EP1568115A1 - Systeme et procede d'alimentation electrique a deux tensions pour vehicule - Google Patents
Systeme et procede d'alimentation electrique a deux tensions pour vehiculeInfo
- Publication number
- EP1568115A1 EP1568115A1 EP03796131A EP03796131A EP1568115A1 EP 1568115 A1 EP1568115 A1 EP 1568115A1 EP 03796131 A EP03796131 A EP 03796131A EP 03796131 A EP03796131 A EP 03796131A EP 1568115 A1 EP1568115 A1 EP 1568115A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- network
- battery
- voltage
- engine
- alternator
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/1423—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle with multiple batteries
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J1/00—Circuit arrangements for dc mains or dc distribution networks
- H02J1/08—Three-wire systems; Systems having more than three wires
- H02J1/082—Plural DC voltage, e.g. DC supply voltage with at least two different DC voltage levels
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
Definitions
- the invention relates to a device for powering a motor vehicle with an internal combustion engine, whether it is a passenger vehicle, an industrial vehicle or a utility vehicle, and methods of controlling such a device.
- the electrical components of a motor vehicle are supplied electrically by an accumulator of electrical energy such as a battery, the size, mass and cost of which increase with the electrical intensity necessary for the operation of these components.
- a battery meets two uses: powering the starter motor, which requires a high current, several hundred amps, for a short time, or a few seconds; the supply of electrical loads, engine stopped as the engine running, which requires lower currents of a few tens of amperes, but for a longer duration.
- a known solution to this problem consists in replacing the current single battery with two separate batteries, one of which is called “starter battery” is dedicated to the starter of the engine, and the other called “service battery” is dedicated to the supply of the vehicle's electrical charges, these two batteries being separated by a charge management system comprising a set of controllable switches.
- the document EP-A-0 753 925 describes a device for powering a vehicle, having a starter battery and a service battery of equal nominal voltages.
- Document US-A-4 743 830 describes a two-voltage electrical system for an internal combustion engine. Two batteries are connected in series and are connected to an alternator. Both batteries have a nominal voltage of 12 volts and some electrical loads are supplied with 12 volts, while others are supplied with 24 volts.
- Document DE-10003731 describes a switching device for a temporary connection between a battery and an energy consumer.
- the switching device is controlled by a control unit which includes a voltage detector on the side of the control unit which includes a voltage detector on the energy consumer side and activates the switching device in the event of a voltage drop in the energy consumer side.
- the 42-volt and 14-volt dual voltage networks are considered to be known.
- the 42 volt network is supplied by a generator of the same voltage and the 14 volt network is supplied by a DC converter from the 42 volt network.
- Two DC converters can be provided in parallel, one of which is bidirectional.
- the invention provides a reliable electrical system, with a high capacity for managing degraded modes and allowing optimized operation of the vehicle.
- the two-voltage vehicle power supply system comprises a first network with high voltage, suitable for supplying a first group of consumer elements, a second low voltage network, suitable for supplying a second group of consumer elements, the first network being connected to a high voltage battery, the second network being connected to a low voltage battery, and electronic conversion means able to transfer energy from the first network to the second network, and from the second network to the first network.
- a control unit is capable of controlling the conversion means as a function of states of the electrical system, said states being grouped under management configurations, each management configuration corresponding to a state condition of an alternator capable of supplying energy to the electrical system, in the sense of the current in each battery and in the conversion means, as a function of operating parameters of a vehicle equipped with said system, as a function of battery charging criteria, and as a function of criteria d state of the electrical system. This allows the vehicle to start the engine even if one of the batteries is discharged.
- the battery charging criteria are Boolean values equal to 1 if the voltage of the corresponding battery is greater than a predetermined threshold.
- the state criteria of the electrical system are Boolean values equal to 1 if the voltage of the corresponding network is within a predetermined range for a strategy to be implemented.
- the system comprises a control unit connected to the electronic conversion means.
- the control unit can also be connected to a thermal engine control unit.
- the control unit may include a processor, random access memory, read only memory and control software.
