GB2504353A

GB2504353A - Redirecting power from an alternator wherein the power is surplus to battery recharging requirements

Info

Publication number: GB2504353A
Application number: GB1213419.3A
Authority: GB
Inventors: Alberto Vassallo
Original assignee: GM Global Technology Operations LLC
Current assignee: GM Global Technology Operations LLC
Priority date: 2012-07-27
Filing date: 2012-07-27
Publication date: 2014-01-29
Anticipated expiration: 2032-07-27
Also published as: GB2504353B; GB201213419D0

Abstract

A method of operating an automotive system wherein power generated by an alternator 520 that is not used to recharge a battery 530 is redirected to warm up other elements of the system. The system comprises an internal combustion engine 110, an alternator 520 mechanically connected to the engine 110 and a battery 530 electrically connected to the alternator 520, the method comprising the following steps: monitoring a first parameter (SoC) representative of a State of Charge of the battery 530, monitoring a second parameter representative of a temperature of an element of the automotive system, monitoring a third parameter (BPP) representative of a required braking energy, regulating the power generated by the alternator 520 as a function of the first, the second and the third parameter, and supplying at least a part of the generated electric power to an electrical heater 555,565,575 provided for heating said element of the automotive system.

Description

S METHOD OF OPERA TING ANAUTOMOTI VE SYS TEM

TECHNICAL FIELD

The present disclosure relates to a method of operating an automotive system.

BACKGROUND

Motor vehicles are generally equipped with an automotive system having an internal combustion engine (ICE), such as for example a compression-ignition engine (Diesel engine) or a spark-ignition engine, and at least one wheel drive, typically a front wheel drive and(or a rear wheel drive, which receives mechanical power form the ICE and delivers it to the road surface.

The ICE usually comprises an engine block defining at least one cylinder which accommodates a reciprocating piston coupled to rotate a crankshaft. The top of the cylinder is closed by a cylinder head, which cooperates with the piston to define a combustion chamber. A fuel-and-air mixture is cyclically supplied into the combustion chamber and ignited, thereby producing hot exhaust gasses whose expansion causes the movement of the piston and thus the rotation of the crankshaft.

The fuel is usually supplied into the combustion chamber by means of at least one fuel injector. The injected fuel quantity is determined by an electronic control unit (ECU), which is connected to the fuel injector and to a position sensor coupled to an accelerator pedal. The ECU is configured to receive input signals from the accelerator pedal position sensor and to operate the fuel injector on the basis of these signals.

The crankshaft of the ICE is coupled to the wheel drive by means of several intermediate components globally referred as driveline, which generally include a transmission and a clutch connecting the transmission to the crankshaft.

The transmission is a mechanical device that includes several gears in a gearbox provided for transferring torque from the crankshaft to the wheel drive, each of which defines a different gear ratio. These gears are selectively and alternatively engaged by means of a gear lever, which may be moved directly by the driver of the motor vehicle.

The gear lever may also be moved in a neutral position, where no gear is engaged and no torque is transferred to the wheel drive. A lubricant, such as oil, is generally provided to lubricate the gearbox.

A charging system is provided in automotive systems to recharge a battery and to operate the various electrical systems of the vehicle.

The charging system may comprise a generator (also known as alternator) to convert mechanical energy produced by the internal combustion engine to electrical energy. The alternator is typically coupled to the engine by a rotating shaft to generate alternating current (AC)-This current is then converted to direct current (DC), which in turn is used to power electrical circuits in the vehicle during normal driving conditions and to charge the vehicle battery.

The alternator is generally coupled to a voltage regulator that may also be incorporated into the alternator itself, the voltage regulator being used to control or regulate the levels of output voltage and current being used by the alternator for recharging the battery.

Regulated Voltage Control (RVC) is a technology that allows to improve control of the power that runs from the alternator to the battery by reducing it (for example from 14 volts to 12.8 volts) under normal driving conditions. This allows the alternator to focus the power on the vehicle's electrical loads and avoids charging the battery with excess current.

When the voltage to the battery is reduced, the demand on the alternator is reduced That in turn reduces the alternator's pull on the engine, allowing the engine to run more efficiently. With the engine running more efficiently, fuel economy is improved.

When the battery is in an optimal state of charge, regulated voltage control (RVC) supplies some of the power to handle the load created by vehicle electrical systems. This power sharing further reduces the electrical demands on the alternator and the engine helping to gain further engine efficiencies.

