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CN104024025A - 混合动力集成管理系统 - Google Patents

混合动力集成管理系统 Download PDF

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Publication number
CN104024025A
CN104024025A CN201280062465.9A CN201280062465A CN104024025A CN 104024025 A CN104024025 A CN 104024025A CN 201280062465 A CN201280062465 A CN 201280062465A CN 104024025 A CN104024025 A CN 104024025A
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CN
China
Prior art keywords
power
load
supercapacitor
power source
demand
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Pending
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CN201280062465.9A
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English (en)
Inventor
威奈·敦龙基蒂曼
朱英华
诺姆·莫滕森
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AMT Srl
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AMT Srl
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L1/00—Supplying electric power to auxiliary equipment of vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/40—Electric propulsion with power supplied within the vehicle using propulsion power supplied by capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/52—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells characterised by DC-motors
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    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
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    • B60L50/62—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles charged by low-power generators primarily intended to support the batteries, e.g. range extenders
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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Automation & Control Theory (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

拥有控制器(22)的动力接口(14)分别与超级电容(16)、动力源(18)以及负荷(20)相连接，控制器(22)用于管理动力接口(14)并监控超级电容(16)、动力源(18)以及所连接负荷(20)的需求水平。动力接口(14)对连接负荷(20)的需求水平做出反应，选择性地在超级电容(16)和动力源(18)之间切换，即在峰值需求时由超级电容(16)提供动力，而在平稳需求时由动力源(18)提供动力。

