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
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
  • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
  • F02N2011/0877—Details of the switching means in starting circuits, e.g. relays or electronic switches said switch being used as a series-parallel switch, e.g. to switch circuit elements from series to parallel connection

Definitions

• the present invention relates to a maintenance equipment for the tension of a motor vehicle
• FIG. 1 is a diagrammatic view of a starter and electric generator system for a motor vehicle, it can be seen in 5 the vehicle's on-board network, in 2 an electromechanical unit, in a first battery, in 11 a second battery or supercapacitors, in Kl a switch and in K2 a switch.
• the on-board network 5 is configured to present on the one hand, a first polarity or voltage connected to the mass of the motor vehicle itself connected to the first negative terminal of the first battery 10, such as a lead electrochemical battery or lithium, and secondly, a second polarity or voltage of higher potential connected to the second positive terminal of the first battery 10, constituting a first source of electrical energy.
• the consumers of the motor vehicle are connected to the on-board network.
• These consumers include for example the car radio, heated seats, the compressor of the heating and air conditioning system, the electric motor of the power steering, the heating device of the rear window of the vehicle, the electric motor of the wiper installation, the power supply device of the projectors.
• the electromechanical unit 2 makes it possible to carry out several functions, in particular electricity generation - operation in electric generator mode - and mechanical power production- operation in electric motor mode, in particular to start the engine of the motor vehicle.
• This unit 2 recharges the first battery 10 and power consumers of the vehicle in electric generator mode.
• the electromechanical unit 2 may be composed in parallel of a polyphase alternator, such as a polyphase alternator with internal ventilation described for example in the document WO 03/009452, and a conventional starter, such as a starter of the type of the one described in the application FR 2 863 018.
• the unit 2 alternatively consists of a polyphase alternator-starter separated from the type of that described in the documents FR A 2 745 445 and WO 01/69762 or of the type integrated at the level of FIG. vehicle flywheel, as described in document FR 2 749 352.
• the alternator-starter is a reversible alternator.
• the current rectifier bridge of a conventional alternator is replaced by an inverter with controlled switches, such as MOSFET type transistors, for injecting current into the phases of the rotor in the electric motor mode.
• the alternator / starter is controlled by a control and control unit described for example in the document FR A 2 745 445.
• This unit comprises for example drivers (drivers) belonging to an electronic module of power and control that drive the MOSFET transistors by generating control signals on the gates of these transistors.
• the unit also includes a management part which receives the signals from the angular position of the rotor of the alternator-starter. For more details, see this document.
• FR A 2 745 445 In all cases, the alternator / starter or alternator, in electric generator mode, transforms mechanical energy into electrical energy.
• the alternator starter in electric motor mode transforms electrical energy into mechanical energy.
• the alternator-starter makes it possible to perform a so-called “Stop and Go” function, that is to say to stop the engine of the vehicle, especially at the red lights or in case of traffic jam, and to restart it. later to save fuel.
• the alternator-starter can serve as an auxiliary engine for example to drive the compressor of the air conditioning system when the vehicle is stopped.
• the alternator-starter or the alternator makes it possible to recover energy during a braking of the vehicle.
• the alternator-starter may alternatively serve as a propulsion engine to the vehicle.
• this alternator-starter is associated with a starter as described in WO 01/11231. This arrangement makes it possible to start the engine of the vehicle in very cold weather.
• the second battery 11 for example a lead electrochemical battery, or the supercapacitors 11, also called Ultracapacity, will be called for simplicity second source of electrical energy 11.
• This second source of electrical energy 11 can store energy and
• the unit 2 also recharges the second energy source 11, in particular during the braking of the vehicle.
• This second source 11 comprises a first terminal and a second terminal.
• the voltage or the polarity of the second terminal of the source 11 is greater than the voltage or polarity of the first terminal of the source 11 connected to ground.
• the switch K1 and the switch K2 are mounted in an electronic box 12, called voltage maintenance equipment, to provide additional energy to the first power source 10 and the network 5.
• the switch K1 is connected between the first polarity of the on-board network (the mass of the vehicle) and the corresponding first negative terminal of the second energy source 11.
• the switch K2 is connected between the second polarity of the on-board network and the second positive terminal of the first power source 10 (the battery 10).
• the switch K2 In a first position T the switch K2 is connected both to the second terminal of the second energy source 11 and to the second terminal of the first source 10.
• the switch K1 and the switch K2 are in an electromechanical type embodiment (relay or contactor). In a variant, they are advantageously of the electronic type, that is to say of the static type and therefore more economical, less noisy, more reliable and of longer life.