When the battery charge drops below a pre-determined level, the voltage regulator commands the alternator to route the necessary voltage to recharge the battery. This regenerative recharging may automatically occur when the vehicle is decelerating. So even though the battery is handling more of the vehicle's electrical load, it will remain at a high state of charge.

Automotive systems may be managed by an Electronic Control Unit (ECU), the ECU being connected to various sensors and being configured in such a way to provide calculations of various engine parameters.

The ECU of many automotive systems in so-called micro-hybrid vehicles may implement a Start and Stop strategy for the ICE. The Start and Stop strategy generally provides for automatically stopping the ICE, each time the motor vehicle stops, for example in proximity of a traffic light or a stop sign, and then for automatically starting the ICE, when the driver wants to move again, thereby reducing the amount of time the ICE spends idling.

Start and Stop systems are getting more and more widespread and they may be coupled with Regulated Voltage Control (RCV) systems for energy recuperation during deceleration phases.

However, vehicles equipped with Start and Stop systems are generally equipped with Electrolyte Flooded Mats (EFM) lead batteries, for Start and Stop systems without RVC, or Adsorbed Glass Mats (AGM) lead batteries, for Start and Stop systems equipped with RVC. Both these types of batteries are cost-effective, but do not withstand charging powers as high as those recoverable by nickel-metal hydride (NiMH) or Lithium ions (Li-ion) batteries.

An object of an embodiment of the invention, is to use the additional available power of the alternator for other useful purposes.

Another object is to enhance the amount and the usage of recoverable kinetic energy during vehicle decelerations using existing sensors and by taking advantage from the computational capabilities of the Electronic Control Unit (ECU) of the vehicle.

These objects are achieved by a method, by an apparatus, by an automotive system, by a computer program and a computer program product, and by an electromagnetic signal having the features recited in the independent claims.

The dependent claims delineate preferred and/or especially advantageous aspects.

SUMMARY

An embodiment of the disclosure provides for a method of operating an automotive system comprising an internal combustion engine, an alternator mechanically connected to the engine and a battery electrically connected to the alternator, the method comprising the following steps: -monitoring a first parameter representative of a State of Charge of the battery, -monitoring a second parameter representative of a temperature of an element of the automotive system, -monitoring a third parameter representative of a required braking energy, -regulating the power generated by the alternator as a function of the first, the second and the third parameter, -supplying at least a part of the generated electric power to an electrical heater provided for heating said element of the automotive system.

An advantage of this embodiment is that it enhances the kinetic energy recovery during vehicle deceleration of micro-hybrid vehicles by using the power that cannot be stored on conventional lead batteries for faster warm-up of automotive elements. The additional warm-up comes for free, since it would be anyway dissipated on the vehicle mechanical brakes, and provides CO2 emission benefits during driving. Furthermore, this embodiment allows to recover peaks of kinetic power for generating heat directed to a component of the automotive system, in case the battery has reached is optimal State of Charge-By connecting the alternator to the electrical heater, an excess load of the alternator with respect to the one needed to charge the battery can be used to power up at least another electrical component.

According to an embodiment of the invention, the element is a cabin of the automotive system.

An advantage of this embodiment is that it can provide an accelerated warm up of the cabin benefitting the occupants of the vehicle especially in case of cold external temperatures by means of earlier availability of hot air thereby providing additional comfort.

According to another embodiment of the invention, the element of the automotive system is an engine coolant.

An advantage of this embodiment is that it has the effect of accelerating warm up of engine.

According to a further embodiment of the invention, the element of the automotive system is a lubricating oil.

An advantage of this embodiment is that it has the effect of accelerating warm up of lubricating oil.

According to still another embodiment of the invention, the third parameter is indicative of a brake pedal position.

An advantage of this embodiment is that the brake pedal position gives a signal representative of a required braking energy.

Another embodiment of the invention provides an apparatus for operating an automotive system comprising an internal combustion engine, an alternator mechanically connected to the engine, and a battery electrically connected to the alternator, the apparatus comprising: -means for monitoring a first parameter representative of a State of Charge of the battery, -means for monitoring a second parameter representative of a temperature of an element of the automotive system, -means for monitoring a third parameter representative of a required braking energy, -means for regulating the power generated by the alternator as a function of the first, the second and the third parameter, -means for supplying at least a part of the generated electric power to an electrical heater provided for heating said element of the automotive system.