- the control unit comprises at least one means for controlling a first transfer of energy by the conversion means from the first network to the second network, and a second transfer of energy by the means for converting from the second network to the first network. Eventually, said control means is able to control a zero transfer of energy.
- the software may include means for controlling a first transfer of energy from the first network to the second network when recharging of the low voltage battery is necessary.
- the software may include means for controlling a second transfer of energy from the second network to the first network when recharging of the high voltage battery is required or when high power is requested on the first network.
- the software can include a means for controlling a zero transfer of energy when starting a heat engine.
- the starter battery is sufficient to start the engine without the help of the service battery.
- the software can include a means for smoothing the transitions between operating modes, in particular when starting or stopping the heat engine.
- the software may include a means for taking into account the temperature of a battery when it is recharged.
- the first network is supplied by an alternator and supplies a starter for the heat engine.
- the first network can be connected to an alternator-starter.
- the control unit is connected to the alternator and the starter.
- the system includes means for smoothing the transitions between operating modes.
- the electronic conversion means is a DC / DC converter whose output voltages can be modulated.
- the invention provides a method of supplying electrical power at two voltages for a vehicle, from a first high-voltage network capable of supplying a first group of consumer elements, from a second low-voltage network capable of supplying a second group of consumer elements, the first network being connected to a high voltage battery, the second network being connected to a low voltage battery, and electronic conversion means capable of transferring energy from the first network to the second network and the second network to the first network, in which the conversion means are controlled as a function of states of the electrical system, said states being grouped under management configurations, each management configuration corresponding to a condition condition of an alternator capable of supplying energy to the electrical system, in the sense of the current in each battery and in the conversion means, as a function of operating parameters of a vehicle equipped with said system, as a function of battery charging criteria, and as a function of electrical system condition criteria.
- the low voltage battery is recharged by the high voltage battery to allow the engine to start and avoid a reset of a control unit, if the battery charge criterion at low voltage is not satisfied, or if the condition criterion for the low voltage network is not satisfied, and if the condition criterion for the high voltage network is satisfied, and if the criterion for battery charge at high voltage is not satisfied.
- the high voltage battery is recharged by the low voltage battery to increase the voltage of the high voltage battery, if the criterion for charging the high voltage battery is not satisfied , or if the condition criterion of the high voltage network is not satisfied, and if the condition condition of the low voltage network is satisfied, and if the criterion of charging the low voltage battery is satisfied ,.
- the heat engine is assisted by means of the alternator if the criterion for charging the high voltage battery is satisfied, and if the condition criterion for the high voltage network is satisfied.
- At least one battery is recharged while recovering energy from the heat engine via the alternator-starter if a gear is engaged, in the engaged position, if the engine is running. with speed greater than idle, if the alternator-starter is in alternator mode, and if the accelerator pedal is released.
- the heat engine is stopped for a short time if the state of charge of the batteries or the electrical system condition criteria are considered correct, then restart it if the state of charge of the batteries or if the electrical system condition criteria are not satisfactory.
- the voltage measurement on the networks is not significant and the condition criteria of the electrical system are no longer taken into account.
- the invention also makes it possible to improve the enjoyment on board the vehicle by reducing, or even eliminating any jerks on the heat engine linked to a brutal demand for energy when starting the heat engine and by reducing, or even deleting, the modifications perceptible by the driver and / or passengers when the engine is stopped when the electrical equipment is in operation, such as the vehicle lights, the windscreen wipers, etc.
- FIG. 3 to 13 are schematic views of the system configurations noted 1 to 11 in the following, in which the direction of the currents is represented by arrows.
- the vehicle 1 shown diagrammatically comprises inter alia an electrical system 2, a heat engine 3, a control unit 4 for the heat engine 3, in particular dedicated to injection calculation, and a unit for control 5 of the electrical system 2.
- the control units 4 and 5 are connected so that they can exchange data.
