RU129157U1 - VEHICLE POWER SUPPLY SYSTEM - Google Patents

Abstract

A vehicle power supply system comprising a battery and an energy storage device, further comprising a control and monitoring module for the power supply system, a voltage conversion module, a power switching module for switching DC power circuits, a charger for charging the battery and the energy storage device made in the form of an electrochemical capacitor, while the voltage conversion module is connected by power circuits to the pi buses power system, the power switching module and the control and monitoring module, the power switching module is connected by power circuits to the charger, the battery and the electrochemical capacitor, and the charger, in turn, is connected by power circuits to the battery and the electrochemical capacitor, the control module and control unit is configured to supply control signals to the voltage conversion module, power switching module and charger, and also with the possibility of gender cheniya signals from the battery voltage sensor, an electrochemical capacitor voltage sensor, current sensor charger and the ability to control the voltage / current bus supply on-board network and providing information exchange with an onboard vehicle data bus.

Description

The technical field to which the utility model relates.

The utility model relates to the field of aeronautical engineering, automotive industry, railway transport and electric transport, in particular, to engine starting systems for aircraft, automobiles, railway transport, electric transport; reserve power sources for aircraft, power systems for the on-board network of aircraft, vehicles, electric vehicles and railway transport.

State of the art

A known system of electric start-up of an internal combustion engine [Lebedev S.A., Ryabtsovskikh I.V., Didenko A.A., Gumenny V.Z. - System of electric start-up of an internal combustion engine. - Patent for utility model No. 2433300. - Publ. 11/10/2011], comprising a rechargeable battery negatively connected to a starter made in the form of an electric DC machine, and a start control device with a starter switch and a traction relay having normally open contacts, a semiconductor valve and a capacitor battery connected to the positive pole via a semiconductor a valve to the positive pole of the battery, further comprising a relay for switching on a capacitor bank with normally open contacts, controlling its relay with normally closed contacts, a generator, a resistor and a starter relay with normally open contacts, while the coil of the capacitor bank relay is connected to the semiconductor valve through the starter switch, the closed contacts of the control relay and the negative pole of the battery, and the normally open contacts of the enable relay capacitor banks are connected to the negative poles of the battery and capacitor banks, the coil of the control relay is connected to the second terminal generator and through a resistor with the first terminal of the generator and with the negative pole of the battery, in turn, the generator is connected to the positive terminal of the battery by the third terminal, in addition, the coil of the starter relay is connected to the starter switch and the negative pole of the battery, and normally open contacts starter relay are connected to the starter switch and to the winding of the starter traction relay, the winding of the starter traction relay is connected to normally open contacts the starter and starter relay, and the normally open contacts of the starter traction relay are connected to the semiconductor valve and starter.

The disadvantage of this system of electric start-up of an internal combustion engine is: the complexity of technical implementation due to the use of a large number of automatic control elements, which also leads to a significant decrease in the reliability of the system; significant weight and dimensions of the system due to the use of a standard battery consisting of a set of batteries of a certain nominal voltage (for example, for a lithium-ion battery it can be about 3.6 V), the number of which is determined by the required voltage on the battery (for example, for a battery voltage of 27 V, the number of batteries is 27 / 3.6 = 8 pieces); the limited functionality of the system is only for starting the internal combustion engine and does not provide, in particular, the system is not provided as an energy source for powering the on-board network in emergency mode and in buffer mode; not specified what is a capacitive energy storage; lack of digital control of the system and monitoring its status.

Known system for starting an internal combustion engine

[Kashkanov V.V. - System for starting an internal combustion engine.

- Patent for utility model No. 2431055. - Publ. 10/10/2011],

comprising a battery, an ignition switch, a starter, a first and second diode, a current limiting resistor and a capacitive energy storage device, the charge of which is from the first output of the battery through a series current limiting resistor and a first diode, while the second terminals of the battery and the capacitive energy storage device are connected together and form the negative bus of the power source, while the first power contact of the starter is directly connected to the first output of the battery , the second power contact of the starter is connected to the negative bus of the power source, the starter plug (traction relay coil) is connected through the ignition switch to the junction point of the current-limiting resistor and the cathode of the first diode, while the anode of the second diode is connected to the first output of the capacitive energy storage device, and the cathode of the second diode connected to the junction point of the current-limiting resistor and the cathode of the first diode.

