WO2010059432A1 - Groupe motopropulseur hybride pour véhicule - Google Patents

Groupe motopropulseur hybride pour véhicule Download PDF

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Publication number
WO2010059432A1
WO2010059432A1 PCT/US2009/063360 US2009063360W WO2010059432A1 WO 2010059432 A1 WO2010059432 A1 WO 2010059432A1 US 2009063360 W US2009063360 W US 2009063360W WO 2010059432 A1 WO2010059432 A1 WO 2010059432A1
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WO
WIPO (PCT)
Prior art keywords
battery
power
electric
batteries
vehicle
Prior art date
Application number
PCT/US2009/063360
Other languages
English (en)
Inventor
Dean S. Elleman
Gordon Helm
Original Assignee
Elleman Dean S
Gordon Helm
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Elleman Dean S, Gordon Helm filed Critical Elleman Dean S
Publication of WO2010059432A1 publication Critical patent/WO2010059432A1/fr

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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
    • H02J7/34—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering
    • H02J7/345—Parallel operation in networks using both storage and other dc sources, e.g. providing buffering using capacitors as storage or buffering devices
    • 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
    • H02J15/00—Systems for storing electric energy
    • H02J15/006—Systems for storing electric energy in the form of pneumatic energy, e.g. compressed air energy storage [CAES]
    • 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
    • H02J7/0013—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries acting upon several batteries simultaneously or sequentially
    • H02J7/0025—Sequential battery discharge in systems with a plurality of batteries
    • 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
    • H02J7/0063—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries with circuits adapted for supplying loads from the battery
    • 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
    • H02J7/007—Regulation of charging or discharging current or voltage
    • H02J7/00712—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters
    • H02J7/00714—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery charging or discharging current
    • H02J7/00716—Regulation of charging or discharging current or voltage the cycle being controlled or terminated in response to electric parameters in response to battery charging or discharging current in response to integrated charge or discharge current
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
    • Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02E60/16—Mechanical energy storage, e.g. flywheels or pressurised fluids
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries

Definitions

  • the present invention relates to a power system for a vehicle, and more particularly to a hybrid power system for a vehicle that does not rely on petroleum based fuels but instead relies on electric and non-electric energy sources forming a hybrid energy vehicle power source which includes a power management subsystem which continuously optimizes the use of the hybrid energy source to increase the driving range of the vehicle relative to known systems.
  • hybrid electric vehicles include an internal combustion engine and an electric motor as part of the drive train.
  • the internal combustion engine uses gasoline as an energy source.
  • the electric motor relies on electricity from a battery.
  • Known hybrid electric vehicles include power management systems alternate between the internal combustion engine and the electric motor as a function of the mechanical load on the vehicle power train.
  • the internal combustion engine is used to handle the extra load and can also be used to charge the battery.
  • lighter mechanical loading conditions such as during idling and operation at little or no acceleration, the internal combustion engine is switched off to conserve gasoline.
  • motive power to the vehicle is provided by the electric motor.
  • the pneumatic motor drives an electric generator that is used to drive an electric motor that forms part of the drive train and/or charge a battery.
  • Some of the known systems also include pneumatic motors that are included in the drive train. In those systems, the vehicles are alternatively powered by either the electric motors or the pneumatic motors.
  • U. S. Patent No. 3,704,760 discloses an electro-pneumatic propelling system for vehicles.
  • Fig. 1 illustrates a wheel W driven by the combined power of an electric motor M e and a pneumatic motor M p delivered from an output shaft 15. Compressed air is used to rotate a turbine 4 that is mechanically coupled to a generator G by way of a belt 6 and a pair of pulleys 5 and 7. The electrical energy produced by the generator G is used to charge a storage battery B by way of a voltage regulator 8 The storage battery B is used to power the electric motor M e .
  • US Patent No. 7,315,089 B2 discloses a hybrid vehicle which includes an electro-pneumatic power system for a vehicle.
  • FIG. 1 illustrates a compressed air supply 105 that is used to power an air motor 110.
  • the air motor 110 is coupled to a DC generator , which, in turn, is coupled to a DC to AC inverter .
  • the AC output from the DC to AC converter is used to power an AC air compressor.
  • Output power from the power sources is coupled to a power transmission 135.
  • FIGs. 1 , 2 and 3 illustrates compressed air driven turbine 20 which includes an inertial flywheel 21 coupled to electric generator 22.
  • the electric generator is used to charge a battery, which, in turn, powers an electric motor that is connected to a drive wheel.
  • Chinese patent CN 1178742 discloses a vehicle power train system that relies on compressed air and a battery.
  • the compressed air is used to power an air motor, that is mechanically coupled to an electric generator.
  • the electric generator is coupled to electric motors , which, in turn, are connected to the drive wheels.
  • the electric generator is also connected to the battery , which is also coupled to the electric motors.
  • British patent no. GB 1362445 discloses an electro -pneumatic propelling system for vehicles.
  • the system includes an electric motor M e and a pneumatic motor Mp , connected to the drive wheels.
  • the pneumatic motor M p is driven by compressed air .
  • the compressed air also drives an air motor that is mechanically coupled to a battery which, in turn, powers the electric motor.
  • the present invention relates to a hybrid power system for a vehicle.
  • the hybrid power system does not rely on petroleum based fuels but instead includes an electric power source and a non-electric power source forming a hybrid power source that is managed by a power management subsystem to dynamically optimize the driving range .
  • the hybrid power source includes and a plurality of batteries and a bio-diesel engine, for example, to drive one or more electric motors, coupled to the vehicle wheels.
  • the battery supplying power to the electric motor is alternated to optimize the driving range of the vehicle.
