JP3208725U - Clean electric vehicle - Google Patents

Abstract

A clean electric vehicle that is nearly 100% clean and low-cost is provided. First, an electric vehicle equipped with a clean and highly efficient regenerative device is devised. For this purpose, a multistage regenerative device is devised in which the power storage units 3 are provided in multiple stages, and charging / discharging is performed by switching to the low voltage power storage units 3 as the generator voltage drops. Next, the power storage unit 31 is charged with 100% clean power from the external power supply device, and is used or supplemented for travel energy. Furthermore, conventionally, a battery and a generator mounted on the electric vehicle 22 are transferred to and connected to the battery car 21 to improve the performance and cost of the electric vehicle 22. [Selection] Figure 3

Description

Detailed description of the invention

Industrial application fields

Route bus, patrol car, industrial transporter, route train

Conventionally, in an electric vehicle or a hybrid vehicle, particularly in a medium-sized or large-sized vehicle having a large number of accelerations / decelerations, it cannot be said that cleanliness and fuel consumption are sufficiently good. One of the causes is that the regeneration efficiency is not good. This is because the voltage of the brake generator decreases with regeneration. For charging a general power storage unit (battery) with a constant voltage, a transformer boosting method or a method of increasing the voltage by providing a voltage doubler circuit has been used.
However, there is an inductive loss of the transformer, and fine boosting requires a complicated structure, and there is a drawback that high efficiency charge / discharge is not easy.
Further, when a battery is used for regeneration and the vehicle travels on a general road with a large number of charge / discharge cycles, heat loss and compound generation loss increase, and as a result, there is a disadvantage that the weight mounted on the vehicle body increases.

Challenges to solve the idea

Conventionally, a clean and low-cost electric vehicle is devised. First, devise regeneration. A means for charging and discharging efficiently and smoothly according to a specified value between a generator voltage and a power storage unit (battery or capacitor) that drop with discharge is devised.
In addition, we will devise a means to reduce the amount of on-board battery and not use an ultra-high-performance expensive motor such as rare metal even if the passenger capacity and climbing ability remain large.

Means for solving the problem

FIG. 1 is a configuration diagram of a multistage charging / discharging device when a brake is applied as in the case of an automobile, the motor becomes a generator, and the power storage body 3 to be charged is a four-stage capacitor.
A description will be given of efficient charging along the same figure.
When the accelerator pedal is stopped and the brake pedal is pressed, the high voltage of the generator 1 that has been driving the wheel as a motor until just before is turned on only in the charging switch of the bidirectional switch 2a, and the four-stage capacitors 3a, 3b, 3c. , 3d are charged simultaneously.

At this time, the entire voltage is not suddenly applied. The control device 4 increases the pulse width so that the current value detected by 8 approaches the brake signal value, and outputs it as a PWM control signal to 4a or 4e. As a result, the appropriate current flows through the switch 2a.
As a result, the generator voltage drops as shown at 10 in FIG. 2, and the wheels are braked.

Conversely, the capacitor voltage rises as indicated by 11 in FIG.
However, in order to make the generator voltage drop linear as shown in FIG. 10, the switch 2a must be successively switched to 2b, 2c, and 2d to make the output current from the generator 1 constant. .
If the brake is to be applied with a current twice the rated value (2 × I), the four power storage units 3a, 3b, 3c, and 3d in FIG. 1 are first charged, and the timing at time t1 in FIG. 3b, 3c and 3d, 3c. Two 3d and one 3d power storage unit are charged at the timing t3.
For example, assuming that the flowing current is constant (2 × I) and t1, t2, t3, and t4 are the same interval of (1, 2, 3, 4) Δt, 200v, 100v, 50v, If it is desired to obtain 25v and the total voltage = 375v, four series capacitors may be respectively connected in parallel with one, four, twelve, and sixteen capacitive elements. (Of course, the target voltage may be changed by changing the fixed time width Δt or four capacities in series.)

However, the voltage drop from 25v after t4 in FIG. 2 is due to the mechanical brake and becomes a loss. In order to reduce this loss, it is sufficient to increase the capacity of the fourth stage or add the fifth stage so as to reduce 25v.
When the power storage unit is changed from a capacitor to a battery, the operation is the same as that of the capacitor except that each terminal voltage of the power storage unit is fixed.

Next, based on the accelerator signal value, so-called acceleration in which the wheel is driven by the energy stored in the electric storage body will be described.
In order to start accelerating the stopped electric vehicle, first, the electric storage body 3d is started to be discharged.
As in charging, the switch 2d is turned on, and a current of 2 × I flows through the motor 1. Next, when the rotation of the wheel increases and the motor voltage increases and 2 × I current cannot be secured, the switch is switched to 2c to discharge from the power storage unit 3c + 3d, and then the power storage unit discharge of 3b + 3c + 3d, 3a + 3b + 3c + 3d is performed.
If the loss is reduced as described above, the vehicle speed returns to the traveling speed immediately before the brake.

