WO2015120835A1

WO2015120835A1 - Drive system, shifting system and energy recovery device for electric and hybrid vehicles

Info

Publication number: WO2015120835A1
Application number: PCT/DE2015/000059
Authority: WO
Inventors: Franz Braun; Florin Cristoi
Original assignee: Franz Braun
Priority date: 2014-02-11
Filing date: 2015-02-11
Publication date: 2015-08-20

Abstract

Wheel drive system with a flywheel mass, consisting of a motor (1), a motor axis (3), a generator (2), a generator axis (4), two brake blocks (9), a brake disc (16), a slider (8) with claws (7), a tire (5), a rim (6), a battery system (11), a ball bearing (10), a coupling pressure plate (17), a plurality of coupling springs (13), a plurality of supercapacitors (12), two carbon brushes (23), and a plurality of electric cables (24). Wheel drive and flywheel mass, characterized in that the components make up a functional energy recovery unit. Device for increasing the range of an electric or hybrid vehicle, by means of an electronically controlled switching system (EGS) with optocoupler (OP), consisting of a motor (M), a generator (G), a transaction battery (VB), a battery management system (BMS), a motor controller (MS), four transistors T1, T2, T3, T4, and four freewheeling diodes D5, D6, D7, D8. Four charge or discharge diodes D1, D2, D3, D4, four capacitors C1, C2, C3, C4, an optocoupler (OP), four switching contacts S1, S2, S3, S4, and a control unit/processor. Electronically controlled shifting system with optocoupler, characterized in that the components make up a functional energy recovery unit. Energy recovery device for electric and hybrid vehicles, by means of a wheel hub generator (34) which consists of a stator (29) having a plurality of coils (30) and a disk rotor (31) having a plurality of magnets (32), the stator and the disk rotor being integrated into an aluminum rim (27), consisting of a helical (26) drive and a small-power motor (33) for controlling the stator. Energy recovery device by means of a control unit (37), a tilt angle sensor (35) and a small-power motor control (36), characterized in that all components together make up a functional unit.

Description

I. Designation:

Drive system, switching system and apparatus for energy recovery in electric and hybrid vehicles.

II. State of the art

In the 90s, buses (girobuses) with flywheel stores were used.

There were and are very many applications in which flywheels are used as energy storage for electrical systems.

These consist of a fast rotating wheel, which converts the electrical energy into its rotary motion via a motor generator or releases it again. This system is capable of providing high levels of energy in the short term. Modern flywheel storage systems can compensate for short-term load and generation fluctuations locally because they can be controlled in broad power ranges at short notice.

Today's flywheels work with magnetic bearings, almost without friction in vacuum housings.

Flywheels are once again experiencing a renaissance in modern technology. It started

Development of modern flywheel rotors in the USA for space applications.

For satellites and small space stations, flywheels are used as kinetic energy stores to bridge the power supply in the Earth's shadow and at the same time to position control.

Possibilities of energy storage also exist in vehicles, where the energy is generated despite load fluctuations, with much better efficiency. The flywheel can deliver the stored kinetic energy without additional efficiency losses. As a result, the power supply can be ensured in any case and used for storage in batteries.

That can be stored in a rotating mass of energy is probably out of the question.

Take Vijelko Milkowitch as an example with his two-stage oscillator. He points to a 12-fold depletion of energy (COP 12)!

There are switching systems developed e.g. by John Bedini, Chas Campbell or Bosidar Lisac, each aimed at energy recovery through a so-called pulsed system (energy tapping). They almost always use a resonant and randomly oscillating pulsation system. The energy recovery is thus also based on the random principle and is therefore uneconomical.

There are wheel hub generators integrated in the rims, which work constantly in the influence of the induced magnetic field. As a result, the magnetic field can also have a braking effect. The current-wise coupling and uncoupling of the wheel hub generator is associated with high energy losses.

III. task

The task is to increase the range of electric and hybrid vehicles and thereby save energy, also the energy recovery must be controlled and thus economically, not least by means of an economically used

Wheel hub generator. IV. Solution

Using one of the oldest and most efficient ways to store energy and release energy - the flywheel. A processor controlled electronically controlled switching system (EGS) with an optocoupler enables controlled and economical energy recovery. Economically, a wheel hub generator is used when it can be connected or disconnected due to a horizontally movable stator only with an existing energy surplus, not current-moderated, but process-controlled.

V · Description

Fig. 1: flywheel

As flywheel we refer to the drive wheel (15) of the electric or hybrid cars.

This flywheel can be distributed to one or two drive wheels.

