CN1151806A - 电动车动力机组的控制 - Google Patents

电动车动力机组的控制 Download PDF

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Publication number
CN1151806A
CN1151806A CN95193939A CN95193939A CN1151806A CN 1151806 A CN1151806 A CN 1151806A CN 95193939 A CN95193939 A CN 95193939A CN 95193939 A CN95193939 A CN 95193939A CN 1151806 A CN1151806 A CN 1151806A
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China
Prior art keywords
motor
generator
gas turbine
flywheel
speed
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Pending
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CN95193939A
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English (en)
Inventor
威廉·格雷伊尔
威廉·R·奥尔森
哈罗德·A·罗森
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Rosen Motors LP
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Rosen Motors LP
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Publication of CN1151806A publication Critical patent/CN1151806A/zh
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    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
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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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    • Y10S903/96—Prime movers comprising electrical and internal combustion motors having energy storing means, e.g. battery, capacitor having chargeable mechanical accumulator

Abstract

一种共享处理器控制系统，用于响应加速踏板(7)和制动踏板(8)的操作，控制混合电动车动力机组的操作，并且包括驱动第一电动机-发电机(1c)的燃气轮机(1b)，驱动第二电动机-发电机(2a)的一个飞轮(2b)，以及可操作连接的第三牵引电动机-发电机(3)，后者可以用于选择驱动车轮(11)或是被车轮驱动，所述第一、第二和第三电动机-发电机各分别通过由单个控制器控制的各自的整流器-逆变器(6)共同连接到一个高压总线(12)上，该控制系统是通过包括以下步骤的方法操作的，即操作加速踏板(7)，随着总线(12)电压的增加由牵引电动机(3)产生基本上瞬时增加的输出转矩，从而产生一个电压降，响应这一电压降使飞轮电动机-发电机(2a)的功率输出开始增加，以便维持总线电压，从而降低了飞轮轴的速度，并且响应降低的轴上速度使燃气轮机(1b)的速度随之成正比地增加，从而增加燃气轮机(1b)的燃料流量，以便使第一电动机-发电机(1c)提供的电压增加。还提供了一种压缩制动的方法。

Description

电动车动力机组的控制
