CZ201050A3 - Circuit arrangement of electric power management system in a vehicle and method of managing such system - Google Patents

Abstract

Vehicle Energy Management System (VEMS) wiring consists of an internal combustion engine (1) that is connected via a transmission with a clutch (3) and a transmission (5a) to the main generator (6a) that is connected with a first power line (20a) with a first converter (6b), which is further connected by a fifth power line (22), on the other hand, with a sixth voltage converter (8) which is further connected to the energy container (9) via a sixth power line ( 22a) and, on the other hand, a bidirectional voltage converter (10) and a seventh power line - an onboard network (23) to the accumulator (11), wherein its control module (100) is connected via a double-sided communication bus (70a) to the conversion unit (101) ) of a signal which is connected via a communication bus (70b) to a vehicle status evaluation unit (102) of the control module (100). The vehicle inlets (50) are connected to, on the one hand, the evaluation unit (102) and second to the conversion unit (101), to which a bi-directional bus (70c) and outputs (60) are further connected. An auxiliary generator (7a) connected via a third power line (21a) to the third converter (7b) is connected to the fifth power line (22) via the third converter (7b). The auxiliary generator (7a) is mechanically coupled to a turbine (7aa) which is arranged in the bypass line of the turbocharger (2a) or the turbine (7aa) which is arranged in the exhaust line (1a) of the internal combustion engine (1). Further, the invention relates to a method for controlling a vehicle electrical power management system.

Description

Field of technology

The invention relates to the connection of a vehicle energy management system (VEMS), consisting of an alternator connected via a first power line to a first voltage converter, which is further connected via a second power line, on the one hand to the energy storage and on the other hand. to the second voltage converter and further via the on-board network to the battery.

Furthermore, the V.E.M.S. control method, which is represented by a hierarchical state machine, in which the vehicle enters the individual states, which are represented by means of individual state diagrams.

State of the art

At present, when developing new cars, maximum attention is paid to meeting emission limits (amount of CO2 produced per kilometer driven). The reduction can be achieved both by design modifications of the internal combustion engines, reduction of vehicle weight, and reduction of electricity consumption during the engine running outside its optimal speed range. However, against this trend, the requirements for the vehicle's on-board distribution network are constantly increasing. With the increasing equipment of vehicles (automatic air conditioning, heated seats, heated windshields, mirrors, actuators, safety systems, etc.) there is a significant increase in electricity consumption. Modern vehicles are equipped with alternators with high efficiency (up to 80%) and use two power distribution circuits with different voltage values (12V / 24V / 48V). Switching to a higher voltage brings a number of benefits associated with reducing the weight of components (starter, alternator, pumps) and reducing the weight of power cabling. Unfortunately, even these modifications do not prevent high energy consumption from the alternator during the vehicle's starting from rest after the vehicle has started, during the vehicle's acceleration and during steady driving. At present, electrical energy is produced only by converting the chemical energy of the fuel through combustion in the internal combustion engine into mechanical energy, which is further transformed through the alternator into electrical energy. The power taken by the internal combustion engine through the alternator will subsequently be reflected in the increased specific consumption of the internal combustion engine and thus in direct proportion to the values of CO ₂ produced. A partial solution is to use a combination of an internal combustion engine and an electric motor, the so-called hybrid drive. But even cars with hybrid drive face two limiting factors, firstly: the battery - a structural element with a slow charging cycle, a large weight, a large volume for installation, and secondly: the weight of the entire system (at a level of about 200 kg). Thanks to these factors, these vehicles are economical especially when driving with often long deceleration - driving around the city, but in them _; The main disadvantage is driving in highway mode, where there is an increase in consumption due to the greater weight of the vehicle and recharging the battery, especially from the internal combustion engine (gasoline). Electric cars offer a complete solution to the problem of exhalation and consumption. However, their use is limited by battery technology. Due to the weight, method of charging, price and environmental impact of batteries, it is not possible today to achieve a technical solution with comparable parameters to a conventional drive.

In addition to deceleration, the source of energy in cars with internal combustion engines is exhaust gases. Today's cars do not make full use of the energy contained in the exhaust gases. The energy used at this time is only a small part used to drive the blower to compress the air in the intake manifold on turbocharged vehicles. The remaining large amount of energy leaves the exhaust pipe into the atmosphere.

The essence of the invention

The object of the invention is to propose a new arrangement of an in-vehicle electrical energy management system (VEMS) and a method of controlling it in order to reduce the specific fuel consumption and thus the CO ₂ emissions produced. The electrical management of the vehicle connects and controls the following mechanical-electrical components of the vehicle: turbo or turbocharger connected to the internal combustion engine to which the actuator is connected, then the intelligent alternator (described in patent application number: PV (286-2009), electric motor (booster), electronic air conditioning and electrical energy storage (supercapacitors, or batteries).

The above-mentioned shortcomings are addressed by the connection of a vehicle energy management system (VEMS) consisting of an internal combustion engine which is connected via a clutch transmission and a transmission to a main generator which is connected to a first power line with a first inverter. , which is further connected by means of a fifth power line, on the one hand to the sixth voltage converter, which is further connected to the energy store via the sixth power line and on the other hand to the bidirectional voltage converter and on the seventh power line - on-board network to the battery, its control module being connected via a two-way communication bus to the signal conversion unit, which is connected via the communication bus to the vehicle status evaluation unit of the control module, the vehicle inputs being connected to the evaluation unit and the conversion unit to which the bidirectional bus and outputs are further connected, whose essence lies in the fact that it has further to the fifth force in An auxiliary generator connected via a third power line to this third converter is connected via a third converter, the auxiliary generator being mechanically connected to a turbine which is arranged in the bypass line of the turbocharger or to a turbine which is arranged in the exhaust line of the internal combustion engine.

To reduce the consumption of the internal combustion engine, it is advantageous if a fifth converter is connected to the fifth power line, further connected to an electric motor mechanically connected to the air conditioning compressor.

To improve the acceleration of the internal combustion engine and reduce its emissions in transient modes, it is advantageous if a main electric motor connected to the second power line is connected to the fifth power line via a second converter, the main engine being further connected via a transmission and a transmission. with clutch to internal combustion engine.

To reduce the consumption of the internal combustion engine and reduce emissions, it is advantageous if a main electric motor connected to the second power converter is connected to the fifth power line via a second converter, the main motor being further connected via a transmission and a clutch transmission to the combustion engine. engine.

In order to reduce the weight and simplify the installation of the motor and the generator in the engine compartment, it is advantageous if the main electric motor forms an integral part of the main generator and the second converter forms an integral part of the first converter.

To improve the dynamics of the turbocharger, it is advantageous if an auxiliary electric motor connected to the fourth power line is connected to the fifth power line via the fourth converter, the auxiliary electric motor being mechanically connected to the turbocharger shaft.

To reduce the consumption of the internal combustion engine, it is advantageous if an auxiliary electric motor connected to this fourth converter is connected to the fifth power line via a fourth regulator, where the auxiliary electric motor is mechanically connected to the turbocharger shaft.

To reduce the weight and simplify the installation of the motor and generator in the engine compartment, it is advantageous if the auxiliary electric motor forms an integral part of the auxiliary generator and the fourth converter forms an integral part of the third converter.

For the efficient implementation of the control module, it is advantageous if the vehicle condition evaluation units and the signal conversion unit are integral parts thereof.

For the purposes of V.E.M.S. It is advantageous if its control module, which is connected via a communication bus to a signal conversion unit, the outputs of which are connected to the individual wiring blocks, the signal conversion unit is further connected to the vehicle condition evaluation unit via a communication interface, the vehicle inputs being connected to the vehicle condition evaluation unit and to the signal conversion unit, to which a bidirectional bus is preferably further connected.

For easier implementation of control algorithms into the V.E.M.S. It is advantageous if the vehicle condition evaluation unit has a first output connected to the input of the first voltage converter and a second output connected to the input of the third voltage converter and the third output connected to the input of the sixth power storage converter, where the fourth output is connected to the input of the bidirectional voltage converter. , the fifth output is connected to the input of the correct gear ratio setting module, the sixth output is connected to the input of the fifth electronic air conditioning converter, the conversion unit having its first input and • 4 · · · 4 4 *. ·. · 5 ·:: : · :::

······ ** A 4 444 444 44 the second input is connected to the battery outputs, while the third input and the fourth input are connected to the power storage outputs, (eg supercapacitors or batteries), and the fifth input is connected to the speed sensor of the main generator, the sixth input is connected to the speed sensor of the transmission with speed change at the clutch connection, the seventh input is connected to the speed sensor of the internal combustion engine and the eighth input is connected to the speed sensor of the turbocharger, while its ninth input is connected to the temperature engine sensor, the tenth input is connected to the accelerator pedal position sensor and its eleventh input is connected to the vehicle brake system pressure sensor, its twelfth input to the clutch pedal position sensor, the thirteenth input is connected to the forced energy storage input from the engine generator, the fourteenth input is connected to the gearshift sensor, the fifteenth input is connected to the vehicle starter closing sensor, while the conversion unit has one To control the entire system, the control module is further connected via the communication and diagnostic bus to the vehicle control unit (this connection is not shown in the drawings).

This involves the involvement of the VEMS in-vehicle electrical energy management system, which makes better use of the energy of the vehicle as a whole. Thanks to the combination of exhaust gas extraction and deceleration and its logical distribution between the electronic air conditioning, the main electric motor (booster), the auxiliary electric motor (faster turbocharger start-up) and the vehicle's on-board power supply, a significant reduction in fuel consumption and thus CO2 emissions is achieved. system weight up to 25kg. The basic philosophy of the VEMS system is to use the internal combustion engine only to drive the vehicle, other peripherals in the vehicle to drive electricity produced from other sources. This is related to: electronic air conditioning - air conditioning driven by an electric motor, electricity for driving the electric motor is produced from other sources (deceleration and exhaust gases) and not as currently from the internal combustion engine (increase fuel consumption during air conditioning operation). This is an important element of the whole, significantly reducing CO ₂ emissions and fuel consumption.

