管216内联于交流发电机与第一牵引驱动系统之间。第一牵引驱动系统包括DC/AC变换器218和AC马达220。动力制动电阻器222和相应的控制器(未示出)包括在该第一牵引驱动系统中。
混合式机车包括第二牵引驱动系统230。包括中型和重型的混合式的公路卡车和越野卡车(on and off-Highway truck)及固定式驱动应用(stationary drive application)等的备选的推进系统同样可以包括第二牵引驱动系统230。第二牵引驱动系统包括第一能量储存装置232、DC/AC变换器234，和电驱动马达236。电气控制装置238在需要时包括成对的方向二极管，开关和控制器。在该实施例中，第一能量储存装置232包括多个共同封装的(commonly housed)电池232a，232b，这些共同封装的电池232a，232b在超过约150摄氏度的温度下运行。这些共同封装的电池232a和232b可共享(share)绝缘和用于(在使用期间)进行冷却或用于解冻/起动运行的温度控制系统。所显示的是四终端系统(其它实施例可有所不同)，该四终端系统通过感测电池部件的各部分中的电压而允许故障检测。 
显示在附图中的混合式机车包括一个或多个额外的牵引驱动系统。可选的额外的牵引驱动系统被示出且被称作第三牵引驱动系统240。第三牵引驱动系统包括第二能量储存装置242、DC/AC变换器 244，以及电驱动马达246。电气控制装置248在需要时包括成对的方向二极管，开关和控制器。 
电气控制装置250可逆地将第二牵引驱动系统和第三牵引驱动系统电联接至第一牵引驱动系统。第一辅助电气系统254包括电气部件256，该电气部件256通过AC/AC转换器258电联接至交流发电机。可选的第二辅助电气系统260包括电气部件262，该电气部件262通过DC/AC转换器264电联接至交流发电机。备选地或额外地，第二辅助电气系统可联接至交流发电机和/或主电气总线。方向二极管、硅可控整流器(SCR)、晶闸管(thyristor)、变阻器(varistor)等等可在需要处被包括。在所显示的实施例中，二极管类型的装置被插入在通向第二辅助电气系统的线路上。 
在运行期间，第一能量储存装置(以及所存在的任何额外的能量储存装置)可在再生制动事件期间，以及从由交流发电机供应的电能中，接收电能并由此再充电。在该实施例中，第二和第三牵引驱动系统与原动机柴油发动机/交流发电机脱开电联接。进一步地，通过再生制动而产生并储存在一个或多个能量储存装置中的电可用来向该可选的次级辅助系统提供功率。合适的用途包括即便是在原动机停机或者交流发电机的输出容量全部地为了原动力而被消耗时也可方便地具有的那些用途。即便是当原动机不提供能量时，用于运行机械制动系统的空气压缩机或用于冷却电池的风扇(因为能量储存装置可能为高温电池)所用的电功率可能是合乎需要的。 
参照图3，混合式运载工具300的示意图显示了通过交流发电机314联接至柴油发动机312的第一牵引驱动系统310。第一二极管316内联于交流发电机与第一牵引驱动系统之间。第一牵引驱动系统包括DC/AC变换器318和AC马达320。动力制动电阻器322和相应的控制器(未示出)包括在第一牵引驱动系统中。 
混合式机车包括第二牵引驱动系统330。备选的推进系统(包括中型和重型的混合式的公路卡车和越野卡车及固定式驱动应用)同 样可以包括第二牵引驱动系统330。第二牵引驱动系统包括第一能量储存装置332、DC/AC变换器334和电驱动马达336。电气控制装置338在需要时包括成对的方向二极管，开关和控制器。在该实施例中，第一能量储存装置332包括多个共同封装的电池332a，332b，这些共同封装的电池332a，332b在超过约150摄氏度的温度下运行。这些共同封装的电池332a和332b可共享绝缘和用于(在使用期间)进行冷却或者用于解冻/起动运行的温度控制系统。进一步地，电池332a和332b可联接至允许马达角点(motor corner point)上的低电压使用的串联/并联开关(未示出)，从而允许了相对地更大扭矩和更低功率的用途并潜在地延长了电池寿命。 