Description

混合动力集成管理系统
相关申请
本申请要求在2011年10月18号递交的申请号为61/548,713以及标题为“混合动力集成管理系统”的美国临时申请的优先权，该临时申请通过引用的方式将全部内容并入本申请中。
背景技术
CSX火车消耗一加仑柴油能将一吨的货物运送400多英里，燃料效率为400英里/加仑/吨(mpg/吨)，这是以平均一年的燃料消耗、货物数量和运行距离进行计算而得出。柴油电动机火车的柴油机驱动发电机，发电机的输出给牵引电机提供动力，发动机和车轮之间没有机械连接。同时，火车也采用了从制动中获得能量的设计。
传统技术使用内燃机来驱动汽车，挂车，发电机或类似物的车辆发动机和消耗电机，该内燃机空转时需要电机来运行。当不需要时，空转时切断发动机来大幅减少能量损失的用于消耗电机的发动机很少。这些装置有一定的局限性且没有广泛使用。
美国专利6,876,098和7,456,509教导了响应操作者对动力输出的需要的方式操作混合车辆的方法，同时最大限度地提高发动机效率以及使车辆驾驶性能的中断最小化，包括当不需要时发动机选择性地关闭的实施例。美国专利申请2010/0116574教导了一种HEV的超级电容的有成本效益的装置，在HEV中多个超级电容并联设置。美国专利7,831,343教导了一种效率优化的混合操作策略，该策略包括用于合并再生制动，最优的燃料电池，或包括超级电容作为能源的电能存储系统的算法。
公开号为2010/0116574的美国专利申请教导了一种车辆以及车辆的控制方法，该方法尝试平衡车辆的充电放电动力需要。美国专利7,533,745教导了一种动力传输方法和用于电动车的装置，电动车包括热发动机和至少一个电机，装置包括用于存储热发动机的未使用能量的超级电容，该能量之后用作动力。公开号为2002/0080523的美国专利申请描述了一种用于降低混合电动车的排放的沉默操作模式。
类似领域有相似的技术。公开号为2010/0145562的美国专利申请展示了一种当不需要时或期望时，停止-启动控制重型混合电能车辆的发动机的操作方法，减少了车辆中的燃料和/或燃烧。公开号为2008/0021602的美国专利申请教导了一种电驱动轨道推进车辆及方法。公开号为2011/0094808的美国专利申请展示了利用车载能量存储系统减少采矿运输卡车的高峰需要。公开号为2011/0094841的美国专利申请展示了基于电车的电动采矿运输卡车的回注减速能量的系统和方法。公开号为2005/0080523的美国专利申请展示了一种用于降低混合电动车的排放的安静操作模式。
发明内容
本发明使用具有PHIMS动力接口的混合动力管理系统(PHIMS)给汽车，全地形车(ATV)，摩托车，挂车和发电机应用带来燃料效率来提供同等或更好的燃料效率。本设计将与混合柴油电动机车类似的原理应用于具有额外的电脑控制器PHIMS的汽车和其他消耗内燃机技术的领域。
PHIMS(12)具有与超级电容(16)，动力源(18)以及负荷(20)连接的动力接口(14)；控制器(22)，用于管理动力接口(14)并监控超级电容(16)、动力源(18)以及连接的负荷(20)的需求。动力接口(12)响应连接的负荷(20)所需的水平，选择性地在超级电容(16)和动力源(18)之间，和负荷(20)之间切换，使得超级电容(16)在峰值需要时提供动力而动力源(18)在平稳需要时提供动力。
具有快速充电和放电能量存储的PHIMS(12)动力接口(14)可使用超级电容(16)给消耗应用提供与400mpg/吨的柴油电动机车相同的燃料效率。例如，总重量为1吨，2000磅的汽车具有400mpg或更好的燃料里程。另一个优点是可以使用更小的发动机，需要更少的自动或手动变速箱。
这一原理可以应用于我们的日常用电领域。。家庭平均需要2-3KWH，可通过使用具有4KW的发电机的较小的天然气内燃机，结合本发明的不同的实施例的计算机控制器PHIMS，PHIMS动力接口和快速充电能量存储，如超级电容或机械势能存储。结合本发明的不同的实施例，天然气发电机可提供电力给家庭或电源线/传输系统不能达到的区域。
另一方面，本发明的可选实施例的混合动力集成管理系统没有来自电源线/传输系统的能量浪费。