In addition to reusing braking energy, the way to reduce consumption and CO _{2 production} is to use the energy contained in the exhaust gases. Exhaust gases contain about 50 to 80% of the energy produced by the internal combustion engine, which is currently not fully utilized and released into the atmosphere. In this area, our proposed solution allows the use, in the case of internal combustion engines equipped with a turbocharger, excess energy in the exhaust gases to produce electricity or the application of only a turbo on the exhaust pipe of an internal combustion engine used only for electricity production.

A method of controlling an in-vehicle electrical energy management system, the control module 100 being in the initial state ZAPAL_OFF_1, in which state all components are switched off, thus preventing the energy storage 9 from being discharged by the battery 11 or active electrical appliances 23 with the ignition off, after which the system switches from the ZAPAL_OFF_1 state to the ZAPALON2 state with the ignition on condition, the system remains in this state if one of the two conditions with the subsequent order priority is not met

1) Ignition OFF, the system returns to the default state of ZAPAL_OFF_1

2) Starter activated, then the system goes to START_MOTOR_3 state in ZAPAL_ON_2 state, the system charges energy storage 9 with current acceptable for the current state of accumulator H, after which the system goes to START_MOTOR_3 state under the condition of energy storage 9 charging and starter activation, if in During the charging process of the energy storage device 9, the voltage of the accumulator 11 drops below the permissible limit or the ignition is switched off. one of three conditions with priority in the following order

.) ignition off, the system then returns to the default state ZAPAL_OFF_1, 2.) the starter is switched off and engine 1 is not running, the system returns to the state ZAPAL ON 2 3.) the starter is switched off and engine 1 is running, then the system goes to the state

COLD_MOTOR4.

in the state of COLD_MOTOR_4, the energy storage 9 is connected and disconnected in a controlled manner.

This condition is terminated under the following conditions:

.) by switching off the ignition, the system returns to the default state ZAPAL_OFF_1,

.) reaching the required operating temperatures for the engine 1 and other necessary aggregates affecting the operation of the engine 1, provided that the engine is moving in the range of idling speed, the control then goes to the IDLE_5 state.

.) reaching the required operating temperatures for the engine 1 and other necessary aggregates affecting the operation of the engine 1, provided that the engine is moving outside the idle speed range, the control then switches to the STABLEDOWN state7

In the V0LN0BĚH_5 state, the system controls the functions of the electronic air conditioning 13, the main electric motor 6c, and the electronic air conditioning 13 is controlled by the system with respect to minimizing the load of the internal combustion engine 1, but provided the preset temperature is maintained. The main electric motor is controlled to minimize mechanical losses.

Idle status completed:

.) by switching off the ignition, the system returns to the default state ZAPAL_0FF_1,

.) vehicle acceleration, when the system enters the ACCELERATION_6 state.

In the ACCELERATION state 6, the system operates the electronic air conditioning 13, the auxiliary generator 7a, the auxiliary electric motor 7c, the main generator 6a and the main electric motor 6c so as to make maximum use of the pre-accumulated energy in the tank 9 and the accumulator 11. internal combustion engine dynamics by means of an auxiliary electric motor 7c.

. ·. · 8 *::: · ::: «·· **« «« · · ··· * · · * ·

Acceleration status completed:

.) by moving the vehicle to steady state, the system returns to the state

STABLEDOWN7

.) deceleration of the vehicle, when the system enters the state DECELERACE_8 ..

In the STAINED_GROUND_7 state, the system controls the electronic air conditioning

13, the auxiliary generator 7a and the main generator 6a, so as to meet the operator's requirements for the preset temperature and at the same time ensure minimum energy consumption from the internal combustion engine 1 by pumping electricity produced from the auxiliary generator 7a and the main generator 6a accumulated in the electricity storage 9 and the accumulator 11 .

Steady state is completed:

.) vehicle acceleration, when the system enters the ACCELERATION state6,

.) vehicle deceleration, when the system enters the DECELERATION_8 state.

In the DECELERATION state 8, the system controls the electronic air conditioning 13, the auxiliary generator 7a and the main generator 6a, so as to ensure maximum use of the braking energy by using it for the electronic air conditioning 13, recharging the onboard battery 11 and especially the electrical energy storage 9.

Deceleration status completed:

.) the transition of the vehicle to steady driving, when the steering returns to the state

STABLE7,

.) vehicle acceleration, when the device enters the ACCELERATION state 6. i i

Overview of figures in the drawings

The invention will be further elucidated with the aid of the drawings, in which Fig. 1 shows a block diagram of a VEMS and its connection to an internal combustion engine in a basic embodiment, Fig. 2 shows a block diagram of a VEMS vehicle and its connection to an internal combustion engine in a preferred embodiment; in preferred embodiment 2, Fig. 4 shows a block diagram in preferred embodiment 3, Fig. 5 shows a block diagram in preferred embodiment 4, Fig. 6 shows a block diagram in preferred embodiment 5, Fig. 7 shows a block diagram in preferred embodiment 6, Figs. Fig. 8 shows a block diagram in a preferred embodiment 7, Fig. 9 shows a view of the top layer of a state machine, Fig. 9a shows a state diagram of a hierarchical state in the ZAPAL_ON_2 mode, Fig. 9b shows a state diagram of a hierarchical state in the START_MOTOR_3 mode, Fig. 9c shows a state diagram the hierarchical state diagram in the cold_MOTOR_4 mode, fig. 9d shows the state diagram of the hierarchical state in the IDLE5 mode, fig. Fig. 9e shows a state diagram of the hierarchical state in the ACCELERATION_6 mode, Fig. 9f shows a state diagram of the hierarchical state in the STILL_DOWN_7 mode, and Fig. 9g shows a state diagram of the hierarchical state in the DECELERATION_8 mode.

Examples of embodiments of the invention

The involvement of a system using the energy generated by the movement of a vehicle for its subsequent use in the propulsion system and to power the on-board electrical system in order to reduce CO2 emissions, especially for motor vehicles, will be clarified, but not limited, in the following examples.

A general embodiment of the V.E.M.S. system circuit is shown in Fig. 1. The circuit consists of a mechanical part I, an electrical part H and a control system NI, these units being interconnected, as will now be described.

The mechanical part] comprises, on the one hand an internal combustion engine 1 with an exhaust pipe 1a, with a turbocharger 2, with an exhaust gas bypass pipe 2a and a turbine 7aa, connected via a transmission to a clutch 3 and a driven axle 4 and a belt, chain or gear transmission 5a which is connected in a known manner directly to the crankshaft of the engine 1 or via a transmission with a clutch 3 to the crankshaft of the engine 1.

• · · · · · * · e * · ♦ · · · · · ·. ·, · Ιο ·::: · ::: ···· ♦ · * · ·· «V *» ·· · ·

The electrical part II consists of a main generator 6a mechanically connected to the first transmission 5a by means of a belt, chain or gear transmission, with the possibility of continuously changing the transmission ratio by means of a speed-adjusting transmission 12. The main generator 6a is further connected via a first power line 20a to a first converter 6b, which is further connected via a fifth power line 22, via a sixth converter 8 to an energy storage 9, such as a supercapacitor or battery via a sixth power line 22a. to the bidirectional voltage converter 10 and further via the seventh power line 23 (on-board network) to the accumulator 11 and further via this seventh power line 23 to the other appliances of the on-board network. A third converter 7b is further connected to the fifth power line 22, which is further connected to the turbocharger auxiliary generator 7a via a third power line 21a which is mechanically connected to the turbine 7aa in the turbocharger 2 bypass line 2a or the exhaust system line 1a.

The control system III forms a control module 100 which is connected via a communication bus 70a to a signal conversion unit 101, the outputs 60 of which are connected to the individual wiring blocks. the vehicle inputs 50 are connected, on the one hand, to the vehicle condition evaluation unit 102 and, on the other hand, to the signal conversion unit 101, to which a bidirectional bus 70c is further preferably connected.

The connection of the inputs 50 and outputs 60 to the signal conversion unit 101 and the vehicle status evaluation unit 102 is parallel or serial, depending on the design of the control system III, and preferably a CAN-Bus, RS485 or other industry standard interface can be used. The control system III can operate completely autonomously (independent of the vehicle control system) or can be connected to the vehicle control unit via the bidirectional bus 70c.

The wiring function of the vehicle power system shown in Fig. 1 is as follows. To make it easier to understand the individual components, their function will be described and then the function of the circuit as a whole will be described. The function of the first converter 6b and the third converter 7b is to convert the alternating electric current from the main generator 6a and the auxiliary generator 7a to direct current with the possibility of disconnection from the fifth power line 22. The function of the double-sided voltage converter 10 is

perform bidirectional conversion of electric current with the possibility of disconnection from the seventh power line 23. The function of the sixth energy storage converter 8 is to control the disconnection of the energy storage 9 when it is not to be replenished via the fifth power line 22. The function of the vehicle condition evaluation unit 102 is to evaluate the current vehicle status. (the vehicle stands, accelerates, decelerates, moves evenly, and further evaluates the current state of the engine) from the vehicle input signals 50. The function of the signal conversion unit 101 is to convert the vehicle's electrical input signals (e.g., engine speed, engine temperature, accelerator pedal position, etc.) into a digital form suitable for the control module 100, which unit also serves to connect to the vehicle control and diagnostic bus. Further, the signal conversion unit 101 is for controlling the outputs 60 based on the control signals provided by the control module 100. The function of the control module 100 is to evaluate input signals from the signal conversion unit 101 and the vehicle condition evaluation unit 102 and subsequently generate control signals via the bus. 70a are transmitted to the signal conversion unit 101. The function of the circuit as a whole is described by means of the V.E.M.S.

