Classifications

• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/0862—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery
  • F02N11/0866—Circuits or control means specially adapted for starting of engines characterised by the electrical power supply means, e.g. battery comprising several power sources, e.g. battery and capacitor or two batteries
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
  • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
  • F02N11/0825—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode related to prevention of engine restart failure, e.g. disabling automatic stop at low battery state
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/10—Safety devices
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/006—Starting of engines by means of electric motors using a plurality of electric motors
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/0814—Circuits or control means specially adapted for starting of engines comprising means for controlling automatic idle-start-stop
  • F02N11/0818—Conditions for starting or stopping the engine or for deactivating the idle-start-stop mode
  • F02N11/0833—Vehicle conditions
  • F02N11/084—State of vehicle accessories, e.g. air condition or power steering
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N11/087—Details of the switching means in starting circuits, e.g. relays or electronic switches
  • F02N2011/0877—Details of the switching means in starting circuits, e.g. relays or electronic switches said switch being used as a series-parallel switch, e.g. to switch circuit elements from series to parallel connection
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N2011/0881—Components of the circuit not provided for by previous groups
  • F02N2011/0885—Capacitors, e.g. for additional power supply
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N11/00—Starting of engines by means of electric motors
  • F02N11/08—Circuits or control means specially adapted for starting of engines
  • F02N2011/0881—Components of the circuit not provided for by previous groups
  • F02N2011/0888—DC/DC converters
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2200/00—Parameters used for control of starting apparatus
  • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
  • F02N2200/045—Starter temperature or parameters related to it
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2200/00—Parameters used for control of starting apparatus
  • F02N2200/04—Parameters used for control of starting apparatus said parameters being related to the starter motor
  • F02N2200/046—Energy or power necessary for starting
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2200/00—Parameters used for control of starting apparatus
  • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
  • F02N2200/061—Battery state of charge [SOC]
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2200/00—Parameters used for control of starting apparatus
  • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
  • F02N2200/063—Battery voltage
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2200/00—Parameters used for control of starting apparatus
  • F02N2200/06—Parameters used for control of starting apparatus said parameters being related to the power supply or driving circuits for the starter
  • F02N2200/064—Battery temperature
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2200/00—Parameters used for control of starting apparatus
  • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
  • F02N2200/0806—Air condition state
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2200/00—Parameters used for control of starting apparatus
  • F02N2200/08—Parameters used for control of starting apparatus said parameters being related to the vehicle or its components
  • F02N2200/0809—Electrical loads
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2200/00—Parameters used for control of starting apparatus
  • F02N2200/14—Parameters used for control of starting apparatus said parameter being related to wear of starter or other components, e.g. based on total number of starts or age
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2300/00—Control related aspects of engine starting
  • F02N2300/20—Control related aspects of engine starting characterised by the control method
  • F02N2300/2002—Control related aspects of engine starting characterised by the control method using different starting modes, methods, or actuators depending on circumstances, e.g. engine temperature or component wear
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
  • F02N2300/00—Control related aspects of engine starting
  • F02N2300/20—Control related aspects of engine starting characterised by the control method
  • F02N2300/2008—Control related aspects of engine starting characterised by the control method using a model
• • 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
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/40—Engine management systems

Definitions

• the invention relates to a method for managing the shutdown and automatic restart of a motor vehicle engine.
• the invention also relates to a motor vehicle comprising a thermal engine with automatic stop and restart capable of implementing the method of managing the shutdown and automatic restart of its engine.
• the alternator-starter or the starter are electrically powered by the on-board network of the motor vehicle.
• the voltage of the onboard network is conventionally imposed by a battery of the on-board network.
• the onboard network of these vehicles conventionally includes an additional energy store that functions as a reservoir of electrical energy in the event of a voltage drop due to a restart.
• the additional energy store is also known as the supercapacitor or ultracapacitor module (UCAP).
• the UCAP can be: • put in series with the battery, to contribute to the start-up services, by contributing to the power supply of the starter, and restart, by contributing to the power supply of the alternator-starter (operating mode while maintaining the onboard network voltage);
• UCAP's contribution to the start-up and restart services ensures the maintenance of the on-board system voltage.
• the assembly formed by the UCAP, the voltage converter, and the switches forms a device known as the device for maintaining the voltage of the on-board network or the device for supporting the on-board network voltage.
