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
• • 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
  • H02J1/00—Circuit arrangements for dc mains or dc distribution networks
  • H02J1/14—Balancing the load in a network
• • 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
  • Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
  • Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles

Definitions

• the invention relates to an energy management system for a motor vehicle.
• a device for energy distribution in a motor vehicle which has a driven by an internal combustion engine generator which supplies an electrical system with an electrical system.
• the energy distribution is realized with the aid of a control device which works as an on-board network manager.
• the control unit is supplied with required information, from which it carries out a control strategy for the regulation of the components of the electrical system and of the internal combustion engine.
• the energy distribution between the on-board network and the internal combustion engine takes place in accordance with specifiable requirements taking into account the condition that the vehicle electrical system setpoint voltage is within predefinable limits.
• a method and a device for energy distribution in a motor vehicle which has at least one battery and at least one generator.
• a hierarchical tax structure is used. This consists of an over- ordered component and these subordinate components for controlling the at least one generator and the at least one battery.
• interfaces with predetermined communication relationships are provided between the superordinate component and the subordinate components.
• the communications relationships are jobs that must be fulfilled by the instructed component, requirements that should be met by the requested component, and queries that must be answered by the queried component.
• the power or voltage to be set is transmitted as an order, and the potential for generating the power of the generator is transmitted as a query.
• the electrical performance potential of the battery is transmitted between the subordinate component of at least one battery and the superordinate component as a query.
• This vehicle electrical system has several electrical consumers that are supplied with electrical energy by a generator and a battery. Consumers demand peak power in a first phase after power up and nominal power in a second phase after power up. Furthermore, a control device for carrying out an energy and consumer management is provided. To avoid voltage drops when connecting consumers and to improve vehicle safety, it is proposed to determine the peak and nominal power available in the electrical system after a switch-on request and to delay the switch-on time for the consumer and to initiate supply-increasing measures and / or consumption-reducing measures if not enough top or nominal available. The new consumer will only be switched on if sufficient peak and nominal power can be made available.
• An energy management system with the features specified in claim 1 has the advantage that a very accurate and differentiated load flow control can be performed. In contrast to known energy management systems, in which a separation of energy producers, energy storage and energy consumers is made, this separation is no longer present in the new energy management system. This makes it possible, for example, to determine exactly for which classes of energy consumers how much energy may be taken, for example, from a battery and for which not.
• the claimed energy management system is expandable and cross-series can be used.
• a new on-board network component needs only one priority code and one or more classes are assigned, each consumer at a time can belong to only one class. If the respective associated data are then still stored in the memory, then this data can be used in addition to the previously available data for energy management.
• This energy management can be performed by the energy manager directly using the stored data processed by the arithmetic unit.
• the energy manager recognizes, based on the evaluation of the stored data carried out by the arithmetic unit, that the available energy is sufficient only for the existing safety-relevant consumers. consequently he performs a control in the sense that the safety-relevant consumers can remove power from the battery, comfort consumers, however, not.
• the energy management can also transmit information about the existing energy to the on-board network components associated control units, which in turn then control the respective associated electrical system component.
• the control intelligence is arranged decentrally with the respective vehicle electrical system component.
• the class assignment of a vehicle electrical system component is changeable in operation.
• a class 5 heater that has been shut down by the power manager may after some time go into class 4 to signal that heater shutdown is now noticeable and immediate reconnection of the heater is necessary.
• a power generator may belong to different classes. In class 0 he gives his maximum possible performance. However, as a virtual consumer, it can also be assigned to a higher class, draw power and thus reduce its power output.
• a memory may belong to different classes. In class 0 it outputs the maximum possible power output. In a higher class, it can absorb power as a virtual consumer and thus lower its power output or even record overall performance.
• each power level is considered to be an independent consumer to which a self-determined priority count and one or more classes are assigned.
• the power of the consumer corresponds to the power required in addition to the previous stage. This improves the integrability of any other consumers into the energy management system without changing its core.
