CN101909913A - 附件驱动系统及电-机械转换器的使用 - Google Patents

附件驱动系统及电-机械转换器的使用 Download PDF

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CN101909913A
CN101909913A CN2008801237267A CN200880123726A CN101909913A CN 101909913 A CN101909913 A CN 101909913A CN 2008801237267 A CN2008801237267 A CN 2008801237267A CN 200880123726 A CN200880123726 A CN 200880123726A CN 101909913 A CN101909913 A CN 101909913A
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rotor
stator
electromechanical converter
mechanical attachment
attachment parts
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达雷·雷格·福斯特
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Nederlandse Organisatie voor Toegepast Natuurwetenschappelijk Onderzoek TNO
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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
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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
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Abstract

本发明涉及附件驱动系统，其包括电-机械转换器，具体包括电动变速传动装置。该转换器具备安装有转子的主轴、安装有内转子的副轴、以及固定设置在电-机械转换器外壳上的定子。从主轴的径向方向观察，转子、内转子及定子彼此同轴排列。此外，主轴和副轴中的一个连接到发动机的输出轴，而另一个独立于任何车辆传动系并连接到机械附件部件的输入轴。

Description

附件驱动系统及电-机械转换器的使用
本发明涉及附件驱动系统，其包括电-机械转换器，特别是电动变速传动装置，该电-机械转换器具备安装有转子的主轴、安装有内转子的副轴、以及固定地安装在电-机械转换器外壳上的定子，其中，从主轴的径向方向观察，转子、内转子及定子彼此之间同轴排列，并且转子与定子被设计为具有一个或多个绕组，内转子以机械与电磁的方式均构成一个整体，并被设置为至少在切线方向的磁通量的导体。
包括燃烧式发动机的车辆驱动系统常常装备有机械附件部件，例如空调设备、冷却风扇、油泵、水泵与/或动力转向装置。将机械附件部件连接到燃烧式发动机的输出曲柄轴是现有技术系统已知的。
这种已知的车辆驱动系统的缺点为当发动机关闭时，机械附件部件也关闭。这在相对较长的停止或重复停止的过程中(例如车辆驾驶员在交通指示灯前等待时)是特别不利的。
这种已知的车辆驱动系统的另一个缺点为某些情况下机械附件部件的效率低，因为附件的输入轴转速直接与燃烧式发动机的输出曲柄轴转速相关。
在装备有燃烧式发动机与电发动机混合驱动系统的车辆(即所谓混合动力汽车)内，燃烧式发动机关闭时机械附件部件也关闭不运行，只有电机运行着。
在现有技术下，提出了在燃烧式发动机关闭状态下为混合动力汽车提供机械附件部件功能的系统。日本专利公开文件JP 2002204501公开了一种机械附件部件与高压电气驱动系统连接的系统。这个系统的问题在于，在电能向机械能转化时存在重大的功率损耗。此外，美国专利公开文件US 2004/0221594公开了一种燃烧式发动机通过单向离合器连接到电机以驱动机械附件部件的系统。如果燃烧式发动机关闭，电机可直接驱动机械附件部件。但机械附件输入轴转速是不受控的，因为机械驱动系统的速度可能会显著变化。为了获得正常运作的机械附件，设计了驱动系统与机械附件输入轴之间的耦合，以便在驱动系统低速的情况下也能保证足够高的输入轴转速。因此，在典型的驱动系统速度范围内，输入轴的转速明显超过正常运作的附件所需的额定速度。所以，附件使用效率低下并浪费能源。此外，JP‘501与US‘594公开的系统耗能且昂贵。