• the management of the automatic shutdown and restart is determined by determining a charging voltage of the supercapacitor module so that the energy it stores enough to maintain an edge voltage in case of automatic restart.
• the invention proposes a method for managing the automatic shutdown and restart of a motor vehicle engine with a stop and automatic restart device, the vehicle comprising a control system. board, which comprises an alternator-starter restarting the engine and a device for maintaining the voltage of the vehicle on-board network when restarting the engine with the alternator-starter, the holding device comprising a supercapacitor module, the method comprising determining a set voltage to be imposed on the terminals of the supercapacitor module, the determination of the voltage comprising:
• determining the voltage further comprising:
• the optimum voltage is greater than or equal to the nominal operating voltage of the alternator-starter corresponding to the voltage at the terminals of the supercapacitor module which results in the follow-up of a nominal performance of the alternator. starter, when restarting the engine.
• the optimum voltage is calculated by determining the maximum of the voltages at the terminals of the supercapacitor module among the rated operating voltage of the alternator-starter and at least a nominal operating voltage of a network component. other than the alternator-starter, preferably a starting starter of the engine of the vehicle.
• the maximum voltage is calculated by determining the minimum of the voltages at the terminals of the supercapacitor module from a protective limit voltage of the alternator-starter which is calculated from the state variable of the alternator. starter and at least one protective limit voltage of a component of the on-board network, other than the alternator-starter.
• the at least one protective limit voltage of a component of the on-board network, other than the alternator-starter comprises at least one of the protection voltages among:
• the protection voltage of potential consumers of the on-board electrical system corresponding to the voltage limiting the temporary overload of at least one potential consumer of the on-board electrical network supplied by the on-board electrical system, the at least one potential consumer of the on-board electrical system being selected from the group of potential consumers of the on-board network consisting of an air conditioner, a lighting system and an audio-visual system of the vehicle.
• the protection voltage of the alternator-starter or the protection voltage of the eventual starter is determined by means of a mapping according to at least one of the parameters chosen from:
• the evolution of the protection voltage of the alternator-starter or the protection voltage of the eventual starter comprises at least one of the characteristics chosen from:
• the state variable of the alternator-starter is the temperature of the alternator-starter.
• the method comprises, following the determination of the nominal voltage of the supercapacitor module:
• the minimum voltage is calculated by determining the maximum of the voltages at the terminals of the supercapacitor module among at least two of the following safe performance voltages:
• the safe supply voltage of potential consumers of the on-board system corresponding to the minimum voltage higher than the under-voltage of at least one potential consumer of the on-board electrical network supplied by the on-board electrical system, the at least one consumer possible of the on-board electrical system being chosen from the group of possible consumers of the on-board network consisting of an air conditioner, a lighting system and an audio-visual system of the vehicle;
• the invention also proposes a motor vehicle with a stop and automatic restart device comprising an onboard network provided with a module. voltage supercapacitor network on board, the vehicle further comprising a computer capable of implementing the above method.
• FIG. 1 a synthetic diagram of the architecture of an onboard network of a motor vehicle of the Stop & Start type
• FIG. 2 a block diagram of the development of the setpoint voltage for the control method according to one embodiment of the invention
• FIGS. 3, 4 and 5 are diagrammatic representations, according to a map, of the evolution of the maximum voltage as a function of parameters such as the temperature of the battery, the state of charge of the supercapacitor module or the electrical resistance of the network cabling. .
• the invention relates to a method for managing the shutdown and automatic restart of a motor vehicle engine.
• the vehicle is a vehicle with automatic stop and restart device or Stop & Start vehicle.
• Such a vehicle comprises an onboard network.
• This onboard network comprises an alternator-starter for restarting the engine.
• the onboard network further comprises a device for maintaining the voltage of the vehicle on-board network when restarting the engine with the alternator-starter.
• the holding device comprises a supercapacitor module.
• the term "supercapacitor module” is used regardless of the term “ultracapacity” or its abbreviation "UCAP”.
• the method comprises a step of determining a set voltage to be imposed across the UCAP.
• This voltage to be imposed on the terminals of the UCAP corresponds to a control voltage reloading the UCAP when the UCAP is in operating mode reloading.