本发明涉及混合电动车动力机组(power train)的电子控制系统。更具体地说，本发明涉及包括三个电动机-发电机的一个动力机组的电子控制系统。
按照本发明的一个方面，动力机组包括一个燃气轮机和一个飞轮(flywheel)二者均包含电动机-发电机；电力牵引(electric traction)电动机-发电机。按照本发明的另一方面，本发明包括逻辑和驱动电子电路以及相应的软件，用于在所有操作模式期间控制三个电动机-发电机，这些操作模式包括机车的起动、加速、巡航、制动、爬坡和下坡模式。
在许多文献中描述了由热机和电化学电池的各种组合驱动的混合机车的控制方法。例如在美国专利US4,042,056号中说明了一种系统，其中设置的电池可以由室内(house)电流或是移动发电机再充电。在美国专利US4,187,436号中描述了一种方案，用于解决电池充电控制的难题，而美国专利US4,211,930号中公开了与反馈(regenerative)制动相结合的牵引电动机的应用。
美国专利US4,313,080号详细地描述了关于车用镍镉电池的控制和使用，而美国专利US4,407,132号描述了一种发动机驱动的发电机与电池的协同组合，用于改善车辆的燃料效率。近来的美国专利US4,547,678号描述了在混合电动车中控制电动机发电机组的信号处理器的应用，而美国专利US4,951,769号描述了逆变器和整流器在混合电动车中的应用。在对惯用的混合车辆的改进方面，美国专利US5,172,784号描述了能够燃烧各种燃料的外部燃烧式无活塞发动机的应用。
A.F.Burke在SAE International Congress and Exposition，Feb.1992上发表的名称为″Hybrid/Electric：Vehicle Design Options and Evaluations″的论文描述了多种混合电动车结构，但是没有提供任何关于其各种控制系统的细节。
在这些专利文献中描述的动力机组没有一个涉及到用于储能和浪涌(Surge)供电的飞轮的应用，作为热机的燃气轮机的应用，也没有涉及与这些系统相互联系的动态控制。
本发明的主要目的是提供一种用于在车辆的所有操作模式下控制混合电动车动力机组中的三个电动机-发电机的实用的装置，这种方式能更好的节省燃料，加速能力高，并且很少使用摩擦制动。
本发明的上述和其他目的，特征和优点是这样获得的，即采用一个共享处理器控制系统，它响应加速踏板和制动踏板的操作，用于控制混合电动车动力机组(power train)的操作，并且包括驱动第一电动机-发电机的燃气轮机；驱动第二电动机-发电机的一个飞轮；以及可操作连接的第三牵引电动机-发电机，后者可以用于选择驱动车轮或是被车轮驱动，第一、第二和第三电动机-发电机各分别通过由单个控制器控制的各自的整流器-逆变器共同连接到一个高压总线上，该控制系统的特征在于：加速踏板的操作在牵引电动机中产生大体上瞬时的转矩，在总线上造成来自牵引电动机的负载，从而产生一个电压降，这一电压降使飞轮电动机-发电机的功率输出开始增加，以便维持总线电压，这样就降低了飞轮轴(shaft)的速度，降低的轴上速度使燃气轮机的速度成正比地增加，从而增加燃气轮机的燃料流量，并且使第一电动机-发电机提供的电压增加。
本发明的上述和其他目的、特征和优点是用这样的方法获得的，即在包括驱动第一电动机-发电机的燃气轮机，驱动第二电动机-发电机的一个飞轮，以及可操作连接的用于选择驱动车轮或是被车轮驱动的第三牵引电动机-发电机的混合电动车动力机组中包括一个具有普通燃烧室的燃气轮机，在飞轮速度被降低到接近每分钟零转时起动燃气轮机，该方法包括以下步骤：
向利用电池工作在电动机操作模式下的第一电动机-发电机提供能量；以及
通过燃料控制阀门点燃提供给燃气轮机的燃料。
本发明的上述和其他目的、特征和优点是用这样的方法获得的，即在包括驱动第一电动机-发电机的燃气轮机，驱动第二电动机-发电机的一个飞轮，以及可操作连接的用于选择驱动车轮或是被车轮驱动的第三牵引电动机-发电机的混合电动车动力机组中包括一个具有需要预热的催化燃烧室的燃气轮机，在飞轮速度被降低到接近每分钟零转时起动燃气轮机，该方法包括以下步骤：
从电池向直流高压总线充电(charging)；
用通过高压供电而工作在电动机模式的第二电动机-发电机转动飞轮，从而把直流电流转换成储存的能量；以及
按照发电机操作模式操作第二电动机-发电机，从而提供一个适合驱动连接催化燃烧室的催化加热器的能量脉冲。
