CN204915334U - 一种增程式全电驱动低速牵引车 - Google Patents

一种增程式全电驱动低速牵引车 Download PDF

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CN204915334U
CN204915334U CN201520704319.2U CN201520704319U CN204915334U CN 204915334 U CN204915334 U CN 204915334U CN 201520704319 U CN201520704319 U CN 201520704319U CN 204915334 U CN204915334 U CN 204915334U
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generating set
tractor
electric drive
generator set
full electric
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安同会
贾凯
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Guangzhou Nansha Harbor Container Terminal Co., Ltd
HOI TUNG INNOTEK (SHENZHEN) Co.,Ltd.
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SHENZHEN ANSHUN ENERGY SAVING TECHNOLOGY DEVELOPMENT Co Ltd
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Priority to US15/505,916 priority patent/US9868356B2/en
Priority to MYPI2017700853A priority patent/MY189693A/en
Priority to KR1020187008180A priority patent/KR20180034688A/ko
Priority to EP16843689.7A priority patent/EP3348436A4/en
Priority to SG11201702311WA priority patent/SG11201702311WA/en
Priority to PCT/CN2016/098622 priority patent/WO2017041751A1/zh
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    • 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
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
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    • 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
    • B60L50/62—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 charged by low-power generators primarily intended to support the batteries, e.g. range extenders
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    • B60L50/51—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by AC-motors
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    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
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    • B60L2210/00—Converter types
    • B60L2210/10—DC to DC converters
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    • 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
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    • B60—VEHICLES IN GENERAL
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Abstract

本实用新型涉及一种增程式全电驱动低速牵引车，该增程式全电驱动低速牵引车包括：系统控制器，电池组，变频驱动器，双向DC/DC变换器，发电机组，传动系统；其上的发电机组实现间歇性工作，电池组电量低于设定工作范围时，启动发电机组，发电机组一旦投入工作，便控制在最佳经济油耗工况运行，以恒速、恒功率稳定输出，确保发电机组不过载、不冒黑烟、能源效率最高。发电机组工作时，输出能量优先满足牵引车传动系统的功率需求，富余能量给电池组充电，电池组电量达到设定高位值时，关闭发电机组。同时本实用新型具有低能耗、低污染、发电机组使用寿命长等优势。