PHIMS仅用于根据要求启动/停止发动机，或将商用电力重新连接或将过剩能量存储到快速临时存储设备，如超级电容或机械势能存储。可以获取发电机的发动机的热量来重新用于加热水或家庭取暖。
我们利用由内燃机产生的电的现有方式产生70％-90％的浪费。通过在局部能量生产中集成PHIMS和PHIMS动力接口，可以根据需要提供能量来再生，存储和产生热量用于家庭或其他众所周知的使用。
汽车中的传统内燃机需要或要求一些最低运行来最初建立足够的扭矩来移动车辆，特别是数秒内如45至60秒从0达到60英里/小时(MPH)；较大尺寸的发动机能够在更短的时间来提供更好的性能来实现所需的在45至60秒从0达到60MPH的速度，但是能量浪费是最大的。采用本发明，由于来自作为快速能量存储的超级电容(16)的额外动力，加速到60MPH时仅需数秒钟。通过分配高达40马力(HP)的双动力，1吨的汽车可使用20HP的发动机以60或70MPH巡航，将会有多余的动力来快速回充给超级电容(16)。当车辆从静止移动或加速，超级电容(16)将提供动力给电机(24)。之后发动机(28)切换电力发电机到多余动力来对超级电容(16)进行充电。在减速，停止，或待机过程中发动机(28)可完全关闭以节省燃料。根据本发明，当车辆进行刹车时，发动机可关闭以及刹车的再生动力可通过PHIMS(12)回充给超级电容。
通过进一步查阅下面的附图和说明，本发明的这些方面以及其他方面将会变得显而易见。
附图说明
实施例的新颖特征的描述已在附上的权利要求中特别提出；；但是结合以下的描述和附图，可以很好地了解与本发明的结构和方法相关的实施例。
图1是本发明的一个实施例的对象图，该对象图展示了任何类型的采用发动机(28)和电机(24)来转动轮轴(26)的装置的一般设置，包括所有类型的汽车，工业机械，以及采矿车辆，合并有混合动力集成管理系统(12)。
图2是本发明一个实施例的对象图，该对象图展示了包括具有发电机(30)和电池(29)的内燃机(28)和电机控制器(22)的汽车的设置。
图3展示了用于具有自动变速箱(T)，用于旋转轮轴(26)的电机(24)的车辆的传统内燃机(28)。
图4A展示了图3的传统柴油机车辆(没有PHIMS)和使用图2中的发明(具有PHIMS)的具有同样尺寸/重量的车辆的计算的马力(HP)对时间的燃料消耗曲线图的对比。
图4B展示了在估计的正常的驾驶环境下，速度单位为MPH时在没有PHIMS的150HP的发动机(现有技术)中和在具有本发明的PHIMS的30HP发动机匹配同样的速度所需的动力的比较。
图4C展示了在估计的快速加速条件下，速度单位为MPH时在没有PHIMS的150HP的发动力(现有技术)中和在具有本发明的PHIMS的30HP发动机匹配同样的速度所需的动力的比较。
图5展示了本发明计算的时间对速度的动力要求。
图6是显示城市/高速公路驾驶条件下先前技术汽车的传统能量消耗的对象图；第一个百分比表示计算的城市能量消耗和第二个百分比表示计算的高速公路能量消耗。
图7为本发明一个实施例的对象图，该对象图展示了具有替代能源例如发电机(30)和住宅电力(48)的任何类型的装置的一般设置。
图8为本发明的用于住宅和商业环境的实施例的对象图。
图9为本发明和传统发电机的功率对时间的预计功率消耗的比较。
附图中相似的标号至始至终表示对应的特征。
具体实施方式
如图1和图2所示，PHIMS控制器(22)和PHIMS动力接口(14)和至少一个超级电容(16)一起构成了PHIMS(12)。当没有给负荷(20)如电机(24)提供动力的需要出现时，PHIMS控制器(22)关闭动力源(18)如内燃机(ICE)(28)。而当需要动力或超级电容(16)能量耗尽需要再充时，PHIMS控制器(22)通过启动电池(29)重新启动发动机(28)。当发动机(28)打开时，可交替地对超级电容(16)进行充电。当发动机(28)关闭时，所有的配件和设备由超级电容器(16)或其他存储设备如电池(34)运行。
本发明描述了单个的超级电容(16)，但是可用多个超级电容(16)替换单个超级电容(16)或所需的任何数量的超级电容。而且，动力源(18)、负荷(20)及电池也可以是单个或多个。例如，一个电池可由多个电池替换。电机(24)、轮轴(26)、控制器、发电机(30)、限幅转换器(32)、AC/DC转换器(35)等等也是如此。