- the electrical system 2 comprises a high voltage battery, for example 36 volts, referenced 6, a high voltage electrical network 7 connected to the battery 6 and elements consuming energy electrical 8 connected to the electrical network 7, on the one hand, and a low voltage battery, for example 12 volts, referenced 9, an electrical network 10 at low voltage, connected to the battery 9, and elements consuming electrical energy 11 connected to the electrical network 10, on the other hand.
- the electrical system 2 further comprises a DC / DC converter 12 connected by a terminal to the high voltage electrical network 7 and by another terminal to the low voltage electrical network 10, and an alternator-starter 10 electrically connected to the electrical network 7 to high voltage and mechanically by means of a shaft 14 to the heat engine 3.
- the converter 12 and the alternator-starter 13 are connected by a data transmission link to the control unit 5.
- the terminals of the batteries 6 and 9 and energy consuming elements 8 and 1 1, not connected respectively to the electrical networks 7 and 10, are connected to an earth of the vehicle.
- the converter 12 and the alternator-starter 13 can also be connected, not shown, to an earth of the vehicle.
- the batteries 6 and 9 are each connected to the ground and to the network, respectively 7, 10, which is associated with them.
- Networks 7 and 10 are interconnected via converter 12.
- the batteries 6 and 9 are thus arranged in parallel.
- the voltages of 36 and 12 volts are indicated here for information only. Other pairs of voltages could be provided, for example 24 volts and 12 volts, 48 volts and 12 volts, 28 volts and 14 volts, or even 42 volts and 14 volts.
- the voltage couples are chosen according to the standards in force, the type of vehicle and the electrical design.
- the invention is perfectly suited to conventional vehicle architectures comprising an alternator and a starter which are separate elements, each electrically connected to the electrical network and mechanically, if necessary intermittently, to the heat engine.
- the alternator-starter 13 receives current, so I have I 13 positive and I 6 negative.
- the battery 9 supplies current to the network 10, so we have I 9 negative.
- I 13 is negative because the alternator-starter 13 supplies current to the network 7.
- I 6 is positive, because the battery 6 receives current, except in special cases.
- I 7/12 is positive, the converter 12 receiving current from the network 7, while I 10/12 is negative, the converter 12 supplying current to the network 10.
- I 9 is positive, the battery 9 receiving current, except in special cases.
- the alternator-starter 13 is generator and imposes a voltage U I3 on the network 7.
- the converter is in direct mode and imposes a voltage U 10/12 on the network 10.
- I 6 is positive, the battery 6 receiving current.
- the currents I 7/12 and I 10/12 are reversed compared to the previous case and I 9 is negative, the battery 9 supplying current to the consuming members 11 and to the converter 12.
- Capacitive effect a phenomenon of drop in the no-load voltage of a battery after a draw of the high current.
- the capacitive effect occurs in particular after the starter is actuated on the battery 6, and if necessary on the battery 9 in the case of a diesel engine where a strong current is taken from the battery 9 by preheating.
- the time it takes for a battery's voltage to return to its original value depends on several factors, such as temperature, the lower the temperature, the longer it takes, the current drawn and the state of charge of the battery. .
- the duration of return to normal varies from a few minutes to a few hours. The occurrence of this phenomenon will be indicated in the control unit 5 by a flag or flag located in a volatile memory with delay effect.
- B6 and B9 which are booleans indicating whether the state of charge of the corresponding battery is acceptable. So we have
- B6 1, if the state of charge of the battery 6 is greater than a threshold
- B9 1, if the state of charge of the battery 9 is greater than another threshold.
- These criteria B6 and B9 are considered to be relatively robust compared to the capacitive effect.
- Network condition criteria R7 and RI O are also used, which are also booleans which indicate whether the operation of the networks is acceptable at the current operating point and according to supply requests which are likely to follow.
- R7 1 if the voltage U 7 is greater than a threshold voltage established according to a particular phase of operation. The same goes for RI O with an adapted threshold voltage.
- the criteria R7 and RI O are relatively dependent on the capacitive effect. Therefore, when the flag signaling a RAM capacitive effect . EFF.