In our examples and descriptions we mainly refer to a drive wheel (15), which is positioned on the rear axle of the electric or hybrid car. The drive wheel (15) consists of the tire (5) and the rim (6).

Integrated into the rim is the battery system (1 1), through whose mass the drive wheel (15) receives the characteristics and the physical advantages of a flywheel.

The formulas that lie behind suggest that the mass of the drive wheel (15) is crucial.

Based on our electric or hybrid vehicle, the flywheel can be used as an energy source or as an energy storage, taking into account certain criteria, depending on whether it is accelerating, whether downhill or just driven or whether tailwind prevails.

The integrated into the rim battery system (11) is in principle a second mass, which can rotate independently of the drive wheel (15) on the ball bearing (10), if z. B. the vehicle is decelerated or stops short term (traffic light).

This additional energy from the flywheel of the battery system (1 1) drives in this time the generator (2), which charges the battery (1 1).

We therefore call our drive wheel (15) as a dual mass flywheel. Fig. 1-1: Flywheel I (21)

The flywheel mass I (21) in Fig. 1-1 contains the following components: a) A clutch with the pressure plate (17) and the clutch disc (14), which so-called that the battery system (1 1) bum-free from the drive axle (3 ) can be decoupled or added. The clutch springs (13) ensure that the battery system (1 1), ie the flywheel II (22), can be added or decoupled. Also to the flywheel I (21) includes the rim (6) and the tire (5). All these elements rotate about the drive axle (3). When braking the slide (8) by means of the pressure plate (17) decouples the flywheel mass II (22). This will continue to rotate on the ball bearing (10), regardless of how often the brake pedal is pressed.

Only when pressing the accelerator pedal, the slider (8) moves in the opposite direction and couples the flywheel II (22) again.

Fig. 1-2: Flywheel mass II (22) a) The flywheel mass II (22) in Fig. 1-2 contains the following components: b) The battery system (1 1), which directly or via carbon brushes (23) with the electric motor ( 1), but also connected to the generator (2) c) The axis (4) of the generator (2), which can rotate independently of the drive axle (3) of the engine. d) Two or more supercapacitors (12), which can store excess energy and deliver it to the battery system (1 1). Also in the flywheel II (22) can both the electric motor (1) and the generator (2) as a hub motor / generator and. The battery management system (BMS) can also be integrated.

Fig. 2 and Fig. 2-1: Energy recovery by flywheel

In Figs. 2 and 2-1, the two flywheels I (21) and 1 1 (22) and the axle (3) and the axle (4) are coupled, i. Engine (1), flywheel (15) and generator (2) rotate at the same angular velocity. Engine (1) and generator (2) are not integrated in the flywheel (15).

For a simpler explanation, we have presented the variant with a mechanical relay (18). In practice, an electronic control is used.

The motor (1) is powered by the battery system (11) and simultaneously rotates the flywheel (15) and the generator (2).

The current, noted here with IAI, flows through the motor (1) and the switching relay Sl in the direction of ground. Sl is closed in this case.

Both the flywheel (15) and the rotor of the generator (2) rotate.

This induces in the stator (20) of the generator (2) an increasing field current IA2.

If this field current IA2 has reached a predetermined strength, the previously open one closes

Switching relay S2 while simultaneously opening the switching relay Sl.

That is, the motor (1) is disconnected from the battery system (11) from this point in time and consumes no power.

From this point on, the energy generated in the generator (2) is supplied to the battery system (11) until either the energy stored in the flywheel (15) is consumed, or a higher energy is requested by operating the accelerator pedal.

We thereby achieve energy recovery because the engine (1) does not receive energy from the battery system (11) during this time. Fig. 3 shows an electronically controlled switching system with an optocoupler (OP), which works together with a battery management system (BMS) and controls the charging of the transaction battery (UB).

The two pairs of capacitors C1 and C2 or C3 and C4 are alternately connected in parallel and in series.

Suppose the vehicle is going uphill and the two capacitors C3 and C4 are connected in parallel.

Ascending the hill loads the engine (M), i. a higher current flows through the motor (M), through the diode D2 and through the two capacitors C3 and C4 connected in parallel. In proportion to this, a higher current also flows through the optocoupler (OP).

The higher the current, the higher the energy with which the two parallel capacitors C3 and C4 are charged.

The current flowing through the optocoupler (OP) monitors the state of charge of the two capacitors C3 and C4.

Once these are fully charged, this information goes from the optocoupler (OP) to the processor.

Immediately, the processor controls the switching of S1 / S2 or S3 / S4.

