EP2427945A2 - Arrangement of vehicle's power supply system and method of control thereof - Google Patents

Arrangement of vehicle's power supply system and method of control thereof

Info

Publication number
EP2427945A2
EP2427945A2 EP10747397A EP10747397A EP2427945A2 EP 2427945 A2 EP2427945 A2 EP 2427945A2 EP 10747397 A EP10747397 A EP 10747397A EP 10747397 A EP10747397 A EP 10747397A EP 2427945 A2 EP2427945 A2 EP 2427945A2
Authority
EP
European Patent Office
Prior art keywords
state
input
vehicle
voltage converter
control module
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Withdrawn
Application number
EP10747397A
Other languages
German (de)
French (fr)
Inventor
Zbyn k BURE
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Sula Martin
Original Assignee
Sula Martin
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Filing date
Publication date
Application filed by Sula Martin filed Critical Sula Martin
Publication of EP2427945A2 publication Critical patent/EP2427945A2/en
Withdrawn legal-status Critical Current

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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
    • 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

Definitions

  • the invention deals with arrangement of vehicle power supply system consisting of an alternator connected through a primary power lead to a first voltage converter, which is then connected through a secondary power lead to an energy storing device and to a second voltage converter and then to
  • the CZ Utility Model Mo. 18162 describes a device improving combustion engine dynamics, consisting of a mechanical part, an electrical part and a control system, where the mechanical part is formed by a combustion engine connected to (he driven "A/heel by means of a transmission gear.
  • the electrical part is formed by a generator mechanically connected to the crankshaft and electrically connected to an isolating switch, which is further connected to super-capacitors by power leads; these are linked to a controller.
  • the control system consists of a control unit featuring inputs and outputs, where the inputs are connected to a set of sensors and switches, and the control unit is connected to the controller and the isolating switch through its inputs and outputs.
  • 2910191 (WO2008/074951 A1 ) describes equipment for initial charging of energy-storing means, especially those of the super-capacitor type, interconnected with a rotating electric machine.
  • the rotating electric machine consists of an alternator and mainly of an alternator/starter, which is used especially in the automobile industry and for feeding electric circuits of vehicles equipped with combustion engines. This utilises the known fact that the alternator can operate in a reverse mode, i.e. either as an electricity generator or as a motor.
  • the above equipment serves for fast charging of electricity-storing means interconnected with a rotating electric machine.
  • the equipment deals with the issue of fast charging a super-capacitor and the subsequent electricity generation for the on-board network, with a possibility of using the motor-generator in the reverse mode, i.e. as a motor starting the combustion engine.
  • the equipment for initial charging of energy-storing means does not deal with the issue of feeding the vehicle's on-board network in different regimes (vehicle acceleration, deceleration, steady state); it focuses on one component only: a 'modified alternator". Summary of the invention
  • the invention objective is to reduce fuel consumption and emissions, to improve engine starts at low temperatures and to improve engine operation during acceleration.
  • the vehicle power-supply system consisting of an alternator connected through a primary power Sead to the first voltage converter, which is further connected through a secondary power lead to an energy storage device and to the second voltage converter, and then through the on-board network to an accumulator, further consisting of a control module to which both first and second voltage converters are connected, where it further has the control module connected through a communication bus to a signal-converting unit, which is linked to a vehicle state evaluation unit through a communication interface, having its first output connected to the input of the second voltage converter and its second output to the input of the first voltage converter, whereas vehicle inputs are connected to the vehicle state evaluation unit and to the signal- converting unit to which a bi-directional bus is linked, connectable to the vehicle control unit.
  • the invention's main benefit is the reduction of the nominal fuel consumption and thus also the amount of CO 2 generated by the engine. It also improves the combustion engine acceleration achieved by re-connecting the vehicle power supply system in such a way that the alternator operation depends on input values.
  • the advantage lies in the possibility of fast accumulation of the vehicle's kinetic energy and its transformation into alectricity (in the alternator) in a low-weight and compact system.
  • Another advantage is the use of a synchronous brushless motor for the alternator.
  • the vehicle state evaluating unit and the signal-converting unit are integrated in the control module.
  • the following wiring of the control module is recommended: omput I connected to the voltage convener, output 2 to the first voltage converter, inputs 1 and 2 to accumulator outputs, inputs 3 and 4 to the energy storage outputs (e.q.
  • ⁇ uper-capacitors input 5 to the generator's rpm sensor, input 7 to (he engine's rpm sensor, input 3 to the engine's temperature sensor, input 9 to £he accelerator pedal position sensor, input 10 to the pressure sensor of the vehicle braking system, input 1 1 to the gear sensor, input 12 to the starter switch sensor, input 13 to the ambient temperature sensor, input 14 to the ⁇ sensor, and input 15 to the momentary fuel consumption sensor, while the CAN bi-directional bus of the alternator control unit is interconnected with the engine control unit.
  • the above wiring of the control moduie has another benefit in the higher number of input signals, which provide for more efficient control of the vehicle's power supply system and for better use of the accumulated energy.
  • a lower number of inputs does not limit the functionality; it just reduces vhe system efficiency, i.e. the system can work even with a limited number of inputs.
  • control module input ⁇ to the rpm-changing transmission and output 3 to the engine linked to this rpm-changing transmission, which is further coupled with the gearbox.
  • Another not negligible advantage is the significant improvement in engine starting if the accumulator is not in a good technical state or if the ambient is low, i.e. when the engine start is more difficult (and the electric network more loaded).
  • Fig. 1 presents a block diagram of the vehicle's power supply system and its connection to the combustion .engine, basic version.
  • Fig. 2 presents a block diagram of vehicle's power supply system and its connection to the combustion engine, with an integrated control system.
  • Fig. 3 presents a block diagram of vehicle's power supply system and its connection to the combustion engine, with an advantageous version of the electrical part.
  • Fig. 4 presents a view of the top layer of the state automatic unit's state diagram.
  • Fig. 4a presents the hierarchic state diagram in the POWER_ON 2 state, Fig. 4b in the
  • FIG. 1 Overall arrangement of the power supply system of (mainly engine- driven) vehicles is illustrated in Fig. 1.
  • the electricity-generating power supply system operating during vehicle deceleration is formed by a mechanical part 1, an electrical part SJ 1 and a control system IH, with these parts mutually interconnected.
  • the mechanical part I consists of a combustion engine ⁇ , connected via a transmission mechanism to a clutch 2 and to a driven axle 3; and of a belt-, chain- or gear-drive 4, connected to the engine crankshaft ⁇ in the typical way.
  • l consists of an alternator S mechanically connected with a belt-, chain- or gear-drive mechanism 4 and electrically connected through a primary lead Jj> to the first voltage converter 3, which is further connected (through a secondary lead 18) to electricity storage 9 (such as a super-capacitor) and to the second voltage converter 19, and through the on- board power cabling j[7 Io an accumulator H and to the other electrical appliances connected to the on-board network
  • the control system JH consists of a control module 100, connected through a communication bus 14a to the signal-converting unit 101 , output I of which (13a) is connected to the input of the second voltage converter 10 and output 2 of which (13b) to the first voltage converter 3.
  • the signal- converting unit 101 is further wired to the vehicle state evaluation unit 102 through a communication interface 14c, while inputs 12 of the vehicle are connected to the vehicle state evaluation unit 102 and to the signal- converting unit 101, to which a bi-directional bus 14b is conveniently connected.
  • connection of inputs 12 and outputs 13 with the signal-converting unit and with the vehicle state evaluation unit 102 can be serial or parallel depending on the control system
  • the control system 311 can operate completely autonomously (independently of the vehicle control system) or can be connected to the vehicle control system via the bi-directional bus 14b.
  • the vehicle power supply system functionality as illustrated in Fig. 1 is as follows. Functions of individual components will be described for better understanding, followed by a description of the interconnection of the whole set.
  • the role of the first voltage converter 8 is to change the alternating to the direct current with a possibility of disconnecting it from the power lead IS.
  • the role of the second voltage converter Ij) is to perform a bi-directional electric current transformation with a possibility of disconnecting it from the power lead 17.
  • the purpose of the vehicle state evaluating unit !02 is to assess the momentary vehicle state (idling, accelerating, decelerating, moving steadily) from the vehicle signals V2 sent to its input.