- CAPA is at 1, criteria R7 and RI O are not taken into account. Criteria B6 and B9, R7 and RI O are used to determine the treatment to be carried out in the context of battery recharging strategies. The different combinations are grouped into four classes called contexts:
- the power supply + BAT condition is reached, either with the ignition off or at the first position of the key.
- the supply condition + ACC is reached at the second position of the key.
- the power supply condition + APC is reached from the third position of the key.
- the supply condition + DEM is reached from the fourth position of the key. In supply condition + DEM, the consumer elements supplied under condition + ACC are cut.
- Voltage classes are defined for networks 7 and 10, with the start-up phase ⁇ e U, 7- ⁇ dem-m ⁇ .n to U 7 7- ⁇ .em-max and U, 1 n 0-d, em -m ⁇ n to U, 1 n 0- ⁇ dem-max and excluding start-up phase?.
- phases The various operating states of the vehicle, which are described in the following table, are called "phases":
- the phases correspond to states where the engine is either stopped or running, except for the transition phases of starting the heat engine, phases D and E and stopping the engine phase F.
- This classification makes it possible to reduce the number of phases and the number of transitions between phases.
- Certain phases or transitions between phases require management tasks by the control unit which are common. For the operation of the control unit 5, provision is made for said control unit 5 to be awakened by a transition between phase A and A ′, that is to say by opening a door of the vehicle.
- control unit 5 From the moment of this awakening, the control unit 5 remains awake in phases A, A ′ and B for a determined duration of delay which can be, for example, a few tens of seconds.
- the control unit 5 can be permanently awake during the other phases.
- phase C During a transition from phase C to phase B, the control unit 5 triggers the delay before going to sleep. At the end of the time delay, if the phase is A, A 'or B, the control unit 5 goes to sleep, otherwise the control unit 5 remains awake.
- the states of the electrical system 2 are grouped under the term configuration.
- the possible management configurations are grouped in the table below.
- the regulator voltage of the alternator-starter 13 on the network 7 relative to the resting voltage of the battery 6 and to the load of the network 7, conditions the variants of the configuration 11.
- the regulation voltages must be defined by the control unit when the alternator-starter is in alternator mode and when the converter 12 is in operation, whether in direct mode or in reverse mode.
- the regulation voltages of the alternator-starter 13 and of the converter 12 must be identical because the regulations are carried out on the same network 7.
- configuration 5 does not present any significant use advantage.
- the operation of the network can be summarized by a phase table according to the configuration linked to the context of the batteries defined above.
- battery 9 recharges battery 6.
- the previous strategy is no longer active.
- the strategy for recharging the battery 6 by the battery 9 is not engaged in phase A, but in phase A ', B, C or C
- this strategy can be active during phase A as long as the exit conditions of said strategy are not verified.
- Phases A and B can be considered identical. They are distinguished by the supply condition (+ BAT and + ACC) of the consumer elements 11 on the network 10, therefore by the current drawn on the battery 9 and the resulting voltage drop on the battery 9 of the voltage safety thresholds of the network 10 associated with each of these phases can be considered identical.
- Phases D and E correspond to two phases of starting the engine, respectively by actuation of the starter with the condition + DEM, and by a start. Both phases D and E require voltage smoothing.
- Phases G, H and I can also be considered identical. In these three phases, the engine is running and neither the boost or over-acceleration nor the recuperative charge are implemented. To reduce the oxidation of batteries 6 and 9, it is desirable to reduce the charging current of the battery as a function of its temperature.
- the control unit 5 comprises a thermal compensation module, generally in the form of a portion of software (possibly in the form of a circuit) capable of controlling the converter 12 in this direction.
- the converter 12 will regulate the network 10 according to a linear law decreasing with the temperature.
- the thermal compensation module of the control unit 5 implements two thermal compensation laws for the network 7 as a function of the phases.
- This law is used for phases G, H and I.
- phase K or the recuperative charge phase the preceding voltage is used to which a positive voltage ⁇ U is added.
