WO2016150238A1 - 一种增程式电动汽车 - Google Patents

一种增程式电动汽车 Download PDF

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Publication number
WO2016150238A1
WO2016150238A1 PCT/CN2016/070749 CN2016070749W WO2016150238A1 WO 2016150238 A1 WO2016150238 A1 WO 2016150238A1 CN 2016070749 W CN2016070749 W CN 2016070749W WO 2016150238 A1 WO2016150238 A1 WO 2016150238A1
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WO
WIPO (PCT)
Prior art keywords
battery pack
turboshaft engine
generator
battery
extended
Prior art date
Application number
PCT/CN2016/070749
Other languages
English (en)
French (fr)
Inventor
靳普
Original Assignee
至玥腾风科技投资有限公司
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Filing date
Publication date
Application filed by 至玥腾风科技投资有限公司 filed Critical 至玥腾风科技投资有限公司
Priority to US15/560,628 priority Critical patent/US10166872B2/en
Priority to CA2979419A priority patent/CA2979419C/en
Priority to SG11201707764YA priority patent/SG11201707764YA/en
Priority to KR1020177030598A priority patent/KR101840783B1/ko
Priority to JP2017549429A priority patent/JP6408167B2/ja
Priority to EP16767615.4A priority patent/EP3275718A4/en
Priority to AU2016236718A priority patent/AU2016236718B2/en
Priority to RU2017133860A priority patent/RU2657139C1/ru
Publication of WO2016150238A1 publication Critical patent/WO2016150238A1/zh

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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/15—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with additional electric power supply
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K1/00—Arrangement or mounting of electrical propulsion units
    • B60K1/02—Arrangement or mounting of electrical propulsion units comprising more than one electric motor
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • 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
    • Y02T10/72—Electric energy management in electromobility

Definitions

  • An extended-range electric vehicle is a purely electric vehicle that is equipped with ground charging and vehicle power supply functions. That is to say, an extended-range electric vehicle is driven by electricity.
  • the power system of the extended-range electric vehicle is composed of a power battery system, a power drive system, a vehicle control system, and an auxiliary power system (APU), and the operation control strategy is completed by the vehicle controller.
  • the generator set used in the power drive system is a piston type internal combustion engine.
  • the driving is only done by the power provided by the onboard power battery system, and in the case of a relatively long driving distance, the internal combustion engine or the fuel cell provides additional power to drive the vehicle.
  • This type of piston internal combustion engine is subject to the working mode of the piston engine, which loses a lot of piston kinetic energy, the engine running temperature is high, and the heat dissipation causes a large amount of internal energy dissipation, resulting in an overall thermal efficiency of only 10%-30%. It can be seen that such a piston type internal combustion engine is very wasteful of energy.
  • An extended-range electric vehicle based on a conventional piston engine the discharge system is basically discharged A common piston engine is similar. Because the piston engine works in the intermittent ignition mode, the existing four-stroke piston engine has evolved over the years, the compression ratio is continuously improved, and the combustion method is continuously optimized. However, until now, it is still unable to overcome the insufficient combustion and exhaust gas. Inadequate oxidation, such as the existing extended-range electric vehicles, still requires the use of a complete set of exhaust gas treatment systems used in existing piston engines.
  • the present invention proposes the following technical solutions:
  • the invention provides an extended-range electric vehicle, which comprises: a wheel; a frame; a turboshaft engine arranged on the chassis of the frame; a turboshaft engine controller; a generator; a battery pack; a battery controller; And gas storage tanks;
  • a power transmission shaft of the drive motor is coupled to the drive shaft of the wheel
  • the gas supply line of the gas storage tank is connected to the gas input line of the combustion chamber of the turboshaft engine to realize the supply of gas to the turboshaft engine.
  • the extended-range electric vehicle further includes: a battery thermal energy management system
  • the battery thermal management system includes a temperature sensor and an actuator, and the temperature sensor and the actuator are connected by a signal line; the temperature sensor is disposed on a surface of the battery pack, and the actuator is connected to a switch of the turboshaft engine; .
  • the extended-range electric vehicle further includes:
  • Thermal energy recovery device thermal energy delivery tube and compressed air heater
  • the thermal energy recovery device is disposed at a tail end of a combustion chamber of the turboshaft engine to absorb heat generated after combustion of the turboshaft engine;
  • the thermal energy recovery device is a finned heat exchanger.
  • the drive motors are two or four.