  • the bio-diesel or other non-electric energy source is used to drive an electric generator which can be used to recharge the batteries or provide power to the electric motor.
  • Compressed air may also be used as a non-electric alternative energy source.
  • compressed air is used to drive an air motor that is coupled to an electric generator.
  • the electric generator is used to recharge the batteries or provide power to the electric motor.
  • the system optimizes the nonelectric and electric energy sources to maximize the driving range of the vehicle.
  • vehicle accessories such as lights, etc, are powered by a separate accessory battery that is recharged by the non-electric power source.
  • the system is also configured so that the accessory battery as well as the drive batteries can be charged from one or more standard 120/240 volt AC receptacles when the vehicle is not in motion.
  • One or more capacitor banks may also be provided for storing electric energy for use in powering the drive motor and/or recharging the batteries.
  • FIG. 1 is a block diagram of the hybrid power system in accordance with the present invention.
  • FIG. 2 is a diagram of an exemplary valving arrangement for a compressed air tank for use with the present invention.
  • Fig. 3 is an exemplary configuration for an compressed air tank intake supply controller for use with the present invention.
  • Fig. 4 is an exemplary configuration for a outlet air controller for use with the present invention.
  • Fig. 5 is an exemplary configuration of the valving for the conditioned air tank in accordance with the present invention.
  • Fig. 6 is an exemplary schematic diagram for the motor battery bank for use with the present invention.
  • Fig. 7 is an exemplary schematic diagram for the power controller in accordance with the present invention.
  • Fig. 8 is an exemplary configuration for a AC/DC controller in accordance with the present invention.
  • Fig. 9 is a block diagram of a smart power controller in accordance with the present invention illustrating exemplary inputs and exemplary outputs.
  • Figs 10-15 are exemplary flow charts for the smart power controller illustrated in Fig. 9.
  • Fig. 16 is an electrical schematic diagram of an adaptive power control circuit that is responsive to the vehicle operating condition in accordance with one aspect of the invention.
  • Figs. 16A-16F are highlighted to illustrate the various operating modes of the adaptive power control circuit.
  • Fig. 17 is a software flow diagram for the adaptive power control circuit illustrated in Fig. 16.
  • the present invention relates to a hybrid power system for a vehicle.
  • the hybrid power system does not need to rely on petroleum based fuels which includes an electric power source and a non-electric power source which can be based on petroleum or non-petroleum based fuels forming a hybrid power source.
  • the hybrid power source is managed by a power management subsystem to dynamically optimize the driving range of the vehicle.
  • the hybrid power source includes and a plurality of batteries and a bio-diesel engine, for example, to drive one or more electric motors, coupled to the vehicle wheels.
  • the battery supplying power to the electric motor is alternated to optimize the driving range of the vehicle.
  • the bio-diesel or other non-electric energy source is used to drive an electric generator which can be used to recharge the batteries or provide power to the electric motor.
  • Compressed air may also be used as a non-electric alternative energy source.
  • compressed air is used to drive an air motor that is coupled to an electric generator.
  • the electric generator is used to recharge the batteries or provide power to the electric motor.
  • the system optimizes the non-electric and electric energy sources to maximize the driving range of the vehicle.
  • vehicle accessories such as lights, etc, are powered by a separate accessory battery that is recharged by the non-electric power source.
  • the system is also configured so that the accessory battery as well as the drive batteries can be charged from one or more standard 120/240 volt AC receptacles when the vehicle is not in motion.
  • One or more capacitor banks may also be provided for storing electric energy for use in powering the drive motor and/or recharging the batteries.
  • the hybrid power system for the vehicle generally identified with the reference numeral 20.
  • the hybrid power system 20 includes an electric subsystem 24, and one or more non-electric power systems, such as a pneumatic subsystem, generally identified with the reference numeral 22 and a bio-diesel subsystem 25.
  • the electric subsystem 24 and the non-electric subsystems 22 and/or 25 are under the control of a smart power controller 26, which controls the usage of all of the on-board energy resources.
  • the pneumatic subsystem 22 includes one or more compressed air tanks, for example the compressed air tanks 28, 30 and 32.
  • Each compressed air tank, 28, 30 and 32 may be configured with inlet and outlet nozzles, 34, 37 or may be configured with a single nozzle 38 (Fig. 2) coupled to a manifold 40, which includes inlet and outlet control valves 42, 44, respectively.
  • Each of the inlet nozzles 34 may be coupled to an inlet air controller 34, while each of the outlet nozzles 36 may be coupled to an outlet air controller 38.
  • the inlet air controller 34 controls the filling of the air tanks 28, 30 and 32 from different sources.
  • the inlet air controller 34 can be used to control the supply of compressed air to fill the compressed air tanks 28, 30 and 32 from either an external air inlet 52 or from the air compressor 50.
  • the air compressor 50 can be powered by external 120/220 volt AC electric power outlet.
  • a plurality of pressure switches 56, 58 and 60 may be provided on the compressed air tanks 28, 30 and 32, respectively. These pressure switches 56, 58 and 60 are used to provide an indication of the amount of compressed air in the compressed air tanks 28, 30 and 32.
  • An electrical output signal from the pressure switches 56, 58 and 60 may be provided to the smart power controller 26, which, in turn, terminates filling of the compressed air tanks 28, 30 and 32 when the tanks are full, i.e. reach a desired pressure and turns off the air compressor 50.
  • the intake valves 42 on each of the compressed air tanks 28, 30 and 32 may be provided as electric valves, such as solenoid valves.
  • the inlet valves 42 may be opened, one at time and filled with compressed air from either the external air inlet 52 or the air compressor 50.