The disadvantage of such a system for starting an internal combustion engine is: the considerable weight and dimensions of the system due to the use of a standard battery consisting of a set of batteries of a certain nominal voltage (for example, for a lithium-ion battery it can be of the order of 3.6 V), the number of which is determined the necessary voltage on the battery (for example, for a battery voltage of 27 V, the number of batteries is 27 / 3.6 = 8 pieces); limited functionality of the system - only for starting the internal combustion engine, in particular, the system is not provided as an energy source for powering the on-board network in emergency mode and in buffer mode; not specified what is the energy storage; lack of digital control of the system and monitoring its status.

Utility Model Disclosure

The objective of the utility model is to create a power supply system that works as a starting system for engines of aircraft, automobiles, railway transport, electric vehicles; as well as backup power supplies for aircraft, power systems for the on-board network of aircraft, vehicles, electric vehicles and rail transport, characterized by: high reliability due to ease of implementation; a significant reduction in the mass and dimensions of the system, for example, when compared with a system where a lithium-ion (lithium-polymer, lithium-gel polymer) is used as a storage battery (battery module (MA)), the mass is reduced by at least 40%, and dimensions not less than 1.5 times (the number of batteries in the battery is reduced due to the use of a voltage conversion module, which includes a step-up converter (power source) of the battery voltage; advanced functional features system requirements - in addition to the use for starting engines of aircraft, automobiles, railway vehicles, electric vehicles, the system is provided as a backup power source for aircraft, power systems for the aircraft’s onboard network, vehicles, electric vehicles and railway vehicles, including when working in the buffer mode; using an electrochemical capacitor (ionistor, molecular storage device, supercondensation as an energy storage device) torus), which increases the service life of the battery due to lower load on it; the presence of an intelligent control and monitoring system.

According to a utility model, a vehicle’s power supply system comprises a battery and an energy storage device, a power supply control and monitoring module, a voltage conversion module, a power switching module for switching DC power circuits, a charger for recharging a battery and an energy storage device in the form of an electrochemical capacitor, while the voltage conversion module is connected by power circuits to the power supply buses of the on-board network, power switching muzzle and control and monitoring module;

the power switching module is connected by power circuits to a charger, a battery and an electrochemical capacitor;

and the charger, in turn, is connected by power circuits to the battery and the electrochemical capacitor;

moreover, the control and monitoring module is configured to supply control signals to the voltage conversion module, the power switching module and the charger, as well as to receive signals from the voltage sensors of the battery, the voltage sensor of the electrochemical capacitor and the current sensor of the charger, and with the possibility of voltage control / current power bus on-board network and ensure information interaction with the on-board information bus of the vehicle.

Brief Description of the Drawings

The present utility model is illustrated in the drawing, where FIG. 1 is a block diagram of a vehicle power supply system.

Utility Model Implementation

As shown in FIG. 1, the vehicle’s power supply system contains a battery module (MA) (batteries may be lithium-ion, lithium-polymer, lithium-gel polymer, nickel-cadmium, lead, nickel-metal hydride, hydrogen, lithium, silver-zinc or any other type), the positive output of which through the power switching module (MSC), which serves to switch the DC power circuits, is connected to the positive output of the electrochemical capacitor (ECC) (ionistor, molecular storage, super ndensatora) which is in turn connected through a power bus IIC onboard network, leading to the engine and other power consumers. At the same time, the MA is connected to the power bus of the on-board network through the MSC and the voltage conversion module (MPN) and is used for backup power supply and recharging the ECC module. In this case, the recharge of the MA and the ECC module is carried out by means of the charger module (charger) from the on-board network or from an external power source. Control signals come from the MUK and are controlled by built-in sensors.

MPN includes a step-up voltage converter that converts voltage from the MA module during emergency operation to the voltage needed to power the on-board power network and a step-down voltage converter that provides voltage reduction from the on-board to the control and monitoring module necessary for power supply (MUK ) and memory.

MPN contains: one power output and one power input to provide power switching with the power bus of the vehicle electrical system; one power output and one power input to provide power switching with the MSC; one power output for supplying power to the MUK; one (if necessary more than one) signal input for MPN control.

The memory module is needed to charge the MA and ECC modules. The principle of constructing a memory module can be based on the use of pulse width modulation (PWM). PWM control signals are sent to the memory from the MUK module.

The memory contains: one power input for switching with the MSC; two power outputs intended for switching with MA and ECC for the implementation of their charge; one signal output (if necessary, more than one) from the current sensor integrated in the memory to the MUK; one signal input (if necessary more than one) with MUK for receiving control commands.

