CN1070785C - 电气车辆的电源系统 - Google Patents

电气车辆的电源系统 Download PDF

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Publication number
CN1070785C
CN1070785C CN98105862A CN98105862A CN1070785C CN 1070785 C CN1070785 C CN 1070785C CN 98105862 A CN98105862 A CN 98105862A CN 98105862 A CN98105862 A CN 98105862A CN 1070785 C CN1070785 C CN 1070785C
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power
rechargeable
battery
cell
chopper
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Expired - Lifetime
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CN98105862A
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CN1195617A (zh
Inventor
山田淳
木下繁则
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Fuji Electric Co Ltd
UD Trucks Corp
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Fuji Electric Co Ltd
UD Trucks Corp
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    • 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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    • 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
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    • B60K6/42—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 the architecture of the hybrid electric vehicle
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Abstract

本发明提供了其车轮由包括可再充电式高能电池和可再充电高功率电池之组合的直流电源供电的电气车辆，或其车轮由直流电源和内燃机提供动力的混合式电气车辆。直流电源通过把包括可再充电高功率电池和电流稳定二象限斩波器的直流电路和可再充电高能电池并联连接而构成。当可再充电高能电池的电流增加到大于规定值的值时，启动斩波器使可再充电高功率电池放电或者充电，藉此将可再充电高能电池的电流减小到小于所述规定值的值。