  • Static charging mode Under the condition that the driving motor is not working, the generator is controlled by the central controller to buffer or fast charge the battery pack;
  • Travel charging mode When the driving motor operates at standard power, the generator is controlled by the central controller to supply power to the battery pack; when the driving motor operates at ultra high power, the generator and the battery pack are controlled by the central controller simultaneously Powering the drive motor;
  • the generator is controlled by the central controller to directly drive the driving motor to operate at a high power, and the charging of the battery pack is stopped; when the energy consumption of the driving condition is reduced until the driving motor operates at the standard power, Transfer to the travel charging mode; vehicle stop After that, it automatically switches to the still charging mode.
  • the invention also provides a turbine engine, the turbine engine comprising:
  • the intake port of the combustion chamber is connected to the intake pipe, and the drive shaft and the exhaust turbine are arranged at the tail end of the combustion chamber;
  • the present invention drives an electric vehicle by a turboshaft engine. Since the turboshaft engine has the characteristics of low power consumption and low emission, it can solve the problem of low overall thermal efficiency of the prior art.
  • the entire combustion chamber can provide sufficient time for a total combustion of the fuel.
  • the oxygen is sufficient, and the entire oxidation reaction is completed completely, and there is no problem of insufficient combustion and insufficient oxidation of the exhaust gas, so that an exhaust gas treatment system is not required.
  • FIG. 2 is a top plan view showing the structure of an extended-range electric vehicle according to the present invention.
  • FIG. 3 is a front view showing the structure of an extended-range electric vehicle according to the present invention.
  • FIG. 4 is a schematic diagram of a central control circuit in an extended-range electric vehicle according to the present invention.
  • a turboshaft engine used in a helicopter, a tank, or a thermal power station can achieve a thermal efficiency of 30% to 60%. Therefore, a turboshaft engine is selected as an electric power generation system for an extended-range electric vehicle.
  • the crew undoubtedly has great advantages.
  • the extended-range electric vehicle is much smaller than a helicopter, a tank, or a thermal power station.
  • the turboshaft engine used in these places must be reduced to be used in an extended-range electric vehicle.
  • you simply reduce the size of the turboshaft engine you need to solve two technical problems:
  • turboshaft engine used in helicopters, tanks, or thermal power stations needs to be modified to be applied to the extended-range electric vehicle.
  • the invention also designs the turboshaft engine and uses it to drive the increase with other components. Program electric car.
  • the present invention provides a turbine engine having a structure as shown in FIG. 1, comprising: a combustion chamber 1-1, a pressure regulating nozzle 1-2, an intake turbine 1-3, an exhaust turbine 1-4, and a tail nozzle 1- 5 and drive shaft 1-6.
  • the intake turbine 1-3 is a turbine rotor of a floating rotation type. This is because the gap between the rotor edge and the inner wall of the engine cavity is very small. When a strong airflow passes, a large force is generated, thereby driving the suspension rotor to rotate, and the rotor speed is higher. The greater the force.
  • the intake turbine 1-3 is provided with a guide vane mounted at the inlet of the intake port, through which the incoming gas is introduced into the intake duct of the combustion chamber 1-1; the combustion chamber 1-1 has a certain length for the purpose of Allow the airflow to flow faster and burn more fully.
  • the intake port of the combustion chamber 1-1 is connected to the intake duct, the tail end of the combustion chamber 1-1 is provided with a transmission shaft 1-6 and an exhaust turbine 1-4; and the exhaust turbine 1-4 is also a turbine rotor of a floating rotation mode. Also provided is a guide vane, where the chamber outlet is connected to the inlet of the nozzle 1-5; the pressure regulating nozzle 1-2 is disposed at the front end of the intake port of the combustion chamber 1-1 to regulate the air pressure entering the combustion chamber 1-1 .
  • the turboshaft engine uses a turbine rotor with a floating rotation mode, so the turbine rotor does not have any contact with the engine body, so the temperature of the turbine rotor is not affected regardless of the rotation speed, completely avoiding the lubrication problem of the high speed turbine rotor. It not only prolongs the life of the turboshaft engine, but also brings the advantages of long maintenance period to the turboshaft engine, which makes the turboshaft engine safer and more stable.
  • the drive shaft 1-6 of the turboshaft engine 1 is connected to the rotating shaft of the generator 3, and drives the generator 3 to generate electricity to supply electric power to the entire vehicle. Therefore, the turboshaft engine 1 and the generator 3 are also collectively referred to as a generator set.
  • the electric energy outputted by the genset is respectively supplied to the battery pack 4 and the driving motor 6; the battery pack 4 is also connected to the driving motor 6, and is connected to the battery controller 5 at the signal end; the battery controller 5 is used for outputting the output power of the battery pack 4. Adjustment and control.
  • the generator set consisting of the shaft engine 1 and the generator 3 can supply 30-60 kW of electric power directly to the drive motor 6, so that the whole vehicle can be kept at 150-160 km/h until the fuel is completely exhausted.