  • the roie of the signal-converting unit 101 is to convert input vehicle signals (e.g. ⁇ m of motors, temperature of motors, throttle pedal position, etc.) into a digital format suitable for the control module 100.
  • This unit - also provides a connection to the vehicle control and diagnostic bus.
  • "one converting unit 101. controls outputs 13 based on :.he controlling signals coming from the control module ⁇ 00.
  • the ro!e ⁇ f the control module iQQ is to isses the input signals from the converting unit j ⁇ i and from the vehicle -state evaluating unit 302 and to generate control signals to be sent to ⁇ he signal converting unit 101. through the bus 14a.
  • the functionality of the whole set is described by means of the power supply system control method.
  • the alternative 1 for the vehicle power supply system connection to generate electricity during vehicle deceleration is illustrated in Fig. 2.
  • the mechanical part i consists of a combustion engine 1 , connected via a transmission mechanism to a clutch 2 and to a driven axle 3; and of a belt-, chain- or gear-drive 4 (not required), connected to the engine crankshaft 1 in the typical way.
  • the electrical part 11 consists of an alternator 3 mechanically connected with a belt-, chain- or gear-drive mechanism 4 (or directly to the combustion engine crankshaft Jj and electrically connected through a primary lead 15 to the first voltage converter 3, which is further connected (through a secondary lead , 16) to electricity storage 9 (such as super- capacitors) and to the second voltage converter JO, and through the on- board power cabling j7 to an accumulator U. and to other electrical appliances connected to the on-board network 17.
  • electricity storage 9 such as super- capacitors
  • the control system 311 consists of an alternator control module 100. featuring inputs 12 and outputs 13. its first output IJa is connected to the mput of the second voltage converter 10 while its second output 13b to the input of the first voltage converter S.
  • the alternator control module JOO 1 has its first 12a and second 12b input terminals connected to the accumulator JJ. outputs, while its third 12c and fourth 12d inputs are connected to the outputs of che energy storage 9, e.g. super-capacitors.
  • the fifth input V2@ is connected to the alternator S rpm sensor, the seventh one UJJ to the engine [ rpm sensor, the eighth input !2h is wired to (he engine 1 temperature -sensor, while the ninth 1 JJi receives signals from the throttle pedal position.
  • the ⁇ enth input ⁇ j is connected to (ha pressure sensor in the vehicle braking system, (he eleventh input Hk to the gear sensor and the twelfth input 121 to the vehicle starter switch.
  • the alternator control module 100 has it thirteenth input 11m connected to the ambient temperature sensor, the fourteenth input 1_2n to the ⁇ sensor and it fifteenth one 12o to the fuel consumption -sensor.
  • 7 is interconnected with the control module 100 through inputs i2j3 (network voltage) and 12g (network current) in order to monitor the accumulator IJ. state.
  • the control module 1 ⁇ 00 is interconnected with the vehicle control unit by means of the communication and diagnostic bus 14 (this connection is not shown in the drawings).
  • the vehicle power supply system functionality as illustrated in Fig. 2 is as follows. The functionality of different components of this arrangement is identical with the arrangement described in Fig. 1 with the only difference of the signal-converting unit
  • the alternative 2 for the vehicle power supply system connection to generate electricity during vehicle deceleration is illustrated in Fig. 3.
  • the electronic alternator connection is formed by a mechanical part I 1 an electrical part 31, and a control system HI, with these parts are mutually interconnected as described below.
  • the mechanical part I consists of a combustion engine 1, connected via a transmission mechanism to a clutch 2 and to a driven axle 3; and of a belt-, chain- or gear-drive 4 (not required), connected to the engine crankshaft 1 in the typical way as well as to the rpm-changing transmission 5 (such as a variator).
  • the electrical part J] consists of an alternator $, which is connected to a iransmission mechanism with a clutch 1 via an rpm-changing transmission % it is also connected to the first voltage converter 3 by means of (he first power lead JjS. !t is further connected to super-capacitors 9 and to the secondmannage converter jj) through the second power lead ]ja as well as to she accumulator M[ (through the on-board network 17) and to other appliances connected to the on-board network 17.
  • the rpm-changing transmission ⁇ has also a motor 7 connected to it, which changes the speed ratio between the transmission mechanism 4 or the combustion engine ⁇ - and the alternator 8.
  • the drive from the alternator 6 connected to the vehicle power supply system can be conveniently formed by an rpm-changing transmission 5, such as a micro-grooved belt, a cogged belt, a chain or an assembly of gears.
  • the control system IH consists of the alternator control module tOO featuring inputs il and outputs 13. Its first output 13a is connected to the input of the second voltage converter 10, the second output 13b goes to the first voltage converter 8, and the third output 13c is connected to the motor 7, which controls the speed ratio of the rpm-changing transmission ⁇ .
  • the alternator control module . 1OjO has its first 12a and second JJ2b input terminals connected to the accumulator JJ.
  • the alternator control module 100 has its seventh input 12g connected to the engine 1 rpm sensor, the eighth one 12h is wired to the engine 1. temperature sensor, while the ninth 12i receives signals from the throttle pedal position.
  • 2j is connected to the pressure sensor in the vehicle braking system, the eleventh input 12k to the gear sensor and the twelfth input 121 to the vehicle starter switch.
  • the alternator control module 100 has it thirteenth input 12m connected to the ambient temperature sensor, the fourteenth input I2n to the ⁇ sensor and it fifteenth one 12o to the fuel consumption sensor. !n addition to these, the on-board network J2 is interconnected with the control module 190 through inputs 12p (network stuntage) and 12q (network current) in order to monitor the accumulator 11 state. To perform diagnostics of the whole system, the control module 100 is interconnected with the vehicle control unit by means of the communication and diagnostic bus 14 (this connection is not shown in the drawings).
  • the vehicle power supply system functionality as illustrated in Fig. 3 is as follows. The functionality of different components of this arrangement is identical with the arrangement described in Fig. 1 with ' the only difference of the signal-converting unit 1J31. and the vehicle state evaluating unit 102 being integrated in the control module
  • This alternative connection for electricity generation during the vehicle deceleration operates the same way as described in the first example.
  • the main difference in this alternative connection is the incorporation of an rpm-changing transmission 5 (such as a variator) between the alternator S and the transmission mechanism 4 (if installed).
  • the rpm-changing transmission . 5 makes it possible to control the alternator 6 speed, so that it stays within the range of the maximum performance or the maximum efficiency - depending on the module 100 control.
  • the rpm-changing transmission 5 speed ratio is controlled by the control module 100 by means of the motor 7.
  • the vehicle power supply system applies the principle of (single- or twin-track) vehicle kinetic energy recuperation.
  • Energy storages % are charged during deceleration with power higher than the mean value of the charging current from the alternator S.
  • Alternator 3 is disconnected from the accumulator V ⁇ and from the on-board network 17 during acceleration. Energy is drawn from the energy storage
  • the top level is clarified (shown in Fig. 4), then different states of the hierarchic state diagram are described - those printed in bold in the text.
  • the initial state of (he alternator control module 100 is POWER_ OFF_1. Both the first 8 and second 10 voltage converters are switched off in this state. This prevents super-capacitors 9 from discharging by the on-board battery or by appliances that are active when the ignition is off (e.g. alarm system). If the ignition is switched on, the power supply system/electricity generator ("the system") changes from POWER OFF 1 to the POWERJON 2 state. The system stays in this state unless one of the three conditions is met (in the priority as listed):
  • the CHARGE 3 state changes into STARTER 4 if the super-capacitors $ have been charged and the starter activated, if the voltage drops below the threshold limit of the accumulator JJ. during the charging of the super- capacitors B, then the system is not capable of further operation and switches itself in the POWER OFF I state.
  • the START ⁇ R_4 state provides for a controlled powering of the starter (or igniters in case of Diesel engines) from the super-capacitors 9 or the accumulator JJ-.
  • the STARTER 4 state is terminated when one of the three conditions is met (in the priority as listed): 5 1.) Ignition has been switched off. The system returns to rhe initial
  • the COLD_ENGINE 5 state provides for controlled connecting/disconnecting of the super-capacitors 9, the accumulator JM, the first 3 and second 10 voltage converters - according to the input conditions, which are further illustrated in Fig. 4d. ! 5
  • the state is terminated by:
  • 0RIVE_5 is the last hierarchic state of the automatic unit. The system stays in this state as long as the engine i is running and the ignition is on. If not, 25 the state changes as follows:
  • Fig. 4a The POWER_0N 2 state is terminated by a lowireaqe at the super-capacitors 9 and by simultaneous xransition into the S2_ 1 state or into '.he S2_2 state if (he super-capacitors J) are charged.
  • the second voltage converter IjO is on during the $2_2 state and off during the S2_1 state. Both described states change directly into the S2_3 state and the system stays in it as long as:
