WO2012106960A1 - 直流电机电动车用感应器电能量回收装置 - Google Patents

直流电机电动车用感应器电能量回收装置 Download PDF

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Publication number
WO2012106960A1
WO2012106960A1 PCT/CN2011/081907 CN2011081907W WO2012106960A1 WO 2012106960 A1 WO2012106960 A1 WO 2012106960A1 CN 2011081907 W CN2011081907 W CN 2011081907W WO 2012106960 A1 WO2012106960 A1 WO 2012106960A1
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WO
WIPO (PCT)
Prior art keywords
inverter
motor
inductor
battery
rectifier bridge
Prior art date
Application number
PCT/CN2011/081907
Other languages
English (en)
French (fr)
Inventor
蒋小平
Original Assignee
Jiang Xiaoping
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 Jiang Xiaoping filed Critical Jiang Xiaoping
Priority to JP2013552819A priority Critical patent/JP5735138B2/ja
Priority to DE112011104872T priority patent/DE112011104872T5/de
Publication of WO2012106960A1 publication Critical patent/WO2012106960A1/zh
Priority to US13/952,687 priority patent/US9099947B2/en

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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
    • B60L53/00—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
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J50/00—Circuit arrangements or systems for wireless supply or distribution of electric power
    • H02J50/10—Circuit arrangements or systems for wireless supply or distribution of electric power using inductive coupling
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H02J7/1469—Regulation of the charging current or voltage otherwise than by variation of field
    • H02J7/1492—Regulation of the charging current or voltage otherwise than by variation of field by means of controlling devices between the generator output and the battery
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P7/00—Arrangements for regulating or controlling the speed or torque of electric DC motors
    • H02P7/06—Arrangements for regulating or controlling the speed or torque of electric DC motors for regulating or controlling an individual dc dynamo-electric motor by varying field or armature current
    • 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
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
    • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
    • 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
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/12—Electric charging stations
    • 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
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the electric energy recovery device for the electric motor of the DC motor of the present invention relates to an electric vehicle that uses an inductor to recover electric energy when performing rectification and transformation, and is particularly suitable for electric vehicles, electric tricycles, electric vehicles, electric boats, household appliances. , industrial electrical appliances, electric motors, etc. for starting and running constant voltage and electric energy recovery devices.
  • the electric vehicle uses a rectifying converter to operate and start and repay.
  • the rectifying converter needs to consume more energy during operation and starting, thereby consuming battery or grid energy.
  • flywheel reserve energy double The layer capacitor reserves electric energy and generator energy storage to store electric energy, but the energy consumption is large, the energy recovery rate is low, and the electric vehicle consumes high energy.
  • the object of the present invention is to provide an electric energy recovery device for an inductor for a DC motor electric vehicle according to the above-mentioned deficiencies, which uses an inductor for rectification, current conversion, voltage stabilization, constant current starting operation, and a load motor on the primary coil of the series inductor.
  • electromagnetic induction is generated through the primary coil of the inductor, and the voltage and current are induced to the secondary coil of the inductor through the magnetic flux, and the alternating current voltage induced by the secondary coil is outputted through the rectifier bridge or the inverter, and then input to the battery for charging.
  • Electrical energy recovery, electrical energy recovery rate of up to 25%.
  • the electric energy recovery device for the DC motor electric vehicle is realized by the following technical solutions:
  • the electric energy recovery device for the DC motor electric vehicle sensor includes the battery E, the inverter INV (straight-change AC inverter), the sensor T , rectifier bridge - D1 (high power two-pole rectifier bridge) or inverter two (AC variable DC inverter), DC motor ⁇ , 'rectifier Bridge two D2 (high power diode rectifier bridge) or inverter three (AC variable DC inverter.) and external power charger QL.
  • the DC motor uses a DC motor speed controller to control the speed of the DC motor.
  • the battery E can be a battery pack or a single battery, and the battery E is equipped with a power manager for managing the charging and discharging of the battery pack.
  • the power manager uses a commercially available power management module.
  • the positive and negative poles of the battery E are respectively connected to the inverter INV input terminals 1, 2, and the inverter INV output terminal 4 is connected to the 1 terminal of the inductor primary L1, and the output terminal 3 of the inverter 1 and the rectifier bridge D1
  • the input terminal 1 or the inverter 2 is connected, the 2 terminal of the inductor primary L1 is connected to the input terminal 2 of the rectifier bridge D1, and the output terminals 3, 4 of the rectifier bridge D1 are connected to the DC motor, and are regulated by a DC motor.
  • the controller controls the speed of the DC motor.
  • the output terminals 3 and 4 of the sensor secondary L2 are connected to the first and second terminals of the rectifier bridge two D2 or the inverter three, and the output terminals 3 and 4 of the rectifier bridge two D2 are respectively connected to the positive and negative terminals of the battery E.