Still another embodiment of the invention provides an automotive system comprising an internal combustion engine, an alternator mechanically connected to the engine and a 2 0 battery electrically connected to the alternator, the automotive system being managed by an Electronic Control Unit, the Electronic Control Unit being configured to: -monitor a first parameter representative of a State of Charge of the battery, -monitor a second parameter representative of a temperature of an element of the automotive system, -monitor a third parameter representative of a required braking energy.

-regulate the power generated by the alternator as a function of the first, the second and the third parameter, -supply at least a part of the generated electric power to an electrical heater provided for heating said element of the automotive system.

In another embodiment of the invention, the automotive system comprises an electrical circuit that connects the alternator to an electrical heater by means of an electrically operated switch, the Electronic Control Unit being configured to operate the switch to establish an electrical connection between the alternator and the electrical component in order to supply a part of the generated electric power to the electrical heater.

An advantage of this embodiment is that the use of electrical resistors allows to release heat on demand since resistors can directly heat any coolant, oil or air without intermediate heat exchangers and are relatively easy to package. In addition their control and wiring is also quite easy, being done through on/off switches connected via easily routed wires to the Electronic Control Unit. An electrical circuit with a plurality of switches can be useful for prioritizing the power supply to the above-mentioned elements.

The method according to one of its aspects can be carried out with the help of a computer program comprising a program-code for carrying out all the steps of the method described above, and in the form of computer program product comprising the computer program.

The computer program product can be embodied as a control apparatus for an internal combustion engine, comprising an Electronic Control Unit (ECU), a data carrier associated to the ECU, and the computer program stored in a data carrier, so that the control apparatus defines the embodiments described in the same way as the method. In this case, when the control apparatus executes the computer program all the steps of the method described above are carried out.

The method according to a further aspect can be also embodied as an electromagnetic signal, said signal being modulated to carry a sequence of data bits which represents a computer program to carry out all steps of the method.

BRIEF DESCRIPTION OF THE DRAWINGS

The various embodiments will now be described! by way of example, with reference to the accompanying drawings, wherein like numerals denote like elements, and in which: Figure 1 shows a portion of a vehicle equipped with some components of an automotive system according to an embodiment of the invention; Figure 2 shows a schematic representation of an electric power management system applied to the vehicle of Figure 1; Figure 3 shows an automotive system for the vehicle of Figure 1; Figure 4 is a cross-section of an internal combustion engine belonging to the automotive system of Figure 3; Figure 5 is a graph representing recoverable kinetic energy as a function of time during decelerations of a vehicle; Figure 6 is a schematic representation of energy flow between some components of an automotive system for the vehicle of Figure 1; Figure 7 is a schematic representation of some components of an automotive system for the vehicle of Figure 1; and Figure 8 is a schematic representation of a control logic according to an embodiment of the invention.

DETAILED DESCRIPTION

Exemplary embodiments will now be described with reference to the enclosed drawings without intent to limit application and uses.

Figure 1 shows a portion of a vehicle 105 equipped with some elements of an automotive system 100 according to an embodiment of the invention.

The vehicle 105 is equipped with an engine 110 and a charging system to operate the various electrical systems of the vehicle. The charging system may comprise a generator (also known as alternator 520) to convert mechanical energy produced by the internal combustion engine 110 to electrical energy. The alternator 520 may be mechanically coupled to engine 110 via a belt, chain or other coupling (not represented for simplicity) that facilitates transmission of rotational energy from the engine 110 to the alternator 520 for generating electrical energy. The charging system comprises also battery 530 electrically connected to the alternator 520. The alternator 520 is generally coupled to a voltage regulator (not represented for simplicity) that may also be incorporated into the alternator itself, the voltage regulator being used to control or regulate the levels of output voltage and current being used by the alternator 520 for recharging the battery 530.

The alternator 520 may receive a control signal L from an engine control module (ECM) 510 or similar as described more in detail below. The alternator 520 may also provide an optional feedback signal (F) to the ECM 510 as appropriate. Signals L and F may be transmitted and received in any manner across any number of serial and/or parallel data channels using any digital, analog, optical or other communications protocol as appropriate. The control signal L may be transmitted employing a Power Width Modulation (PWM) technique.

In Figure 1 a portion of a passengers' cabin 580 is also represented.

Figure 2 shows a schematic representation of an electric power management system applied to the vehicle 105 of Figure 1.

