Claims:We claim:
1. A method for managing electrical energy in a vehicle (100), the method comprising:
generating, by an alternator (101) in the vehicle (100), an impulsive electrical energy from kinetic energy generated in the vehicle (100), wherein the kinetic energy is converted to the impulsive electrical energy during at least one of application of brake and coasting of the vehicle (100); and
charging, by the vehicle (100), a secondary battery (103) of the vehicle (100) using the impulsive electrical energy obtained from the kinetic energy of the vehicle (100).
2. The method, as claimed in claim 1, wherein an alternator set voltage of the alternator (101) is controlled based on the kinetic energy generated in vehicle (100), wherein the alternator set voltage represents the impulsive electrical energy.
3. The method, as claimed in claim 1, wherein the vehicle (100) further comprises a primary battery (102), wherein an electrical energy, generated from a mechanical energy extracted from an engine (104) of the vehicle (100), is distributed to the primary battery (102) and the secondary battery (103).
4. The method, as claimed in claim 3, wherein amount of the generated electrical energy is varied by controlling the alternator set voltage of the alternator (101), wherein the amount of the electrical energy generated is based on amount of the mechanical energy extracted from the engine (104) of the vehicle (100).
5. The method, as claimed in claim 3, wherein the distribution of the electrical energy to the primary battery (102) and the secondary battery (103) is based on at least one of a State of Charge (SoC) of the primary battery (102), and a SoC of the secondary battery (103), and a mode of operation of the engine (104).
6. The method, as claimed in claim 5, wherein the electrical energy is distributed to at least one of the primary battery (102) and the secondary battery (103) if at least one condition is satisfied, wherein the at least one condition comprises the engine (104) is operating in a high efficiency mode, the SoC of the primary battery (102) is less than a predefined threshold, and the SoC of the secondary battery (103) is less than the predefined threshold.
7. The method, as claimed in claim 5, wherein the alternator (101) does not extract mechanical energy from the engine (104) of the vehicle (100), for conversion into electrical energy, if the engine (104) is operating in one of an idle mode and a cut-off mode.
8. The method, as claimed in claim 3, wherein at least one electrical load (105, 106) is driven by at least one of the primary battery (102) and the secondary battery (103), if the engine (104) is operating in one of the idle mode and the cut-off mode.
9. The method, as claimed in claim 8, wherein the at least one electrical load (105, 106) in the vehicle (100) is driven using one of the primary battery (102) and the secondary battery (103), wherein selection of one of the primary battery (102) and the secondary battery (103) for driving the at least one electrical load (105, 106) is based on at least one of power rating of the at least one electrical load (105, 106) and sensitivity of the at least one electrical load (105, 106).
10. The method, as claimed in claim 3, wherein the distribution of the electrical energy to the primary battery (102) and the secondary battery (103) is controlled by a smart changeover switch (107).
11. An vehicle (100) configured to manage generation and utilization of electrical energy in the vehicle (100), the vehicle (100) comprising:
an alternator (101), wherein the alternator (101) is configured to generate an impulsive electrical energy from kinetic energy generated in the vehicle (100), wherein the kinetic energy is converted to the impulsive electrical energy during at least one of application of brake and coasting of the vehicle (100); and
a secondary battery (103), wherein the secondary battery (103) is charged using the impulsive electrical energy obtained from the kinetic energy of the vehicle (100).
12. The vehicle (100), as claimed in claim 11, wherein an alternator set voltage of the alternator (101) is controlled, by a master controller (110) in the vehicle (100), based on the kinetic energy generated in vehicle (100), wherein the alternator set voltage represents the impulsive electrical energy.
13. The vehicle (100), as claimed in claim 11, wherein the vehicle (100) further comprises a primary battery (102), wherein an electrical energy, generated from a mechanical energy extracted from an engine (104) of the vehicle (100), is distributed to the primary battery (102) and the secondary battery (103).
14. The vehicle (100), as claimed in claim 13, wherein amount of the generated electrical energy is varied by controlling the alternator set voltage of the alternator (101), wherein the amount of the electrical energy generated is based on amount of the mechanical energy extracted, by the alternator (100), from the engine (104) of the vehicle (100).
15. The vehicle (100), as claimed in claim 13, wherein the distribution of the electrical energy to the primary battery (102) and the secondary battery (103) is based on at least one of a State of Charge (SoC) of the primary battery (102), and a SoC of the secondary battery (103), and a mode of operation of the engine (104).
16. The vehicle (100), as claimed in claim 15, wherein the electrical energy is distributed to at least one of the primary battery (102) and the secondary battery (103) if at least one condition is satisfied, wherein the at least one condition comprises the engine (104) is operating in a high efficiency mode, the SoC of the primary battery (102) is less than a predefined threshold, and the SoC of the secondary battery (103) is less than the predefined threshold.
17. The vehicle (100), as claimed in claim 15, wherein the alternator (101) does not extract mechanical energy from the engine (104) of the vehicle (100), for conversion into electrical energy, if the engine (104) is operating in one of an idle mode and a cut-off mode.
18. The vehicle (100), as claimed in claim 13, wherein the vehicle further comprises at least one electrical load (105, 106), wherein the at least one electrical load (105, 106) is driven by at least one of the primary battery (102) and the secondary battery (103), on determining that the engine (104) is operating in one of the idle mode and the cut-off mode.
19. The vehicle (100), as claimed in claim 18, wherein the at least one electrical load (105, 106) in the vehicle (100) is driven using one of the primary battery (102) and the secondary battery (103), wherein selection of one of the primary battery (102) and the secondary battery (103) for driving the at least one electrical load (105, 106) is based on at least one of power rating of the at least one electrical load (105, 106) and sensitivity of the at least one electrical load (105, 106).
20. The vehicle (100), as claimed in claim 13, wherein the vehicle further comprises a smart changeover switch (107), wherein the smart changeover switch (107) controls the distribution of the electrical energy to the primary battery (102) and the secondary battery (103).
, Description:TECHNICAL FIELD
[001] Embodiments herein relate to energy management in vehicles, and more particularly to an intelligent electrical energy management system in a vehicle to control the usage of electrical energy in the vehicle by controlling alternator set voltage.