The first variant arrangement of the system using the energy generated by the movement of the vehicle for its subsequent use in the propulsion system and for powering the electrical on-board network in order to reduce CO ₂ emissions is shown in Fig. 2.

The mechanical part I comprises, on the one hand, an internal combustion engine 1 with an exhaust pipe 1a, a turbocharger 2, a bypass pipe 2a of the turbocharger and a turbine 7aa, which is connected by a transmission to the clutch 3 and the driven axle 4 and a belt or chain or gear a device 5a which is connected in a known manner directly to the crankshaft of the engine 1 or by means of a transmission device with a clutch 3 to the crankshaft of the engine 1

The electrical part II consists of a main generator 6a mechanically connected to the first transmission device 5a by means of a belt, chain or gear transmission, and which is then further connected via a first power line 20a to a first converter 6b, which is further connected via a fifth power line 22. a sixth energy storage converter 8 to an electrical energy storage device 9, which may be, for example, a supercapacitor or a battery via a sixth power line 22a, to a bidirectional voltage converter 10, to which an on-board network is connected via a seventh power line 23 and further via a seventh power line 23. power line 23 and other appliances connected in on-board network 23. A third converter 7b is further connected to the fifth power line 22, which is further connected to the auxiliary generator of the turbocharger 7a mechanically connected to the turbine 7aa via a third power line 21a which is mechanically connected to the turbine. 7aa arranged in the exhaust bypass pipe 2a of the turbocharger 2 or in the po exhaust system pipe 1a. A third electric motor 13a of the electronic air conditioning is further connected to the fifth power line 22 via a fifth converter 13b, which is further connected in a known manner to the air conditioning compressor (not shown in the figure).

The control system III forms a control module 100, an integral part of which is on the one hand a signal conversion unit 101 to which the inputs 50 are connected and on the other hand a vehicle condition evaluation unit 102 to which the outputs 60 are connected. Where the vehicle condition evaluation unit 102 has a first output 60a connected to the input of the first converter 6b and a second output 60c is connected to the input of the third converter 7b and the third output 60f is connected to the input of the sixth converter 8. input of the double-sided voltage converter 10, the fifth output 60h is connected to the input of the correct gear ratio setting module 12 of the transmission device 5a, the sixth output 60e is connected to the input of the fifth electronic air conditioning converter 13b. Further, the signal conversion unit 101 has its first input 50a and second input 50b connected to the outputs of the accumulator 11, while the third input 50c and the fourth input 50d are connected to the outputs of the power storage 9 (e.g. supercapacitors or batteries), and the fifth input 50e is attached ελ * f \ c oiniiicivxi υιαυυη. ι 11 ca v ι 11; io yciidciiviu vq, oooiy νοιυμ% / vi jc pi ipv / jd ir \ o οι ι ιι i ica ^ i transmission speed with speed change at the coupling with clutch (node 5a and 3), the seventh input 50g is connected to internal combustion engine speed sensor 1 and eighth input 50h is connected to turbocharger speed sensor 2, while engine temperature sensor 1 is connected to its ninth input 50i, tenth input 50j is connected to accelerator pedal position sensor and its eleventh input 50k is connected to sensor pressure in the vehicle's brake system, its twelfth input 501 to the clutch pedal position sensor, the thirteenth input 50m is connected to the forced energy storage input from the main generator 6a, the fourteenth input 50n is connected to the gear sensor, the fifteenth input 50o is connected to the engagement sensor vehicle starter. Furthermore, the signal conversion unit 101 has its sixteenth input 50p connected to the ambient temperature sensor, its seventeenth input 50q connected to the on-board network consumption sensor. In the drawings, this connection is not shown).

The function of the V.E.M.S..vehicle shown in Fig. 2 is as follows. The function of the individual components of the circuit is the same as in the circuit described in Fig. 1 except that the signal conversion unit 101 and the vehicle condition evaluation unit 102 are an integral part of the control module 100. a mechanical connection to the internal combustion engine 1 and the power of which can be continuously controlled or can be stopped completely by the regulator 13b, the block 13c being the existing control part of the air conditioner.

A second variant arrangement of the system using the energy generated by the movement of the vehicle for its subsequent use in the propulsion system and for powering the electrical on-board network in order to reduce CO2 emissions is shown in Fig. 3.

The mechanical part I comprises, on the one hand an internal combustion engine 1 with an exhaust pipe 1a, with a turbocharger 2, an exhaust bypass pipe 2a and a turbine 7aa, the internal combustion engine 1 is connected by a transmission to a clutch 3 and a driven axle 4 and a transmission 5a for the main generator and 5b and for the main electric motor, with the possibility of changing the speed (but these are not necessary), which are connected in a known manner directly to the crankshaft 1 or via a transmission with a clutch 3 to the crankshaft 1.

The electrical part Π consists of a main generator 6a mechanically connected to a belt, chain or gear transmission 5a and then via a first power line 20a connected to a first converter 6b, which is further connected via a fifth power line 22, via a sixth converter 8 to its own magazine. 9 electric power (e.g. battery or super-capacitor) through the sixth power lead 22a, then through a bi-directional voltage converter 10 and the seventh power line β * ··· ·· · · ·. · '~ · · ^· ·· onboard network for accumulator 11 and further via this seventh power line 23 to the other appliances connected to the on-board network. A second converter 6d is further connected to the fifth power line 22, which is connected via a second power line 20b to a main electric motor 6c, which is mechanically connected via a belt, chain or gear transmission 5b to the clutch 3 of the motor I. The fifth power line 22 is further connected a third converter 7b, which is further connected to the auxiliary generator of the turbocharger 7a mechanically connected to the turbine 7aa via the third power line 21a, and which is further mechanically connected to the turbine 7aa arranged in the turbocharger exhaust bypass line 2a or in the exhaust system line 1a.

The control system III forms a control module 100 which is connected via a communication bus 70a to a signal conversion unit 101, the outputs 60 of which are connected to the individual wiring blocks. the vehicle inputs 50 are connected, on the one hand, to the vehicle condition evaluation unit 102 and, on the other hand, to the signal conversion unit 101, to which a bidirectional bus 70c is further preferably connected.

The connection of the inputs 50 and outputs 60 to the signal conversion unit 101 and the vehicle condition evaluation unit 102 is parallel or serial, depending on the design of the control system III, and preferably CAN-Bus, RS485 or another industry standard. The control system IN can operate completely autonomously (independent of the vehicle control system) or can be connected to the vehicle control unit via the bidirectional bus 70c.

The wiring function of the vehicle power system shown in Fig. 3 is as follows. To make it easier to understand the individual components, their function will be described and then the function of the circuit as a whole will be described. The function of the first converter 6b and the third converter 7b is to convert AC current to DC with the possibility of disconnecting from the fifth power line 22. The function of the double voltage converter 10 is to perform bidirectional conversion of the electric current with the possibility of disconnecting from the seventh power line 23. The function of the second converter 6d is to convert direct current to alternating current with the possibility of disconnection from the fifth power line 22 with suitable regulation for the main electric motor 6c. Features

15 / _e / · ^: · „·.:. The sixth converter 8 is a controlled disconnection of the energy storage 9 at a time when it is not to be replenished via the sixth power line 22. The function of the vehicle condition evaluation unit 102 is to evaluate the current vehicle status. engine status) from the vehicle input signals 50. The function of the signal conversion unit 101 is to convert the vehicle's electrical input signals (e.g., engine speed, engine temperature, accelerator pedal position, etc.) into a digital form suitable for the control module 100, which unit also serves to connect to the vehicle control and diagnostic bus. Further, the signal conversion unit 101 is for controlling the outputs 60 based on the control signals provided by the control module 100. The function of the control module 100 is to evaluate input signals from the signal conversion unit 101 and the vehicle condition evaluation unit 102 and subsequently generate control signals via the bus. 70a are transmitted to the signal conversion unit 101. The function of the connection as a whole is described through the VEMS control method.

A third variant arrangement of the system using the energy generated by the movement of the vehicle for its subsequent use in the propulsion system and to power the electrical on-board network in order to reduce CO2 emissions is shown in Fig. 4.

The mechanical part I comprises, on the one hand, an internal combustion engine 1 with an exhaust pipe 1a, a turbocharger 2, a turbocharger exhaust bypass pipe 2a and a turbine 7aa connected by a transmission to the clutch 3 and the driven axle 4 and a belt, chain and / or gear transmission 5a and 5b, with the possibility of changing the speed through a speed-changing gear 12 (but these are not necessary), which are connected in a known manner directly to the engine crankshaft or via a clutch gear 3 to the engine crankshaft 1.

The electrical part II consists of a main generator 6a mechanically connected to a belt, chain and / or gear transmission 5a and further connected via a first power line 20a to a first converter 6b, which is further connected via a fifth power line 22 to the sixth energy storage converter 8. and through it to its own electrical energy storage device 9, for example a supercapacitor or a battery via a sixth power line 22a, on the one hand to a bidirectional voltage converter. this seventh power line 23 to the other appliances connected via the seventh power line 23 of the on-board network. A second converter 6d is further connected to the fifth power line 22, which via the second power line 20b is connected to the main electric motor 6c, which is mechanically connected via a belt, chain and / or gear transmission 5b to the clutch transmission 3 or directly to the internal combustion engine. 1. A third converter 7b is further connected to the fifth power line 22, which is further connected to the auxiliary generator 7a of the turbocharger mechanically connected to the turbine 7aa via the third power line 21a. which is further mechanically connected to the turbine 7aa in the exhaust bypass line 2a of the turbocharger or in the exhaust system line 1a. A fifth converter 13b is further connected to the fifth power line 22. which is further connected to the electric air conditioning motor 13a, which is further connected in a known manner to the air conditioning compressor.