The vehicle's electrical system, comprising the battery 530 and the alternator 520, is connected to the engine control module (ECM) 510, which is in turn connected to a Body Control Module (BCM) 500. The function of the BCM 500 is to calculate the desired system voltage on the basis of a certain number of parameters such as State of Charge (S0C) of battery 530, battery temperature and so on and to send commands to the ECM 510 that in turns sends a calculated voltage setpoint to the alternator 520 via the L terminal. State of charge (SoC) of a battery is defined as the ratio of the residual charge in a battery or battery pack relative to full charge capacity.

In more general terms, vehicle 105 may be equipped with an automotive system 100, as shown in Figures 3 and 4, that includes the internal combustion engine (ICE) 110 having an engine block 120 defining at least one cylinder 125 having a piston 140 coupled to rotate a crankshaft 145. A cylinder head 130 cooperates with the piston 140 to define a combustion chamber 150. A fuel and air mixture (not shown) is disposed in the combustion chamber 150 and ignited, resulting in hot expanding exhaust gasses causing reciprocal movement of the piston 140. The fuel is provided by at least one fuel injector 160 and the air through at least one intake port 210. The fuel is provided at high pressure to the fuel injector 160 from a fuel rail 170 in fluid communication with a high pressure fuel pump 180 that increase the pressure of the fuel received from a fuel source 190. Each of the cylinders 125 has at least two valves 215, actuated by a camshaft 135 rotating in time with the crankshaft 145. The valves 215 selectively allow air into the combustion chamber 150 from the port 210 and alternately allow exhaust gases to exit through a port 220. In some examples, a cam phaser 155 may selectively vary the timing between the camshaft 135 and the crankshaft 145.

The air may be distributed to the air intake port(s) 210 through an intake manifold 200. An air intake duct 205 may provide air from the ambient environment to the intake manifold 200. In other embodiments, a throttle body 330 may be provided to regulate the flow of air into the manifold 200. In still other embodiments, a forced air system such as a turbocharger 230, having a compressor 240 rotationally coupled to a turbine 250, may be provided. Rotation of the compressor 240 increases the pressure and temperature of the air in the duct 205 and manifold 200. An intercooler 260 disposed in the duct 205 may reduce the temperature of the air. The turbine 250 rotates by receiving exhaust gases from an exhaust manifold 225 that directs exhaust gases from the exhaust ports 220 and through a series of vanes prior to expansion through the turbine 250. The exhaust gases exit the turbine 250 and are directed into an exhaust system 270. This example shows a variable geometry turbine (VGT) with a VGT actuator 290 arranged to move the vanes to alter the flow of the exhaust gases through the turbine 250. In other embodiments, the turbocharger 230 may be fixed geometry and/or include a waste gate.

The exhaust system 270 may include an exhaust pipe 275 having one or more exhaust aftertreatment devices 280. The aftertreatment devices may be any device configured to change the composition of the exhaust gases. Some examples of aftertreatment devices 280 include, but are not limited to, catalytic converters (two and three way), oxidation catalysts, lean NOg traps, hydrocarbon adsorbers, selective catalytic reduction (5CR) systems, and particulate filters. Other embodiments may include an exhaust gas recirculation (EGR) system 300 coupled between the exhaust manifold 225 and the intake manifold 200. The EGR system 300 may include an EGR cooler 310 to reduce the temperature of the exhaust gases in the EGR system 300. An EGR valve 320 regulates a flow of exhaust gases in the EGR system 300.

The automotive system 100 may further include an electronic control unit (ECU) 450 in communication with one or more sensors and/or devices associated with the ICE 110.

The ECU 450 may receive input signals from various sensors configured to generate the signals in proportion to various physical parameters associated with the ICE 110. The sensors include, but are not limited to, a mass airflow and temperature sensor 340, a manifold pressure and temperature sensor 350, a combustion pressure sensor 360, coolant and oil temperature and level sensors 380, a fuel rail pressure sensor 400, a cam position sensor 410, a crank position sensor 420, exhaust pressure and temperature sensors 430, an EGR temperature sensor 440, an accelerator pedal position sensor 445 and a brake pedal position sensor 475. Furthermore, the ECU 450 may generate output signals to various control devices that are arranged to control the operation of the ICE 110, including, but not limited to, the fuel injectors 160, the throttle body 330, the EGR Valve 320, the VGT actuator 290, and the cam phaser 155. Note, dashed lines are used to indicate communication between the ECU 450 and the various sensors and devices, but some are omitted for clarity.

