CN103153690B - 电动机选定方法、通过电动机选定方法选定的电动机和具有电动机的电动车辆 - Google Patents
电动机选定方法、通过电动机选定方法选定的电动机和具有电动机的电动车辆 Download PDFInfo
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Abstract
具有电动机设计方法、通过电动机设计方法设计的电动机(11)和具有电动机(11)的电动车辆(10)由以下步骤构成:第1计算步骤,求为了达到预定的行驶模式所需要的转速和为了达到预定的行驶模式所需要的扭矩的集合;第2计算步骤,从某一个电动机特性曲线选择与转速和扭矩对应的电动机效率;第3计算步骤,根据转速和扭矩求作功量,用作功量除以电动机效率而求消耗功率;以及第4计算步骤,在全部行驶时间内重复第1计算步骤、第2计算步骤和第3计算步骤而求消耗功率的总和。
Description
技术领域
本发明涉及适用于不装备充电用发动机而全电池化的电动式公共汽车的电动机设计方法、通过电动机设计方法设计的电动机和具有电动机的电动车辆。
本申请主张于2010年10月19日在日本提出申请的特愿2010-234860号的优先权,将其内容援用于此。
背景技术
近年来,在乘用车之后,在大型汽车中导入混合动力系统等的电动方式的活动也持续增强。特别是城市的线路公共汽车,有旅客输送的集中产生的好处,另一方面,加减速的频率极高,还有站立乘车。因此,采用以电动机驱动车辆的电动方式,从省能源、加速性能、乘坐感觉等各个方面被认为是最佳的。
但是,由于电动机具有与发动机完全不同的特性,所以需要通过研究其动力性能和能量效率的确实的评价方法,促进电动方式的普及。
以往,已知控制电动机使其成为额定温度的电动机设计方法、通过电动机设计方法设计的电动机和具有电动机的电动车辆(例如,参照专利文献1)。
如图8所示,专利文献1中记载的电动机设计方法、通过电动机设计方法设计的电动机和具有电动机的电动车辆,必要输出运算单元102根据行驶条件检测单元101检测出的行驶条件运算行驶必要输出。最大输出限定单元104根据温度检测单元103检测出的各个电动机108的温度设定被分别限制的最大输出。输出组设定单元105在该最大输出的范围内设定多个以各个电动机108分担的行驶需要输出的输出组(set)。消耗功率运算单元106运算每个输出组的全部消耗功率。按照全部消耗功率为最小的输出组,通过控制指令单元107将控制指令输出到各个电动机108。
专利文献1中记载的电动机设计方法、通过电动机设计方法设计的电动机和具有电动机的电动车辆检测各个电动机108的温度。于是,对于温度上升至规定以上的电动机108,将其输出限定在连续额定值的范围内后,控制各个电动机108的输出扭矩指令,使得全部消耗功率为最小。
因此,专利文献1中记载的电动机设计方法、通过电动机设计方法设计的电动机和具有电动机的电动车辆考虑额定温度,选择对行驶模式为最佳额定温度的电动机108。因此,以瞬间额定值连续运转的电动机108将其输出降低至连续额定值,预先防止烧烤导致的破坏,作为整体以最大效率进行运转。而且,通过将电动机108的输出限制在连续额定值的范围内,即使在整体的最大输出扭矩比行驶需要扭矩小的情况下,也可以输出该受限范围内的最大输出扭矩。因此,同样以该状态下的最大效率进行运转。
现有技术文献
专利文献
专利文献1:特开平7-46721号公报
发明内容
发明要解决的课题
但是,前述的专利文献1中记载的电动机设计方法、通过电动机设计方法设计的电动机和具有电动机的电动车辆考虑额定温度,选择对于行驶模式为最佳的额定温度的电动机108。
因此,前述的专利文献1中记载的电动机设计方法、通过电动机设计方法设计的电动机和具有电动机的电动车辆不能根据作功量将电动机的效率最佳化,所以在功率消耗量上有改善的余地。
本发明的目的是提供电动机设计方法、通过电动机设计方法设计的电动机和具有电动机的电动车辆,可以通过分析行驶模式,设定使作功量除以电动机效率后的时间积分为最小的电动机的效率图(map),改善功率消耗量。
用于解决课题的手段
按照本发明的第1方式,电动机设计方法由以下步骤构成:
第1计算步骤,求为了达到预定的行驶模式所需要的转速和为了达到预定的行驶模式所需要的扭矩的集合;
第2计算步骤,从某一个电动机特性曲线选择与所述转速和所述扭矩对应的电动机效率;
第3计算步骤,根据所述转速和所述扭矩求作功量,用所述作功量除以所述电动机效率而求消耗功率;以及