  • the super-capacitors 9 are not discharged, otherwise che system goes into the S2_4 state. !n the S2__4 state, the second voltage converter IjO gets switched off and the on-board network is powered only from the accumulator 11.. The state is terminated by meeting the sum of conditions: turning the ignition off or the starter on. The P0WER_0N 2 state is exited upon such a termination.
  • the state diagram of the POWER_ON 2 hierarchic state is shown in Fig. 4b.
  • the automatic unit enters the CHARG£ 3 state if the ambient temperature is low or the accumulator IJ. state is such that it would not start the engine J , (small accumulator capacity, accumulator unable to provide sufficient current for starting) and this state has a higher priority than the PQWERjON_2 state. This means that the POWER_OH_2 state does not engage and the system goes into the CHARGE 5 state.
  • the control module 100 continuously monitors operating parameters of the on-board network J7 and the accumulator 11. It is able to assess the accumulator IJ. state based on this information (current, voltage, ambient temperature). If the accumulator IJ , state does not enable a correct start, the control module 100 tries to provide the large required starting power from the super-capacitors 3, that it previously charged. This can either be a fault situation (bad battery) or a system that is able not to load the accumulator ⁇ ⁇ _ so much - especially at low ambient temperatures when the accumulator 11. is more prone to discharge (this can prolong its ⁇ fe-span). From the initial CHARGE 3 state, the system goes into either S3_ 1 or S3_2 depending on the accumulator IJ. state.
  • the state diagram of the $TARTER_4 hierarchic state is shown in Fig. 4c.
  • the STARTER_ON ⁇ _4 state deals with the powering of the on-board network 17 during the starter activation.
  • the STARTER_ON 4 state is terminated by a low voltage at the super-capacitors 3 and by simultaneous transition into the S4_1 state or into the S4_2 state if the super-capacitors 9 are charged.
  • the second voltage converter JJ is on during the S4_2 state and off during the S4_1 state. Both described states change directly into the S4_3 state and the system stays in it as long as:
  • Both the ignition and the starter are on; other/vise the system leaves the STARTER_ON__4 state.
  • the second voltage converter IJ gets switched off and the on-board network is powered only from the accumulator IJ-.
  • the state is terminated by meeting the sum of conditions: turning the ignition off or the starter off.
  • the POWER ⁇ QN I state is exited upon such a termination.
  • the state diagram of the COLO_ENGINE 5 hierarchic state is shown in Fig. 4d.
  • the purpose of the hierarchic state is to reduce emissions during the engine 1 warmup, which is achieved by the following control for the duration of the engine i and other engine-related unit warmup: 1.) if the super-capacitors f are charged, ihe system goes into the S5_ / state in which the first reactage converter ⁇ $ is switched otf and Ihe second voltage converter 10 is activated, transferring ihe sculptureage from i:he super-capacitors 9 to the on-board network J7. The state is terminated if: a) The ignition has been switched off or the engine is still; then the COLD_£NGINE_5 state is terminated. b) If the engine and other related units have reached the operating temperatures, the system goes from COLDJ ⁇ NGINE 5 to MOTOR_READY. e) The super-capacitors 9 are discharged, the system goes into the S5_2 state.
  • the state diagram of the ST ⁇ RTER__4 hierarchic state is shown in Fig. 4e.
  • DRIVE_$ is the main hierarchic state of the whole state diagram, its purpose is to control the charging/discharging of the super-capacitors 9, charging of the accumulator H and to control both the first (3) and the 0 second (JO) voltage converters, depending on the input signal t2 values.
  • the state is divided into three parts: acceleration, deceleration and steady driving. The state is terminated if the combustion engine 1 is stopped or the ignition switched off.
  • S6_1_1 if the super-capacitors 9 are charged, the first voltage converter 8 is off, the second voltage converter IJ) is on, the on-board network is fed solely from the super-capacitors 9. The state is terminated if the super-capacitors 9 are discharged (transition to the
  • S6_2_1 if the super-capacitors 9 are not fully charged, the first voltage converter 8 is on, the second voltage converter 10 is off, the on-board network 17 is fed solely from the accumulator 11.. The state is terminated if the super-capacitors 9 are charged (transition to the S6_2_2 state) or if the vehicle no longer brakes (transition to
  • S6_2_2 if the super-capacitors 9 are charged, the first voltage converter 8 is on, the second voltage converter IJ) is on, the on-board network 17 is fed by the super-capacitors 9 and the accumulator IJ. is being charged with the maximum acceptable current. Once the accumulator 11. is fully charged, its charging is terminated and the momentary consumption of the on-board network ⁇ T_ is covered from the alternator 6. The state is terminated if the vehicle no longer brakes (transition to DRIVE_ ⁇ ).
  • the vehicle If the vehicle neither accelerates nor brakes, it is in the steady drive mode, i.e. in the STEADY (63) state. From this state, it can go to S6_3_1 or to S6_3_2 depending on the rpm, the engaged gear, the throttle pedal position and the momentary fuel consumption. If the engine 1 is running within the optimum consumption range, the system is in the S6_3_1 hierarchic state. If the engine 1. is outside this range, the system is in the S6_3_2 hierarchic state. These states can be exited by vehicle acceleration/braking, by stopping the engine 1. or by switching the ignition off.
  • the state diagram of the S6_3_1 hierarchic state is shown in Fig. 4f. If the engine 1. is running within the optimum nominal fuel consumption, the system is in the S6_3_1 state. It can go from the initial state of S6_3_ 1_0 to one of these:
  • S ⁇ _3__1_1 if the super-capacitors 9 are not fully charged. In this state, the super-capacitors 9 are being charged with the maximum current, the first voltage converter 8 is on, the second voltage converter JK) is off. This state quickly charges the super-capacitors 9 for further use.
  • the S6_3_1_1 state can be left for S6_3_1 if the engine ⁇ is not running within the optimum nominal fuel consumption or if the vehicle is accelerating/braking; or for S6_3_1_2 if the super-capacitors 9 are fully charged.
  • S6_3_1_2 if the super-capacitors 9 are fully charged and the accumulator IJ. is not charged above the defined voltage value. In this state, the accumulator IJ. is being charged intensively with, the first voltage converter 8 is on, the second voltage converter IJD is on, the accumulator IJ. is being charged with the maximum charging current.
  • the S6_3_1_2 state can be left for S6J3_1 if the engine ⁇ is not running within the optimum nominal fuel consumption or if the vehicle is accelerating/braking; or for S6_3_1_3 if the accumulator 11. is charged above the defined voltage level.
  • S6_3_1_3 if the super-capacitors 9 are fully charged and the accumulator H is charged above the defined voltage level. This state only briefly charges the super-capacitors 9 and the accumulator 11.. Both voltage converters (8 and 10) are on and both these blocks are controlled in such a way that the alternator S covers the vehicle electricity demand and briefly charges the super-capacitors 9 and the accumulator IJL Tne S6 _3_?_3 state can be left back for S6_3_1 if the engine 1 is not running within the optimum nominal fuel consumption or if the vehicle is accelerating/braking.
  • the state diagram of the S6_3_1 hierarchic state is shown in Fig. 4g. If the engine ⁇ is running outside the optimum nominal fuel consumption, the system is in the S6_3_2 state. It can go from the initial state of S6_3_2_0 to one of these:
  • S6_3_2_t if the super-capacitors 9 are charged. In this state, the network is fed by the super-capacitors 9, the first voltage converter 8 is off, the second voltage converter 10 is on.
  • the S6_3_2_1 state can be left for S6_3_2 if the engine I is running within the optimum nominal fuel consumption or if the vehicle is accelerating/braking; or for S6_3_2_2 if the super-capacitors 9 are discharged.
  • S6_3_2__2 ⁇ if the super-capacitors 9 are discharged and the accumulator 11 is charged above the defined voltage value.
  • the first voltage converter 8 is off
  • the second voltage converter 10 is off
  • the on-board network 17 is fed by the accumulator IJL
  • the S6_3_2_2 state can be left back for S6_3_1 if the engine 1 is running within the optimum nominal fuel consumption or if the vehicle is accelerating/braking; or for S6_3__2_3 if the accumulator H is discharged below the defined voltage level.
  • the S6_3_2_1 state can be left back for S6_3_2 if the engine ⁇ _ is running within the optimum nominal fuel consumption or if the vehicle is accelerating/braking; or for S6_3__2_2 if the super-capacitors 9 are discharged. In this state, the network is fed by the super-capacitors 9, the first voltage converter 8 is off, the second voltage converter 10 is on.
  • the S6_3_2_1 state can be left for S6_3_2 if the engine 1 is running within the optimum nominal fuel consumption or if the vehicle is accelerating/braking; or for S6_3J2_2 if the super-capacitors 9 are discharged.
  • S6_3_2_3 if the super-capacitors 9 are discharged and the accumulator 11_ is discharged below the defined voltage level. This state generates only electricity necessary for the vehicle operation; the first voltage converter 8 is on, the second voltage converter 10 is on and both blocks are controlled in such a way that the alternator S covers only the vehicle electricity consumption.
  • the S6_3_2_3 state can be left back for S6_3_1 if the engine 1 is running outside the optimum nominal fuel consumption or if the vehicle is accelerating/braking.
  • the vehicle power supply system and the method of its controlling is usable for electricity generation during vehicle deceleration and has been designed to reduce the vehicle nominal fuel consumption (and the amount of CO 2 produced), to improve engine starts at low temperatures or with an accumulator in a non-ideal state, and to improve the combustion engine acceleration.
  • This can be used for both single- and twin-track vehicles operating in urban or sport/racing environment.

