EP2109549A2 - Vehicule a moteur electrique et procede de realisation de ce vehicule - Google Patents

Vehicule a moteur electrique et procede de realisation de ce vehicule

Info

Publication number
EP2109549A2
EP2109549A2 EP07859536A EP07859536A EP2109549A2 EP 2109549 A2 EP2109549 A2 EP 2109549A2 EP 07859536 A EP07859536 A EP 07859536A EP 07859536 A EP07859536 A EP 07859536A EP 2109549 A2 EP2109549 A2 EP 2109549A2
Authority
EP
European Patent Office
Prior art keywords
energy
vehicle
generation unit
power
electric motor
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP07859536A
Other languages
German (de)
English (en)
Inventor
Rudolf Hoebel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Clean Mobile AG
Original Assignee
Clean Mobile AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Clean Mobile AG filed Critical Clean Mobile AG
Publication of EP2109549A2 publication Critical patent/EP2109549A2/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • 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
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/40—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for controlling a combination of batteries and 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
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • 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
    • 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
    • B60L58/18—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules
    • B60L58/20—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries of two or more battery modules having different nominal voltages
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/12—Bikes
    • 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
    • B60L2200/00—Type of vehicles
    • B60L2200/34—Wheel chairs
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells

Definitions

  • the invention relates to a vehicle with an electric motor, for example a
  • Two-wheeler with an electric motor or an electrically driven wheelchair It further relates to a method for designing such a vehicle.
  • WO 2006/019030 Al is an electrically powered wheelchair with a
  • Hybrid drive with a fuel cell and a lithium-ion accumulator known.
  • a similar hybrid drive is also known from DE 195 24 416 Al and DE 198 13 146 Al.
  • An inventive vehicle has an electric motor, which is connected to the drive with at least one wheel of the vehicle. Furthermore, the vehicle has an energy generating unit for generating electrical energy for the electric motor from a provided energy carrier and an energy store for storing electrical energy generated by the energy generating unit, the energy store for supplying the electric motor with electrical energy in addition to the energy provided by the energy generating unit connected to the electric motor.
  • the maximum power that can be provided by the power generation unit is greater, but not more than 15% greater than an average engine power during operation of the vehicle.
  • the average engine power in the operation of the vehicle is understood to mean the average engine power during normal use of the vehicle.
  • the vehicle with regard to its purpose eg transport of a single person in city traffic
  • the maximum power that can be provided by the power generation unit does not significantly exceed the average engine power. This has the advantage that no unnecessarily powerful and thus typically heavy energy generating unit must be maintained, so that weight and thus energy can be saved.
  • Travel distance and a planned speed profile Based on a typical route of a typical user with a typical speed profile.
  • the vehicle according to the invention can be designed for various purposes, such as for short trips in city traffic, which are characterized by a flat route, relatively low speeds and frequent stops and starts, or for longer overland trips with larger top speeds and gradients. Such different purposes lead to different typical power profiles and thus make different demands on the choice of power generation unit and the choice of energy storage.
  • the maximum power that can be provided by the power generation unit is not more than 10% greater than the average engine power of the vehicle. This embodiment makes it possible to use a power generation unit with a lower maximum power, but it is also lighter than a power generation unit that provides up to 115% of the average engine power.
  • Embodiments may be the maximum power that can be provided by the power generation unit greater, but not more than 5% or even not more than 1% greater than the average engine power of the vehicle.