Turning now to the ECU 450, this apparatus may include a digital central processing unit (CPU) in communication with a memory system, or data carrier 460, and an interface bus. The CPU is configured to execute instructions stored as a program in the memory system, and send and receive signals to/from the interlace bus. The memory system may include various storage types including optical storage, magnetic storage, solid state storage, and other non-volatile memory. The interlace bus may be configured to send, receive, and modulate analog and/or digital signals to/from the various sensors and control devices. The program may embody the methods disclosed herein, allowing the CPU to carry out the steps of such methods and control the ICE 110.

The engine control module (ECM) 510 and the Body Control Module (8CM) 500 may be part of the ECU 450 or connected to it.

Figure 5 is a graph representing recoverable kinetic energy during deceleration of a vehicle, wherein a first curve A represents the speed of the vehicle during various phases of driving. As an example, a New European Driving Cycle (NEDC) is considered, but any driving cycle could be taken as example of the described phenomenon.

In correspondence to curve A, and in particular to the deceleration phases of curve A, the recoverable kinetic energy (curve B) is also plotted.

Part of this energy can be recovered and used for battery recharging, for example by using known techniques such as Regulated Voltage Control (RVC). The amount of energy recoverable in this fashion can vary depending on maximum power capability of the battery 530 and on the State of Charge of the battery 530, but in any case it is limited, leaving the spikes of energy below line C unrecovered with the prior art techniques.

However, according to the various embodiments of the invention, also this kinetic energy can be recovered and used to power various components of the automotive system as explained hereinafter Figure 6 is a schematic representation of energy flow between some components of an automotive system for the vehicle of Figure 1.

During a deceleration of the vehicle 105, part of the kinetic energy can be recuperated along the lines indicated by the white arrows, namely from the wheels 540 of the vehicle, through the gearbox 570 and then through the engine 110. Since the engine is mechanically connected to the alternator 520, during a deceleration the alternator 520 can generate a braking torque that can be translated into electrical power that can be directed to various uses (dashed arrows).

A first use is to direct power from the alternator 520 to recharge the battery 530.

If Regulated Voltage Control (RVC) is present, the power that runs from the alternator 520 to the battery 530 can be reduced by means of the voltage regulator (for example from 14 volts to 12.8 volts) under normal driving conditions.

The excess power can be used to power other electrical loads of the vehicle 105 and, at the same time, to avoid charging the battery with excess current.

According to an embodiment of the invention, power from the alternator 520 that is not directed to recharge the battery, may be directed to warm up other elements of the automotive system 100.

In particular, the electrical power may be directed to the cabin heater 550; in this case an electric heater, namely a resistor 555 can be used.

Furthermore, electrical power can be directed to the engine coolant circuit or radiator 560 and/or to heat the lubricating oil in the gearbox 570, using corresponding resistors 565,575.

Figure 7 is a schematic representation of some components of an automotive system for the vehicle of Figure 1 that may be used in an embodiment of the present invention.

In particular, the ECU 450 may be connected to a brake pedal position sensor 475 of the brake pedal 470 to read a brake pedal position signal BPP. The alternator 520 is electrically connected to the battery 530 and, by means of an electrical circuit 690, to a series of other elements of the automotive system 100. Moreover, the alternator can energize the resistors 555,565 and 575 by means of respective electrically operated switches or relais 600,610 and 620 that can be operated by means of signals from the ECU 450 according to a logic that will be described hereinafter Each of the electrically operated switches 600,610 and 620 can be opened or closed independently one from the other. Closing one switch allows electrical current to flow in the corresponding portion of the circuit 690.

In particular, the ECU 450 may close switch 600 allowing current to flow through resistor 555 generating heat that allows a quicker warm up of the cabin heater 550.

Also, the ECU 450 may close switch 610 allowing current to flow through resistor 565 generating heat that allows a quicker warm up of the radiator 560 and therefore of the engine 110.

Finally, the ECU 450 may close switch 620 allowing current to flow through resistor 575 generating heat that allows a quicker warm up of transmission oil in the gearbox 570.

Figure 8 is a schematic representation of a control logic according to an embodiment of the invention.

Since the engine 110 is mechanically connected to the alternator 520, during a deceleration the alternator 520 can generate a braking torque that can be translated into electrical power that can be directed to various uses (dashed arrows).

