CN104786858B - 一种增程式电动汽车 - Google Patents

一种增程式电动汽车 Download PDF

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Publication number
CN104786858B
CN104786858B CN201510129254.8A CN201510129254A CN104786858B CN 104786858 B CN104786858 B CN 104786858B CN 201510129254 A CN201510129254 A CN 201510129254A CN 104786858 B CN104786858 B CN 104786858B
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Prior art keywords
motor
cells
turboshaft engine
electromotor
stroke
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CN201510129254.8A
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CN104786858A (zh
Inventor
靳普
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Liu Muhua
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To Yue Teng Wind Technology Investment Group Ltd
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Priority to CN201510129254.8A priority Critical patent/CN104786858B/zh
Publication of CN104786858A publication Critical patent/CN104786858A/zh
Priority to PCT/CN2016/070749 priority patent/WO2016150238A1/zh
Priority to US15/560,628 priority patent/US10166872B2/en
Priority to CA2979419A priority patent/CA2979419C/en
Priority to SG11201707764YA priority patent/SG11201707764YA/en
Priority to KR1020177030598A priority patent/KR101840783B1/ko
Priority to JP2017549429A priority patent/JP6408167B2/ja
Priority to EP16767615.4A priority patent/EP3275718A4/en
Priority to AU2016236718A priority patent/AU2016236718B2/en
Priority to RU2017133860A priority patent/RU2657139C1/ru
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • 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
    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
    • 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
    • B60K6/24—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 combustion engines