Description

电气车辆的电源系统
本发明涉及一种其车轮由包括可再充电高能电池和可再充电高功率电池之组合的直流电源供电的电气车辆(需要时，将诸如单独由电池供电的电气车辆简称为“电气车辆”)，本发明还涉及一种电源系统，用于由直流电源和内燃机之组合供电的混合式电气车辆。
图5是示出公知的串联型混合式电气车辆的动力系的示图。在图中，标号1指发动机；2指发电机(发动机和发电机可以统称为“发动机驱动型发电机”)；3指整流器；4指主电池；5指逆变器；6指车辆驱动电动机；7指减速齿轮；8指差速齿轮；91指右车轮；92指左车轮；10指辅助电池；11指用于对辅助电池10再充电的DC-DC转换器；12指和辅助装置一起使用的电池；13指被共同组合的辅助装置，如空调机。
在功率产生效率和减少发动机废气方面，发动机驱动型发电机通常以最佳发动机速度在最佳的负载下工作。具体而言，发动机驱动型发电机不参照车辆的速度，在规定的驱动条件下工作，由此通过整流器3对主电池4再充电。
已经通过在主电池4被再充电至规定值或者更高时使发电机2不工作，而为更进一步提高效率和减少污染进行了努力。
在这种系统中，发动机1的功率被减小到小于加速车辆一般所需的最大功率的功率值，并从主电池4提供加速车辆所需的功率。当发动机1的功率大于车辆恒定驱动时的的驱动力时，主电池4以发动机过剩的功率由发电机2和整流器3再充电。
当车辆在制动状态下时，车辆的部分动能通过再生，由电动机6和逆变器5存储在主电池4中。同时，整流器3以逆变器模式工作，发电机2以电动机模式工作。结果，如在发动机驱动的车辆的情况那样，发动机的制动被提供给车辆。如果缺乏电制动力，则如在未说明发动机驱动车辆的情况那样，车辆被机械地制动。
另外，当发动机1关闭时，发电机2不产生任何功率。在这种状态下，车辆的驱动力和用于辅助装置的功率由主电池4提供。
电气车辆的动力系和图5中所示的动力系相同，但车辆没有设置发动机1、发电机2和整流器3。车辆所需的所有功率都由主电池4提供。主电池4由未说明的外部电源再充电。
此电气车辆不产生任何废气，不然，它可能作为发动机工作的结果而产生，因此这种电气车辆相应于一种零排放车辆。
如上所述，这种公知的串联型混合式电气车辆在恒定的驱动中由发动机驱动型发电机供电，而加速车辆所需功率的不足部分由来自主电池4的供应补偿。在当发动机处于不工作状态，或辅助装置所需的功率大于由发动机驱动型发电机产生的功率时需要运行功率，或者即使在恒定驱动中所需的运行功率大于由发动机驱动型发电机产生的功率的情况下，功率的不足部分需由来自主电池4提供的功率补偿。为了这些原因，主电池4必需由产生高功率的电池，即，高功率(或者高功率密度)电池构成。
和公知的电气车辆一起使用的目前较占优势的主电池是利用化学反应的化学电池，诸如铅蓄电池、镍-氢蓄电池，或者锂-离子蓄电池。当然，这种主电池在原理上和用于混合型电气车辆的主电池相同，因此，是高功率型的。需要一种产生更大功率的电池。
下面，将描述以再生制动为特色的混合式电气车辆或普通电气车辆。如上所述，当车辆在制动状态时，车辆的动能通过再生由电动机6和逆变器5存储在主电池4中。这种类型的电气车辆主要的特征是在加速操作时积聚的部分能量可以在制动车辆时再生。
制动通常比加速在更短的时间内产生相同数量的功率。这意味着制动功率大于加速功率。另外，化学电池通常在再充电时比在放电时受到更大的损耗。
为了这些原因，对混合式电气车辆或者一般电气车辆来说再生所有由制动产生的功率是不可能的。按照目前情况，由制动产生的大部分能量通过机械制动而转换为热量。
这意味着产生的功率的部分以热量的形式排出。通过在制动操作时尽可能多地再生功率来提高能量的利用效率提出了一个重要的问题。
作出本发明以采用相关的技术解决上述问题，因此本发明的一个目的是提供一种电气车辆的电源系统，它能够通过在制动操作时尽可能多地再生功率来提高能量的利用效率以改善混合式电气车辆的燃料消耗和减少废气，并通过减少用于车辆中的可再充电高能电池的数量，实现一种轻量、小型和更便宜的电池。
考虑到电容器(它不是化学电池而是某种类型的物理电池)能够经得起快速充电或者放电或者产生大功率，和在从基本上为零电压到最大值电压的范围中工作而进行本发明的设计。
原理上，本发明提供了一种电源系统，其中电流稳定二象限斩波器和用作可再充电高功率电池的电容器串联连接，由此构成产生大体上恒定输出电压的高功率直流电源。由可再充电高能电池构成的主电池和直流电源并联地连接，由此构成用于混合式电气车辆或者电气车辆中的直流电源。
更具体地说，本发明提供了一种电气车辆其车轮由包含高能可再充电式电池和可再充电高功率电池的组合的直流电源供电，这种车辆包括：
由可充电高功率电池和电流稳定二象限斩波器的串联电路构成，并和作为主电池的可再充电高能电池并联连接的直流电源电路，由此构成直流电源，其中
当可再充电高能电池的电流增加到大于规定值的数值时，启动斩波器向可再充电高功率电池如此充电或者放电，使可再充电高能电池的电流减小到规定值或更小。
本发明还提供了一种混合式电气车辆，其车轮由内燃机和包括高能可再充电式电池和可再充电高功率电池之组合的直流电源供电，这种车辆包含：
由可充电高功率电池和电流稳定二象限斩波器的串联电路构成，并和作为主电池的可再充电高能电池并联连接的直流电源电路，由此构成直流电源，其中
当可再充电高能电池的电流增加到大于规定值的数值时，启动斩波器向高功率如此电池充电或者放电，使可再充电高能电池的电流减小到规定值或者更小。
在本发明中，使可再充电高能电池和可再充电高功率电池由发动机驱动型发电机再充电将更好。
在本发明中，电双层电容器可以用于高输出电池。
在本发明中，希望将化学电池用于可再充电高能电池。在这种情况下，燃料电池可用作化学电池。
图1是示出根据本发明的一个实施例的电源系统的主要部件的示意图；
图2是示出当车辆加速时在根据本发明的电源系统的主要特点中的电压和电流的曲线图；
图3是示出当车辆减速时在根据本发明的电源系统的主要特点中的电压和电流曲线图；
图4是示出根据当前实施例的斩波器的结构及其控制电路的示意图；
图5是示出公知的串联型混合式电气车辆的动力系示意图。
现在将对本发明的较佳实施例参考附图进行更详细地描述。
下面将参考附图，描述本发明的一个实施例。图1是一个示意图，示出根据实施例的电源系统的主要部件。把相同的标号分派给和图5中所示的相同的元件。