此外，已知一种具备温度控制系统的车辆在发动机临时关闭时继续运转温度调节的功能，其中的温度控制系统具有包括充当温度缓冲的相变材料的蓄池。另外，温度控制系统可基于调节温度的液体或固体材料而应用。温度控制系统已知如EP 1424531中所公开的。然而，温度控制流体蓄池的尺寸是有限的，所以在有限的时间内仅仅可控制相对较小空间的温度。此外，这种系统复杂、昂贵并且不适合大规模生产的车辆。
应该注意到，根据本文第一段的电-机械转换器已在国际专利公开文件WO 03/075437中公开，用于驱动车辆的驱动机制。
电动变速传动装置(EVT)为具有两个机械端口，即主(主驱动)轴与副(被驱动)轴，以及可交换能量的电动门的电-机械转换器。若不使用电动门，EVT即作为具有大范围传递比的一般的无级变速传动装置。EVT实现类似于车辆的离合器与变速箱的结合的功能。在与EVT的结合中，燃烧式发动机实际上作为功率源，借以可根据发动机的最优特性设置速度。由此可减少车辆的燃油消耗、噪声水平和有害尾气排放。由于EVT是无级变速传动装置，因此在加速时没有换挡冲击。这也意味着，可实现总是以常量(允许的最大限度)功率加速，而不是像传统的变速箱，以随时间变化或多或少为锯齿形曲线的功率加速。因此，通过该发动机，用EVT加速快于用传统变速箱加速。
按照惯例，使用的电池类型会限制可应用于车辆的电气系统的电压电平。在EVT的使用中，通过电力电子转换器，可容易地创建较高的电压电平，并且功率只由燃烧式发动机限制。这意味着，传统的直接由发动机驱动的一些辅助设备，例如，动力转向泵或公共汽车使用的压缩机，可以由电力驱动。这些辅助设备可随意开关，从而使空载损耗较少。
然而，由于通到机械附件部件的能量传递路径包括多个能量转换步骤，系统并不是能量高效的。通过可选地由WO‘437公开的电-机械转换器的内转子直接驱动机械附件部件，得到了能量低效的系统，因为附件输入轴转速直接与主要驱动车辆轮胎的内转子的轴转速相关。
本发明的目的是提供一种消除以上至少一个缺点的、根据本文首段所述的附件驱动系统。具体地，本发明的目的是提供一种提供高效操作行为的、根据本文首段所述的附件驱动系统。为此，根据本发明，将主轴或副轴之一设置为连接到发动机的输出轴，而将主轴或副轴中的另一个设置为独立于任何车辆传动系并连接到机械附件部件的输入轴。
通过在不驱动车辆传动系的情况下将电-机械转换器连接到发动机的输出轴及机械附件部件的输入轴，可获得机械附件部件几乎最佳的轴转速，同时保持电-机械转换器的能量高效的运作。因而，电-机械转换器与机械附件部件的整体性能可设置在能量高效的条件范围内，且原则上独立于任何车辆驱动速度。
此外，通过控制转子与定子绕组中的电流，机械附件部件可由发动机、电源单独或二者共同驱动。因此，在发动机关闭的情况下，机械附件部件也可保持其功能。然后，电源可在电机关闭状态下为电-机械转换器提供能量用以驱动机械附件部件。
本发明还涉及一种车辆驱动系统，其包括附件驱动系统。
本发明还涉及电-机械转换器的使用。
在示例性实施方式的基础上将进一步阐明本发明，如附图所示，其中：
图1示出根据本发明的附件驱动系统的示图；以及
图2示出图1中所示出的附件驱动系统中使用的电动变速传动装置的示图。
在可能的情况下，示图中对应的部件将用相同的参考数字表示。
图1示出了根据本发明的附件驱动系统20，包括电-机械转换器21。该转换器以机械方式连接到车辆的机械附件部件22及机械附件部件23。机械附件部件23可实现为例如空调机组泵、液压泵或者动力转向装置。然而，还有其他机械附件部件类型也可适用，例如涡轮压缩机。
图2示出了电-机械转换器的基础结构，电动变速传动装置(EVT)21。EVT 21包括外壳3，其内设置有具有主轴5的初级感应电动机以及具有副轴7的二级感应电动机。主轴5及副轴7轴承式地安装在外壳3内。初级感应电动机包括由具有可通电多相绕组的滑环电枢形成的转子8，以及不可通电的笼电枢9。二级感应电动机包括固定连接在外壳3上固定部分(定子10)以及安装在副轴7上的笼电枢11。二级感应电动机的副轴7也以轴承方式安装在转子8内。定子10具有可通电的多相绕组。在转子8与定子10之间，可通过控制部件交换电能，该控制部件包括通过滑环与刷的组合件14连接到转子绕组的第一电力电子交流/直流转换器12，以及第二电力电子交流/直流转换器13，二者都设计为交流-直流电压逆变器。逆变器12、13的直流端相互连接，并都连接到由控制部件(例如，蓄电池或法拉电容)组成的直流储能系统2。控制部件包括用于控制绕组内电流的施控元件22。因此，施控元件22通过数据传输线23、24控制逆变器12、13。初级感应笼电枢9与二级感应笼电枢11共同形成内转子15。EVT的基础是作为再生电磁离合器的初级感应电机，从而实现了低损耗速率比控制。由初级电机提供再生能量的二级电机作为辅助电机实现扭矩增加。
在根据本发明一方面的实施方式中，内转子包括磁回路与电回路，磁回路包括磁通传导柱体，而电回路包括延伸到磁通传导柱体内的大量电路绕组(circuit-forming windings)，其中，内转子被设置为用于切向和径向的磁通的导体，以便在内转子磁饱和时可在转子和定子之间施加直接扭矩。