  • the valves 46 and 48 connected to the external air inlet 52 or the air compressor 50 can be either manual valves or electrically operated valves under the control of smart power controller 26. In the case of electrically operated valves 46 and 48, these valves can be controlled by a selector switch (not shown) and an on-off switch (not shown).
  • the outlet nozzles 36 (Fig. 2) of the compressed air tanks 28, 30 and 32 may be connected to the outlet air controller 38, as discussed above.
  • the outlet air controller 38 may include a manifold 62 and an electric valve 64 under the control of the smart power controller 26.
  • the outlet air controller 38 is used to direct compressed air from the compressed air tanks 28, 30 and 32 to a conditioned air tank
  • a pressure switch 67 (Fig. 1) may be used to monitor the pressure of the conditioned air tank 66. The output of the pressure switch
  • valve 64 (Fig. 4) , which controls filling of the conditioned air tank 66 (Fig. 1).
  • the conditioned air tank 66 includes an air delivery control system 68 which may include an electric valve 69 (Fig. 5) coupled to an outlet nozzle 71 of the conditioned air tank 66 for delivering compressed air to an air motor or engine 70 (Fig. 1) .
  • the air motor 70 is used to drive a DC electric generator 72 or alternatively an AC alternator.
  • compressed air from the compressed air tanks 28, 30 and 32 can be delivered directly to the air motor 70 by way of the outlet valves 44 (Fig. 2) on the compressed air tanks 28, 30 and 32.
  • Electric Subsystem may include an electric valve 69 (Fig. 5) coupled to an outlet nozzle 71 of the conditioned air tank 66 for delivering compressed air to an air motor or engine 70 (Fig. 1) .
  • the air motor 70 is used to drive a DC electric generator 72 or alternatively an AC alternator.
  • compressed air from the compressed air tanks 28, 30 and 32 can be delivered directly to the air motor 70 by way of the outlet valves 44 (Fig. 2) on the compressed air tanks 28, 30 and 32.
  • the electric subsystem 24 includes the electric generator 72 , a battery bank , generally identified with the reference numeral 74, an optional accessory battery 76; one or more optional capacitor banks 78 and one or more electric motors 80.
  • the electric subsystem 24 under the control of the smart power controller 26, is configured to supply electric energy to the electric motors 80 from different sources, such as the battery bank 74; the capacitor bank 78 or directly from the electric generator 72 or other alternative non-electric power sources, such as the pneumatic subsystem 22 and the bio-diesel system 25. .
  • the charge on the capacitor bank 78 is monitored by the smart power controller 26 by sensing the voltage on the capacitor bank 78.
  • the capacitor bank 78 under the control of the smart power controller 26, can be used to supply electric energy to the electric motors 80.
  • the capacitor bank can be used to charge the battery bank 74.
  • the primary source of electric energy to the electric motors 80 is the battery bank 74.
  • the battery bank 74 includes multiple batteries, for example, batteries 82, 84 and 86.
  • Each of the batteries 82, 84 and 86 in the battery bank 74 are connected to a plurality of switches 134, 136 and 138.
  • the switches 134, 136 and 138 which form part of the power controller 118 (Fig. 7) allows each battery 82, 84 and 86 to be connected to the battery charger 116 while the other switch in each pair allows each battery 82, 84 and 86 to be alternatively connected to the power controller 130.
  • the switches 90, 94, 98 as well as the switches 134, 136 and 138 allow each battery 80, 82 and 84 in the battery bank 74 to be isolated for several reasons.
  • the configuration of these switches 90, 94, 98, 134, 136 and 138 enable each battery 80, 82 and 84 to be charged or alternatively used to power the drive motors 80. As such, discharged batteries are prevented from being a load on fully charged batteries and thereby discharging the charged batteries.
  • the configuration of the switches 90, 94, 98, 134, 136 and 138 allows the batteries 82, 84 and 86 to alternately supply the power to the drive motors.
  • the switches 90, 94, 98, 134, 136 and 138 also enable each of the batteries 82, 84 and 86 to be totally isolated so that its open circuit voltage (OCV) can be measured by way of the conductors 99, 100 and 102 and reported back to the smart power controller 26.
  • OCV open circuit voltage
  • each battery 82, 84 and 86 is connected to two switches 90, 94, 98, 134, 136 and 138, implemented, for example as FETs, These switches 90, 94, 98, 134, 136 and 138 enable the batteries 82, 84 and 86 to be isolated so that the OCV of the battery can be measured.
  • measurement of the OCV of the battery 82 is accomplished by opening one or both of the switches 90 and 134.
  • the OCV is then measured by way of a conductor 99, which is conditioned by a conditioning circuit 119 (Fig. 1 ) which may be integrated into the battery charger 116.
  • the conditioning circuit 119 conditions the OCV signal to be compatible with a port on a microcontroller or microprocessor that forms part of the smart power controller 26 (Fig. 9).
  • the OCV of the other batteries 84 and 86 can be measured in a similar manner.
  • the smart power controller 26 controls the opening and closing of the switches 90, 94, 98, 134, 136 and 138 in order to measure the OCV of the batteries 82, 84 and 86.
  • the battery bank 74 may also include a sense resistor 104, 106 and 108 connected in series with each of the batteries 82, 84 and 86.
  • the voltage across the sense resistors 104, 106 and 108 is reported to the smart power controller 26 by way of conductors 109, 111 and 113, connected to ports available at the smart power controller 26.
  • the sense resistors 104, 106 and 108 provide an indication of the discharge current to enable the current battery capacity to be sensed.
  • the voltage sense resistors 104, 106 and 108 measure the amount of electric current provided by each of the batteries 82, 84 and 86 by way of the conductors 109, 111 and 113 to determine the amount of discharge of each of the batteries 82, 84 and 86.