图1是本发明的一个实施例的对象图，该对象图展示了任何类型的采用发动机(28)和电机(24)来转动轮轴(26)的装置的一般设置，包括所有类型的汽车，工业机械，以及采矿车辆，合并有混合动力集成管理系统(12)。混合动力集成管理系统(12)，或者这里称为PHIMS(12)，对动力需要和用于动力源(18)的能量资源进行实时控制。在图1的例子中，由电机(24)驱动的轮轴(26)的转速由PHIMS(12)控制器(22)实时监控，PHIMS(12)控制器(22)切换图2所示的动力接口(14)，来选择性地通过超级电容(16)或动力源(18)给电机(24)提供动力。可以使用多个超级电容或动力源，但是，为简单起见本发明只是解释一个超电容器，以及，在图1和图2中，单个动力源(18)描述成具有发电机(30)的内燃机(28)。电池(29)也可以用于启动内燃机(28)。
图2展示了本发明一个实施例的更具体的对象图，该对象图展示了包括具有发电机(30)和电池(29)的内燃机(28)和用于确定驾驶者(D)的动力需要的电机控制器(22)的汽车的设置。PHIMS控制器(22)监控用于驾驶者(D)的加速需要的电机控制器(22)并切换PHIMS动力接口(14)来使超级电容(16)能够提供相应加速度以在需要期间给电机(24)提供动力用于增加轮轴(26)的转速，或给电机(24)提供动力直到超级电容(16)放电。PHIMS(22)监控超级电容(16)、内燃机(28)以及电机控制器(22)，在进行滑行速度(恒功率消耗)或当超级电容(16)能量耗尽时切换到内燃机(28)。图2中，虚线表示PHIMS控制器(22)的监控信号以及实线表示动力连接。粗线表示PHIMS装置(12)，PHIMS装置(12)可设置在单个腔体中(未示出)。当设备滑行或没有主动动力需要时，发动机，发电机，电池或其他动力源关闭。根据需要，如使用纯电动车辆，且电源是电池时，超级电容(16)至少在开始处理负荷的动力需求，直到重新打开或切换到动力源。虽然负载(20)通常用于指定能量损失，以及动力源(18)描述为能源。
PHIMS(12)具有与超级电容(16)、动力源(18)以及负荷(20)连接的动力接口(14)，具有控制器(22)，用于管理动力接口(14)以及监控超级电容(16)，动力源(18)以及连接的负荷(20)的需求。动力接口(12)对所连接负荷(20)的需求水平做出反应，而选择性地在超级电容(16)和动力源(18)之间切换，即在峰值需求时由超级电容(16)提供动力，而在平稳需求时由动力源(18)提供动力。
图3展示了用于具有自动变速箱(T)，用于旋转轮轴(26)的电机(24)的车辆的传统内燃机(28)。当需要更多动力时，内燃机(28)的输出增加。图4A到4C描绘了期望的具有PHIMS和不具有PHIMS的车辆的功率效率之间的比较。图4A展示了图3的传统柴油机车辆(没有PHIMS)和使用图2中的发明(具有PHIMS)的具有同样尺寸/重量的车辆的计算的马力(HP)对时间的燃料消耗曲线图的对比。图4B和4C描绘了没有PHIMS传统的150HP的发动机和具有PHIMS的30HP的发动机之间的不同。预期的结果展示了30HP的发动机需要的动力大大低于传统的150HP的发动机预期的量。
参照图4A的曲线图，可以证明对能量消耗的预期的影响。当刹车时，随着汽车减慢电机重新产生电力给到超级电容。当车辆需要加速，超级电容作为电机的助力器。在可替代的设计中，柴油机的尺寸可比标准柴油机减少超过1/3的尺寸但是仍然保持同样的性能。参见表1，如图4B和C所示的任何内燃机可以获得类似的结果。内燃机的尺寸可减少1/3至1/5马力，但是在加速过程中仍然通过PHIMS控制器和PHIMS动力接口从超级电容/能量存储设备提供有效的爆发力。参见表3和4。
每加仑柴油在发动机中燃烧产生的能量等于40.65kw-hr
能量转换1kw/s＝737.27ft-lb/s或0.140英里-lb/s
柴油势能的(P)＝40.65kw-hr每加仑(kw-hr/g)
             ＝737.27*40.65*.0.140
       P     ＝20433.46mile-lb
汽车滚动摩擦系数(CRF)＝0.01
移动1吨的力(F)＝2000lb.*0.01＝F＝20lbs
柴油机效率＝46％
车轮转换效率＝80％
总效率e＝46％*80％＝36.8％＝0.368
      P＝F*D(distance)
      D＝P*e/F＝(20433.46*0.368)/20
1加仑柴油的能量因此能够将1吨重的汽车移动376mpg/吨。根据CSX2007年的燃料效率报告，他们的火车获得2530亿吨的货物并消耗56900万加仑柴油(#2)。CSX火车系统效率为253E9/569E6，每吨货物的平均燃料效率为445mpg。同样见表1.