主轴5连接到燃烧式发动机22的输出轴24，同时副轴7连接到机械附件部件23的输入轴26。具体地，主轴5通过传输部件，例如，传送带25或齿轮传动，连接到发动机22的输出轴24。副轴7直接连接到机械附件部件23的输入轴26。显然，主轴5及副轴7与对应轴的连接可以直接实现或通过传输部件间接实现。因此，根据本发明，在附件驱动系统的操作过程中，电-机械转换器21由发动机22驱动并且不驱动任何车辆传动系，但驱动机械附件部件23。通过仅驱动机械附件部件，基本可避免车辆传动系中的轴转速与机械附件输入轴的轴转速之间的任何依赖性。
图1示出的附件驱动系统20形成车辆驱动系统的一部分，其中，燃烧式发动机22驱动车辆的传动系。
根据图1描述的实施方式特别适用于在相对低的轴转速时需要相对大扭矩的机械附件部件23。另外，如果机械附件部件23需要相对高的驱动速度与低的扭矩，例如离心式压缩机的情况，那么，主轴5可以有利的方式连接到机械附件部件23的输入轴26，同时副轴7连接到发动机22的输出轴24。这样，转子及内转子尺寸的几何差异可得到最佳利用。
通过将电-机械转换器21设置在发动机22与附件部件23之间，附件部件23的输入轴转速可或多或少独立于电机驱动速度而设置，从而在大多数情况下实现附件部件更有效的工作点。
通过使用电-机械转换器21，可同时以机械、电力或机械和电力结合的驱动方式驱动机械附件部件。例如，当发动机22关闭时，可以电力方式驱动附件部件。直流电存储系统2提供驱动附件部件的电力。从能源的角度看，通过以机械与电力方式驱动附件部件的输入轴，可设置最佳驱动状态。
此外，当发动机22产生的能量比机械附件部件23所需的能量更多时，电缓冲器可存储过剩能量。类似地，当发动机22产生的能量比机械附件部件23所需的能量少时，例如，当发动机空闲时，电缓冲器2可为电-机械转换器提供附加能量。通过提供电源2和/或控制传动比，可确定电-机械转换器的转子/内转子转速比的最佳工作范围。
根据本发明的优选实施方式，转子/内转子转速比近似为一。因此电-机械转换器以能量高效的方式运转。根据本发明的更优选实施方式，对转子/内转子转速比的范围以及机械附件部件的驱动输入轴的运行速度联合进行能量优化，从而可得到能量优化的运行状态。例如，将转子/内转子转速比的最优范围值设置在1∶2与2∶1之间，因此包括1∶1的状态。尽管在示例性的情况中电-机械转换器及机械附件部件本身可能未达到最佳工作标准，但由于EVT的高效工作范围，附件驱动系统作为一个整体高效地运行，从而节省了能量。
在根据本发明的更优选实施方式中，在设置有发动机的车辆的预定状态下，例如，在空闲-停止模式或发动机可能会关闭的电子驱动模式中，基本仅通过为转子和/或定子的绕组输送电力的直流储能系统2来向机械附件部件供应能量。在空闲-停止模式下，发动机22在短时停止时关闭，例如在交通指示灯停止或乘客下车停止时。电子驱动模式是车辆由构成混合动力驱动系统的一部分的电动机驱动系统驱动的状态。在电子驱动模式下，也构成混合动力驱动系统的一部分的燃烧式发动机可关闭。此外，所述预定状态还可包括燃烧式发动机的输出曲柄轴具有相对低转速的情况，例如在车辆停止过程中，或燃烧式发动机的运行时间少于预定的时间段的情况。通过经由电-机械转换器向机械附件部件供应电能，可有利地提供和/或保持附件的功能。
当运行附件驱动系统时，有可能产生多于附件部件所需的电能。如上所述，过剩电能例如可储存在电缓冲器2中。该缓冲器可连接到电力系统。这样，附件驱动系统21可替代车辆的交流发电机。
本发明不仅限于此处所描述的优选实施例。对于本领域技术人员来说明显的将可进行很多改变。
需指出的是，与一个机械附件部件的输入轴相连接的电-机械转换器的主轴及副轴还可连接到另外的机械附件部件的输入轴。一般而言，电-机械转换器可被设置为驱动多个机械附件部件。
此外，根据本发明，附件驱动系统可选地可包括多个电-机械转换器，其中的每个均由单个发动机的输出轴驱动并驱动一个或多个机械附件部件。
另外，根据本发明包括附件驱动系统的车辆驱动系统可具备独立的电-机械转换器用于驱动车辆传动系。当然，也可用于其他的配置，例如混合动力传动系。
进一步指出，单相绕组可替代多相绕组应用于转子与/或定子中。
类似地，也可使用其他类型的发动机，例如燃气轮机，来替代燃烧式发动机用于驱动电-机械转换器。
也能够使用别的方法设计内转子，例如内转子不包括笼电枢中的一对不可通电的绕组，而是包括在相对的两侧设置有例如为块状的永磁材料的磁通传导柱体。或者，永磁材料嵌入在磁通传导柱体中。在另一个可能的实施方式中，内转子包括磁通传导柱体，其一侧应用有永磁材料，另一侧提供设置有可通电绕组的纵向延伸槽。然而，后一种情况中，需要确保供电点是在内转子或者副轴上；在副轴上，滑环可容易地安置，通过其可供应或掐断电流。
其他此类变化对于本领域技术人员将是显而易见的，并应被认为落入在所附权利要求中阐述的本发明的范围内。