  • the extended-range electric vehicle of the present invention can be brought into the following three charging modes:
  • the traveling charging mode in the case where the driving motor 6 operates at the standard power, the generator 3 supplies power to the battery pack 4; in the case where the driving motor 6 operates at an ultra-high power, the generator 3 and the battery pack 4 are simultaneously driven The motor 6 is powered, and the performance of the vehicle is extremely high.
  • the generator 3 directly drives the driving motor 6 with a high power of 30-60kw to provide a maximum traveling speed of 150-160km/h, and stops at this time.
  • the battery pack 4 is charged; the energy consumption of the driving condition is reduced, and the vehicle automatically switches to the traveling charging mode; after the vehicle stops, it automatically switches to the stationary charging mode.
  • step S101 the central controller 10 determines the state of the drive motor 6 based on the traveling speed of the drive motor 6;
  • step S102 is performed, that is, the static charging mode: the central controller 10 sends a signal to the generator 3 to buffer or fast charge the battery pack 4;
  • step S104 is performed, that is, the central controller 10 signals the generator 3 and the battery pack 4 so that they simultaneously supply power to the driving motor 6; The controller 10 monitors whether the power of the battery pack 4 is exhausted;
  • step S105 is performed, that is, the central controller 10 signals the generator 3 to The high power of 30-60kw directly drives the drive motor 6 to work, providing a maximum travel speed of 150-160km/h and stopping charging the battery pack 4;
  • the central controller 10 determines that the running condition energy consumption is lowered, that is, when the drive motor 6 operates at the standard power, the process proceeds to step S103; if the central controller 10 determines that the drive motor 6 has stopped operating, the process proceeds to step S102.
  • the power transmission shaft of the drive motor 6 described above is connected to the drive shaft of the wheel 11.
  • the drive motor 6 can have four or two.
  • the drive motor 6 is provided with a sensor for sensing the running speed of the vehicle, that is, the operating speed of the drive motor 6, which is connected to the center controller 10 by a wire to transmit the operating speed of the drive motor 6. If there are four drive motors 6, the power transmission shaft of the drive motor 6 is coupled to the drive shafts of the front and rear wheels 11 of the vehicle for respectively driving the rotation of the four wheels 11. If there are two drive motors 6, only the wheels 11 in front of the vehicle are driven; or only the wheels 11 behind the vehicle are taken.
  • the above battery pack 4 generates a large amount of heat during the process of frequent charging.
  • the present invention also provides a battery heat sink 7, which may be one or more, and the cold air of the battery radiator 7 The channel directly leads to the battery pack 4, and the battery pack 4 is cooled and cooled in real time by using the cold air during the running of the vehicle.
  • the battery thermal management system 8 (not shown) includes a temperature sensor and an actuator that are connected by a signal line between the temperature sensor and the actuator.
  • the temperature sensor is disposed on the surface of the battery pack 4, and the actuator is connected to the switch of the turboshaft engine 1.
  • the battery thermal management system 8 monitors the overheat condition of the battery pack 4 in real time through the temperature sensor. If the heat generation amount of the battery pack 4 per unit time exceeds a preset safety threshold, the trigger actuator is activated, and the actuator will vortex the shaft.
  • the switch of the engine 1 is turned off to terminate the charging of the battery pack 4 by the turboshaft engine 1 Electricity.
  • the gas supply line of the gas storage tank 9 is connected to the gas input line of the combustion chamber of the turboshaft engine 1 for realizing the supply of the gas to the turboshaft engine 1.
  • the present invention further provides another extended-range electric vehicle, which further includes the following components as shown in FIG. 5 on the basis of the second embodiment: a heat energy recovery device 13; a thermal energy delivery pipe 14; and a compressed air heater 15 .
  • the heat recovery device 13 is disposed at the tail of the combustion chamber of the turboshaft engine for absorbing heat generated after the turboshaft engine 1 is combusted.
  • the heat recovery device 13 is a finned heat exchanger, so that the effect of absorbing heat energy is better.
  • the inlet end of the thermal energy transfer tube 14 is connected to the heat energy recovery device 13, and the outlet end is connected to the compressed air heater 15.
  • the heat recovered by the heat recovery device 13 is transmitted to the compressed air heater 15 through the heat transfer tube 14.
  • the outlet of the compressed air heater 15 is provided with two branch pipes, one of which is connected to the air inlet of the combustion chamber of the turboshaft engine 1 for heating the air entering the turboshaft engine 1, thereby improving the combustion performance of the turboshaft engine 1;
  • the other branch is connected to the warm air outlet of the vehicle to heat the vehicle.
  • the extended-range electric vehicle of the present invention provides electric energy with a high-efficiency turboshaft engine that has never been seen before.