当CRF等于0.01时(机车路轨的CRF为0.001-0.06)，1加仑的柴油能够将1吨的汽车移动376英里。柴油电动机车具有很大的燃料里程的原因是慢移动，平均25-40mph，由于较少的交通停靠。汽车在马路或高速公路上行驶，经常需要比铁路机车系统更频繁地减速，停止，启动，加速。
为了使卡车的燃料里程等于或高于柴油-电力机车，我们需要考虑传统内燃机设计和具有本发明的PHIMS的柴油电力卡车的区别。通过关断汽车中的发动机，节约的燃料可以大幅增加。具有常开的150HP的发动机的内燃机在空转过程中使用发动机百分百的动力，以及使用150HP的全部，以及为了以75MPH的速度行驶，2000磅的车需要150HP的全部，以及给车轮的动力产生百分之六的传输损耗。
图5显示了本发明对于所需的动力(MPH)的优点。柴油-电力汽车可具有柴油-电力发动机，采用计算机控制器(PHIMS控制器)来启动和停止，减速，和加速，以及再生刹车动力。超级电容可用于对临时能量存储进行快速充电-放电。用于相同的里程或动力消耗的合成引擎大小可以是传统引擎的百分之十二。以75MPH行驶的2000磅的车辆仅需要6-10HP，发动机需要的实际的HP是6/0.550＝10～10/.055＝18HP。在这样的条件下给轮轴的动力的电动机会有为95％的效率。见表2
图6是显示城市/高速公路驾驶条件下先前技术汽车的传统能量损失的对象图；第一个百分比表示计算的城市能量消耗和第二个百分比表示计算的高速公路能量消耗。如图中所见的，传统的汽车在待机，空转，恒速过程中具有很多的能量损耗，汽车仅在加速过程中需要能量。传统内燃机产生的62％-69％的发动机动力白白损失，占据了传统发动机产生的动力的大部分。
本发明的另一种可选的实施例如图7所示。通过获取LP发动机燃烧产生的热损失(通常为70％)或其他家庭能源，包括发电机，绿色能源发电机，汽油发电机，等等，本发明可用于监控家庭，露营，商业或其他产生动力的场所中的动力。传输线在传输过程中产生大量的电力浪费，而且传输线系统产生能量/热量损耗(由于阻抗)到环境中。采用PHIMS系统，传统设计的替代能够传送NG发动机燃烧产生的能量的近90％。见表5和6的分别使用小负荷和小/重负荷的发电机数据。
图7为本发明一个实施例的对象图，该对象图展示了具有替代能源例如发电机(30)和住宅电力(48)的任何类型的装置的一般设置。为使用住宅低功率消耗(36)，PHIMS(12)与超级电容(16)连接，而超级电容(16)又跟与电池(34)连接的限幅转换器(32)连接来处理低功率消耗负荷(36)如LED灯等等。AC/DC转换器(35)可用于给低功率消耗负荷(36)提供120AC电流。PHIMS也与动力源(18)连接，动力源可以是传统发电机，绿色能源(太阳能、风能、水能等)，多个电池，电池等等。动力源(18)可选地可以是或包括大功率电源(48)如传统的传输电路提供的电源。PHIMS(12)也与高功率消耗(220)连接，以从发电机(30)，高功率电源(48)提供动力，或从超级电容(16)提供动力用于瞬态高功率需要。超级电容(16)由电源(18)进行再充并用于维持负荷电池(34)的电荷，负荷电池(34)给低功率消耗负荷(36)提供动力。
图8为一个更详细的例子，展示了用于住宅和商业环境中的对象图。在这种用法下，PHIMS(12)具有PHIMS控制器(22)，PHIMS动力接口，至少一个超级电容(16)，但是更可能是一排的多个超级电容(16)。
图9为本发明和传统发电机的功率(KW)对时间(t)的预计功率消耗的比较。设备使用时传统发电机(30)一直在运行。发电机(30)提供恒定的动力输出。
本发明的例子包括提供动力给电动地下采矿车辆来延长其电池寿命，从而矿工在地下的整个时间段电池能够维持。
