WO2011088810A2 - Disposition de système de gestion d'énergie pour véhicule et procédé pour effectuer ladite gestion d'énergie - Google Patents

Disposition de système de gestion d'énergie pour véhicule et procédé pour effectuer ladite gestion d'énergie Download PDF

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Publication number
WO2011088810A2
WO2011088810A2 PCT/CZ2011/000008 CZ2011000008W WO2011088810A2 WO 2011088810 A2 WO2011088810 A2 WO 2011088810A2 CZ 2011000008 W CZ2011000008 W CZ 2011000008W WO 2011088810 A2 WO2011088810 A2 WO 2011088810A2
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WIPO (PCT)
Prior art keywords
state
vehicle
converter
input
power lead
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PCT/CZ2011/000008
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English (en)
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WO2011088810A3 (fr
Inventor
Martin Šula
Zbyněk BUREŠ
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Sula Martin
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Publication of WO2011088810A2 publication Critical patent/WO2011088810A2/fr
Publication of WO2011088810A3 publication Critical patent/WO2011088810A3/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
    • B60R16/0307—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for using generators driven by a machine different from the vehicle motor

Definitions

  • the invention deals with the arrangement of a Vehicle Energy Management System (V.E.M.S.) consisting of an alternator connected through a primary power lead to a first voltage converter, which is then connected through a secondary power lead to an energy storage and to a second voltage converter and then to the accumulator through an onboard network.
  • V.E.M.S. Vehicle Energy Management System
  • V.E.M.S. management which can be described as a hierarchical state machine with which the vehicle enters different states illustrated in the form of different state diagrams.
  • the battery - a structural element with a slow charging cycle, great weight and great volume and 2. the weight of the whole system (around 200 kg). Thanks to these factors, such vehicles are economical when operated with frequent and long decelerations (i.e. driven in cities), but have a great disadvantage when operated in motorways, where they feature increased consumption due to the higher vehicle weight and due to the battery being charged mainly from the combustion engine (from petrol).
  • a complete solution of the exhalation and consumption problems is provided by electric cars. Their utilisation, however, is limited by the battery technologies. Due to their weight, means of charging, price and environmental impact, today's batteries cannot provide a technical solution with parameters comparable to conventional propulsion.
  • exhaust gas is another energy source in combustion engine vehicles.
  • Current vehicles do not fully utilise the energy contained in the exhaust gas.
  • the only currently utilised energy is a small portion used for propelling the turbocharger compressing the air in the suction pipeline in turbo vehicles. The remaining large amount of energy is released through the exhaust pipe to the atmosphere.
  • the objective of the invention is to propose a new arrangement of the vehicle energy management system (V.E.M.S.) as well as a method of its control to reduce the fuel consumption and thus the C0 2 emissions produced.
  • the vehicle's electrical management combines and controls the following mechanical/electrical vehicle components: the turbocharger or turbo compressor connected to the combustion engine to which an actuator (motor generator) is connected as well as an intelligent alternator (described in the patent application No. PV 2009-286, the main electric motor (booster), electronic air-conditioning and an electricity storage (super-capacitors or batteries).
  • V.E.M.S. consisting of a combustion engine connected through a transmission mechanism+clutch and a transmission mechanism to the main generator connected through the first power lead to the first converter, which is further connected through the fifth power lead to both the sixth voltage converter further connected to the energy storage through the sixth power lead and to a bi-directional voltage converter and then through the seventh power lead - onboard network - to an accumulator, while its control module is connected through a bi-directional communication bus to a signal-converting unit, which is connected through a communication bus to a vehicle state evaluation unit included in the control module, while vehicle inputs are connected to both the evaluation unit and the signal-converting unit, to which a bi-directional bus and outputs are connected characterized in that the fifth power lead is connected through the third converter to an auxiliary generator interconnected with this third converter through the third power lead, while the auxiliary generator is mechanically interconnected with a turbine inserted in the turbocharger's bypass or with a turbine inserted in the exhaust pipe of the combustion engine
  • the fifth converter is connected to the fifth power lead and further interconnected with an electric motor, which is mechanically connected to the compressor of the air-conditioning.
  • the main electric motor connected to the fifth power lead through the second converter, further connected to the combustion engine through a transmission mechanism and a transmission mechanism+clutch.
  • the main electric motor connected to the fifth power lead through the second converter, further connected to the combustion engine through a transmission mechanism and a transmission mechanism+clutch.
  • the main electric motor forms an integral part of the main generator and the second converter forms an integral part of the first converter.
  • auxiliary electric motor is connected through the fifth power lead and the fourth converter, further connected to this fourth converter through the forth power lead and mechanically connected to the turbocharger shaft.
  • auxiliary electric motor is connected through the fifth power lead and the fourth controller, further connected to this fourth converter through the forth power lead and mechanically connected to the turbocharger shaft.
  • the auxiliary electric motor forms an integral part of the auxiliary generator and the fourth converter forms an integral part of the third converter.
  • the vehicle state evaluating unit and the signal-converting unit are integrated into it.
  • V.E.M.S control if the control module is connected through a communication bus to the signal-converting unit, the outputs of which are connected to individual blocks within the arrangement, the signal-converting unit is further wired to the vehicle state evaluation unit through a communication interface, while vehicle inputs are connected to both the vehicle state evaluation unit and to the signal-converting unit, to which a bi-directional bus is advantageously connected.
  • the vehicle state evaluation unit has output 1 connected to the input of the first voltage converter, the output 2 to the input of the third voltage converter, the output 3 to the input of the sixth converter (at the electricity storage), output 4 to the input of the bi-directional voltage converter, output 5 to the input of the module setting the correct rpm ratio of the transmission mechanism and output 6 to the input of the fifth converter at the electronic air-conditioning, while the signal-converting unit should have its inputs 1 and 2 connected to the accumulator outputs, inputs 3 and 4 to outputs of the electricity storage (super-capacitors or batteries, for example), input 5 to the main generator's rpm sensor, input 6 to the rpm sensor of the rpm-changing transmission mechanism installed at the link to the transmission mechanism+clutch, input 7 connected to the combustion engine's rpm sensor, input 8 to the turbocharger's rpm sensor, input 9 to the engine's temperature sensor, input 10 to the accelerator pedal
  • the key is the arrangement of the V.E.M.S., which better utilises the energy in the vehicle as a whole. Thanks to gaining energy from the exhaust gas and from deceleration and to its logical distribution among the electronic air-conditioning, main electric motor (booster), auxiliary electric motor (for faster turbocharger start up) and the onboard network power supply, significant reductions of fuel consumption as well as C0 2 emissions are achieved at the current weight of the system below 25 kg.
  • the main philosophy of the V.E.M.S. is to use the combustion engine only for driving the vehicle, while all the vehicle peripherals would be powered by electricity generated from other sources. This is associated with: "electronic air- conditioning", i.e.
  • the exhaust gas contains between 50% and 80% of energy produced by the combustion engine, which is currently not fully utilised, but rather released into the atmosphere.
  • the solution proposes using the residual energy contained in the exhaust gas for electricity generation or applying a turbocharger in the combustion engine's exhaust pipe - used solely for electricity generation.
  • the essence of controlling method of the V.E.M.S. is in the fact that the control module 100 is in the POWER_OFF_1 initial state, in which all components are off (this eliminates discharging the energy storage 9 by the accumulator 11_ or by active electric appliances of the onboard network 23 when the ignition is off, the system then switches from the POWER_OFF_1 state to POWER_ON_2 provided the condition of the ignition being on is fulfilled, then the system remains in this state unless one of the two possible conditions is met - with the following priority: 1) ignition switched off, the system returns to the initial POWER_OFF_1 state.