  • the present invention has a high power-to-weight ratio and low power consumption. Low discharge, low noise and vibration, easy to maintain long life.
  • the overall design and layout of the extended-range electric vehicle of the present invention fully utilizes the advantages of the turboshaft engine, and together with the generator, the battery pack and the central controller, forms an efficient, stable and environmentally friendly system design.

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Abstract

一种增程式电动汽车，包括布置在车架（12）底盘上的涡轴发动机（1）、涡轴发动机控制器（2）、发电机（3）、电池组（4）、电池控制器（5）、驱动电机（6）、电池散热器（7）和储气罐（9），其中涡轴发动机（1）的信号端接涡轴发动机控制器（2），传动轴（1-6）与发电机（3）的转轴相连；发电机（3）输出电能量分别给电池组（4）和驱动电机（6）；电池组（4）与驱动电机（6）相连，在信号端接电池控制器（5）；驱动电机（6）的传输轴与车轮（11）相连；电池散热器（7）的冷风通道通向电池组（4）；储气罐（9）的输气管路与涡轴发动机（1）的燃气输入管路相连。形成了高效、稳定、环保的系统，具有高功重比，低功耗，低排放，低噪音震动，不需要使用尾气处理系统、易于维护寿命长的优点。

Description

一种增程式电动汽车
相关申请
本申请主张于2015年3月24日提交的、名称为“一种增程式电动汽车”的中国发明专利申请:201510129254.8的优先权。
技术领域
本发明涉及汽车领域，尤其是涉及一种增程式电动汽车。
背景技术
随着空气质量的变差以及越来越多的人们对环境保护的意识加强，增程式电动汽车作为新能源车在诸多客观因素的促使下越来越受到人们的追捧。
增程式电动汽车指一种配有地面充电和车载供电功能的纯电驱动的电动汽车，也就是说，增程式电动汽车全程由电来驱动。增程式电动汽车的动力系统由动力电池系统、动力驱动系统、整车控制系统和辅助动力系统(APU)组成，由整车控制器完成运行控制策略。
现有的增程式电动汽车设计中，动力驱动系统使用的发电机组是活塞式内燃机。在行驶距离较短的情况下，行驶仅仅依靠车载动力电池系统提供的电力来完成，而在相对较长的行驶距离情况下，由内燃机或者燃料电池提供额外的电能来驱动车辆。这种活塞式内燃机受制于活塞发动机的做工方式，损失了大量的活塞动能，发动机运行温度高，散热导致大量内能耗散等，导致总体热效率只有10％—30％。可见这种活塞式内燃机非常浪费能源。
基于传统活塞式发动机的增程式电动汽车，充电系统的排放基本和 普通活塞式发动机类似。由于活塞式发动机的工作方式是间歇性点火方式，现有的四冲程活塞式发动机，经过多年的演变，压缩比不断提高，燃烧方式也不断优化，但直到现在，依然无法攻克燃烧不充分和尾气氧化不足等弊病，这就造成了现有的增程式电动汽车，仍然需要使用现有活塞式发动机所使用的一整套尾气处理系统。
发明内容
本发明的目的提供一种增程式电动汽车，其能够提高能源的利用率，且不需要尾气处理系统。
为实现本发明的目的，本发明提出如下技术方案：
本发明提供一种增程式电动汽车，其包括：车轮；车架；布置在车架底盘上的涡轴发动机；涡轴发动机控制器；发电机；电池组；电池控制器；驱动电机、电池散热器和储气罐；
所述涡轴发动机的信号端接涡轴发动机控制器，传动轴与发电机的转轴相连，以带动发电机发电；
发电机输出的电能量分别给电池组和驱动电机；电池组与驱动电机(6)相连，并在信号端接电池控制器；
驱动电机的动力传输轴与车轮的驱动轴相连；
电池散热器的冷风通道通向电池组；
储气罐的输气管路与涡轴发动机的燃烧室的燃气输入管路相连，以实现对涡轴发动机燃气的供给。