Description

一种增程式全电驱动低速牵引车
技术领域
本实用新型属于能源应用领域，具体涉及一种增程式全电驱动低速牵引车。
背景技术
码头港区内部水平运输作业通常选用专用低速牵引车，码头专用牵引车设计最高时速40km/h左右，其传动系统为发动机-离合器-变速箱-后(驱动)桥-驱动轮，发动机选用的燃料有柴油、汽油或者天然气。
码头生产作业过程中，装卸船效率最为重要，为确保装卸船即岸边设备的操作效率，每条生产作业线1台岸边设备通常配置4～9台水平运输车(牵引车)。集装箱码头牵引车卸船作业流程为：岸边移动对位-等候装车-重载起步加速-按指定路线行驶至指定堆场-堆场移动对位-等候卸车-空载起步加速-按指定路线行驶至岸边-等候移动对位，在整个作业循环过程中，牵引车等候时间超过50％，低速移动及对位时间超过25％，重载行驶的时间比例不到25％，然而牵引车的动力必须按最大负载配置，码头集装箱专用牵引车发动机功率通常为200kW左右，实际作业过程中，牵引车长时间处于等候或轻载状态，而重载起步加速时经常出现冒黑烟现象，导致能源效率极低、发动机维修保养周期短，维护成本高。
选用插电式全电动牵引车可解决以上问题，但码头的生产作业性质特殊，一旦有装卸船作业，牵引车投入的数量较多，建设太多充电装置一是场地限制，二是投资和使用成本较高，加之电池能量有限，作业过程中停工充电不允许，因此码头牵引车选用全电驱动不太现实。
发明内容
为克服上述缺陷，本实用新型的目的即在于提供一种增程式全电驱动低速牵引车，以解决现有牵引车的高能耗、高污染、发动机折损率高以及牵引车续航难等问题，主要应用于码头、工厂等。
本实用新型的目的是通过以下技术方案来实现的：
本实用新型的一种增程式全电驱动低速牵引车，包括：系统控制器，电池组，变频驱动器，双向DC/DC变换器，发电机组，传动系统；所述发电机组包括有发动机及与发动机连接的发电机；所述变频驱动器包括有AC/DC转换器及DC/AC双向转换器；所述发电机组与AC/DC转换器连接后分为两路，一路通过直流母线依次与双向DC/DC变换器、电池组连接，另一路与DC/AC双向转换器连接；所述系统控制器对电池组、双向DC/DC变换器、发电机组及变频驱动器进行信号控制，所述DC/AC双向转换器连接负载，所述电池组的充放电功率大于或等于传动系统功率；所述传动系统包括有依次连接的驱动电机、变速箱、驱动桥和驱动轮；所述DC/AC双向转换器与驱动电机连接。
进一步，该增程式全电驱动低速牵引车还包括与直流母线连接的辅助电源。
进一步，该增程式全电驱动低速牵引车还包括与直流母线连接的24V直流电源。
本实用新型提供的一种增程式全电驱动低速牵引车，其上的发电机组实现间歇性工作，电池组电量低于设定工作范围时，启动发电机组，发电机组一旦投入工作，便控制在最佳经济油耗工况运行，以恒速、恒功率稳定输出，确保发电机组不过载、不冒黑烟、能源效率最高。发电机组工作时，输出能量优先满足牵引车传动系统的功率需求，富余能量给电池组充电，电池组电量达到设定高位值时，关闭发电机组。在整个工作过程中，发电机组实际运行时间比牵引车的总体作业时间短，发电机组功率选配越大实际工作时间越短。由于控制发电机组在最佳经济油耗区输出功率，本系统的实际能耗与发电机组功率大小关系不大，总体能耗取决于所选配的发电机组本身特性。同时本实用新型具有低能耗、低污染、发电机组使用寿命长等优势。
附图说明
为了易于说明，本实用新型由下述的较佳实施例及附图作以详细描述。
图1为本实用新型的连接框图；
图2为柴油机万有特性曲线图；
其中附图标记为：1、系统控制器；2、电池组；3、辅助电源；4、24V直流电源；5、变频驱动器；6、发电机组；7、双向DC/DC变换器；8、驱动电机；9、变速箱；10、驱动桥；11、驱动轮。
具体实施方式
为了使本实用新型的目的、技术方案及优点更加清楚明白，以下结合附图及实施例，对本实用新型进行进一步详细说明。应当理解，此处所描述的具体实施例仅用于解释本实用新型，并不用于限定本实用新型。
请参照图1，本实用新型的一种增程式全电驱动低速牵引车，主要应用于码头、工厂等，其包括：系统控制器1，电池组2，变频驱动器5，双向DC/DC变换器7，发电机组6，传动系统；该发电机组6包括有发动机及与发动机连接的发电机；该变频驱动器5包括有AC/DC转换器及DC/AC双向转换器；该发电机组6与AC/DC转换器连接后分为两路，一路通过直流母线依次与双向DC/DC变换器7、电池组2连接，另一路与DC/AC双向转换器连接；该系统控制器1对电池组2、双向DC/DC变换器7、发电机组6及变频驱动器5进行信号控制，该DC/AC双向转换器连接负载，该电池组2的充放电功率大于或等于传动系统功率；该传动系统包括有依次连接的驱动电机8、变速箱9、驱动桥10和驱动轮11；该DC/AC双向转换器与驱动电机8连接。