  • the system arranges controlled starter powering from the electricity storage 9 or from the accumulator J , then the ENGINE_START_3 state is terminated if one of three conditions is met - in the following priority order:
  • Controlled connecting and disconnecting of the electricity storage 9 takes place while in the COLD_ENGINE_4 state.
  • the control goes to the IDL1NGJ5 state. 3.) the required operating temperatures of the engine and other necessary components affecting engine operation are reached, then if the engine runs outside the range of idle rpm, the control goes to the STEADY_DRIVE_7 state. in the IDLING 5 state, the system controls the electronic air-conditioning 13 and the main electric motor 6c, while the electronic air-conditioning 13 management takes place with respect to minimising the combustion engine 1 load, however, provided that the condition of maintaining the set temperature in the vehicle is met, further the main electric motor is controlled in such a way as to minimise mechanical losses.
  • the idling state is terminated by:
  • the acceleration state is terminated by:
  • the system controls the electronic air- conditioning 13, the auxiliary generator 7a and the main generator 6a in such a way as to fulfil the operator's requirements on the pre-set temperature and to guarantee the minimum off-take of electricity generated in the auxiliary generator 7a and the main generator 6a and accumulated in the electricity storage 9 and the accumulator 11.
  • the steady driving state is terminated by:
  • the system controls the electronic air- conditioning 13, the auxiliary generator 7a and the main generator 6a in such a way as to provide the maximum possible utilisation of the braking energy for the electronic air-conditioning 13, for charging firstly the electricity storage 9 and the onboard accumulator 11..
  • the deceleration state is terminated by:
  • Fig. 1 presents a block diagram of V.E.M.S. and its connection to the combustion engine in the basic arrangement
  • Fig. 2 presents a block diagram of V.E.M.S. and its connection to the combustion engine in an improved arrangement
  • Fig. 3 presents a block diagram in improved arrangement 2
  • Fig. 4 presents a block diagram in improved arrangement 3
  • Fig. 5 presents a block diagram in improved arrangement 4
  • Fig. 6 presents a block diagram in improved arrangement 5
  • Fig. 7 presents a block diagram in improved arrangement 6
  • Fig. 8 presents a block diagram in improved arrangement 7
  • Fig. 9 presents a view of the top layer of the state automatic unit
  • Fig. 1 presents a block diagram of V.E.M.S. and its connection to the combustion engine in the basic arrangement
  • Fig. 2 presents a block diagram of V.E.M.S. and its connection to the combustion engine in an improved arrangement
  • Fig. 3 presents a block diagram in improved arrangement 2
  • Fig. 4 presents
  • FIG. 9a presents a hierarchical state diagram in the POWER_ON_2 mode
  • Fig. 9b presents a hierarchical state diagram in the ENGINE_START_3 mode
  • Fig. 9c presents a hierarchical state diagram in the COLD_ENGINE_4 mode
  • Fig. 9d presents a hierarchical state diagram in the IDLING_5 mode
  • Fig. 9e presents a hierarchical state diagram in the ACCELERATION_6 mode
  • Fig. 9f presents a hierarchical state diagram in the STEADY_DRIVE_7 mode
  • Fig. 9g presents a hierarchical state diagram in the DECELERATION_8 mode.
  • FIG. 1 General V.E.M.S. arrangement is illustrated in Fig. 1.
  • the arrangement consists of a mechanical part I, an electrical part II, and a control system III, with these parts mutually interconnected as described hereinafter.
  • the mechanical part I contains a combustion engine (including its exhaust pipe la, a turbocharger 2 its exhaust gas bypass pipe 2a and a turbine 7aa) connected to a transmission mechanism+clutch 3 and a driven axle 4; and a belt-, chain- or gear-drive 5a connected to the engine crankshaft - directly in the typical way or through a transmission mechanism+clutch 3.
  • a combustion engine including its exhaust pipe la, a turbocharger 2 its exhaust gas bypass pipe 2a and a turbine 7aa
  • a transmission mechanism+clutch 3 and a driven axle 4
  • a belt-, chain- or gear-drive 5a connected to the engine crankshaft - directly in the typical way or through a transmission mechanism+clutch 3.
  • the electrical part H consists of a main generator 6a mechanically connected to the first transmission mechanism 5a through a belt-, chain- or gear-drive with a possibility of smooth change of speed ratio by means of an adjustable mechanism of an rpm-changing transmission 12.
  • the main generator 6a is then (through the first power lead 20a) connected to the first converter 6b, which is further connected to the fifth power lead 22 leading to both the energy storage 9, i.e. a super-capacitor or a battery (through the sixth power lead 22a and the sixth converter 8) and the accumulator H through the seventh power lead 23 (onboard network). Through this seventh lead 23, it is further connected to the other appliances of the onboard network.
  • the fifth power lead 22 connects also to the third converter 7b, which is further connected to the auxiliary generator 7a of the turbocharger (through the third power lead 21a), which is mechanically connected to the turbine 7aa in the waste gate 2a of the turbocharger 2 or in the pipe of the exhaust system la.
  • the control system III consists of a control module 100, connected through a communication bus 70a to the signal-converting unit 101, the outputs of which are connected to different blocks within the arrangement.
  • the signal-converting unit 101 is further wired to the vehicle state evaluation unit 102 through a communication interface 70b, while inputs 50 of the vehicle are connected to the vehicle state evaluation unit 102 and to the signal-converting unit 101, to which a bi-directional bus 70c is conveniently connected.
  • connection of inputs 50 and outputs 60 with the signal-converting unit 101 and with the vehicle state evaluation unit 102 can be serial or parallel depending on the control system III design. It is advisable to use CAN-bus, RS485 or another industrial interface standard.
  • the control system Ml can operate completely autonomously (independently from the vehicle control system) or can be connected to the vehicle control unit via the bidirectional bus 70c.
  • the functionality of the vehicle power supply system arrangement as illustrated in Fig. 1 is as follows. Functions of individual components will be described for better understanding, followed by a description of the arrangement of the whole set.
  • the role of the first converter 6b and the third converter 7b is to change the alternating current from the main generator 6a and the auxiliary generator 7a to the direct current with a possibility of disconnecting it from the fifth power lead 22.
  • the role of the bi-directional voltage converter 10 is to provide a bi-directional electric current transformation with a possibility of disconnecting it from the seventh power lead 23.
  • the role of the sixth converter 8 (at the energy storage) is to perform controlled disconnecting of the energy storage 9 when it is not supposed to be charged from the fifth power lead 22.
  • the purpose of the vehicle state evaluating unit 102 is to assess the current vehicle state (idling, accelerating, decelerating, moving steadily) and the current engine state from the vehicle input signals 50.
  • the role of the signal-converting unit 101 is to convert input vehicle signals (e.g. rpm of motors, temperature of motors, gas pedal position, etc.) into a digital format suitable for the control module 100. This unit also provides a connection to the vehicle control and diagnostic bus.
  • the signal-converting unit 101 controls outputs 60 based on the controlling signals coming from the control module 100.
  • the role of the control module 100 is to asses the input signals from the signal-converting unit 101 and from the vehicle state evaluating unit 102 and to generate control signals to be sent to the signal-converting unit 101 through the bus 70a.
  • the functionality of the whole set is described by means of the V.E.M.S. control method.
  • the mechanical part I contains a combustion engine 1 (including its exhaust pipe la, a turbocharger 2 its exhaust gas bypass pipe 2a and a turbine 7aa) connected to a transmission mechanism+clutch 3 and a driven axle 4; and a belt-, chain- or gear-drive 5a connected to the engine crankshaft - directly in the typical way or through a transmission mechanism+clutch 3.
  • the electrical part II consists of a main generator 6a mechanically connected to the first transmission mechanism 5a through a belt-, chain- or gear-drive.