• the step of controlling the reloading of the UCAP advantageously ensures that the UCAP stores enough electrical energy before the occurrence of an automatic shutdown of the engine. The stored electrical energy must indeed be sufficient to allow the subsequent automatic restart of the engine while maintaining the voltage of the onboard network.
• the determination of the control setpoint comprises the calculation of an optimum voltage across the UCAP. This optimum voltage corresponds to a nominal operating voltage of the on-board network. Since the nominal operation of the on-board electrical system is still sought, the setpoint voltage of the UCAP is chosen by default to be equal to the optimum voltage.
• a high setpoint voltage and causing a significant systematic load of the UCAP can be considered optimal from the point of view of the contribution to the start / restart services and maintenance of the nominal performance of the components of the onboard network .
• a high load can be detrimental to the protection of the electrical components involved, for example by causing voltages or overheating (overvoltages, overheating, etc.).
• the determination of the control setpoint also includes the calculation of a maximum voltage across the UCAP. This maximum voltage corresponds to a limit voltage for protecting the on-board network.
• the setpoint voltage of the UCAP is chosen equal to the maximum voltage when the optimal voltage is greater than the maximum voltage, that is to say to the protective limit voltage of the onboard network.
• the limit of protection of the edge network is here calculated from a state variable of the alternator-starter.
• This state variable of the alternator-starter is for example the temperature of the alternator-starter.
• the advantage of taking into account a state variable of the alternator-starter is to calculate the maximum setpoint voltage of the UCAP, so that during the next cycle of shutdown and automatic restart, the energy stored by the UCAP which discharges into the onboard network, does not deteriorate the alternator-starter given its state. The life of the alternator-starter is thus increased.
• the invention provides an improved method of managing the shutdown and automatic restart of a motor vehicle engine preserving the life of the components included in the onboard network.
• FIG. 1 shows a synthetic diagram of the on-board network of a motor vehicle of the Stop & Start type.
• the on-board network 20 comprises the device 40 for maintaining the voltage of the on-board network 20.
• the onboard network 20 also comprises a starter 62 and a reversible alternator 64.
• the starter 62 provides a starting function of the engine after prolonged parking of the vehicle, while the reversible alternator 64 provides a restart function of the engine.
• the onboard network further comprises additional components 66 of the onboard network 20 (schematized in the form of a single block). These additional components 66 are components that are possibly included in the on-board network 20 because of the options of the motor vehicle.
• the components 66 are thus called in the following document "possible consumers of the onboard network". These potential consumers 66 include for example an air conditioner, a lighting system, headlights, a radio or an audiovisual system.
• the network 20 further comprises a battery 32 for supplying the voltage of the onboard network 20 to the various components of the onboard network 20.
• the battery 30 is for example a 12V lead battery.
• the reversible alternator 64 is also called alternator-starter.
• the motor vehicle conventionally comprises an accessory facade driven by a belt to link the operation of the onboard network 20 to the operation of the engine.
• the alternator / starter 64 thus has a mode of operation in starter mode, in which the starter-alternator is a drive member of the vehicle accessory frontage strap, allowing transmit a starting torque to the engine.
• the starter 62 is also a drive member of the accessory facade belt of the vehicle.
• the alternator-starter 64 still has a mode of operation in alternator mode in which the alternator-starter recovers the mechanical energy of the rotating heat engine to transform it into electrical energy that it supplies to the network to recharge the battery 32 and the battery.
• UCAP 44 The alternator-starter 64 still has a mode of operation in alternator mode in which the alternator-starter recovers the mechanical energy of the rotating heat engine to transform it into electrical energy that it supplies to the network to recharge the battery 32 and the battery.
• the voltage maintaining device 40 comprises a voltage converter 48 converting the voltage of the on-board network 20 into a voltage across the terminals of the UCAP 44.
• the voltage maintaining device 40 comprises a first switch 42 and a second switch 46.
• the voltage maintaining device 40 switches from operating mode to reload in operating mode in maintaining the network voltage according to the state of these switches 42 and 46.
• the first switch 42 is arranged between the negative pole of the battery 32 and one of the terminals of the UCAP 44, the other terminal of the UCAP 44 being connected to the ground 28 of the edge network 20 via the voltage converter 48.
• the second switch 46 is arranged between the negative pole of the battery 32 and the ground 28 of the onboard network 20.
