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
  • H02J7/1438—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 in combination with power supplies for loads other than batteries
• • 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
  • H02J1/14—Balancing the load in a network
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B60—VEHICLES IN GENERAL
  • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
  • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
  • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
  • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
• • 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
  • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
  • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
  • H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles
• • 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 method for energy management according to claim 1.
• DE 199 60 079 A1 discloses a method for switching various classes of consumers on and off by means of switching elements in the context of energy management carried out by a control unit, in particular in a motor vehicle.
• the switching elements are controlled so that the selected priorities for controlling the switching elements can be changed dynamically during operation. This makes it possible to adapt the switching priorities depending on the operating status during operation.
• the consumers are switched off by changing the switching priority so that the perceptibility of the operating states is suppressed as far as possible.
• the priorities can also be changed according to person-specific criteria.
• the period of time that elapses or may elapse between the switching command and execution is to be taken into account directly in the (closing) switching sequence.
• the inventive method for energy management enables predictive control of vehicle electrical system components. For this purpose, it is constantly calculated how much energy is available in the following time interval ⁇ t. From the requests to connect consumers, it is determined how much energy is required in the following time interval. If more energy than required is available, requests for connection are implemented with a time delay or certain consumers are switched off.
• the predictive mode of operation can cause large fluctuations in the power consumption in the vehicle electrical system be reduced. This is possible, among other things, because power consumption peaks, which are caused by the very high inrush current of electric actuators and solenoid valves, are better distributed over time.
• FIG. 1 shows a flow chart of the method for energy management according to the invention
• FIGS. 2-1 to 2-3 show a flow chart of a subroutine of the inventive method for energy management
• FIG. 3 shows a sequence diagram of a further subroutine of the method for energy management according to the invention shown in FIG. 1.
• FIG. 1 is a flowchart of a method for energy management according to the invention.
• step S2 the state of the generator and one or more energy stores is continuously determined in step S1.
• step S2 it is determined from these status data whether the generator is running or not. If it is recognized in step S2 that the generator is not running, that is to say has failed, then step proceeds 53 advanced in which an emergency operation is carried out. The subroutine performing this emergency operation is described in more detail below with reference to FIG. 3. On the other hand, if it is recognized in step S2 that the generator is running, the sequence proceeds to step in normal operation
• step S1 the amount of energy available in the following time interval .DELTA.t is calculated on the basis of the status data of the generator and energy store / s determined in step S1.
• step S5 connection requests are received from consumers who wish to be connected for the following time interval ⁇ t.
• step S6 an energy required on the basis of the connection requests received from consumers in step S5 is determined in the following time interval ⁇ t. It is then checked in step S7 whether the energy determined in step S6 due to all the connection requests is above the available energy determined in step S4. If not, i.e. In step S7 it is determined that the available energy is sufficient to fulfill all connection requests, in step S8 all consumers wishing to be connected are connected in the following time interval ⁇ t. Then the process returns to the beginning.
• step S9 a subroutine is carried out in step S9, through which a selection of consumers to be connected in the following time interval is made and then to Start is returned.
• requests for connection are implemented with a time delay or certain consumers are switched off.
• the predictive mode of operation can greatly reduce fluctuations in the power consumption in the vehicle electrical system. This is possible because power peaks caused by the very high inrush current of electric servomotors and solenoid valves are better distributed over time.
• step S9 The subroutine according to step S9 will now be explained in more detail with reference to FIGS. 2-1 to 2-3. through which a selection of consumers to be connected in the following time interval ⁇ t is made.
• Class I includes non-switchable consumers, e.g. the engine control. Class I consumers are in any case immediately supplied with energy. Class II consumers include conditionally switchable consumers, i.e. switchable consumers that have a safety relevance. After all, consumers in classes III to N are switchable consumers that have no safety relevance and are distributed over several classes. The classification criterion in classes III to N is the loss of comfort for the driver in the event of failure. In the method for energy management according to the invention, consumers belonging to classes II to N are switched. The division of consumers into classes can be done dynamically while driving, e.g. depending on external factors.
• step S9 in the subroutine for the selection of consumers to be connected in the following time interval ⁇ t according to step S9 in FIG. 1, as shown in FIG. 2-1, a minimum switch-on time of preemptive consumers that are switched on is first reduced by a time interval ⁇ t in step S9-0.