更进一步地，所述增程式电动汽车还包括：中央控制器；
所述发电机、电池组和驱动电机的信号端分别接中央控制器，以实现发电机按照中央控制器的提供的电控比例，将额定功率的电能输送给电池组和驱动电机。
更进一步地，所述增程式电动汽车还包括：电池热能管理系统；
所述电池热能管理系统包括温度感应器和执行器，所述温度感应器与执行器之间通过信号线相连；所述温度感应器设置在电池组的表面，执行器与涡轴发动机的开关相连。
更进一步地，所述增程式电动汽车还包括：
热能回收装置；热能输送管和压缩空气加热器；
所述热能回收装置设置在涡轴发动机的燃烧室的尾部，以吸收涡轴发动机燃烧后产生的热量；
所述热能输送管的入口端接所述热能回收装置，出口端接所述压缩空气加热器；
所述压缩空气加热器的出口设置两个分支管，其中一个支管接所述涡轴发动机燃烧室的空气进口，以对进入涡轴发动机的空气进行加热；另一个支管接车辆的暖风出口，以给车辆供暖。
更进一步地，所述热能回收装置为翅片式换热器。
更进一步地，所述驱动电机为两个或四个。
本发明还提供一种如上述增程式电动汽车的充电方法，所述充电方法包括：
静止充电模式：在驱动电机不工作的情况下下，通过中央控制器控制发电机对电池组进行缓冲电或快充电；
行进充电模式：在驱动电机以标准功率工作的情况下，通过中央控制器控制发电机对电池组供电；在驱动电机以超高功率工作的情况下，通过中央控制器控制发电机和电池组同时对驱动电机供电；
在电池耗尽但要求高性能行驶的情况下，通过中央控制器控制发电机以大功率直接驱使驱动电机工作，停止对电池组充电；待行驶状况能量消耗降低至驱动电机以标准功率工作时，转入行进充电模式；车辆停 止后，自动转入静止充电模式。
本发明还提供一种涡轮发动机，所述涡轮发动机包括：
燃烧室、调压喷嘴、进气涡轮、排气涡轮、尾喷管和传动轴；
所述进气涡轮为悬浮旋转方式的涡轮转子，其上设置有导向叶片，其安装在进气道入口，通过该导向叶片将进来的气体导入燃烧室的进气管道；
燃烧室的进气口接进气管道，燃烧室的尾端设置传动轴和排气涡轮；
排气涡轮为悬浮旋转方式的涡轮转子，设置有导向叶片，其所在腔体出口接尾喷管的入口；调压喷嘴设置在燃烧室的进气口前端，以调节进入燃烧室的气压。
由上述本发明的技术方案可以看出，本发明通过涡轴发动机驱动电动汽车，由于涡轴发动机具有低功耗，低排放的特点，因此能够解决现有技术总体热效率较低的问题。
另外，由于本发明中的涡轴发动机的燃烧过程在连续的、不间断的涡轴燃烧室进行，且该燃烧室具有一定的长度，整个燃烧室可以提供足够长的时间共给燃油充分的燃烧，且氧气充足，足够整个氧化反应完全进行，不存在燃烧不充分和尾气氧化不足的问题，所以不需要使用尾气处理系统。
附图说明
图1为本发明涡轴发动机的结构示意图；
图2为本发明的一种增程式电动汽车的结构俯视图；
图3为本发明的一种增程式电动汽车的结构主视图；
图4为本发明的一种增程式电动汽车中的中央控制线路示意图；
图5为本发明另一种增程式电动汽车中增加的热能回收系统的结构 示意图。
附图中：
燃烧室1-1；调压喷嘴1-2；进气涡轮1-3；排气涡轮1-4；尾喷管1-5；传动轴1-6；涡轴发动机1；涡轴发动机控制器2；发电机3；电池组4；电池控制器5；驱动电机6、电池散热器7；电池热能管理系统8(图中未示出)；储气罐9；中央控制器10；车轮11；车架12；热能输送管13；压缩空气加热器14和压缩空气加热器15。
具体实施方式
本发明人考虑到直升机，坦克，或火力发电站等地方用到的涡轴发动机，其热效率甚至可达到30％—60％，因此，选择涡轴发动机作为增程式电动汽车动力驱动系统使用的发电机组无疑拥有极大优势。然而，增程式电动汽车体积较直升机，坦克，或火力发电站要小得多，上述地方使用的涡轴发动机必须缩小才能用在增程式电动汽车上。然而若单纯缩小涡轴发动机的体积，需要解决两个技术难题：
1、需要提高各个零部件的加工精度，这会导致增加加工工艺的难度；
2、由于各个部件的体积减小，在满足同样功率条件下，则需要增加发动机的转速。然而随着发动机转速提高，则会带来一系列的问题，如噪音加大、温度提高等。由于温度的提高，转子的润滑问题需要得到解决，特别是大功重比的超高转速燃气轮机，相对高的转速带来了巨大的离心力，将润滑剂甩离转子，造成润滑不充分，转子接触点温度上升，工况恶化，严重影响发动机的使用寿命。