Abstract

Vehicle power supply system consists of a generator (6) to which through a primary power lead (15) a voltage converter (8) is connected. Through a secondary power lead (16), this is further interconnected with electricity storage - super-capacitors (9), to another voltage converter (10), and to an accumulator through an on-board network (17). Both the first (8) and the second (10) voltage converters are connected to a control module (100), the first output of which (13a) is wired to the voltage converter (10) input while the second one (13b) is linked to an isolating switch (8). In addition to these, the control module (100) has its first and second inputs (12a and 12b) connected to accumulator (11) outputs, its third and fourth inputs (12c and 12d) to super-capacitor (9) outputs, the fifth input (12e) to generator (6) speed sensor, the sixth input (12g) to an engine (1) speed sensor, the seventh input (12h) to an engine (1) temperature sensor, the eighth input (12i) to a throttle pedal position sensor, the ninth input (12j) to a vehicle braking system pressure sensor, the tenth input (12k) to an engaged gear sensor, the eleventh input (121) to the starter switch-position sensor, the thirteenth input (12m) to an ambient temperature sensor, the fourteenth input (12n) to a λ sensor, while a bi-directional CAN Bus (14) of the alternator control module (100) is interconnected with the engine (1) control unit.

Description

ARRANGEMENT OF VEHICLE'S POWER SUPPLY SYSTEM AND METHOD OF
CONTROL THEREOF
5 Field of the Invention
The invention deals with arrangement of vehicle power supply system consisting of an alternator connected through a primary power lead to a first voltage converter, which is then connected through a secondary power lead to an energy storing device and to a second voltage converter and then to
10 the accumulator through an on-board network and method of control thereof.
State of the Art
Nowadays maximum attention is paid to complying with emission limits (amount of CO2 produced per kilometre driven) in developing new cars.
15 Emission reduction can be achieved by design modifications of the combustion engine itself, by reducing the vehicle weight and by reducing the alectricity consumption at times when the engine runs outside its optimum revolution range. Contrary to this trend, however, are the ever-growing requirements of the onboard electricity network. The ever-richer car features
20 (automatic air-conditioning, heated seats, heated windscreen and side mirrors, servo boosts, safety systems, etc.) significantly increase electricity consumption. Modern vehicles are equipped with high-efficiency (up to 80%) alternators and use two electricity distribution circuits with different voltages (12V/24V/48V). The transition to a higher voltage brings a number of benefits
25 arising from reduced weights of power cabling and components (starter, alternator, pumps). Unfortunately, these modifications do not eliminate che high electricity drain from the alternator during moving off after engine starring, during vehicle acceleration or during steady driving. Electricity is currently produced only by transforming the fuel's chemical energy into
30 mechanical energy through combustion in an engine, and this is further transformed into eiectrical anergy by means, of an alternator. The power taken from £he engine by the alternator manifests itself in -:he engine's increased nominal consumption and in ihe amount of CO? produced, which is directly related to it.
The CZ Utility Model Mo. 18162 describes a device improving combustion engine dynamics, consisting of a mechanical part, an electrical part and a control system, where the mechanical part is formed by a combustion engine connected to (he driven "A/heel by means of a transmission gear. The electrical part is formed by a generator mechanically connected to the crankshaft and electrically connected to an isolating switch, which is further connected to super-capacitors by power leads; these are linked to a controller. The control system consists of a control unit featuring inputs and outputs, where the inputs are connected to a set of sensors and switches, and the control unit is connected to the controller and the isolating switch through its inputs and outputs. The FR patent No. 2910191 (WO2008/074951 A1 ) describes equipment for initial charging of energy-storing means, especially those of the super-capacitor type, interconnected with a rotating electric machine. The rotating electric machine consists of an alternator and mainly of an alternator/starter, which is used especially in the automobile industry and for feeding electric circuits of vehicles equipped with combustion engines. This utilises the known fact that the alternator can operate in a reverse mode, i.e. either as an electricity generator or as a motor. The above equipment serves for fast charging of electricity-storing means interconnected with a rotating electric machine. The equipment deals with the issue of fast charging a super-capacitor and the subsequent electricity generation for the on-board network, with a possibility of using the motor-generator in the reverse mode, i.e. as a motor starting the combustion engine. The equipment for initial charging of energy-storing means, however, does not deal with the issue of feeding the vehicle's on-board network in different regimes (vehicle acceleration, deceleration, steady state); it focuses on one component only: a 'modified alternator". Summary of the invention
The invention objective is to reduce fuel consumption and emissions, to improve engine starts at low temperatures and to improve engine operation during acceleration.
The above weaknesses are eliminated by arrangement of the vehicle power-supply system consisting of an alternator connected through a primary power Sead to the first voltage converter, which is further connected through a secondary power lead to an energy storage device and to the second voltage converter, and then through the on-board network to an accumulator, further consisting of a control module to which both first and second voltage converters are connected, where it further has the control module connected through a communication bus to a signal-converting unit, which is linked to a vehicle state evaluation unit through a communication interface, having its first output connected to the input of the second voltage converter and its second output to the input of the first voltage converter, whereas vehicle inputs are connected to the vehicle state evaluation unit and to the signal- converting unit to which a bi-directional bus is linked, connectable to the vehicle control unit. The invention's main benefit is the reduction of the nominal fuel consumption and thus also the amount of CO2 generated by the engine. It also improves the combustion engine acceleration achieved by re-connecting the vehicle power supply system in such a way that the alternator operation depends on input values. The advantage lies in the possibility of fast accumulation of the vehicle's kinetic energy and its transformation into alectricity (in the alternator) in a low-weight and compact system.
Another advantage is the use of a synchronous brushless motor for the alternator.
To increase efficiency, it is recommended that the vehicle state evaluating unit and the signal-converting unit are integrated in the control module. In order to simplify implementation and production, the following wiring of the control module is recommended: omput I connected to the voltage convener, output 2 to the first voltage converter, inputs 1 and 2 to accumulator outputs, inputs 3 and 4 to the energy storage outputs (e.q. ^uper-capacitors), input 5 to the generator's rpm sensor, input 7 to (he engine's rpm sensor, input 3 to the engine's temperature sensor, input 9 to £he accelerator pedal position sensor, input 10 to the pressure sensor of the vehicle braking system, input 1 1 to the gear sensor, input 12 to the starter switch sensor, input 13 to the ambient temperature sensor, input 14 to the λ sensor, and input 15 to the momentary fuel consumption sensor, while the CAN bi-directional bus of the alternator control unit is interconnected with the engine control unit.
The above wiring of the control moduie has another benefit in the higher number of input signals, which provide for more efficient control of the vehicle's power supply system and for better use of the accumulated energy.
A lower number of inputs does not limit the functionality; it just reduces vhe system efficiency, i.e. the system can work even with a limited number of inputs.
To boost the energy storage charging efficiency, it is advisable to connect the control module input δ to the rpm-changing transmission and output 3 to the engine linked to this rpm-changing transmission, which is further coupled with the gearbox.
Another not negligible advantage is the significant improvement in engine starting if the accumulator is not in a good technical state or if the ambient is low, i.e. when the engine start is more difficult (and the electric network more loaded).
Brief Description of the Figures on Drawings
The invention is further clarified in drawings. Fig. 1 presents a block diagram of the vehicle's power supply system and its connection to the combustion .engine, basic version. Fig. 2 presents a block diagram of vehicle's power supply system and its connection to the combustion engine, with an integrated control system. Fig. 3 presents a block diagram of vehicle's power supply system and its connection to the combustion engine, with an advantageous version of the electrical part. Fig. 4 presents a view of the top layer of the state automatic unit's state diagram. Fig. 4a presents the hierarchic state diagram in the POWER_ON 2 state, Fig. 4b in the
CHARGE 3 state, Fig. 4c in the STARTER 4 state, Fig. 4d in the