  • the maximum deliverable power it is necessary to know the intended use of the vehicle, so the driven with him routes and speed profiles as accurately as possible. The more accurately the intended use is known, the closer to the average engine power the maximum deliverable power of the power generation units can be selected since peak loads can be buffered by optimally selected energy stores. Thus, a particularly lightweight power generation unit can be selected.
  • the energy storage is empty or at least almost empty.
  • the maximum deliverable power of the power generation unit is slightly more than 1% or 5%, but less than 15% of the average engine power, a slightly over-dimensioned power generation unit will be required Use, but on the other hand, this has the advantage that the intended use of the vehicle does not need to be defined as sharp and thus more flexible.
  • the electric motor recovers electrical energy during braking in a recuperation mode and stores the recovered energy in the energy store.
  • additional energy is saved by otherwise used in friction energy for charging the energy storage is used.
  • the power generation unit is designed as a fuel cell. Since a fuel cell is operated most efficiently with high power, it can be combined particularly advantageously with an energy storage. In alternative embodiments, the power generation unit is designed as an internal combustion engine with a generator or as a solar cell.
  • the energy store is formed in one embodiment as a capacitor. In an alternative embodiment, it is designed as a battery.
  • the combination of at least one battery and at least one capacitor to form an energy store in a further embodiment.
  • the battery for example, a lithium-ion battery or a lead-acid battery, and capacitor are connected in parallel, wherein the capacitor is advantageously provided with a series resistor. While the battery can offer a comparatively high capacity, the capacitor can be charged and discharged particularly fast. When combined, the benefits of both forms of energy storage can be exploited.
  • the use of the capacitor can extend the life of the battery, for example, by buffering peak currents occurring during recuperation. An overload of the battery can thus be avoided.
  • the inventive vehicle is formed in one embodiment as a wheelchair and has at least two wheels and a frame with a seat to Recording a driver.
  • the vehicle is a two-wheeler with a
  • Front wheel and a rear wheel formed and has a frame and a seat for receiving a driver and a handlebar.
  • the vehicle may also be in the form of a tricycle with either a front wheel and two rear wheels or with two front wheels and one rear wheel and a frame and a seat for receiving a driver and a handlebar.
  • the vehicle includes means for additional power generation by the driver's mechanical work.
  • the vehicle according to the invention has the particular advantage that it is due to the combination of an energy generating unit with an energy storage and the most suitable energy-saving operable to each other and optimized in terms of the total weight of the vehicle power generation unit and the energy storage.
  • Condenser can be optimally recovered and stored energy in a Rekuperations safely without risking over-charging of the battery and a reduction in its life is.
  • Electric motor an energy generating unit for generating electrical energy for the electric motor and an energy storage device for storing electrical energy, the following steps on steps:
  • a typical during operation of the vehicle performance profile is determined. This can be done for example by a simulation or empirically by evaluating empirical values or additional experiments. It is already determined for which purpose the vehicle is to be designed. In particular, in this case the transport of individuals and small loads, for example, in city traffic or otherwise in the vicinity of consideration.
  • the typical performance profile thus contains information about occurring peak loads, vehicle life and the durations over which certain services are to be provided.
  • an average power to be provided by the electric motor is calculated from the determined typical power profile, i. the power is averaged over time from the identified typical power profile.
  • the power generation unit is sized such that the maximum power of the power generation unit is in the range of average power to be provided by the electric motor.
  • the power generation unit is dimensioned such that its maximum
  • the typical performance profile is typical
  • the method has the following additional steps:
  • FIG. 1 is a graph showing a typical performance profile of a vehicle according to an embodiment of the invention.
  • FIG. 2 shows a schematic diagram of a drive unit according to the invention for a
  • FIG. 3 shows schematically a route for a vehicle with an electric motor.
  • the vehicle During operation, the vehicle must provide peak loads 6 at some times, for example when starting off, when driving uphill or when accelerating sharply.