• Stepless consumers are preferably subdivided into the smallest, meaningfully controllable stages, each stage having its own priority code and one or more classes. This improves the integra- bility of other stepless loads into the energy management system without changing its core.
• vehicle electrical system components can be assigned different classes, i. H. they can change from one class to another, but at any given time an on-board network component is assigned to only one class.
• FIG. 1 shows a block diagram of a first embodiment of an energy management system according to the invention.
• FIG. 2 shows a sketch for explaining the structure of the memory 3 of FIG. 1.
• FIG. 3 shows a sketch for illustrating the assignment of on-board network components to the classes and priority codes.
• FIG. 4 shows a block diagram of a second embodiment of an energy management system according to the invention.
• FIG. 1 shows a block diagram of a first embodiment of an energy management system according to the invention.
• the energy management system has a power manager 1 having a Computing unit 2 contains.
• the energy manager 1 communicates with a memory 3 in which data are written and from which data is read out.
• the energy manager 1 is connected to a power generator 4, an energy store 5 and energy consumers 6, 7 and 8 in connection.
• the energy generator 4 may be a generator, in the energy storage 5 is a battery.
• the energy consumers 6, 7, 8 are real energy consumers.
• the energy consumer 6 is a heating device of the vehicle
• the energy consumer 7 is a brake control system (ABS) of the vehicle
• the energy consumer 8 is the car radio of the vehicle. All of the aforementioned energy producers, energy storage and energy consumers are referred to as on-board network components.
• Class 1 base load (all consumers without information technology signal connection)
• Class 7 P MAX (Boost, but without subsequent savings potential)
• the class 0 are therefore associated with all energy generators and energy storage with their maximum possible power output, such as the generator 4 and the battery 5.
• Class 1 includes all energy consumers that have no information technology signal connection. These include, for example, headlights that are not controlled via a data bus.
• Class 2 is assigned to all non-influenceable consumers. This means safety-relevant and legally relevant consumers, for example a brake control system, headlights, secondary air pump or electric catalyst heating.
• Class 3 includes all non-safety-relevant consumers whose disconnection is clearly perceptible in the case of de- gradation. These include, for example, the car radio and the windows.
• Class 4 is assigned to all non-safety-relevant consumers whose shutdown in the case of degradation is only noticeable to a limited extent. This includes, for example, the seat heating.
• Class 5 includes all non-safety-relevant consumers whose disconnection is not perceptible in the event of degradation. This includes, for example, the heated rear window.
• Class 6 is assigned to all non-safety related consumers with always maximum consumption. This includes, for example, the interior heating. Consumers in grades 2-7 can change classes during operation. Class 7 includes all non-safety-relevant consumers with always maximum power consumption, but their activation is not associated with a subsequent savings potential. This includes, for example, at high outside temperatures, the rear window heating.
• priority codes are defined which provide information about the importance of an on-board network component for energy distribution.
• FIG. 2 shows a sketch for explaining the structure of the memory 3 of FIG. 1.
• the memory locations of the memory 3 are organized in matrix form.
• the total of eight different classes are specified on one axis and, for example, a total of 17 priority codes on the other axis.
• FIG. 3 shows a sketch for illustrating the assignment of vehicle electrical system components to the classes and priority codes.
• Each power generator has different operating states. In one of these operating states, it outputs its maximum possible power, which in the case of generator 4 amounts to 2000 W, for example. This operating state is assigned to class 0. The output from the generator in this mode power is negatively balanced in the figure 4, d. H. provided with a minus sign.
• Each power producer can reduce its power output by purchasing power from one or more so-called virtual consumers in higher classes. This reduction of the output power is in the case of the generator 4, for example at an idle speed reduction (LLD reduction) and a torque reduction.
• VLD reduction idle speed reduction
• These virtual consumers are other classes Classes 4 and 5 are assigned, for example, the class 4 generator consumes 600 watts of power and class 5 powers 300 watts. This is illustrated in the following table, in which the last column gives the effective output power of the generator.