COLD_ENGINE_5 state, Fig. 4e in the DRIVE__6 state, Fig. 4f in the S6_3_1 state, and Fig. 4g in the S6_3_2 state.
Description of the Exemplary Embodiment
Arrangement of the power supply system operating during the deceleration of vehicles (especially those with engines) will be clarified in - but not limited to - the following examples.
Overall arrangement of the power supply system of (mainly engine- driven) vehicles is illustrated in Fig. 1. The electricity-generating power supply system operating during vehicle deceleration is formed by a mechanical part 1, an electrical part SJ1 and a control system IH, with these parts mutually interconnected.
The mechanical part I consists of a combustion engine ±, connected via a transmission mechanism to a clutch 2 and to a driven axle 3; and of a belt-, chain- or gear-drive 4, connected to the engine crankshaft \ in the typical way. The electrical part |l consists of an alternator S mechanically connected with a belt-, chain- or gear-drive mechanism 4 and electrically connected through a primary lead Jj> to the first voltage converter 3, which is further connected (through a secondary lead 18) to electricity storage 9 (such as a super-capacitor) and to the second voltage converter 19, and through the on- board power cabling j[7 Io an accumulator H and to the other electrical appliances connected to the on-board network |7
The control system JH consists of a control module 100, connected through a communication bus 14a to the signal-converting unit 101 , output I of which (13a) is connected to the input of the second voltage converter 10 and output 2 of which (13b) to the first voltage converter 3. The signal- converting unit 101 is further wired to the vehicle state evaluation unit 102 through a communication interface 14c, while inputs 12 of the vehicle are connected to the vehicle state evaluation unit 102 and to the signal- converting unit 101, to which a bi-directional bus 14b is conveniently connected.
The connection of inputs 12 and outputs 13 with the signal-converting unit and with the vehicle state evaluation unit 102 can be serial or parallel depending on the control system |H design. It is advisable to use CAN-bus, RS485 or another industrial standard. The control system 311 can operate completely autonomously (independently of the vehicle control system) or can be connected to the vehicle control system via the bi-directional bus 14b.
The vehicle power supply system functionality as illustrated in Fig. 1 is as follows. Functions of individual components will be described for better understanding, followed by a description of the interconnection of the whole set. The role of the first voltage converter 8 is to change the alternating to the direct current with a possibility of disconnecting it from the power lead IS.
The role of the second voltage converter Ij) is to perform a bi-directional electric current transformation with a possibility of disconnecting it from the power lead 17. The purpose of the vehicle state evaluating unit !02 is to assess the momentary vehicle state (idling, accelerating, decelerating, moving steadily) from the vehicle signals V2 sent to its input. The roie of the signal-converting unit 101 is to convert input vehicle signals (e.g. φm of motors, temperature of motors, throttle pedal position, etc.) into a digital format suitable for the control module 100. This unit -also provides a connection to the vehicle control and diagnostic bus. in addition, "one converting unit 101. controls outputs 13 based on :.he controlling signals coming from the control module {00. The ro!e υf the control module iQQ is to isses the input signals from the converting unit jθi and from the vehicle -state evaluating unit 302 and to generate control signals to be sent to ∑he signal converting unit 101. through the bus 14a. The functionality of the whole set is described by means of the power supply system control method.
The alternative 1 for the vehicle power supply system connection to generate electricity during vehicle deceleration is illustrated in Fig. 2. The mechanical part i consists of a combustion engine 1 , connected via a transmission mechanism to a clutch 2 and to a driven axle 3; and of a belt-, chain- or gear-drive 4 (not required), connected to the engine crankshaft 1 in the typical way.
The electrical part 11 consists of an alternator 3 mechanically connected with a belt-, chain- or gear-drive mechanism 4 (or directly to the combustion engine crankshaft Jj and electrically connected through a primary lead 15 to the first voltage converter 3, which is further connected (through a secondary lead ,16) to electricity storage 9 (such as super- capacitors) and to the second voltage converter JO, and through the on- board power cabling j7 to an accumulator U. and to other electrical appliances connected to the on-board network 17.
The control system 311 consists of an alternator control module 100. featuring inputs 12 and outputs 13. its first output IJa is connected to the mput of the second voltage converter 10 while its second output 13b to the input of the first voltage converter S. The alternator control module JOO1 has its first 12a and second 12b input terminals connected to the accumulator JJ. outputs, while its third 12c and fourth 12d inputs are connected to the outputs of che energy storage 9, e.g. super-capacitors. The fifth input V2@ is connected to the alternator S rpm sensor, the seventh one UJJ to the engine [ rpm sensor, the eighth input !2h is wired to (he engine 1 temperature -sensor, while the ninth 1JJi receives signals from the throttle pedal position. The ϊenth input ϋj is connected to (ha pressure sensor in the vehicle braking system, (he eleventh input Hk to the gear sensor and the twelfth input 121 to the vehicle starter switch. The alternator control module 100 has it thirteenth input 11m connected to the ambient temperature sensor, the fourteenth input 1_2n to the λ sensor and it fifteenth one 12o to the fuel consumption -sensor. In addition to these, the on-board network |7 is interconnected with the control module 100 through inputs i2j3 (network voltage) and 12g (network current) in order to monitor the accumulator IJ. state. To perform diagnostics of the whole system, the control module 1^00 is interconnected with the vehicle control unit by means of the communication and diagnostic bus 14 (this connection is not shown in the drawings).
The vehicle power supply system functionality as illustrated in Fig. 2 is as follows. The functionality of different components of this arrangement is identical with the arrangement described in Fig. 1 with the only difference of the signal-converting unit |01_ and the vehicle state evaluating unit 102 being integrated in the control module SOO.
The alternative 2 for the vehicle power supply system connection to generate electricity during vehicle deceleration is illustrated in Fig. 3. The electronic alternator connection is formed by a mechanical part I1 an electrical part 31, and a control system HI, with these parts are mutually interconnected as described below.
The mechanical part I consists of a combustion engine 1, connected via a transmission mechanism to a clutch 2 and to a driven axle 3; and of a belt-, chain- or gear-drive 4 (not required), connected to the engine crankshaft 1 in the typical way as well as to the rpm-changing transmission 5 (such as a variator).
The electrical part J] consists of an alternator $, which is connected to a iransmission mechanism with a clutch 1 via an rpm-changing transmission % it is also connected to the first voltage converter 3 by means of (he first power lead JjS. !t is further connected to super-capacitors 9 and to the second voitage converter jj) through the second power lead ]ja as well as to she accumulator M[ (through the on-board network 17) and to other appliances connected to the on-board network 17. The rpm-changing transmission § has also a motor 7 connected to it, which changes the speed ratio between the transmission mechanism 4 or the combustion engine \ - and the alternator 8.
The drive from the alternator 6 connected to the vehicle power supply system can be conveniently formed by an rpm-changing transmission 5, such as a micro-grooved belt, a cogged belt, a chain or an assembly of gears. The control system IH consists of the alternator control module tOO featuring inputs il and outputs 13. Its first output 13a is connected to the input of the second voltage converter 10, the second output 13b goes to the first voltage converter 8, and the third output 13c is connected to the motor 7, which controls the speed ratio of the rpm-changing transmission β. The alternator control module .1OjO has its first 12a and second JJ2b input terminals connected to the accumulator JJ. outputs, while its third 12c and fourth 12d inputs are connected to the outputs of the super-capacitors 3. The fifth input }2e is connected to the generator's 6 rpm sensor, and the sixth one |2f to the speed sensor of the rpm-changing transmission S (on the variator). The alternator control module 100 has its seventh input 12g connected to the engine 1 rpm sensor, the eighth one 12h is wired to the engine 1. temperature sensor, while the ninth 12i receives signals from the throttle pedal position. The tenth input |2j is connected to the pressure sensor in the vehicle braking system, the eleventh input 12k to the gear sensor and the twelfth input 121 to the vehicle starter switch. The alternator control module 100 has it thirteenth input 12m connected to the ambient temperature sensor, the fourteenth input I2n to the λ sensor and it fifteenth one 12o to the fuel consumption sensor. !n addition to these, the on-board network J2 is interconnected with the control module 190 through inputs 12p (network voitage) and 12q (network current) in order to monitor the accumulator 11 state. To perform diagnostics of the whole system, the control module 100 is interconnected with the vehicle control unit by means of the communication and diagnostic bus 14 (this connection is not shown in the drawings).