Next, although it is driving | running | working, it is common to obtain this energy from the vehicle-mounted battery (battery) charged beforehand. In addition, it may be obtained from an engine generator mounted on a vehicle or from a hydrogen fuel cell.
By the way, the electric vehicle 22 of FIG. 3 is equipped with a power storage unit 31 in addition to the regenerative power storage unit 3 and is charged via the external power supply rod 14 while stopping at the stop or the garage 18 and used for traveling after acceleration. The power storage unit 31 is preferably a capacitor, but need not be divided. The battery is charged at a stretch during the stopping time, and PWM is discharged in time with the accelerator.

When the stop 20 is far away or the capacity of the power storage unit 31 is small, a power source for traveling such as a battery is required separately. Although this may be mounted on the vehicle main body 22, it may be connected as a battery car 21 as shown in FIG. If it carries out like this, the vehicle 22 will become light, a drive motor will become small, and the standardization of the vehicle main body 22 centering on only the load will be possible.
The battery car 21 is also provided with two drive motors and wheels. Then, after connecting, it becomes a drive of four or more wheels, and not only the cruising distance but also the climbing ability increases. The connection may be a combination of two ordinary vehicles 22.

This is further described. In general, an electric vehicle with tires such as a large electric bus uses an expensive and heavy high-power motor such as a rare metal. Partly because of the weight of the battery and the ability to climb up four or more heavy wheels for climbing ability. For this reason, there were few plane parts in a vehicle and there was little loading capacity.

For example, when two medium-sized electric buses capable of climbing 30 to 40 people are connected, the number of wheels becomes eight and only two medium-sized motors are used, and an inexpensive electric bus capable of climbing up to 60 to 80 people is realized. it can. In FIG. 3, a self-propelled battery car may be connected instead of the second electric bus, and viewed as a large electric bus configuration when the previous vehicle is pushed.

Conventionally, the electric vehicle 22 is charged mainly by a thermal power plant and is not as clean as 40% in Japan. The third aspect of the present invention is to take near 100% of clean power into an electric vehicle.
In FIG. 3, first, surplus natural energy 15 such as solar power is taken in, and the surplus is stored in a power storage unit or hydrogen cylinder 17 for 3 to 4 days. If there is still a surplus, sell power to the power company. If it is not enough, it will be converted from electricity and supplied from a hydrogen cylinder.

The above is performed while the energy controller 15 monitors the voltage on the overhead wire 19.
For this reason, the power source for the overhead line is a distributed power source independent of the electric power company, reduces the dependence on thermal power and nuclear power, and the storage battery and the power storage unit 31 mounted on the electric vehicles 22 and 21 are clean at the stop or garage. Stable charging power can be obtained.
It can also be used as a disaster power source to prepare for natural and man-made disasters, such as damage to high-voltage power transmission lines.
As described above, according to the present invention, a cleaner and lower cost electric vehicle 22 can be realized.

: Outline of configuration of multi-stage regenerative charging / discharging device when charging / discharging between generator 1 and four stages of power storage unit 3 : Example of characteristic diagram of voltage of generator 1 and voltage of power storage unit 3 : Outline of configuration of clean electric vehicle 22 and clean power supply system

Explanation of symbols

1: Generator or motor 2: Bidirectional (charge / discharge) switch 2a = 4th stage, 2b = 3rd stage, 2c = 2nd stage, 2d = 1st stage switch 3: Multistage power storage unit (battery or capacitor) )
3a = 4th stage, 3b = 3rd stage, 3c = 2nd stage, 3d = 1st stage power storage unit 4: Control device 4a = 4th stage, 4b = 3rd stage, 4c = 2nd stage, 4d = Switch control signal line of the first stage, 4e = PWM signal line 5: Inductance and PWM
6: Signal input terminal for brake displacement 7: Signal input terminal for accelerator displacement 8: Current value detector 10: Output voltage of generator 1 Characteristic example 11: Voltage of power storage unit 3 Characteristic example 12: Voltage or power axis 13: Time Axis 14: External feed rod 15: Energy controller 16: Natural energy 17: Hydrogen cylinder or power storage unit 18, 20: Stop or garage 19: DC overhead wire (joint groove)
21: Linked car or battery car 22: Clean electric vehicle 31: Power storage unit 2

Regenerative equipment (applicable to buses, patrol cars, logistics vehicles, hydrogen fuel cell vehicles, trains, carts, etc.)
Power supply system (on-line power supply system for vehicles with uninterruptible power function)

Conventionally, in an electric vehicle or a hybrid vehicle, particularly in a medium-sized or large-sized vehicle having a large number of accelerations / decelerations, it cannot be said that cleanliness and fuel consumption are sufficiently good. One of the causes is that the regeneration efficiency is not good. This is because the voltage of the brake generator decreases with regeneration. For charging a general power storage unit (battery) with a constant voltage, a transformer boosting method or a method of increasing the voltage by providing a voltage doubler circuit has been used.
However, there is an inductive loss of the transformer, and fine boosting requires a complicated structure, and there is a drawback that high efficiency charge / discharge is not easy.
Further, when a battery is used for regeneration and the vehicle travels on a general road with a large number of charge / discharge cycles, heat loss and compound generation loss increase, and as a result, there is a disadvantage that the weight mounted on the vehicle body increases.

