CN2467353Y - Power energy-saving and electric power management apparatus for motor vehicle - Google Patents
Power energy-saving and electric power management apparatus for motor vehicle Download PDFInfo
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- CN2467353Y CN2467353Y CN 01204268 CN01204268U CN2467353Y CN 2467353 Y CN2467353 Y CN 2467353Y CN 01204268 CN01204268 CN 01204268 CN 01204268 U CN01204268 U CN 01204268U CN 2467353 Y CN2467353 Y CN 2467353Y
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- relay
- controller
- energy
- battery
- electric locomotive
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Abstract
The utility model relates to a power energy-saving and electric power management apparatus for a motor vehicle, comprising a first relay, a second relay, a DC to DC controller, a rotary speed detector, a direct circuit, an electric motor, and a plurality of groups of batteries, wherein, the first relay is connected with the DC to Dc controller, is controlled by the rotary speed detector, and forms a control pattern loop not through DC to DC against the DC to DC controller; the first relay is connected with the electric motor through the direct circuit, and the second relay is controlled by a normal running mode and a roadster mode; a plurality of groups of batteries are connected in parallel or in series, so the load current of the batteries can be decreased effectively.
Description
The utility model relates to a kind of electric locomotive, relates in particular to a kind of electric locomotive energy savings and electric power controller that can effectively reduce the cell load electric current.
Down to wind-force, neither meeting pollutes environment from animal-drawing, manpower in the evolution of the human vehicle; Up to the invention and the application of modern age steam engine, combustion engine, indicate that the human vehicle that use enter the epoch of two-forty and high pollution.Go through over 100 years the dependence of modern transportation instrument (referring to traditional steam turbine car) and excessively use, the earth that the mankind are depended on for existence causes serious environmental to pollute even has quickened the process of earth atmosphere green-house effect.Therefore, scientific circles and national governments notice the seriousness that the vehicle (traditional steam turbine car) pollute gradually, and then improve countermeasure at the pollution problem formulation.
Under this major premise, global vehicle manufacturer has quickened the exploitation of the environmental protection vehicle, and national governments also reward the exploitation and the application of electronic steam turbine car.Research and development and application with respect to traditional modern transportation instrument, the research and development of electric locomotive and design are backward relatively, the part that haves much room for improvement is a lot of, and the utility model promptly improves countermeasure at the comprehensive propositions of part such as control, power supply, saving and the recovery energy of electric locomotive.
As everyone knows, the power supply of electric locomotive (generally adopting chemical cell) capacity has certain limit, its maxim only is a capability value (common name IC), as shown in Figure 1, the battery effective capacity is subjected to discharge-rate (claiming discharge rate again) influence very big, for example battery is with the discharge of 1/10 times discharge-rate, generally can obtain 100% available energy (chemical power), and during with the discharge of 1 times discharge-rate, usually only can obtain 85%-90% available energy, but if discharge with high magnification up to 2-3 times, then only can obtain 50%-60% available energy usually, this is that battery is the energy of loss for no reason because discharge-rate causes too greatly due to the heat waste, is to discharge and waste (this also is the reason of battery discharge temperature rise) for no reason in heat energy (physical energy) mode.Discharge-rate not only influences the operating range of electric locomotive, the effect that causes battery pole plates to expand with heat and contract with cold because of temperature rise more, the chemically reactive substance that influences the battery pole plates surface is attached to the intensity of conductive plate, and battery pole plates is expanded the cracked internal resistance increase and then the service life of shortening battery.So the big more resulting available energy of battery discharge multiplying power (chemical power) is more little, and battery is because the battery lead plate accelerated weathering, and reduction of service life.
In view of this, main purpose of the present utility model is, a kind of electric locomotive energy savings and electric power controller are provided, it can overcome the restriction of these battery inherent characteristics, utilize the switching of special relay switch, the battery discharge way of output is changed into parallel connection or series connection, with the load current of effective reduction battery.