  • the external power charger QL is connected to the battery E positive and negative, and the external power supply is used to compensate the battery.
  • the inductor T can be composed of a magnetic core, a coil, a mounting bracket, a skeleton, and an insulating material.
  • the magnetic core can be made of ferrite, rare earth magnetic material or silicon steel sheet.
  • the magnetic core uses a magnetic ring, a magnetic column, etc. to form a magnetic circuit.
  • the coil is wound with an enameled wire or other insulated conductive material.
  • the coil is wound on the bobbin, and a magnetic core is inserted into the coil, fixed on the mounting bracket, and packaged with an insulating material.
  • the voltage current flows through the primary winding L1 of the inductor T to generate a magnetic flux, which forms a rectified, regulated, constant current, and simultaneously generates an induced electromotive force induction to the secondary coil L2 of the inductor T.
  • Voltage T is formed on the secondary coil L2 of the device T, and is rectified by the rectifying bridge two D2 or the inverter three rectification, and then converted into a direct current and then input to the battery E for charging, thereby realizing electric energy recovery and utilization, and the electric energy recovery rate can reach 25%. the above.
  • the amount of recovered electrical energy depends on the power consumption of the motor.
  • the power consumption of the motor is large, and the voltage and current induced by the secondary of the inductor rise synchronously.
  • the battery E When the battery E has insufficient power, it can be compensated and charged by the external power supply charger QL.
  • the inductive converter energy recovery device for DC motor electric vehicles has the following remarkable features:
  • the electric energy recovery device for the inductor of the DC motor for electric vehicles is reasonable in design, compact in structure and convenient to use.
  • the battery E can be discharged and charged, so that the battery has a good activation (activation) effect, which can prolong the battery life and increase the battery capacity.
  • the inductor T with magnetic inductance in series can improve the power factor of 0.95 or more, the efficiency is above 98, the efficiency of the inverter is improved by about 2%, and the loss of the inverter is about 1/1. 2.
  • the utility model relates to an electric energy recovery device for an inductor for a DC motor electric vehicle, which uses an inductor Row rectification, constant voltage, constant current starting operation, when the load motor connected in series with the primary coil L1 of the inductor T, the voltage and current generate electromagnetic induction through the primary coil L1 of the inductor, and the voltage and current are induced to the inductor through the magnetic flux.
  • the secondary coil and the secondary voltage induced by the secondary coil output a direct current through a rectifying bridge or an inverter, and then input to the battery for charging for electrical energy recovery.
  • the power recovery rate can reach more than 25%.
  • Fig. 1 is a schematic diagram of an electric energy recovery device for a sensor for a DC motor electric vehicle.
  • the electric energy recovery device for the electric motor of the DC motor includes the battery E, the inverter INV (straight-change AC inverter), the inductor T, the rectifier bridge D1 (high-power two-pole rectifier bridge) Or inverter two (AC to DC inverter), DC motor ⁇ , rectifier bridge two D2 (high power diode rectifier bridge) or inverter three (AC variable DC inverter) and external power charger QL.
  • the DC motor uses a commercially available DC motor speed controller to control the speed of the DC motor.
  • the battery E may be a battery pack or a single battery.
  • the battery E is equipped with a power manager for managing battery pack charging and discharging, and the power manager uses a commercially available power management module.
  • the positive and negative terminals of the battery E are respectively connected to the inverter INV input terminals 1, 2, and the inverter INV output terminal 4 is connected to the 1 terminal of the inductor primary L1, and the output terminal 3 of the inverter 1 and the rectifier bridge D1 Input 1 or inverter 2 is connected, and the 2 end of the inductor primary L1 is The input end 2 of the rectifier bridge is connected, and the output terminals 3 and 4 of the rectifier bridge D1 are connected to the DC motor, and the DC motor speed is controlled by the DC motor speed controller.
  • the output terminals 3 and 4 of the sensor secondary L2 are connected to the first and second terminals of the rectifier bridge two D2 or the inverter three, and the output terminals 3 and 4 of the rectifier bridge two are respectively connected to the positive and negative terminals of the battery.
  • the external power charger QL is connected to the battery E positive and negative, and the external power supply is used to compensate the battery.
  • the inductor T can be composed of a magnetic core, a coil, a mounting bracket, a skeleton, and an insulating material, and the magnetic core can be made of a ferrite, a rare earth magnetic material, a silicon steel sheet, or the like.
  • the magnetic core uses a magnetic ring, a magnetic column, etc. to form a magnetic circuit.
  • the coil is wound with an enameled wire or other insulated conductive material.
  • the coil is wound on the bobbin, and a magnetic core is inserted into the coil, and is fixed on the mounting bracket and encapsulated by an insulating material.
  • the rectifier bridge uses a commercially available bridge rectifier.
  • the inverter 1, the inverter 2, and the inverter 2 use a commercially available inverter.