显示在附图中的混合式机车包括一个或多个额外的牵引驱动系统。显示了可选的额外的牵引驱动系统，且其被称作第三牵引驱动系统340。第三牵引驱动系统包括第二能量储存装置342、DC/AC变换器344和电驱动马达346。电气控制装置348在需要时包括成对的方向二极管，开关和控制器。 
第一电气控制装置350a可逆地将第二牵引驱动系统330电联接至第一牵引驱动系统310的DC链环，其电联接至动力制动电阻器322并电联接至牵引变换器318。第二电气控制装置350b可逆地将第二牵引驱动系统340电联接至第一牵引驱动系统310的DC链环，其电联接至动力制动电阻器322并电联接至牵引变换器318。第一牵引驱动系统310的动力制动电阻器322可通过相应的控制装置350a，350b与第二牵引驱动系统和第三牵引驱动系统中的至少一个共同被使用。 
在使用期间，再生制动可对第一和/或第二能量储存装置充电。完全充电之后，相应的电驱动马达仍可被使得可用于动力制动作用力，并且从这种作用力中产生的电能可被转化成热量并被耗散。 
通过降低或消除对能量储存装置与多个牵引驱动器之间的昂贵并且潜在的不可靠的DC/DC转换器的需求，本发明的实施例可提供经济上合乎需要的运载工具。没有庞大且沉重的感应器和DC/DC 转换器，总的运载工具重量可得以降低。在能量储存装置分单元之间热梯度可被降低，这允许改善并联的电池串之间的电流匹配。全额的原动功率和动力制动功率(dynamic braking power)在混合模式中可为可用的。在某些运行模式中，当来自发动机/交流发电机的功率与来自能量储存装置的能量相组合时，比全额的更大的原动功率在混合模式中可为可用的。并且，在某些实施例中，通过开关选项的选择可获得完全非混合式的(full non-hybrid)配置。 
如上文所公开的，使用第二和/或第三(混合式)牵引驱动器，可获得在低速及相对地高的扭矩下的运载工具运行。进一步地，通过在相对更恰当的电压水平下运行，该混合模式中的推进系统的运行可改善马达和变换器的效率(例如，降低开关损耗)。支持混合运行模式的另一些其它理由包括提供系统功率提升，在该系统功率提升期间，在短的时间段中，可为了改进的性能而牺牲一些效率。 
本发明的一个实施例包括控制方法，在该控制方法中，连接至相应的能量储存装置的牵引马达驱动器可首先地在低功率下被使用，直到最适宜的功率性能(power capability)。随后，随着时间、速度、功率要求等等增大，联接或连接至交流发电机的其它牵引马达驱动器被使用。类似地，通过基于性能限制部件(例如，牵引驱动器、牵引马达、能量储存装置)首先将牵引力矩分配至连接至能量储存装置的牵引马达驱动器，则在制动期间能量储存装置可首先被充电。并且，当向系统提出额外的要求时，联接或连接至动力栅电阻器的牵引马达驱动器被控制以用于产生扭矩并推进运载工具或将运载工具制动。由此，能量储存装置优选地充电/放电以针对给定的负荷循环而正面地影响燃料效率或排放。例如，在4400马力(HP)的机车上(该机车具有能够供应2000HP的能量储存系统)，当要求小于2000HP时，仅使用与能量储存装置联接的驱动器。但是，当功率要求超过2000HP变为3000HP时，则所要求的3000HP中的2000HP可自能量储存装置而被供应，而1000HP的差值可自原动机而被供应-为了用于满足要求的3000HP 的总额。可用的功率的量可基于多种因素而被调节和/或控制。这些因素可包括(例如)装置的荷电状态(state of charge)、牵引驱动器的性能、能量储存系统的效率、原动机的性能、电子装置(例如，变换器和功率开关(power switch))的容量、等等。 
在一个实施例中提供了系统以用于改装电推进式运载工具。运载工具可具有发动机驱动式交流发电机和联接至交流发电机的至少第一牵引马达，以及第二牵引马达。合适的电推进式运载工具可包括机车，并且柴油发动机可被联接至交流发电机。 
该系统可包括能量储存装置和联接至能量储存装置的控制系统。能量储存装置可被联接至至少该第二牵引马达。控制系统可控制在第一牵引马达和第二牵引马达之间的推进功率(propulsive power)的分配。在某些升级或改装成套器具和系统中，能量储存装置可以与原始样品运载工具(vehicle as received)的电气系统的要求，部件，以及特性无关的方式被选择。也就是说，发动机驱动式交流发电机可供应为(例如)约100伏的电压，但是，能量储存装置可在(例如)600伏下运行。并且，成套器具可被安装到运载工具上而不必对现有运载工具电气系统进行重新设计或改造，因为两个电气系统不需要被电联接到一起。 