Another purpose of the present utility model is, a kind of electric locomotive energy savings and electric power controller are provided, utilize electric locomotive brake or motor current to continue the signal ACTIVE CONTROL relay that reduces, cut off battery, stop to provide power supply to motor, the effect of inertia of forward movement when utilizing electric locomotive to travel, the magnet rotor sectioned coil of CD-ROM drive motor produces electric current, make electro-motor change the electrical generator state into, and institute's generation electric energy is recycled in the battery because of outage.
The purpose of this utility model is realized by following technical scheme.
A kind of electric locomotive energy savings and electric power controller is characterized in that, comprising: first relay, second relay, DC to DC controller, rotating speed detector, direct circuit, electro-motor, many Battery packs; Described first relay is connected with described DC to DC controller, and controlled by the rotating speed detector, and DC to DC controller is constituted not master mode loop via DC to DC; This first relay is connected with described electro-motor by direct circuit; Described second relay is controlled by cruising pattern and sport mode, makes described many Battery pack become in parallel or is connected in series.
The purpose of this utility model can also further realize by following technical measures.
Aforesaid electric locomotive energy savings and electric power controller, wherein this direct circuit is a connecting wire.
Aforesaid electric locomotive energy savings and electric power controller, wherein these many Battery packs can constitute the battery of serial or parallel connection at least two groups.
Aforesaid electric locomotive energy savings and electric power controller also include one the 3rd relay, and are connected with the brake detector.
Known to aforementioned, the utility model mainly is that the ratio according to the electric locomotive rate of travel is divided into two kinds of master modes; That is rate of travel changes output capacity regulation and control rate of travel by DC to DC controller within certain ratio; The part that surpasses this ratio then by direct circuit, directly by battery to the electro-motor supplying energy, must produce meaningless conversion efficiency loss via the conversion of DC to DC circuit with the output whole process of avoiding the energy content of battery, the efficiency losses ratio of this DC to DC controller conversion is about 10%-20%.When the rate of travel of the utility model electric locomotive reaches on the certain ratio, take directly by the design of battery the electro-motor supplying energy, do not influence the handling and comfort feature of electric locomotive, but but energy savings reaches 10%-20%, and utilize the switching of special relay switch, the battery discharge way of output is changed into parallel connection or series connection, with the load current of effective reduction battery.
For further understanding technology contents of the present utility model, characteristics and effect, exemplify following preferred embodiment now, and conjunction with figs. is described in detail as follows:
Fig. 1 is the scheme drawing that the chemical cell effective capacity is influenced by discharge-rate.
Fig. 2 is a block schematic diagram of the present utility model.
Fig. 3 controls the improper scheme drawing that causes the unnecessary consumption energy when being the startup of conventional electric locomotive.
Fig. 4 is the scheme drawing that the utility model electric locomotive automatic guidance speed when starting reduces the unnecessary consumption energy.
Fig. 5 is the enforcement circuit diagram of the utility model DC to DC controller.
Fig. 6 is the enforcement circuit diagram of the utility model rotating speed detector.
As shown in Figure 2, be the utility model diagram of block, the utility model includes: one first relay 10, its normally closed contact is linked to DC to DC controller 11, if the signal of rotating speed detector 12 (RPM SENSOR) reaches preset value, even first relay, 10 contacts are forwarded to length and open contact, will provide load needed electric energy through direct circuit 16 to electro-motor 14 from battery supply.The output voltage of this DC to DC controller 11 is to be subjected to start-up mode 13 controls, and by the restriction that drives automatic control mode 15, and then the rotating speed of control electro-motor 14.
One second relay 20 is to be subjected to cruising pattern 21 and sport mode 22 controls, in order to the battery 40 discharge way of outputs are changed into parallel connection or series connection, with the load current of effective reduction battery.