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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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    • B60K7/00—Disposition of motor in, or adjacent to, traction wheel
    • B60K7/0007—Disposition of motor in, or adjacent to, traction wheel the motor being electric
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • 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
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • 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
    • 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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    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
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    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
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    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
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    • B60W30/18—Propelling the vehicle
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D15/00—Adaptations of machines or engines for special use; Combinations of engines with devices driven thereby
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    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
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    • F05D2220/00—Application
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    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
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Abstract

本发明提供一种增程式电动汽车，其中涡轴发动机(1)的信号端接涡轴发动机控制器(2)，传动轴与发电机(3)的转轴相连；发电机(3)输出电能量分别给电池组(4)和驱动电机(6)；电池组(4)与驱动电机(6)相连，在信号端接电池控制器(5)；驱动电机(6)的传输轴与车轮(11)相连；电池散热器(7)的冷风通道通向电池组(4)；储气罐(9)的输气管路与涡轴发动机(1)的燃气输入管路相连。本发明发挥了涡轴发动机的优势，与驱动电机、电池组和中央控制器一起，形成高效、稳定、环保的系统，具有高功重比，低功耗，低排放，低噪音震动，不需要使用尾气处理系统、易于维护寿命长的优点。

Description

一种增程式电动汽车
技术领域
本发明涉及汽车领域，尤其是涉及一种增程式电动汽车。
背景技术
随着空气质量的变差以及越来越多的人们对环境保护的意识加强，增程式电动汽车作为新能源车在诸多客观因素的促使下越来越受到人们的追捧。