一方面，第一牵引马达和第二牵引马达是多个牵引马达中的一部分。合适的能量储存装置可包括上文所公开的那些。控制系统可对运载工具进行控制，从而使得，在相对地较低的速度下，在相对地较高的扭矩下，或者在相对地较高的扭矩及较低的速度两者下，第一牵引马达单独地被使用。备选地，第一牵引马达可与第二牵引马达组合地被使用。进一步地，通过使用第二牵引马达，更大程度地依赖由交流发电机/发动机供应的能量，控制系统可在相对地较高的速度和中等的扭矩下对运载工具进行控制。 
在一个实施例中，控制系统还可运行以启动制动事件，其要求一定量的需求制动功率(required braking power)。第一可用制动功率可基于由下列者中的至少一个所确定的部件限制因素：第一牵引马达 的功率容量(power capacity)、能量储存装置的电气吸收(electricaluptake)容量、电子变换器的电气额定容量(electrical rating capacity)、或功率开关的电气额定容量。第一可用制动功率被与需求制动功率进行比较。需求制动功率可首先利用第一可用制动功率来满足。如果第一可用制动功率不足以满足需求制动功率，则可利用第二可用制动功率来补充第一可用制动功率。该第二可用制动功率可至少基于联接至第二牵引马达的动力制动栅电阻器阵列(dynamic braking grid resistorarray)的容量。 
控制系统可通过在第一、较低的电压下从能量储存装置向第一牵引马达供电而启动第一牵引马达以便在第一、较慢的速度及高的扭矩下推进运载工具。然后，控制系统可通过在第二、较高的电压下从发动机驱动式交流发电机向第二牵引马达供电而启动第二牵引马达以便在第二、较快的速度及中等的扭矩下推进该运载工具。控制系统可对包含第一牵引马达和能量储存装置的第一牵引驱动系统中的部件故障进行监控。通过执行一次将能量定向成至第一牵引马达并从第一牵引马达至第二能量储存装置，或者将能量定向成至第一能量储存装置并从第一能量储存装置至第二牵引马达，控制系统可对第一牵引驱动系统的部件故障指示作响应。使用哪种响应则根据哪个部件发生故障而定。 
在一个实施例中，提供了成套器具以用于改装发动机推进式运载工具。运载工具应当具有至少一个联接至发动机的推进轴和至少一个不联接至发动机的非推进轴。该成套器具应当包括牵引马达，该牵引马达可联接至运载工具的非推进轴或者完全地取代运载工具的非推进轴。成套器具还应当包括能量储存装置，该能量储存装置可联接至牵引马达以限定混合轴。一旦被连接，则能量储存装置应当向牵引马达供应能量并且应当接收由牵引马达产生的能量。控制系统可包括在成套器具中。控制系统可监控来自运载工具操作员的推进要求并可控制混合轴和推进轴的推进作用力以使得轴的组合的推进作用力 大致满足该推进要求。 
可选地，控制系统可通过优选地首先使用混合轴推进作用力来满足推进要求。使用混合轴来满足推进要求时的任何不足额(deficiency)可利用额外的推进作用力的供应(使用推进轴)来补足。并且，成套器具可包括传感器阵列，用于监控能量储存装置的一种或多种特性并用于将该一种或多种特性的信息传递给控制系统。控制系统可基于该信息而控制组合推进作用力的分配。 
提供了一种方法，该方法包括：通过在第一、较低的电压下从能量储存装置向第二电马达供电而在第一、较慢的速度及高扭矩下推进电驱动式运载工具；以及，通过在第二、较高的电压下从发动机驱动式交流发电机向第一电马达供电而在第二、较快的速度及中等的扭矩下推进该运载工具。 
在一个实施例中，该方法还可包括通过在第二电马达的制动运行模式期间将机械能转化成电能而将能量储存装置充电。可选择使用这样一种运行模式——在该运行模式中，相对于别的运行模式而言(在该运行模式中，来自原动机的功率与自一个或多个能量储存装置而被供应的能量相组合)，比全额的更大的原动功率推进该运载工具。备选地，可选择这样一种运行模式——在该运行模式中，供应至一个或多个牵引马达的所有推进功率为供应自一个或多个能量储存装置的能量。提供了另一种运行模式，在该运行模式中，供应至一个牵引马达的所有推进功率为供应自一个或多个能量储存装置的能量，并且在该运行模式中，供应至另一牵引马达的所有推进功率为供应自交流发电机的能量。 