  • the drive is further connected (through the first power lead 20a) to the first converter 6b, which is further connected (through the fifth power lead 22) to: the sixth converter 8 (at the energy storage 9, which can be a super-capacitor or a battery) through the sixth power lead 22a and/or to the bi-directional voltage converter 10, to which the accumulator 11. is connected through the seventh power lead 23 (onboard network) as well as other appliances of the onboard network 23.
  • the fifth power lead 22 connects also the third converter 7b, which is further connected to the auxiliary generator at the turbocharger 7a, which is mechanically connected with the turbine 7aa inserted in the bypass pipe of the turbocharger's 2 waste gate 2a or in the pipe of the exhaust system la.
  • the fifth power lead 22 further connects (through the fifth converter 13b) the third electric motor 13a driving the electronic air-conditioning. This motor is connected to the air-conditioning compressor in the typical way (not shown on the diagrams).
  • the control system IN consists of a control module 100 integrating a signal-converting unit 101, to which inputs 50 are connected, and a vehicle state evaluation unit 102 to which outputs 60 are connected.
  • the vehicle state evaluation unit 102 has its first output 60a connected to the first converter's 6b input, its second output 60c to the third converter's 7b input, its third output 60f to the sixth (energy storage) converter's 8 input, its fourth output 60g to the bi-directional voltage converter's 10 input; its fifth output 60h to the input of module 12 setting the correct transmission ratio in the transmission mechanism 5a, and its sixth output 60e to the fifth (electronic air-conditioning) converter's 13b input.
  • the signal-converting unit 101 has its first and second inputs 50a and 50b connected to the accumulator H outputs, its third and fourth inputs 50c and 50d to the energy storage 9 (e.g. super-capacitors or batteries) outputs, its fifth input 50e to the main generator Sa rpm sensor, its sixth input 50f to the rpm sensor of the rpm-changing transmission at the link to the transmission mechanism+clutch (nodes 5a and 3), its seventh input 50g to the combustion engine 1 rpm sensor, its eighth input 50h to the turbocharger 2 rpm sensor, its ninth input 50i to the engine temperature sensor, its tenth input 50j to the gas pedal position sensor, its eleventh input 50k to the vehicle braking system pressure sensor, its twelfth input 501 to the clutch pedal position sensor, its thirteenth input 50m to the input of the forced accumulation of energy from the main generator 6a, its fourteenth input 50n to the gear sensor, and the fifteenth input 50o is connected to the vehicle starter switch sensor.
  • the signal- converting unit 101 has its sixteenth input 50p connected to the ambient temperature sensor and its seventeenth input 50q to the onboard off-take sensor.
  • the control module 100 is connected with the vehicle control unit through a communication/diagnostic bus 70c (this connection is not shown in the diagrams).
  • V.E.M.S. has the following functionality in the vehicle displayed in Fig. 2.
  • the functionality of different components of this arrangement is identical with the one described in Fig. 1 with the only difference of the signal- converting unit 101 and the vehicle state evaluating unit 102 being integrated in the control module 100.
  • the arrangement integrated another unit - electronic air-conditioning 13, which has no mechanical link to the combustion engine ⁇ and the performance of which can be smoothly controlled or stopped completely with the controller 13b, while the block 13c is the existing control part of the air-conditioning.
  • the mechanical part I contains a combustion engine 1 (including its exhaust pipe la, a turbocharger 2 its exhaust gas bypass pipe 2a and a turbine 7aa) connected to a transmission mechanism+clutch 3 and a driven axle 4; and a belt-, chain- or gear-drive 5a for the main generator 5b and for the main electric motor with a possibility of speed change (these, however, are not required), which are connected to the engine 1 crankshaft - directly in the typical way or through the transmission mechanism+clutch 3.
  • a combustion engine 1 including its exhaust pipe la, a turbocharger 2 its exhaust gas bypass pipe 2a and a turbine 7aa
  • the electrical part II consists of the main generator 6a mechanically connected to a belt- chain- or gear-transmission mechanism 5a, then (through the first power lead 20a) connected to the first converter 6b, which is further connected to the fifth power lead 22 leading to both the energy storage 9, i.e. a super-capacitor or a battery (through the sixth power lead 22a and the sixth converter 8) and the accumulator 11. through the seventh power lead 23 (onboard network). Through this seventh lead 23, it is further connected to the other appliances of the onboard network.
  • the fifth power lead 22 further connects the second converter 6d, which is connected to the main electric motor 6c through the second power lead 20b.
  • the motor is mechanically connected through a belt-, chain- or gear-transmission mechanism 5b to the engine's 1 clutch 3.
  • the fifth power lead 22 connects the third converter 7b, which is further connected (through the third power lead 21a) to the turbocharger's auxiliary generator 7a, which is mechanically connected to turbine 7aa inserted in the turbocharger's exhaust bypass pipe 2a (waste gate) or in the system exhaust pipe la.
  • the control system III consists of a control module 100, connected through a communication bus 70a to the signal-converting unit 101, the outputs of which are connected to different blocks within the arrangement.
  • the signal-converting unit 101 is further wired to the vehicle state evaluation unit 102 through a communication interface 70b, while inputs 50 of the vehicle are connected to the vehicle state evaluation unit 102 and to the signal-converting unit 101 , to which a bi-directional bus 70c is conveniently connected.
  • connection of inputs 50 and outputs 60 with the signal-converting unit 101 and with the vehicle state evaluation unit 102 can be serial or parallel depending on the control system HI design. It is advisable to use CAN-bus, RS485 or another industrial interface standard.
  • the control system 111 can operate completely autonomously (independently from the vehicle control system) or can be connected to the vehicle control unit via the bidirectional bus 70c.
  • the functionality of the vehicle power supply system arrangement illustrated in Fig. 3 is as follows. Functions of individual components will be described for better understanding, followed by a description of the arrangement of the whole set.
  • the role of the first converter 6b and the third converter 7b is to change the alternating current to the direct current with a possibility of disconnecting it from the fifth power lead 22.
  • the role of the bi- directional voltage converter 10 is to perform a bi-directional electric current transformation with a possibility of disconnecting from the seventh power lead 23.
  • the role of the second converter 6d is to transform the direct current to the alternating current with a possibility of disconnecting from the fifth power lead 22 and with suitable control for the main electric motor 6c.
  • the role of the sixth converter 8 is to perform a controlled disconnecting of the energy storage 9 at times when it is not to be topped up through the sixth power lead 22.
  • the role of the vehicle state evaluation unit 102 is to assess the instantaneous vehicle state (idling, accelerating, decelerating, moving steadily) and the instantaneous engine state from the vehicle input signals 50.
  • the role of the signal-converting unit 101. is to convert input vehicle signals (e.g. rpm of motors, temperature of motors, gas pedal position, etc.) into a digital format suitable for the control module 100. This unit also provides a connection to the vehicle control and diagnostic bus. In addition, the signal-converting unit 101 controls outputs 60 based on the controlling signals coming from the control module 100.
  • the role of the control module 100 is to assess the input signals from the signal-converting unit 101 and from the vehicle state evaluating unit 102 and to generate control signals to be sent to the signal-converting unit 101 through the bus 70a.
  • the functionality of the whole set is described by means of the V.E.M.S. control method.
  • Alternative 3 for the arrangement of the system utilising energy generated by the vehicle motion for the propulsion system and for powering the onboard electrical network with the purpose of CO 2 reductions can be seen in Fig. 4.
  • contains a combustion engine (including its exhaust pipe la, a turbocharger 2 its exhaust gas bypass pipe 2a and a turbine 7aa) connected to a transmission mechanism+clutch 3 and a driven axle 4; and a belt-, chain- or gear-drive 5a and 5b with a possibility of changing rpm by means of an adjustable mechanism being part of the rpm- changing transmission 12 (these are not required) connected to the engine 1 crankshaft - directly in the typical way or through a transmission mechanism+clutch 3.
