Description:TECHNICAL FIELD
[001] Embodiments disclosed herein relate to vehicle energy management systems, and more particularly to an Intelligent Energy Management (IEM) systems in vehicles for managing the operations of an alternator in the vehicle.
BACKGROUND
[002] Currently, Intelligent Energy Management (IEM) systems rely on an Intelligent battery sensor (IBS) for managing the operations of the alternator. This can lead to an increase in costs, issues due to non-availability of the required chips/ICs, complexity during emission/COP (Conformity of Production) trials, additional wiring/harnesses, additional sub assembly requirements, additional voltage requirements, and so on. IBSs also require a self-calibration down time, which can be as much as 4 hours after fully charging a battery of the vehicle.
OBJECTS
[003] The principal object of embodiments herein is to disclose Intelligent Energy Management (IEM) systems in vehicles for managing the operations of an alternator in the vehicle, wherein an Engine Management System (EMS) Electronic Control unit (ECU) can manage the modes of operation of an alternator of the vehicle, providing battery tell-tale indications, and raising error flags (in case of malfunction(s)).
[004] These and other aspects of the embodiments herein will be better appreciated and understood when considered in conjunction with the following description and the accompanying drawings. It should be understood, however, that the following descriptions, while indicating at least one embodiment and numerous specific details thereof, are given by way of illustration and not of limitation. Many changes and modifications may be made within the scope of the embodiments herein without departing from the spirit thereof, and the embodiments herein include all such modifications.
BRIEF DESCRIPTION OF FIGURES
[005] Embodiments herein are illustrated in the accompanying drawings, through out which like reference letters indicate corresponding parts in the various figures. The embodiments herein will be better understood from the following description with reference to the drawings, in which:
[006] FIG. 1 depicts an Intelligent Energy Management (IEM) system, according to embodiments as disclosed herein;
[007] FIG. 2 depicts the EMS ECU, according to embodiments as disclosed herein;
[008] FIG. 3 is a flowchart depicting the process of the alternator operating in the cut-off mode, according to embodiments as disclosed herein;
[009] FIG. 4 is a flowchart depicting the process of the alternator operating in the regenerative braking mode, according to embodiments as disclosed herein; and
[0010] FIG. 5 is a flowchart depicting the process of the alternator operating in the normal mode, according to embodiments as disclosed herein.
DETAILED DESCRIPTION
[0011] The embodiments herein and the various features and advantageous details thereof are explained more fully with reference to the non-limiting embodiments that are illustrated in the accompanying drawings and detailed in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
[0012] The embodiments herein achieve an Intelligent Energy Management (IEM) system in vehicles for managing the operations of an alternator in the vehicle, wherein an Engine Management System (EMS) Electronic Control unit (ECU) can manage the modes of operation of an alternator of the vehicle, providing battery tell-tale indications, and raising error flags (in case of malfunction(s)). Referring now to the drawings, and more particularly to FIGS. 1 through 5, where similar reference characters denote corresponding features consistently throughout the figures, there are shown embodiments.
[0013] FIG. 1 depicts an Intelligent Energy Management (IEM) system. The system (100), as depicted, comprises an Engine Management System (EMS) Electronic Control unit (ECU) (101) connected to an alternator (102). The alternator (102) can operate in a plurality of modes, such as, but not limited to, a cut-off mode, a regen mode, and a normal mode. The EMS ECU (101) can be connected with the alternator (102) using a network, such as, but not limited to, Controlled Area Network (CAN), Local Interconnect Network (LIN), and so on. The EMS ECU (101) can control the modes of the alternator (102) based on a plurality of inputs, such as a plurality of vehicle parameters, a plurality of alternator parameters, and a plurality of battery parameters.
[0014] The EMS ECU (101) can be further connected to at least one user interface (103). The EMS ECU (101) can be connected with the user interface (103) using a network, such as, but not limited to, a CAN, a hardwired connection, and so on. The user interface (103) can be used to provide information to a user of the vehicle. Examples of the user interface (103) can be, but not limited to, an instrument console of the vehicle, an infotainment system of the vehicle, a central console of the vehicle, a heads-up display (HUD), a user device (such as a mobile phone, a computer, a tablet, or any other device that is capable of interacting with the vehicle, such as using an app), a wearable device, and so on.
[0015] FIG. 2 depicts the EMS ECU. The EMS ECU (101) can comprise of an IEM function controller (201), and a diagnostic module (202). The IEM function controller (201) can receive a plurality of inputs, such as a plurality of vehicle parameters, a plurality of alternator parameters, and a plurality of battery parameters. Example of the vehicle parameters can be, but not limited to, vehicle speed, engine speed, status of the lights (such as the headlamp, tail lights, interior lights, ambient lights, and so on), status of blower(s) present in the vehicle, status of the Heating Ventilation and Air Conditioning (HVAC) system in the vehicle, operational status of the infotainment system present in the vehicle, status of driver information systems (such as the instrument console, central console, HUDs, and so on), and any other module/system present in the vehicle that requires energy for performing its respective operations (i.e., loads). Examples of the alternator parameters can be, but not limited to, alternator terminal voltages, excitation current, and so on. Examples of the battery parameters can be, but not limited to, current/voltage of the battery (not shown), temperature of the battery (based on inputs from a temperature sensor (not shown)), and so on. In an embodiment herein, the battery can be a lead-acid battery.