- the regulation voltage in phase K must be slightly higher than the no-load voltage of the battery 6 so as to charge it without drying it out. In particular, if the state of charge does not exceed 80%, a threshold beyond which the electrochemical reaction of the battery gives off gas, then the risk of drying out in the battery becomes weaker.
- the control unit 5 also implements thermal compensation laws during the phases when one of the batteries charges the other battery. Similarly, the recharging voltage of a battery follows a decreasing linear law as a function of temperature.
- the RAM flag . EFF . CAPA aims to indicate if after a start-up phase D, the voltage level of batteries 6 and 9 must be taken into account as an entry or exit condition for the strategies for charging one battery by the other.
- the RAM flag . EFF . CAPA remains at 1 as long as phase C is maintained.
- phase C Following a transition from phase C to phase B, a time delay delays the extinction of the control unit 5.
- the RAM flag . EFF . CAPA is set to 0 only after the delay time has elapsed and if the phase is A, A 'or B.
- preheating is carried out on a transition from phase B to phase C or C. If the engine starts, transition from C to D, does not take place before the expiration of a preset time, preheating is maintained for an additional time. When the engine is started, the post-heating is carried out for a period also preset.
- the strategy for recharging the battery 9 with the battery 6 is intended to allow the engine to start with support from the network 10 and to avoid resetting the control unit 5 to zero for lack of a suitable supply. However, such a strategy does not allow a true recharging of energy from the battery 9.
- This strategy is operational during phases C or D, in particular in the case of the use of glow plugs of a non-rotating diesel engine, plugs powered by the network 10. This strategy corresponds to the configuration 6 in phases C and D.
- the control unit 5 comprises a module for recharging the battery 9 with the battery 6, generally in the form of a portion of software or possibly under the form of a circuit capable of controlling the converter 12 in this direction.
- this strategy is authorized in phases C, C or D, if the state of charge of battery 9 or of network 10 is considered low and if the state of charge of battery 6 or of network 7 is deemed correct (context 3).
- This strategy is stopped if it has been implemented for a duration greater than a predetermined duration, if the state of charge of the battery 6 or of the network 7 is judged to be incorrect, in the event of transition from a phase D to a phase G or H, i.e. a successful start of the internal combustion engine, and in the event of transition from a phase C to a phase I, J or K. If the first attempt to start the internal combustion engine has not successful, then the capacitive effect occurs and the voltage measurement on networks 7 and 10 is not significant.
- the RAM flag if the first attempt to start the internal combustion engine has not successful, then the capacitive effect occurs and the voltage measurement on networks 7 and 10 is not significant.
- phase D is not simply a strategy for recharging the battery 9, but also a strategy for supporting the network 10 which in particular makes it possible to preheat a diesel engine.
- a suitable flag may be provided to prohibit chaining two recharges of battery 9 by battery 6 in phase C.
- a transition from phase B to C may be required to carry out the recharging strategy in phase C.
- the strategy for recharging the battery 6 with the battery 9 is intended to allow the engine to start. Such recharging makes it possible to slightly increase the no-load voltage of the battery 6 by carrying out a sort of awakening of its electrochemical system of the same kind as that which can be carried out by a call from the headlights prior to starting.
- the control unit 5 comprises a module for recharging the battery 6 with the battery 9, generally in the form of a portion of software or possibly in the form of a circuit capable of controlling the converter 12 for such recharging.
- This strategy is implemented in configuration 8 in phases A, A ', B, C or C, and in configuration 11 -1 in phase D.
- the start of the strategy is carried out in phases A, A', B, C, C or D, i.e. engine stopped.
- the state of charge of the battery 6 or the network voltage 7 will have been judged to be low, and the state of charge of the battery 9 or the network voltage 10 will have been judged to be correct.
- the implementation of this strategy is stopped after a predetermined period, if the state of the network 10 is no longer satisfactory, in the event of a transition from a phase D to a phase G or H, or a phase C to phase I, J or K.
- the entry and exit conditions of this strategy no longer take into account the voltage of networks 7 and 10.