第4计算步骤,在全部行驶时间内重复所述第1计算步骤、所述第2计算步骤和所述第3计算步骤而求所述消耗功率的总和。
按照本发明的第2方式,电动机具有通过所述第1计算步骤、所述第2计算步骤、所述第3计算步骤和所述第4计算步骤选择的特性。
按照本发明的第3方式,电动车辆具有由电动机设计方法设计的电动机。
发明效果
按照本发明的电动机设计方法、通过电动机设计方法设计的电动机和具有电动机的电动车辆,具有以下效果,即可以通过分析行驶模式,设定用作功量除以电动机效率的时间积分最小的电动机的效率图,改善功率消耗量。
附图说明
图1是具有本发明的一个实施方式的电动机的电动车辆的透视外观图。
图2是本发明的一个实施方式的电动车辆的方框结构图。
图3是本发明的一个实施方式的电动车辆的测量装置安装线图。
图4是本发明的一个实施方式的电动机设计方法中应用的行驶模式的一例的速度曲线(profile)。
图5是本发明的一个实施方式的电动机设计方法中应用的电动车辆的作功量分布图。
图6是本发明的一个实施方式的电动机设计方法中应用的电动机的效率图。
图7是本发明的一个实施方式的电动机设计方法中应用的设计流程。
图8是以往的电动机设计方法的方框结构图。
标号说明
10 线路公共汽车(电动车辆)
11 电动机
具体实施方式
以下,参照附图,说明本发明的一个实施方式的电动机设计方法、通过电动机设计方法设计的电动机和具有电动机的电动车辆。
如图1所示,具有通过本发明的一个实施方式的电动机设计方法设计的电动机11的线路公共汽车(电动车辆)10将电动机11与后轮12的车轴13结合。线路公共汽车10在排列了多个座位14的底板15的上方的顶棚面上具有空调装置16。线路公共汽车10在顶棚的驾驶席17侧装备固定型的锂离子二次电池18。线路公共汽车10在底板15的下方后部侧装备交换型的锂离子二次电池组19和变换器(inverter)20。而且,电动机11也可以是轮内电动机(in-wheel motor)等。
如图2所示,线路公共汽车10将从固定型的锂离子二次电池18和交换型的锂离子二次电池组19提供的电力通过变换器20应用于电动机11的旋转控制。电动机11通过由旋转产生的发电作用,通过变换器20使该电力对固定型的锂离子二次电池18和交换型的锂离子二次电池组19充电。
如图3所示,线路公共汽车10还包括高层控制器21,包括由电动机11和变换器20构成的电动机系统22。
高层控制器21始终监视线路公共汽车10的当前车速信息。高层控制器21具有互锁功能和与驾驶员操作的油门踏板等操作台电连接的运转指令功能。高层控制器21将互锁功能和运转指令功能的电信号提供给变换器20。
变换器20控制从固定型的锂离子二次电池18和交换型的锂离子二次电池组19提供的电力,从而随着对电动机11供给电流控制电动机11的转速。这时,变换器20始终监视电动机11的转速。
接着,说明适用于电动机设计方法的行驶模式。这里,作为线路公共汽车10,示出被设为大型车的代表性的行驶模式的M15模型等从测量值提取的模型。
如图4所示,线路公共汽车10在时刻t1至时刻t37为止的1小时(3600sec)内,从时刻t1开始行驶,在加速、惯性移动、减速后的时刻t2中停止在停留处或者信号灯处。线路公共汽车10从时刻t2至时刻t3的时间停止,从时刻t3开始行驶,在加速、惯性移动、减速后的时刻t4中停止在停留处或者信号灯处。线路公共汽车10从时刻t4至时刻t5的时间停止,从时刻t5开始行驶,在加速、惯性移动、减速后的时刻t6中停止在停留处或者信号灯处。
线路公共汽车10从时刻t6至t7的时间停止,从时刻t7开始行驶,在加速、惯性移动、减速后的时刻t8中停止在停留处或者信号灯处。线路公共汽 车10从时刻t8至时刻t9的时间停止,从时刻t9开始行驶,在加速、惯性移动、减速后的时刻t10中停止在停留处或者信号灯处。线路公共汽车10从时刻t10至时刻t11的时间停止,从时刻t11开始行驶,在加速、惯性移动、减速后的时刻t12中停止在停留处或者信号灯处。线路公共汽车10从时刻t12至时刻t13的时间停止,从时刻t13开始行驶,在加速、惯性移动、减速后的时刻t14中停止在停留处或者信号灯处。
线路公共汽车10从时刻t4至t15的时间停止,从时刻t15开始行驶,在加速、惯性移动、减速后的时刻t16中停止在停留处或者信号灯处。线路公共汽车10从时刻t16至t17的时间停止,从时刻t17开始行驶,在加速、惯性移动、减速后的时刻t18中停止在停留处或者信号灯处。线路公共汽车10从时刻t18至t19的时间停止,从时刻t19开始行驶,在加速、惯性移动、减速后的时刻t20中停止在停留处或者信号灯处。线路公共汽车10从时刻t20至t21的时间停止,从时刻t21开始行驶,在加速、惯性移动、减速后的时刻t22中停止在停留处或者信号灯处。