  • the discharge of a battery is a function of the product of electric current provided by the battery and the time, i.e. amp-seconds.
  • the state of charge of the battery can be determined.
  • the sense resistors 104, 106 and 108 allow the charging current to the batteries 82, 84 and 86 to be measured.
  • the OCV and the charging current to the batteries 82, 84 and 86 is used for controlling the charging of the batteries 82, 84 and 86.
  • lithium ion batteries require constant current as well as constant voltage charging. Charging techniques for lithium ion as well as other battery types are well known in the art.
  • a battery charger 116 and a power controller 118 under the control of the smart power controller 26 is able to charge the batteries 82, 84 and 86 based upon OCV and charging current applied to the batteries 82, 84 and 86 and then isolate the batteries 82, 84 and 86 once they are charged.
  • the switches 90, 94, 98, 134, 136 and 138 allow the batteries to be connected to the power controller 118 or alternatively to the battery charger 116.
  • the battery charger 116 may be a conventional battery charger suitable for the type of batteries being used.
  • the power controller 118 may simply be a set of power switches, such as the power switches 132-144 (Fig. 7). Each of these switches (132-144) is under the control of the smart power controller 26 which enables the electric generator 72, any of the batteries 82, 84 and 86 or the capacitor bank to be used to provide electric power to the electric motor(s) 80 by way of a motor controller circuit 130, which may include a contactor, which are well known in the art.
  • the power controller 118 also allows the accessory battery 76 to be charged, as shown in Fig. 7.
  • the battery bank 74 and the accessory battery 76 can be charged from multiple sources.
  • the battery bank 74 and the accessory battery 76 may be charged from one or more external AC sources.
  • one or more standard AC power cords 150 may be provided and connected to the battery charger 116 , which includes an AC/DC controller 160 (Fig. 8).
  • the AC/DC controller 160 includes a pair of switches 162 and 164 under the control of the smart power controller 26.
  • the output voltage of the generator 72 (Fig. 1 ) and the AC input voltage from the AC power cords 150 are connected to the switches 162 and 164.
  • the output voltage of the generator 72 and the AC input voltage from the power cords 150 are sensed by the smart power controller 26.
  • the switches 162 are interlocked so that the battery charger 116 can only be connected to one or the other of the generator 72 or the AC from the 120/240 volt AC power sources at one time.
  • the battery bank 74 and the accessory battery 76 can also be charged from the generator 72 by way of the pneumatic subsystem 22, as described above as well as with other alternative non-electric energy sources which can provide an electrical power output, such as the bio-diesel system 25, as well as other non-electric energy sources, such as solar, wind turbine and photovoltaic sources 172.
  • the batteries 82, 84 and 86 are used primarily for providing power to the drive motors 80.
  • a separate accessory battery 76 may be provided to provide power for various accessories, such as a radio, headlights, etc.
  • the system may be provided with a "fuel” gage which provides an indication of the amount of charge left in the batteries forming the battery bank 74 and the accessory battery 76.
  • a "fuel” gage which provides an indication of the amount of charge left in the batteries forming the battery bank 74 and the accessory battery 76.
  • This fuel gage data and speed data can be used to provide an indication of the estimated driving range based upon the current speed of the vehicle or an average speed of the vehicle over a predetermined time period. For example, if the vehicle is traveling at a constant or average speed of 30 miles per hour and the fuel gage indicates that the battery bank 74 has sufficient charge to power the drive motor 80 for one (1) hour, then the system would indicate a driving range of 30 miles.
  • the system may also take into account the rate of discharge of the accessory battery 76 and adjust the driving range as a function of it.
  • the driving range indication is a dynamic value that changes whenever the load on the batteries change and is thus updated constantly.
  • the bio-diesel subsystem 25 consists of an engine that burns bio-diesel fuels and an electric generator (not shown). Such bio-diesel engines are well known in the art. The electric energy from the electric generator connected to the bio-diesel engine may be used for various functions including: charging the battery bank 74; charging the accessory battery 76; charging the capacitor bank 78 and powering the drive motor 80.
  • the electric generator connected to the bio-diesel engine is connected to the battery charger 116.
  • Sensors for monitoring the voltage and electric current generated by the bio-diesel generator are monitored by the smart power controller 26 (Fig. 9).
  • the battery charger 116 is connected to the power controller 119, by way of the conditioning circuit 119.
  • the power controller 118 allows the battery charger 116 to be connected to the accessory battery 76; the drive batteries 82, 84 and 86; the capacitor bank 78 , as well as the motor controller 130, by way of the switches 132-142.
  • the switches 132-142 are under the control of the smart power controller 26 (Fig.
  • the electric energy generated by the bio-diesel engine can be used in various capacities under the control of the smart power controller 26. Operation
  • the smart power controller receives inputs from the pressure switches 56, 58 and 60 in the compressed air tanks 28, 30 and 32, respectively as well as the state of charge on the batteries 82, 84 and 86 and controls the use of the compressed air in the compressed air tanks 28, 30 and 32, as a function of the state of charge in the batteries. More particularly, the batteries 82, 84 and 86 provide an alternating source of power for the drive motors 80. In order to optimize the battery usage, the system does not allow the charge of the battery 82, 84 and 86 being used to power the drive motor to drop below a predetermined value, for example, 90-95%.
  • the discharged battery When the charge value drops below the predetermined value, that battery (“the discharged battery”) is automatically disconnected from the drive motor 80 and another fully charged battery is connected. The discharged battery is then charged by the pneumatic subsystem 22, as discussed above. By alternating the batteries 82, 84 and 86 and only allowing them to be discharged by a predetermined amount, as discussed above, the discharged battery is disconnected from the electric motor 80 and another fully charged battery is connected in its place. The discharged battery is then discharged by the battery charger 116. The process is repeated. The process allows the discharged battery to be fully charged faster providing an extended driving range. [0045] Another aspect of the invention is to only allow discharge of the batteries at a fairly uniform rate.