本发明的上述和其他目的、特征和优点是用这样的方法获得的，即在包括驱动第一电动机-发电机的燃气轮机，驱动第二电动机-发电机的一个飞轮，以及可操作连接的用于选择驱动车轮或是被车轮驱动的第三牵引电动机-发电机的混合电动车动力机组中提供一种动力机组的压缩制动(compressively braking)方法，该方法包括以下步骤：
在延长下坡(downhill)的降落期间选择操作第三电动机-发电机，使其工作在发电机操作模式；
停止向燃气轮机提供燃料的入口阀门上的燃料流；以及
按照电动机操作模式操作第一电动机-发电机，从而驱动燃气轮机，以便在下坡(downhill)的降落期间消耗能量。
本发明的上述和其他目的、特征和优点是用这样的方法获得的，即控制一个共享处理器控制系统，它响应加速踏板和制动踏板的操作，用于控制混合电动车动力机组的操作，并且包括驱动第一电动机-发电机的燃气轮机，驱动第二电动机-发电机的一个飞轮，以及可操作连接的第三牵引电动机-发电机，后者可以用于选择驱动车轮或是被车轮驱动，第一，第二和第三电动机-发电机各分别通过由单个控制器控制的各自的整流器-逆变器共同连接到一个高压总线上，该方法包括以下步骤：
操作加速踏板，在第三电动机-发电机中产生大体上瞬时增加的转矩，这样就会在总线上造成来自牵引电动机的负载，从而产生一个电压降；
响应于这一电压降飞轮电动机-发电机的功率输出开始增加，以便维持总线电压，这样就降低了飞轮轴的速度；以及
响应于降低的轴上速度使燃气轮机的速度成正比地增加，从而增加燃气轮机的燃料流量，以便使第一电动机-发电机提供的电压增加。
从以下对最佳实施例的说明中可以看出本发明的上述和其他目的、特征和优点。
最佳实施例是参照附图来描述的，其中相同的部件是用相同或相似的编号来表示的。
附图简要说明
图1表示按照本发明设置在混合/电动车前部的动力机组的部件配置总图；
图2是按照本发明的动力机组的高层次(high level)框图，用于说明共享控制系统的相互关系和操作方式；
图3是在图2的控制系统中采用的一个处理器的框图；
图4是可以有效地在图2的动力机组中使用的一例逆变器-整流器的电路示意图；
图5是电机控制环的一个高层次(high level)框图，用于说明图2所示的动力机组的控制和操作；
图6是本发明的动力机组控制系统的一个更详细的高层次(high level)框图，它有助于说明多重系统控制环的相互关系和位置；
图7表示相对于轴上转速变化的涡轮机功率(turbine power)和转矩特性的性能曲线；
图8a是一个高层次框图，用于说明本发明的控制系统中关于涡轮机速度控制的那一部分。
图8b表示了另一种涡轮机速度控制环；
图9a，9b，9c和9d分别表示按照本发明在加速期间的车速，飞轮径向速度，涡轮机径向速度，以及功率共享的特性曲线；
图10a，10b，10c和10d分别表示与图9a-9d类似的曲线，它们有助于说明停止和起动期间的系统性能；
图11a，11b，11c和11d分别表示与图9a-9d类似的曲线，它们有助于说明爬坡和下坡期间的系统性能；
图12是一个三相波形的示意图，它有助于说明图3中的控制器5的操作；以及
图13，14和15是图3中的PWM装置5d产生的输出电压V1至V6的定时图。
最佳实施例的说明
图1中的动力机组部件配置总图表示了一个燃气轮机1，飞轮2，牵引电动机3，12伏电池4，以及一个控制器5。处理器5包含了以下要详细说明的中央处理器，存储器，输入和输出单元。逆变器-整流器单元6包含控制电动机-发电机和电池的电源的高压电源电子开关元件。加速踏板7，制动踏板8以及选择杆9为驾驶员提供了控制系统的输入装置。分速器(differential)10和驱动轮11使动力机组部件构成整体。
燃气轮机1的型号最好采用NOMAC 24KW，在Robin Mackay为SAEIntemational Congress and Exposition，March，1994，撰写的名称为“ Development of a 24KW Gas Turbine Generator Set for Hybrid Vehicles”的SAE论文中描述了这种燃气轮机，该论文被作为本文的全面参考资料。该论文说明了一种具有单一运动部件的24KW涡轮发电机，即一个包含压缩机轮，涡轮机轮以及电动机-发电机转子的用气垫(air-beating)支撑的轴，它在最高涡轮机入口温度为1,500°F和96,000R PM的最大轴速度，即每秒10000弧度角时产生24千瓦的功率。电动机-发电机具有一个永磁体转子，用于为一个二极三相定子励磁。