The fully charged capacitors C3 and C4 are thereby connected in series. At the

Cathode diode D2 is double the voltage, which locks them.

The process of energy recovery begins at this moment by the discharge of the now series-connected capacitors C3 and C4.

Current flows through the diode D4 via the battery management system (BMS) to the transaction battery (UB) and charges it.

By using the optocoupler (OP), this energy recovery does not happen by chance, but controlled.

By switching from S1 / S2 or S3 / S4, the capacitors C1 and C2 are now connected in parallel. The current now flows through the motor (M) via the open diode Dl to the now parallel capacitors C 1 and C2 and charges them.

As soon as Cl and C2 are fully charged, another switching command is issued from the optocoupler (OP) to the processor.

Important: The optocoupler always works parallel to the pair of capacitors, which is connected in parallel.

However, via the current intensity through the optocoupler (OP), this also controls the switch K. The switch K couples or decouples the generator (G) to or from the coaxial motor (M).

In our assumption of uphill driving, where the engine (M) is loaded, i. where higher currents flow through the motor (M) and proportionally through the optocoupler (OP), this information (high current) is sent to the processor. Then the switch K opens, the magnetic field of the generator is switched off and does not continue to load the motor (M).

However, if the vehicle is going downhill, gravity causes excess energy.

The motor (M) is relieved, a lower current flows through the motor (M), and proportionally through the optocoupler (OP). If the accelerator pedal is no longer actuated, no current flows through the motor (M).

The optocoupler (OP) passes this information (low or no current) to the processor, the switch K is then closed, the generator (G) is added. There is an energy recovery, energy delivered via the battery management system (BMS) to the transaction battery (UB).

This process takes so long and repeats itself as often as there is sufficient excess energy available or until the gas pedal is stepped again. The longer this takes, the higher the energy recovered by the generator (G).

Only when the excess energy is no longer sufficiently available, or when there is a renewed increase in energy demand (pedaling the accelerator pedal), the engine (M) is switched on. Current flows again through the motor (M), through the parallel capacitors and proportionally through the optocoupler (OP).

If the energy recovery in this phase over the generator (G), so the optocoupler (OP) ensures that this task is now taken over by the capacitors. In both cases, the recovered energy is fed via the battery management system (BMS) into the transaction battery (UB).

The Battery Management System (BMS) is an electronic control circuit that monitors and controls the charging and discharging of individual battery cells.

The recovered DC energy is distributed by the battery management system (BMS) as needed to the individual battery cells.

For this, the residual energy (state of health) and the state of charge in the battery cells are monitored.

The values are passed on to the processor. Then a BMS software has been installed, which has implemented the state of charge as an algorithm.

The processor also contains the software for the engine control (MS).

Fig. 3 shows as an example how the motor (M) is integrated in a four-quadrant DC-DC converter.

The motor control takes place via the transistors Tl, T2, T3 and T4.

A wheel hub generator (34) with a horizontally movable stator (29) is shown schematically in FIGS. 4 and 5.

The difference with the previous designs is that the stator is not constantly in the magnetic field of the rotor integrated in the rim.

Our rotor is also integrated in the rim, but designed as a disc rotor. The stator is connected or disconnected to the disk rotor by means of a small motor controlled by a processor. This construction allows a quick connection or disconnection, u. zw. The fact that the required distance between the disc rotor (31) and stator (29) is in the range of a few millimeters.

This is of particular importance in terms of energy recovery. If the vehicle is moving at high speed or is driving e.g. downhill, an energy surplus arises.

This excess energy can be used as follows:

In the body of the vehicle, a sensor (35) is mounted, which perceives its inclination. This information is passed on to an electronic control unit / on-board computer (37). At the same time, the information is compared with information provided by GPS. The driving behavior is analyzed in this way.

If an excess of energy is detected, the small motor (33) couples the movable stator (29) immediately to the disk rotor (31). The small motor (33) may be a step with a stepping motor which, with the aid of a drive, for example in the form of a worm (26), pushes the stator (29) into the magnetic field of the disc rotor (31).

The magnetic field of the disc rotor (31) induces current into the coils (30) of the stator (29) as long as there is an excess of energy. The same happens e.g. with strong tailwind or due to the kinetic energy at high speed.

Would the coupling and uncoupling of the stator (29), as usual, be done on the voltage level or the current, this would result in high losses due to the low electrical resistance of the stator (29).

In addition, this process would not be "soft" as with our movable stator (29), but with high and lossy current and voltage pulses.