[0016] Based on the plurality of inputs, the IEM function controller (201) can determine a mode of operation for the alternator (102). The alternator (102) can operate in a plurality of modes, such as, but not limited to, the cut-off mode, the regen mode, and the normal mode. The alternator (102) modes can depend on the plurality of vehicle parameters, the plurality of alternator parameters, and the plurality of battery parameters.
[0017] The IEM function controller (201) can check the health condition of the battery. The IEM function controller (201) can determine the battery to be healthy if the voltage of the battery is within a pre-defined range. For example, the IEM function controller (201) can determine the battery to be healthy if the voltage of the battery ranges from 12.7V to 12.8V. On determining that the battery is healthy, the IEM controller (201) can apply the cut-off mode. In the cut-off mode, the IEM controller (201) can configure the alternator (102) to provide a first pre-defined voltage from the battery. In an example herein, in the cut-off mode, the IEM controller (201) can configure the alternator to provide a voltage at 10.6V from the battery. The IEM function controller (201) can cut off the alternator output that was being used for charging the battery. The battery can further supply the loads currently operating in the vehicle, with power. This can result in an improvement in the Specific Fuel Consumption (SFC) in New European Driving Cycle/ Real World Usage Pattern (NEDC/RWUP) cycles as a result of removal of the engine to alternator load(s).
[0018] The IEM function controller (201) can check if the user of the vehicle has applied brakes, or the vehicle is coasting. The IEM function controller (201) can determine if the user of the vehicle has applied brakes, and/or the vehicle is coasting based on the vehicle parameters. On determining that the user of the vehicle has applied brakes, and/or the vehicle is coasting, the IEM controller (201) can apply the regen mode. In the regen mode, the IEM controller (201) can configure the alternator (102) to provide a second pre-defined voltage from the battery. In an example herein, in the regen mode, the IEM controller (201) can configure the alternator to provide a voltage of approximately 15.5V. The battery can then be charged by the alternator (102). This can result in an improvement in the derogation factor (as defined by Government agencies in emission standards) by utilizing engine braking energy.
[0019] The IEM function controller (201) can check the health condition of the battery. The IEM function controller (201) can determine the battery to be unhealthy if the voltage of the battery is less than a pre-defined voltage value. For example, the IEM function controller (201) can determine the battery to be unhealthy if the voltage of the battery range is less than 12.7V. On determining that the battery is unhealthy, the IEM controller (201) can apply the normal mode. In the normal mode, the IEM controller (201) can configure the alternator (102) to charge the battery at a third pre-defined voltage value. In an example herein, the IEM controller (201) can configure the alternator (102) to charge the battery at 14.5V. In the normal mode, the battery can be charged, and additional systems/features (such as, but not limited to, the Emergency Stop Signal system (ESS)) can operate even in NEDC/RWUP cycles.
[0020] Based on the plurality of inputs, the IEM function controller (201) can determine a load response time. Based on the determined load response time, the alternator set voltage is ramped up slowly (not instant set voltage), so that the alternator (102) will respond based on the set voltage.
[0021] Based on the plurality of inputs, the IEM function controller (201) can provide indications to the user using the user interface (103), regarding the health of the battery in the vehicle (not shown) and the alternator (102). For example, the IEM function controller (201) can provide a battery tell-tale condition in the instrument console of the vehicle.
[0022] Based on the plurality of inputs, the diagnostic module (202) can raise an error flag, on the diagnostic module (202) detecting a malfunction in at least one of the alternator (102) and the battery.
[0023] FIG. 3 is a flowchart depicting the process of the alternator operating in the cut-off mode. In step 301, the IEM function controller (201) checks the health condition of the battery. The IEM function controller (201) determines the battery to be healthy if the voltage of the battery is within the pre-defined range. For example, the IEM function controller (201) can determine the battery to be healthy if the voltage of the battery ranges from 12.7V to 12.8V. On determining that the battery is healthy, in step 302, the IEM controller (201) applies the cut-off mode. In the cut-off mode, in step 303, the alternator provides (102) the first pre-defined set voltage from the EMS ECU. In an example herein, in the cut-off mode, the alternator provides a voltage at 10.6V from the battery. In step 304, the IEM function controller (201) cuts off the alternator output that was being used for charging the battery. In step 305, the battery further supplies the loads currently operating in the vehicle. This can result in an improvement in the SFC in NEDC/RWUP cycles as a result of removal of the engine to alternator load(s). The various actions in method 300 may be performed in the order presented, in a different order or simultaneously. Further, in some embodiments, some actions listed in FIG. 3 may be omitted.