Landscapes

  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Computer Networks & Wireless Communication (AREA)
  • Charge And Discharge Circuits For Batteries Or The Like (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)

Description

肓流电机电动车用感应器电能暈回收装置 技术领域
本发明直流电机电动车用感应器电能量回收装置涉及的是一种 电动车采用感应器在进行整流变流时将电能量回收，特别适用于电动 车、 电动三轮车、 电动汽车、 电动船、 家用电器、 工业电器、 电动机 具等作起动运行稳压恒流以及电能量回收装置。
背景技术
目前电动车釆用整流变流器等来进行运行和启动 、偿，整流变流 器在运行和起动过程中需要损耗较多的能量，从而消耗蓄电池或电网 能量， 目前虽然有飞轮储备能、 双层电容储备电能量、 发电机储能等 方式储备电能， 但能耗大， 能量回收利用率低， 电动车能耗高。 发明内容
本发明目的是针对上述不足之处提供一种直流电机电动车用感 应器电能量回收装置， 采用感应器进行整流、 变流、稳压、 恒流起动 运行， 当串联感应器初级线圈上的负载电机工作时， 通过感应器初级 线圈产生电磁感应， 电压电流通过磁通感应给感应器次级线圈， 次级 线圈感应出的交流电压电流通过整流电桥或逆变器输出直流电，再输 入给蓄电池充电进行电能量回收， 电能量回收率可达 25%以上。
直流电机电动车用感应器电能量回收装置是釆取以下技术方案 实现的： 直流电机电动车用感应器电能量回收装置包括蓄电池 E、 逆 变器一 INV (直变交流逆变器）、 感应器 T、 整流电桥一 D1 (大功率 二极整流桥） 或逆变器二 （交流变直流逆变器）、 直流电机 Μ、'整流 电桥二 D2 (大功率二极管整流桥） 或逆变器三 （交流变直流逆变器.) 和外接电源充电器 QL。
所述直流电机釆用巿售直流电机调速控制器， 控制直流电机速 度。
所述蓄电池 E可采用蓄电池组或单体蓄电池，蓄电池 E装有电源 管理器，用于管理电池组充放电。电源管理器采用市售电源管理模块。 蓄电池 E正、 负极分别与逆变器一 INV输入端 1、 2相连， 逆变器一 INV输出端 4与感应器初级 L1的 1端相连， 逆变器一的输出端 3与 整流桥一 D1的输入端 1或逆变器二相连，感应器初级 L1的 2端与整 流桥一 D1的输入端 2相连， 整流桥一 D1的输出端 3、 4与直流电机 相连， 并通过直流电机调速控制器控制直流电机速度。
感应器次级 L2的输出端 3、 4与整流电桥二 D2的 1、 2端或逆变 器三连接， 整流电桥二 D2的输出端 3、 4分别与蓄电池 E正、 负极相 连。
外接电源充电器 QL与蓄电池 E正、 负相连， 釆用外接电源给蓄 电池补偿充电。
所述感应器 T可以釆用磁芯、 线圈、 安装支架、 骨架、 绝缘材料 构成， 磁芯可以采用铁氧体、 稀土磁性材料或硅钢片等。 磁芯采用磁 环、 磁柱等， 形成磁路。 线圈釆用漆包线或其它绝缘导电材料绕制而 成。 线圈绕制在骨架上， 线圈中装插有磁芯， 固定在安装支架上， 釆 用绝缘材料封装。
工作原理： 蓄电池 E正、 负极输出直流电压电流， 通过逆变器一 INV逆变成交流电，逆变器 INV输出端 4通过感应器初级线圈 L1的 1、 2端输入给整流电桥一 D1或逆变器二交流电，逆变器一 INV输出端 3 输入给整流电桥一 D1或逆变器二交流电，通过整流电桥一 D1或逆变 器二整流变成直流电， 输入给直流电机 M电压电流形成回路， 直流电 机 M工作， 并通过直流电机调速控制器来控制速度。