增程式电动汽车指一种配有地面充电和车载供电功能的纯电驱动的电动汽车，也就是说，增程式电动汽车全程由电来驱动。增程式电动汽车的动力系统由动力电池系统、动力驱动系统、整车控制系统和辅助动力系统(APU)组成，由整车控制器完成运行控制策略。
现有的增程式电动汽车设计中，动力驱动系统使用的发电机组是活塞式内燃机。在行驶距离较短的情况下，行驶仅仅依靠车载动力电池系统提供的电力来完成，而在相对较长的行驶距离情况下，由内燃机或者燃料电池提供额外的电能来驱动车辆。这种活塞式内燃机受制于活塞发动机的做功方式，损失了大量的活塞动能，发动机运行温度高，散热导致大量内能耗散等，导致总体热效率只有10％—30％。可见这种活塞式内燃机非常浪费能源。
基于传统活塞式发动机的增程式电动汽车，充电系统的排放基本和普通活塞式发动机类似。由于活塞式发动机的工作方式是间歇性点火方式，现有的四冲程活塞式发动机，经过多年的演变，压缩比不断提高，燃烧方式也不断优化，但直到现在，依然无法攻克燃烧不充分和尾气氧化不足等弊病，这就造成了现有的增程式电动汽车，仍然需要使用现有活塞式发动机所使用的一整套尾气处理系统。
发明内容
本发明的目的提供一种增程式电动汽车，其能够提高能源的利用率，且不需要尾气处理系统。
为实现本发明的目的，本发明提出如下技术方案：
本发明提供一种增程式电动汽车，其包括：车轮；车架；布置在车架底盘上的涡轴发动机；涡轴发动机控制器；发电机；电池组；电池控制器；驱动电机、电池散热器和储气罐；
所述涡轴发动机的信号端接涡轴发动机控制器，传动轴与发电机的转轴相连，以带动发电机发电；
发电机输出的电能量分别给电池组和驱动电机；电池组与驱动电机相连，并在信号端接电池控制器；
驱动电机的动力传输轴与车轮的驱动轴相连；
电池散热器的冷风通道通向电池组；
储气罐的输气管路与涡轴发动机的燃烧室的燃气输入管路相连，以实现对涡轴发动机燃气的供给。
更进一步地，所述增程式电动汽车还包括：中央控制器；
所述发电机、电池组和驱动电机的信号端分别接中央控制器，以实现发电机按照中央控制器的提供的电控比例，将额定功率的电能输送给电池组和驱动电机。
更进一步地，所述增程式电动汽车还包括：电池热能管理系统；
所述电池热能管理系统包括温度感应器和执行器，所述温度感应器与执行器之间通过信号线相连；所述温度感应器设置在电池组的表面，执行器与涡轴发动机的开关相连。
更进一步地，所述增程式电动汽车还包括：
热能回收装置；热能输送管和压缩空气加热器；
所述热能回收装置设置在涡轴发动机的燃烧室的尾部，以吸收涡轴发动机燃烧后产生的热量；
所述热能输送管的入口端接所述热能回收装置，出口端接所述压缩空气加热器；
所述压缩空气加热器的出口设置两个分支管，其中一个支管接所述涡轴发动机燃烧室的空气进口，以对进入涡轴发动机的空气进行加热；另一个支管接车辆的暖风出口，以给车辆供暖。
更进一步地，所述热能回收装置为翅片式换热器。
更进一步地，所述驱动电机为两个或四个。
本发明还提供一种如上述增程式电动汽车的充电方法，所述充电方法包括：
静止充电模式：在驱动电机不工作的情况下下，通过中央控制器控制发电机对电池组进行缓充电或快充电；
行进充电模式：在驱动电机以标准功率工作的情况下，通过中央控制器控制发电机对电池组供电；在驱动电机以超高功率工作的情况下，通过中央控制器控制发电机和电池组同时对驱动电机供电；
在电池耗尽但要求高性能行驶的情况下，通过中央控制器控制发电机以大功率直接驱使驱动电机工作，停止对电池组充电；待行驶状况能量消耗降低至驱动电机以标准功率工作时，转入行进充电模式；车辆停止后，自动转入静止充电模式。
本发明还提供一种涡轮发动机，所述涡轮发动机包括：
燃烧室、调压喷嘴、进气涡轮、排气涡轮、尾喷管和传动轴；
所述进气涡轮为悬浮旋转方式的涡轮转子，其上设置有导向叶片，其安装在进气道入口，通过该导向叶片将进来的气体导入燃烧室的进气管道；
燃烧室的进气口接进气管道，燃烧室的尾端设置传动轴和排气涡轮；
排气涡轮为悬浮旋转方式的涡轮转子，设置有导向叶片，其所在腔体出口接尾喷管的入口；调压喷嘴设置在燃烧室的进气口前端，以调节进入燃烧室的气压。
由上述本发明的技术方案可以看出，本发明通过涡轴发动机驱动电动汽车，由于涡轴发动机具有低功耗，低排放的特点，因此能够解决现有技术总体热效率较低的问题。