Challenges to solve the idea

We will devise a cleaner and lower-cost electric vehicle than before. First, devise regeneration. A means for charging and discharging efficiently and smoothly according to a specified value between a generator voltage and a power storage unit (battery or capacitor) that drop with discharge is devised.
In addition, we will devise a means to reduce the amount of on-board battery and not use an ultra-high-performance expensive motor such as rare metal even if the passenger capacity and climbing ability remain large.

Means for solving the problem

FIG. 1 is a configuration diagram of a multistage charging / discharging device when a brake is applied as in the case of an automobile, the motor becomes a generator, and the power storage body 3 to be charged is a four-stage capacitor.
A description will be given of efficient charging along the same figure.
When the accelerator pedal is stopped and the brake pedal is pressed, the high voltage of the generator 1 that has been driving the wheel as a motor until just before is turned on only in the charging switch of the bidirectional switch 2a, and the four-stage capacitors 3a, 3b, 3c. , 3d are charged simultaneously.

At this time, the entire voltage is not suddenly applied. The control device 4 increases the pulse width so that the current value detected by the current detector 8 approaches the brake signal value, and outputs it as a PWM control signal to 4a or 4e. As a result, an appropriate current flows through the switch 2a.
As a result, the generator voltage drops as shown at 10 in FIG. 2, and the wheels are braked.

Conversely, the capacitor voltage rises as indicated by 11 in FIG.
However, in order to make the generator voltage drop linear as shown in FIG. 10, the switch 2a must be successively switched to 2b, 2c, and 2d to make the output current from the generator 1 constant. .
If the brake is to be applied with a current twice the rated value (2 × I), the four power storage units 3a, 3b, 3c, and 3d in FIG. 1 are first charged, and the timing at time t1 in FIG. 3b, 3c and 3d, 3c. Two 3d and one 3d power storage unit are charged at the timing t3.
For example, assuming that the flowing current is constant (2 × I), and t1, t2, t3, t4 are the same interval of (1, 2, 3, 4) Δt, and 200v, 100v, 50v, If it is desired to obtain 25v and the total voltage = 375v, four series capacitors may be respectively connected in parallel with one, four, twelve, and sixteen capacitive elements. (Of course, the target voltage may be changed by changing the fixed time width Δt or four capacities in series.)

However, the voltage drop from 25v after t4 in FIG. 2 is due to the mechanical brake and becomes a loss. In order to reduce this loss, it is sufficient to increase the capacity of the fourth stage or add the fifth stage so as to reduce 25v.
When the power storage unit is changed from a capacitor to a battery, the operation is the same as that of the capacitor except that each terminal voltage of the power storage unit is fixed.

Next, based on the accelerator signal value, so-called acceleration in which the wheel is driven by the energy stored in the electric storage body will be described.
In order to start accelerating the stopped electric vehicle, first, the electric storage body 3d is started to be discharged. As in charging, the switch 2d is turned on, and a current of 2 × I flows through the motor 1. Next, when the rotation of the wheel increases and the motor voltage increases and 2 × I current cannot be secured, the switch is switched to 2c to discharge from the power storage unit 3c + 3d, and then the power storage unit discharge of 3b + 3c + 3d, 3a + 3b + 3c + 3d is performed.
If the loss is small as described above, the vehicle speed returns to the traveling speed just before the brake.

Next, when traveling, this energy is generally obtained from a pre-charged on-board battery (battery). In addition, it may be obtained from an engine generator mounted on a vehicle or from a hydrogen fuel cell.

By the way, the electric vehicle 22 of FIG. 3 is equipped with a power storage unit 31 in addition to the regenerative power storage unit 3 and is charged via the external power supply rod 14 while stopping at the stop or the garage 18 and used for traveling after acceleration. The capacitor 31 is preferably a capacitor, but unlike the above, it is not necessary to divide it. The battery is charged at a stretch during the stopping time, and PWM is discharged in time with the accelerator.