该方法可包括基于涉及运载工具速度、运载工具效率、运载工具轮扭矩或功率需求等的至少一个准则而在串联配置与并联配置之间往复地切换电池的布置。并且，可通过在第三牵引驱动系统及相关联的第三电马达的制动运行模式期间将机械能转化成电能而对能量储存装置进行充电。这样的扭矩指令可被提供给第一电马达，该扭 矩指令极性相反于提供给第二电马达的扭矩指令。这样，可在没有直接电气连接的情况下由发动机/交流发电机对能量储存装置进行充电。 
根据本发明的实施例的另一种方法可包括启动要求一定量的需求制动功率的制动事件。第一可用制动功率可基于由以下者中的至少一个所确定的部件限制因素而被确定：电马达的功率容量、能量储存装置的电气吸收容量、电子变换器的电气额定容量、或功率开关的电气额定容量；并且，将第一可用制动功率与需求制动功率作比较。可首先以第一可用制动功率来供应需求制动功率。在需要时，可利用第二可用制动功率对第一可用制动功率进行补充。第二可用制动功率至少基于联接到其上的动力制动栅电阻器阵列的容量。可选地，能量储存装置可包括能量型电池和功率型电池，该功率型电池相比于能量储存电池具有相对更快的能量吸收。以再生的方式被捕获的能量可在被定向至或不被定向至能量型电池的情况下被定向至功率装置。自此出发，能量可以能量型电池可处理的吸收速率而被从功率型电池馈送至能量型电池。 
在一个实施例中，电活性(electrical activity)监控器可联接至能量储存装置。电活性监控器可阻止对具有足够高以致会伤害与之接触的人员的电压的电气部件的接近。电活性监控器可向靠近电气部件的人员指明该电气部件呈电活性。或者，电活性监控器可执行多种与安全相关的任务，例如该阻止和该电活性指示。 
尽管利用某些对机车的参考而给出了实例，但是，推进系统在其它运载工具类型中同样可为有益的。其它合适的运载工具可包括客车；中型或轻型的货车和卡车；公共汽车和重型卡车及施工设备；越野车(OHV)；以及舟艇、船舶和潜水艇。 
本文所描述的实施例是具有与在权利要求中叙述的发明的要素相对应的要素的组成、结构、系统和方法的实例。该书面描述可使本领域普通技术人员能够制造及使用具有同样对应于在权利要求中叙述的发明的要素的备选要素的实施例。因此，本发明的范围包括与 权利要求的文字语言没有区别的组成、结构、系统和方法，并且还包括与权利要求的文字语言有非实质区别的其它的结构、系统和方法。尽管本文仅显示及描述了一定的特征和实施例，但是，相关领域的普通技术人员可想到许多变更和变化。所附的权利要求涵盖所有这些变更和变化。 

Claims (20)

1.一种用于改装电推进式运载工具的系统，该电推进式运载工具具有发动机驱动式发电机，以及联接至所述发电机的至少第一牵引马达，以及第二牵引马达，该系统包括：
控制系统，该控制系统可运行，以控制推进功率在所述第一牵引马达与所述第二牵引马达之间的分配；
能量储存装置，该能量储存装置能够联接至至少所述第二牵引马达；
其中，所述控制系统还可运行以用于：
启动制动事件，该制动事件要求用于运载工具的一定量的需求制动功率，该运载工具具有能够对轮进行驱动的电马达，并具有能量储存装置，电转换器，以及联接至所述电马达的功率开关；
基于由下列者中的至少一个所确定的部件限制因素确定第一可用制动功率：
所述电马达的功率容量，
所述电马达的扭矩容量，
在轮支撑表面上所述轮的最大粘着极限，
所述能量储存装置的电气吸收容量，
所述电转换器的电气额定容量，或
所述功率开关的电气额定容量；并且
将所述第一可用制动功率与所述需求制动功率作比较；
首先利用所述第一可用制动功率来满足所述需求制动功率；并且
在所述第一可用制动功率不足以满足所述需求制动功率的情况下，利用第二可用制动功率补充所述第一可用制动功率，并且，所述第二可用制动功率至少基于联接到其上的动力制动栅电阻器阵列的容量。
2.根据权利要求1所述的系统，其特征在于，所述电推进式运载工具为机车。