  • a combustion engine including its exhaust pipe la, a turbocharger 2 its exhaust gas bypass pipe 2a and a turbine 7aa
  • the electrical part II consists of the main generator 6a mechanically connected to a belt- chain- or gear-transmission mechanism 5a, then (through the first power lead 20a) connected to the first converter 6b, which is further connected to the fifth power lead 22 leading to both the energy storage 9, i.e. a super-capacitor or a battery (through the sixth power lead 22a and the sixth converter 8) and the accumulator 11 through the seventh power lead 23 (onboard network). Through this seventh lead 23, it is further connected to the other appliances of the onboard network.
  • the fifth power lead 22 further connects the second converter 6d, which is connected to the main electric motor 6c through the second power lead 20b.
  • the motor is mechanically connected through a belt-, chain- or gear-transmission mechanism 5b to the transmission mechanism+clutch 3 or directly to the combustion engine 1
  • the fifth power lead 22 connects the third converter 7b, which is further connected (through the third power lead 21a) to the turbocharger's auxiliary generator 7a, which is mechanically connected to turbine Taa inserted in the turbocharger's exhaust bypass pipe 2a (waste gate) or in the system exhaust pipe la.
  • the fifth power lead 22 further connects (through the fifth converter 13b) the electric motor 13a driving the electronic air-conditioning. This motor is connected to the air- conditioning compressor in the typical way.
  • the control system III consists of a control module 100 integrating a signal-converting unit 101, to which inputs 50 are connected, and a vehicle state evaluation unit 102 to which outputs 60 are connected.
  • the vehicle state evaluation unit 102 has its first output 60a connected to the first converter's 6b input, its second output 60b to the second converter's 6d input, its third output 60c to the third converter's 7b input, its fourth output 60d to the fourth converter's 7d input, the fifth output 60f to the sixth (energy storage) converter's 8 input, its sixth output 60q to the bi-directional voltage converter's 10 input, its seventh output 60h to the input of module 12 setting the correct transmission ratio in the transmission mechanism 5a, and its eighth output 60e to the fifth (electronic air-conditioning) converter's 13b input.
  • the signal-converting unit 101 has its first and second inputs 50a and 50b connected to the accumulator 11. outputs, its third and fourth inputs 50c and 50d to the energy storage 9 (e.g. super-capacitors or batteries) outputs, its fifth input 50e to the main generator 6a rpm sensor, its sixth input 50f to the rpm sensor of the rpm-changing transmission at the link to the transmission mechanism+clutch 3, its seventh input 50q to the combustion engine 1 rpm sensor, its eighth input 50h to the turbocharger 2 rpm sensor, its ninth input 50i to the engine i temperature sensor, its tenth input 50j to the gas pedal position sensor, its eleventh input 50k to the vehicle braking system pressure sensor, its twelfth input 501 to the clutch pedal position sensor, its thirteenth input 50m to the input of the forced accumulation of energy from the main generator 6a, its fourteenth input 50n to the gear sensor, and the fifteenth input 50o is connected to the vehicle starter switch sensor.
  • the energy storage 9 e.
  • the vehicle V.E.M.S. functionality illustrated in Fig. 4 is as follows. The functionality of different components of this arrangement is identical with that described in Fig. 3 with the only difference of the signal-converting unit 101 and the vehicle state evaluating unit 102 being integrated in the control module 100.
  • the arrangement integrated another unit - electronic air- conditioning 13, which has no mechanical link to the combustion engine ⁇ and the performance of which can be smoothly controlled or stopped completely with the controller 13b.
  • Block 13c is the existing control part of the air-conditioning.
  • the mechanical part I contains a combustion engine (including its exhaust pipe la, a turbocharger 2 its exhaust gas bypass pipe 2a and a turbine 7aa) connected to a transmission mechanism+clutch 3 and a driven axle 4; and a belt-, chain- or gear-drives 5a and 5b with a possibility of changing rpm (these are not required) connected to the engine 1 crankshaft - directly in the typical way or through a transmission mechanism+clutch 3.
  • a combustion engine including its exhaust pipe la, a turbocharger 2 its exhaust gas bypass pipe 2a and a turbine 7aa
  • the electrical part II consists of the main generator 6a mechanically connected to a belt- chain- or gear-transmission mechanism 5a, then (through the first power lead 20a) connected to the first converter 6Jb, which is further connected to the fifth power lead 22 leading to both the energy storage 9, i.e. a super-capacitor or a battery (through the sixth power lead 22a and the sixth converter 8) and the accumulator ⁇ _ through the seventh power lead 23 (onboard network). Through this seventh lead 23, it is further connected to the other appliances of the onboard network.
  • the fifth power lead 22 further connects the second converter 6d, which is connected to the main electric motor 6c through the second power lead 20b.
  • the motor is mechanically connected through a belt-, chain- or gear-transmission mechanism 5b to the transmission mechanism+clutch 3 or directly to the combustion engine 1.
  • the fifth power lead 22 connects the third converter 7b, which is further connected (through the third power lead 21a) to the turbocharger's auxiliary generator 7a, which is mechanically connected to turbine 7aa inserted in turbocharger's exhaust bypass pipe 2a (waste gate) or in the system exhaust pipe la.
  • the fifth power lead 22 further connects (through the fifth converter 13b) the electric motor 13a driving the electronic air-conditioning. This motor is connected to the air-conditioning compressor in the typical way.
  • the control system III consists of a control module 100 integrating a signal-converting unit 101 , to which inputs 50 are connected, and a vehicle state evaluation unit 102 to which outputs 60 are connected.
  • the vehicle state evaluation unit 102 has its first output 60a connected to the first converter's 6b input, its second output 60b to the second converter's 6d input, its third output 60c to the third converter's 7b input, its fourth output 60d to the fourth converter's 7d input, the fifth output 60f to the sixth (energy storage) converter's 8 input, its sixth output 60g to the bi-directional voltage converter's 10 input, its seventh output 60h to the input of module 12 setting the correct transmission ratio in the transmission mechanism 5a, and its eighth output 60e to the fifth (electronic air-conditioning) converter's 13b input.
  • the signal-converting unit 101 has its first and second inputs 50a and 50b connected to the accumulator 11. outputs, its third and fourth inputs 50c and 50d to the energy storage 9 (e.g. super-capacitors or batteries) outputs, its fifth input 50e to the main generator 6a rpm sensor, its sixth input 50f to the rpm sensor of the rpm-changing transmission at the link to the transmission mechanism+clutch 3, its seventh input 50g to the combustion engine ⁇ rpm sensor, its eighth input 50h to the turbocharger 2 rpm sensor, its ninth input 50i to the engine 1 temperature sensor, its tenth input 50j to the gas pedal position sensor, its eleventh input 50k to the vehicle braking system pressure sensor, its twelfth input 501 to the clutch pedal position sensor, its thirteenth input 50m to the input of the forced accumulation of energy from the main generator 6a, its fourteenth input 50n to the gear sensor, and the fifteenth input 50o is connected to the vehicle starter switch sensor.
  • the energy storage 9 e.
  • control module 100 has its sixteenth input 50p connected to the ambient temperature sensor and its seventeenth input 50q to the onboard off-take sensor. To perform diagnostics of the whole system, the control module 100 is connected with the vehicle control unit through a communication/diagnostic bus 70c (this connection is not shown in the diagrams).
  • the vehicle V.E.M.S. illustrated in Fig. 5 functions as follows. The functionality of different components of this arrangement is identical with that described in Fig. 4 with the only difference of the main generator 6a and the main electric motor 6c being integrated in one unit.
  • the mechanical part I contains a combustion engine 1 (including its exhaust pipe la, a turbocharger 2 its exhaust gas bypass pipe 2a and a turbine 7aa) connected to a transmission mechanism+clutch 3 and a driven axle 4; and belt-, chain- or gear-based rpm-changing transmission mechanisms 5a and 5b (not required) connected to the engine 1 crankshaft - directly in the typical way or through a transmission mechanism+clutch 3.