  • the drive motors 80 are driven solely by the batteries 82, 84 and 86.
  • the capacitor bank 78 can be used to supply the additional electric current to the drive motors 80 for the additional load.
  • a bank of batteries 82, 84 and 86 is provided . Under the control of the smart power controller 26, the one battery at a time is used to provide electric power to the electric motor 80.
  • the electric power supply to the electric motor 80 is dynamically rotated as a function of the state of charge of the battery 82, 84 , 86 currently powering the electric motor 80. When the charge of that battery, drops below a predetermined level,
  • Figs. 10-15 are software flow diagrams for the smart power controller 26 (Fig. 9). As shown in Fig. 9, the smart power controller 26 receives a number of inputs from: the air tank pressure switches 56, 58 and 60; open circuit battery voltages; battery charging/load current; external AC availability by way of a conditioning circuit 119 (Fig. 1 ) ; the conditioned air tank pressure switch 67 and the capacitor bank voltage.
  • the smart power controller 26 controls: the inlet and outlet valves 42 and 44 on the air tanks 28, 30 and 32; the air tank supply valves 46 and 48; the conditioned air tank valves 64 and 69; the input switches 90, 94 and 98 to the power controller 118; the power controller switches 132, 134, 136, 138, 140 and 142; the input switches 162 and 164 to the battery charger 116; the capacitor bank switch 165; and the input switch to the motor controller 130.
  • Figs. 10-12 illustrate the control of the pneumatic subsystem 22.
  • Figs 13-15 illustrate the control of the electric subsystem 24.
  • the system periodically checks the air pressure of the air tanks 28, 30 and 32 in step 200 by way of the pressure switches 56, 58 and 60 (Fig. 3).
  • step 202 the system determines whether the air tanks 28, 30 and 32 are full based upon the readings of the pressure switches 56, 58 and 60.
  • the air inlet valves 42 (Fig. 2) are closed (if not already closed) for those air tanks 28, 30 and 32 which are full in step 204.
  • the system cycles through steps 200-208 until the current status of all of the air tanks 28, 30 and 32 has been checked.
  • the system checks the air pressure of the conditioned air tank 66, as will be discussed in more detail below.
  • the system provides for recharging from alternative power sources.
  • the system allows for the air tanks 28, 30 and 32 to be refilled from a stationary AC or pneumatic power source.
  • the system also provides for recharging of the batteries 82, 84 and 86 from a stationary AC source. More particularly, in step 210, the system checks whether external AC is available by checking the input to the smart power controller 26. If not, the system cycles back and periodically checks the air pressure in the air tanks 28, 30 and 32. If external AC power is available and one or more of the air tanks 28, 30 and 32 are not fully charged, the system automatically turns on the air compressor 50 (Fig. 1) for example, by providing a drive signal to an air compressor motor controller (not shown) in step 212.
  • the inlet valves 42 (Figs. 2 and 3) are opened as well as the air compressor outlet valve 48 in step 214. Once the inlet valve 42 and the air compressor outlet valve 48 have been opened, the system loops back to step 200 and checks the air pressure in the air tank 28, 30 32 of the tank being filled by way of the pressure switches 56, 58 and 60, as discussed above. Once the tank being filled is full, the valves 42 and 48 are closed in step 204. The system then moves on to the next tank in step 206 and repeats steps 200, 202, 210, 212 and 214.
  • step 216 the system checks whether an external source of pneumatic air is available by checking the signal from the pressure switch 61 (Fig. 3). If an external source of pneumatic air is not available, the system loops back to step 200 and checks the air pressure of the air tanks 28, 30 and 32. If an external source of pneumatic air is available, the smart power controller opens the inlet valve 42 (Fig. 2) to the air tank 28, 30 and 32 as well as the external pneumatic air outlet valve 46 (Fig. 3) in step 218. Once the inlet valve 42 and the external pneumatic air outlet valve 46 have been opened, the system loops back to step 200 and checks the air pressure in the air tank 28, 30 32 of the tank being filled by way of the pressure switches 56, 58 and 60, as discussed above. Once the tank being filled is full, the valves 42 and 46 are closed in step 204. The system then moves on to the next tank in step 206 and repeats steps 200, 202, 210, 216 and 218.
  • Fig. 11 illustrates the control logic for the conditioned air tank.
  • the system checks the pressure of the conditioned air tank 66 by way of the pressure switch 67 (Fig. 1) in step 220. If the conditioned air tank is full, as determined in step 222, the system closes the outlet valves 44 (Fig. 2) of any air tank 28, 30 32 (if not already closed) of any air tank 28, 30, 32 feeding the conditioned air tank 66 in step 224. If the conditioned air tank 66 is not fully charged, the system closes the conditioned air tank outlet valve 69 (Fig. 5) , if it is not already closed and opens one of the outlet valves 44 of one of the air tanks 28, 30 and 32 as well as the inlet valve 64 (Fig.
  • step 224 the system then loops back to step 220 and continues to monitor the air pressure in the conditioned air tank 66.
  • the system proceeds to step 224 and isolates the conditioned air tank 66, as discussed above.
  • Fig. 12 illustrates the control logic for the condition when the pneumatic subsystem 22 is used to charge the batteries 82, 84 and 86.
  • the system checks the state of charge on the batteries 82, 84 and 86. This can be done by determining the amount of ampere hours expended by each of the batteries 82, 84 and 86.