• the first switch 42 In the operating mode restart, the first switch 42 is in the driving position, while the second switch 46 is in the open position. Thus the first switch 42 electrically connects the battery 30 in series with the UCAP 44. By this switching of the UCAP 44, the energy of the UCAP 44 can ensure the maintenance of the voltage of the edge network 20.
• this mode of operation restart the voltage of the UCAP 44 then gradually decreases so that after a restart, it is useful to provide the reloading of the UCAP 44 to recharge it to a voltage of use.
• the on-board network may include a mode of operation at startup, where the position of the switches 42 and 46 is the same as restarting.
• the UCAP 44 then functions as an additional energy storage starter support that ensures the start or support of the alternator-starter that assists the starter.
• the use of UCAP 44 during startup ie after prolonged parking, provides the advantage of a quick start even in case of very cold engine, in connection for example with climatic conditions.
• the first switch 42 is open and the second switch 46 is passing.
• the second switch 46 then connects the battery 32 directly to the ground 28 and the UCAP 44 is electrically connected in parallel with the battery 32 by the branch comprising the converter 48.
• the converter 48 then adapts the voltage of the on-board network 32 voltage applied across the UCAP 44 to allow its recharging.
• the voltage applied across the terminals of the UCAP 44 is here the target voltage of the UCAP 44.
• the voltage converter 48 is controlled to impose, across the UCAP, the target voltage, calculated as previously described. .
• the converter 48 reloads the UCAP by imposing the target voltage.
• the converter 48 corresponds to a down converter or to a DC / DC converter (direct current / direct current), the voltages used in an onboard network being generally continuous.
• the converter 48 here causes a flow of electric current from the positive terminal of the battery 32 to the UCAP 44.
• the network 20 may further include a mode of operation where the UCAP 44 is in a state of charge corresponding to the setpoint voltage calculated by the proposed method. In such a mode of operation the UCAP can be electrically isolated.
• the network finally comprises a wiring 68 for electrically connecting the various components of the previously described onboard network.
• the onboard network 20 may be arranged in a motor vehicle with a stop device and automatic restart with a heat engine.
• a motor vehicle may comprise a further computer capable of implementing the previously described method.
• the invention also relates to such a motor vehicle. The following description describes more particularly the implementation of a preferred embodiment of the method with respect to the network 20.
• the method proposes to regulate the maximum voltage for the target voltage of the UCAP 44 as a function of the state of the network components (alternator-starter 64, starter 62, battery 32, UCAP 44, wiring 68). ensuring the preservation of the life of these components.
• the challenge of the invention therefore lies in the management of the UCAP voltage setpoint, in a spirit of compromise between optimal performance and organic protection of the various components of the network.
• the method may also include calculating a minimum voltage across the supercapacitor module. This minimum voltage corresponding to the limit voltage for maintaining the safety benefits of the on-board electrical system.
• the target voltage as previously calculated is strictly less than this minimum voltage
• one of the security services normally provided by one of the components of the network 20 may no longer be provided by the additional energy provided by the UCAP. 44.
• the process then comprises, in such a case, the inhibition of the automatic stopping and restarting of the heat engine. In the absence of automatic shutdown, there is no subsequent restart with the alternator-starter in starter operation mode. As the engine of the vehicle is always running, the electrical energy of the on-board electrical system is provided by the conversion of the mechanical energy of the engine via the starter motor into the alternator operating mode. The security benefits are thus not threatened.
• FIG. 2 represents a block diagram of the preferred embodiment of the method.
• Ucons corresponds to the setpoint voltage obtained during the use of the process.
• Umax corresponds to the maximum voltage
• Unom corresponds to the optimal or nominal voltage
• Umin corresponds to the minimum voltage.
• Each of these Umax, Unom, Umin voltages can be obtained from protection criteria, from nominal performance criteria (or nominal criteria) or from security performance criteria (or security criteria) respectively.
• the maximum voltage Umax is thus calculated by determining the minimum of the protection limit voltages Umax_1, Umax_2 to Umax_n, the protection limit voltages being determined for each protection criterion from 1 to n in FIG. 2.
• Umax_1 may correspond to an alternator-starter protection limit voltage which is calculated from one of the alternator-starter state variables, such as the alternator-starter temperature 64.
• Umax_2 to Umax_n may correspond to a limit voltage for protecting a component of the on-board network 20, other than the alternator-starter 48.