• a query is then carried out in step S9-1 as to whether there are class I consumers who wish to be connected for the following time interval ⁇ t. Since the class I consumers are non-switchable consumers with safety relevance, it is then checked in step S9-2 whether the available energy determined in step S4 is sufficient for the connection of all consumers wishing to be connected in the following time interval ⁇ t class I is.
• step S9-2 If it is determined in step S9-2 that the energy is sufficient for all class I consumers wishing to be connected, then step S9-5 is followed by a connection of the class I consumer / s wishing to be connected in the following time interval ⁇ t , However, if it is determined in step S9-2 that the available energy determined in step S4 is not sufficient for the connection of all those who wish to connect in the following time interval Class I consumers, one or more preemptive consumers in the following time interval ⁇ t are switched off in step S9-3, depending on the amount of energy missing for connection.
• Preemptive consumers are consumers that can be switched off when they are already switched on.
• the tolerance time T L of the switched-off preemptive consumer (s) is set to the value for its maximum tolerance time T L , m a x in the following time interval ⁇ t.
• T L maximum tolerance time
• m a x in the following time interval ⁇ t.
• energy management they are taken into account like a "non-preemptive" consumer waiting to be connected.
• An example of a preemptive consumer is the seat heating. If it is switched on, it can be switched off at any time and must then within its maximum tolerance time Tj. m a x can be switched on again.
• step S9-5 the consumer (s) of class I wishing to be connected is connected in the following time interval ⁇ .
• step S9-6 it is checked whether there is still any energy left after switching on the class I consumers. If this is the case, it is checked in step S9-7 whether there is a consumer of classes II to N wishing to be connected in the following time interval ⁇ T. If this is the case, in step S9-8 a tolerance time T L of each consumer wishing to be connected in the following time interval ⁇ T is set to a maximum tolerance time T L / tnax , which can be different for each consumer.
• the maximum tolerance time T L / max corresponds to the maximum period that can be tolerated between the switching request for the electrical consumer and the actual connection under the aspect of safety or under the aspect of comfort for the driver.
• step S9-9 the consumer that is not yet selected and has the highest priority, that is, the lowest class, and the lowest tolerance time T L for an activation in the following time interval .DELTA.t is selected.
• step S9-10 it is checked whether there is still energy for a further connection in the following time interval ⁇ t. If this is the case, the process returns to step S9-9 and the consumer, which has not yet been selected and has the highest priority and the lowest tolerance time T L, is selected. Steps S9-9 and S9-10 are repeated until it is recognized that there is no more energy left or the energy is no longer sufficient for connection.
• step S9-11 a check is carried out to determine whether there are switched-on preemptive consumers with a minimum switch-on duration of less than or equal to 0. If this is not the case, the process proceeds directly to step S9-15. If this is the case, however, one or more of these preemptive consumers are switched off in step S9-12 until the energy is sufficient or all consumers of this type have been deactivated. Then in step S9-13 the tolerance time T L is set to a maximum tolerance time T Lm a x and the status of the preemptive consumer is set from "activated" to "waiting for connection". In the next step S9-14 it is checked whether there is still energy available. If so, return to step S9-9, otherwise proceed to step S9-15.
• Steps S9-11 to S9-14 can optionally only be carried out for consumers up to class II.
• step S9-15 the consumer (s) selected are connected in the following time interval ⁇ t.
• step S9-16 the tolerance time T of the consumers connected in step S9-15 as well as that of the class I consumers connected in step S9-5 is set to 0 in the following time interval ⁇ t.
• step S9-17 either following step S9-16 or following step S9-6, if it has been decided that there is no more energy left, the tolerance time T L of the consumers that have not yet been connected but wish to be connected Time interval ⁇ t reduced.
• step S9-18 It is then checked in step S9-18 whether, in particular due to the reduction in the tolerance time T L in step S9-17, the tolerance time TL of at least one consumer that has not yet been switched on is equal to or less than zero. If this is not the case, the process returns to the beginning. However, if it is determined in step S9-18 that the tolerance time T L of at least one consumer who is not yet connected and wishes to be connected is equal to or less than zero, a first emergency operation I is carried out in step S9-19, in which the entire class of consumer that is not yet switched on and wishes to be switched on, whose tolerance time T L is equal to or less than 0, is switched off for a predetermined time period ti.
• an emergency operation II is provided in step S3 in FIG. 1 if it is recognized in step S2 that the generator is not running.
• the sequence of this subroutine "emergency operation II" is shown in FIG. 3. If the subroutine "emergency operation II" is switched over in step S3, all consumers of classes III to N, i.e. all consumers that do not belong to the classes of non-switchable, conditionally switchable and thus safety-relevant consumers are deactivated. To avoid endangering the driver, the driver is then asked in step S3-2 to bring the vehicle to a standstill as quickly as possible. Then the process ends.

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Supply And Distribution Of Alternating Current (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Remote Monitoring And Control Of Power-Distribution Networks (AREA)

Applications Claiming Priority (2)

Publications (1)

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• 2003
  • 2003-09-11 DE DE2003141907 patent/DE10341907B4/de not_active Expired - Fee Related
• 2004
  • 2004-08-21 WO PCT/EP2004/009380 patent/WO2005028258A1/de not_active Application Discontinuation
  • 2004-08-21 US US10/569,826 patent/US8378520B2/en not_active Expired - Fee Related
  • 2004-08-21 JP JP2006525681A patent/JP2007504987A/ja not_active Abandoned
  • 2004-08-21 EP EP04764362A patent/EP1663718A1/de not_active Withdrawn

Non-Patent Citations (1)

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