CN102303525B - Electromechanical coupling flywheel kinetic energy recovery device for traffic vehicle - Google Patents

Abstract

An electromechanically coupled flywheel kinetic energy recovery device for traffic vehicles, comprising a flywheel, a clutch, a transmission, a dual-rotor motor, a traction rectifier unit, a traction inverter unit, a flywheel inverter unit, a flywheel shaft, a transmission high-speed shaft, a transmission low-speed shaft and The load output shaft, the dual-rotor motor includes the low-speed shaft of the transmission, slip rings, brushes, the inner rotor, the outer rotor surrounding the inner rotor, the stator surrounding the outer rotor, the slip ring is set on the low-speed shaft of the transmission, the brushes and the slip ring The contact, stator and inner rotor are all equipped with multi-phase windings; the flywheel is connected to the clutch through the flywheel shaft, the clutch is connected to the transmission through the high speed shaft of the transmission, the transmission is connected to the inner rotor through the low speed shaft of the transmission, and the outer rotor is connected to the load output shaft. The invention takes the double-rotor motor as the core, through the electromechanical coupling between the inner and outer rotors and the stator, the kinetic energy is transmitted back and forth between the flywheel and the load, with small loss and high overall efficiency.

Description

Electromechanical coupled flywheel kinetic energy recovery device for traffic vehicles

technical field

The invention belongs to the technical field of traffic, and in particular relates to a kinetic energy recovery system for traffic vehicles.

Background technique

Now, traffic vehicles all over the world are facing the contradiction between industrial development and environmental protection. Energy issues and carbon dioxide emissions are problems that need to be solved immediately. People urgently need high-efficiency environmental protection technologies to ensure the sustainable development of the automobile industry and rail transit vehicles. At present, most vehicles use the frictional resistance generated by the braking system to achieve deceleration or parking. When the vehicle brakes, the kinetic energy of the vehicle is converted into heat energy on the brake and is lost in vain. Traffic vehicles generally work frequently in deceleration. , Parking, starting, and afterburning states are particularly prominent in urban rail transit vehicles and urban public transport vehicles. This kind of energy loss is considerable, which increases the demand for energy in society and intensifies the pressure on resources and the environment.

The existing methods to solve the energy-saving braking of traffic vehicles mainly include:

1. Resistive energy consumption type regenerative braking kinetic energy recovery system. The chopper is composed of power electronic devices and energy-consuming resistors, and the braking energy is consumed on the energy-consuming resistors without utilizing the braking kinetic energy. In urban underground rail transit vehicles, a large amount of resistance heat dissipation will also lead to an increase in ambient temperature, which will increase the load on the ventilation power device or the air temperature adjustment device, thereby increasing the corresponding power consumption.

2. Oil pump kinetic energy recovery system. Using the reversible operation principle of the oil pump-oil motor, the oil pump converts the kinetic energy of the vehicle into the pressure energy of the liquid when the vehicle brakes, and stores it in the hydraulic accumulator. When the energy needs to be released, the oil motor helps the engine to start or boost the vehicle. There are hydraulic components in this way, the system structure is complicated, and the reliability is low.

3. Battery or capacitor-motor kinetic energy recovery system. The inverter is used to recover the regenerative braking energy of the vehicle to the storage battery and large-capacity capacitor. This method requires a large battery pack or capacitor pack. The indicators have high requirements, and so far, batteries and capacitors still need to further increase their energy density. In addition, the service life and safety of batteries and capacitors are also a problem.

4. Continuously variable flywheel kinetic energy recovery system. The high-efficiency, compact, and continuously variable toroidal surface transmission device is used to realize the recovery of vehicle braking kinetic energy. The continuously variable toroidal surface transmission device connects the flywheel and the conventional multi-speed gear transmission. By adjusting the speed ratio, Let the kinetic energy go back and forth between the two in an optimal way, instead of being completely dissipated through the brake disc. This mode has a compact structure, and the energy transfer efficiency is even higher than 90%. The overall performance is better than that of the battery or capacitor-motor mode. Reusable and environmentally friendly. However, the core component of the system is the continuously variable toroidal surface transmission device, which is difficult to manufacture and requires high requirements, and it is difficult to achieve high torque output. At present, the technology is not yet mature.

Therefore, it is necessary to innovate the kinetic energy recovery system of traffic vehicles and further improve the performance of the kinetic energy recovery system.