另一个例子是玩具车，该玩具车可使用两个超级电容进行加速和一个电池用于恒速。
一个例子是家庭应用，在家庭应用中应急发电机用于家里。这些条件下的传统的发电机在它们开启的整个时间都在运行。通常需要低动力损耗负荷来激励灯等等。在高动力需要期间，多余的动力回充给超级电容，然后当发电机关闭时，超级电容能够回充电池。可选的高能源为天然气，或其他绿色能源。
另一个例子是越野ATV，在该越野ATV中在加速期间由一小排超级电容辅助内燃机。表2描述了汽车的例子。
表1关于汽车的计算(见图5MPH对P的曲线图)
表2赛恩的例子
表三州际高速公路驾驶
表4城市或市中心驾驶
表5小负荷发电机
表6具有重型和小负荷的家庭使用
用天然气自发电1百万BTU＝$17.00
公众电力293kWh＝1百万BTU＝$44.00单价0.1383
每kWh
节约率＝44/172.588235
应当理解的是，本发明不限于上面描述的实施例，而是包括权利要求范围内的所有实施例。

Claims (20)

1.一种混合动力集成管理系统(12)，包括：
动力接口(14)：分别与超级电容(16)、动力源(18)以及负荷(20)连接；
控制器(22)：用于管理动力接口(14)并监控超级电容(16)、动力源(18)以及所连接负荷(20)的需求；
其中动力接口(12)对所连接负荷(20)的需求水平做出反应，选择性地在超级电容(16)和动力源(18)之间切换，即在峰值需求时由超级电容(16)提供动力，而在平稳需求时由动力源(18)提供动力。
2.如权利要求1所述的混合动力集成管理系统，其中：
负荷(20)为具有速度控制器(22)、电机(24)和轮轴(26)的装置；
动力源(18)为具有发电机(30)的内燃机(28)或
其组合。
3.如权利要求1所述的混合动力集成管理系统，还包括：
限流器(32)，与超级电容(16)连接，与负荷(20)连接。
4.如权利要求3所述的混合动力集成管理系统，还包括：
与超级电容(16)连接的负荷电池(34)，以及低功率负荷(36)。
5.如权利要求1所述的混合动力集成管理系统，其中：
负荷(20)从住宅负荷或商业负荷(220)中选择，住宅负荷或商业负荷包括：
至少一个发电机(转换)(30)，与至少一个断路箱(40)连接，为住宅或商业能量需求提供高能量负荷(42)；
低能量负荷(120)，与负荷电池(34)连接为低能量需求提供低能量负荷(36)；
多余能量负荷(320)，该多余能量负荷利用废弃能量回收系统(46)来将产生的多余能量提供给电网(48)以让电网(48)中的其他装置使用。
6.如权利要求1所述的混合动力集成管理系统，其中：
动力源(18)为发电机(30)，发电机(30)与内燃机(28)连接，内燃机(28)具有用于启动该内燃机(28)的电池(29)。
7.一种具有混合动力集成管理系统(12)的动力源(10)，包括：
内燃机(28)，与发电机(30)连接，发电机(30)连接到混合动力集成管理系统(12)，混合动力集成管理系统(12)具有与超级电容(16)及负荷(20)相连接的动力接口(14)；
控制器(22)，用于管理动力接口(14)并监控超级电容(16)、动力源(18)以及与动力接口(12)连接的负荷(20)的需求；
其中动力接口(12)对所连接负荷(20)的需求水平做出反应，选择性地在超级电容(16)和动力源(18)之间切换，即在峰值需求时由超级电容(16)提供动力，而在平稳需求时由动力源(18)提供动力。
8.如权利要求7所述的动力源，其中：
负荷(20)为具有速度控制器(22)、电机(24)和轮轴(26)的装置。
9.如权利要求7所述的动力源，还包括：