• the generator is an interface to a higher-level control.
• the generator is given an instruction for the above-mentioned torque reduction of this higher-level control.
• various possible operating states or types are associated with a power generator, these operating states being represented by a summation of a real power generator and none, one or more virtual power consumers.
• the virtual energy consumers are enabled or disabled by the energy manager depending on the amount of energy available and the energy demand. From these releases, the operating state to be selected by the generator can be derived directly.
• Each energy storage device can lower its power output or draw power by obtaining power by means of one or more so-called virtual consumers in higher classes. These virtual consumers are assigned other classes, such as classes 3, 4 and 5.
• the energy storage takes - as shown in Figure 3 can be seen - in class 3, a power of 600 W, in class 4, a power of 300 W and in class 5, an output of 100W. This is illustrated in the following table, in which the last column gives the effective power of the energy storage.
• an energy storage device is associated with various possible operating states or types, wherein these operating states are represented by a summation of a real energy producer and none, one or more virtual energy consumers.
• the virtual consumers are enabled or disabled by the energy manager depending on the amount of energy available and the energy demand.
• the priority codes 3 and 4 are reserved for further energy stores not provided in the present exemplary embodiment.
• a secondary air pump of the vehicle This is classified in class 2 and has a power consumption of 250 W.
• This additional consumer has only one operating state to which class 2 is assigned.
• This additional consumer has a power consumption of 300 W.
• This further consumer is, for example, a brake control system.
• This still further consumer also has only one operating state to which class 2 is assigned. This even more consumer has one Power consumption of 100 W. It can be a headlight.
• a consumer which can be operated in three power stages.
• this consumer is a heating element of the vehicle.
• Each of the consumer's performance levels is considered as a separate, independent consumer.
• power levels 1 and 2 are classified in class 4 and power level 3 in class 5 respectively.
• Each of the aforementioned consumers can dynamically change class during operation. For example, if a heating consumer classified in class 5 is shut down by the power management, it may switch to class 4 after a certain amount of time. By This change is indicated that the cut-off of the Schunders is now perceptible.
• each consumer is uniquely associated with a priority score that does not change.
• a plurality of consumers can be assigned to a priority code.
• Each consumer can only belong to one class at a time. Consumers within the meaning of the invention are the consumers themselves in the case of single-level consumers, and always only one switching stage of the consumer in the case of multistage consumers. If consumers with matching priority numbers exist in different classes, then they can always be controlled independently of each other. If, on the other hand, two consumers have the same priority code and the same class, then they can only be switched on and off together.
• the energy manager 1 performs the energy management using the data stored in the memory 3, which are illustrated in FIG.
• This stored data which indicate the power consumption or power output of the on-board network components, are read out of the memory 3 by the arithmetic unit 2 of the energy manager 1 and subjected to a computation process.
• a threshold which is, for example, zero. If one subtracts then the last summand again, then one obtains the largest still possible value, which is smaller than 0. From this it is now possible to derive information about a resulting class and a resulting priority measure, which provide information about which consumers may and may not consume how much energy.
• this information is used by the energy manager 1 to directly control the individual consumers, for example to switch them off, in order to ensure that the total energy consumed by all consumers remains smaller than that available standing energy.
• the information mentioned is only transmitted by the energy manager to all on-board network components.
• a separate control unit is provided in each case, which uses the transmitted information to set the energy absorbed by the on-board network component in the sense of the transmitted information.
• FIG. 4 shows a block diagram of this second embodiment of an energy management system according to the invention.
• This embodiment like the embodiment shown in FIG. 1, has an energy manager 1 which comprises a computing unit 2.
• the energy manager 1 is in communication with the memory 3 in order to read out data therefrom and to write data into it.
• the information output by the energy manager 1 about the resulting class and the resulting priority code are transmitted to all on-board network components.
• the onboard power supply component 14 is a generator unit which has a generator control unit 9 and a generator 4.