The ECC module is designed to operate in engine start mode, in particular by means of an auxiliary power unit and in buffer mode.

EHC contains: one power output and one power input to ensure power switching with the MSC; one power input to provide power switching with the memory for the implementation of the charge of the ECC; one (if necessary, more than one) signal output to the MUK from the voltage sensor of the ECC for voltage control.

MUK is designed to control and control the operation of the power supply system and may consist of a matching circuit containing a transceiver, which is necessary for matching signal levels between the onboard information bus and the control circuit of the MUK; power circuits generating stabilized voltages for power supply of the MUK, as well as a filter that reduces interference and voltage fluctuations on-board network; control circuits for receiving and processing signals from voltage and current sensors, as well as controlling other modules of the power supply with real-time status monitoring functions.

MUK contains: one power input with MPN, designed to power the MUK; four (if necessary more than four) signal inputs from voltage sensors MA and ECC for voltage control; one signal input (if necessary more than one) from the charger current sensor to monitor the charge current; three (if necessary more than three) signal outputs: on the MPN - for controlling the MPN, on the MSC - for controlling the MSC, on the memory - for managing the memory; one (if necessary more than one) signal input and one (if necessary more than one) signal output to ensure information interaction with the vehicle information bus; one (if necessary more than one) signal input for monitoring the voltage (current) of the onboard power supply bus.

The power supply system contains MA, consisting of series-connected batteries (batteries can be lithium-ion, lithium-polymer, lithium-gel polymer, nickel-cadmium, lead, nickel-metal hydride, hydrogen, lithium, silver-zinc or any other type), plus the output of which through the MSC is connected to the positive terminal of the ECC (ionistor, molecular storage device, supercapacitor), and also through the MSC and MPN is connected to the on-board network leading to the engine and other electricity consumers. The recharge of MA and ECC is carried out through the charger. The power supply system can be controlled by external commands through the MUK or work according to the specified MUK algorithm.

MA contains: one power output and one power input to provide power switching with the MSC; one power input to provide power switching with the memory for the implementation of the charge of MA; three (if necessary more than three) signal outputs to the MUK from the MA voltage sensors for monitoring voltage.

MSC contains: one power output and one power input to provide power switching with MPN; one power output and one power input to provide power switching with the power supply bus of the vehicle electrical system; one power output and one power input to provide power switching with the MA; one power output and one power input to provide power switching with the ECC; one power output to provide power switching with memory; one (if necessary more than one) signal input for controlling the MSC.

The power supply system operates as follows.

At the initial start-up of the power supply, a self-test occurs using the MUK.

In the engine start mode, the ECC (ionistor, molecular storage, supercapacitor) is discharged through the MSC to the load (starter, auxiliary power unit, engine). The system may provide for the charge (recharge) of the ECC (ionistor, molecular storage device, supercapacitor) from the MA through the MSC when applying control commands from the MUK. If necessary, the launch can be carried out directly from the MA through the MSC or in the combination "MA + ECC (ionistor, molecular storage, supercapacitor)" through the MSC.

In the main and backup power supply mode, the on-board network power is supplied from the MA through the MSC and MPN or in the combination “MA + ECC (ionistor, molecular storage, supercapacitor)” through the MSC and MPN when commands are sent from the MUK.

In the buffer mode of operation of the ECC system (ionistor, molecular storage, supercapacitor), through the MSC, it is connected to the onboard power network and remains on it. The buffer mode of operation can be maintained when the MA battery module is connected to the ECC via the MSC, or directly to the MA through the MSC when commands are sent from the MUK.

The described system allows you to implement a combination in various combinations of the above modes of operation.

Claims (1)

A vehicle power supply system comprising a battery and an energy storage device, further comprising a control and monitoring module for the power supply system, a voltage conversion module, a power switching module for switching DC power circuits, a charger for charging the battery and the energy storage device made in the form of an electrochemical capacitor, while the voltage conversion module is connected by power circuits to the pi buses power system, the power switching module and the control and monitoring module, the power switching module is connected by power circuits to the charger, the battery and the electrochemical capacitor, and the charger, in turn, is connected by power circuits to the battery and the electrochemical capacitor, the control module and control unit is configured to supply control signals to the voltage conversion module, power switching module and charger, and also with the possibility of gender cheniya signals from the battery voltage sensor, an electrochemical capacitor voltage sensor, current sensor charger and the ability to control the voltage / current bus supply on-board network and providing information exchange with an onboard vehicle data bus.

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