  • a combustion engine 1 including its exhaust pipe la, a turbocharger 2 its exhaust gas bypass pipe 2a and a turbine 7aa
  • a transmission mechanism+clutch 3 and a driven axle 4
  • belt-, chain- or gear-based rpm-changing transmission mechanisms 5a and 5b (not required) connected to the engine 1 crankshaft - directly in the typical way or through a transmission mechanism+clutch 3.
  • the electrical part II consists of the main generator 6a mechanically connected to a belt- chain- or gear-transmission mechanism 5a, then (through the first power lead 20a) connected to the first converter 6b, which is further connected to the fifth power lead 22 leading to both the energy storage 9, i.e. a super-capacitor or a battery (through the sixth power lead 22a and the sixth converter 8) and the bi-directional voltage converter 10, through which it further connects the seventh power lead 23 leading to the accumulator 11. Through this seventh lead 23, it is further connected to the other appliances of the onboard network.
  • the fifth power lead 22 further connects the second converter 6d, which connects the main electric motor 6c through the second power lead 20b.
  • the motor is mechanically linked by means of a belt-, chain- or gear-transmission mechanism 5b.
  • the fifth power lead 22 also connects (through the third power lead 21a and the third converters 7b) the turbocharger's auxiliary generator 7a mechanically linked with the turbine 7aa, the auxiliary electric motor 7c mechanically linked with the shaft of the turbocharger 2b, which is connected to the fourth converter 7d through the fourth power lead 21 b.
  • the control system IN consists of a control module 100, connected through a communication bus 70a to the signal-converting unit 101 , the outputs of which are connected to different blocks within the arrangement.
  • the signal-converting unit 101 is further wired to the vehicle state evaluation unit 102 through a communication interface 70b, while inputs 50 of the vehicle are connected to the vehicle state evaluation unit 102 and to the signal-converting unit 101 , to which a bi-directional bus 70c is conveniently connected.
  • connection of inputs 50 and outputs 60 with the signal-converting unit 101 and with the vehicle state evaluation unit 102 can be serial or parallel depending on the control system III design. It is advisable to use CAN-bus, RS485 or another industrial standard.
  • the control system HI can operate completely autonomously (independently of the vehicle control system) or can be connected to the vehicle control unit via the bi-directional bus 70c.
  • Fig. 6 The functionality of the vehicle power supply system arrangement illustrated in Fig. 6 is identical with Fig. 3 with the only difference that the circuit is supplemented with the fourth converter 7d, the role of which is to transform the direct current in the fifth lead 22 to alternating current and provide a suitable control for the auxiliary electric motor 7c.
  • the functionality of the whole set is described by means of the V.E.M.S. control method.
  • the mechanical part I contains a combustion engine 1 (including its exhaust pipe la, a turbocharger 2 its exhaust gas bypass pipe 2a and a turbine 7aa) connected to a transmission mechanism+clutch 3 and a driven axle 4; and belt-, chain- or gear-based rpm-changing transmission mechanisms 5a and 5b (not required) connected to the engine 1 crankshaft - directly in the typical way or through a transmission mechanism+clutch 3.
  • a combustion engine 1 including its exhaust pipe la, a turbocharger 2 its exhaust gas bypass pipe 2a and a turbine 7aa
  • a transmission mechanism+clutch 3 and a driven axle 4
  • belt-, chain- or gear-based rpm-changing transmission mechanisms 5a and 5b (not required) connected to the engine 1 crankshaft - directly in the typical way or through a transmission mechanism+clutch 3.
  • the electrical part M consists of the main generator 6a mechanically connected to a belt- chain- or gear-transmission mechanism 5a, then (through the first power lead 20a) connected to the first converter 6b, which is further connected to the fifth power lead 22 leading to both the energy storage 9, i.e. a super-capacitor or a battery (through the sixth power lead 22a and the sixth converter 8) and the bi-directional voltage converter 10, through which it further connects the seventh power lead 23 leading to the accumulator 11. Through this seventh power lead 23, it is further connected to the other appliances of the onboard network.
  • the fifth power lead 22 further connects the second converter 6d, which connects the main electric motor 6c through the second power lead 20b.
  • the motor is mechanically linked by means of a belt-, chain- or gear-transmission mechanism 5b.
  • the fifth power lead 22 also connects (through the third power lead 21a and the converter 7b) the turbocharger's auxiliary generator 7a mechanically linked with the turbine 7aa, the auxiliary electric motor 7c mechanically linked with the shaft of the turbocharger 2b, which is connected to the fourth converter 7d through the fourth power lead 21 b.
  • the fifth power lead 22 further connects the fifth converter 13b, which is further connected to the electric motor 13a of the electronic air-conditioning.
  • the control system HI is based on the control module 100 featuring inputs 50 and outputs 60. It has its first output 60a connected to the first converter's 6b input, its second output 60b to the second converter's 6d input, its third output 60c to the third converter's 7b input, its fourth output 80d to the fourth converter's 7d input, the fifth output 60f to the sixth (energy storage) converter's 8 input, its sixth output 60g to the bi-directional voltage converter's 10 input, its seventh output 60h to the input of module 12 setting the correct transmission ratio in the transmission mechanism 5a, and its eighth output 60e to the (electronic air-conditioning) converter's 13b input.
  • the control module 100 has its first and second inputs 50a and 50b connected to the accumulator H outputs, its third and fourth inputs 50c and 50d to the energy storage 9 (e.g. super-capacitors or batteries) outputs, its fifth input 50e to the main generator 6a rpm sensor, its sixth input 50f to the rpm sensor of the rpm-changing transmission at the link to the transmission mechanism+clutch (nodes 5a and 3), its seventh input 50g to the combustion engine rpm sensor, its eighth input 50h to the turbocharger 2 or its compressor's rpm sensor, its ninth input 50i to the engine 1 temperature sensor, its tenth input 50j to the gas pedal position sensor, its eleventh input 50k to the vehicle braking system pressure sensor, its twelfth input 501 to the clutch pedal position sensor, its thirteenth input 50m to the input of the forced accumulation of energy from the motor-generator 6a, its fourteenth input 50n to the gear sensor, and the fifteenth input 50o is connected to the vehicle starter
  • control module 100 has its sixteenth input 50p connected to the ambient temperature sensor and its seventeenth input 50q to the onboard off-take sensor.
  • the control module 100 is connected with the vehicle control unit through a communication/diagnostic bus 70c (this connection is not shown in the diagrams).
  • the vehicle V.E.M.S. illustrated in Fig. 7 functions as follows. The functionality of different components of this arrangement is identical with that described in Fig. 6 with the only difference of the signal-converting unit 101 and the vehicle state evaluating unit 02 being integrated in the control module 100.
  • the arrangement integrated another unit - electronic air- conditioning 13, which has no mechanical link to the combustion engine 1 and the performance of which can be smoothly controlled or stopped completely with the controller 13b.
  • Block 13c is the existing control part of the air-conditioning.
  • the mechanical part I contains a combustion engine ⁇ (including its exhaust pipe la, a turbocharger 2 its exhaust gas bypass pipe 2a and a turbine 7aa) connected to a transmission mechanism+clutch 3 and a driven axle 4; and belt-, chain- or gear-based rpm-changing transmission mechanisms 5a and 5b (not required) connected to the engine ⁇ crankshaft - directly in the typical way or through a transmission mechanism+clutch 3.
  • a combustion engine ⁇ including its exhaust pipe la, a turbocharger 2 its exhaust gas bypass pipe 2a and a turbine 7aa
  • a transmission mechanism+clutch 3 and a driven axle 4
  • belt-, chain- or gear-based rpm-changing transmission mechanisms 5a and 5b (not required) connected to the engine ⁇ crankshaft - directly in the typical way or through a transmission mechanism+clutch 3.