当直流电机 M工作过程中， 电压电流通过感应器 T初级线圈 L1 进行交变流产生磁通， 形成整流、 稳压、 恒流， 同时产生感应电动势 感应给感应器 T次级线圈 L2， 在感应器 T次级线圈 L2上形成电压电 流， 通过整流电桥二 D2或逆变器三整流， 进行整流后变成直流电再 输入给蓄电池 E进行充电， 实现电能回收利用， 电能回收率可达 25% 以上。 回收电能量大小取决于电机功耗大小， 电机功耗大， 感应器次 级感应的电压电流同步上升。
当蓄电池 E电能不足时可以通过外接电源充电器 QL进行补偿充 电。
直流电机电动车用感应变流电能量回收装置有以下显著特点：本 发明直流电机电动车用感应器电能量回收装置设计合理、 结构紧凑、 使用方便。 可以使蓄电池 E进行放电、 充电， 使蓄电池有良好的活化 (激活）作用， 可以延长蓄电池使用寿命和增加蓄电池容量。 由于电 动机调速使用过程中串联带磁性电感的感应器 T 能够提高功率因数 0. 95以上， 效率 98以上， 逆变器的效率改善了 2%左右， 逆变器的损 耗约为之前的 1/2。
本发明直流电机电动车用感应器电能量回收装置，釆用感应器进 行整流变流、 稳压、 恒流起动运行， 当串联在感应器 T初级线圈 L1 上的负载电机工作时， 电压电流通过感应器初级线圈 L1产生电磁感 应， 电压电流通过磁通感应给感应器次级线圈， 次级线圈感应出的交 流电压电流通过整流电桥或逆变器输出直流电，再输入给蓄电池充电 进行电能量回收。 电能回收率可达 25%以上。
附图说明
以下将结合附图对本发明作进一步说明：
图 1是直流电机电动车用感应器电能量回收装置示意图。
具体实施方式
参照附图 1 , 直流电机电动车用感应器电能量回收装置包括蓄电 池 E、 逆变器一 INV (直变交流逆变器）、 感应器 T、 整流电桥一 D1 (大功率二极整流桥） 或逆变器二 （交流变直流逆变器）、 直流电机 Μ、 整流电桥二 D2 (大功率二极管整流桥） 或逆变器三 （交流变直流 逆变器） 和外接电源充电器 QL。
所述直流电机采用市售直流电机调速控制器， 控制直流电机速 度。
所述蓄电池 E可采用蓄电池组或单体蓄电池。所述蓄电池 E装有 电源管理器用于管理电池组充放电，电源管理器采用市售电源管理模 块。
蓄电池 E正负极分别与逆变器一 INV输入端 1、 2相连， 逆变器 ― INV输出端 4与感应器初级 L1的 1端相连， 逆变器一的输出端 3 与整流桥一 D1的输入端 1或逆变器二相连，感应器初级 L1的 2端与 整流桥一的输入端 2相连， 整流桥一 D1的输出端 3、 4与直流电机相 连， 并通过直流电机调速控制器， 控制直流电机速度。
感应器次级 L2的输出端 3、 4与整流电桥二 D2的 1、 2端或逆变 器三相连， 整流电桥二的输出端 3、 4分别与蓄电池正、 负极相连。 外接电源充电器 QL与蓄电池 E正、 负相连， 釆用外接电源给蓄电池 补偿充电。
所述感应器 T可以采用磁芯、 线圈、 安装支架、 骨架、 绝缘材料 构成， 磁芯可以釆用铁氧体、稀土磁性材料、 硅钢片等。 磁芯釆用磁 环、磁柱等， 形成磁路。 线圈采用漆包线或其它绝緣导电材料绕制而 成。线圈绕制在骨架上， 线圈中装插有磁芯， 固定在安装支架上， 采 用绝缘材料封装。
所述整流电桥釆用市售桥式整流器。
所述逆变器一、 逆变器二、 逆变器二采用市售逆变器。