The vehicle power supply system functionality as illustrated in Fig. 3 is as follows. The functionality of different components of this arrangement is identical with the arrangement described in Fig. 1 with 'the only difference of the signal-converting unit 1J31. and the vehicle state evaluating unit 102 being integrated in the control module |00. This alternative connection for electricity generation during the vehicle deceleration operates the same way as described in the first example. The main difference in this alternative connection is the incorporation of an rpm-changing transmission 5 (such as a variator) between the alternator S and the transmission mechanism 4 (if installed). The rpm-changing transmission .5 makes it possible to control the alternator 6 speed, so that it stays within the range of the maximum performance or the maximum efficiency - depending on the module 100 control. The rpm-changing transmission 5 speed ratio is controlled by the control module 100 by means of the motor 7.
As described above, the vehicle power supply system applies the principle of (single- or twin-track) vehicle kinetic energy recuperation. Energy storages % are charged during deceleration with power higher than the mean value of the charging current from the alternator S. Alternator 3 is disconnected from the accumulator V\ and from the on-board network 17 during acceleration. Energy is drawn from the energy storage |, which charges the accumulator VV (if needed) and feeds the devices connected to the on-board network T7- Once the storage 9 energy is used up, to storage gets disconnected and energy is drawn from the accumulator. If the accumulator voltage is lower than the set threshold, the electronic alternator 6 is reconnected; the charging current is determined by the accumulator 11. state, by vehicle operation (city, motorway) and by momentary fuel consumotion. For better clarification, the control method of the power supply system with electricity generation during vehicle deceieration is presented by means of an automatic hierarchic state unit in which the vehicle power supply system goes through individual states illustrated in different state diagrams, explained below.
Firstly, the top level is clarified (shown in Fig. 4), then different states of the hierarchic state diagram are described - those printed in bold in the text.
The initial state of (he alternator control module 100 is POWER_ OFF_1. Both the first 8 and second 10 voltage converters are switched off in this state. This prevents super-capacitors 9 from discharging by the on-board battery or by appliances that are active when the ignition is off (e.g. alarm system). If the ignition is switched on, the power supply system/electricity generator ("the system") changes from POWER OFF 1 to the POWERJON 2 state. The system stays in this state unless one of the three conditions is met (in the priority as listed):
I .) Accumulator H state has been detected as unreliable (accumulator 1_1 has a small capacity or a great voltage drop during high current loading) or if the vehicle ambient temperature has been classified as low. In such a case the system goes into the CHARGE _β state. 2.) The starter has been activated. Then the system goes into the
STARTER__4 state.
3.) Ignition has been switched off. Then the system returns to the initial POWER_OFF_ 1 state.
In the CHARGE 3 state the system charges the super-capacitors 9 by such current as is still acceptable for the momentary accumulator J[I state.
The CHARGE 3 state changes into STARTER 4 if the super-capacitors $ have been charged and the starter activated, if the voltage drops below the threshold limit of the accumulator JJ. during the charging of the super- capacitors B, then the system is not capable of further operation and switches itself in the POWER OFF I state. The STARTΞR_4 state provides for a controlled powering of the starter (or igniters in case of Diesel engines) from the super-capacitors 9 or the accumulator JJ-. The STARTER 4 state is terminated when one of the three conditions is met (in the priority as listed): 5 1.) Ignition has been switched off. The system returns to rhe initial
P0WER_0FF_ 1 state. 2.) The starter has been switched off and the engine 1 is not running. The system returns to the POWERJON 2 state.
3.) The starter has been switched off and the engine ± is running. In such0 a case the system goes into the 0OLO_£NGINE_β state.
The COLD_ENGINE 5 state provides for controlled connecting/disconnecting of the super-capacitors 9, the accumulator JM, the first 3 and second 10 voltage converters - according to the input conditions, which are further illustrated in Fig. 4d. ! 5 The state is terminated by:
I .) Switching the ignition off. The system returns to the initial POWER_OFF_ 1 state.
I.) The engine ± not running. The system returns to the POWERJDU 2
-state. 0 3.) Reaching the required operating temperature for engine 1 and for other necessary units influencing engine \ operation. The system then goes into the 0RIVE__8 state.
0RIVE_5 is the last hierarchic state of the automatic unit. The system stays in this state as long as the engine i is running and the ignition is on. If not, 25 the state changes as follows:
1.) ignition is off, the system returns to the initial P0WER_0FF 1 state.
2.) The engine J. not running, the system returns to the POWERJDN 2 state.
30 The state diagram of the POWER_OM 2 hierarchic state is shown in
Fig. 4a. The POWER_0N 2 state is terminated by a low voitaqe at the super-capacitors 9 and by simultaneous xransition into the S2_ 1 state or into '.he S2_2 state if (he super-capacitors J) are charged. The second voltage converter IjO is on during the $2_2 state and off during the S2_1 state. Both described states change directly into the S2_3 state and the system stays in it as long as:
1.) The ignition is on and the starter is off; otherwise the system leaves
(he P0WER_0N_2 state.
2.) The super-capacitors 9 are not discharged, otherwise che system goes into the S2_4 state. !n the S2__4 state, the second voltage converter IjO gets switched off and the on-board network is powered only from the accumulator 11.. The state is terminated by meeting the sum of conditions: turning the ignition off or the starter on. The P0WER_0N 2 state is exited upon such a termination.
The state diagram of the POWER_ON 2 hierarchic state is shown in Fig. 4b. The automatic unit enters the CHARG£ 3 state if the ambient temperature is low or the accumulator IJ. state is such that it would not start the engine J, (small accumulator capacity, accumulator unable to provide sufficient current for starting) and this state has a higher priority than the PQWERjON_2 state. This means that the POWER_OH_2 state does not engage and the system goes into the CHARGE 5 state. The control module
300 continuously monitors operating parameters of the on-board network J7 and the accumulator 11. It is able to assess the accumulator IJ. state based on this information (current, voltage, ambient temperature). If the accumulator IJ, state does not enable a correct start, the control module 100 tries to provide the large required starting power from the super-capacitors 3, that it previously charged. This can either be a fault situation (bad battery) or a system that is able not to load the accumulator \ \_ so much - especially at low ambient temperatures when the accumulator 11. is more prone to discharge (this can prolong its ϋfe-span). From the initial CHARGE 3 state, the system goes into either S3_ 1 or S3_2 depending on the accumulator IJ. state. !n both cases this reverses he function of the second voltage converter JO1 and the super-capacitors 9 start being charged with lower (S3_1) or higher (S3_2) current. Subsequently the system enters the S3_3 state where it stays until the super-capacitors 9 are charged or until the accumulator IJ. voltage is higher than the minimum acceptable value. Once the super-capacitors are charged, the system switches from S3_3 to S3_4. The function of the second voltage converter 10 reverses and the super-capacitors start charging the on-board network. If the starter is activated or the battery discharged, the system switches from S3_4 to the STARTER _4 state.
The state diagram of the $TARTER_4 hierarchic state is shown in Fig. 4c. The STARTER_ON^_4 state deals with the powering of the on-board network 17 during the starter activation. The STARTER_ON 4 state is terminated by a low voltage at the super-capacitors 3 and by simultaneous transition into the S4_1 state or into the S4_2 state if the super-capacitors 9 are charged. The second voltage converter JJ) is on during the S4_2 state and off during the S4_1 state. Both described states change directly into the S4_3 state and the system stays in it as long as:
1.) Both the ignition and the starter are on; other/vise the system leaves the STARTER_ON__4 state.
2.) The super-capacitors 9 are not discharged, otherwise the system gees into the S4_4 state.
!n the S4_4 state, the second voltage converter IJ) gets switched off and the on-board network is powered only from the accumulator IJ-. The state is terminated by meeting the sum of conditions: turning the ignition off or the starter off. The POWER^QN I state is exited upon such a termination.