Claims (13)

1.一种附件驱动系统，包括电-机械转换器，具体包括电动变速传动装置，所述电-机械转换器具备安装有转子的主轴、安装有内转子的副轴、以及固定地安装在所述电-机械转换器的外壳上的定子，
其中，从所述主轴的径向方向观察，所述转子、内转子及定子彼此之间同轴排列，并且所述转子与定子被设计为具有一个或多个绕组；所述内转子以机械与电磁的方式均构成一个整体，并被设置为至少在切线方向的磁通量的导体；以及
其中，所述主轴和副轴中的一个连接到发动机的输出轴，所述主轴和副轴中的另一个独立于任何车辆传动系，并被设置为连接到机械附件部件的输入轴。
2.如权利要求1所述的附件驱动系统，其中所述转子和/或定子的所述一个或多个绕组为可通电的单相或多相绕组。
3.如权利要求1或2所述的附件驱动系统，其中所述内转子还包括磁回路与电回路，所述磁回路包括磁通传导柱体，而所述电回路包括延伸到所述通量传导柱体内的多个电路绕组，并且其中所述内转子被设置作为用于切向和径向的磁通的导体，以在所述内转子磁饱和时在所述转子和定子之间施加直接扭矩。
4.如上述任一项权利要求所述的附件驱动系统，其中所述转子和/或定子的可通电绕组连接到用于控制绕组中的电流的控制部件。
5.如上述任一项权利要求所述的附件驱动系统，其中所述主轴连接到所述机械附件部件的输入轴。
6.如上述任一项权利要求所述的附件驱动系统，其中所述机械附件部件为空调系统的泵。
7.如上述任一项权利要求所述的附件驱动系统，其中所述控制部件包括：
连接到转子绕组的第一电力电子交流/直流转换器；
连接到定子绕组的第二电力电子交流/直流转换器；
用于控制绕组内电流的施控元件；以及
连接到所述交流/直流转换器的直流端的直流电能存储系统。
8.车辆驱动系统，包括具有输出轴的发动机，所述输出轴驱动车辆的传动系，所述系统还包括如上述任一权利要求所述的附件驱动系统，以及具有输入轴的机械附件部件，其中所述发动机的输出轴连接到所述电-机械转换器的主轴或副轴，而所述机械附件部件的输入轴分别连接到所述电-机械转换器的副轴或主轴。
9.电-机械转换器的使用，所述电-机械转换器尤其为电动变速传动装置，所述电-机械转换器具备安装有转子的主轴、安装有内转子的副轴、以及固定地安装在所述电-机械转换器的外壳上的定子，其中，从所述主轴的径向方向观察，所述转子、内转子及定子彼此之间成同轴排列，并且所述转子与定子被设置为具有一个或多个绕组，所述内转子以机械与电磁的方式均构成一个整体，并被设置为至少在切线方向的磁通量的导体，其中所述主轴或副轴中的一个连接到发动机，所述主轴或副轴中的另一个独立于任何车辆传动系，并连接到机械附件部件的输入轴。
10.如权利要求9所述的电-机械转换器的使用，其中，在设置有所述发动机的车辆的预定状态下，主要仅通过为所述转子和/或定子的绕组输送电力的直流储能系统向所述机械附件部件供应电力。
11.如权利要求9或10所述的电-机械转换器的使用，其中所述转子/内转子转速比近似为一。
12.如权利要求9至11中的任一权利要求所述的电-机械转换器的使用，其中，对所述转子/内转子转速比的范围以及所述机械附件部件的被驱动的输入轴的运行速度联合进行能量优化。
13.如权利要求9至12中的任一权利要求所述的电-机械转换器的使用，其中，同时以机械与电力联合的驱动方式驱动所述机械附件部件的输入轴。
CN2008801237267A 2007-12-18 2008-12-18 附件驱动系统及电-机械转换器的使用 Pending CN101909913A (zh)

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EP07076102A EP2072310A1 (en) 2007-12-18 2007-12-18 An accessory drive system and use of an electromechanical converter
EP07076102.8 2007-12-18
PCT/NL2008/050814 WO2009078719A1 (en) 2007-12-18 2008-12-18 An accessory drive system and use of an electromechanical converter

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KR20100112122A (ko) 2010-10-18
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EP2072310A1 (en) 2009-06-24
EP2231432A1 (en) 2010-09-29
JP2011508698A (ja) 2011-03-17

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