CN104802629B - 一种发动机中置的增程式电动汽车 - Google Patents

一种发动机中置的增程式电动汽车 Download PDF

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CN104802629B
CN104802629B CN201510259749.2A CN201510259749A CN104802629B CN 104802629 B CN104802629 B CN 104802629B CN 201510259749 A CN201510259749 A CN 201510259749A CN 104802629 B CN104802629 B CN 104802629B
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engine
turboshaft engine
stroke
motor
air
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CN104802629A (zh
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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 CN201510259749.2A priority Critical patent/CN104802629B/zh
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Priority to PCT/CN2016/070750 priority patent/WO2016184145A1/zh
Priority to KR1020177033028A priority patent/KR101973710B1/ko
Priority to US15/574,462 priority patent/US10202044B2/en
Priority to JP2017559840A priority patent/JP6615229B2/ja
Priority to CA2986272A priority patent/CA2986272C/en
Priority to AU2016263240A priority patent/AU2016263240B2/en
Priority to SG11201709523RA priority patent/SG11201709523RA/en
Priority to RU2017139748A priority patent/RU2702200C2/ru
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/90—Electric propulsion with power supplied within the vehicle using propulsion power supplied by specific means not covered by groups B60L50/10 - B60L50/50, e.g. by direct conversion of thermal nuclear energy into electricity
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    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
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    • B60L2220/46—Wheel motors, i.e. motor connected to only one wheel
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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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    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
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Abstract

本发明提供了一种发动机中置的增程式电动汽车，包括车身、涡轴发动机(1)、电池组(2)、发电机(3)、整车控制器(4)、驱动电机(5)、燃气控制器(6)、电池控制器(7)、储气罐(8)和进气箱(12)，其特征在于，所述的车身包括车身本体，所述的车身本体的底部结构形成汽车车架，所述的涡轴发动机(1)布置安装在前后车轴之间并靠近后车轴的汽车车架上，涡轴发动机(1)的输出轴轴线位于汽车车身的对称平面上，涡轴发动机(1)的空气进口朝向车尾，所述的进气箱(12)与涡轴发动机(1)的空气进口连通，进气箱(12)通过管道与车身覆盖件上的进气格栅连通。本发明的一种发动机中置的增程式电动汽车，具有能源转换效率高、操作性能好、续航里程远和车身结构强度高的特点。