[0024] FIG. 4 is a flowchart depicting the process of the alternator operating in the regen mode. In step 401, the IEM function controller (201) checks if the user of the vehicle has applied brakes, and/or the vehicle is coasting based on the vehicle parameters. On determining that the user of the vehicle has applied brakes, and/or the vehicle is coasting, in step 402, the IEM controller (201) applies the regen mode. In the regen mode, in step 403, the alternator (102) provides the second pre-defined set voltage from the EMS ECU (101). In an example herein, in the regen mode, the alternator provides a voltage of approximately 15.5V. In step 404, the alternator (102) charges the battery. This can result in an improvement in the derogation factor benefit by utilizing engine braking energy. The various actions in method 400 may be performed in the order presented, in a different order or simultaneously. Further, in some embodiments, some actions listed in FIG. 4 may be omitted.
[0025] FIG. 5 is a flowchart depicting the process of the alternator operating in the normal mode. In step 501, the IEM function controller (201) can check if the battery is unhealthy; i.e., the voltage of the battery is less than the pre-defined voltage value. On determining that the battery is unhealthy, in step 502, the IEM controller (201) applies the normal mode. In the normal mode, in step 503, the alternator (102) charges the battery at the third pre-defined set voltage from the EMS ECU (101). In an example herein, the alternator (102) charges the battery at 14.5V. In the normal mode, the battery can be charged, and additional systems/features (such as, but not limited to, the Emergency Stop Signal system (ESS)) can operate even in NEDC/RWUP cycles. The various actions in method 500 may be performed in the order presented, in a different order or simultaneously. Further, in some embodiments, some actions listed in FIG. 5 may be omitted.
[0026] Embodiments herein can reduce costs, as the IBS and associated harness and assemblies are eliminated, and the corresponding assembly processes are also eliminated. Embodiments herein avoid issues, such as, wrong SOC prediction if the IBS is disrupted by scenarios, such as, increased dark currents, external disturbances, disconnection of the battery negative cable following flashing, or routine maintenance. Due to the absence of column counting, embodiments herein do not require self-calibration (which typically takes 4 hours, after the battery is being fully charged) and does not depend on battery capacity. As the IBS is eliminated by embodiments disclosed herein, a voltage drop is eliminated across the IBS sensor shunt, which can help to improve cranking voltage dip, enabling ESS functionality in subsequent ESS cycles without needing bypass.
[0027] In embodiments disclosed herein, the EMS ECU acts as a master which receives sensor signals via the CAN and/or the LIN required and controls the LIN Alternator as slave for the IEM functionality, as compared to conventional systems, wherein the BMS acts as the master and LIN alternator acts as the slave.
[0028] The embodiments disclosed herein can be implemented through at least one software program running on at least one hardware device and performing network management functions to control the network elements. The network elements include blocks which can be at least one of a hardware device, or a combination of hardware device and software module.
[0029] The embodiment disclosed herein describes an Intelligent Energy Management (IEM) system in vehicles for managing the operations of an alternator in the vehicle. Therefore, it is understood that the scope of the protection is extended to such a program and in addition to a computer readable means having a message therein, such computer readable storage means contain program code means for implementation of one or more steps of the method, when the program runs on a server or mobile device or any suitable programmable device. The method is implemented in at least one embodiment through or together with a software program written in e.g., Very high speed integrated circuit Hardware Description Language (VHDL) another programming language, or implemented by one or more VHDL or several software modules being executed on at least one hardware device. The hardware device can be any kind of portable device that can be programmed. The device may also include means which could be e.g., hardware means like e.g., an ASIC, or a combination of hardware and software means, e.g., an ASIC and an FPGA, or at least one microprocessor and at least one memory with software modules located therein. The method embodiments described herein could be implemented partly in hardware and partly in software. Alternatively, the invention may be implemented on different hardware devices, e.g., using a plurality of CPUs.
[0030] The foregoing description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of embodiments and examples, those skilled in the art will recognize that the embodiments and examples disclosed herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
, Claims:We claim:
1. An Intelligent Energy Management system (100) in a vehicle, the system comprising:
an Engine Management System (EMS) Electronic Control unit (ECU) (101); and
an alternator (102);
wherein the EMS ECU (101) is configured for:
receiving a plurality of vehicle parameters, a plurality of alternator (102) parameters, and a plurality of parameters of a battery present in the vehicle; and
determining a mode of operation of the alternator (102), wherein the mode of operation can be one of a cut-off mode, a regen mode, and a normal mode.