  • the electrical part II consists of the main generator 6a mechanically connected to a belt- chain- or gear-transmission mechanism 5a, then (through the first power lead 20a) connected to the first converter 6b, which is further connected to the fifth power lead 22 leading to both the energy storage 9, i.e. a super-capacitor or a battery (through the sixth power lead 22a and the sixth converter 8) and the bi-directional voltage converter 10, through which it further connects the seventh power lead 23 leading to the accumulator JML Through this seventh power lead 23, it is further connected to the other appliances of the onboard network.
  • the fifth power lead 22 further connects the second converter 6d, which connects the main electric motor 6c through the second power lead 20b.
  • the motor is mechanically linked by means of a belt-, chain- or gear-transmission mechanism 5b.
  • the fifth power lead 22 also connects (through the third power lead 21a and the converter 7b) the turbocharger's auxiliary generator 7a mechanically linked with the turbine 7aa, the auxiliary electric motor 7c mechanically linked with the shaft of the turbocharger 2b, which is connected to the fourth converter 7_d through the fourth power lead 21b.
  • the fifth power lead 22 further connects the fifth converter 13b, which is further connected to the electric motor 13a of the electronic air-conditioning.
  • the control system HI is based on the control module 100 featuring inputs 50 and outputs 60.
  • the vehicle state evaluation unit 102 has its first output 60a connected to the first converter's 6b input, its second output 60b to the second converter's 6d input, its third output 60c to the third converter's 7b input, its fourth output 60d to the fourth converter's 7d input, the fifth output 60f to the converter's 8 input (energy storage), its sixth output 60g to the voltage converter's 10 input, its seventh output 60h to the input of module 12 setting the correct transmission ratio in the transmission mechanism 5a, and its eighth output 60e to the fifth (electronic air-conditioning) converter's 13b input.
  • the control module 100 has its first and second inputs 50a and 50b connected to the accumulator 11. outputs, its third and fourth inputs 50c and 50d to the energy storage 9 (e.g. super-capacitors or batteries) outputs, its fifth input 50e to the main generator 6a rpm sensor, its sixth input 50f to the rpm sensor of the rpm-changing transmission at the link to the transmission mechanism+clutch (nodes 5a and 3), its seventh input 50g to the combustion engine 1 rpm sensor, its eighth input 50h to the turbocharger 2 or its compressor's rpm sensor, its ninth input 50i to the engine 1 temperature sensor, its tenth input 50j to the gas pedal position sensor, its eleventh input 50k to the vehicle braking system pressure sensor, its twelfth input 501 to the clutch pedal position sensor, its thirteenth input 50m to the input of the forced accumulation of energy from the motor-generator 6a, its fourteenth input 50n to the gear sensor, and the fifteenth input 50o is connected to the vehicle
  • control module 100 has its sixteenth input 50p connected to the ambient temperature sensor and its seventeenth input 50q to the onboard off-take sensor. To perform diagnostics of the whole system, the control module 100 is connected with the vehicle control unit through a communication/diagnostic bus 70c (this connection is not shown in the diagrams).
  • the V.E.M.S. arrangement illustrated in Fig. 8 functions as follows. The functionality of different components of this arrangement is identical with that described in Fig. 7 with the only difference of the main generator 6a and the main electric motor 6c being integrated in one unit and the auxiliary generator 7a and the auxiliary electric motor 7c being integrated in another one.
  • the system collects energy generated by vehicle motion and uses it for propulsion and for feeding the onboard electrical network with the purpose of reducing the C0 2 emissions.
  • the system works on the principle of recuperation of kinetic energy in single-track or twin-track vehicles during deceleration or gains its energy from exhaust gas, provided the prescribed conditions are met.
  • the energy storages 9 are charged with energy of higher than the mean value of charging current from the standard vehicle alternator.
  • the main generator 6a gets disconnected from the accumulator 11_ and from the onboard network 23, the turbocharger shaft 2b is pre-spun, followed by activation of the main electric motor 6c and by disconnecting the electronic air-conditioning 13. Energy is drawn from the storage 9, which charges accumulator V ⁇ (if needed) and feeds onboard network devices 23.
  • the main generator 6a gets re-connected and the energy storage 9 charged. Once the energy in storage 9 is used up, the storage gets disconnected and further energy is drawn from accumulator 11_.
  • the main generator 6a If the accumulator voltage is lower than the set threshold, the main generator 6a is reconnected; the charging current is determined by the accumulator V state, by vehicle operation (city, motorway) and by the instantaneous vehicle consumption. Connecting/disconnecting of the auxiliary generator 7a is independent of the main generator 6a; it gets connected each time the set conditions are met.
  • V.E.M.S. management is described as a hierarchical state automatic unit with which the vehicle enters different states illustrated in the form of different state diagrams, explained below.
  • top level level one
  • Fig. 9 different states of the hierarchical state diagram are described - those printed in bold in the text.
  • POWER_OFF_1 is the initial state of the alternator control module 100. All components are off in this state. This prevents super-capacitors 9 from discharging by the accumulator 1J. or by onboard appliances that are active when the ignition is off (e.g. alarm system, remote control). If the ignition is switched on, the system goes from POWER_OFF_1 to the POWER_ON_2 state. The system stays in this state unless one of the two conditions is met (in the priority as listed):
  • the system charges the energy storage 9 by such current as is still acceptable for the current accumulator ⁇ ⁇ _ state.
  • the POWER_ON_2 state changes into ENGINE S TART 3 if the energy storage 9 has been charged and the starter activated. If the voltage drops below the acceptable threshold at accumulator 1_1 during charging the energy storage 9 or if the ignition gets switched off, then the system goes into the POWERJOFF state.
  • the ENGINE_START_3 state arranges controlled starter powering from the electricity storage 9 or from the accumulator 11..
  • the ENGINE_START_3 state is terminated if one of three conditions is met - in the following priority order:
  • the COLD_ENGINE_4 state provides for controlled connecting/disconnecting of the energy storage 9 by means of the sixth converter 8, the accumulator H, the first converter 6b and the voltage converter 10 - according to the input conditions, which are further illustrated in Fig. 9c.
  • the state is terminated by:
  • the system controls the operation of the air- conditioning 13 and the electric motor 6c if installed.
  • the electronic air- conditioning 13 is controlled in such a way as to minimise the combustion engine load while maintaining the set temperature in the vehicle.
  • the main electric motor 6c is controlled in such a way as to minimise mechanical losses while complying with the boundary conditions.
  • a detailed function description can be found in state diagrams 9d, 9d1 and 9d2. The state is terminated by:
  • the state is terminated by:
  • the state is terminated by:
  • DECELERATION _8 is the last hierarchical state of the automatic unit on the top description level. The following components are considered in this state: electronic air-conditioning 13, auxiliary generator 7a and main generator 6a. A detailed function description can be found in state diagrams 9g, 9g1 , 9g2 and 9g3. The state is terminated by:
  • the system goes from the initial to the S2_2 state provided the accumulator 11. is evaluated as charged with sufficient energy for fast charging the electricity storage 9. Intensive charging of the energy storage 9 takes place with both the sixth converter 8 and the bi-directional converter 10 on. If the accumulator 11. is evaluated as unsuitable for fast charging, then the system goes into the S2_1 state in which slow charging of energy storage 9 takes place through the sixth converter 8 and the bi-directional voltage converter 10, which are on. The energy accumulated in the storage 9 is then used for powering the starter, as the storage 9 is a "harder" source than the accumulator 11.. From both states, the system subsequently goes into the S2_3 state, which is terminated by full charge of the energy storage 9 or by accumulator 11.