  • a sense resistor 104, 106 and 106 (Fig. 6) is provided for each of the batteries 82, 84 and 86.
  • the voltage of each sense resistor 104, 106 and 108 is monitored by the smart power controller 26 by way of the conductors 109, 111 and 113 and conditioning circuitry (not shown).
  • the voltage across each of the sense resistors 104, 106 and 108 is representative of the load current supplied by each battery 82, 84 and 86.
  • the time (as measured by the smart power controller 26) the batteries 82, 84 and 86 provide the load current and the magnitude of the load current is representative of the state of charge of the batteries 82, 84 and 86.
  • one of the battery switches 134, 136 and 138 (Fig. 7) and a corresponding one of the switches 90, 94 and 98 (Fig. 6) will be closed.
  • step 2208 the system checks which battery 82, 84 and 86 by simply checking whether there is a voltage on the load resistors 104, 106 and 108. In step 228, the system checks whether the state of charge of the battery 82, 84 and 86 is less than a predetermined value , as discussed above. If not, the system loops back to step 226 and continuously monitors the state of charge of the battery in use. [0053] Once the state of charge of the battery in use drops below a predetermined value, another battery 82, 84 and 86 is alternatively used to provide power to the drive motors 80, as discussed above.
  • the pneumatic subsystem 22 is used to recharge the discharged battery. More particularly, assuming the conditioned air tank 66 (Fig. 1) is fully charged, as discussed above, the smart power controller 26 commands the outlet valve 69 (Fig. 5) to open in step 230. As discussed above, when the outlet valve 69 is open, the conditioned air tank 66 is used to drive an air engine 70 (Fig. 1) that is coupled to an electric generator 72 that is used for charging the discharged battery, as will be discussed below. While the conditioned air tank 66 is powering the air engine 70, the system monitors the charge of the battery in steps 232 and 234, as discussed below.
  • Fig. 13 illustrates the control logic when external AC is available. Initially in step 238, the system determines if an external source of AC is available in step 238, as discussed above. In step 240, the system checks whether all of the batteries 82, 84 and 86 are charged, as discussed below. If not, the batteries 82, 84 and 86 are charged in step 242, as discussed below. The system loops back to step 240 until all of the batteries 82, 84 and 86 are charged.
  • the system checks the state of charge of the air tanks 28, 30 and 32 in step 244. If all of the air tanks 28, 30 and 32 are full, the system loops back to step 240. If all of the air tanks 28, 30 and 32 are not fully charged, the system returns to step 212 in Fig. 10 in step 246 and charges the discharged air tank 28, 30 and 32 by way of the air compressor 50 until all of the air tanks 28, 30 and 32 are fully charged or the external AC power supply is removed.
  • Figs. 14 and 15 illustrate the control logic for optimizing the driving range of a vehicle.
  • the system checks the state of charge of the battery in use in step 248, as discussed above.
  • step 250 the system checks whether the state of charge of the battery in use is less than a predetermined value, as discussed above. If the state of charge is not less than a predetermined value, the system loops back to step 248 and continues to monitor the state of charge of the battery in use. Once the system determines that the state of charge of the battery in use is less than a predetermined value, the smart power controller 26 configures the battery switches 90, 94 and 98 as well as 134, 136 and 138 (Fig.
  • step 6) to disconnect the battery in use and connect another battery to the power controller 118, which, in turn, is connected to the motor controller 130 (Fig. 1 ) in steps 252 and 254.
  • the system loops back to step 248 and monitors the charge level of the new battery in use.
  • the system also checks the air pressure of the air tanks 28, 30 and 32 in step 256 and charges the discharged battery 80, 82 and 84 in step 258.
  • each of the batteries is connected to the system by way of a switch 134, 136 or 138. These switches 134, 136 and 138 when opened enable the open circuit voltage of the batteries 82, 84 and 86 to be measured by way of the conductors 99, 100 and 102.
  • the battery open circuit voltage as well as the battery charging current enables the system to determine when the battery is fully charged. For each battery being charged, the charging current is measured by way of the resistors 104, 106 and 108 and the conductors 109, 111 and 113, as discussed above, while the battery is isolated from the power controller 118.
  • Various charge termination techniques are well known in the art which can be implemented based upon the open circuit voltage of the battery being charged and the charging current.
  • Fig. 15 illustrates the control logic for maintaining the discharge level of the battery in use at a constant level.
  • step 260 the discharge rate of the battery in use is monitored. The discharge rate is the amount of discharge, as discussed above, per unit of time.
  • step 262 the system determines if the discharge rate is fairly constant. If not, the system switches in the capacitor bank 78 by way of the switches 140 and 142 (Fig. 7) and returns to step 260 to monitor the load current by way of the resistors 104, 106 and 108, as discussed above. When the load current returns to a normal level and the discharge is determined to be constant, the capacitor bank 78 is switched out , as discussed above.
  • Figs. 16 and 17 illustrate an adaptive power control circuit, generally identified with the reference numeral 300.
  • Fig. 16 illustrates an electrical schematic diagram of the adaptive power control circuit 300 while
  • Fig. 17 illustrates a software flow diagram for the circuit illustrated in Fig. 16.
  • the adaptive power control circuit 300 may form a part of the smart power controller 26 (Fig. 9) and be controlled by the smart power controller 26 on a time share basis with its other functions or the adaptive power control circuit may be separately controlled from the smart power controller 26 and include its own microprocessor (not shown).
  • the adaptive power control circuit 300 is configured to provide a variable supply of DC voltage to a single vehicle drive motor 80 (Fig. 1)
  • the power system 20 may be configured to deliver 48 horsepower using alternative fuels to petroleum based fuels.