2. The Intelligent Energy Management system (100), as claimed in claim 1, wherein the plurality of vehicle parameters comprise speed of the vehicle, speed of an engine in the vehicle, status of the lights in the vehicle, status of blower(s) present in the vehicle, status of Heating Ventilation and Air Conditioning (HVAC) system in the vehicle, operational status of an infotainment system present in the vehicle, status of driver information systems, and any other load in the vehicle.

3. The Intelligent Energy Management system (100), as claimed in claim 1, wherein the plurality of alternator (102) parameters comprises alternator terminal voltages, and excitation current.

4. The Intelligent Energy Management system (100), as claimed in claim 1, wherein the plurality of parameters of the battery comprises current/voltage of the battery, and a temperature of the battery.

5. The Intelligent Energy Management system (100), as claimed in claim 1, wherein the system further comprises a user interface (103), wherein the user interface (103) can display information related to the alternator (102) and the battery.

6. The Intelligent Energy Management system (100), as claimed in claim 1, wherein the EMS ECU (101) can raise an error flag, on determining a malfunction in at least one of the alternator (102) and the battery.

7. The Intelligent Energy Management system (100), as claimed in claim 1, wherein the EMS ECU (101) can determine a load response time.

8. The Intelligent Energy Management system (100), as claimed in claim 1, wherein in the cut-off mode, the EMS ECU (101) is further configured for:
applying the cut-off mode, if the battery is determined to be healthy;
configuring the alternator (102) to provide a first pre-defined set voltage from the battery;
cutting off output of the alternator that was being used for charging the battery; and
supplying one or more loads currently operating in the vehicle by the battery.

9. The Intelligent Energy Management system (100), as claimed in claim 1, wherein in the regen mode, the EMS ECU (101) is further configured for:
applying the regen mode, if the user of the vehicle has applied brakes, or the vehicle is coasting;
configuring the alternator (102) to provide a second pre-defined set voltage from the battery; and
charging the battery by the alternator (102).

10. The Intelligent Energy Management system (100), as claimed in claim 1, wherein in the normal mode, the EMS ECU (101) is further configured for:
applying the normal mode, if the battery is unhealthy; and
configuring the alternator (102) to charge the battery at a third pre-defined set voltage.