Contents of the invention

Technical problem: The present invention aims at the problems of reliability, cost and efficiency of the traditional traffic vehicle kinetic energy recovery system, and provides a high-efficiency, long-life and low-cost electromechanical coupled traffic vehicle flywheel kinetic energy recovery suitable for all electric-driven vehicles device.

Technical solution: a flywheel kinetic energy recovery device for traffic vehicles, including a flywheel, clutch, transmission, dual-rotor motor, traction inverter unit, flywheel inverter unit, traction rectification unit, flywheel shaft, transmission high-speed shaft and load output shaft, The dual-rotor motor includes a transmission low-speed shaft, a slip ring, a brush, an inner rotor, an outer rotor surrounding the inner rotor, and a stator surrounding the outer rotor. The slip ring is arranged on the transmission low-speed shaft, and the The brush is in contact with the slip ring, the stator and the inner rotor are provided with multi-phase windings; the flywheel is connected to the clutch through the flywheel shaft, the clutch is connected to the transmission through the high speed shaft of the transmission, and the transmission is connected to the transmission through the The low-speed shaft is connected to the inner rotor of the dual-rotor motor, and the outer rotor of the dual-rotor motor is connected to the load output shaft; the multi-phase winding of the stator is connected to the AC end of the traction inverter unit through wires, and the traction rectifier unit is connected through wires They are respectively connected to the DC end of the traction inverter unit and the DC end of the flywheel inverter unit. The AC end of the flywheel inverter unit is connected to the brush through wires, and the slip ring is connected to the multi-phase winding of the inner rotor through wires. The rings remain electrically connected to the stationary brushes as they rotate with the transmission low speed shaft.

In the electromechanically coupled flywheel kinetic energy recovery device for traffic vehicles of the present invention, when the vehicle brakes or decelerates, the clutch is closed and the flywheel stores energy. At this time, the flywheel inverter unit converts the DC input from the traction rectifier unit into an AC excitation current equal to the slip frequency of the inner and outer rotors through DC-AC conversion, and then outputs it; the flywheel inverter unit passes the wires, brushes and slip rings The excitation current is sent to the inner rotor winding, and a coupling magnetic field is established between the inner and outer rotors to generate electromagnetic coupling force. The kinetic energy of the load is transmitted from the outer rotor of the dual-rotor motor to the inner rotor, and the inner rotor drives the flywheel to increase speed through the transmission and clutch. The kinetic energy of the load is converted into kinetic energy of the flywheel. When the vehicle starts or accelerates, the clutch is closed, the flywheel releases energy, and the high-speed flywheel drives the inner rotor of the dual-rotor motor after being decelerated by the transmission. At this time, the flywheel inverter unit outputs an AC excitation current equal to the slip frequency of the inner and outer rotors. A coupled magnetic field is established between the inner and outer rotors to generate electromagnetic coupling force. Through magnetic coupling, the kinetic energy on the inner rotor is transferred to the outer rotor, and the load is driven to increase speed through the load output shaft, and the kinetic energy of the flywheel is converted into kinetic energy of the load. In the process of flywheel energy storage or flywheel energy release, kinetic energy is not converted into electrical energy, and kinetic energy is only transmitted back and forth between the flywheel and the load through magnetic coupling, and kinetic energy exists in the form of mechanical energy during the energy transfer process. When the vehicle is running smoothly, the clutch is opened. At this time, the flywheel is in the state of energy storage and rotates freely. It neither absorbs energy nor releases energy. The flywheel inverter unit does not work. The inverter unit is equivalent to an open circuit state, and the traction inverter unit is working at the same time, converting the direct current output by the traction rectification unit into alternating current and sending it to the stator of the dual-rotor motor, and generating the driving force for traction traffic vehicles on the outer rotor of the dual-rotor motor .

The function of the flywheel inverter unit in the present invention is to provide a variable frequency excitation power supply for the inner rotor winding during the flywheel energy storage or energy release process, and to establish a coupling magnetic field between the inner and outer rotors, thereby Generate electromechanical coupling force to achieve the transmission of kinetic energy between the flywheel and the load. The function of the traction inverter unit is to provide working current for the stator winding, drive the outer rotor and the load rigidly connected with the outer rotor to rotate. When the vehicle brakes or decelerates, the traction inverter unit does not work. When the vehicle starts or accelerates, the traction inverter unit and the flywheel inverter unit work simultaneously, and the kinetic energy on the outer rotor is the traction inverter unit and the flywheel. The resultant force formed by the combined action of the inverter units. The function of the traction rectifier unit is to provide DC power for the flywheel inverter unit and the traction inverter unit.