  • Additional battery banks and adaptive power control circuits can be incorporated to drive additional drive motors for increased traction, horsepower and energy generation.
  • the additional drive motors provide additional energy during a regeneration mode when the vehicle is experiencing braking.
  • the adaptive power control 300 includes a plurality of field effect transistors (FETS) Q-i, Q2, Q3. Qe, Q9, Q10 and Q 11 , a pair of storage capacitors Ci and C 2 and a pair of diodes D 1 and D2.
  • FETS field effect transistors
  • the FETS Q 1 , Q2, Q3, Qs, Q9, Q10 and Q 11 are selectively turned on to provide additional voltage to the drive motor 80 in response to the current operating status of the vehicle.
  • the state of the various circuit components of the adaptive power control circuit 300 during various operating modes of the vehicle are identified in the Table below.
  • the designation "X" represents that the components are either turned on or form part of the circuit during that operating mode.
  • Mode 1 through Mode 6 the voltage to the drive motor 80 is increased by connecting various power sources together in series to provide increased voltage to the electric drive motor 80.
  • the adaptive power circuit is configured so that one or more power sources are connected in parallel to the drive motor 80. Therefore, since the voltage applied to a DC motor is directly proportional to the speed and torque of the motor, increasing the voltage to the motor by serially connecting power sources enables the drive motor 80 to deliver variable speeds and torques so that the power system 20 can handle the various vehicle operating modes.
  • Mode 1 of the adaptive power control circuit 300 is illustrated in Fig. 16A.
  • the power to the drive motor 80 is being delivered by a single battery Gi, for example, Sixteen (16) Trojan Battery Company , Model 5SHP, deep cell batteries. Each battery is rated for 12 volts DC, 60 amperes and 165 ampere hours. The batters are connected in series to provide a total of 192 volts DC. Such batteries can deliver 192 volts and 60 amps continuously for almost 3 hours.
  • Gi for example, Sixteen (16) Trojan Battery Company , Model 5SHP, deep cell batteries.
  • Each battery is rated for 12 volts DC, 60 amperes and 165 ampere hours.
  • the batters are connected in series to provide a total of 192 volts DC.
  • Such batteries can deliver 192 volts and 60 amps continuously for almost 3 hours.
  • the FETs Qi, Q 2 , Q3, Qs, Q9. Q10 and Qn are rated for a maximum of 600 volts and 60 amp. Assuming that the generator 72 (Fig. 1 ) and the capacitor bank 78 are also able to deliver 200 volts DC, the maximum energy that can be delivered by the power system when the capacitor bank 78 , the generator 72 and the batteries are connected in series, is 600 volts/ 60 amps. The maximum energy is thus 36,000 watts or about 48 horsepower not considering, power losses for example, due to losses in the FETS Q 1 , Q 2 , Q 3 , Qs, Qg, Q10 and Qn .
  • Mode 1 only Q 1 is in the circuit.
  • the power loss of Q 1 is 0.053 ohms x (60 amps) 2 or about 200 watts, which is relatively negligible.
  • Mode 1 is used when the vehicle is traveling at a constant speed and is not accelerating.
  • the adaptive power control circuit 300 transitions to Mode 2 In Mode 2, as illustrated in Fig. 16 B, a DC generator, for example, the generator 72 (Fig. 1), capable of providing 200 volts DC and 16 horsepower (200 volts x 60 amps/746) , for example, is connected in series with the battery G 1 , essentially doubling the power to the drive motor 80 to 32 horsepower.
  • the FETs Q 1 , Q 3 , and Q-io are on and the diode D 3 is conducting.
  • the loss per FET at full power is about 200 watts.
  • the loss for three (3) FETS can then be assumed to be 600 watts or less.
  • Mode 3 is illustrated in Fig. 16 C.
  • the battery Gi is serially connected to a capacitor Ci as well as the generator; each producing about 16 horsepower for a total of 48 horsepower, for example, initially in this mode until the capacitor Ci exponentially discharges in which case, the power output will be that produced by the battery Gi, namely 16 horsepower + the power produced by the generator.
  • the FETs Qg and Q 10 are on and the diodes D 2 and D 3 are conducting. The power losses in this mode are about 500 watts.
  • Mode 4 is illustrated in Fig.
  • the battery Gi is serially connected to a capacitor Ci producing , for example, a total of 32 horsepower initially in this mode until the capacitor Ci exponentially discharges in which case, the power output will be that produced by the battery G-i, namely 16 horsepower.
  • the FETs Qg, Q 10 and Qn are on in this mode as are the diodes D 2 and D 3 .
  • the total power losses in this mode are about 700 watts.
  • Mode 5 is illustrated in Fig. 16 E.
  • the FETs Q 3 , Q 8 and Q 10 are on.
  • the battery Gi is serially connected to a capacitor C 2 producing, for example, a total of 32 horsepower initially in this mode until the capacitor C 2 discharges in which case, the power output will exponentially decrease to the power output produced by the battery Gi, namely 16 horsepower.
  • the power losses in this mode are essentially the power losses of the three (3) FETs Q 3 , Qe and Q 10 and are thus about 600 watts.
  • Mode 6 is illustrated in Fig. 16 F.
  • the battery Gi is serially connected to the capacitors Ci and C 2 providing 48 horsepower initially and exponentially decreasing down to 16 horsepower as the capacitors Ci and C 2 discharge.
  • the FETs Q 2 , Q 8 , Qg and Qi 0 are on and the diode D 2 is conducting for a total power loss of about 850 watts.