飞轮2的型号最好采用在序号为08/148,361；08/181,038以及08/199,897的未决专利申请中描述的RosenMotors2KWH型，所述申请被作为本文的参考资料。飞轮2在完全储能时能储存2千瓦小时的能量，并且最好能提供120千瓦的脉冲功率。飞轮2的最高转子速度是76,394R PM，也就是每秒8,000弧度角，并且飞轮的静态速度是61,115R PM，也就是每秒6,400弧度角。装进飞轮2的电动机-发电机最好是一个二极三相的同步阻抗设备。
牵引电动机3最好是一个四极三相感应或同步阻抗电机，它应该能产生最大144千瓦的机械或电功率，而12伏电池4是一个普通的起动器电池，它被用于向车上的低压设备供电。
图2表示动力机组的机械和电子元件的结构。由牵引电动机提供给驱动轮的转矩取决于加速踏板7，制动踏板8和手动杆9的位置。手动杆9有五个位置：停车，倒车，空挡，前进和压缩制动。车对加速器位置的响应与具有自动传动(transmission)的普通车辆是类似的，只是更加平滑和快速。通过适当的编程显然可以使响应满足用户要求的性能。制动踏板8在其冲程的上半部通过反馈制动使车辆减速，而在其冲程的下半部通过摩擦制动器的啮合使车辆减速。反馈制动可以把车辆的动能储存在飞轮2中，而不是作为热量散发掉，从而改善了燃料的利用率。然而，制动的作用仅限于驱动轮。摩擦制动可以向所有车轮施加制动转矩，可供在需要紧急停止能力的个别状态下提供后备的制动能力。显然，由于摩擦制动并不频繁使用，摩擦制动器的磨损被大大降低了。
处理器5最好能作为驱动器控制的输入装置，并且能输入三个电动机-发电机的轴位置，涡轮机入口温度，电池4的12伏额定电压，以及最好工作在600伏的高电源电压高压总线12。处理器5产生的输出信号包括三个电动机-发电机各自的逆变器-整流器6b，6c和6d的独立的三相波形，用于调节12伏电池4的直流到直流(DC到DC)变换器6a的控制信号，以及燃料阀门1d的控制信号，该阀门调节燃料罐13到燃气轮机1的燃烧室1c的燃料流量。
图3表示一例处理器5，它包括高时钟速度中央处理单元5a即CPU，例如Motorola DSP56002，由一512K乘8的闪速存储器和128K乘24的随机存储器构成的存储体5b，包含16个12位转换器的模-数转换单元5c，包含12个双相调制器的脉宽调制单元5d，及一个位置编码器单元5e，用作与测量轴位置的装置1-3的各个传感器实现接口。采用该高速处理器5a的优点是可以用一个处理器按时分的方式产生所有三个电动机-发电机1-3的波形。
图4表示在单元6中包含的三个逆变器-整流器6b，6c和6d之一中的晶体管和二极管结构。用于这种高压大电流场合的最佳晶体管类型是绝缘栅双极晶体管或IGBT。有许多制造商可以提供商用的组件，它包含装在一个适当的散热器上的两个晶体管和两个续流(flyback)二极管，如标号14所示。每个逆变器-整流器的三相中的每一相需要一个这种组件。脉宽调制器5d在电动机操作模式下输出V1至V6，产生三相正弦输出Va，Vb，和Vc，并且在电动机-发电机的发电机操作模式下对三相信号整流，用于向B+，B-表示的高压总线充电。
图5表示处理器5，逆变器-整流器6和一个电动机-发电机之间的一种互连方式，用于在绕组中产生电流，采用电流反馈产生与轴上转速无关的标度系数(scale factor)，并且采用轴位置反馈来优化电流的相位。电流反馈通过模-数转换器5c进入处理器5，而通过霍尔效应探测器来检测的轴位置反馈则最好通过位置编码器5c进入处理器5。尽管三个电动机-发电机都具有相同的三相定子绕组，但是三者的转子最好采用不同的类型。因此，在三种应用的，即在三个不同的电动机-发电机之间，电流相对于各个轴位置的电流的相位稍有不同，这样就能优选各自的效率和转矩。实现这种优选电流控制的逻辑最好存储在存储器5b中，并且由CPU 5a来处理，以便产生提供给PWM 5d的输入信号。通过PWM5可以获得需要的六个高速开关信号V1至V6，以电动机-发电机3为例，这些信号用于产生各个电动机-发电机的逆变器-整流器6c中的波形。
图5更详细地说明了电流控制的实施。从线a和b中测量的电流Ia和Ib被输入到CPU 5a的变换矩阵，它把相差120度的三相ac信号转换成两相DC信号Id和Iq。从水平和正交(quadrature)电流Id*和Iq*的指令输入中减去反馈信号Id和Iq，并且把误差信号输入到整形功能电路和变换矩阵。输出信号Va*和Vb*作为正确定相和定标的信号输出，输入到脉宽调制器5d，后者的六个输出V1-V6控制着例如逆变器-整流器6c。轴角编码器(未示出)其提供在矩阵中使用的轴角信号Qr，用于执行其各自的变换。