The control system III comprises a control module 100, an integral part of which is a signal conversion unit 101 to which the inputs 50 are connected and also a vehicle condition evaluation unit 102 to which the outputs 60 are connected. a second output 60b to the input of the second converter 6d, a third output 60c is connected to the input of the third converter 7b and a fourth output 60d is connected to the input of the fourth converter 7d, then a fifth output 60f is connected to the input of the sixth converter 8. 60g is connected to the input of the double-sided voltage converter 10, the seventh output 60h is connected to the input of the correct gear ratio setting module 12 of the transmission 5a, the eighth output 60e is connected to the input of the fifth electronic air conditioning converter 13b. Further, the signal conversion unit 101 has a first input 50a and a second input 50b connected to the outputs of the accumulator 11, while the third input 50c and the fourth input 50d are connected to the outputs of the power storage 9 (e.g. supercapacitors or batteries), and the fifth input 50e is connected. to the speed sensor of the generator 6a, the sixth input 50f is connected to the speed sensor of the transmission with speed change at the junction with the transmission with the clutch 3, the seventh input 50g is connected to the speed sensor of the internal combustion engine 1 and the eighth input 50h is connected to the speed sensor of the turbo or turbocharger 2, while the engine temperature sensor 1 is connected to its ninth input 50i, the tenth input 50j is connected to the accelerator pedal position sensor and its

17 / / ·· ·.:. The eleventh input 50k is connected to the pressure sensor in the vehicle's brake system, its twelfth input 501 to the clutch pedal position sensor, the thirteenth input 50m is connected to the forced energy storage input from the main generator 6a, the fourteenth input 50n is connected to gearshift sensor, the fifteenth input 50o is connected to the vehicle starter closing sensor. Furthermore, the control module 100 has its sixteenth input 50p connected to the ambient temperature sensor, its seventeenth input 50q connected to the on-board network consumption sensor. this connection is not shown).

The function of V.E.M.S., the vehicle shown in Fig. 4 is as follows. The function of the individual components of the circuit is the same as in the circuit described in Fig. 3, except that the signal conversion unit 101 and the vehicle condition evaluation unit 102 are an integral part of the control module 100. a mechanical connection to the internal combustion engine 1 and whose power can be continuously controlled or can be stopped completely by means of the regulator 13b. block 13c is the existing air conditioning control unit.

A fourth variant arrangement of the system using the energy generated by the movement of the vehicle for its subsequent use in the propulsion system and for powering the electrical on-board network in order to reduce CO2 emissions is shown in Fig. 5.

The mechanical part I comprises, on the one hand, an internal combustion engine 1 with an exhaust pipe 1a with a turbocharger 2, a bypass pipe 2a of the turbocharger and a turbine 7aa, which is connected via a transmission to a clutch 3 and a driven axle 4 and on the other hand , 5b with the possibility of changing the speed (but these are not necessary), which are connected in a known manner directly to the crankshaft of the engine 1 or via a transmission with a clutch 3 to the crankshaft of the engine X

The electrical part II consists of a main generator 6a mechanically connected to the belt, chain and / or gear transmission device 5a and further via a first power line 20a connected to the first converter 6b, which is via the fifth power line. The line 22 is further connected, on the one hand, to the sixth energy storage converter 8 and through it to its own electric energy storage device 9, for example a supercapacitor or battery via the sixth power cable 22a, and to the bidirectional voltage converter 10 through it. via the seventh power line 23 (on-board network) to the accumulator 11 and further via this seventh power line 23 to the other appliances connected via the seventh power line 23 on the on-board network. A second converter 6d is further connected to the fifth power line 22, which via the second power line 20b is connected to the main electric motor 6c, which is mechanically connected via a belt, chain or gear transmission 5b to the clutch transmission 3 or directly to the internal combustion engine 1. A third converter 7b is further connected to the fifth power line 22, which is further connected to the auxiliary generator 7a of the turbocharger mechanically connected to the turbine 7aa via the third power line 21a. which is further mechanically connected to the turbine 7aa in the exhaust bypass line 2a of the turbocharger or in the exhaust system line 1a. A fifth converter 13b is further connected to the fifth power line 22, which is further connected to the electric air conditioning motor 13a, which is further connected in a known manner to the air conditioning compressor.

The control system III forms a control module 100, the integral components of which are a signal conversion unit 101 to which inputs 50 are connected and also a vehicle condition evaluation unit 102 to which outputs 60 are connected. Where the first output 60a is connected to a second output 60b to the input of the second converter 6d, a third output 60c is connected to the input of the third converter 7b and a fourth output 60d is connected to the input of the fourth converter 7d, then a fifth output 60f is connected to the input of the sixth converter 8. 60q is connected to the input of the double-sided voltage converter 10, the seventh output 60h is connected to the input of the correct gear ratio setting module 12 of the transmission 5a, the eighth output 60e is connected to the input of the fifth electronic air conditioning converter 13b. Further, the signal conversion unit 101 has a first input 50a and a second input 50b connected to the outputs of the accumulator 11, while the third input 50c and the fourth input 50d are connected to the outputs of the power storage 9 (e.g. supercapacitors or batteries), and the fifth input 50e is connected. to the speed sensor of the generator 6a, the sixth input 50f is connected to the speed sensor of the transmission with a speed change at the connection point with the transmission with the clutch 3, the seventh input 50g is connected to the speed sensor »:·« · · · · · ·:: : · :::

The internal combustion engine 1 and the eighth input 50h are connected to the speed sensor of the turbo or turbocharger 2, while the temperature sensor of the engine 1, the tenth input is connected to its ninth input 50i. 50j is connected to the accelerator pedal position sensor and its eleventh input 50k is connected to the vehicle brake system pressure sensor, its twelfth input 501 to the clutch pedal position sensor, thirteenth input 50m is connected to the forced energy storage input from main generator 6a, fourteenth input 50n is connected to the gearshift sensor, the fifteenth input 50o is connected to the vehicle starter closing sensor. Furthermore, the control module 100 has its sixteenth input 50p connected to the ambient temperature sensor, its seventeenth input 50q connected to the on-board network consumption sensor. this connection is not shown).

The function of V.E.M.S., the vehicle shown in Fig. 5 is as follows. The function of the individual components of the circuit is the same as in the circuit described in Fig. 4, with the only difference that the main generator 6a and the main electric motor 6c are combined into one unit.

A fifth variant arrangement of the system using the energy generated by the movement of the vehicle for its subsequent use in the propulsion system and to power the electrical on-board network in order to reduce CO2 emissions is shown in Fig. 6.

The mechanical part I comprises, on the one hand, an internal combustion engine 1 with an exhaust pipe 1a, a turbocharger 2, a turbocharger exhaust bypass pipe 2a and a turbine 7aa connected by a transmission to a clutch 3 and a driven axle 4 and belt or chain or gear transmissions 5a. 5b with a change of speed (not necessary), which are connected in a known manner directly to the crankshaft of the engine 1 or via a transmission with a clutch 3 to the crankshaft of the engine 1.

The electrical part II consists of a main generator 6a mechanically connected to a belt or chain or gear transmission 5a and further via a first power line 20a connected to a first converter 6b, which is further connected via a fifth power line 22, to the sixth energy storage converter 8 and through it to its own electrical energy storage device 9, for example a supercapacitor or a battery via a sixth power line 22a. then to and via the double-sided voltage converter 10 and the seventh power line 23 to the accumulator 11 and further via this seventh power line 23 to the other appliances connected to the network. Further connected to the fifth power line 22 is a second converter 6d, which via the second power line 20b is connected to a main electric motor 6c, which is mechanically connected via a belt or chain or gear transmission device 5b. A fifth turbocharger auxiliary generator 7a mechanically connected to the turbine 7aa is further connected to the fifth power line 22 via a third power line 21a to the third converters 7b, and an auxiliary electric motor 7c mechanically connected to the turbocharger shaft 2b, which is connected to the fourth converter via a fourth power line 21b. 7d.

The control system III forms a control module 100 which is connected via a communication bus 70a to a signal conversion unit 101, the outputs 60 of which are connected to the individual wiring blocks. the vehicle inputs 50 are connected, on the one hand, to the vehicle condition evaluation unit 102 and, on the other hand, to the signal conversion unit 101, to which a bidirectional bus 70c is further preferably connected.

The connection of the inputs 50 and outputs 60 to the signal conversion unit 101 and the vehicle condition evaluation unit 102 is parallel or serial, depending on the design of the control system III, and it is possible to use CANBus, RS485 or another industry standard. The control system III can operate completely autonomously (independent of the vehicle control system) or can be connected to the vehicle control unit via the bidirectional bus 70c.

The circuitry function of the vehicle power supply system shown in Fig. 6 is the same as in Fig. 3, except that the circuit is supplemented by a fourth converter 7d, the function of which is to convert the direct current of the fifth power line 22 to alternating current with suitable regulation for the auxiliary electric motor. 7c. The function of the circuit as a whole is described by means of the V.E.M.S.

. · ':

········ * · ♦ * ·

A sixth variant arrangement of the system using the energy generated by the movement of the vehicle for its subsequent use in the propulsion system and for powering the electrical on-board network in order to reduce CO2 emissions is shown in Fig. 7.

The mechanical part I comprises, on the one hand, an internal combustion engine with an exhaust pipe 1a, with a turbocharger 2, a turbocharger exhaust bypass pipe 2a and a turbine 7aa. connected by means of a transmission with a clutch 3 and a driven axle 4 and on the one hand by speed-controlled belt or chain or toothed gears 5a and 5b (not necessary), which are connected in a known manner directly to the crankshaft of the engine 1 or by means of a transmission with a clutch 3 to engine crankshaft 1.