The state diagram of the COLO_ENGINE 5 hierarchic state is shown in Fig. 4d. The purpose of the hierarchic state is to reduce emissions during the engine 1 warmup, which is achieved by the following control for the duration of the engine i and other engine-related unit warmup: 1.) if the super-capacitors f are charged, ihe system goes into the S5_ / state in which the first voitage converter <$ is switched otf and Ihe second voltage converter 10 is activated, transferring ihe voitage from i:he super-capacitors 9 to the on-board network J7. The state is terminated if: a) The ignition has been switched off or the engine is still; then the COLD_£NGINE_5 state is terminated. b) If the engine and other related units have reached the operating temperatures, the system goes from COLDJΞNGINE 5 to MOTOR_READY. e) The super-capacitors 9 are discharged, the system goes into the S5_2 state.
2.) If the super-capacitors 9 are discharged and the accumulator J-I voltage is within the acceptable range (accumulator J_1 is not discharged below the defined threshold), the system goes into the
•S5_2 state, which switches off the first (3) and the second (10) voltage converters. Energy needed for powering the on-board network is drawn solely from the accumulator 11 The state is terminated if: a) The ignition has been switched off or the engine is still; then the COLD__£NGINE_δ state is terminated. b) If the engine 1 and other related units have reached the operating temperatures, the system goes from COLD_ENGINE_5 to MOTOR_R£ADY. c) The accumulator IJ. is discharged below the acceptable threshold; the system goes into the S5_3 state.
3.) If the super-capacitors 9 are discharged and the accumulator JJ. is discharged below the acceptable threshold, the system goes into the S5J3 state, which switches on both voltage converters (8 and J[O) and both blocks are controlled by the control module 100 to cover electricity demands of the on-board network 17. The accumulator 11. is not being charged. The state is terminated if: a) The ignition has been switched off or the engine is still; then the C0L0_ENGIHE_5 state is terminated. b) Sf the engine i and other related units have reached (he operating temperatures, the alternator 3 goes from
5 COLD_ENG1NE_5 to M0T0R_READY.
The state diagram of the STΛRTER__4 hierarchic state is shown in Fig. 4e. DRIVE_$ is the main hierarchic state of the whole state diagram, its purpose is to control the charging/discharging of the super-capacitors 9, charging of the accumulator H and to control both the first (3) and the 0 second (JO) voltage converters, depending on the input signal t2 values. The state is divided into three parts: acceleration, deceleration and steady driving. The state is terminated if the combustion engine 1 is stopped or the ignition switched off.
If the vehicle starts accelerating, DRIVERS changes into the 15 ACCELERATION (61) state. From this, the system subsequently goes into:
I .) S6_1_1: if the super-capacitors 9 are charged, the first voltage converter 8 is off, the second voltage converter IJ) is on, the on-board network is fed solely from the super-capacitors 9. The state is terminated if the super-capacitors 9 are discharged (transition to the
20 S6_1_2 state) or if the vehicle no longer accelerates (transition to
DRIVE_6).
2.) S6_1_2: if the super-capacitors 9 are discharged and the accumulator
U- is charged, the first voltage converter 3 is off, the second voltage converter 10 is off, the on-board network is fed solely by the
,25 accumulator JJ-. The state is terminated if the accumulator JJ- is discharged below the defined threshold (transition to the Sδ__ 1_3 state) or if the vehicle no longer accelerates (transition to DRIVE m β).
3-) S6_1_3: if the super-capacitors ;| are discharged and the accumulator
JJ- is discharged below the defined threshold, both voltage converters
30 (3 and 10) are on and both blocks are controlled in such a way as to cover the electricity demands of the on-board network VJ_. The state is terminated if the vehicle no longer accelerates (transition to DRIVE_6).
If the vehicle starts braking, DRIVE_δ changes into the DECELERATION (62) state. From this, the system subsequently goes into:
1.) S6_2_1: if the super-capacitors 9 are not fully charged, the first voltage converter 8 is on, the second voltage converter 10 is off, the on-board network 17 is fed solely from the accumulator 11.. The state is terminated if the super-capacitors 9 are charged (transition to the S6_2_2 state) or if the vehicle no longer brakes (transition to
DRIVE_δ).
2.) S6_2_2: if the super-capacitors 9 are charged, the first voltage converter 8 is on, the second voltage converter IJ) is on, the on-board network 17 is fed by the super-capacitors 9 and the accumulator IJ. is being charged with the maximum acceptable current. Once the accumulator 11. is fully charged, its charging is terminated and the momentary consumption of the on-board network \T_ is covered from the alternator 6. The state is terminated if the vehicle no longer brakes (transition to DRIVE_δ).
If the vehicle neither accelerates nor brakes, it is in the steady drive mode, i.e. in the STEADY (63) state. From this state, it can go to S6_3_1 or to S6_3_2 depending on the rpm, the engaged gear, the throttle pedal position and the momentary fuel consumption. If the engine 1 is running within the optimum consumption range, the system is in the S6_3_1 hierarchic state. If the engine 1. is outside this range, the system is in the S6_3_2 hierarchic state. These states can be exited by vehicle acceleration/braking, by stopping the engine 1. or by switching the ignition off.
The state diagram of the S6_3_1 hierarchic state is shown in Fig. 4f. If the engine 1. is running within the optimum nominal fuel consumption, the system is in the S6_3_1 state. It can go from the initial state of S6_3_ 1_0 to one of these:
1.) Sδ_3__1_1: if the super-capacitors 9 are not fully charged. In this state, the super-capacitors 9 are being charged with the maximum current, the first voltage converter 8 is on, the second voltage converter JK) is off. This state quickly charges the super-capacitors 9 for further use.
The S6_3_1_1 state can be left for S6_3_1 if the engine ± is not running within the optimum nominal fuel consumption or if the vehicle is accelerating/braking; or for S6_3_1_2 if the super-capacitors 9 are fully charged.
2.) S6_3_1_2: if the super-capacitors 9 are fully charged and the accumulator IJ. is not charged above the defined voltage value. In this state, the accumulator IJ. is being charged intensively with, the first voltage converter 8 is on, the second voltage converter IJD is on, the accumulator IJ. is being charged with the maximum charging current.
The S6_3_1_2 state can be left for S6J3_1 if the engine ± is not running within the optimum nominal fuel consumption or if the vehicle is accelerating/braking; or for S6_3_1_3 if the accumulator 11. is charged above the defined voltage level.
S6_3_1_3: if the super-capacitors 9 are fully charged and the accumulator H is charged above the defined voltage level. This state only briefly charges the super-capacitors 9 and the accumulator 11.. Both voltage converters (8 and 10) are on and both these blocks are controlled in such a way that the alternator S covers the vehicle electricity demand and briefly charges the super-capacitors 9 and the accumulator IJL Tne S6_3_?_3 state can be left back for S6_3_1 if the engine 1 is not running within the optimum nominal fuel consumption or if the vehicle is accelerating/braking.
The state diagram of the S6_3_1 hierarchic state is shown in Fig. 4g. If the engine \ is running outside the optimum nominal fuel consumption, the system is in the S6_3_2 state. It can go from the initial state of S6_3_2_0 to one of these:
1.) S6_3_2_t: if the super-capacitors 9 are charged. In this state, the network is fed by the super-capacitors 9, the first voltage converter 8 is off, the second voltage converter 10 is on. The S6_3_2_1 state can be left for S6_3_2 if the engine I is running within the optimum nominal fuel consumption or if the vehicle is accelerating/braking; or for S6_3_2_2 if the super-capacitors 9 are discharged.
2.) S6_3_2__2\ if the super-capacitors 9 are discharged and the accumulator 11 is charged above the defined voltage value. The first voltage converter 8 is off, the second voltage converter 10 is off, the on-board network 17 is fed by the accumulator IJL The S6_3_2_2 state can be left back for S6_3_1 if the engine 1 is running within the optimum nominal fuel consumption or if the vehicle is accelerating/braking; or for S6_3__2_3 if the accumulator H is discharged below the defined voltage level. The S6_3_2_1 state can be left back for S6_3_2 if the engine Λ_ is running within the optimum nominal fuel consumption or if the vehicle is accelerating/braking; or for S6_3__2_2 if the super-capacitors 9 are discharged. In this state, the network is fed by the super-capacitors 9, the first voltage converter 8 is off, the second voltage converter 10 is on. The S6_3_2_1 state can be left for S6_3_2 if the engine 1 is running within the optimum nominal fuel consumption or if the vehicle is accelerating/braking; or for S6_3J2_2 if the super-capacitors 9 are discharged. 3.) S6_3_2_3: if the super-capacitors 9 are discharged and the accumulator 11_ is discharged below the defined voltage level. This state generates only electricity necessary for the vehicle operation; the first voltage converter 8 is on, the second voltage converter 10 is on and both blocks are controlled in such a way that the alternator S covers only the vehicle electricity consumption. The S6_3_2_3 state can be left back for S6_3_1 if the engine 1 is running outside the optimum nominal fuel consumption or if the vehicle is accelerating/braking.
Industrial Applicability
The vehicle power supply system and the method of its controlling is usable for electricity generation during vehicle deceleration and has been designed to reduce the vehicle nominal fuel consumption (and the amount of CO2 produced), to improve engine starts at low temperatures or with an accumulator in a non-ideal state, and to improve the combustion engine acceleration. This can be used for both single- and twin-track vehicles operating in urban or sport/racing environment.