Description

一种发动机中置的增程式电动汽车
技术领域
本发明属于汽车技术领域，特别涉及一种与发动机布置有关的增程式电动汽车。
背景技术
现代汽车主要有传统活塞式发动机为动力源的汽车，以及纯电动、插电式使用蓄电池储存能量，用电动机进行驱动的汽车。混合动力汽车(HEV)，既有传统活塞发动机又有电动机两套动力系统的新型汽车。现有的混合动力车一般采用机械动力混合结构，具有两套完整的动力系统，包括离合器、变速箱、差速器等，结构较复杂，电池能量很小，只起到辅助驱动和刹车能量回收的作用。而一种串联式的HEV即增程式电动汽车采用电机直驱，结构简单，电池处于良性平台浅充放，保证了电池的使用寿命。电池容量大，能进行纯电模式行驶。发动机一直处于最佳工作状态，排放小、效率高。具有外接充电方式，能利用夜间的低价低谷电充电。现有的增程式电动车，都是以活塞式发动机作为充电机使用，活塞式发动机的热效率与燃气轮机的热效率有着巨大的差异，传统的活塞式内燃机作为动力，发动机结构体积庞大，使得增程式电动车动力系统的整体效率低下。因此，使用燃气轮机为增程式电动车发电，拥有广阔的应用前景。
现有的混合动力汽车一般还是与普通轿车一样将发动机前置，即置于前车轴靠前的位置，并且发动机输出轴纵向布置，这样带来的好处是布置维修方便，但前后车轮和左右车轮承载重量不易平衡，惯性力矩大，操纵性差。
在现有普通汽车中，也有发动机中置或后置的汽车，但这种情况一般是为提高汽车的操纵性而采用的后轮驱动形式，但后轮驱动的汽车在高速过弯时一旦后轮产生侧滑则易发生转向过度，过于敏锐的转向会让车辆更容易侧滑和失控，这对高速运动的跑车是危险的。
对于纯电动汽车，车架的中部可以用于布置安装电池组，这样可获得更大的安装空间以得到更大的电池容量。但对于发动机前置的增程式电动车，电池组的布置空间因发动机的布置位置和前后轮平衡的要求而受到了很大挤压，使汽车在仅以电池组放电的驱动模式下的继航里程受到影响。
现代的小型汽车一般采用承载式车身或非承载式车身，承载式车身虽易于加工但车架和整体框架的强度不高，非承载式车身也存在车身强度不高的缺陷。
发明内容
本发明的发明目的是提供一种发动机中置的增程式电动汽车，采用燃气轮机作为动力源并布置在汽车后轮靠前的汽车对称中心线上的位置，燃气轮机的输出轴纵置，具有能源转换效率高、操作性能好、续航里程远和车身结构强度高的特点。
本发明的具体技术方案是一种发动机中置的增程式电动汽车，包括车身、涡轴发动机、电池组、发电机、整车控制器、驱动电机、燃气控制器、电池控制器、储气罐和进气箱，其特征在于，
所述的车身包括车身本体，所述的车身本体的底部结构形成汽车车架，
所述的涡轴发动机布置安装在前后车轴之间并靠近后车轴的汽车车架上，涡轴发动机的输出轴轴线位于汽车车身的对称平面上，涡轴发动机的空气进口朝向车尾，
所述的进气箱与涡轴发动机的空气进口连通，进气箱通过管道与车身覆盖件上的进气格栅连通，
所述的电池组布置安装在涡轴发动机前方的汽车车架上，
所述的发电机转子与涡轴发动机的输出轴相连，
所述的驱动电机驱动前后轮转动，
所述的整车控制器包括变流器和逆变器，所述的发电机为三相高速永磁电机，该三相高速永磁电机的三相输出端与所述的变流器的三相端连接，变流器的直流端分别与所述的电池控制器和所述的逆变器的直流输入端连接，逆变器的三相输出端与所述的驱动电机的三相端连接，
所述的燃气控制器控制涡轴发动机燃烧室燃气的添加。
更进一步地，所述的车身本体由前悬架仓、后悬架仓和安全仓组成，所述的整车控制器布置安装在前悬架仓内的汽车车架上，所述的储气罐布置在涡轴发动机前部。
更进一步地，所述的安全仓为碳纤维材料制作，前悬架仓和后悬架仓为铝合金管框架结构。
更进一步地，所述的进气格栅有两个，对称地位于车身两侧的后翼子板上，通过对称的两根管道与进气箱连通。
更进一步地，所述的前后轮的悬架为双叉臂独立悬架。
本发明的有益效果是本发明的发动机中置的增程式电动汽车与现有技术相比，具有如下优点：
1)提供电能的发电机组是微型燃气轮机，通过创新与优化，具有高功重比，低功耗，低排放，低噪音震动，易于维护寿命长的特性。燃气轮机还具有功率密度极大，运转平顺噪音低的优势。在一般情况下，同等功率的燃气轮机体积只有活塞式发动机的四分之一到五分之一，这是由燃气轮机本身所具有的连续热力学循环本质所决定的。其热效率甚至可达到30％—60％，远远高于活塞式发动机；
(2)本发明完全不需要使用尾气处理系统。在涡轴发动机的整个燃烧过程中，四冲程活塞式发动机的燃烧过程被连续的、不间断的涡轴燃烧室所替代，燃烧过程是没有间断的。同样，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。因此，涡轴发动机的燃烧排放产物结构是大大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；
3)在燃气轮机空气进口前采用了进气箱，能够快速足量地为涡轴发动机补充燃烧所需空气，满足使用要求；
4)将涡轴发动机中置，发动机的重心落在前后车轴之间，发动机的输出轴位于车的对称中心面上，这样，中置发动机的重心是落在车身的中央。并在中部布置电池组和车前部布置整车控制器，前后车轮承载重量是前后50：50，车体重量分布理想平衡，在高速过弯时水平方向上的惯性力矩小，所以整车拥有很好的操纵性，转向非常敏锐，刹车时头沉尾翘的现象弱。这是使本发明的混合动力汽车能获得最佳运动性能；
5)如果还是采用一般的直线形式布置涡轴发动机和发电机，即在一条直线上布置进气、压缩、燃烧、涡轮及涡轮输出轴后的发电机，会造成布置空间需求过大，无法满足汽车上的布置要求。因此，将发电机布置在涡轴发动机进气口处，可极大地减少涡轴发动机和发电机的整个安装体积。并且因涡轴发动机的重量对整车的重量均衡有很大的影响，如果涡轴发动机进气口朝向车首，这样电动机和整个进气管系都要布置在涡轴发动机的前侧，而涡轴发动机的前侧已是座仓，无法满足电动机和整个进气管系的布置要求。因此，采用涡轴发动机进气口朝向车尾的布置形式，满足了整车重量平衡的要求，也节省了布置空间。