The electrical part II consists of a main generator 6a mechanically connected to a belt or chain or gear transmission 5a and then via a first power line 20a connected to a first converter 6b, which is further connected via a fifth power line 22, to the sixth energy storage converter 8 and through it to its own electrical energy storage device 9, for example supercapacitor or battery through the sixth power line 22a, then to the double-sided voltage converter 10 through it through the seventh power line 23 of the on-board network 23 to the accumulator 11 and further through this seventh power line 23 to the other on-board appliances networks. Further connected to the fifth power line 22 is a second converter 6d, which via the second power line 20b is connected to a main electric motor 6c, which is mechanically connected via a belt or chain or gear transmission device 5b. A fifth turbocharger auxiliary generator 7a mechanically connected to the turbine 7aa is further connected to the fifth power line 22 via a third power line 21a to the converter 7b, and an auxiliary electric motor 7c mechanically connected to the turbocharger shaft 2b via a fourth power line 21b to the converter 7d. A fifth converter 13b is further connected to the fifth power line 22. which is further connected to the electric motor 13a of the electronic air conditioner.

The control system III forms a control module 100 provided with inputs 50 and outputs 60. Where the first output 60a is connected to the input of the first converter 6b and the second output 60b to the input of the second converter 6d, the third output 60c is connected to the input of the third converter 7b and the fourth output 60d is connected to the input of the fourth converter 7d, then the fifth output 60f τι is connected to the input of the sixth converter 8 of the power storage, where the sixth output 60q is connected to the input of the double converter 10, the seventh output 60h is connected to the input of the correct gear ratio setting module 12 device 5a, the eighth output 60e is connected to the input of the electronic air conditioning converter 13b. Further, the control module 100 has a first input 50a and a second input 50b connected to the outputs of the accumulator 11, while the third input 50c and the fourth input 50d are connected to the outputs of the power storage 9 (e.g. supercapacitors or batteries), and the fifth input 50e is connected to the speed sensor of the generator 6a, the sixth input 50f is connected to the speed sensor of the transmission with speed change at the connection with the clutch transmission (node 5a and 3), the seventh input 50g is connected to the speed sensor of the internal combustion engine 1 and the eighth input 50h is connected to turbocharger or turbocharger speed sensor 2, while an engine temperature sensor 1 is connected to its ninth input 50i, the tenth input 50j is connected to the accelerator pedal position sensor and its eleventh input 50k is connected to the vehicle brake system pressure sensor, its twelfth input clutch pedal position sensor, the thirteenth input 50m is connected to the forced energy storage input from the motor generator 6a, the fourteenth input 50n is connected to the transmission shift sensor stages, the fifteenth input 50o is connected to the vehicle starter closing sensor. Furthermore, the control module 100 has its sixteenth input 50p connected to the ambient temperature sensor, its seventeenth input 50q connected to the on-board network consumption sensor. In the drawings, this connection is not shown).

The function of V.E.M.S., the vehicle shown in Fig. 7 is as follows. The function of the individual components of the circuit is the same as in the circuit described in Fig. 6 except that the signal conversion unit 101 and the vehicle condition evaluation unit 102 are an integral part of the control module 100. a mechanical connection to the internal combustion engine 1 and the power of which can be continuously controlled or completely switched off by means of the regulator 13b. block 13c is the existing air conditioning control unit.

• · ♦ · · · · · ··· · ···· ··· * «4 ··· **« · «

A seventh variant arrangement of the system using the energy generated by the movement of the vehicle for its subsequent use in the propulsion system and to power the electrical on-board network in order to reduce CO ₂ emissions is shown in Fig. 8.

The mechanical part I comprises, on the one hand, an internal combustion engine 1 with an exhaust pipe 1a, a turbocharger 2, a turbocharger exhaust bypass pipe 2a and a turbine 7aa connected by a transmission to a clutch 3 and a driven axle 4 and belt or chain or gear transmissions 5a and 5b with a change of speed (not necessary), which are connected in a known manner directly to the crankshaft of the engine 1 or via a transmission with a clutch 3 to the crankshaft of the engine 1.

The electrical part II consists of a main generator 6a mechanically connected to a belt or chain or gear transmission 5a and further via a first power line 20a connected to a first converter 6b, which is further connected via a fifth power line 22, to the sixth energy storage converter 8 and through it to its own electrical energy storage device 9, for example supercapacitor or battery through the sixth power line 22a, then to the double-sided voltage converter 10 through it through the seventh power line 23 of the on-board network 23 to the accumulator 11 and further through this seventh power line 23 to the other on-board appliances networks. Further connected to the fifth power line 22 is a second converter 6d, which via the second power line 20b is connected to a main electric motor 6c, which is mechanically connected via a belt or chain or gear transmission device 5b. A fifth turbocharger auxiliary generator 7a mechanically connected to the turbine 7aa is further connected to the fifth power line 22 via a third power line 21a to the converter 7b, and an auxiliary electric motor 7c mechanically connected to the turbocharger shaft 2b via a fourth power line 21b to the converter 7d. A fifth converter 13b is further connected to the fifth power line 22, which is further connected to the electric motor 13a of the electronic air conditioner.

The control system III forms a control module 100 provided with inputs 50 and outputs 60. Where the first output 60a is connected to the input of the first converter 6b and the second output 60b to the input of the second converter 6d, the third output 60c is connected to the input of the third converter 7b and the fourth output 60d is connected to the input of the fourth converter 7d, then the fifth output 60f is connected to the input of the converter 8 of the power storage, where the sixth output 60q is • · · · · · · and · · · · · · ·:

···· ···· · «· ··· ·· connected to the input of the voltage converter 10, the seventh output 60h is connected to the input of the correct gear ratio setting module 12 of the transmission 5a, the eighth output 60e is connected to the input of the fifth converter 13b electronic air conditioning. Further, the control module 100 has a first input 50a and a second input 50b connected to the outputs of the accumulator 11, while the third input 50c and the fourth input 50d are connected to the outputs of the power storage 9 (e.g. supercapacitors or batteries), and the fifth input 50e is connected to the sixth input 50f is connected to the speed sensor of the transmission with a speed change at the clutch connection (node 5a and 3), the seventh input 50q is connected to the speed sensor of the internal combustion engine 1 and the eighth input 50h is connected to the turbocharger or turbocharger speed sensor 2, while its ninth input 50i is connected to the engine temperature sensor χ the tenth input 50i is connected to the accelerator pedal position sensor and its eleventh input 50k is connected to the pressure sensor in the vehicle brake system, its twelfth input 501 to the sensor clutch pedal position, the thirteenth input 50m is connected to the forced energy storage input from the motor generator 6a, the fourteenth input 50n is connected to the gear shift sensor h degrees, the fifteenth input 50o is connected to the vehicle starter closing sensor. Furthermore, the control module 100 has its sixteenth input 50p connected to the ambient temperature sensor, its seventeenth input 50q connected to the on-board network consumption sensor. this connection is not shown).

V.E.M.S. shown in Fig. 8 is as follows. The function of the individual components of the circuit is the same as in the circuit described in FIG.

As mentioned above, the system uses the energy generated by the movement of the vehicle for its subsequent use in the propulsion system and to power the electrical on-board network to reduce CO2 emissions. conditions.

· # · * · · · · · · ·. ··. ··· · ·: · · ·:

···· · ♦ ·· »« ··· ··· a ·

In both cases, the energy storage devices 9 are charged with a power greater than the mean value of the charging power (current) of the standard alternator in the vehicle. During acceleration driving, the main generator 6a is disconnected from the battery 11 and the on-board network 23, the turbocharger shaft 2b is pre-rotated, the main electric motor 6c is subsequently activated and the electronic air conditioning 13 is disconnected. ) and supplies the on-board network equipment 23. When the vehicle is decelerated, the main generator 6a is reconnected and the energy storage tank 9 is recharged. to reconnect the main generator 6a, the charging power (current) being determined by the state of the battery 11, the operation of the vehicle (city, motorway) and the current consumption of the vehicle. The connection of the auxiliary generator 7a is independent of the main generator 6a and is connected whenever the specified conditions are met.

For a better understanding, the V.E.M.S. control method is illustrated by a hierarchical state machine, where the vehicle enters individual states, which are represented by individual state diagrams, the explanation of which will be explained below.

First, the highest level (level one) is explained, which is shown in Fig. 9, and then the individual states of the hierarchical state diagram are described, which are marked in bold in the text.

The default state of the alternator control module 100 is ZAPAL_OFF_1 by default. In this state, all components are turned off. This prevents the energy storage device 11 from being discharged by the accumulator 11 or by electrical appliances connected to the on-board network, which are active even when the ignition is switched off (e.g. alarm, remote control). The device switches from ZAPAL_OFF_1 to ZAPAL_ON_2, provided the ignition has been switched on. The device remains in this state if one of two conditions is not met: with the field priority of the next order.

• · · · · · ···· ·. · ’. ·· · ·: · ::

···· ···· I * «* · * ····

.) the ignition has been switched off. The device then returns to the default state

ZAPAL_OFF_1.

.) the starter has been activated. Then the device enters the state START_M0T0RUJ3.

In the ON_ON_2 state, the device charges the energy storage 9 with a current that is still acceptable for the current state of the battery 11. From the ON_ON_2 state, it switches to the START M0T0RU 3 state if the energy storage 9 has been charged and the starter has been activated. If the voltage of the accumulator 11 drops below the permissible one or the ignition is switched off during the charging of the energy storage device 9, then the device switches to the ZAPAL_OFF_1 state.

The START_M0T0RU_3 state provides a controlled supply of the starter from the energy storage 9 or from the accumulator 11. The START_M0T0RU_3 state is terminated by meeting one of the three conditions with priority in the following order:

.) the ignition has been switched off. The device returns to the default state

ZAPAL_OFF_1,

.) the starter has been switched off and engine 1 is not running. The device returns to the state

ZAPAL0N2

.) the starter has been switched off and engine 1 is running. In this case, the control enters the state

COLD_MOTOR_4

In the cold_MOTOR_4 state, the energy storage 9 is connected and disconnected in a controlled manner through the sixth converter 8, the accumulator 11, the first converter 6b and the voltage converter 10 according to the input conditions, which are shown in more detail in Fig. 9c.