The utility model is divided into the rate of travel height of electric locomotive via DC to DC controller 11 and not via 11 two kinds of master modes of DC to DC controller.The switching scope of the height of this speed boundary is, to take via DC to DC controller 11 control rate of traveies in 0～90% ± 5% scope the time with rate of travel in preferred embodiment; And rate of travel surpasses the part more than 90% ± 5%, then the output of battery 40 energy is not via 11 conversions of DC to DC controller, and open the contact conducting to direct circuit 16 through first relay, 10 length by battery 40, directly to the required power supply of electro-motor 14 supplies, that is rate of travel reaches 90% ± 5% when above, the utility model control system SELF CL DC toDC controller 11, directly supply electro-motor 14 by direct circuit 16 and use, avoid battery 40 energy output whole process to produce meaningless conversion efficiency loss via the conversion of DC to DC circuit 11.
The enforcement circuit of the DC to DC controller 11 in the present embodiment, as shown in Figure 5, it is made up of regulating circuit and power output circuit, and this regulating circuit is by pressure regulator T and 4 diode D
1～D
4, bridge rectifier D
5～D
8, 5 aerotron Q
3～Q
7And peripheral element is formed.Direct circuit 16 in the present embodiment is for connecting electric wire.
The enforcement circuit of the rotating speed detector 12 in the present embodiment, as shown in Figure 6, this rotating speed detector 12 is by IC, 3 Hall element Ha, Hb, Hc, 8 aerotron Q
17～Q
24, 6 high-power FET U
1～U
6And peripheral element forms, and wherein 2,3 pin of IC are pressed at the Ha two ends respectively, and the Hb two ends connect 4,5 pin of IC respectively, and the Hc two ends connect 6,7 pin of IC respectively, 1,16,15,14,12,10 pin of IC respectively with Q
19～Q
24Base stage connect Q
18Collecting electrode be connected Q with 8 pin of IC
18Base stage and Q
17Collecting electrode connect and Q
17Base stage then export the hand of rotation control signal.6 above-mentioned high-power FET U
1～U
6Adopt the CMOS pipe.
The utility model is divided into the steer mode of electric locomotive: start-up mode 13, cruising pattern 21 and sport mode 22, plan control respectively in detail for adapting to different demands, and existing division is as follows:
1, start-up mode 13:
As everyone knows, when electric locomotive starts, its rate of acceleration has the restriction of " maximum value ", that is if the ratio that increases of " start quicken " in unit time, its speed is when overloading " maximum value ", although the manual master mode of chaufeur initiatively provides more and exceeds the energy of demand, also can not increase the moment rate of acceleration (being kinetic energy) of electric locomotive, and this energy that surpasses acceleration maximum value institute additive decrementation will transfer with heat energy release and waste (as shown in Figure 2) for no reason to; During startup, its state is to change kinetic energy into by potential energy, 14 energy requirements of electro-motor this moment are in the state of maximum value, promptly institute must torsion maximum, that is current sinking maximum, for avoiding wasting for no reason and consumed energy, this start-up mode 13 still comprises an output efficiency automatic control mode 15, it is the signal (being rate of acceleration) that utilizes vehicle wheel rotational speed to increase progressively, in the regulation and control of initial start stage by DC to DC controller 11, the manual output voltage (being operation mode) of control of " replacement " electric locomotive chaufeur initiatively makes it the efficient maximum value of the speed of remaining on/energy ratio; In other words although manually the voltage output signal of master mode is in the maximum value state, but, make between the energy output of battery 40 and electro-motor 14 loads and remained on (as shown in Figure 3) under the optimum efficiency state because of the restriction of output efficiency automatic control mode 15.Certainly, the electric locomotive chaufeur initial start stage its manually voltage output of control if during less than maximum value, output efficiency automatic control mode 15 and being failure to actuate then, to meet the driving habit of electric locomotive chaufeur, these master modes can reduce the impotence energy consumption between battery and the motor supply and demand, account for 3%～5% (as shown in Figure 4) of the energy that totally effectively travels.When electric locomotive is in start-up mode 13, required torsion is very big, the utility model can be further be designed to four groups of parallel connections (Fig. 2 of present embodiment is embodiment with the connection in series-parallel of two Battery packs 40 for convenience of explanation) with the way of output of battery 40, with further reduction battery 40 output voltages, and then more increase the torsion of electro-motor 14.