在图中，标号41表示用作可再充电高能电池的主电池，主电池包括利用化学反应的化学电池，诸如铅蓄电池、镍-氢电池或锂-离子电池，或者燃料电池，该电池是化学电池中的一种(并包括可再充电燃料电池)。把主电池41的正极连接到整流器3和逆变器5之间的节点。
标号42表示用作可充电高功率电池的电容器，该电容器相应于包括导电高分子的电双层电容器。电容器和电流稳定二象限斩波器43串联。简而言之，包括电容器42和斩波器43的直流电路和主电池41并联连接。
标号410表示电流检测器，用于检测主电池41的电流，并把来自电流检测器的输出施加至斩波器43的控制电路(图2中所示的斩波器43包括控制电路)。
跨过斩波器43的输入和输出端的电压的极性与工作模式无关而保持不变，而在斩波器43同样的输入和输出端出现的电流的极性依赖于工作模式而变化。由于这些原因，斩波器被称为“电流稳定二象限斩波器”。
当车辆驶出时，通过斩波器43的工作，把电容器42预先再充电至一电压，该电压大体上和主电池41的电压相同。车辆由存储在电容器42中的功率加速。简而言之，加速能量从电容器42中取出。
图2是一个曲线图，示出当车辆被加速时得到的电源系统的主要特征中的电流和电压。加速车辆所需的功率通过电容器42和主电池41的放电而提供。在斩波器43的控制下，加速功率的大部分由电容器42供应。
电容器42的电压随着加速时间的流逝逐渐减小一个小于主电池41的端电压的值。在这种情况下，启动斩波器43从而它用作和电容器42相关的升压斩波器(booster chopper)。控制斩波器43，从而连接到主电池的斩波器43的端电压等于主电池41的端电压。
图3示出当车辆减速时得到的电源系统的主要特征中的电流和电压。车辆在减速时间中的动能通过电动机6和逆变器5被转换为电力，且把这样转换的功率存储在主电池41中，并通过斩波器43存储在电容器42中。与在加速的情况中那样，在斩波器43的控制下，在制动操作时产生的大部分功率被存储在电容器42中。
电容器42的电压随着减速时间的流逝而增加。由于电容器42的电压低于主电池41的端电压，因此斩波器43作为和主电池41相关的降压斩波器(stepdownchopper)工作，从而不断地保持主电池41的电压。图3中所示的电流与图2中所示的电流相比较，其极性相反。
下面，将参考图4描述由斩波器43作的斩波器控制。
图4中，斩波器43包括半导体开关(通常晶体管被用于这种类型的开关器)430、431，反向地和开关并联的二极管432、433接在连接到主电池41的斩波器43端子和连接到电容器42的斩波器43端子之间的平滑滤波电容器434，435，及电流平滑电抗器436。
斩波器控制电路44包括接收来自设在斩波器43中的电流检测器437的输出以及来自设在主电池41中的电流检测器410的输出的电流调节器440；和根据由电流调节器接收到的输出，将控制极驱动信号输出给半导体开关430、431的控制极驱动电路441、442。
首先，将描述当车辆加速时电源系统的工作。在车辆加速之前，将电容器42再充电至大体上和主电池41相同的电压。由于斩波器43在紧接在车辆的加速之后的时刻处于不工作状态，故没有来自电容器42的放电。相应地，电流从主电池41提供给逆变器5。
电流检测器410检测从主电池41输出的电流，并当输出电流的大小达到一规定值值时启动斩波器43。结果，电流从电容器42流出，且电容器42的放电受到控制，从而由主电池4输出的电流大小减小到小于该规定值。和来自主电池41的放电电流相关的规定值由主电池41的允许的放电电流或充电/放电寿命周期决定。规定值通常小于加速车辆所需的电流。
当逆变器5所需的电流增加到一个大于和主电池41的电流相关的值的值时，所有超过规定值的电流由电容器42提供。结果，来自主电池41的放电电流被保持在小于该规定值的值上。同时，作为电容器42放电的结果，电容器42的电压减小。
下面将描述斩波器43对斩波器的控制。图4中所示的电流调节器440以主电池41的电流趋近规定值的方式控制半导体开关430，431的接通操作的部分。可以根据操作模式是加速还是减速模式来决定对半导体开关430、431中的哪一个进行操作。可以通过将一个未说明的操作模式信号输入到电流调节器440中而作出决定。
然后，将解释当车辆加速或者减速时，斩波器的操作。在车辆的加速时刻，当半导体开关431保持在OFF(断开)状态，切换半导体开关430。由于半导体开关430的切换操作和一般的升压斩波器的操作一样，这里为了简要起见而省略对其的详细的描述。由于电容器42的电流随着半导体开关430的接通操作部分的增加而增加，因此，通过改变接通操作的部分从而相应于电容器42的电压，而把主电池41的电流保持在小于规定值的值上。
在车辆的减速时刻，当半导体开关430保持在OFF(断开)状态，切换半导体开关431。由于半导体开关431的切换操作和一般的降压斩波器的斩波操作相同，因此这里为了简要省略了对其的详细描述。由于电容器42的电流随着半导体开关431的接通操作部分的增加而增加，因此，通过改变接通操作的部分从而相应于电容器42的电压而把主电池41的电流保持在小于规定值的值上。
如上所述，本发明针对于一种电源系统，在这种电源系统中，把物理电池(它被用作具有快速充电/放电功能的或大功率密度的可再充电高功率电池，如电容器)串联地和电流稳定二象限斩波器连接。另外，把主电池，即，可再充电高功率电池(它不具有快速的充电/放电功能，但具有大能量密度，诸如化学电池)并联地和上述可再充电高功率电池连接，由此构成一个直流电源，用于混合式电气车辆或一般电气车辆。
在车辆加速或者减速，需要更大的功率的时刻，功率主要从可再充电高功率电池中提供。相反，在车辆制动时，可再充电高功率电池回收车辆在制动操作时的大部分能量。另外，通过斩波器的控制操作，可再充电高功率电池的端电压从最大值变为基本上等于零。
本发明产生下面的优点：
(1)能够通过增加制动操作时再生的功率，明显地提高电气车辆或者混合式电气车辆的能量利用效率；
(2)通过显著地改善混合式电气车辆的燃料消耗，能够大大地减少废气；
(3)由于作为高能量电池的主电池的数量可以显著减少，故能够减少电池或车辆的重量、尺寸和成本；
(4)能够显著地降低电源系统的成本；及
(5)能够提供一种高度实用的电气车辆或者混合式电气车辆。