线路公共汽车10从时刻t22至t23的时间停止,从时刻t23开始行驶,在加速、惯性移动、减速后的时刻t24中停止在停留处或者信号灯处。线路公共汽车10从时刻t24至t25的时间停止,从时刻t25开始行驶,在加速、惯性移动、减速后的时刻t26中停止在停留处或者信号灯处。线路公共汽车10从时刻t26至t27的时间停止,从时刻t27开始行驶,在加速、惯性移动、减速后的时刻t28中停止在停留处或者信号灯处。线路公共汽车10从时刻t28至t29的时间停止,从时刻t29开始行驶,在加速、惯性移动、减速后的时刻t30中停止在停留处或者信号灯处。
线路公共汽车10从时刻t30至t31的时间停止,从时刻t31开始行驶,在加速、惯性移动、减速后的时刻t32中停止在停留处或者信号灯处。线路公共汽车10从时刻t32至t33的时间停止,从时刻t33开始行驶,在加速、惯性移动、减速后的时刻t34中停止在停留处或者信号灯处。线路公共汽车10从时刻t34至t35的时间停止,从时刻t35开始行驶,在加速、惯性移动、减速后的时刻t36中停止在停留处或者信号灯处。线路公共汽车10从时刻t36至t37的时间停止,从时刻t37开始行驶中,经过1小时。
通过行驶模式的测量,判断出线路公共汽车10在从时刻t1至时刻t37的1小时内,平均速度为14.2km/h,最高速度为48.4km/h。
接着,根据通过由图4得到的行驶模式测量出的驱动要求能量,说明在某个驱动力(扭矩)和车速(转速)的二维平面上的组合中,线路公共汽车10需要的作功量(图5中高度方向被示出)。
如图5所示,线路公共汽车10的转速由车速唯一地决定,扭矩由伴随图4所示的行驶模式决定的运行状态的加减速的状态来决定。
接着,说明某个扭矩和转速中的效率。
如图6所示,从上部向下部,按照第1效率区域A1、第2效率区域A2、第3效率区域A3、第4效率区域A4、第5效率区域A5、第6效率区域A6、第7效率区域A7的顺序设定效率区域。因此,某个扭矩和转速的效率按照第1效率区域A1、第2效率区域A2、第3效率区域A3、第4效率区域A4、第5效率区域A5、第6效率区域A6、第7效率区域A7的顺序降低。
本发明的一个实施方式的电动机设计方法是以下方法,即对于具有图6所示的多个特性的电动机11,图4所示的行驶模式的运行特性的各个时刻t1~t37(t1~tn)的作功量除以效率,将累计了该结果后的值小的电动机11设为适当的电动机11。
本发明的一个实施方式的电动机设计方法由以下步骤构成:第1计算步骤,求为了达到预定的行驶模式所需要的转速(N)和为了达到预定的行驶模式所需要的扭矩(T)的集合;第2计算步骤,从某一个电动机特性曲线选择与转速(N)和扭矩(T)对应的电动机效率(αt);第3计算步骤,根据转速(N)和扭矩(T)求作功量(W),用作功量(W)除以电动机效率(αt)而求消耗功率;第4计算步骤,在全部行驶时间内重复第1计算步骤、第2计算步骤和第3计算步骤而求消耗功率的总和。
接着,对电动机设定方法的计算步骤进行说明。
如图7所示,首先,决定为了达到预定的行驶模式所需要的转速(N)和预定的行驶模式(S1)。
接着,根据电动机的扭矩和各个转速下的负荷计算电动机负荷(S2)。
接着,计算电动机的大小、最高转速和使用电压等电动机设计规格制约条件(S3)。
然后,进行电动机设计规格的选定(S4)。
接着,根据选定的电动机设计规格,通过电动机效率(αt)×负荷的运算,进行特性值的计算(S5)。
然后,设定特性值(S6)。
这时,在选定的设计规格的特性值不是最小的情况下,重复进行电动机设计规格的选定和特性值的计算(S4→S5→S6)。
即,预定的时刻t~t+△t下的线路公共汽车10的作功量通过以下的算式1计算。
【算式1】
ΔWt=2πNTΔt
这时的电动机11的转速(N)和扭矩(T)为Nt,Tt。
因此,这时的效率为αt。
这时的电动机消耗功率量(△Wmt)通过以下的算式2计算。
【算式2】
ΔWmt=ΔWt/αt=2πNTΔt/αt
然后,通过将其进行时间积分,计算以下的算式3。
【算式3】
Wmt=∑ΔWmt=∑ΔWt/αt=∑2πNTΔt/αt
然后,设定时间积分为最小的电动机11的效率图,在第4计算步骤中,在全部行驶时间内重复第1计算步骤、第2计算步骤和第3计算步骤,从而求消耗功率的总和。