3.根据权利要求1所述的系统，其特征在于，所述系统还包括联接至所述发电机的柴油发动机。
4.根据权利要求1所述的系统，其特征在于，所述第一牵引马达和所述第二牵引马达为多个牵引马达中的一部分。
5.根据权利要求1所述的系统，其特征在于，所述能量储存装置包括高温电池，该高温电池在从约260摄氏度至约450摄氏度的范围中的温度下运行。
6.根据权利要求1所述的系统，其特征在于，所述能量储存装置为金属卤化物电池。
7.根据权利要求1所述的系统，其特征在于，所述能量储存装置包括锂电池、镍金属氢化物电池、飞轮或超级电容器中的一种或多种。
8.根据权利要求1所述的系统，其特征在于，所述能量储存装置通过二极管、接触器、手动切断开关或硅可控整流器中的至少一个而联接至所述第二牵引马达。
9.根据权利要求1所述的系统，其特征在于，通过将所述第二牵引马达单独地或与所述第一牵引马达组合地加以使用，所述控制系统可运行，以在相对地较低的速度下、在相对地较高的扭矩下、或者在相对地较高的扭矩和较低的速度两者下控制所述运载工具，并且，通过使用至少所述第一牵引马达，所述控制系统可运行，以在中等的扭矩下或在高速度下控制所述运载工具。
10.根据权利要求1所述的系统，其特征在于，所述第一能量储存装置具有第一部分和第二部分，且所述第一部分和所述第二部分可自第一运行模式和第二运行模式而被切换，在该第一运行模式中，所述第一部分和所述第二部分并联地电连接，在该第二运行模式中，所述第一部分和所述第二部分串联地电连接。
11.根据权利要求1所述的系统，其特征在于，所述系统还包括温度控制系统，该温度控制系统能够影响所述能量储存装置中的温度。
12.根据权利要求11所述的系统，其特征在于，所述能量储存装置包括第一部分和第二部分，这两部分均设置在公共壳体中，并且，所述公共壳体与所述温度控制系统处于操作上的关联中。
13.根据权利要求12所述的系统，其特征在于，所述温度控制系统包括至少一个温度传感器、至少一个温度控制装置、以及解冻控制器，该解冻控制器与所述传感器相通并控制热源以改变或维持所述公共壳体内的环境。
14.根据权利要求11所述的系统，其特征在于，所述能量储存装置包括第一部分和第二部分，并且所述第一部分和所述第二部分设置在相应的第一壳体和第二壳体中，并且，所述第一壳体和所述第二壳体中的每个与所述温度控制系统处于操作上的关联中。
15.根据权利要求14所述的系统，其特征在于，所述温度控制系统在所述第一壳体和所述第二壳体中的每个中包括至少一个温度传感器、在所述第一壳体和所述第二壳体中的每个中包括至少一个热源，并且包括解冻控制器，该解冻控制器与各传感器相通并控制各热源以改变或维持所述第一壳体和所述第二壳体中至少相应的一个壳体内的环境。
16.根据权利要求15所述的系统，其特征在于，所述解冻控制器可运行以用于通过控制所述热源而启动解冻过程，以便基于确定的热量斜坡率而使局部环境温度提高直到运行温度范围并处于运行温度范围内。
17.根据权利要求15所述的系统，其特征在于，所述解冻控制器可运行以用于启动冷却过程以控制所述热源，以便使局部环境温度降低直到运行温度范围并处于运行温度范围内。
18.一种运载工具，其包括根据权利要求1所述的系统。
19.根据权利要求18所述的运载工具，其特征在于，通过在第一、较低的电压下从所述能量储存装置向所述第一牵引马达供电，所述控制系统还可运行以启动所述第一牵引马达，以便在第一、较慢的速度及高的扭矩下推进所述电驱动式运载工具；并且，通过在第二、较高的电压下从发动机驱动式发电机向所述第二牵引马达供电，所述控制系统还可运行以启动所述第二牵引马达，以便在第二、较快的速度及中等的扭矩下推进所述运载工具。
20.根据权利要求18所述的运载工具，其特征还在于，所述控制系统还可运行以对包含所述第二牵引马达和所述能量储存装置的第二牵引驱动系统中的部件故障进行监控；并且，所述控制系统还可运行以通过
将能量定向成至所述第二牵引马达并从所述第二牵引马达至第二能量储存装置，或者
将能量定向成至所述能量储存装置并从所述能量储存装置至所述第二牵引马达之外的牵引马达
而对所述第二牵引驱动系统的部件故障指示作响应。
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