限流器(32)，与超级电容(16)连接，与负荷(20)连接。
10.如权利要求9所述的动力源，还包括：
与超级电容(16)及低功率负荷(36)连接的负荷电池(34)。
11.如权利要求7所述的动力源，其中：
负荷是从住宅负荷(20)或商业负荷(220)中选择，住宅负荷或商业负荷包括：
至少一个发电机(转换)(30)，与至少一个断路箱(40)连接，为住宅或商业能量需求提供高能量负荷(42)；
低能量负荷(120)，与负荷电池(34)连接为低能量需求提供低能量负荷(36)；
多余能量负荷(320)，该多余能量负荷利用废弃能量回收系统(46)来将产生的多余能量提供给电网(48)以让电网(48)中的其他装置使用。
12.如权利要求7或11所述的动力源，还包括：
用于启动该内燃机(28)的启动电池(29)；
AC/DC转换器，为低能量负荷(36)提供AC电流；
限流器(32)，用于控制能量从超级电容(16)流到负荷电池(34)。
13.一种用于混合动力集成管理系统(12)的控制系统，包括：
控制器(22)，通信于：
动力接口(14)，动力接口(12)对所连接负荷(20)的需求水平做出反应，选择性地在超级电容(16)和动力源(18)之间切换，即在峰值需求时由超级电容(16)提供动力，而在平稳需求时由动力源(18)提供动力；
动力源(18)；
至少一个超级电容(16)以监控其中的电荷；以及
至少一个负荷控制器(22)用于控制负荷(20)的需求。
14.如权利要求13所述的控制系统，还包括：
至少一个负荷控制器(28)用于实时监控至少一个动力源(18)的能量需求。
15.如权利要求13所述的控制系统，其中：
动力源(18)为电池(29)，内燃发电机(30)，或两者的组合。
16.如权利要求14所述的控制系统，其中：
负荷(20)选自电机(24)，电池(34)，电机转换(38)，废弃能量回收系统(46)，或其组合。
17.一种操作混合动力集成管理系统的方法，包括：
提供混合动力集成管理系统，与超级电容(16)、动力源(18)以及负荷(20)连接的动力接口(14)；用于管理动力接口(14)并监控超级电容(16)、动力源(18)以及连接负荷(20)需求水平的控制器(22)；其中动力接口(12)对所连接负荷(20)的需求水平做出反应，而选择性地在超级电容(16)和动力源(18)之间切换，即在峰值需求时由超级电容(16)提供动力，而在平稳需求时由动力源(18)提供动力；其中控制器(22)通信于：
动力接口(14)，动力接口(14)，动力接口(14)对负荷(20)所需的动力水平以及对每一超级电容(16)再充电或维持充电做出反应，而在至少一个超级电容(16)和至少一个动力源(18)之间切换来给至少一个负荷(20)提供动力。；
动力源(18)；
至少一个超级电容(16)以监控其中的电荷；以及
至少一个用于控制负荷(20)需求的负荷控制器(22)；
通过监控负荷需求来确定能量所需的水平；
在瞬态高功率负荷时将动力接口(14)切换到超级电容(16)；
在低功率或滑行功率负荷时将动力接口(14)切换到动力源(18)；以及
切换动力接口(14)来用动力源(18)对超级电容(16)进行再充。
18.操作混合动力集成管理系统(12)的方法，还包括：
实行切换来用负荷电池(34)对超级电容(16)进行再充。
19.操作混合动力集成管理系统(12)的方法，还包括：
实行切换来用超级电容(16)对电池(34/29)进行再充。
20.操作混合动力集成管理系统(12)的方法，还包括：
实行切换以获取轮轴驱动装置(26)中制动产生的能量。
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