以上,如果如说明的那样按照本实施方式的电动机设计方法,则可以通过分析行驶模式,设定用作功量(W)除以电动机效率(αt)后的时间积分最小的电动机11的效率图,改善功率消耗量。
按照本实施方式的电动机11,可以分析行驶模式并进行设计,使得用作功量(W)除以电动机效率(αt)后的时间积分最小。
按照本实施方式的线路公共汽车10,可以分析行驶模式,设定用作功量(W)除以电动机效率(αt)后的时间积分最小的电动机11的效率图,改善功率消耗量。因此,按照一个实施方式的线路公共汽车10,可以提供采用以电动机11驱动车辆的电动方式,在节能、加速性能、乘坐感觉等各个方面最佳的电动车辆。
而且,在本实施方式中,设定用作功量(W)除以电动机效率(αt)后的时间积分最小的电动机的效率图,但是,实际上很难从无限的信息中选择最小的信息。因此,例如从受限的多个电动机效率图中选定最小的一个,或者在利用计算机程序等情况下,选定收敛在某个阈值以下时的电动机效率图。
即,本发明的一个实施方式提供电动机的设计方法,用从行驶模式得到的作功量(W)除以电动机效率(αt)后的时间积分更小的电动机的设计方法。
而且,本发明的一个实施方式的电动机设计方法、通过电动机设计方法设计的电动机11和具有电动机11的线路公共汽车10中,空调装置16、固定型的锂离子二次电池18、交换型的锂离子二次电池组19、变换器20等不限于前述的一个实施方式,也可以进行适当的变形和改良等。
产业上的可利用性
本发明能够适用于不装备充电用发动机而是全电池化的电动式公共汽车,特别适于提供在节能、加速性能、乘坐感觉等各个方面最佳的电动车辆。
Claims (3)
1.一种电动机选定方法,包括:
第1阶段,求为了达到电动车辆的预定的行驶模式所需要的电动机的转速、和为了达到所述行驶模式所需要的所述电动机的扭矩的集合;
第2阶段,从所述电动机的特性图选择与所述电动机的转速和所述电动机的扭矩对应的电动机效率;
第3阶段,根据所述电动机的转速和所述电动机的扭矩求作功量,用所述作功量除以所述电动机效率而求消耗功率;
第4阶段,在所述电动车辆的全部行驶时间内重复所述第1阶段、所述第2阶段和所述第3阶段而求所述消耗功率的总和;以及
第5阶段,对于具有各自不同的特性的多个电动机,选定所述消耗功率的总和小的电动机,作为用于所述电动车辆的电动机。
2.一种电动机,具有通过权利要求1所述的电动机选定方法选定的特性。
3.一种电动车辆,具有由权利要求1所述的电动机选定方法选定的电动机。
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- 2011-10-19 EP EP11834390.4A patent/EP2631106A4/en not_active Withdrawn
- 2011-10-19 KR KR1020137002289A patent/KR101538238B1/ko active IP Right Grant
- 2011-10-19 CN CN201180048954.4A patent/CN103153690B/zh not_active Expired - Fee Related
- 2011-10-19 WO PCT/JP2011/074051 patent/WO2012053551A1/ja active Application Filing
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CA2812733C (en) | 2019-01-22 |
US20130179133A1 (en) | 2013-07-11 |
CA2812733A1 (en) | 2012-04-26 |
EP2631106A1 (en) | 2013-08-28 |
KR101538238B1 (ko) | 2015-07-20 |
CN103153690A (zh) | 2013-06-12 |
JP2012090428A (ja) | 2012-05-10 |
KR20130051470A (ko) | 2013-05-20 |
JP5693137B2 (ja) | 2015-04-01 |
US9454638B2 (en) | 2016-09-27 |
WO2012053551A1 (ja) | 2012-04-26 |
EP2631106A4 (en) | 2017-05-17 |
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