According to the Regulated Voltage Control (RVC) technology, to manage this electrical power, a first map 700 is provided that represents baseline alternator loading, the map 700 correlating alternator loading as a function of braking pedal position BPP and of battery State of Charge (SaC). The braking pedal position parameter BPP is indicative of a required braking energy. The ECU 450 may read the brake pedal position BPP by means of sensor 475 and the State of Charge of the battery by means of State of Charge sensor 535 associated to the battery 530.

Map 700 takes into account that, during deceleration of the vehicle 105, the braking electrical torque due to the alternator 520 is added to the mechanical braking torque due to the brake 470.

In particular, map 700 takes into account that, when the position of the brake pedal increases and when the State of Charge of the battery 530 decreases, current to the alternator increases until it reaches a maximum value for the battery 530.

Map 700 may be corrected on the basis of the temperature of the battery 530, to increase durability and avoid overheating, and on the basis of the vehicle speed, for example considering that at low speed only mechanical braking may be provided.

The ECU 450, using map 700, determines an optimal State of Charge SoC01of the battery 530 and converts said optimal state of charge (block 740) into a duty cycle of the alternator (block 750). The ECM 510 may control the alternator load by means of a signal L that may be transmitted to the alternator 520 employing a Power Width Modulation (PWM) technique in order to vary the alternator duty cycle (block 750).

According to an embodiment of the invention, since there are situations as those represented in the graph of Figure 6, in which portions of kinetic energy created during deceleration of the vehicle are not recovered by the system described above, a further series of steps is provided.

In a first embodiment of the invention, a second map 710 representing additional alternator loading as a function of braking pedal position BPP and of a cabin 560 heating request is provided in a data carrier 460 associated to the ECU 450.

Map 710 can be used to regulate the power supplied by the alternator 520 during deceleration of the vehicle 105 as a function of the brake pedal position BPPI of the parameter SoC representative of a State of Charge of the battery 530 and of a cabin heating request determined for example by monitoring a temperature T0 of the cabin 580 and comparing it to a desired temperature thereof.

Therefore, if the State of Charge of the battery 530 has already reached an optimum value SoC0 and still some kinetic deceleration energy is available for loading the alternator, the ECU 450 may command switch 600 in a closed position in order for the alternator 520 to energize resistor 555 connected to cabin heater 550, as a function of map 710. This operation may have the effect of accelerating the warm up of the cabin 580 following a cabin heating request.

In another embodiment, a third map 720 representing an additional alternator loading as a function of braking pedal position BPP and of engine coolant temperature Tr may be provided in a data carrier 460 associated to the ECU 450.

Map 720 can be used to regulate the power supplied by the alternator 520 during deceleration of the vehicle 105 as a function of the brake pedal position BPP, of the parameter Soc representative of a State of Charge of the battery 530 and of a temperature Tr of an engine coolant.

Also in this case, if the State of Charge of the battery 530 has already reached an optimum value SoC0 and still some kinetic deceleration energy is available for loading the alternator 520, the ECU 450 may command switch 610 in a closed position in order to the alternator 520 to energize resistor 565 connected to radiator 560.

This operation may have the effect of accelerating warm up of engine 110.

In still another embodiment, a fourth map 730 representing additional alternator loading as a function of braking pedal position BPP and of transmission oil temperature Ttr may be provided in a data carrier 460 associated to the ECU 450.

Map 730 can be used to regulate power supplied by the altemator 520 during deceleration of the vehicle 105 as a function of the brake pedal position BPP, of the parameter SoC representative of a State of Charge of the battery 530 and of a temperature T, of a lubricating oil.

Also in this case, if the State of Charge of the battery 530 has already reached an optimum value SoC0 and still some kinetic deceleration energy is available for loading the alternator 520, the ECU 450 may command switch 620 in a closed position in order to the alternator 520 to energize resistor 575 connected to gearbox 570.

This operation may have the effect of accelerating warm up of lubricating oil.

Maps 700-730 may depend on the automotive system 100 to which they are applied and may be calibratable by means of an experimental activity.

The ECU 450 may be programmed according to different prioritizing strategy, for example by giving priority to the cabin heating, then to engine warm up and finally to transmission oil warm up. Other priority orders may be used, according to circumstances.

Three main electric resistors operating as heaters have been described for the automotive system 100, namely for the engine coolant circuit, for lubricating oil and for the cabin heater. Additional ones may be added depending on the specific powertrain/vehicle configuration.