• MOSFET transistors of the N type for example.
• each transistor is composed of several transistors connected in parallel.
• FIG. 1 second position R of the switch K2 the two energy sources 10, 11 are connected in series, the switch K1 being open.
• the switch K1 When the switch K2 is in its first position T, the switch K1 is closed so that the two energy sources are in parallel.
• the two energy sources 10, 11 are connected in series so that the torque (and therefore the mechanical power) of the unit Electromechanical 2 is increased under higher voltage.
• the two sources are connected in parallel which allows to accumulate energy reserves and thus to obtain a higher electrical power.
• the switch K2 is alternatively replaced by two switches and is sized according to the start currents.
• K2 is managed by an electronic part of command and control.
• the electronic part comprises a current sensor as well as a computing unit, such as a microprocessor.
• This electronic control and control part, as well as the switch K1 and the switch K2, advantageously both of the electronic type, are mounted in the voltage maintaining equipment 12.
• This electronic control and control part is slave to the control and monitoring unit of the electromechanical unit 2, whose drivers
• drivers have logic inputs for selecting the electric generator or electric motor mode.
• a unit 13 which gives information in particular on the temperature, the current and the temperature. voltage of the battery 10, possibly on the state of charge and / or health of the battery 10 in particular to optimize the reserve of energy to provide to ensure the function "Stop and Go".
• This sensor 13 comprises an electronic part provided with a computing unit, such as a microcontroller as well as a current sensor of the battery. A dotted line is a power supply line connecting the sensor 13 to the positive terminal of the battery 10.
• This information of the sensor 13 is transmitted to the voltage maintaining equipment 12 via a communication network, for example of the LIN type.
• This network is shown schematically at 14 in FIG.
• the equipment 12 also receives information concerning the operation of the vehicle, in particular starting information, imminent start-up, parking of the vehicle, as well as information on the flow rate of the alternator or the starter motor and the control. vehicle engine.
• the communication network is schematized with the motor control.
• a voltage maintenance equipment of the above type indicated is characterized in that it comprises the battery sensor having a current sensor and an electronic part integrated in said equipment.
• the battery sensor is integrated in said equipment.
• the electronic part in particular the microcontroller thereof, as well as the current and voltage sensors of the first energy source are therefore integrated in said equipment.
• the current sensor of the battery sensor can be used to determine the switching times of the various circuits of the equipment 12.
• the switch K2 and the switch K1 can be controlled by means of the battery sensor.
• the voltage maintaining equipment can help the first battery by inserting into the circuit the second energy source, such as super condensers, and remove this second source as soon as the current of the battery passes another threshold.
• the measurement of the voltage of the first battery can be used to determine its state of charge SOC and / or its state of health SOH to define whether it is necessary to support the first battery using the second power source for starting and restarting the engine of the vehicle.
• the first battery is simplified since the battery sensor is deported to the voltage maintenance equipment and is no longer associated with the first negative terminal of the first battery, which can thus receive a standard type terminal. .
• the microcontroller of the battery sensor can be used to perform diagnostic and control tasks for the voltage maintenance equipment.
• the communication network between the battery sensor of the first battery and the voltage maintenance equipment is simplified since the battery sensor is integrated in the voltage maintenance equipment.
• the solution according to the invention is therefore economical because one uses the same current sensor for the battery sensor and for the voltage maintenance equipment.
• a computing unit such as a microcontroller, is used for the battery sensor and for the voltage maintenance equipment.
• the battery sensor receives information from an external temperature sensor for measuring the ambient temperature of the first power source.
• FIG. 1 is a schematic view of a starting system and electrical generation of voltage maintenance equipment according to the prior art
• FIG. 2 is a view similar to FIG. 1, in which the voltage maintenance equipment has been replaced by that of the invention.
• the motor vehicle start-up and power-generation system comprises, as in FIG. 1, an electromechanical unit 2, two electrical energy sources 10, 11, a maintenance equipment of the voltage 12, with electronic control and control part, and a communication network 15.
• This switch K2 and this switch K1 are controlled in the aforementioned manner by the electronic control and control part which is slave to the control and monitoring unit of the electromechanical unit 2.
• the battery sensor 130 equipped with a current sensor and an electronic part, is integrated in the voltage-maintaining equipment 12, which makes it possible to simplify the communication network 14.
• Figure 1 and simplify the first negative terminal of the first battery 10 since the battery sensor is remote in the equipment 12, here sealed housing.
• the electronic part and the current sensor of the battery sensor 130 are therefore integrated in the voltage maintenance equipment 12.