另外，由于本发明中的涡轴发动机的燃烧过程在连续的、不间断的涡轴燃烧室进行，且该燃烧室具有一定的长度，整个燃烧室可以提供足够长的时间供给燃油充分的燃烧，且氧气充足，足够整个氧化反应完全进行，不存在燃烧不充分和尾气氧化不足的问题，所以不需要使用尾气处理系统。
附图说明
图1为本发明涡轴发动机的结构示意图；
图2为本发明的一种增程式电动汽车的结构俯视图；
图3为本发明的一种增程式电动汽车的结构主视图；
图4为本发明的一种增程式电动汽车中的中央控制线路示意图；
图5为本发明另一种增程式电动汽车中增加的热能回收系统的结构示意图。
附图中：
燃烧室1-1；调压喷嘴1-2；进气涡轮1-3；排气涡轮1-4；尾喷管1-5；传动轴1-6；涡轴发动机1；涡轴发动机控制器2；发电机3；电池组4；电池控制器5；驱动电机6、电池散热器7；储气罐9；中央控制器10；车轮11；车架12；热能输送管13；压缩空气加热器14和压缩空气加热器15。
具体实施方式
本发明人考虑到直升机，坦克，或火力发电站等地方用到的涡轴发动机，其热效率甚至可达到30％—60％，因此，选择涡轴发动机作为增程式电动汽车动力驱动系统使用的发电机组无疑拥有极大优势。然而，增程式电动汽车体积较直升机，坦克，或火力发电站要小得多，上述地方使用的涡轴发动机必须缩小才能用在增程式电动汽车上。然而若单纯缩小涡轴发动机的体积，需要解决两个技术难题：
1、需要提高各个零部件的加工精度，这会导致增加加工工艺的难度；
2、由于各个部件的体积减小，在满足同样功率条件下，则需要增加发动机的转速。然而随着发动机转速提高，则会带来一系列的问题，如噪音加大、温度提高等。由于温度的提高，转子的润滑问题需要得到解决，特别是大功重比的超高转速燃气轮机，相对高的转速带来了巨大的离心力，将润滑剂甩离转子，造成润滑不充分，转子接触点温度上升，工况恶化，严重影响发动机的使用寿命。
综合上述，可以看出，需要对直升机，坦克，或火力发电站等地方用到的涡轴发动机结构进行改造，才能应用到增程式电动汽车上。本发明也正是对此涡轴发动机进行了设计，并结合其他部件利用其来驱动增程式电动汽车。
以下结合附图对本发明的技术方案进行详细说明。
实施例一
本发明提供一种涡轮发动机，其结构如图1所示，包括：燃烧室1-1、调压喷嘴1-2、进气涡轮1-3、排气涡轮1-4、尾喷管1-5和传动轴1-6。
进气涡轮1-3为悬浮旋转方式的涡轮转子，这是因为转子边缘与发动机腔体内壁间隙非常小，当强气流通过时会产生巨大作用力，从而推动悬浮转子旋转，转子转速越高作用力越大。进气涡轮1-3上设置有导向叶片，其安装在进气道入口，通过该导向叶片将进来的气体导入燃烧室1-1的进气管道；燃烧室1-1具备一定长度，是为了让气流快速流动燃烧更充分。燃烧室1-1的进气口接进气管道，燃烧室1-1的尾端设置传动轴1-6和排气涡轮1-4；排气涡轮1-4也为悬浮旋转方式的涡轮转子，同样设置有导向叶片，其所在腔体出口接尾喷管1-5的入口；调压喷嘴1-2设置在燃烧室1-1的进气口前端，以调节进入燃烧室1-1的气压。
由于涡轴发动机使用了悬浮旋转方式的涡轮转子，涡轮转子跟发动机本体不存在任何接触，所以无论转速如何升高，涡轮转子的温度都不受影响，完全回避了高速涡轮转子的润滑问题，这不仅延长了涡轴发动机的寿命，同时也为本涡轴发动机带来了超长的维护周期等优势，使得本涡轴发动机能够更加安全和稳定的运转。
涡轴发动机的燃烧过程在连续的、不间断的燃烧室1-1进行，且该燃烧室1-1具有一定的长度，整个燃烧室1-1可以提供足够长的时间供给燃油充分的燃烧，且氧气充足，足够整个氧化反应完全进行。因此，该涡轴发动机的燃烧排放产物结构远远优于传统活塞式发动机的，大约相当于欧五标准的1/10-1/20。同时也避免了活塞式发动机的一整套尾气处理系统，更无需维护和保养尾气处理系统。因而，也规避了因车辆尾气处理系统失效而造成的环境污染，真正做到了从根源上改善排放，提高环保性能。
实施例二
本发明还提供了一种增程式电动汽车，其结构如图2和图3所示，具体包括如下零部件：涡轴发动机1；涡轴发动机控制器2；发电机3；电池组4；电池控制器5；驱动电机6、电池散热器7；电池热能管理系统；储气罐9；中央控制器10、车轮11和车架12。
车架12包括整个汽车的外壳、底盘以及底盘上设置的操纵设备；其中底盘上布置有涡轴发动机1；涡轴发动机控制器2；发电机3；电池组4；电池控制器5；驱动电机6、电池散热器7；电池热能管理系统；储气罐9；和中央控制器10。