The use of electrical resistors placed on engine coolant circuit, transmission lubricating circuit and cabin heating system for releasing heat on demand shows various benefits, as they can directly heat coolant, oil or air without intermediate heat exchangers, thus are relatively easy to package. In addition control and wiring of the resistors is also quite easy, being done through on/off switch connected via easily routed wires to the ECU 450.

The control method described above for managing the Regulated Voltage Control (RVC) of the alternator 520, depends on calibratable maps 700-730 for prioritizing the needs of the above-mentioned components with respect to battery capability. The control method can be quite easily parameterized on the basis of information already available to the ECU, with no need of new sensors.

Generally speaking, available experimental data and powertrain simulations show that the proposed technique for engine and gearbox accelerated warm-up may improve efficiency by up to 3% (1% for gearbox and 2% for the engine) with respect to current systems.

While at least one exemplary embodiment has been presented in the foregoing summary and detailed description, it should be appreciated that a vast number of variations exist. It should also be appreciated that the exemplary embodiment or exemplary embodiments are only examples, and are not intended to limit the scope, applicability, or configuration in any way. Rather, the foregoing summary and detailed description will provide those skilled in the art with a convenient road map for implementing at least one exemplary embodiment, it being understood that various changes may be made in the function and arrangement of elements described in an exemplary embodiment without departing from the scope as set forth in the appended claims and their legal equivalents.

REFERENCE NUMBERS

automotive system vehicle internal combustion engine (ICE) 120 engine block cylinder cylinder head camshaft piston 145 crankshaft combustion chamber cam phaser fuel injector fuel rail 180 fuel pump fuel source intake manifold 205 air intake duct 210 intake air port 215 valves of the cylinder 220 exhaust gas port 225 exhaust manifold 230 turbocharger 240 compressor 250 turbine 260 intercooler 270 exhaust system 275 exhaust pipe 280 exhaust aftertreatmeflt device 290 VGT actuator 300 EGR system 310 EGR cooler 320 EGR valve 330 throttle body 340 mass airflow and temperature sensor 350 manifold pressure and temperature sensor 360 combustion pressure sensor 380 coolant and oil temperature and level sensors 400 fuel rail pressure sensor 410 cam position sensor 420 crank position sensor 430 exhaust pressure and temperature sensor 445 accelerator pedal position sensor 450 electronic control unit (ECU) 460 data carrier 470 brake pedal 475 brake pedal position sensor 500 BCM 510 ECM 520 alternator 530 battery 535 SoC sensor 540 wheels 550 cabin heater 555 resistor 560 radiator 565 resistor 570 gearbox 575 resistor 580 passenger cabin 600 switch 610 switch 620 switch 690 electrical circuit 700 map 710 map 720 map 730 map 740 multiplicative coefficient 750 alternator duty cycle 900 block 910 block 920 block 930 block 940 block 950 block 960 block

Claims

CLAIMS1. A method of operating an automotive system (100) comprIsing an internal combustion engine (110), an alternator (520) mechanically connected to the engine (110) and a battery (530) electrically connected to the alternator (520), the method comprising the following steps: -monitoring a first parameter (SoC) representative of a State of Charge of the battery (530), -monitoring a second parameter (TC,Tr,TIr) representative of a temperature of an element of the automotive system (100), -monitoring a third parameter (BFP) representative of a required braking energy, -regulating the power generated by the alternator (520) as a function of the first, the second and the third parameter, -supplying at least a part of the generated electric power to an electrical heater (555,565,575) provided for heating said element of the automotive system (100).
2. A method according to claim 1, wherein the element is a cabin (580) of the automotive system (100).
3. A method according to claim 1, wherein the element of the automotive system (100) is an engine coolant.
4. A method according to claim 1, wherein the element of the automotive system (100) is a lubricating oil.
5. A method according to claim 1, wherein the third parameter (BPP) is indicative of a brake pedal (470) position.
6. A computer program comprising a computer-code suitable for performing the method according to any of the claims 1-5.
7. Computer program product on which the computer program according to claim 6 is stored.
8. Control apparatus for an automotive system (100), comprising an Electronic Control Unit (450), a data carrier (460) associated to the Electronic Control Unit (450) and a computer program according to claim 6 stored in the data carrier (460).
9. An electromagnetic signal modulated as a carrier for a sequence of data bits representing the computer program according to claim 6.