综合上述，可以看出，需要对直升机，坦克，或火力发电站等地方用到的涡轴发动机结构进行改造，才能应用到增程式电动汽车上。本发明也正是对此涡轴发动机进行了设计，并结合其他部件利用其来驱动增 程式电动汽车。
以下结合附图对本发明的技术方案进行详细说明。
实施例一
本发明提供一种涡轮发动机，其结构如图1所示，包括：燃烧室1-1、调压喷嘴1-2、进气涡轮1-3、排气涡轮1-4、尾喷管1-5和传动轴1-6。
进气涡轮1-3为悬浮旋转方式的涡轮转子，这是因为转子边缘与发动机腔体内壁间隙非常小，当强气流通过时会产生巨大作用力，从而推动悬浮转子旋转，转子转速越高作用力越大。进气涡轮1-3上设置有导向叶片，其安装在进气道入口，通过该导向叶片将进来的气体导入燃烧室1-1的进气管道；燃烧室1-1具备一定长度，是为了让气流快速流动燃烧更充分。燃烧室1-1的进气口接进气管道，燃烧室1-1的尾端设置传动轴1-6和排气涡轮1-4；排气涡轮1-4也为悬浮旋转方式的涡轮转子，同样设置有导向叶片，其所在腔体出口接尾喷管1-5的入口；调压喷嘴1-2设置在燃烧室1-1的进气口前端，以调节进入燃烧室1-1的气压。
由于涡轴发动机使用了悬浮旋转方式的涡轮转子，涡轮转子跟发动机本体不存在任何接触，所以无论转速如何升高，涡轮转子的温度都不受影响，完全回避了高速涡轮转子的润滑问题，这不仅延长了涡轴发动机的寿命，同时也为本涡轴发动机带来了超长的维护周期等优势，使得本涡轴发动机能够更加安全和稳定的运转。
涡轴发动机的燃烧过程在连续的、不间断的燃烧室1-1进行，且该燃烧室1-1具有一定的长度，整个燃烧室1-1可以提供足够长的时间共给燃油充分的燃烧，且氧气充足，足够整个氧化反应完全进行。因此，该涡轴发动机的燃烧排放产物结构远远优于传统活塞式发动机的，大约相当于欧五标准的1/10-1/20。同时也避免了活塞式发动机的一整套尾气处理系统，更无需维护和保养尾气处理系统。因而，也规避了因车辆尾气处 理系统失效二造成的环境污染，真正做到了从根源上改善排放，提高环保性能。
实施例二
本发明还提供了一种增程式电动汽车，其结构如图2和图3所示，具体包括如下零部件：涡轴发动机1；涡轴发动机控制器2；发电机3；电池组4；电池控制器5；驱动电机6、电池散热器7；电池热能管理系统8(图中未示出)；储气罐9；中央控制器10、车轮11和车架12。
车架12包括整个汽车的外壳、底盘以及底盘上设置的操纵设备；其中底盘上布置有涡轴发动机1；涡轴发动机控制器2；发电机3；电池组4；电池控制器5；驱动电机6、电池散热器7；电池热能管理系统8；储气罐9；和中央控制器10。
上述涡轴发动机1的信号端接涡轴发动机控制器2，涡轴发动机控制器2通过该信号端控制和调节涡轴发动机1的输出功率。
上述涡轴发动机1的传动轴1-6与发电机3的转轴相连，带动发电机3发电，为整车提供电力，因此也将涡轴发动机1和发电机3统称为发电机组。发电机组输出的电能量分别给电池组4和驱动电机6；电池组4也和驱动电机6相连，并在信号端接电池控制器5；电池控制器5用于对电池组4的输出功率进行调节和控制。
如图4所示，上述涡轴发动机1和发电机3组成的发电机组、电池组4和驱动电机6的信号端分别接中央控制器10。
通过该中央控制器10，涡轴发动机1和发电机3组成的发电机组提供的电力能量流向有两条途径，分别为电池组和驱动电机6。这就意味着，可以单独给电池组4充电，不供应驱动电机6电能；或者按照中央控制器10的提供的电控比例(中央控制电路运算结果)，同时把额定功率的电能输送给驱动电机6和电池组4；甚至在电池组4完全没有电能储备， 有要求最大功率使用驱动电机6的情况下，轴发动机1和发电机3组成的发电机组可以完全将所有电能提供给驱动电机6使用，暂时不进行电池组4充电，以保障最强动力性能，且即使在这种情况下，轴发动机1和发电机3组成的发电机组也可以提供30-60kw的电能直供驱动电机6，让整车保持150-160km/h行驶，直到燃油完全耗尽。通过中央控制器10的控制，能够使本发明的增程式电动汽车达到如下三种充电模式：
1.静止充电模式，在驱动电机6不工作，车辆停止的状态下，通过中央控制器10让发电机3对电池组4进行缓冲电或快充电(取决于使用者的需求)。
2.行进充电模式，在驱动电机6以标准功率工作的情况下，发电机3对电池组4供电；在驱动电机6以超高功率工作的情况下，发电机3和电池组4同时对驱动电机6供电，瞬间爆发极高整车性能。