PWM 5d的六个输出电压，即V1至V6的定时控制着各个逆变器-整流器6b，6c和6d的开关晶体管，产生如图12-15所示的三相波形。在图12中表示了三相波形a，b，和c，并且表示了它们的上升过零点T1，T2和T3的时间。图13表示了V1-V6的开关定时，它们在时间T1为波形c产生零伏，为波形a产生0.866Vmax，并为波形b产生-0.866Vmax。六个控制电压V1至V6中的每个高状态在对应的功率晶体管中各自产生ON状态，而低状态产生开关晶体管的OFF状态。在图14中可以看出时间T2时的控制电压，而图15表示了时间T3的控制电压。
对电动机或发电机的操作原理可以做以下的解释。定子中的电流可以被分成两个分量。一个分量在定子中产生与转子磁场具有相同方向的磁场。这一电流被称为水平(direct)分量Id。另一电流分量产生垂直于转子磁场的磁场，并被称为正交分量，即Iq。水平(direct)分量在转子中产生磁场，而正交分量则产生转矩。如果正交磁场指向电动机的转动方向，电机就会加速。这是因为旋转磁场在转子上产生的电压造成的反电势的结果。如果正交电流与反电势方向相同，产生的电流和电压就是正的，也就是向电机提供能量。如果正交电流是相反的方向，电机就会失去能量，从而使其变成了发电机。在这种情况下，转矩与转动方向相反，电机就会减速。无论如何，如果忽略任何电或机械的损失，电机失去的或是提供给电机的机械能量等于提供给电机的或是由电机产生的电能。
在图6的框图中表示了动力机组的整个控制系统，该系统由几个相互有关的控制环构成。每个反馈环包含一个传递函数F(s)，s是拉普拉斯算子，该函数的形式为1＋T1s/T2s。在图6的信号通路中用三角形代表的这一环节是由一个积分项和一个超前项(lead term)构成的，超前项的时间常数是根据各个环的理想瞬态响应范围来选择的。积分项的稳态误差最好为零，用超前项提供理想的稳定范围。
高压总线12通过逆变器-整流器连接所有的电动机-发电机，并且通过双向DC到DC变换器61连接12伏电池4，利用飞轮电动机-发电机2的控制电路的快速反馈将高压总线维持在600伏的额定电压。选择的600伏是普通电化学电池动力车辆中电压的二倍，从而减小了电流和逆变器-整流器6b，6c，和6d散发的热量。检测600伏的基准与实际总线电压Vb之间的差值，并且通过传递函数的计算来控制飞轮电动机-发电机的电流。以上参照图5说明的电流控制系统增加总线12上的电流，使总线电压增加，或是减少总线上的电流使总线电压下降。各个电流反馈环具有毫秒级(fewmilliseconds)的响应时间和零稳态误差，它们的这种作用可以有效地调节任何瞬态负载。随着向总线12提供能量或是从总线上获取能量，电动机-发电机的电流会使飞轮2加速或减速。飞轮的速度以及其能量或储存状态必须在飞轮的理想静态值附近受到独立的控制。这种功能是由涡轮机控制环实现的。
燃气轮机1通过其电动机-发电机提供车辆所需的平均功率。这种功率需求主要取决于驱动模式，也就是取决于是在市区(urban)还是公路(highway)上，但是也包括次要的负载例如空调。以下要详细说明从接近零到24KW范围之间的所有情况下提供的功率，但是长距离下坡时的压缩制动除外，在此情况下燃气轮机1需要吸收的功率最高可达24KW。涡轮机的控制包括涡轮机入口温度控制环和轴速度控制环。在入口温度达到其可允许的最高温度1500°F时，燃气轮机1的热效率最高。温度控制环的响应时间很短，只是其固有的环延迟，这样就能调节燃料控制阀1c，使实际温度Ti与1500°F之间的差为零，从而在各种轴速度下均维持这一最佳温度。
在恒定的入口温度下，燃气轮机的功率输出和转矩是轴速度的单调增加的函数。这一点如图7所示，在其中画出了NOMAC 24KW机器的曲线。在10KW的巡航(cruise)功率处，功率输出关于轴速度的曲线斜率大约是每秒每弧度角4瓦特，对应的转矩斜率Kt大约是每秒每弧度角3.75×10-4牛顿米。轴速度是通过调节各个电动机-发电机中的电流来控制的，从而提供理想的输出功率。从图6和图8a和8b中可以更清楚地看到，轴速度控制环可以把涡轮机轴速度ωt与指令值ωc之间的差减少到零。在这些图中表示了用Kt代表的正反馈路径，根据涡轮机轴速度推导涡轮机转矩Lt，用Ki表示的负反馈路径，每单位电流的电动机-发电机转矩Lm，以及提供给数字控制器输入端的涡轮机轴速度ωt的负反馈。这一环路通过整形函数F，即K1＋T1s/T2s来稳定，其中的K是具有每秒每弧度角安培数值的一个常数。表1列出的常数值导致用无衰减共振频率ω0表示的各个响应速度的临界衰减。