  • the engine In conventional vehicles, the engine is designed so that it can provide the necessary for the peak loads 6 benefits.
  • the vehicle according to the invention has an energy generating unit which supplies the electric motor with energy and whose maximum deliverable power is greater but not more than 15% greater than the average engine power P during operation of the vehicle.
  • the maximum power that can be provided by the power generation unit is shown in dashed line 3 in the diagram.
  • the power generation unit is unable to provide the services required for the peak loads 6.
  • energy stores are provided in the vehicle according to the invention, which supply the electric motor with electrical energy in addition to the energy provided by the power generation unit. Accordingly, the energy storage devices can be 'switched on' as needed, in particular when peak loads 6 occur, and provide the missing energy and power in the short term.
  • the power generation unit can be operated to provide a constant power, namely the power P + ⁇ P, where ⁇ P is constant and positive and lies between 1% of P and 15% of P.
  • ⁇ P is constant and positive and lies between 1% of P and 15% of P.
  • FIG. 2 shows a schematic diagram of a drive unit 7 according to the invention for a
  • Vehicle with electric motor The vehicle in the described embodiment is a bicycle with an electric motor. But it could also be, for example, a battery-powered wheelchair, a passenger car with electric motor.
  • the drive unit 7 has a battery 8, a capacitor 9, a charge control
  • an engine control 14 a drive controller 10, a generator 12, an electric motor 16, a power electronics 15, and a fuel cell 11.
  • the energy sources or power generation units fuel cell 11, generator
  • the fuel cell 11 is designed so that its maximum deliverable power is greater, but not more than 15% greater than the average engine power P during operation of the vehicle.
  • the additionally provided at peak load power is taken from the energy storage 8, and 9.
  • a battery 8 for example, a lithium-ion or a lead-acid battery is provided.
  • capacitor 9 an electrochemical double-layer capacitor is provided in this embodiment, which has a particularly high capacity and energy density.
  • the charge controller 13 controls, depending on the power consumption of the motor 16, and the available energy of the energy sources 11, 12 and 16, the charge of the energy storage 8 and 9. Here, the ideal charging curve of the respective memory is taken into account.
  • the motor 16 is driven and controlled by the power electronics 15.
  • the engine controller 14 takes into account the desired driving performance, which is determined by the drive control 10 is specified.
  • the required energy is obtained by the engine 16 from the fuel cell 11 or from the respective memories 8 and 9 as a function of the route profile and the currently required power consumption of the motor 16.
  • the performance data of the energy generation units 11, 12 and 16 as well as the ideal charging curves of the energy stores 8 and 9 are superordinate. Furthermore, 10 engine characteristics are stored in the drive control, which are passed to the motor controller 14.
  • Figure 3 shows a route for a vehicle with an electric motor, wherein the
  • Vehicle here is a bike 17 with electric motor.
  • the bicycle 17 is to cover the distance with the height profile P from A to F in the direction of travel 18. From the point A, it goes first flat to the point B, between the points B and C, it goes down and then to a first survey D. From D, it goes slightly downhill to the point E and then to a second survey F, the target.
  • the bike 17 has to negotiate a grade.
  • the necessary energy takes it from the power generation unit and in addition, if due to the slope and / or the speed of travel whose performance is insufficient, the energy storage.
  • the bicycle 17 is designed in terms of the performance of its power generation unit and the capacity of its energy storage that it can handle the slope to the point D, but not with a large 'reserve', since in this case an unnecessarily powerful power generation unit the bike 17 would burden her with her weight.
  • the energy store is therefore empty or nearly empty.
  • the bicycle 17 can not perform high acceleration at or near the point D.
  • the bicycle 17 could indicate to the driver before the point D the low charge state of the energy store with the aid of a display or a warning tone, so that the driver could reduce the driving speed and thus the energy removal from the energy store.
  • the vehicle is a bicycle with an auxiliary motor, the driver could also have a Display device are proposed to operate the pedals.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Abstract