3.在电池耗尽但要求高性能行驶(高速公路路况)的情况下，发电机3以30-60kw大功率直接驱使驱动电机6工作，提供150-160km/h的最高行驶速度，此时停止对电池组4充电；待行驶状况能量消耗降低，车辆自动转入行进充电模式；车辆停止后，自动转入静止充电模式。
具体包括如下步骤：
步骤S101，中央控制器10根据驱动电机6的行驶速度判断驱动电机6的状态；
若驱动电机6停止工作，则执行步骤S102，即静止充电模式：中央控制器10发信号给发电机3使其对电池组4进行缓冲电或快充电；
若驱动电机6以标准功率工作，则执行步骤S103，即中央控制器10发信号给发电机3使其对电池组4供电；
若驱动电机6以超高功率工作，则执行步骤S104，即中央控制器10发信号给发电机3和电池组4，使它们同时对驱动电机6供电；同时中央 控制器10监测电池组4的电能是否耗尽；
若中央控制器10监测到电池组4的电能耗尽，且判断出此时驱动电机6仍以超高功率工作，则执行步骤S105，即中央控制器10发信号给发电机3，使其以30-60kw大功率直接驱使驱动电机6工作，提供150-160km/h的最高行驶速度，并停止对电池组4充电；
中央控制器10判断出行驶状况能量消耗降低，即驱动电机6以标准功率工作，则转入执行步骤S103；若中央控制器10判断出驱动电机6停止工作，则转入步骤S102。
上述驱动电机6的动力传输轴与车轮11的驱动轴相连。驱动电机6可以有四个或两个。驱动电机6处设置有传感器，用于感应车辆行驶速度即驱动电机6的工作速度，其通过连线与中心控制器10连接，以传输该驱动电机6的工作速度。驱动电机6若为四个，则驱动电机6的动力传输轴与车辆前后车轮11的驱动轴连接，分别用于驱动四个车轮11的转动。驱动电机6若为两个，则仅仅驱动车辆前面的车轮11；或者仅仅取得车辆后面的车轮11。
上述电池组4在频繁充电的过程中会产生的大量的热，为此，本发明还设置了电池散热器7，该电池散热器7可以为一个也可以为多个，电池散热器7的冷风通道直接通向电池组4，利用车辆行驶过程中的冷风，对电池组4进行实时的冷却降温。
电池热能管理系统8(图中未示出)包括温度感应器和执行器，该温度感应器与执行器之间通过信号线相连。其中的温度感应器设置在电池组4的表面，执行器与涡轴发动机1的开关相连。电池热能管理系统8通过温度感应器实时监控电池组4的过热情况，如果感应到电池组4在单位时间内的发热量超过预先设定的安全阈值，则触发执行器启动，执行器将涡轴发动机1的开关关闭，以终止涡轴发动机1对电池组4的充 电。
上述储气罐9的输气管路与涡轴发动机1的燃烧室的燃气输入管路相连，用于实现对涡轴发动机1燃气的供给。
实施例三
本发明还提供了另一种增程式电动汽车，其在上述实施例二的基础上，还包括如图5所示的如下零部件：热能回收装置13；热能输送管14；压缩空气加热器15。
上述热能回收装置13的设置在涡轴发动机的燃烧室的尾部，用于吸收涡轴发动机1燃烧后产生的热量。该热能回收装置13为翅片式换热器，使得吸收热能的效果更佳。
上述热能输送管14的入口端接热能回收装置13，出口端接压缩空气加热器15。通过该热能输送管14，将热能回收装置13所回收的热量传给压缩空气加热器15。
压缩空气加热器15的出口设置两个分支管，其中一个支管接涡轴发动机1燃烧室的空气进口，用于对进入涡轴发动机1的空气进行加热，从而改善涡轴发动机1的燃烧性能；另一个支管接车辆的暖风出口，用以给车辆供暖。
由上述本发明的实施例可以看出，本发明的增程式电动汽车提供电能的是从未有过的高效率的涡轴发动机，通过创新与优化，本发明具有高功重比，低功耗，低排放，低噪音震动，易于维护寿命长的优点。
本发明的增程式电动汽车的整体设计和布局，完全发挥了涡轴发动机的优势，并与发电机、电池组和中央控制器一起，形成了高效、稳定、环保的系统设计方案。
需要说明的是，虽然上面结合具体实施例和附图对本发明进行了详细地描述，但是，上面的描述仅仅是示意性地说明，以便于本领域技术 人员对本发明的理解，图中所示部件的具体细节并非对发明保护范围的限定。本领域技术人员也应该理解，上述实施例也仅仅是对本发明的示意性实现方式的解释，并非对本发明范围的限定。

Claims (8)