               表  1
    弧度角               K    安培
 ω0-—————  T1-秒  ——-————
      秒                 T2 弧度角
    1            2.5        .0125
    2            1.125      .050
    3.16         0.68       .125
值得注意的是，I＝7.5×10-4Kg m2，KT＝3.75×10-4nm/rad/sec，Ki＝6.0×10-2nm/amp，并且F(s)＝K(1＋T1s)/T2s。
在正常驱动期间，燃气轮机1轴速度的指令值是与飞轮轴速度ωf和轴速度的静态值ωq之差成比例的整数。这一输入的响应时间应该较长，以便使燃气轮机1跟随平均功率而不是瞬态的功率需求。两个反馈环的这种组合可以使涡轮电动机-发电机按照可能涡轮机的最高效率满足车辆的平均功率需求。
牵引电动机3由三个驱动器输入来控制，即用于选择前进，倒车或压缩制动的手动杆9，加速踏板7，以及制动踏板8。然后由所述的电流控制逻辑产生适当幅值和符号的电机电流即转矩。
正常驱动期间的动作过程如下。响应加速踏板7的操作(depression)，向牵引电动机3提供电流，使其立即产生转矩，通过固定的减速齿轮和分速器10传到驱动轮11上，使车辆加速。电流的瞬间泄漏造成总线12的电压降低，使飞轮发电机2向总线增加电流，以便重新建立和维持600伏的电压，而飞轮发电机2的转速降低。因此，这种起动即车辆加速的能量是由飞轮2提供的。涡轮机速度控制环响应降低的飞轮速度，使燃气轮机1加速。增加的气流瞬时通过涡轮机使其冷却，促使涡轮机入口温度控制环增加燃料流速，以便把燃气轮机1的入口温度保持和恢复到预定的值。
与惯用的内燃机中从压下踏板到燃料流流动的直接路径不同，这种方式是响应加速器7的动作(depression)按照间接的顺序增加燃料流速。通过燃料流速的增加而增加的涡轮机功率以及其较高的轴速度促使燃气轮机1发电机增加提供给总线12的功率，使总线电压升高。飞轮速度控制环响应增加的飞轮速度，使飞轮恢复到接近飞轮轴速的静态值ωq。
在图9a，9b，9c，和9d中表示了飞轮2和燃气轮机1的轴速度和它们提供的功率在从静止达到60MPH的加速期间并在此后保持60MPH巡航速度时经历的过程。这些图综合地显示出飞轮2在开始加速时提供了大部分功率，而恒速巡航期间的全部驱动功率是由燃气轮机1提供的，并且还表示了恢复飞轮2所需要的全部功率。在本例中，涡轮机初始轴速度的空载值是每秒2500弧度角。在图10a，10b，10c，和10d中表示的刹车和起动循环的起始状态也选择了这一速度。后一个例子表示了加速和制动期间在飞轮2与车辆之间的能量交换，由于车的平均速度很低，燃气轮机1提供的功率相对较少。在两个例子中，燃气轮机1很快地使飞轮2恢复。显然，比较慢的响应特性可以使涡轮机的速度保持在其平均值附近。
通过图6所示的轴速度控制环输入开关Si可以为燃气轮机1选择两个附加的轴速度操作模式。在起动过程中采用相对低的编程速度ωs，以便安全，平滑地起动。反之，在下述的压缩制动模式中，轴速度是由制动踏板的位置来确定的，用ωb表示。
尽管发电反馈和摩擦制动的组合可以满足一般的驱动条件和紧急制动，但是，长距离下坡坡度的制动要求可能会超过制动能力。当内燃机车辆处在这种条件下时，是采用换挡(downshifting)在发动机中产生高压损失，以防摩擦制动力降低。这一控制系统提供了一种模拟过程，把车辆的机械能转换成涡轮机气流中的热能。在最初最好用手动杆9选择压缩制动模式。这样会使燃气轮机的燃料流速恢复到空载流速FI，并且使燃气轮机1的速度控制环调节到由制动踏板的位置所确定的高速度，也就是说，越是减低制动，涡轮机的轴速度ωt越高，这样会增加转动涡轮机轴所需要的电动机功率，从而增加了工作在发电机模式下的牵引电动机-发电机3的制动转矩。这种操作方式在响应制动踏板8减压时可以获得平滑连续的下坡制动控制效果。