  • the bi-directional voltage converter 10 disconnects itself and the process of engine 1 starting is expected, or the system returns to the POWER_ON_2 state if the amount of energy in the storage 9 drops below the defined threshold.
  • the state diagram of the ENGINE_START_3 hierarchical state is shown in Fig. 9b.
  • the bi-directional voltage converter 10 turns on making it possible to feed the fifth power lead 23 (onboard network); the system goes into the S3_1 state.
  • This state is terminated by: 1. ) Switching the ignition off or switching the starter off, terminating the
  • the S3_2 state switches the bi-directional voltage converter 10 off.
  • the onboard network 23 is powered from the accumulator
  • the state is terminated by switching the ignition or the starter off, the system concludes the ENGINE_START_3 state.
  • the state diagram of the COLD_ENGINE_4 hierarchical state is shown in Fig. 9c.
  • the purpose of this hierarchical state is to reduce emissions during the engine 1 warmup, which is achieved by the following control for the duration of the engine 1 and other engine-related unit warmup:
  • the system goes into the S4_1 state in which the first voltage converter 6b is switched off and the bidirectional voltage converter 10 activated, transferring the voltage from the storage 9 to the onboard network 23 through the sixth converter 8 being on.
  • the state is terminated if:
  • the system goes into the S4_3 state, which switches on the bi-directional voltage converter 10 and first converter 6b and both blocks are controlled by the control module 100 to cover the electricity requirements of the onboard network 23.
  • the accumulator H is not being charged. The state is terminated if:
  • the second layer of the IDLING S hierarchical state is shown in Fig. 9d.
  • IDL_AIRCON two state diagrams are processed in parallel: IDL_AIRCON and IDL_BOOS TER.
  • the state diagram of the IDL_AIRCON hierarchical state is shown in Fig. 9d1.
  • S5_1 When entering, the system goes to the S5_1 state, which switches off the air-conditioning 13. It stays in this state until hysteretic band 1 is exceeded (i.e. the difference between the set and the current temperatures). If the set value is exceeded, the control goes into the S5_2 state. This state activates the air-conditioning 13 with reduced performance. If the hysteretic band 2 is exceeded, the system goes from S5_2 to S5_3.
  • both the first converter 6b and the bidirectional voltage converter 10 turn on, and the air-conditioning 13 runs at full power to reduce the difference between the set and the current temperatures as quickly as possible. If the temperature difference drops back to hysteretic band 2, the system returns to the S5_2 state.
  • the IDLING S state is immediately terminated regardless of these sub-states, if the ignition is switched off or acceleration detected.
  • the state diagram of the IDL_BOOSTER hierarchical state is shown in Fig. 9d2.
  • the system goes into the S5_4 state, if the boundary conditions for activation of the main electric motor 6c are met, or into the S5J5 state if these are not met.
  • the main electric motor 6c is activated in the S5_4 state, reducing mechanical losses of the combustion engine.
  • the system goes from S5_4 to S5_5 if the boundary conditions for main electric motor 6c activation are not met.
  • the main electric motor 6c is off in the S5_5 state; once the boundary conditions are met again, the system returns to the S5_4 state.
  • the IDLINGJS state is immediately terminated regardless of these sub-states, if the ignition is switched off or acceleration detected.
  • the second layer of the ACCELERATION _6 hierarchical state is shown in Fig. 9e.
  • four state diagrams are processed in parallel: ACCEL_AIRCON, A CCEL_ TURBO, A CCEL_BOOSTER and A CCEL_AL TERN.
  • the state diagram of the ACCEL_AIRCON hierarchical state is shown in Fig. 9e1.
  • the state diagram of the ACCELJTURBO hierarchical state is shown in Fig. 9e2.
  • the system goes into the S6_2 state provided there is enough energy in the storage 9 or provided the turbocharger is not running at operational speed (rpm band); or the system goes into the S6_3 state if there is not enough energy in the storage or if the turbocharger 2 runs at operational speed (rpm band).
  • the auxiliary generator 7a is off in the S6_2 state and the auxiliary electric motor 7c is activated. This motor pre-spins the turbocharger 2 making it possible to use the exhaust gas energy in the exhaust section more rapidly. From the S6_2 state, the system can:
  • the auxiliary electric motor 7c (assisting the turbocharger) is off and the auxiliary generator 7a activated in the S6_3 state. From the S6_3 state, the system can:
  • the auxiliary electric motor 7c (assisting the turbocharger) and the auxiliary generator 7a are both off in the S6_4 state. From the S6_4 state, the system can: 1. ) Leave the ACCELERATION _6 state if the ignition was turned off or the vehicle motion changed to steady driving or to deceleration.
  • the auxiliary electric motor 7c (assisting the turbocharger) is off and the auxiliary generator 7a activated in the S6_5 state. From the S6_5 state, the system can:
  • the state diagram of the ACCEL_BOOSTER hierarchical state is shown in Fig. 9e3.
  • the system goes into the S6_6 state if there is enough energy for activating the main electric motor 6c and the speed is in a range suitable for combustion engine acceleration; or in the S6_7 state if these conditions are not met.
  • the main electric motor 6c is activated in the S6_6 state reducing mechanical losses of the combustion engine and assisting its faster acceleration especially at low levels of rpm.
  • the system goes from S6_6 to S6_7 if there is not enough energy for the main electric motor 6c or if it is outside the area for combustion engine acceleration.
  • the main electric motor 6c is off in the S6_7 state, the system returns to S6_6 if there is enough energy for activating the main electric motor 6c and if the system speed is in an area suitable for combustion engine 1 acceleration.
  • the ACCELERATION _6 state is immediately terminated regardless of these sub-states, if the ignition is switched off, deceleration or steady drive detected.
  • the state diagram of the ACCEL_ALTERN hierarchical state is shown in Fig. 9e4.
  • the system goes into the S6_8 state if there is enough energy in the electricity storage 9 or in the S6_9 state if the storage 9 does not have enough energy.
  • the generator 6a is off in the S6_8 state.
  • the system goes from S6_8 to the S6_9 state if there is not enough energy in the storage 9.
  • the main generator 6a is on and is controlled in such a way as to cover the instantaneous electricity demand without charging the accumulator.
  • the system returns to the S6JS state once there is enough energy in the storage 9.
  • the ACCELERATION ⁇ state is immediately terminated regardless of these sub-states, if the ignition is switched off, deceleration or steady drive detected.
  • the second layer of the STEADY _DRIVE_7 hierarchical state is shown in Fig. 9f.
  • three state diagrams are processed in parallel: STJDRIVEJURCON, ST_DRIVE_TURBO and ST_DRIVE_AL TERN.
  • the state diagram of the ST_DRIVE_AIRCON hierarchical state is shown in Fig. 9f 1.
  • the system goes into the S7_1 state if there is enough energy in the electricity storage 9 or in the S7_2 state if the storage 9 does not have enough energy.
  • the S7_1 state switches the air-conditioning 13 on to full power.
  • the system stays in this state until all the energy from the storage is used up and the difference between the set and the current temperatures exceeds the hysteretic band at the same time.
  • the system leaves the STEADY _DRIVE_7 state if the ignition is switched off or if the vehicle goes into acceleration or deceleration.
  • the air-conditioning 13 runs at reduced power in the S7_2 state. The control stays in this state unless the vehicle status changes (acceleration or deceleration) and it leaves STEADY_DRIVE_7. If there is enough energy in the storage 9 or if the difference between the set and the current temperature exceeds the hysteretic band, the system returns to the S7_1 state.
  • the state diagram of the ST_DRIVE_TURBO hierarchical state is shown in Fig. 9f2.
  • the system goes into the S7_3 state if the turbocharger (compressor) is running at operational speed (rpm band), or into the S7_4 state if it is running outside operational speed (rpm band).