Therefore, so far no economic energy recovery was possible.

Our energy recovery, on the other hand, is based on the fast and low-loss coupling and uncoupling of the stator (29).

The recovered energy can either be stored in the transaction battery of the electric or hybrid car, or in a smaller auxiliary battery.

If the vehicle is moving uphill or if there is no energy surplus, this information is passed from the inclination sensor (35) to the control unit / on-board computer (37) and compared with the GPS data. In a short time, the stator (29) is decoupled from the disk rotor (31), there is no magnetic field on, i. no induction and no magnetic resistance which would brake the wheels.

The control of a possible surplus of energy, can either by the inclination sensor (35) or by the GPS-3DScanner.

The use of both control systems increases the reliability of energy recovery. The electronic control unit / on-board computer (37) has such implemented software that can process the data supplied by the GPS-3D scanner.

GPS geodesy provides information that enables mapping or graphical representation of the Earth's surface in a map. Based on this information, not only the distance between A and B, but also the possible energy recovery on this route can be calculated from the outset.

6 shows an example where, based on the GPS data before the start of a journey, the routes with possible energy recovery, both on the outward journey and on the return journey, are shown in "black".

On the routes shown "white" there is no energy recovery.

Energy recovery in turn means additional battery charging. The data is processed by the navigation system and with the appropriate software the possible energy recovery can be calculated.

So you can even before the start of the journey, based on the existing state of charge of the traction battery, weigh the achievable range and thereby check whether the state of charge of the main battery will be sufficient together with the charge by energy recovery for the entire route. 6 LIST OF REFERENCE NUMBERS

1 electric motor (main engine / generator)

2 generator

3 drive axle motor

4 drive axle generator

5 tires

6 rim (s)

7 pusher heels

8 slides (pushes and pulls the coupling unit)

9 brake pads

10 ball bearings

11 battery system

12 supercapacitors (integrated in flywheel)

13 clutch springs

14 clutch disc

15 drive wheel / flywheel

16 brake disc

17 clutch pressure plate

18 relays

19 stator motor

20 stator generator

21 flywheel I

22 flywheel II

23 carbon brushes

24 electric cables

Kl u, K2 switching relays

25 direction of movement of the stator

26 Drive in worm shape

27 alloy wheels

28 tires

29 Horizontal movable stator

30 coils of the movable stator

31 disc rotor integrated in aluminum rim

32 magnets of the motor / generator

33 small engine

34 wheel hub generator / motor

35 Tilt angle sensor

36 small motor control

37 electronic control unit

UB transaction battery

G generator

K switch

M DC motor

OP optocoupler

R High resistance

Cl to C4 capacitors

Sl to S4 switching contacts

Dl to D4 charge and discharge diodes

D5 to D8 no-load diodes

Tl to T4 transistors

MS engine control

BMS battery management system

Processor on-board computer 7

Claims

, claims

1. Wheel drive system with flywheel consisting of a motor (1), a motor axis (3), a generator (2), a generator axis (4), two brake pads (9), a brake disc (16), a slide (8) with hoes 7, a tire 5, a rim 6, a battery system 11, a ball bearing 10, a clutch pressure plate 17, a plurality of clutch springs 13, a plurality of supercapacitors 12, two carbon brushes 23 ), several electrical cables (24). Wheel drive system with flywheel characterized in that the components give a functional unit for energy recovery.

2. wheel drive system with flywheel according to claim 1, characterized in that on the rear axle of the motor (1), the drive wheel / flywheel (15) and the generator (2) are mounted.

3. wheel drive system with flywheel according to claim 1 to 2, characterized in that the drive wheel / drive wheels (15) work as a flywheel / flywheels.

4. wheel drive system with flywheel according to claim 1 to 3, characterized in that the battery system (1 1) in the drive wheel / flywheel (15) or in both drive wheels / flywheels (15) is installed.

5. wheel drive system with flywheel according to claim 1 to 4, characterized in that in the drive wheel / flywheel (15), the battery management system is installed.

6. wheel drive system with flywheel according to claim 1 to 5, characterized in that in the drive wheel / flywheel (15) and the electronic control of the engine (1) and the generator (2) are installed.

7. wheel drive system with flywheel according to claim 1 to 6, characterized in that in the drive wheel / flywheel (15) and two or more supercapacitors (12) are installed.

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8. Wheel drive system with flywheel according to Ansprueh 1 to 7, characterized in that in the drive wheel / flywheel (15) and the motor (1) and the generator (2) are installed as a hub motor / generator.