在图11a，11b，11c，和11d中例举的曲线表示了这种模式的应用，图中表示了在爬坡和下坡时使用的功率发生和吸收情况。当车辆开始爬上6％坡度的坡时，燃气轮机1提供其24KW的最大功率，并且加上飞轮2提供的5KW功率。合成的29KW功率足以用牵引电动机3维持60MPH的速度。连续驱动十分钟后到达坡顶，然后开始长距离减速下坡。
在下坡的前5.5分钟期间，反馈制动使飞轮2恢复到其静态值ωq。然后在剩下的4.5分钟下坡过程中采用压缩制动。在这一段操作期间，响应制动踏板8的减压，涡轮机的速度控制产生每秒7500弧度角的涡轮机1速度。随着燃料被节流回到空载状态，燃气轮机1吸收操作在发电机模拟的牵引电动机-发电机3产生的能量，从而减少了摩擦制动的磨损。
用来向大多数车辆5的普通低压负载供电的12伏电池4由一个DC到DC变换器6a从600伏总线上充电，通过对其脉宽调制器5d起作用的逻辑来控制变换器6a。在允许飞轮2减速的情况下，也就是长期储存而没有再充电的情况下，可以用12伏电池4起动燃气轮机1。燃气轮机1可以使用两种燃烧室。对普通的燃烧室来说，涡轮机所需的起动功率很低，用600伏总线充电的12伏电池4就足以直接起动燃气轮机1。然后，燃气轮机1经过其正常的起动过程，然后就可以使飞轮2恢复到其静态值。
如果使用催化燃烧室，为了起动燃烧过程，需要在几秒钟内激励燃烧室1c内的一个大功率加热器1e。尽管由于时间很短，起动过程需要的能量很小，其功率需求仍超过了电池4的容量。因此，起动过程必须分两步完成。首先，电池4使飞轮2充电到其容量的大约十分之一。飞轮2的容量最好比足够的功率容量大，以便提供燃气轮机1的起动功率，后者再把飞轮2充电到其静态值ωq。12伏电池4不能直接使飞轮充电到其静态值，因为其能量相对较低。
在所有这些驱动状态下，除了选择压缩制动之外，仅需要来自普通脚踏板的驱动输入。在所有操作模式下，控制系统自动地控制飞轮2，燃气轮机1，以及牵引电动机-发电机3。
各个电动机-发电机连接到燃气轮机1，飞轮2和车辆的从动轮，它们按照完全不同的速度操作。所有电动机-发电机都是三相电机，必须用具有适当频率和电压并且没有额外谐波的波形供电。另外，向车上的低压负载供电的12伏电池4必须具备用于充放电的DC到DC变换器。这些波形最好是合成在单一的高速时分信号处理器5中。统一用6表示的大功率逆变器-整流器中的晶体管和二极管最好采用公用的风冷(air cooled)机箱。
由燃气轮机1驱动的电动机-发电机向车辆提供所需的平均功率。燃气轮机1的控制是采用速度和温度反馈环，响应速度和入口温度，该温度对应燃气轮机1在特定功率需求下的最高效率。飞轮电动机-发电机2利用快速反馈电路把公共总线电压控制在其额定值。通过燃气轮机1的电动机-发电机提供给总线的功率进行相对较慢的调节，把飞轮2控制在静态速度ωq。加速踏板7控制牵引电动机3传递到从动轮11上的转矩。制动踏板8控制牵引电动机3和摩擦制动器产生的制动转矩的量值。五位置选择杆9在停车，倒车，空挡，前进及压缩制动之间进行选择。后一种模式包括用电力高速驱动燃气轮机1，使燃料入口阀1c处于空载位置，在长距离下坡时，势能的损失超过了飞轮2能吸收的容量和摩擦制动消耗的容量，此时就需要散发能量。
使用燃气轮机驱动的电动机-发电机1来满足相对低的平均功率需求，用飞轮驱动的电动机-发电机2来满足电动车的大功率需求，这样获得的动力机组的性能远远超过了目前普通的内燃机机械传动的动力机组。对燃烧效率，污染，加速能力以及可靠性都具有实质性的改进。然而，由于各种电子控制电路需要执行的功能比较多，这些控制功能必须用降低成本的方式来实现，以便使这种新式系统具有价格竞争力。
本领域的技术人员根据所述内容和提示显然可以实现其他的变更和修改。例如，显然可以用存储在控制器5的存储器5b中的数值来产生涡轮机1，飞轮2和牵引电动机3的操作特性。在存储器5b中可以存储很多操作特性，从而使用户能选择符合用户的性格和能力的某种操作特性。

Claims (12)

1、一种共享处理器控制系统，用于响应加速踏板和制动踏板的操作，控制混合电动车动力机组的操作，并且包括驱动第一电动机-发电机的燃气轮机，驱动第二电动机-发电机的一个飞轮，以及可操作连接的第三牵引电动机-发电机，后者可以用于选择驱动车轮或是被车轮驱动，所述第一，第二和第三电动机-发电机各分别通过由单个控制器控制的各自的整流器-逆变器共同连接到一个高压总线上，所述控制系统其特征是：所说加速踏板的操作产生施加到一个输出轴上的基本上瞬时的转矩，在所述总线上造成来自所说牵引电动机的按比例增加的负载，从而产生一个电压降，所说电压降使所说飞轮电动机-发电机的功率输出开始增加，以便维持所说总线电压，从而降低飞轮轴的速度，所说降低的轴上速度使所说燃气轮机的速度成正比地增加，从而增加燃气轮机的燃料流量，并且使所说第一电动机-发电机提供的电压增加。