  • step 302 the system checks to see if the power system 20 is being charged by an external AC source by way of an AC connection 150 (Fig. 1 ) If so, the system charges the batteries 82, 84 and 86 in the electric motor battery bank and the accessory battery 76 in step 304. These batteries 82, 84, 86 and 76 are charged to their full charging potential. Once the batteries 82, 84, 86 and 76 are fully charged, as determined by step 306, the system charges the capacitor bank 78 and specifically the capacitors Ci and C 2 (Fig. 16) in step 308. Once the capacitors Ci and C 2 are fully charged, as determined in step 310, the system may optionally maintain a trickle charge on the batteries 82, 84, 86 and 76 .
  • Fig. 17 initially, the vehicle is started in place. During this condition, there is no acceleration . As such, the system initially starts up in Mode 1. The system checks in step 302 to make sure that the power system 20 is no longer plugged into an external AC source. If the vehicle power system 20 has been disconnected from the external AC source, the system checks whether a request has been made for acceleration, for example, by monitoring the position of the throttle linkage, as generally known in the art. If the system determines that a request for acceleration has been made, the system checks in step 314 whether the battery 82, 84 or 86 (Fig. 1) is greater than a predetermined minimum voltage, for example [Gordon] volts DC.
  • a predetermined minimum voltage for example [Gordon] volts DC.
  • the generator 72 is started in step 316 and charges the battery 82, 84 or 86 until the battery voltage exceeds the predetermined minimum voltage in step 318. Based upon a continued acceleration request, at this point, the adaptive power control circuit 300 switches to Mode 2, as indicated by the logic block 320. As mentioned above, the battery Gi and the generator 72 (Fig. 1 ) are connected in series, thereby providing an increased drive voltage to the drive motor 80. If there is additional demand for acceleration, the system checks in step 322 if the capacitor Ci is fully charged. If so, the adaptive power control circuit 300 switches to Mode 3, as indicated by the logic block 324, in which the battery Gi, generator 72 and the charged capacitor C 1 are all connected in series to provide power to the drive motor 80. As the capacitor Ci discharges, the adaptive power control circuit 300 reverts back to Mode 2, assuming a continuous Mode 3 demand exists.
  • the system checks the battery voltage in step 314, as discussed above. If the battery voltages exceeds a predetermined minimum voltage, the system adaptive power control circuit 300 enters Mode 1 in which only the battery Gi is connected to the drive motor 80 (Fig. 1 ), as indicated by the logic block 326. [0075] If there is an acceleration demand equivalent to Mode 4, the system checks in step 328 whether the capacitor Ci is fully charged. If so, the system enters Mode 4 in which the battery Gi is serially connected to the capacitor Ci. If there is an acceleration demand equivalent and the system determines in step 334 that the capacitor Ci is not fully charged, the system checks in step 332 whether the capacitor C 2 is fully charged. If so, the system enters Mode 5 in which the battery d is serially connected to the capacitor C 2 , as indicated by the logic block 336.
  • Mode 6 represents the state in which both capacitors C 1 and C 2 are connected to the battery G- ⁇ . If both capacitors Ci and C 2 are fully charged , as indicated by the logic blocks 335 and 338 , respectively, the adaptive power control circuit 300 enters Mode 6 and supplies the maximum voltage to the drive motor 80 until the capacitors Ci and C 2 discharge, in which case, the system drops down to modes with less voltage , such as Modes 4 or 5 and eventually to Mode 1 , should the acceleration demand persist
  • the system has an inherent regeneration mode when the vehicle is experiencing braking, as indicated by the logic block 340.
  • the drive motor 80 acts as a DC generator and generates DC current,. This current may be used to charge the capacitors Ci and C 2 , as illustrated in Fig. 16 and identified as a Regen Generator . If the capacitors Ci and C 2 are fully charged any excess current can be used to charge the batteries.
  • the capacitors Ci and C 2 are loads and provide electronic braking in this mode, If additional braking is required, as determined step 342, mechanical brakes are activated in step 344.
  • the Regen Mode is illustrated in Fig. 16 G. In this mode, the FETs Q 2 , Q3, Qe, Q9 and Qn are on and the diodes D 1 , D 2 and D 3 are conducting.
  • the capacitor bank needs to be sized to provide at least 1/3 of the total energy. Thus, designing the capacitor bank to provide, for example, 250,000 joules, more than adequately meets the requirement.
  • the energy stored in a capacitor is provided by the equation below.
  • a suitable capacitor is a Panasonic Model No. ECE-P2DA56HA, 200 volt 5600 ⁇ farad electrolytic capacitor. It is known that capacitors in parallel add like resistors in series. Therefore 2232 - 5600 ⁇ farad capacitors connected in parallel are required to provide 12.5 farads. Each 5600 ⁇ farad capacitor is 2 x 2 x 3.7 inches or 14.8 inches 3 .

Abstract

L'invention porte sur un groupe motopropulseur hybride pour véhicule, comprenant une alimentation en air comprimé embarquée et une batterie. Un ou plusieurs moteurs électriques sont couplés aux roues du véhicule. L'air comprimé entraîne un moteur à air comprimé qui est couplé à un générateur électrique. Le générateur électrique est couplé à un dispositif de commande d'énergie intelligent qui commande la distribution d'air comprimé au moteur à air comprimé et dirige également l'énergie électrique vers un groupe de batteries de moteur électrique, une batterie accessoire, un groupe de condensateurs pour stocker l'énergie électrique ou directement vers les moteurs électriques. Selon la présente invention, le dispositif de commande d'énergie intelligent optimise les sources d'air comprimé et d'énergie électrique pour maximiser la portée de déplacement du véhicule.
PCT/US2009/063360 2008-11-18 2009-11-05 Groupe motopropulseur hybride pour véhicule WO2010059432A1 (fr)

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