The flywheel inverter unit provides variable-frequency excitation power for the inner rotor of the dual-rotor motor when the flywheel is storing or releasing energy. difference frequency.

The speed changer adopted in the present invention is a conventional fixed speed ratio gear type speed changer, the high speed shaft of the speed changer is connected with the flywheel through the clutch, and the low speed shaft of the speed changer is connected with the inner rotor of the dual-rotor motor.

The outer rotor of the dual-rotor motor in the present invention can be of permanent magnet type, squirrel-cage type or winding type.

Beneficial effects: the present invention uses the flywheel as an energy storage component for recovering braking kinetic energy of traffic vehicles, and the flywheel for energy storage has the advantages of long life, low cost, and high energy density and power density.

The present invention takes the double-rotor motor as the core, and through the electromechanical coupling between the inner and outer rotors and the stator, the kinetic energy is transmitted back and forth between the flywheel and the load. Since most of the kinetic energy exists in the form of mechanical energy during the energy transmission process, the Losses resulting from the conversion of mechanical and electrical energy, thereby increasing the overall efficiency of the system.

The invention adopts the flywheel inverter unit to provide the excitation power for the inner rotor of the dual-rotor motor, and its frequency value changes with the change of the speed difference between the inner rotor and the outer rotor (equal to the slip frequency), so that the inner rotor of the dual-rotor motor realizes stepless Variable speed, after being connected to the flywheel through the clutch, the speed of the flywheel can be continuously adjusted, so as to realize energy storage and release of the flywheel.

There is no mechanical contact between the two mechanical shafts (low-speed shaft of the transmission and load output shaft) of the dual-rotor motor that realizes stepless speed change in the invention, and no wear occurs during operation, so the service life is long, the maintenance cost is low, and it can meet the needs of high-power applications. It is necessary that the flywheel kinetic energy recovery system for transportation vehicles described in the present invention is applicable to all electric-driven vehicles.

Description of drawings

Fig. 1 is a structural schematic diagram of the present invention.

In the figure are: flywheel 1, clutch 2, transmission 3, double rotor motor 4, stator 41, outer rotor 42, inner rotor 43, slip ring 44, brush 45, traction rectification unit 5, flywheel shaft 6, transmission high speed shaft 7 , Transmission low-speed shaft 8, load output shaft 9, flywheel inverter unit 10, traction inverter unit 11.

Detailed ways

The present invention will be further described below in conjunction with accompanying drawing.

It can be seen from Fig. 1 that an electromechanical coupling flywheel kinetic energy recovery device includes a flywheel 1, a clutch 2, a transmission 3, a dual-rotor motor 4, a traction inverter unit 11, a flywheel inverter unit 10, and a traction rectification unit 5 ,, flywheel shaft 6, transmission high-speed shaft 7 and load output shaft 9, described dual-rotor motor 4 includes transmission low-speed shaft 8, slip ring 44, electric brush 45, inner rotor 43, outer rotor surrounding the inner rotor 43 42. The stator 41 surrounding the outer rotor 42, the slip ring 44 is set on the low-speed shaft 8 of the transmission, the brush 45 is in contact with the slip ring 44, the stator 41 and the inner rotor 43 are both provided with multiple Phase winding; the flywheel 1 is connected to the clutch 2 through the flywheel shaft 6, the clutch 2 is connected to the transmission 3 through the transmission high speed shaft 7, and the transmission 3 is connected to the inner rotor 43 of the dual-rotor motor 4 through the transmission low speed shaft 8 The outer rotor 42 of the dual-rotor motor 4 is connected to the load output shaft 9; the multi-phase winding of the stator 41 is connected to the AC end of the traction inverter unit 11 through wires, and the traction rectifier unit 5 is respectively connected to the traction inverter unit 11 through wires. The DC terminal of the inverter unit 11 is connected to the DC terminal of the flywheel inverter unit 10, the AC terminal of the flywheel inverter unit 10 is connected to the brush 45 through a wire, and the slip ring 44 is connected to the multi-phase winding of the inner rotor 43 through a wire When the slip ring 44 rotates with the low-speed shaft 8 of the transmission, it is electrically connected with the stationary brush 45 .