9. wheel drive system with flywheel according to claim 1 to 8, characterized in that the electrical connection between the motor (1) and generator (2) takes place directly or by carbon brushes.

10. wheel drive system with flywheel according to claim 1 to 9, characterized in that the drive wheel / flywheel (15) is constructed as a dual mass flywheel.

11. Wheel drive system with flywheel according to claim 1 to 10, characterized in that the flywheel II (22) serves as an energy store when braking or stopping.

12. wheel drive system with flywheel according to claim 1 to 1 1, characterized in that the coupling or decoupling of the flywheel masses I (21) and II (22), electrically, mechanically, hydraulically or in another form can take place.

13. Wheel drive system with flywheel according to claim 1 to 12, characterized in that the generator (2) also works as a motor.

14. Wheel drive system with flywheel according to claim 1 to 13, characterized in that the electric cable between the battery system (1 1) and the powered components, such as motor (1), generator (2), battery management system BMS, control, etc. only one a few inches long.

15. A device for energy recovery according to claim 1 to 14, characterized in that to increase the range of an electric or hybrid vehicle, by an electronically controlled switching system (EGS) with

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16. A device for energy recovery according to claim 1 to 15, characterized in that the optocoupler (OP) controlling the motor (M), the generator (G), the battery management system (BMS) and the charging of the capacitors CI, C2, C3, C4 takes over.

17. A device for energy recovery according to claim 1 to 16, characterized in that the electronically controlled circuit system (EGS) via mechanical or electronic switch contacts S1, S2, S3, S4 has, which are also controlled by the optocoupler (OP).

18. A device for energy recovery according to claim 1 to 17, characterized in that in the electronically controlled circuit system (EGS), the capacitors C1, C2, C3, C4 are connected in parallel or in series, the charging process also controls the optocoupler (OP).

19. A device for energy recovery according to claim 1 to 18, characterized in that the optocoupler (OP) during the charging process of the parallel-connected capacitors C1 / C2 or, C3 / C4 circuitry is always parallel to the respective capacitor pair.

20. A device for energy recovery according to claim 1 to 19, characterized

characterized in that the optocoupler (OP) during the discharging process of the now series-connected capacitors CX / C2 or, C3 / C4 circuit technology is always separated from it.

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21. A device for energy recovery according to claim 1 to 20, characterized in that the generator (G) and the motor (M) are driven via the same axis.

22. A device for energy recovery according to claim 1 to 21, characterized in that the optocoupler (OP) via the contact K, the generator (G) for the purpose of energy recovery or off.

23. A device for energy recovery according to claim 1 to 22, characterized in that the generator (G) produced energy via the battery management system (BMS) to the transaction battery (UB) is transmitted.

24, apparatus for energy recovery according to claim 1 to 23, characterized in that the optocoupler COP) the energy recovery process, by specific information (current through OP) to the implemented software of the processor controls.

25. A device for energy recovery according to claim 1 to 24, characterized in that a wheel hub generator (34) consisting of a stator (29) with a plurality of coils (30) and a disc rotor (31) with a plurality of magnets (32), both integrated into one Aluminum rim (27) - a screw drive (26) and a small motor (33) for stator control by means of a control unit (37), a tilt sensor (35) and a small motor control (36), characterized in that all components together a functional Unit result.

26. A device for energy recovery according to claim 1 to 25, characterized

characterized in that the wheel hub generator (34) is mounted on the drive axle.

27. A device for energy recovery according to claim 1 to 26, characterized in that. the stator (29) of the wheel hub generator (34) is horizontally movable.

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28. A device for energy recovery according to claim 1 to 27, characterized in that the rotor of the wheel hub generator (34) is designed as a disc rotor (31).

29. A device for energy recovery according to claim 1 to 28, characterized in that the wheel hub generator (34) can also be used as a hub motor.

30. A device for energy recovery according to claim 1 to 29, characterized in that the drive for coupling and decoupling is made in a worm shape.

31. A device for energy recovery according to claim 1 to 30, characterized in that the stator control takes place on the basis of the information of the inclination angle sensor (35).

32. Energy recovery device according to claim 1 to 31, characterized in that the stator control is performed on the basis of the information of the GPS-3D scanner.

33. A device for energy recovery according to claim 1 to 32, characterized in that the stator control is performed on the basis of the information of the inclination angle sensor (35) and the GPS-3D scanner.

34. Apparatus for recovering energy according to claim 1 to 33, characterized in that the information collected by the control unit (37) are processed so that you can achieve the optimal energy recovery in urban, rural and highway driving.

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