上述涡轴发动机1的信号端接涡轴发动机控制器2，涡轴发动机控制器2通过该信号端控制和调节涡轴发动机1的输出功率。
上述涡轴发动机1的传动轴1-6与发电机3的转轴相连，带动发电机3发电，为整车提供电力，因此也将涡轴发动机1和发电机3统称为发电机组。发电机组输出的电能量分别给电池组4和驱动电机6；电池组4也和驱动电机6相连，并在信号端接电池控制器5；电池控制器5用于对电池组4的输出功率进行调节和控制。
如图4所示，上述涡轴发动机1和发电机3组成的发电机组、电池组4和驱动电机6的信号端分别接中央控制器10。
通过该中央控制器10，涡轴发动机1和发电机3组成的发电机组提供的电力能量流向有两条途径，分别为电池组和驱动电机6。这就意味着，可以单独给电池组4充电，不供应驱动电机6电能；或者按照中央控制器10的提供的电控比例(中央控制电路运算结果)，同时把额定功率的电能输送给驱动电机6和电池组4；甚至在电池组4完全没有电能储备，有要求最大功率使用驱动电机6的情况下，轴发动机1和发电机3组成的发电机组可以完全将所有电能提供给驱动电机6使用，暂时不进行电池组4充电，以保障最强动力性能，且即使在这种情况下，轴发动机1和发电机3组成的发电机组也可以提供30-60kw的电能直供驱动电机6，让整车保持150-160km/h行驶，直到燃油完全耗尽。通过中央控制器10的控制，能够使本发明的增程式电动汽车达到如下三种充电模式：
1.静止充电模式，在驱动电机6不工作，车辆停止的状态下，通过中央控制器10让发电机3对电池组4进行缓充电或快充电(取决于使用者的需求)。
2.行进充电模式，在驱动电机6以标准功率工作的情况下，发电机3对电池组4供电；在驱动电机6以超高功率工作的情况下，发电机3和电池组4同时对驱动电机6供电，瞬间爆发极高整车性能。
3.在电池耗尽但要求高性能行驶(高速公路路况)的情况下，发电机3以30-60kw大功率直接驱使驱动电机6工作，提供150-160km/h的最高行驶速度，此时停止对电池组4充电；待行驶状况能量消耗降低，车辆自动转入行进充电模式；车辆停止后，自动转入静止充电模式。
具体包括如下步骤：
步骤S101，中央控制器10根据驱动电机6的行驶速度判断驱动电机6的状态；
若驱动电机6停止工作，则执行步骤S102，即静止充电模式：中央控制器10发信号给发电机3使其对电池组4进行缓充电或快充电；
若驱动电机6以标准功率工作，则执行步骤S103，即中央控制器10发信号给发电机3使其对电池组4供电；
若驱动电机6以超高功率工作，则执行步骤S104，即中央控制器10发信号给发电机3和电池组4，使它们同时对驱动电机6供电；同时中央控制器10监测电池组4的电能是否耗尽；
若中央控制器10监测到电池组4的电能耗尽，且判断出此时驱动电机6仍以超高功率工作，则执行步骤S105，即中央控制器10发信号给发电机3，使其以30-60kw大功率直接驱使驱动电机6工作，提供150-160km/h的最高行驶速度，并停止对电池组4充电；
中央控制器10判断出行驶状况能量消耗降低，即驱动电机6以标准功率工作，则转入执行步骤S103；若中央控制器10判断出驱动电机6停止工作，则转入步骤S102。
上述驱动电机6的动力传输轴与车轮11的驱动轴相连。驱动电机6可以有四个或两个。驱动电机6处设置有传感器，用于感应车辆行驶速度即驱动电机6的工作速度，其通过连线与中心控制器10连接，以传输该驱动电机6的工作速度。驱动电机6若为四个，则驱动电机6的动力传输轴与车辆前后车轮11的驱动轴连接，分别用于驱动四个车轮11的转动。驱动电机6若为两个，则仅仅驱动车辆前面的车轮11；或者仅仅驱动车辆后面的车轮11。
上述电池组4在频繁充电的过程中会产生的大量的热，为此，本发明还设置了电池散热器7，该电池散热器7可以为一个也可以为多个，电池散热器7的冷风通道直接通向电池组4，利用车辆行驶过程中的冷风，对电池组4进行实时的冷却降温。
电池热能管理系统包括温度感应器和执行器，该温度感应器与执行器之间通过信号线相连。其中的温度感应器设置在电池组4的表面，执行器与涡轴发动机1的开关相连。电池热能管理系统通过温度感应器实时监控电池组4的过热情况，如果感应到电池组4在单位时间内的发热量超过预先设定的安全阈值，则触发执行器启动，执行器将涡轴发动机1的开关关闭，以终止涡轴发动机1对电池组4的充电。
上述储气罐9的输气管路与涡轴发动机1的燃烧室的燃气输入管路相连，用于实现对涡轴发动机1燃气的供给。
实施例三