- the occurrence of recharging the battery 6 by the battery 9 is limited to twice.
- the first recharging can be carried out as soon as the control unit 5 is woken up, for example when a vehicle door is opened in phase A '. This makes it possible to recharge the battery 6 by anticipating the start of the heat engine as soon as possible. Recharging can only be carried out once in phases A ', A or B, before a state of running thermal engine.
- a passenger who opens a door does not necessarily mean that the engine is started.
- a second recharge of the battery 6 can only be carried out in phase C. Charging can also be carried out only once in phase C before a state of running thermal engine.
- phase D The application of this strategy in phase D is not a strategy for recharging the battery 6, but more a strategy for supporting the alternator-starter 13 when the engine is started.
- This strategy is implemented according to entry and exit conditions specific to phase D and is not limited in number of occurrences.
- the smoothing strategy of the engine starting which is implemented by the control unit 5 which includes a module or a circuit for this purpose aims to avoid a sudden torque on the heat engine linked to demand current of converter 12.
- the network voltage 10 is regulated along a ramp until a final regulation voltage is reached.
- the control unit 5 comprises a module for smoothing the starting of the engine, generally in the form of a portion of software or possibly in the form of a circuit capable of controlling the converter 12 for such smoothing.
- the conditions for entering the smoothing strategy for starting the combustion engine correspond to all the possible transitions between a stationary engine and a running engine: from D to G, from E to G, from F to E, from C to D, from C to I, from C to J, from C to K.
- the exit conditions from this strategy correspond to all the possible transitions between a running engine and a stop: from D or G to C, from I, J or K to C, from E, G, H, I, J, K to B.
- the alternator 13 only delivers the current progressively along a ramp which may be linear, quadratic or other.
- the progressiveness of the ramp depends on several factors, in particular the speed of the heat engine at time t when the switching on of an additional load and the value of the inrush current ⁇ I (t) linked to the switching on of d 'an additional load, compared to the current I (N) linked to engine speed N (t).
- the rise time ⁇ i of the current ramp is higher the lower the speed N.
- the rise in current must be very gradual so as not to overload the thermal engine.
- the rise time ⁇ t is also higher the higher the ratio ⁇ i / i (N).
- the duration is linearly interpolated.
- the battery 9 supplies the necessary current during the current rise time I ] 3 .
- the strategy of smoothing when the heat engine is cut off aims to avoid a significant drop in the services provided by the consumer elements 11 of the network 10 when the heat engine stops.
- the control unit 5 which comprises a module or a circuit for this purpose then performs a regulation of the voltage on the network 10 along a ramp until reaching the resting voltage of the battery 9.
- the input conditions of this strategy correspond to all the possible transitions between a running heat engine and a stopped heat engine, namely phase F and the transitions D or G to C, from I, J or K to C and from E, G, H , I, J, K to B.
- the output conditions correspond to all the possible transitions between a stationary combustion engine and a rotating combustion engine, i.e. from D or E to G, from F to E, from C to D, I, J or K.
- the smoothing strategy when the engine is switched off requires keeping the control unit 5 on standby for the duration of the smoothing. If the engine is restarted during a shutdown phase or if it is stopped during a shutdown phase startup, then the smoothing ramp is applied at the time of the change.
- the aim of the stop authorization strategy is to determine the conditions on the electrical networks which authorize a stop.
- stop means stopping the heat engine for a short time, for example in a traffic jam or at a red light, followed by a restart.
- the stop is authorized if the state of charge of the batteries or the network voltage is judged to be correct: see context 1. Otherwise, the stop authorization strategy is inhibited.
- provision is made for configuration 6 and the implementation of a smoothing strategy when the thermal engine is switched off.
- the control unit 4 of the heat engine 3 which includes a stop control module can also emit a flag for authorizing or prohibiting stop according to operating conditions of the heat engine.
- the "start” request strategy aims to determine the conditions on electrical networks which impose a "start”, later on a stop.
- a “start” is considered here as an automatic start of the heat engine, excluding driver action, following a stop.