Claims

P A T E N T C L A I M S
1. Arrangement of the vehicle power-supply system consisting of an alternator (β) connected through a primary power lead (15) to the first voltage converter (8), which is further connected through a secondary power lead (16) to an energy storage device (9) and to the second voltage converter (10), and then through an on-board network (17) to an accumulator (11), further consisting of a control module (100) to which both first and second voltage converters (8 and 10) are connected, characterised in that the system has the control module (100) connected through a communication bus (14a) to a signal-converting unit (101), which is linked to a vehicle state evaluation unit (102) through a communication interface (14c), having its first output (13a) connected to the input of the second voltage converter (10) and its second output (13b) to the input of the first voltage converter (8), whereas inputs from the vehicle are connected to both the vehicle state evaluation unit (102) and to the signal-converting unit (101) to which a bi-directional bus (14b) is linked.
2. Arrangement of the vehicle power supply system according to claim 1 characterised in that the vehicle state unit (102) and the converting unit
(101) are integrated in the control module (100).
3. Arrangement of the vehicle power supply system according to claim 2 characterised Sn that the control module (100) has its first output (13a) connected to the input of the second voltage converter (10) and its second output (13b) to the input of the first voltage converter (8), further the control module (100) has its first and second inputs (12a and 12b) connected to accumulator (11) outputs, its third and fourth inputs (12c and 12d) to energy storage device (9) outputs, the fifth input (12e) to alternator (S) speed sensor, the seventh input (12g) to an engine (1) speed sensor, the eighth input (12h) to an engine (1) temperature sensor, the ninth input (12i) to a throttle pedal position sensor, the tenth (12j) to a vehicle braking system pressure sensor, the eleventh input (12k) to a gear sensor, the twelfth input (121) to the starter switch-position sensor, the thirteenth input (12m) to an ambient temperature sensor, the fourteenth input (12n) to a λ sensor, and the fifteenth input (12o) to an momentary fuel consumption sensor, while a bi-directional CAN Bus (14) of the control module (100) is interconnected with the engine (1) control unit.
4. Arrangement the vehicle power supply system according to claims 2 or 3 characterised in that the control module (100) having its sixth input (12f) connected to a rpm-changing transmission (5) speed sensor and its third output (13c) to the motor (7) connected to the rpm-changing transmission (5), which is further coupled with the transmission mechanism (2).
5. The method of vehicle power supply system control characterised in that the control module (100) is in the power_off 1 state where both the first (8) and the second (10) voltage converters are disconnected and all system components are set to zero electricity consumption, which minimises the voltage drop in the electricity storage (9), consequently once switched on, the control module (100) enters the power_on 2 state and stays there until the starter is activated, while the first voltage converter (8) is disconnected during this power jon 2 state, further at the moment of the vehicle starter activation the control module (100) enters the starter 4 state in which the first voltage converter (8) and the second voltage converter (10) are connected or disconnected depending on the values of signals received at inputs (12), while system transition from starter 4 to powerjon 2 is conditioned by switching the starter off and by the engine (1) not starting, while the transition from starter 4 to drive__6 is conditioned by meeting the product of the vehicle starter being off and the combustion engine (1) running, and then controlled connecting/disconnecting of the first (8) and the second (10) voltage converters is performed in the drive & state according to the signal values at inputs (12). δ. The method of vehicle power supply system control according to claim
5 characterised an that if the system transits from power_on 2 to the charging 3 state and the accumulator (11) is discharged or has a small capacity or if the ambient temperature is low, then a controlled charging of the electricity storage (9) from the accumulator (11) is performed by means of controlled connecting of the second voltage converter (10) until it reaches a status enabling the start 4 state and the starter is activated.
7. The method of vehicle power supply system control according to the claim 5 is characterised in that the control module (100) goes from starter 4 to the angine_heating 5 state, provided that the combustion engine (1) is outside its operating temperature, while this state minimises the running time and the power supplied by the alternator (S) to the on-board network (17) by means of the energy accumulated in the electricity storage device (9), and further once this energy is used up, electricity from the accumulator (11) is used and when the accumulator (11) is discharged, electricity supply is controlled by switching on the first (8) and the second (10) voltage converters.
List of the relating marks
I - Mechanical part,
II - Electrical part, III - Control system,
1 - Combustion engine,
2 - Transmission mechanism and clutch,
3 - Driven axle,
4 - Belt drive to crank, 5 - Rpm-changing transmission,
6 - Alternator,
7 - Variator-adjusting motor,
8 - Converter (isolating switch),
9 - Energy storage (super-capacitors), 10 - Voltage converter,
11 - Accumulator, 12 - Inputs
12a - battery voltage, 12b - current to/from battery, 12c - voltage of super-capacitors,
12b - current to/from super-capacitors, 12e -generator rpm,
12f -variator rpm at connection with second transmission, 12g - combustion engine rpm, 12h - combustion engine temperature,
12i - gas throttle valve/pedal position, 12j - braking system pressure or braking pedal position, 12k - currently engaged gear, 121 - switching on the vehicle starter, 12m - ambient temperature,
12n - r from Lambda Sensor, 12o - momentary consumption 12p - on-board network voltage 12q - on-board network current 13 - Outputs
13a - voltage converter switching,
13b - isolator switching,
13c - electromotor position control,
14 - Communication and diagnostic buses 14a - bi-directional communication bus (intermodular 100 - 101),
14b - bi-directional communication bus (CAN, RS485, RS232 or others), 14c - communication bus (intermodular 101 - 102),
15 - Three-phase power lead, 16 - Power lead, 17 - On-board network,
100 - Control module (unit),
101 - Signal-converting unit,
102 - Vehicle state evaluating unit.
EP10747397A 2009-05-05 2010-05-04 Arrangement of vehicle's power supply system and method of control thereof Withdrawn EP2427945A2 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CZ20090286A CZ2009286A3 (en) 2009-05-05 2009-05-05 Circuit arrangement of vehicle power-supply system and method of controlling thereof
PCT/CZ2010/000056 WO2010127644A2 (en) 2009-05-05 2010-05-04 Arrangement of vehicle's power supply system and method of control thereof

Publications (1)

Publication Number Publication Date
EP2427945A2 true EP2427945A2 (en) 2012-03-14

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