Status ended:

.) by switching off the ignition. Control returns to default ZAPAL_OFF_1

.) reaching the required operating temperatures for the engine 1 and other necessary aggregates affecting the operation of the engine 1, provided that the engine is moving in the range of idling speed, the control then goes to the IDLE_5 state.

.) by reaching the required operating temperatures for the engine 1 and other necessary aggregates affecting the operation of the engine 1, provided that the engine is moving outside the idle speed range, the control then switches to the STANDARD_RUNING state 7 • · · · * · · · ··· · ·: ::

····· ♦ ·· · · · · · «·

In the IDLE_5 state, the system controls the functions of the air conditioner 13 and the main electric motor 6c, if equipped. The electronic air conditioning 13 is controlled so as to minimize the load on the internal combustion engine 1 and still maintain a preset temperature in the vehicle. The main electric motor 6c is controlled to minimize mechanical losses provided the boundary conditions are met. The function is described in more detail in state diagrams 9d, 9d1 and 9d2.

Status ended:

.) by switching off the ignition. The control returns to the initial state ZAPAL_OFF_1, 4.) by accelerating the vehicle, when the device goes to the state ACCELERATION6.

In the ACCELERATION_6 state, all components are solved: electronic air conditioning 13, auxiliary electric motor 7c, auxiliary generator 7a, main electric motor 6c and main generator 6a. The function is described in more detail in state diagrams 9e, 9e1,9e2, 9e3, 9e4.

Status ended:

.) transition of the vehicle to steady driving. The control returns to the state

ESTABLISHED_GIDE_7,

.) deceleration of the vehicle, when the device enters the state DECELERACE_8 ..

In the STANDARD_RUN_7 state, the components are solved: electronic air conditioning 13, auxiliary generator 7a and main generator 6a. The function is described in more detail in state diagrams 9f, 9f, 1,9f2, 9f3.

Status ended:

3.) vehicle acceleration, when the device goes into the ACCELERATION state 6, 4.) vehicle deceleration, when the device goes into the DECELERATION state_8.

The DECELERACEJB state is the last hierarchical state of the state machine at the highest level of description. In this state, the components are solved: electronic air conditioning 13, auxiliary generator 7a and main generator 6a. The function is described in more detail in state diagrams 9g, 9g1, 9g2, 9g3.

• * · * ·· ·· · ». · '. · · *:: · ^* S * • ··· ···· · ····" ··· · "" · «

Status ended:

.) transition of the vehicle to steady driving, when the steering returns to the state

STABLEDOWN7

.) vehicle acceleration, when the device enters the ACCELERATION state6.

In the following section, the second and third levels of the state diagram of Fig. 9 will be described.

9a. From the initial state, it changes to the state S2_2 if the accumulator 11 is judged to be charged with a sufficient amount of energy to quickly charge the energy store 9. By means of the closed sixth converter 8 and the bidirectional voltage converter 10, the energy storage 9 is intensively charged. If the accumulator 11 is judged to be unsuitable for fast charging, then the device goes to the state S2_1, where the energy storage 9 is gradually charged via the closed sixth converter 8 and via the double-sided voltage converter 10. The accumulated energy in the storage tank 9 is subsequently used to supply the starter, because the energy storage tank 9 is a harder current source than the accumulator 11. From both states it subsequently passes to state S2_3, which is terminated by charging value and transition to state S2_4. In this state, the double-sided voltage converter 10 is disconnected and the process of starting the motor 1 is expected, or when the energy in the storage tank 9 drops below the defined limit, it switches back to the ON ON state 2.

The state diagram of the hierarchical state of START_MOTOR_3 is shown in Fig. 9b. Upon entering this state, the bidirectional voltage converter 10 is switched on, thus enabling the fifth power line 23 of the on-board network to be supplied, and the device switches to the state S3_1. This state is terminated:

.) by switching off the ignition or switching off the starter, end of condition

STARTMOTORU3,

.) by depleting energy from the energy storage 9, transition to state S3_2

In state S3_2, the bidirectional voltage converter 10 is switched off, the on-board network 23 is supplied by the accumulator 11. The state is terminated by switching off the ignition or by switching off the starter, the state is terminated and the device terminates the STARTMOTOR3 state.

The state diagram of the COLD_MOTOR_4 hierarchical state is shown in Fig. 9c. The purpose of this hierarchical state is to reduce emissions during the heating of the internal combustion engine 1, which is achieved by operating the following temperature during the heating of the internal combustion engine 1 and other necessary aggregates related to it:

.) if the energy storage 9 is charged, then the device goes to state S4_1, where the first converter 6b is switched off and the bidirectional voltage converter 10 is activated, which transfers voltage from the energy storage 9 to the on-board network 23 via the closed sixth converter 8. The state is terminated if :

a) the ignition has been switched off, then the cold_MOTOR_4 state is terminated,

b) the motor 1 and other auxiliary units related to it are at operating temperatures, the device then passes through the MOTOR_READY state out of the COLDMOTOR4 state,

c) the energy storage 9 is discharged, then the device goes to state S4_2.

.) if the energy storage 9 is discharged and at the same time the voltage of the accumulator 11 is within the allowed range (the accumulator 11 is not discharged below the defined limit), then the device goes to state S4_2, where the first converter 6a and bidirectional voltage converter 10 are switched off. on-board network 23 ie subsequently taken only from the accumulator 11. The state is terminated if:

a) the ignition has been switched off, then the state COLD-ENGINE_4 is terminated,

b) the motor 2 and other auxiliary units related to it are at operating temperatures, the device then passes through the MOTOR_READY state out of the COLDMOTOR4 state,

c) the accumulator 11 is discharged below the permitted limit, then the device switches to state S4_3.

.) if the energy storage 9 is discharged and at the same time the accumulator 11 is discharged below the permitted limit, the device switches to the state S4_3, when the bidirectional voltage converter 10 is switched on, the first converter 6b is switched on and via the control ···· ····. · *. · '·: ·: ·:; : ······· ♦ ·· * ··· · Φ module 100, both units are controlled to cover the energy requirements of the on-board network 23. The battery 11 is not charged. The status is terminated if:

a) the ignition has been switched off, then the cold_MOTOR_4 state is terminated,

b) if the motor χ and other auxiliary units related to it are at operating temperatures, then the control goes through the MOTOR_READY state out of the COLDMOTOR4 state

The second layer of the IDLE hierarchy_5 is indicated in Fig. 9d. In this state, two state diagrams VOLN_KUMA and VOLNBOOSTER are processed in parallel. The state diagram of the hierarchical state VOLN_KUMA is shown in Fig. 9d1. Upon entry, the device switches to state S5_1, where the air conditioning 13 is switched off. It remains in this state until the hysteresis zone 1 (temperature difference set from the current temperature) is exceeded. When the set value is exceeded, the control switches to state S5_2. In this state, the air conditioner 13 is activated to a limited power. It changes from state S5_2 to state S5_3 if the hysteresis band2 is exceeded. In state S5_3, the first converter 6b and the bidirectional voltage converter 10 are connected and the air conditioner 13 operates at full power so that the temperature difference and the set real temperature are reduced as quickly as possible. If the temperature difference is reduced again to the hysteresis zone 1, it returns to the state S5_2. Of all the states mentioned, the IDLE_5 state immediately ends if the ignition has been switched off or acceleration has been detected.

The state diagram of the hierarchical state VOLN_BOOSTER is shown in Fig. 9d2. Upon entering this state, the control switches to state S5_4 if the boundary conditions for activating the main electric motor 6c are met, or to state S5_5 if these conditions are not met. In state S5_4, the main electric motor 6c is activated, which reduces the mechanical losses of the internal combustion engine. From state S5_4, it passes to state S5_5 if the boundary conditions for activating the main electric motor 6c are not met. In the state S5_5, the main electric motor 6c is switched off, from the state it goes back to S5_4 if the boundary conditions have been met again. Of all the states mentioned, the IDLE_5 state immediately ends if the ignition has been switched off or acceleration has been detected.

The second layer of the ACCELERATION hierarchical state is indicated in Fig. 9e. In this state, four state diagrams AKCEL_KLIMA, AKCELTURBO, AKCEL_BOOSTER and AKCELALTERN are processed in parallel. The state diagram of the hierarchical state AKCEL_KLIMA is shown in Fig. 9e1. Upon entry, the device switches to state S6_1, where the air conditioning 13 is switched off. It remains in this state until the ignition is switched off, the transition to steady state or deceleration occurs.

The state diagram of the hierarchical state AKCEL_TURBO is shown in Fig. 9e2. Upon entering this state, the control switches to state S6_2 if there is enough power in the energy storage 9 or if the turbo is not at operating speed, or to state S6_3 if there is not enough power or if the turbocharger 2 is at operating speed. In the state S6_2, the auxiliary generator 7a is switched off, the auxiliary electric motor 7c of the turbocharger is activated, which rotates the turbocharger 2 and thus allows to use the energy of the flue gases in the exhaust tract more quickly. From state S6_2:

.) terminates the ACCELERATION_6 state if the ignition has been switched off or if the vehicle's movement mode has changed to steady driving or deceleration,

.) goes to state S6_3 when the turbocharger 2 is at operating speed, j goes to state S6_4 if there is not enough energy in the energy storage 9.

In state S6_3, the auxiliary electric motor 7c of the turbo is switched off, the auxiliary generator 7a is activated. From state S6_3:

.) terminates the ACCELERATION state 6 if the ignition has been switched off or if the vehicle's movement mode has changed to steady driving or deceleration,

.) goes to state S6_2 if the turbocharger 2 is not at operating speed and there is enough energy in the energy storage 9,

.) goes to state S6_4 if there is not enough energy in the energy storage 9 and the turbogenerator 2 is not at operating speed.