When the stop 20 is far away or the capacity of the power storage unit 31 is small, a power source for traveling such as a battery is required separately. Although this may be mounted on the vehicle main body 22, it may be connected as a battery car 21 as shown in FIG. If it carries out like this, the vehicle 22 will become light, a drive motor will become small, and the standardization of the vehicle main body 22 centering on only the load will be possible.
The battery car 21 is also provided with two drive motors and wheels. Then, after connecting, it becomes a drive of four or more wheels, and not only the cruising distance but also the climbing ability increases. The connection may be a combination of two ordinary vehicles 22.

This is further described. In general, an electric vehicle with tires such as a large electric bus uses an expensive and heavy high-power motor made of rare metal or the like. Partly because of the weight of the battery and the ability to climb four or more heavy wheels for climbing ability. For this reason, there were few plane parts in a vehicle and there was little loading capacity.

On the other hand, for example, when two medium-sized electric buses capable of climbing up to 30 to 40 people are connected, the number of wheels becomes 8 and only two medium-sized motors are used. A bus can be realized. In FIG. 3, a self-propelled battery car may be connected instead of the second electric bus, and viewed as a large electric bus configuration when the previous vehicle is pushed.

Conventionally, the electric vehicle 22 is charged mainly by a thermal power plant and is not as clean as 40% in Japan. The third aspect of the present invention is to capture nearly 100% of clean power into an electric vehicle.
In FIG. 3, first, surplus natural energy 15 such as solar power is taken in, and the surplus is stored in a power storage unit or hydrogen cylinder 17 for 3 to 4 days. If there is still a surplus, sell power to the power company. If it is not enough, it is supplied by electrical conversion from a power storage unit or a hydrogen cylinder 17.

The above is performed while the energy controller 15 monitors the voltage of the overhead wire 19.
For this reason, the power source for the overhead line is a distributed power source independent of the electric power company, reduces the dependence on thermal power and nuclear power, and the storage battery and the power storage unit 31 mounted on the electric vehicles 22 and 21 are clean at the stop or garage. Stable charging power can be obtained.
It can also be used as a disaster power source to prepare for natural and man-made disasters, such as damage to high-voltage power transmission lines.
As described above, according to the present invention, a cleaner and lower-cost electric vehicle 22 can be realized.

Configuration schematic diagram of multistage regenerative charging / discharging device when charging / discharging between generator 1 and four stages of power storage unit 3 Example of characteristic diagram of voltage of generator 1 and voltage of power storage unit 3 Configuration diagram of clean electric vehicle 22 and clean power supply system

1: Generator or motor 2: Bidirectional (charge / discharge) switch 2a = 4th stage, 2b = 3rd stage, 2c = 2nd stage, 2d = 1st stage switch 3: Multi-stage power storage unit (battery or capacitor) )
3a = 4th stage, 3b = 3rd stage, 3c = 2nd stage, 3d = 1st stage power storage unit 4: Control device 4a = 4th stage, 4b = 3rd stage, 4c = 2nd stage, 4d = Switch control signal line of the first stage, 4e = PWM signal line 5: Inductance and PWM 6: Signal input terminal of brake displacement 7: Signal input terminal of accelerator displacement 8: Current value detector 10: Output voltage characteristic of generator 1 Example 11: Voltage characteristic example of power storage unit 12: Voltage or power axis 13: Time axis 14: External feed rod 15: Energy controller 16: Natural energy 17: Hydrogen cylinder or power storage unit 18, 20: Stop or garage 19: DC Overhead wire (joint groove)
21: Linked car or battery car 22: Clean electric vehicle 31: Power storage unit 2

Claims (4)

In the regeneration of the clean electric vehicle 22, the generator and the motor 1, a plurality of power storage bodies 3, a plurality of bidirectional switches 2, and a control device 4 are arranged between the generator 1 and the power storage body 3. Clean electricity characterized in that the control device 4 selects one of a plurality of two-way switches 2 and turns on / off the PWM so that the charging / discharging current flowing through the vehicle matches the displacement value of the brake or accelerator pedal. Vehicle 22 The power storage unit 31 different from the power storage unit 3 according to claim 1 is mounted on the vehicle, and the power storage unit 31 is charged by the external power supply rod 14 of FIG. The clean electric vehicle 22 according to claim 1, wherein the electric vehicle is discharged during traveling. It consists of a natural energy 16, a hydrogen cylinder or power storage unit 17, an energy controller 15, and an underground DC overhead wire 19. Energy is stored in the hydrogen cylinder 17 if the voltage of the underground overhead line 19 rises too much, and from the hydrogen cylinder 17 if it is too low. The clean electric vehicle 22 included in claim 2, wherein the controller 15 operates so that electricity is taken out and the voltage of the underground overhead line 19 becomes constant, and clean electric power is supplied to the power storage unit 31. The clean electric vehicle 22 according to claim 1, wherein another electric vehicle 22 or a battery vehicle 21 is connected to the clean electric vehicle 22 according to claim 1.

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