2, the cruising pattern 21:
The night running pattern considers that security doctrine is advisable with low speed, so the utility model battery 40 output modes are designed to be automatically converted to paralleling model output in advance, this pattern is to judge that whether headlight starts the reference (can manually remove in case of necessity) as control.Paralleling model can reduce the discharge-rate of battery 40, that is promotes effective service efficiency of battery 40 relatively; Paralleling model that is as the utility model economic operation pattern (but manual switchover is a sport mode 22).Under this economic operation pattern, the height of the speed of a motor vehicle is except controlling by second relay 20, need switch to via DC toDC controller 11 capacity by first relay 10 and export, and not via the steer mode of DC to DC controller 11, but directly by battery 40 through first relay 10 long open the dual modes such as electro-motor 14 power supplies of contact conducting to the direct circuit 16 in addition elasticity use; If it is very fast that rate of travel does not require, can improve the availability (chemical power) of battery 40 relatively with this pattern.
3. sport mode 22:
Be meant and require rate of travel to belong to preferential driving mode, switch battery 40 by second relay 20 and be the series connection output mode, this moment, output voltage doubled, the rate of travel of electric locomotive is able to effective raising, cooperation is via the capacity output of DC to DC controller 11, and not via DC to DC controller 11 directly from battery 40 through first relay 10 is long open contact and direct circuit 16 conductings after, to the in addition elasticity utilization of the dual mode of electro-motor 14 power supply, reaching is that energy savings can be brought into play the performance of electric locomotive to the best characteristic of controlling again, also can improve the availability (chemical power) of battery 40 relatively.
More than the design of various energy savings can reach easily not increasing battery 40 capacity and not increasing under the cost situation of electric locomotive, can prolong effective travelled distance of electric locomotive, be an innovation greatly of electric locomotive energy savings and electric power controller.
Again, the power supply of electric locomotive (battery 40) capacity has certain limit, and its maxim only is a capability value (1C), so the design of any energy recovery all has the important meaning that promotes Occupation coefficient.Again as shown in Figure 2, the utility model also includes one the 3rd relay 30, its normally closed contact is to be connected in first relay 10, and the electric energy of battery 40 is guided to electro-motor 14 for its running, the 3rd relay 30 is controlled by a brake detector 31, when brake or big descending, cut off the power supply of electro-motor 14, utilize the effect of inertia of electric locomotive forward movement, the magnet rotor sectioned coil that drives electro-motor 14 produces electric current, make electro-motor 14 produce electric energy, open the contact conducting and be recycled in the battery 40 through the length of the voltage stabilizing of mu balanced circuit 32 and the 3rd relay 30 because of outage transfers generating state to.And electro-motor 14 just can be utilized as the splendid braking force at usual brake initial stage because of the energy that consumed of generating, and the brake friction lining is in the end stage or when putting brakes on violently only, just produces friction effect with as final or urgent braking force.
In sum, the utility model at first adopts electronics steer mode flexibly, the direct control battery is to electro-motor output voltage, electric current, and then reach the various state of kinematic motions that utilize most economical pattern control motor car, be different from the conventional electric locomotive and must could regulate and control the speed of a motor vehicle by the device for mechanical change speed gear box, except reducing production costs, also can avoid the electric motor power of conventional electric locomotive to lose (about 10%) through the mechanical efficiency that the change speed gear box transmission is produced.Because the weight (about 15kg) of deduction mechanical gear box can effectively reduce car weight, can promote effective travelled distance of electric locomotive relatively again; More give up the burden design of mechanical gear box because of the utility model, so can avoid the trouble of oil change, not only saving the current maintenance cost helps environmental protection again and subtracts useless, for electric locomotive, the utility model is an excellent design in fact, and has unique control method of saving the energy, add the mechanism of the positive recovery energy, the design that more can avoid the mechanical efficiency loss and reduce car weight, under the identical situation of capacity of cell, effective travelled distance that estimation the utility model can improve electric locomotive altogether reaches 30%-50%, is a splendid creation in fact.