In state S6_4, the auxiliary turbocharger generator 7a is turned off, the auxiliary electric motor 7c of the turbocharger is turned off. From state S6_4,;

.) terminates the ACCELERATION_6 state if the ignition has been switched off or if the vehicle's movement mode has changed to steady driving or deceleration,

.) goes to state S6_5 when the turbocharger is at operating speed.

In state S6_5, the auxiliary electric motor 7c of the turbo is switched off, the auxiliary generator 7a is activated. From state S6_5:

.) terminates the ACCELERATION_6 state if the ignition has been switched off or if the vehicle's movement mode has changed to steady driving or deceleration,

.) goes to state S6_2 if the turbocharger 2 is not at operating speed and there is enough energy in the energy storage 9,

.) goes to state S6_4 if there is not enough energy in the energy storage 9 and the turbocharger is not at operating speed.

The state diagram of the AKCEL_BOOSTER hierarchical state is shown in Fig. 9e3. Upon entering this state, the control switches to state S6_6 if there is enough energy to activate the main electric motor 6c and we are in the range of speeds suitable for accelerating the internal combustion engine 1, or to state S6_7 if these conditions are not met. In the state S6_6, the main electric motor 6c is activated, which reduces the mechanical losses of the internal combustion engine and helps its faster acceleration, especially in the low speed range. From state S6_6 it is switched to state S6_7 if there is not enough energy for the main electric motor 6c or we are out of the area for accelerating the internal combustion engine. In the state S6_7 the main electric motor 6c is switched off, from the state it goes back to S6_6 if there is enough energy to activate the main electric motor 6c and we are in the range of speeds suitable for accelerating the internal combustion engine 7. Of all the mentioned states, the state is terminated immediately. *. · ’· Η: · ::: ·« ·· ** ·· ·· «···

ACCELERATION_6 if the ignition has been switched off or steady driving or deceleration of the vehicle has been detected.

The state diagram of the hierarchical state AKCEL_ALTERN is shown in Fig. 9e4. Upon entering this state, the control switches to state S6_8 if there is not enough power in the energy store 9, or to state S6_9 if there is not enough power in the store 9. In state S6_8, the generator 6a is turned off. From state S6_8 it changes to state S6_9 if there is not enough energy in the energy storage 9. In the state S6_9, the main generator 6a is turned on and controlled so as to cover the current energy consumption without recharging the battery. From the state, it returns to S6_8 if there is enough energy in the energy storage 9. Of all the states mentioned, the ACCELERATION_6 state is immediately terminated if the ignition has been switched off or steady driving or vehicle deceleration has been detected.

The second layer of the STEADY DRIVING 7 hierarchical state is indicated in Fig. 9f. In this state, the three state diagrams US_RIDE_CLIMER, US_RIDE_TURBO and US_RIDE_ALTERN are processed in parallel. The state diagram of the hierarchical state US_JUNCTION_CLIMED is shown in Fig. 9f 1. Upon entry, the device switches to state S7_1 if there is enough energy in the energy storage 9 or to state S7_2 if there is not enough energy in the energy storage 9. In state S7_1, the air conditioner 13 is turned on at full power. It remains in this state until the energy from the storage tank is depleted and at the same time the hysteresis band between the current and the desired temperature is exceeded, otherwise the control switches to state S7_2. When the ignition is switched off or accelerated or decelerated, the STEADY DRIVING state 7 ends. In state S7_2, the air conditioner 13 is turned on at reduced power. The control is in this state until the state of the vehicle has changed (acceleration or deceleration), when the device leaves the STEADY_RUN_7 state, or when there is enough energy in the energy storage 9 or if the hysteresis range between the current and desired temperature is exceeded, when the control returns to state S7_1.

The state diagram of the US_RIDE_TURBO hierarchical state is shown in Fig. 9f2. Upon entering this state, the control switches to state S7_3 if we are within the operating speed range of the turbo or turbocharger, or to state S7_4. · '. · * ·: ·: · · · · AAA ·· if we are outside the working speed range of the turbo or turbocharger. In state S7_3 the auxiliary generator of the turbo 7a is switched on. From state S7_3:

.) terminates the STANDARDDOWN7 state if the ignition has been switched off or if the vehicle's movement mode has changed to acceleration or deceleration,

.) goes to state S7_4 if the turbocharger is out of the operating speed range.

In state S7_4, the auxiliary generator 7a is turned off. From state S7_4:

.) terminates the STEADY_RUN_7 state if the ignition has been switched off or if the vehicle's movement mode has changed to acceleration or deceleration,

.) goes to state S7_3 if the turbocharger or turbocharger 2 is in the operating speed range.

The state diagram of the US_RIDE_ALTERN hierarchical state is shown in Fig. 9f3. Upon entering this state, the control switches to state S7_5 if there is enough energy in the energy store 9, or to state S7_6 if there is not enough energy in the energy store 9. In state S7_5, the main generator 6a is turned off. From state S7_5 it is switched to state S7_6 if there is not enough energy in the energy storage 9 and the battery voltage is above the defined limit. In state S7_6, the main generator 6a is switched on only in the area of the lowest specific consumption of the internal combustion engine 1. From the state it goes back to S7_5 if there is enough energy in the energy storage 9 or to state S7_7 if the battery voltage 11 is below a defined limit. In state S7_7, the main generator 6a is connected. State S7_7 is terminated if the voltage of the accumulator 11 is above the defined limit. Of all these conditions, the STANDED_Drive_7 state immediately ends if the ignition has been switched off or acceleration or deceleration of the vehicle has been detected.

The second layer of the DECELERATION_8 hierarchical state is indicated in Fig. 9g. In this state, three DECEL_KLIMA state diagrams are processed in parallel, «« · · · · · · «· ·

35. · ’: · :::

···· ··· «· * ♦ ·· ···« ·

DECEL-TURBO and DECEL_ALTERN. The state diagram of the DECEL KLIMA hierarchical state is shown in Fig. 9g1. Upon entry, the device switches to state S8_1, air conditioning 13 is switched on at full power. It remains in this state until the ignition is switched off or the transition to acceleration or steady driving is switched off. When the transition condition is met, the device exits the DECELERATION_8 state.

The state diagram of the DECELERACE_TURBO hierarchical state is shown in Fig. 9g2. Upon entry, the control switches to state S8_2, where the auxiliary generator 7a is switched off, the state is terminated by switching off the ignition or if the mode of movement of the vehicle has changed to acceleration or deceleration.

The state diagram of the DECELERACE_ALTERN hierarchical state is shown in Fig. 9g3. Upon entering this state, the control switches to state S8_3 if there is enough power in the power storage 9 and the battery 11 is fully charged, or to state S8_4 if there is not enough power in the power storage 9 or if the battery 11 is not fully charged. In state S8_3, the main generator 6a is turned off. From state S8_3 it changes to state S8_4 if there is not enough energy in the tank 9 or if the battery 11 is not fully charged. In state S8_4, the main generator 6c is connected. State S8_4 is terminated when the voltage of the accumulator 11 is fully charged and when the energy storage 9 is full. Of all these conditions, the DECELERATIONJB state is terminated immediately if the ignition has been switched off or acceleration or steady vehicle driving has been detected.

Industrial applicability

A system that uses the energy generated by the movement of the vehicle for its subsequent use in the propulsion system and to power the on-board electrical system to reduce CO ₂ emissions, improve low battery or low temperature starting and improve internal combustion engine acceleration, which can be used for both single track and low speed for two-track vehicles in urban, sports and racing traffic.

List of reference marks

I - mechanical part,

II - electrical part,

III - control system,

- internal combustion engine, la - exhaust system,

- internal combustion engine turbocharger,

2a - turbocharger exhaust bypass pipe (waste gate), 2b - turbocharger shaft

- transmission with clutch,

- driven axle,

5a - gear unit with speed change (for generator),

5b - gear unit with speed change (for electric motor),

- complete - motor generator,

6a - main generator,

6b - first converter (disconnector),

6c - main electric motor,

6d - second converter (regulator),

- complete - turbo engine-generator,

7a -auxiliary generator,

7aa - turbine

7b - third converter (disconnector),

7c - auxiliary electric motor,

7d - fourth converter (regulator),

- sixth converter (energy storage switch),

- energy storage (supercapacitors or batteries), - bidirectional voltage converter or two unidirectional voltage converters,

II - on-board accumulator,

- speed-shifting transmission,

- complete - electronic air conditioning,

13a - the third electric motor of the air conditioning compressor,

13b - fifth converter (regulator),

13c - electronic air conditioning control electronics, «· · · * · · * ·· ·

37. · '. · ’· :: ·· :::

··· «·· ·· ···« ·· ··

-power line of the main motor generator (main generator, booster),

20a - the first three-phase power line (generator / converter),

20b - second three-phase power line (converter / electric motor)

-power line of auxiliary motor generator (turbocompressor),

21a - third three-phase power line (generator / converter),

21b - fourth three-phase power line (converter / electric motor)

- fifth power line,

22a - sixth power line,

- seventh power line - on-board network,

- inputs

50a - battery voltage 11,

50b - current from / to battery 11,

50c - supercapacitor voltage 9,

50d - current from / to supercapacitors 9,

50c - generator speed 6a,

50f - speed of the transmission with speed change at the connection with the transmission with clutch (node 5 and 3).