本发明还提供了另一种增程式电动汽车，其在上述实施例二的基础上，还包括如图5所示的如下零部件：热能回收装置13；热能输送管14；压缩空气加热器15。
上述热能回收装置13的设置在涡轴发动机的燃烧室的尾部，用于吸收涡轴发动机1燃烧后产生的热量。该热能回收装置13为翅片式换热器，使得吸收热能的效果更佳。
上述热能输送管14的入口端接热能回收装置13，出口端接压缩空气加热器15。通过该热能输送管14，将热能回收装置13所回收的热量传给压缩空气加热器15。
压缩空气加热器15的出口设置两个分支管，其中一个支管接涡轴发动机1燃烧室的空气进口，用于对进入涡轴发动机1的空气进行加热，从而改善涡轴发动机1的燃烧性能；另一个支管接车辆的暖风出口，用以给车辆供暖。
由上述本发明的实施例可以看出，本发明的增程式电动汽车提供电能的是从未有过的高效率的涡轴发动机，通过创新与优化，本发明具有高功重比，低功耗，低排放，低噪音震动，易于维护寿命长的优点。
本发明的增程式电动汽车的整体设计和布局，完全发挥了涡轴发动机的优势，并与发电机、电池组和中央控制器一起，形成了高效、稳定、环保的系统设计方案。
需要说明的是，虽然上面结合具体实施例和附图对本发明进行了详细地描述，但是，上面的描述仅仅是示意性地说明，以便于本领域技术人员对本发明的理解，图中所示部件的具体细节并非对发明保护范围的限定。本领域技术人员也应该理解，上述实施例也仅仅是对本发明的示意性实现方式的解释，并非对本发明范围的限定。

Claims (4)

1.一种增程式电动汽车，包括车轮(11)和车架(12)，其特征在于，所述增程式电动汽车还包括：
布置在车架(12)底盘上的涡轴发动机(1)；涡轴发动机控制器(2)；发电机(3)；电池组(4)；电池控制器(5)；驱动电机(6)、电池散热器(7)、电池热能管理系统、储气罐(9)、中央控制器(10)、热能回收装置(13)、热能输送管(14)和压缩空气加热器(15)；
所述涡轴发动机(1)的信号端接涡轴发动机控制器(2)，传动轴与发电机(3)的转轴相连，以带动发电机(3)发电；
发电机(3)输出的电能量分别给电池组(4)和驱动电机(6)；电池组(4)与驱动电机(6)相连，并在信号端接电池控制器(5)；
驱动电机(6)的动力传输轴与车轮(11)的驱动轴相连；
电池散热器(7)的冷风通道通向电池组(4)；
储气罐(9)的输气管路与涡轴发动机(1)的燃烧室的燃气输入管路相连，以实现对涡轴发动机(1)燃气的供给；
所述发电机(3)、电池组(4)和驱动电机(6)的信号端分别接中央控制器(10)，以实现发电机(3)按照中央控制器(10)的提供的电控比例，将额定功率的电能输送给电池组(4)和驱动电机(6)；
所述电池热能管理系统包括温度感应器和执行器，所述温度感应器与执行器之间通过信号线相连；所述温度感应器设置在电池组(4)的表面，执行器与涡轴发动机(1)的开关相连；
所述热能回收装置(13)设置在涡轴发动机(1)的燃烧室的尾部，以吸收涡轴发动机(1)燃烧后产生的热量；
所述热能输送管(14)的入口端接所述热能回收装置(13)，出口端接所述压缩空气加热器(15)；
所述压缩空气加热器(15)的出口设置两个分支管，其中一个支管接所述涡轴发动机(1)燃烧室的空气进口，以对进入涡轴发动机(1)的空气进行加热；另一个支管接车辆的暖风出口，以给车辆供暖。
2.根据权利要求1所述的增程式电动汽车，其特征在于，所述热能回收装置(13)为翅片式换热器。
3.根据权利要求1或2所述的增程式电动汽车，其特征在于，所述驱动电机(6)为两个或四个。
4.一种如上述权利要求1的增程式电动汽车的充电方法，其特征在于，所述充电方法包括：
静止充电模式：在驱动电机(6)不工作的情况下下，通过中央控制器(10)控制发电机(3)对电池组(4)进行缓充电或快充电；
行进充电模式：在驱动电机(6)以标准功率工作的情况下，通过中央控制器(10)控制发电机(3)对电池组(4)供电；在驱动电机(6)以超高功率工作的情况下，通过中央控制器(10)控制发电机(3)和电池组(4)同时对驱动电机(6)供电；
在电池耗尽但要求高性能行驶的情况下，通过中央控制器(10)控制发电机(3)以大功率直接驱使驱动电机(6)工作，停止对电池组(4)充电；待行驶状况能量消耗降低至驱动电机(6)以标准功率工作时，转入行进充电模式；车辆停止后，自动转入静止充电模式。
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