L'invention concerne un véhicule qui est mû par un moteur électrique (16) et qui comprend une unité de production d'énergie (11, 12, 16) servant à produire de l'énergie électrique pour le moteur électrique (16), ainsi qu'un accumulateur d'énergie (8, 9) servant à stocker l'énergie électrique et relié au moteur électrique (16) afin de l'alimenter en énergie électrique en complément de l'énergie fournie par l'unité de production d'énergie (11, 12, 16). Selon l'invention, la puissance maximale que peut fournir l'unité de production d'énergie (11, 12, 16) est supérieure, mais pas de plus de 15 %, à une puissance moyenne du moteur lors du fonctionnement du véhicule.
EP07859536A 2007-01-12 2007-12-28 Vehicule a moteur electrique et procede de realisation de ce vehicule Withdrawn EP2109549A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007002610A DE102007002610A1 (de) 2007-01-12 2007-01-12 Fahrzeug mit Elektromotor und Verfahren zum Auslegen des Fahrzeugs
PCT/IB2007/055331 WO2008084362A2 (fr) 2007-01-12 2007-12-28 Véhicule à moteur électrique et procédé de réalisation de ce véhicule

Publications (1)

Publication Number Publication Date
EP2109549A2 true EP2109549A2 (fr) 2009-10-21

Family

ID=39494489

Family Applications (1)

Application Number Title Priority Date Filing Date
EP07859536A Withdrawn EP2109549A2 (fr) 2007-01-12 2007-12-28 Vehicule a moteur electrique et procede de realisation de ce vehicule

Country Status (4)

Country Link
US (1) US20100018784A1 (fr)
EP (1) EP2109549A2 (fr)
DE (2) DE102007002610A1 (fr)
WO (1) WO2008084362A2 (fr)

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DE102011078265B3 (de) * 2011-06-29 2012-06-21 Bayerische Motoren Werke Aktiengesellschaft Fahrzeug mit einem als tragende Strukturkomponente ausgebildeten Gehäuse eines elektrischen Energiespeichers
DE102011078869A1 (de) 2011-07-08 2013-01-10 Robert Bosch Gmbh Verfahren und Vorrichtung zum Betreiben eines Fahrzeugs, Computerprogramm, Computerprogramm-Produkt
CN102555817A (zh) * 2012-01-18 2012-07-11 原国平 一种替代石油能源的新能源汽车
CN102555825A (zh) * 2012-02-29 2012-07-11 郑州宇通客车股份有限公司 一种混合动力客车高压配电装置
ITUB20155621A1 (it) * 2015-11-16 2017-05-16 Piaggio & C Spa Metodo di gestione dell?autonomia energetica di una bicicletta elettrica a pedalata assistita
US10293808B2 (en) 2017-03-03 2019-05-21 Toyota Motor Engineering & Manufacturing North America, Inc. Constant power control
CN109849694B (zh) * 2019-03-26 2020-07-24 中车唐山机车车辆有限公司 一种基于在线凸规划的混合储能式有轨电车能量管理方法

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DE9007170U1 (fr) * 1990-06-28 1991-02-07 Kotilge, Joerg, 8261 Mehring, De
JP3094772B2 (ja) * 1994-02-21 2000-10-03 トヨタ自動車株式会社 発電機を搭載する電気自動車の発電機出力制御装置
DE29510092U1 (de) * 1995-06-22 1995-10-19 Carbike Leichtfahrzeuge Gmbh & Antrieb für Muskelkraft-Elektro-Hybridfahrzeuge
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JPH10271611A (ja) * 1997-03-25 1998-10-09 Nissan Diesel Motor Co Ltd 電気自動車の電源システム
DE29807196U1 (de) * 1998-04-21 1998-10-08 Juergensmeyer Wolfgang Dipl In Lastenfahrrad
JP3651772B2 (ja) * 2000-08-04 2005-05-25 スズキ株式会社 ハイブリッド車両の制御装置
DE10111518A1 (de) * 2001-03-09 2002-10-02 Vodafone Pilotentwicklung Gmbh Elektrischer Antrieb sowie Antriebsstrang für ein Fahrzeug
US6991051B2 (en) * 2002-01-22 2006-01-31 Swindell Edward Leroy All electric motor vehicle
EP1376724A1 (fr) * 2002-06-17 2004-01-02 SFC Smart Fuel Cell AG Source d'énergie hybride
JP2006058347A (ja) 2004-08-17 2006-03-02 Matsushita Electric Ind Co Ltd ナビゲーション装置
US20070256872A1 (en) * 2004-08-18 2007-11-08 Shigeki Yamamuro Electric Wheelchair

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Also Published As

Publication number Publication date
DE202007019561U1 (de) 2013-12-12
DE102007002610A1 (de) 2008-07-24
WO2008084362A2 (fr) 2008-07-17
WO2008084362A3 (fr) 2009-07-16
US20100018784A1 (en) 2010-01-28

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