50g - engine speed X,

50h - turbocharger speed 2,

50i - internal combustion engine temperature 2,

50j - throttle position or accelerator pedal position,

50k - brake system pressure or brake pedal position,

501 - clutch pedal condition,

50m - input forcing energy storage from motor generator 6 (electronic brake),

50n - currently engaged gear,

50o - vehicle starter switching,

50p - ambient temperature,

50q - on - board network consumption 21, - outputs

60a - control signal for the first converter (disconnector) 6b,

60b - control signal for the second converter (regulator) 6d,

60c - control signal for the third converter (disconnector) 7b,

60d - control signal for fourth inverter (regulator) 7d, «· · · β · · · ·

38, · *. · * ··: - ·: ·:

· «·· ··· · * · · ♦ · ··

60e - control signal for the fifth converter (regulator) 13b,

60f- control signal for the sixth converter (disconnector) 8,

60g - control signal for double-sided inverter 10,

60h - position control 12,

- communication and diagnostic buses (CAN, RS485, RS232 or other), 70a - bidirectional communication bus (intermodular 100 - 101), 70b - communication bus (intermodular 101 - 102), 70c - bidirectional communication bus (CAN, RS485, RS232 or other), 100 - control module (unit),

101 - signal conversion unit 100,

102 - vehicle condition evaluation unit 100.

PATENT CLAIMS

Claims (12)

PATENT CLAIMS 1. Connection of an electrical energy management system in a vehicle, consisting of an internal combustion engine (1) which is connected via a transmission with a clutch (3) and a transmission (5a) to a main generator (6a) which is connected to a first power line ( 20a) with a first converter (6b), which is further connected via a fifth line (22), on the one hand with a sixth voltage converter (8), which is further connected to the energy store (9) via a sixth power line (22a) and on the other hand to a bidirectional voltage converter (10) and further via the seventh power line - on-board network (23) to the battery (11), its control module (100) is connected via a two-way communication bus (70a) to the signal conversion unit (101), which is via the communication bus (70b) is connected to the vehicle condition evaluation unit (102) of the control module (100), the vehicle inputs (50) being connected to the vehicle condition evaluation unit (102) and to the signal conversion unit (101), to which a bidirectional bus (70c) is also connected and higher (60), characterized in that it has further connected to the fifth power line (22) via a third converter (7b) an auxiliary generator (7a) connected via a third power line (21a) to this third converter (7b), the auxiliary generator (7a) is mechanically connected to a turbine (7aa) which is arranged in the bypass line of the turbocharger (2a) or to a turbine (7aa) which is arranged in the exhaust line (1a) of the internal combustion engine (1). Connection of an electrical energy management system in a vehicle, according to claim 1, characterized in that a fifth converter (13b) further connected to the electric motor (13a) of the air conditioning compressor is connected to the fifth power line (22). Connection of an in-vehicle electrical energy management system according to claim 1, characterized in that a main electric motor (6c) connected to the second power line (20b) is connected to the fifth power line (22) via the second converter (6d). by the converter (6d), the main motor (6c) being further connected via a transmission device (5b) and a transmission device with a clutch (3) to the internal combustion engine (1). Connection of an electrical energy management system in a vehicle, according to claim 2, characterized in that it has connected to the fifth power line (22) via a second converter (6d) • v · · a ··· 40 2 ··. · ·::: · ::: · * ·· «·· ·· ··· ··· ·· · main electric motor (6c) connected via a second power line (20b) to this second converter (6d) ), the main engine (6c) being further connected via a transmission device (5b) and a transmission device with a clutch (3) to the internal combustion engine (1). Vehicle power management system connection according to claim 4, characterized in that the main electric motor (6c) forms an integral part of the main generator (6a) and the second converter (6d) forms an integral part of the first converter (6b). Vehicle power management system connection according to Claim 3, characterized in that an auxiliary electric motor (7c) connected to the fourth power line (21b) is connected to the fifth power line (22) via the fourth converter (7d). by the converter (7b), the auxiliary electric motor (7c) being further connected to the shaft of the turbocharger (2b). Vehicle power management system connection according to Claim 4, characterized in that an auxiliary electric motor (7c) is connected to the fifth power line (22) via the fourth converter (7d) and is connected to this fourth converter via the fourth power line (21b). (7b), wherein the auxiliary electric motor (7c) is further connected to the shaft of the turbocharger (2b). Vehicle power management system connection according to claim 5, characterized in that the auxiliary electric motor (7c) forms an integral part of the auxiliary generator (7a) and the fourth converter (7d) forms an integral part of the third converter (7b). Vehicle power management system connection according to claims 2, 4, 5, 7 and 8, characterized in that the vehicle condition evaluation units (102) and the signal conversion unit (101) are an integral part of the control module ( 100), Connection of an in-vehicle power management system according to claims 1, 3 and 6, characterized in that its control module (100), which is connected via a communication bus (70a) to a signal conversion unit (101), the outputs of which ( 60) are connected to the individual wiring blocks, the signal conversion unit (101) is further connected to the vehicle condition evaluation unit (102) via the communication interface (70b), the vehicle inputs (50) being connected to the evaluation unit (102) on the one hand, and on the one hand to the signal conversion unit (101), to which a bidirectional bus (70c) is further preferably connected. The connection of an electrical energy management system in a vehicle to a vehicle power supply system according to claims 2, 4, 5, 7 and 8, characterized in that it has a control module (100), an integral part of which is a signal conversion unit (101). which inputs (50) are connected and on the one hand the vehicle condition evaluation unit (102) to which the outputs (60) are connected, wherein the vehicle condition evaluation unit (102) has a first output (60a) connected to the input of the first voltage converter (disconnector) (6b) and the second output (60c) is connected to the input of the third voltage converter (disconnector) (7b) and the third output (60f) is connected to the input of the sixth converter of the power storage disconnector (8), where the fourth output (60g) is connected to the input of the bidirectional voltage converter (10), the fifth output (60h) is connected to the input of the correct gear ratio setting module (12) (5a), the sixth output (60e) is connected to the input of the fifth electronic air conditioning converter (13b), conversion unit (101) signals has its first input (50a) and second input (50b) connected to the outputs of the accumulator (11), while the third input (50c) and the fourth input (50d) are connected to the outputs of the power storage (9), (e.g. supercapacitors or batteries), and the fifth input (50e) is connected to the speed sensor of the main generator (6a), the sixth input (50f) is connected to the speed sensor of the transmission with speed change at the clutch connection (node (5a) and (3)), the seventh input (50g) is connected to the internal combustion engine speed sensor (1) and the eighth input (50h) is connected to the turbocharger speed sensor (2), while its ninth input (50i) is connected to the engine temperature sensor ( 1), the tenth input (50j) is connected to the accelerator pedal position sensor and its eleventh input (50k) is connected to the vehicle brake system pressure sensor, its twelfth input (50I) to the clutch pedal position sensor, its thirteenth input (50m) is connected to the forced energy storage input from the main generator (6a), the fourteenth input (50n) is connected to the gearshift sensor, the fifteenth input (50o) is connected to the vehicle starter closing sensor, while the signal conversion unit (101) has its sixteenth input (50p) connected to no ambient temperature sensor, its seventeenth input (50q) connected to the on-board network consumption sensor To enable diagnostics of the entire system, the control module (100) is further connected via the communication and diagnostic bus (70c) to the vehicle control unit (this connection is not shown in the drawings) . 12. A method of controlling an in-vehicle power management system, wherein the VEMS control module (100) is in the initial state ZAPAL_OFF_1, in which state all components are turned off, thereby preventing the on-board power supply from being discharged by a battery or on-board electrical appliances. , which are active even when the ignition is off, after which the system switches from the ZAPAL_OFF_1 state to the ZAPAL_ON_2 state under the ignition on condition, where the system remains in this state if one of the two conditions with the following order priority is not met. 1.) Ignition off, the system returns to the default state ZAPAL_OFF_1, 2.) starter active, the system then goes to the state START_MOTOR_3. in the ON_ON_2 state, the system charges the energy storage with a current acceptable for the current battery status, then switches to the STARTMOTOR3 state, if the energy storage was charged and the starter was activated, if the energy storage voltage drops below the permissible limit or the ignition is switched off , then the system switches to the ZAPAL_OFF_1 state under the STARTMOTOR3 state, the system provides controlled power supply to the starter from the energy storage or battery, after which the START_MOTOR_3 state is terminated by the system by meeting one of three conditions with priority in the following order: 1) ignition off, then the system returns to the default state ZAPAL_OFF_1, 2) the starter is switched off and the internal combustion engine is not running, the system then returns to the state ZAPAL_ON_2 3) the starter is switched off and the internal combustion engine is running, the system then enters the state COLD MOTOR4 in the cold_MOTOR_4 state, the energy storage is connected and disconnected in such a way as to minimize the internal combustion engine emissions produced by not burdening the internal combustion engine with generating electricity for the vehicle's electrical appliances until the engine and other necessary components are at operating temperatures. Status ended: 1) by turning off the ignition, the system returns to the default state ZAPAL_0FF_1, 2.) Reaching the required operating temperatures for the internal combustion engine and other necessary aggregates affecting the operation of the internal combustion engine, provided that the engine is moving in the range of idling speed, the control then passes to the IDLE5 state 3.) Reaching the required operating temperatures for the internal combustion engine and other necessary aggregates affecting the operation of the internal combustion engine, provided that the engine is moving outside the idle speed range, the control then switches to the STABLEDOWN state7 In V0LN0RĚH 5 the system controls the functions of air conditioning and main electric motor, if equipped, while electronic air conditioning is controlled to minimize the load of the internal combustion engine, but provided the preset temperature is maintained, the main electric motor minimizes mechanical losses of the internal combustion engine provided fulfillment of boundary conditions. Status ended: 1) by switching off the ignition, the system returns to the default state ZAPAL_OFF_1, 2.) Vehicle acceleration, when the system enters the ACCELERATION_6 state. Under AKCELERACE_6, the system operates electronic air conditioning, auxiliary generator, auxiliary electric motor, main generator and main electric motor so as to make maximum use of pre-accumulated energy in the tank and accumulator, accelerate the vehicle through the main electric motor and increase the dynamics of the internal combustion engine through the auxiliary electric motor. Status ended: 1) by the transition of the vehicle to steady state, the system returns to the state