  • the auxiliary generator 7a (assisting the turbocharger) is on in the S7_3 state. From the S7_3 state, the system can:
  • the auxiliary generator 7a is off in the S7_4 state. From the S7_4 state, the system can:
  • the state diagram of the ST_DRIVE_ALTERN hierarchical state is shown in Fig. 9f3.
  • the system goes into the S7_5 state if there is enough energy in the electricity storage 9 or into the S7_6 state if the storage 9 does not have enough energy.
  • the main generator 6a is off in the S7_5 state.
  • the system goes from S7_5 to the S7_6 state if there is not enough energy in the storage 9 and the battery voltage is above the defined threshold.
  • the main generator 6a is switched on only in the area of the lowest fuel consumption of the combustion engine JL
  • the system returns to the S7_5 state if there is enough energy in the storage 9 or goes into S7_7 if the accumulator H voltage drops below the defined threshold.
  • the main generator 6a is on in the S7_7 state.
  • the S7_7 state is terminated if the accumulator 11. voltage goes above the defined threshold.
  • the STEADY '_DRIVE_7 state is immediately terminated regardless of these sub- states, if the ignition is switched off, or acceleration/deceleration detected.
  • the second layer of the DECELERATION ⁇ hierarchical state is shown in Fig. 9g.
  • three state diagrams are processed in parallel: DECEL_AIRCON, DECEL_ TURBO and DECEL_ALTERN.
  • the state diagram of the DECEL_AIRCON hierarchical state is shown in Fig. 9g1.
  • the state diagram of the DECEL_TURBO hierarchical state is shown in Fig. 9g2.
  • the system goes into the S8_2 state, which switches the auxiliary generator 7a off.
  • the state is terminated if the ignition is switched off or if the vehicle motion mode changes to acceleration/deceleration.
  • the state diagram of the DECEL_ALTERN hierarchical state is shown in Fig. 9g3.
  • the system goes into the S8_3 state if there is enough energy in the electricity storage 9 and the accumulator 11 is fully charged, or into the S8_4 state if the storage 11 does not have enough energy or if the accumulator H is not fully charged.
  • the main generator 6a is off in the S8_3 state.
  • the system goes from S8_3 to the S8_4 state if there is not enough energy in the storage 9 or if the accumulator H is not fully charged.
  • the main generator 6a is on in the $8_4 state.
  • the S8_4 state is terminated if the accumulator H is fully charged and the energy storage 9 is full.
  • the DECELERATION_8 state is immediately terminated regardless of these sub-states, if the ignition is switched off, or acceleration/steady drive detected.
  • the system collects energy generated by the vehicle motion and uses it for propulsion and for powering the onboard network with the purpose of reducing the C0 2 emissions, improving engine starts at low temperatures or with an accumulator in a non-ideal state, and improving the combustion engine acceleration. This can be used for both single- and twin-track vehicles operating in an urban or sport/racing environment.
  • main motor-generator main generator, booster

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Supercharger (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)

Abstract

Disposition de système de gestion d'énergie pour véhicule (S.G.E.V.) constituée d'un moteur à combustion interne relié par un mécanisme de transmission+embrayage et un mécanisme de transmission à l'alternateur principal, raccordé par le premier fil de sortie électrique au premier convertisseur, qui est en outre relié par le cinquième fil de sortie électrique au sixième convertisseur de tension, qui est relié en outre au stockage d'énergie par le sixième fil de sortie électrique et à un convertisseur de tension bidirectionnel et puis par le septième fil de sortie électrique - réseau embarqué - à un accumulateur, tandis que son module de commande est raccordé par un bus communications bidirectionnel à une unité de conversion de signaux, qui est reliée par un bus communications à une unité d'évaluation de l'état du véhicule comprise dans le module de commande, tandis que les entrées véhicule sont raccordées à la fois à l'unité d'évaluation et à l'unité de conversion de signaux, auxquelles sont reliés un bus bidirectionnel et des sorties, caractérisée en ce que le cinquième fil de sortie électrique est raccordé à travers le troisième convertisseur à un alternateur auxiliaire interconnecté avec ce troisième convertisseur par le troisième fil de sortie électrique, tandis que l'alternateur auxiliaire est relié mécaniquement à une turbine insérée dans le by-pass du turbocompresseur ou à une turbine insérée dans le tuyau d'échappement du moteur à combustion interne.
PCT/CZ2011/000008 2010-01-22 2011-01-21 Disposition de système de gestion d'énergie pour véhicule et procédé pour effectuer ladite gestion d'énergie WO2011088810A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CZPV2010-50 2010-01-22
CZ20100050A CZ201050A3 (cs) 2010-01-22 2010-01-22 Zapojení systému správy elektrické energie ve vozidle a zpusob provádení jeho správy

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WO2011088810A2 true WO2011088810A2 (fr) 2011-07-28
WO2011088810A3 WO2011088810A3 (fr) 2011-09-22

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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP3016271A3 (fr) * 2014-10-31 2016-07-06 GE Jenbacher GmbH & Co. OG Centrale
DE102015219026A1 (de) * 2015-10-01 2017-04-06 Ford Global Technologies, Llc Turbogenerator-Steuersystem
EP2999865A4 (fr) * 2013-02-15 2017-04-19 Alexander Wong Turbochargeur
EP3210835A1 (fr) * 2016-02-26 2017-08-30 Valeo Systemes de Controle Moteur Procede de controle d'une production d'electricite sur un vehicule automobile
CN109555596A (zh) * 2018-12-10 2019-04-02 北京矿冶科技集团有限公司 一种为矿用车辆提供辅助动力的系统及方法

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1985004137A1 (fr) * 1984-03-14 1985-09-26 Saab-Scania Aktiebolag Montage pour la transmission d'energie dans une unite d'entrainement de vehicule
EP0223419A1 (fr) * 1985-10-19 1987-05-27 Isuzu Motors Limited Dispositif de récupération d'énergie pour un moteur turbocompressé
EP0233079A2 (fr) * 1986-02-10 1987-08-19 Isuzu Motors Limited Appareil pour la récupération de l'énergie thermique d'un moteur
DE102007025550A1 (de) * 2007-05-31 2008-12-04 Continental Automotive Gmbh Elektromagnetischer Abgasturbolader

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1985004137A1 (fr) * 1984-03-14 1985-09-26 Saab-Scania Aktiebolag Montage pour la transmission d'energie dans une unite d'entrainement de vehicule
EP0223419A1 (fr) * 1985-10-19 1987-05-27 Isuzu Motors Limited Dispositif de récupération d'énergie pour un moteur turbocompressé
EP0233079A2 (fr) * 1986-02-10 1987-08-19 Isuzu Motors Limited Appareil pour la récupération de l'énergie thermique d'un moteur
DE102007025550A1 (de) * 2007-05-31 2008-12-04 Continental Automotive Gmbh Elektromagnetischer Abgasturbolader

Cited By (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2999865A4 (fr) * 2013-02-15 2017-04-19 Alexander Wong Turbochargeur
EP3016271A3 (fr) * 2014-10-31 2016-07-06 GE Jenbacher GmbH & Co. OG Centrale
DE102015219026A1 (de) * 2015-10-01 2017-04-06 Ford Global Technologies, Llc Turbogenerator-Steuersystem
EP3210835A1 (fr) * 2016-02-26 2017-08-30 Valeo Systemes de Controle Moteur Procede de controle d'une production d'electricite sur un vehicule automobile
FR3048212A1 (fr) * 2016-02-26 2017-09-01 Valeo Systemes De Controle Moteur Procede de controle d'une production d'electricite sur un vehicule automobile
CN109555596A (zh) * 2018-12-10 2019-04-02 北京矿冶科技集团有限公司 一种为矿用车辆提供辅助动力的系统及方法

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Publication number Publication date
WO2011088810A3 (fr) 2011-09-22
CZ201050A3 (cs) 2011-08-03

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