- the start is implemented if the state of charge of the batteries 6 and 9 or if the voltages on the networks 7 and 10 are not satisfactory.
- the start order comes from the control unit 5 and can also be requested by the control unit 4 and validated by the control unit 5 which includes a module for this purpose.
- the control unit 5 applies the configuration 10 and authorizes a smoothing strategy when the heat engine starts.
- the start request is made.
- the smoothing strategy is implemented at the start of the heat engine.
- the start is requested by the control unit 5 in contexts 2, 3 and 4. If the start did not allow the engine to start, then the control unit 4 sends to the control unit 5 a exit order from the stop strategy. The engine must then be started with the ignition key or equivalent. During this, the converter 12 is in open circuit awaiting a phase G.
- the strategy for authorizing a “boost” or over-acceleration implemented by a boost module of the control unit 5 which determines whether the conditions on the electrical networks which authorize a boost are met, and then controls the alternator-starter 13 and the converter 12 in this sense. If the state of charge of batteries 6 and 9 is correct or if the voltages on networks 7 and 10 are suitable, the boost is authorized.
- the boost can be requested by the control unit 4 and authorized by the control unit 5, and comprises two stages.
- a first step is called load shedding in which the alternator-starter 13 is in open circuit and the battery 6 supplies energy to the network 10 via the converter 12, then a second step in which the alternator starter 13 operates as a starter and the battery 6 supplies energy to the network 10 via the converter 12.
- the boost may only be authorized if the voltage U 6 is greater than a predetermined voltage of boost authorization, and the boost can be interrupted if the voltage U 6 falls below a minimum boost voltage.
- the boost takes place in phase J in configurations 1, 2 or 3.
- the converter 12 is kept active to maintain voltage regulation on the network 10.
- the control unit 5 also implements a recovery charge strategy which aims to avoid corrosion of the battery 6 following the maintenance of a constant voltage across its terminals for an extended period. If the vehicle is in the following driving conditions: position + APC gear engaged - gear engaged position engine running at higher idle speed so as not to stall the engine when implementing the alternator-starter strategy 13 in alternator mode - acceleration pedal released, then the battery 6 recovers energy from the alternator-starter 13. The above conditions set set a flag for request for recuperative charge. The recovery charge is ended if the key is in the + ACC or + BAT position, when the vehicle is in neutral, when the clutch is released, when the engine is stalled, when the engine is idling.
- the regulator voltage of the alternator-starter 13 follows a ramp for a transient period to reach the maximum regulation voltage from the voltage U 6 .
- the maximum regulation voltage is reached, the current entering the battery 6 is the highest, therefore the resistive torque offered to the heat engine is the strongest.
- the regulating voltage of the alternator-starter 13 follows a ramp for a determined transient period to reach the usual regulating voltage.
- the recovery charge phase K will take place in configuration 1.
- the electrical system in accordance with the invention, is equipped with batteries which can be of various types, in particular lead, NiMH, lithium, or even of super-capacity type.
- the electrical system which transmits power between the two networks of different voltages is a DC-DC converter based on electronic components whose output voltage can be modulated.
- the transfer of power from one network to another is therefore particularly easy and flexible.
- the batteries are used in normal use and not only in degraded mode and the voltage on the networks can change depending on the current drawn, the temperature of the batteries, etc.
- the software implemented in the control unit 5 is simple and economical and provides interesting management in degraded mode. In the event of one of the batteries being discharged, the system can allow the vehicle to start the internal combustion engine, which will allow it to both drive and supply electricity to the electrical networks thanks to the electric generator, for example in the form of an alternator-starter.