In the present invention, the double-rotor motor is used as the core, and the kinetic energy is transmitted back and forth between the flywheel and the load through the electromechanical coupling between the inner and outer rotors and the stator. Since most of the kinetic energy exists in the form of mechanical energy during the energy transfer process, the reduction in The loss caused by the conversion of mechanical energy and electrical energy is reduced, thereby improving the overall efficiency of the system. When the vehicle brakes or decelerates, the clutch is closed, and the kinetic energy of the load is transmitted to the inner rotor through the outer rotor of the dual-rotor motor. The inner rotor drives the flywheel to increase speed through the transmission and the clutch, and converts the kinetic energy of the load into the kinetic energy of the flywheel; when the vehicle starts Or when accelerating, the clutch is closed, and the high-speed flywheel drives the inner rotor of the dual-rotor motor after being decelerated by the transmission, and transmits the kinetic energy of the flywheel to the outer rotor and drives the load to increase speed through the rotating shaft. Open, the flywheel is in the state of energy storage, neither absorbing energy nor releasing energy. At this time, the flywheel inverter unit is disconnected from the inner rotor circuit, and the inner rotor of the double-rotor motor is in a static state. The double-rotor motor is equivalent to a single Stator, single-rotor synchronous or asynchronous motor, the direct current output by the traction rectifier unit is converted into alternating current through the traction inverter unit and sent to the stator of the dual-rotor motor, and the driving force for traction traffic vehicles is generated on the outer rotor of the dual-rotor motor.

In the present invention, when the vehicle is running smoothly, the traction inverter unit is put into operation according to the conventional vehicle traction control strategy, while the flywheel inverter unit is not working; when the vehicle is braking or starting, the flywheel inverter unit and the traction The inverter unit works at the same time, supplying power to the inner rotor and stator respectively, and forms the resultant force required for driving or braking load on the outer rotor. At this time, the flywheel inverter unit adjusts the speed of the inner rotor and the flywheel, and the flywheel inverter unit The frequency of the current input to the inner rotor is the slip frequency of the speed difference between the inner rotor and the outer rotor, thereby realizing stepless speed change between the flywheel and the load, and storing or releasing energy of the flywheel through the clutch. In the present invention, there is no mechanical contact between the two mechanical shafts of the double-rotor motor that realizes stepless speed change, and there is no wear and tear during operation, so the service life is long, the maintenance cost is low, and it can meet the needs of high-power application occasions. Flywheel is used as an energy storage component for recovery of braking kinetic energy of traffic vehicles. Flywheel for energy storage has the advantages of long life, low cost, high energy density and power density.

Claims (2)

1. the kinetic energy recovery device for flywheel of transport vehicle of an electromechanical coupling, it is characterized in that, this kinetic energy recovery device comprises flywheel (1), power-transfer clutch (2), change-speed box (3), double-rotor machine (4), traction invertor unit (11), flywheel inverter unit (10), traction rectifier unit (5), flywheel shaft (6), change-speed box high speed shaft (7) and load output shaft (9), described double-rotor machine (4) comprises change-speed box slow-speed shaft (8), slip ring (44), brush (45), internal rotor (43), outer rotor (42) around described internal rotor (43), stator (41) around described outer rotor (42), described slip ring (44) is arranged on change-speed box slow-speed shaft (8), described brush (45) contacts with slip ring (44), described stator (41) and internal rotor (43) are provided with polyphase winding,

Described flywheel (1) is connected with power-transfer clutch (2) by flywheel shaft (6), described power-transfer clutch (2) is connected with change-speed box (3) by change-speed box high speed shaft (7), described change-speed box (3) is connected with the internal rotor (43) of double-rotor machine (4) by change-speed box slow-speed shaft (8), and the outer rotor (42) of double-rotor machine (4) is connected with load output shaft (9);

The polyphase winding of described stator (41) is connected by the interchange end of wire with traction invertor unit (11), described traction rectifier unit (5) is connected 10 with the dc terminal of traction invertor unit (11) with the flywheel inverter unit respectively by wire) dc terminal be connected, the interchange end of flywheel inverter unit (12) is connected with brush (45) by wire, slip ring (44) is connected by the polyphase winding of wire with internal rotor (43), and slip ring (44) keeps being electrically connected to static brush (45) when rotating with change-speed box slow-speed shaft (8).

2. the kinetic energy recovery device for flywheel of transport vehicle of electromechanical coupling according to claim 1, is characterized in that, described outer rotor (42) is magneto, squirrel-cage or Wound-rotor type.

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