6)发动机中置后，因采用增程式模式，由发电机用电缆将电能输送到前轮的驱动电机，而没有了多余的变离合、变速装置和转动轴，使电池组在不占用发动机布置空间的情况下有更大的布置空间，能布置更大容量的电池组。并且，发动机也不用布置在电池组上方而直接安装在车架上，安装更牢固重心更低，这都是有利于整车操纵性的；
7)采用前后轮独立驱动控制，不但有很好的路面适应性能，还可以独立线性控制扭矩输出。不会如一般后轮驱动汽车，在高速过弯后轮产生侧滑时则会发生转向过度，过于敏锐的转向会让车辆更容易侧滑和失控。前后轮独立驱动的方式也解决了发动机中置汽车直线稳定性较差的缺陷；
8)采用碳纤维中部整体车身和前后部采用高强度铝合金管框架车身，不但结构强度完全达到要求，重量也轻，提高了能源的经济性能；
9)前后轮采用双叉臂独立悬挂系统，横向刚度大、抗侧倾性能优异、抓地性能好、路感清晰。
附图说明
图1为本发明的发动机中置的增程式电动汽车的俯视图
图2为本发明的发动机中置的增程式电动汽车的正视图
图3为本发明的发动机中置的增程式电动汽车的立体示意图
具体实施方式
下面结合说明书附图对本发明的技术方案作进一步地描述。
本发明的一种发动机中置的增程式电动汽车，包括涡轴发动机1、电池组2、发电机3、整车控制器4、驱动电机5、燃气控制器6、电池控制器7、储气罐8、前悬架仓9、后悬架仓10、安全仓11和进气箱12。
所述的前悬架仓9、后悬架仓10和安全仓11的底部结构形成汽车车架。前后轮悬架为双叉臂独立悬架。安全仓11为碳纤维材料制作，前悬架仓9和后悬架仓10为铝合金管框架结构。
所述的涡轴发动机1布置安装在前后车轴之间并靠近后车轴的汽车车架上，涡轴发动机1的输出轴轴线位于汽车车身的对称平面上。涡轴发动机1的空气进口朝向车尾。并且发电机3也是位于涡轴发动机1的后侧，这样，涡轴发动机1的空气进口实际为一个环形的套管，套管的中心位置布置发电机3，经套管吸入的空气通过涡轴发动机1的压气机压缩进入燃烧室燃烧，推动涡轮作功，涡轮的输出轴与发电机3的转子轴相连，涡轴发动机1的转轴和发电机3的转子轴安装在空气轴承上。
所述的进气箱12布置在涡轴发动机1的后侧，与涡轴发动机1的空气进口连通，进气箱12通过管道与车身覆盖件上的进气格栅连通，所述的进气格栅有两个，对称地位于车身两侧的后翼子板上，通过对称的两根管道与进气箱12连通。
所述的发电机3转子与涡轴发动机1的输出轴相连。
所述的电池组2布置安装在涡轴发动机1前方的汽车车架上。
发电机3将电力存储在电池组2中，电池组2分别与电池控制器7和驱动电机5相连，电池控制器7用于对电池输出功率的调节和控制。
电池组2频繁充放电的过程中会产生的大量的热，因此，还设置了电池散热器，两个电池散热器的进风格栅分别设置在车辆前方车灯的下方，电池散热器的冷风通道直接通向电池组2，利用车辆行驶过程中的冷风，对电池组进行实时的冷却降温。
所述的驱动电机5有三个，其中一个驱动电机5布置在两个前轮内侧的车架，通过变速器驱动前轮转动，另二个对称布置在二个后轮内侧的车架上，通过变速器可分别驱动两个后轮独立转动。驱动电机5为Brusa 760V永磁直流无刷电机。驱动电机5的电机控制器在整车控制器4的控制下，实现转速的变化，进而实现对一种增程式电动车的驱动。
所述的储气罐8有布置安装在涡轴发动机1前部的汽车车架上。储气罐8可通过支架架起，其下部可布置电池组2，储气罐8正好位于驾驶员座椅的下方空间。
本发明的电动汽车可采用压缩天然气(CNG)和液化天然气(LNG)两种能源系统。对于CNG系统，储气罐8为高压容器，储存压力为20MPa。储气罐8通过管路与发动机天然气进气口连接，在发动机天然气进气口之前具有防冻泄压阀，该防冻泄压阀使用水浴循环加热，热源来自于本车上其它发热部件。对于LNG系统，储气罐8为保温罐，发动机需要进气时打开热阀，使液化气吸热后气化，并采用增加器加压至0.5MPa，热阀的给热量用电子控制。
所述的整车控制器4位于前悬架仓9内的车架上。电池控制器7位于电池组2的附近。所述的整车控制器4除了控制整车的转向系统和制动系统，还通过电机控制器分别对三个驱动电机5的扭矩的分配以控制整车的行驶系统，以及连接涡轴发动机1的燃气控制器6以控制涡轴发动机1燃烧室燃气的添加来改变涡轴发动机1的动力输出，所述的燃气控制器6位于所述的涡轴发动机1前方。
整车控制器4还与电池控制器7的控制端连接。整车控制器4包括变流器和逆变器，所述的发电机3为三相高速永磁电机，发电机3的轴承为空气轴承。该三相高速永磁电机的三相输出端与所述的变流器的三相端连接，变流器的直流端分别与所述的电池控制器7和所述的逆变器的直流输入端连接，逆变器的三相输出端与所述的驱动电机5的三相端连接。在涡轴发动机1起动时，由电池组2经电池控制器7和变流器驱动发电机3转动，以使涡轴发动机1获得初始启动的转速。
发电机3主要提供整车的电力，能量流向有两条途径，分别为电池组2和驱电动机5。这就意味着，涡轴发动机1可以单独给电池组2充电，不供应驱电动机5电能；发电机3或者按照电控比例(整车控制器4的中央控制电路运算控制)，同时把额定功率的电能输送给驱电动机5和电池组2；甚至在电池组2完全没有电能储备，有要求最大功率使用驱电动机5的情况下，发电机3可以完全将所有电能提供给驱电动机5使用，暂时不进行电池充电，以保障最强动力性能。因此，本发明所示的增程式电动车分为一下几种工作模式：
1.静止充电模式，在驱电动机5不工作，车辆停止的状态下，通过整车控制器4的中央控制电路让发电机3对电池组2进行缓冲电或快充电(取决于使用者的需求)。
2.行进充电模式，驱电动机5标准功率工作，发电机3对电池组2供电，当驱电动机5超高功率工作，发电机3和电池组2同时对驱电动机5供电，瞬间爆发极高整车性能。
3.电池耗尽，但要求高性能行驶(高速公路路况)，发电机3的30-60kw大功率驱动电动机，提供150-200km/h行驶速度，不对电池组2充电，待行驶状况能量消耗降低，车辆自动转入工作模式2，车辆停止后，自动转入工作模式。