• the generator control unit 9 uses the output from the energy manager 1
• the generator control unit 9 for Ensure that the power output is lowered. This can be achieved that the torque of the generator is lowered and thereby more torque from the engine for the acceleration of the vehicle is available.
• the vehicle electrical system component 15 is an energy storage unit which has a storage control unit 10 and an energy store 5.
• the storage control unit 10 uses the information output by the energy manager 1 in order to set the energy consumed by the energy store 5 in the sense of the transmitted information.
• the memory controller 10 may ensure that any charging of the energy storage device is omitted to ensure that the total energy consumed by all consumers remains smaller than the available energy.
• the on-board network component 15 may also be a battery unit which has a battery state detection 10 and a battery 5.
• the battery condition detection notifies the energy manager 1 of the state of the battery.
• the energy manager 1 controls the battery power indirectly via the vehicle electrical system voltage. This can be done by specifying a target voltage to the generator by a suitable model.
• the on-board network component 16 is a consumer unit that has a consumer control unit 11 and a consumer 6.
• the consumer control unit 12 uses the information output by the energy manager 1 to adjust the energy consumed by the consumer 6 in the sense of the transmitted information.
• the consumer control unit 11 can ensure that the consumer 6 is switched off to ensure that the total energy consumed by all consumers remains smaller than the available energy.
• the on-board network component 17 is a consumer unit which has a consumer control unit 12 and a consumer 7.
• the consumer control unit uses the information output by the energy manager 1 to adjust the energy consumed by the consumer 7 in the sense of the information transmitted.
• the on-board network component 18 is a consumer unit which has a consumer control unit 13 and a consumer 8.
• the consumer control unit 13 uses the information output by the energy manager 1 in order to set the energy consumed by the consumer 8 in the sense of the transmitted information.
• the consumer control unit 13 uses the information output by the energy manager 1 in order to set the energy consumed by the consumer 8 in the sense of the transmitted information.
• each consumer who has a significant switch-on behavior transmits a parameter set (H x , t 1, H 2 , t 2 , "(7) For describing its time behavior to the energy manager 1.
• Priority code is transmitted. Consumers only send a message to the energy manager in the event of a status change or class change. Further advantages of the invention are high accuracy of the consumer peak load reduction, the scalability and the easy adaptability to customer requirements. Furthermore, the operation of an energy management system according to the invention is easy to understand and apply. New consumers can be more easily integrated into the concept because a standardized interface exists. New components can be automatically detected and integrated into an existing system in the sense of plug & play functionality. In the present invention, a dynamic see prioritization of the electrical system component performance, which allows a scheme with only minimal visibility of the control intervention by the customer. According to the second embodiment described above, which is a decentralized If the consumer model is based on a consumer model, the consumer status is not mapped in the energy manager, since the intelligence with regard to the consumer status is arranged in the consumer himself or at least outside the energy manager.
• An energy management system can serve as the basis for model-spanning energy management and also for manufacturer-independent, standardized energy management, since each on-board network component is described by a standardized parameter set and has a standard interface. This allows adaptation to different vehicles and equipment levels. In contrast, in known energy management systems it was necessary to consider consumer interfaces for multilevel consumers in a complex manner in the energy manager. By taking each stage as a separate consumer, any consumer can be integrated without having to change the core of the energy management system.

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Mechanical Engineering (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)
• Remote Monitoring And Control Of Power-Distribution Networks (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)

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• 2005
  • 2005-09-20 DE DE102005044829A patent/DE102005044829A1/de not_active Withdrawn
• 2006
  • 2006-09-11 US US11/992,276 patent/US20100145539A1/en not_active Abandoned
  • 2006-09-11 JP JP2008531669A patent/JP4630372B2/ja not_active Expired - Fee Related
  • 2006-09-11 EP EP06793406A patent/EP1929607A2/de not_active Withdrawn
  • 2006-09-11 WO PCT/EP2006/066225 patent/WO2007036425A2/de active Application Filing

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