2、按照权利要求1的共享处理器控制系统，其特征是，所说控制器接收选定的一个预定起动速度信号，和一个响应所说制动踏板的位置而产生的可变的压缩制动控制信号。
3、按照权利要求2的共享处理器控制系统，其特征是，所说控制器接收响应所说制动踏板的位置而产生的压缩制动控制信号，用于产生一个涡轮机控制信号，以便调节有关的燃气轮机的速度。
4、按照权利要求1的共享处理器控制系统，其特征是，有一个电池通过一个DC到DC变换器被电连接到高压总线上。
5、按照权利要求1的共享处理器控制系统，其特征是，所说控制器构成了控制所说飞轮电动机-发电机的高速反馈环的一部分，并且构成了控制所说涡轮电动机-发电机的低速反馈环的一部分，其中与所说高速反馈环有关的第一延迟时间小于与所述低速反馈环有关的第二延迟时间。
6、按照权利要求1的共享处理器控制系统，其特征是，在各个所说第一，第二和第三电动机-发电机与各自的逆变器-整流器之间提供的电流是按照有关的控制信号来控制的，这种控制信号表示各个电动机-发电机、逆变器-整流器对之间的电流流动。
7、按照权利要求1的共享处理器控制系统，其特征是，所说控制器包括一个按照时分方式控制所说逆变器-整流器的脉宽调制器。
8、按照权利要求1的共享处理器控制系统，其特征是，所说控制器包括用于确定所说燃气轮机和所述飞轮的轴位置的装置，从而控制提供给所说各个电动机-发电机的三相交变电压的相位。
9、一种燃气轮机的起动方法，在包括驱动第一电动机-发电机的燃气轮机，驱动第二电动机-发电机的一个飞轮，以及可操作连接的用于选择驱动车轮或是被车轮驱动的第三牵引电动机-发电机的混合电动车动力机组中包括具有普通燃烧室的燃气轮机，在飞轮速度被降低到接近每分钟零转时起动燃气轮机，该方法包括以下步骤：
向工作在电动机操作模式下的所说第一电动机-发电机提供能量；以及
通过燃料控制阀门点燃提供给燃气轮机的燃料。
10、-种燃气轮机的起动方法，在包括驱动第一电动机-发电机的燃气轮机，驱动第二电动机-发电机的一个飞轮，以及可操作连接的用于选择驱动车轮或是被车轮驱动的第三牵引电动机-发电机的混合电动车动力机组中包括具有需要预热的催化燃烧室的燃气轮机，在飞轮速度被降低到接近每分钟零转时起动燃气轮机，该方法包括以下步骤：
从电池向直流高压总线充电；
用通过所述高压供电而工作在电动机模式的第二电动机-发电机转动所述飞轮，从而把所述直流电流转换成储存的能量；以及
按照发电机操作模式操作所述第二电动机-发电机，从而提供一个适合驱动连接所述催化燃烧室的催化加热器的能量脉冲。
11、一种混合电动车动力机组的压缩制动方法，该机组包括驱动第一电动机-发电机的燃气轮机，驱动第二电动机-发电机的一个飞轮，以及可操作连接的用于选择驱动车轮或是被车轮驱动的第三牵引电动机-发电机，所说方法包括以下步骤：
在延长的下坡期间选择操作所述第三电动机-发电机，使其工作在发电机操作模式；
停止向所述燃气轮机提供燃料的入口阀门上的燃料流；以及
按照电动机操作模式操作所述第一电动机-发电机，从而驱动所述燃气轮机，以便在下坡期间消耗能量。
12、控制一个共享处理器控制系统的方法，该系统响应加速踏板和制动踏板的操作，用于控制混合电动车动力机组的操作，并且包括驱动第一电动机-发电机的燃气轮机，驱动第二电动机-发电机的一个飞轮，以及可操作连接的第三牵引电动机-发电机，后者可以用于选择驱动车轮或是被车轮驱动，第一，第二和第三电动机-发电机分别通过由单个控制器控制的各自的整流器-逆变器共同连接到一个高压总线上，所说方法包括以下步骤：
操作加速踏板，在总线上产生来自牵引电动机的增加的负载，从而产生一个电压降；
响应这一电压降使飞轮电动机-发电机的功率输出开始增加，以便维持总线电压，从而降低了飞轮轴的速度；以及
响应降低的轴上速度使燃气轮机的速度成正比地增加，从而增加燃气轮机的燃料流量，以便使第一电动机-发电机提供的电压增加。
CN95193939A 1994-05-18 1995-05-15 电动车动力机组的控制 Pending CN1151806A (zh)

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