Claims (6)

1.一种发动机中置的增程式电动汽车，包括车身、涡轴发动机(1)、电池组(2)、发电机(3)、整车控制器(4)、驱动电机(5)、燃气控制器(6)、电池控制器(7)、储气罐(8)和进气箱(12)，其特征在于，
所述的车身包括车身本体，所述的车身本体的底部结构形成汽车车架，
所述的涡轴发动机(1)布置安装在前后车轴之间并靠近后车轴的汽车车架上，涡轴发动机(1)的空气进口朝向车尾，涡轴发动机(1)的输出轴轴线位于汽车车身的对称平面上，
所述的进气箱(12)与涡轴发动机(1)的空气进口连通，进气箱(12)布置在涡轴发动机(1)的后侧，进气箱(12)通过管道与车身覆盖件上的进气格栅连通，
所述的电池组(2)布置安装在涡轴发动机(1)前方的汽车车架上，
所述的发电机(3)转子与涡轴发动机(1)的输出轴相连，发电机(3)位于涡轴发动机(1)和进气箱(12)之间，
所述的驱动电机(5)驱动前后轮转动，
所述的整车控制器(4)包括变流器和逆变器，所述的发电机(3)为三相高速永磁电机，该三相高速永磁电机的三相输出端与所述的变流器的三相端连接，变流器的直流端分别与所述的电池控制器(7)和所述的逆变器的直流输入端连接，逆变器的三相输出端与所述的驱动电机(5)的三相端连接，
所述的燃气控制器(6)控制涡轴发动机(1)燃烧室燃气的添加。
2.如权利要求1所述的一种发动机中置的增程式电动汽车，其特征在于，所述的车身本体由前悬架仓(9)、后悬架仓(10)和安全仓(11)组成，所述的整车控制器(4)布置安装在前悬架仓(9)内的汽车车架上， 所述的储气罐(8)布置在涡轴发动机(1)前部。
3.如权利要求2所述的一种发动机中置的增程式电动汽车，其特征在于，所述的安全仓(11)为碳纤维材料制作，前悬架仓(9)和后悬架仓(10)为铝合金管框架结构。
4.如权利要求1所述的一种发动机中置的增程式电动汽车，其特征在于，所述的进气格栅有两个，对称地位于车身两侧的后翼子板上，通过对称的两根管道与进气箱(12)连通。
5.如权利要求1所述的一种发动机中置的增程式电动汽车，其特征在于，还包括两个电池散热器，两个电池散热器的进风格栅分别对称地设置在车辆前方车灯的下方，电池散热器的冷风通道直接通向电池组（2），利用车辆行驶过程中的冷风，对电池组进行实时的冷却降温。
6.如权利要求1-5任一项所述的一种发动机中置的增程式电动汽车，其特征在于，所述的前后轮的悬架为双叉臂独立悬架。
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RU2017139748A (ru) 2019-06-20
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