Claims

权 利 要 求 书
1、 一种直流电机电动车用感应器电能量回收装置， 其特征在于包括蓄电池 E、 逆变器一 INV、 感应器 T、 整流电桥一 D1或逆变器二、 直流电机¾1、 整流电 桥二 D2或逆变器三和外接电源充电器 QL;
蓄电池 Ε正、 负极分别与逆变器一 INV输入端 1、 2相连， '逆变器一 INV输 出端 4与感应器初级 L1的 1端相连， 逆变器一的输出端 3与整流桥一 D1的输 入端 1或逆变器二相连， 感应器初级 L1的 2端与整流桥一 D1的输入端 2相连， 整流桥一 D1的输出端 3、 4与直流电机相连；
感应器次级 L2的输出端 3、 4与整流电桥二 D2的 1、 2端或逆变器三相连， 整流电桥二 D2的输出端 3、 4分别与蓄电池正、 负极相连；
外接电源充电器 QL与蓄电池 Ε正、 负相连， 采用外接电源给蓄电池补偿充电。
2、 根据权利要求 1所述的直流电机电动车用感应器电能量回收装置， 其特 征在于所述感应器 Τ采用磁芯、 线圈、 安装支架、 骨架、 绝缘材料构成， 线圈 绕制在骨架上， 线圈中装插有磁芯， 固定在安装支架上， 釆用绝缘材料封装。
3、 根据权利要求 2所述的直流电机电动车用感应器电能量回装置， 其特征 在于所述线圈采用漆包线或其它绝缘导电材料绕制而成。
4、 根据权利要求 1所述的直流电机电动车用感应器电能量回装置， 其特征 在于所述直流电机采用直流电机调速控制器。
5、 根据权利要求 1所述的直流电机电动车用感应器电能量回装置， 其特征 在于所述蓄电池 Ε采用蓄电池组或单体蓄电池。
6、 根据权利要求 1所述的直流电机电动车用感应器电能量回装置， 其特征 在于所述蓄电池 Ε装有电源管理器。
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