Claims (6)

1．一种用于电气车辆的电源系统，所述车辆的车轮由包括高能可再充电式电池和可再充电高功率电池之组合的直流电源供电，其特征在于包括：
直流电源电路，所述直流电源电路由可再充电高功率电池和电流稳定二象限斩波器串联电路构成，而且和用作主电池的可再充电高能电池并联连接，藉此构成直流电源，其中
当可再充电高能电池的电流增加到大于规定值的值时，启动斩波器使可再充电高功率电池如此充电或者放电，从而将可再充电高能电池的电流减小到规定值或者更小。
2．一种用于混合式电气车辆中的电源系统，所述车辆的车轮由内燃机和包括高能可再充电式电池与可再充电高功率电池之组合的直流电源提供动力，其特征在于所述系统包括：
直流电源电路，所述直流电源电路由可再充电高功率电池和电流稳定二象限斩波器构成的，而且和用作主电池的可再充电高能电池并联连接，藉此构成直流电源，其中
当可再充电高能电池的电流增加到大于规定值的值时，启动斩波器使可再充电高功率电池如此充电或者放电，从而将可再充电高功率电池的电流减小到规定值或者更小。
3．如权利要求2所述的电源系统，其特征在于所述可再充电高能电池和可再充电高功率电池能由发动机驱动型发电机再充电。
4．如权利要求1,2和3中的任一条所述的电源系统，其特征在于高输出电池和电双层电容器对应。
5．如权利要求1,2和3的任一条所述的电源系统，其特征在于可再充电高能电池和化学电池对应。
6．如权利要求5所述的电源系统，其特征在于可再充电高能电池和燃料电池对应。
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