其中，该增程式全电驱动低速牵引车还包括与直流母线连接的辅助电源3及24V直流电源4，该辅助电源3的输出端给牵引车上的空调、气泵、助力转向等辅助装置供电。该24V直流电源4的输出端给照明装置、发电机组6启动等提供电源。
本实用新型提供的一种增程式全电驱动低速牵引车，其上的发电机组6实现间歇性工作，电池组2电量低于设定工作范围时，启动发电机组6，发电机组6一旦投入工作，便控制在最佳经济油耗工况运行，以恒速、恒功率稳定输出，确保发电机组6不过载、不冒黑烟、能源效率最高。发电机组6工作时，输出能量优先满足牵引车传动系统的功率需求，富余能量给电池组2充电，电池组2电量达到设定高位值时，关闭发电机组6。在整个工作过程中，发电机组6实际运行时间比牵引车的总体作业时间短，发电机组6功率选配越大实际工作时间越短。由于控制发电机组6在最佳经济油耗区输出功率，本系统的实际能耗与发电机组6功率大小关系不大，总体能耗取决于所选配的发电机组6本身特性。同时本实用新型具有低能耗、低污染、发电机组6使用寿命长等优势；本实用新型的增程式全电驱动低速牵引车保护的是各个部件及其连接关系，及控制软件的创新。
具体系统参数选配及能量控制如下：
根据变频驱动器5的工作电压范围，确定直流母线电压，选配电池组2的电压等级并设定其工作范围，系统控制器1通过双向DC/DC变换器7调整电池组2的输出和输入双向电压，控制充放电电流，使变频驱动器5稳定和确保系统能量平衡；其他辅助电源3、24V直流电源4全部根据直流母线电压等级进行设计。
发电机组6是整车能量的总来源，设计、控制和管理好机组的能量是本系统的关键。图2是某型号柴油万有特性曲线图，图2表明，柴油机在1250rpm左右转速下输出为60～80kW时耗油率最佳——207g/kWh，称之为“最佳经济油耗区”。假设选用图2所示的柴油机，工作转速设定为1250rpm，再按该转速选配发电机，确保发电机组6在1250rpm时效率最高以及输出电压与母线电压匹配，控制发电机组6在“最佳经济油耗区”输出功率，达到最高能源效率，发电机组6设定三种状态：怠速、1250rpm全速和熄火停止，牵引车在整个工作过程中，发电机间歇性运行。
当电池组2电量在设定范围内时，发电机组6处于熄火停止状态，牵引全部动力由电池组2提供，系统控制器1控制电池组2的输出功率与整车功率需求全程匹配；当电池组2的电量降至设定低值时，系统控制器1控制发电机组6启动-怠速-全速，发电机组6投入正常运转后，以恒转速、恒功率的最佳经济油耗状态为整车提供动力，富余能量给电池组2充电，能量不足时由电池组2补充；当电池组2电量升至设定高位值时，系统控制器1控制发电机组6全速-怠速-熄火，整车能量转由电池组2提供。整车由驱动电机8驱动，牵引车起步扭矩足够，刹车时控制以电机制动优先，制动回馈能量回收至电池组2，急刹车时，牵引车的气动制动系统与电机制动系统同时制动，与传统车相比安全更有保障。
以上所述仅为本实用新型的较佳实施例而已，并不用于限制本实用新型，凡在本实用新型的精神和原则之内所作的任何修改、等同替换和改进等，均应包含在本实用新型的保护范围之内。

Claims (3)

1.一种增程式全电驱动低速牵引车，其特征在于，包括：系统控制器，电池组，变频驱动器，双向DC/DC变换器，发电机组，传动系统；所述发电机组为包括有发动机及与发动机连接的发电机；所述变频驱动器包括有AC/DC转换器及DC/AC双向转换器；所述发电机组与AC/DC转换器连接后分为两路，一路通过直流母线依次与双向DC/DC变换器、电池组连接，另一路与DC/AC双向转换器连接；所述系统控制器对电池组、双向DC/DC变换器、发电机组及变频驱动器进行信号控制，所述DC/AC双向转换器连接负载，所述电池组的充放电功率大于或等于传动系统功率；所述传动系统包括有依次连接的驱动电机、变速箱、驱动桥和驱动轮；所述DC/AC双向转换器与驱动电机连接。
2.根据权利要求1所述的一种增程式全电驱动低速牵引车，其特征在于，该增程式全电驱动低速牵引车还包括与直流母线连接的辅助电源。
3.根据权利要求1或2所述的一种增程式全电驱动低速牵引车，其特征在于，该增程式全电驱动低速牵引车还包括与直流母线连接的24V直流电源。
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