• the voltages Umax_2 to Umax_n are for example:
• the protection voltage of the UCAP 44 corresponding to a maximum voltage across the UCAP 44 limiting the aging of the voltage maintaining device
• the protection voltage of the alternator-starter (Umax_1) can be determined by means of a model of the electrical system, that is to say the edge network 20. With such a model can be determined which are the limit values of various physical parameters for which the protection of the alternator-starter is still ensured. Calculation of these limit values of the various parameters then leads to obtaining a map of the protection voltage with respect to these different parameters. As a result, the protection voltage of the alternator-starter Umax_1 can be determined using this predetermined mapping according to at least one of the following parameters:
• the temperature of the battery 32 of the on-board network 20 • the temperature of the electrical machine of the onboard network 20, that is to say the alternator-starter 64 or the starter 62;
• the temperature of the supercapacitor module 40 in voltage are advantageously determined instantaneously.
• the use of a predetermined map then makes it possible to obtain the protection voltage of the alternator-starter instantaneously.
• the protection voltage for one of the criteria of FIG. 2 can be determined using a mapping according to a large number of physical parameters.
• a similar map can be used for the protection voltage of the starter 62.
• FIG. 3 is a schematic representation of the evolution of the maximum voltage Umax_1 as a function of the temperature of the battery Tbatt.
• the evolution of the protection voltage of the alternator-starter Umax_1 can have a decay characteristic as a function of the temperature of the battery. The more the battery 32 is hot, the less the UCAP 44 can be charged to compensate for the decrease in the internal resistance of the battery 32.
• FIG. 4 is a schematic representation of the evolution of the maximum voltage Umax_1 as a function of the state of charge of the battery SOC (abbreviation of the State of Charge for state of charge).
• the evolution of the protection voltage of the alternator-starter Umax_1 can have a decay characteristic as a function of the state of charge of the battery 32. The more the battery 32 is charged, the less the UCAP 44 can the to ensure that the current of the electric machine reaches the maximum protection threshold not to be exceeded.
• the proposed method thus provides compensating management related to the state of the battery.
• the proposed management method increases the target voltage of the UCAP 44 to constitute a greater additional energy storage offsets the large thermal inertia of the battery 32.
• FIG. 5 is a schematic representation of the evolution of the maximum voltage Umax_1 as a function of the electrical resistance of the Rcable edge network wiring.
• the evolution of the protection voltage of the alternator-starter Umax_1 may have a growth characteristic as a function of the electrical resistance of the wiring 68 of the onboard network 20.
• the lower the wiring resistance in the case where the temperature under hood is low which corresponds for example to a case of cold start), less the UCAP can be loaded to compensate for this decrease.
• the use of the Rcable parameter is advantageous because of the fact of taking into account the voltage drops in line for a finer adjustment of the setpoint.
• the minimum voltage Umin is calculated by determining the maximum of the safe performance voltages Umin_1, Umin_2 to Umin_n, the safe performance voltages being determined for each security criterion from 1 to n.
• Umin_1 to Umin_n are for example:
• the optimum voltage Unom is calculated by determining the maximum of the nominal supply voltages Unom_1, Unom_2 to Unom_n, the nominal supply voltages being determined for each nominal criterion from 1 to n. Consequently Unom_1 can correspond to the voltage at the terminals of the UCAP 44 which involves the follow-up of a nominal performance of the UCAP.
• the nominal performance of the UCAP 44 is for example the monitoring of the delivery torque curve during the restart, for which the performances are ideal, such as the absence of shaking of the engine.
• Unom_2 may correspond to the nominal operating voltage of the starter 62 ensuring for example the monitoring of the curve of the delivery torque during startup, for which the performance is ideal, such as the absence of shaking of the engine.
• the proposed method has the advantage of not requiring a current sensor additional to those already provided for the control of the engine control.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Power Engineering (AREA)
• Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
• Control Of Eletrric Generators (AREA)

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• 2010
  • 2010-09-29 FR FR1057857A patent/FR2965309B1/fr active Active
• 2011
  • 2011-09-02 EP EP11764833.7A patent/EP2622206A2/de not_active Withdrawn
  • 2011-09-02 WO PCT/FR2011/052009 patent/WO2012089950A2/fr active Application Filing

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