The utility model more can improve the comfort feature that electric locomotive is controlled use greatly except that the defective of effective improvement conventional electric locomotive operation unnecessary waste energy that mode caused; Particularly, the utility model has designed a kind of positive energy savings mechanism that utilizes brake or the big recyclable electric energy of descending state; Really creative, practicality, and be unprecedented design, novel patent application important document met, so file an application in accordance with the law.
The above, it only is preferred embodiment of the present utility model, be not that the utility model is done any pro forma restriction, every foundation technical spirit of the present utility model all still belongs in the scope of technical solutions of the utility model any simple modification, equivalent variations and modification that above embodiment did.
Claims (4)
1, a kind of electric locomotive energy savings and electric power controller is characterized in that, comprising: first relay, second relay, DC to DC controller, rotating speed detector, direct circuit, electro-motor, many Battery packs;
Described first relay is connected with described DC to DC controller, and controlled by the rotating speed detector, and DC to DC controller is constituted not master mode loop via DC to DC;
This first relay is connected with described electro-motor by direct circuit;
Described second relay is controlled by cruising pattern and sport mode, makes described many Battery pack become in parallel or is connected in series.
2, electric locomotive energy savings according to claim 1 and electric power controller is characterized in that, described direct circuit is a connecting wire.
3, electric locomotive energy savings according to claim 1 and electric power controller is characterized in that, described many Battery packs can constitute the battery of serial or parallel connection at least two groups.
4, electric locomotive energy savings according to claim 1 and electric power controller is characterized in that, also include one the 3rd relay, and are connected with the brake detector.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 01204268 CN2467353Y (en) | 2001-02-20 | 2001-02-20 | Power energy-saving and electric power management apparatus for motor vehicle |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN 01204268 CN2467353Y (en) | 2001-02-20 | 2001-02-20 | Power energy-saving and electric power management apparatus for motor vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN2467353Y true CN2467353Y (en) | 2001-12-26 |
Family
ID=33625534
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN 01204268 Expired - Fee Related CN2467353Y (en) | 2001-02-20 | 2001-02-20 | Power energy-saving and electric power management apparatus for motor vehicle |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN2467353Y (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101364740B (en) * | 2007-08-07 | 2013-05-22 | 奇瑞汽车股份有限公司 | Control method for hybrid powered automobile |
| TWI466800B (en) * | 2010-06-11 | 2015-01-01 | Shimano Kk | Bicycle kinetic energy recovery brake control device |
| CN111452670A (en) * | 2019-01-18 | 2020-07-28 | 通用汽车环球科技运作有限责任公司 | Battery pack voltage switching system and control logic for multi-battery pack electrically driven vehicle |
-
2001
- 2001-02-20 CN CN 01204268 patent/CN2467353Y/en not_active Expired - Fee Related
Cited By (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN101364740B (en) * | 2007-08-07 | 2013-05-22 | 奇瑞汽车股份有限公司 | Control method for hybrid powered automobile |
| TWI466800B (en) * | 2010-06-11 | 2015-01-01 | Shimano Kk | Bicycle kinetic energy recovery brake control device |
| CN111452670A (en) * | 2019-01-18 | 2020-07-28 | 通用汽车环球科技运作有限责任公司 | Battery pack voltage switching system and control logic for multi-battery pack electrically driven vehicle |
| CN111452670B (en) * | 2019-01-18 | 2023-07-14 | 通用汽车环球科技运作有限责任公司 | Battery voltage switching system and control logic for a multi-battery electrically driven vehicle |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| C14 | Grant of patent or utility model | ||
| GR01 | Patent grant | ||
| C19 | Lapse of patent right due to non-payment of the annual fee | ||
| CF01 | Termination of patent right due to non-payment of annual fee |