• FIG. 2 shows a dashed line for supplying the sensor 130 from the positive terminal of the battery 10.
• the supply of the sensor 130 is made from the line supplying the switch K2.
• the battery sensor 130 having an electronic part comprising a calculation unit here in the form of a microcontroller, is taken advantage of. microcontroller for performing diagnostic and control tasks of the equipment 12, including the switch K2 and the switch K1 thereof.
• An electrical cable 131 connects the first negative terminal of the battery 10 to the battery sensor 130 mounted in the sealed housing of the equipment 12.
• This sensor 130 comprises a current sensor which measures the current of the battery 10 from the current flowing in the cable 131.
• the sensor 130 also includes a voltage sensor.
• the resistance of the cable 131 is known, it can be deduced by a calculation means belonging to the sensor 130, the voltage of the battery 10 by compensation of voltage drops in the cable 131 and control connections in the device 12 .
• the sensor 130 receives the information from an external temperature sensor 150 for measuring the ambient temperature of the first energy source here the battery 10.
• This probe is called external probe because it is located outside the equipment 12 to measure the ambient temperature of the first battery.
• This probe 150 is adjacent to the battery 10.
• the probe 150 can be implanted under the battery 10.
• the probe is fixed or integrated into the lug connecting to the negative pole of the battery 10.
• this lug has a shank having in its side wall an opening in which the thermal probe is received and there is provided means for maintaining the the probe in the opening, such as a tab or a plastic overmolding.
• the probe is implanted in the battery.
• the equipment 12 is implanted near the battery 10 so that the probe is alternatively integrated in the equipment 12.
• the sensor 130 also comprises a second calculation means, which receives the raw information from the probe 150 to deduce the internal temperature of the battery 10 from the ambient temperature measured by the probe 150.
• the probe 150 is in one embodiment a negative coefficient resistor of the NTC (Negative Temperature Coefficient) type.
• the sensor 130 has above mentioned an electronic part equipped with a calculation unit which thus receives the information of the current flowing in the battery, the battery voltage and the temperature of the battery.
• the computing unit of the sensor 130 also comprises a memory and algorithms for calculating the state of charge SOC and the state of health SOH of the battery. According to the information of current, voltage and battery temperature, it is therefore possible to determine the state of charge SOC and / or the state of health SOH of the first battery 10. From the measurement of the voltage of the battery 10 or the calculation of the SOC and / or the SOH of the battery 10 it is possible to define whether it is necessary to support the battery 10 by means of the second electric power source 11 for starting and restarting the heat engine of the vehicle.
• the current sensor of the sensor 130 is also used to determine the switching times of the circuits K 2 and K 1 to come from a first value of the current in aid of the first battery 10 by inserting the second source 11. From a second value of the current, the second source 11 is withdrawn from the circuit.
• the two energy sources 10, 11 are connected in series.
• the control part of the equipment 12 acts on the switch K2 and the switch K1 to actuate them. This control part is controlled by the control part of the equipment 12 receiving the information of the battery sensor 130.
• the battery 10 can also be supported when an electric radiator of the heating and air conditioning system is put into service after the start of the engine of the vehicle when it is not still hot enough to heat the cabin of the vehicle.
• the second power source 11 is in one embodiment a battery of the same nature as the battery 10. Its voltage is in an embodiment identical to that of the battery 10 for example 12V . Alternatively the voltage of the second source is less than 12V, for example 3V.
• the second source consists of supercapacitors called Ultracapacity. This
• Ultracapacity has several capacitive cells connected in series and has a low internal resistance so that it heats up slightly.
• the voltage of the ultracapacity may vary from 3V to 22V.
• these supercapacitors are associated with a DC direct current converter. The converter is in a reversible embodiment. Supercapacitors can thus be charged at a higher voltage. For more precision, see for example WO 03/088471.
• the battery sensor according to the invention is alternatively mounted in the voltage equipment of this document.
• the equipment according to the invention can therefore be of a type different from that of FIG.
• This equipment is provided with a control and configuration unit configured, via the battery sensor, to constitute a charger for the second energy source, particularly during braking operations of the vehicle.
• the second energy source is integrated in the equipment 12.

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• Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Charge And Discharge Circuits For Batteries Or The Like (AREA)
• Secondary Cells (AREA)
• Electric Propulsion And Braking For Vehicles (AREA)

Applications Claiming Priority (2)

Publications (1)

Family

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Family Applications (1)

Country Status (3)

Citations (4)

• 2008
  • 2008-02-22 FR FR0851158A patent/FR2928053B1/fr active Active
• 2009
  • 2009-02-19 EP EP09719075A patent/EP2250721A1/de not_active Ceased
  • 2009-02-19 WO PCT/FR2009/050268 patent/WO2009112733A1/fr active Application Filing

Patent Citations (4)

Non-Patent Citations (1)

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