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- Engineering & Computer Science (AREA)
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- Charge And Discharge Circuits For Batteries Or The Like (AREA)
Abstract
Description
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Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
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FR0215188A FR2848033B1 (fr) | 2002-12-03 | 2002-12-03 | Systeme et procede d'alimentation electrique a deux tensions pour vehicule. |
FR0215188 | 2002-12-03 | ||
PCT/FR2003/003553 WO2004054066A1 (fr) | 2002-12-03 | 2003-12-02 | Systeme et procede d'alimentation electrique a deux tensions pour vehicule |
Publications (1)
Publication Number | Publication Date |
---|---|
EP1568115A1 true EP1568115A1 (fr) | 2005-08-31 |
Family
ID=32309946
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP03796131A Withdrawn EP1568115A1 (fr) | 2002-12-03 | 2003-12-02 | Systeme et procede d'alimentation electrique a deux tensions pour vehicule |
Country Status (3)
Country | Link |
---|---|
EP (1) | EP1568115A1 (fr) |
FR (1) | FR2848033B1 (fr) |
WO (1) | WO2004054066A1 (fr) |
Families Citing this family (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP4211715B2 (ja) | 2004-08-23 | 2009-01-21 | 株式会社デンソー | 車載電源システム |
FR2886780B1 (fr) * | 2005-06-02 | 2007-09-14 | Peugeot Citroen Automobiles Sa | Installation electrique de bord pour vehicule automobile |
JP2007064209A (ja) | 2005-08-05 | 2007-03-15 | Fujitsu Ten Ltd | エンジン制御装置、制御方法、及び制御システム |
DE102007004279A1 (de) * | 2007-01-23 | 2008-07-24 | Bayerische Motoren Werke Aktiengesellschaft | Mehrspannungsbordnetz für ein Kraftfahrzeug |
JP5297126B2 (ja) * | 2008-09-11 | 2013-09-25 | 本田技研工業株式会社 | 電動パワーステアリング装置 |
DE102010001239A1 (de) * | 2010-01-27 | 2011-07-28 | SB LiMotive Company Ltd., Kyonggi | Batteriesystem für Kraftfahrzeuge mit Hochleistungsverbrauchern |
FR2969849B1 (fr) * | 2010-12-23 | 2012-12-28 | Valeo Sys Controle Moteur Sas | Dispositif et procede de conversion dans le reseau de bord d'un vehicule |
FR3092208B1 (fr) * | 2019-01-29 | 2021-01-15 | Psa Automobiles Sa | Procede de pilotage d’un generateur couple a une roue-libre d’un vehicule automobile |
Family Cites Families (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE19628222A1 (de) * | 1996-07-15 | 1998-01-22 | Bosch Gmbh Robert | Vorrichtung zur Spannungsversorgung in einem Kraftfahrzeug |
DE19645944A1 (de) * | 1996-11-07 | 1998-05-14 | Bosch Gmbh Robert | Steuergerät für ein Bordnetz |
DE19846319C1 (de) * | 1998-10-08 | 2000-02-17 | Daimler Chrysler Ag | Energieversorgungsschaltung für ein Kraftfahrzeugbordnetz mit zwei Spannungsversorgungszweigen |
DE19951128A1 (de) * | 1999-10-23 | 2001-04-26 | Bosch Gmbh Robert | Verfahren und Vorrichtung zur Spannungsregelung |
GB2357641B (en) * | 1999-12-20 | 2002-02-20 | Motorola Ltd | DC-DC Converter and energy management system |
DE10003731B4 (de) * | 2000-01-28 | 2012-01-26 | Robert Bosch Gmbh | Verwendung einer elektronischen Schaltvorrichtung zum zeitweiligen Verbinden einer Batterie mit einem Verbraucher in einem Zweispannungsbordnetz |
-
2002
- 2002-12-03 FR FR0215188A patent/FR2848033B1/fr not_active Expired - Fee Related
-
2003
- 2003-12-02 EP EP03796131A patent/EP1568115A1/fr not_active Withdrawn
- 2003-12-02 WO PCT/FR2003/003553 patent/WO2004054066A1/fr not_active Application Discontinuation
Non-Patent Citations (1)
Title |
---|
See references of WO2004054066A1 * |
Also Published As
Publication number | Publication date |
---|---|
WO2004054066A1 (fr) | 2004-06-24 |
FR2848033A1 (fr) | 2004-06-04 |
FR2848033B1 (fr) | 2008-08-29 |
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