  1. 一种增程式电动汽车，包括车轮(11)和车架(12)，其特征在于，所述增程式电动汽车还包括：
    布置在车架(12)底盘上的涡轴发动机(1)；涡轴发动机控制器(2)；发电机(3)；电池组(4)；电池控制器(5)；驱动电机(6)、电池散热器(7)和储气罐(9)；
    所述涡轴发动机(1)的信号端接涡轴发动机控制器(2)，传动轴与发电机(3)的转轴相连，以带动发电机(3)发电；
    发电机(3)输出的电能量分别给电池组(4)和驱动电机(6)；电池组(4)与驱动电机(6)相连，并在信号端接电池控制器(5)；
    驱动电机(6)的动力传输轴与车轮(11)的驱动轴相连；
    电池散热器(7)的冷风通道通向电池组(4)；
    储气罐(9)的输气管路与涡轴发动机(1)的燃烧室的燃气输入管路相连，以实现对涡轴发动机(1)燃气的供给。
  2. 根据权利要求1所述的增程式电动汽车，其特征在于，所述增程式电动汽车还包括：
    中央控制器(10)；
    所述发电机(3)、电池组(4)和驱动电机(6)的信号端分别接中央控制器(10)，以实现发电机(3)按照中央控制器(10)的提供的电控比例，将额定功率的电能输送给电池组(4)和驱动电机(6)。
  3. 根据权利要求1或2所述的增程式电动汽车，其特征在于，所述增程式电动汽车还包括：
    电池热能管理系统(8)；
    所述电池热能管理系统(8)包括温度感应器和执行器，所述温度感 应器与执行器之间通过信号线相连；所述温度感应器设置在电池组(4)的表面，执行器与涡轴发动机(1)的开关相连。
  4. 根据权利要求3所述的增程式电动汽车，其特征在于，所述增程式电动汽车还包括：
    热能回收装置(13)；热能输送管(14)和压缩空气加热器(15)；
    所述热能回收装置(13)设置在涡轴发动机(1)的燃烧室的尾部，以吸收涡轴发动机(1)燃烧后产生的热量；
    所述热能输送管(14)的入口端接所述热能回收装置(13)，出口端接所述压缩空气加热器(15)；
    所述压缩空气加热器(15)的出口设置两个分支管，其中一个支管接所述涡轴发动机(1)燃烧室的空气进口，以对进入涡轴发动机(1)的空气进行加热；另一个支管接车辆的暖风出口，以给车辆供暖。
  5. 根据权利要求4所述的增程式电动汽车，其特征在于，所述热能回收装置(13)为翅片式换热器。
  6. 根据权利要求4所述的增程式电动汽车，其特征在于，所述驱动电机(6)为两个或四个。
  7. 一种如上述权利要求2的增程式电动汽车的充电方法，其特征在于，所述充电方法包括：
    静止充电模式：在驱动电机(6)不工作的情况下下，通过中央控制器(10)控制发电机(3)对电池组(4)进行缓冲电或快充电；
    行进充电模式：在驱动电机(6)以标准功率工作的情况下，通过中央控制器(10)控制发电机(3)对电池组(4)供电；在驱动电机(6)以超高功率工作的情况下，通过中央控制器(10)控制发电机(3)和电池组(4)同时对驱动电机(6)供电；
    在电池耗尽但要求高性能行驶的情况下，通过中央控制器(10)控 制发电机(3)以大功率直接驱使驱动电机(6)工作，停止对电池组(4)充电；待行驶状况能量消耗降低至驱动电机(6)以标准功率工作时，转入行进充电模式；车辆停止后，自动转入静止充电模式。
  8. 一种涡轮发动机，其特征在于，所述涡轮发动机包括：
    燃烧室(1-1)、调压喷嘴(1-2)、进气涡轮(1-3)、排气涡轮(1-4)、尾喷管(1-5)和传动轴(1-6)；
    所述进气涡轮(1-3)为悬浮旋转方式的涡轮转子，其上设置有导向叶片，其安装在进气道入口，通过该导向叶片将进来的气体导入燃烧室(1-1)的进气管道；
    燃烧室(1-1)的进气口接进气管道，尾端设置传动轴(1-6)和排气涡轮(1-4)；
    排气涡轮(1-4)为悬浮旋转方式的涡轮转子，设置有导向叶片，其所在腔体出口接尾喷管(1-5)的入口；调压喷嘴(1-2)设置在燃烧室(1-1)的进气口前端，以调节进入燃烧室(1-1)的气压。
PCT/CN2016/070749 2015-03-24 2016-01-13 一种增程式电动汽车 WO2016150238A1 (zh)

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