BACKGROUND
[002] With growing environmental concerns and strict norms of emission, there is a need to improve fuel efficiency of vehicles by minimizing the amount of energy that is wasted in the vehicles. A vehicle includes an alternator for converting mechanical energy to electrical energy. The alternator obtains the mechanical energy from the engine of the vehicle. The electrical energy generated from the mechanical energy, is used for driving electrical loads in the vehicle. Currently, the alternators installed in the vehicles continuously extract about 4-5 % of the mechanical energy extracted from the engine to generate the required electrical energy for driving the electrical loads, continuous load and/or user dependent load. Currently, there is no mechanism that can control the extraction of mechanical energy, from the engine, by the alternator of the vehicle. Further, during braking, kinetic energy of the vehicle is lost in the form of heat energy through the brake pads of the vehicle. The vehicle has no means to utilize this kinetic energy.

OBJECTS
[003] The principal object of the embodiments herein is to disclose an intelligent electrical energy management system for improving the fuel efficiency of a vehicle by managing the generation of electrical energy by an alternator of the vehicle and utilization of the generated electrical energy, wherein generation of the electrical energy can be controlled based on the state (mode of operation) of the vehicle and parameters pertaining to batteries in the vehicle.
[004] Another object of the embodiments herein is to provide secondary energy storage equipment (battery), along with a primary battery, wherein electrical energy generated by the alternator can be distributed to the primary battery and the secondary battery, wherein the distribution of the electrical energy amongst the primary and the secondary batteries is controlled using a smart changeover switch.
[005] Another object of the embodiments herein is to detect at least one of State of Charge (SoC) of the primary battery, SoC of the secondary battery, and mode of operation of the vehicle, wherein the distribution of the electrical energy, amongst the primary battery and the secondary battery, using the smart changeover switch, is based on the SoC of the primary battery, the SoC of the secondary battery, and the mode of operation of the vehicle.
[006] Another object of the embodiments herein is to prevent the extraction of mechanical energy from the engine, for conversion to electrical energy, and drive electrical loads of the vehicle using the primary battery and the secondary battery, when the vehicle is operating in the idle mode.
[007] Another object of the embodiments herein is to distribute the driving of electrical loads of the vehicle amongst the primary battery and the secondary battery based on at least one of power rating and the sensitivity of the electrical loads.
[008] Another object of the embodiments herein is to detect either an application of brake or coasting of the vehicle, and convert a kinetic energy generated in the vehicle, during the application of brake or during the coasting, into an impulsive electrical energy.
[009] Another object of the embodiments herein is to control an alternator set voltage of the alternator of the vehicle based on the kinetic energy generated in the vehicle, wherein the alternator set voltage represents the impulsive electrical energy.
[0010] Another object of the embodiments herein is to charge the secondary battery using the impulsive electrical energy.

SUMMARY
[0011] Accordingly, the embodiments provide an intelligent electrical energy management system in a vehicle for improving fuel efficiency of the vehicle. The improvement in the fuel efficiency of the vehicle can be achieved through distribution of electrical energy to a primary energy storage equipment (battery) and a secondary battery, driving electrical loads of the vehicle using the primary battery and the secondary battery based on mode of operation of an engine of a vehicle, and converting kinetic energy, generated in the vehicle during vehicle coasting or application of braking, to an impulsive electrical energy for charging the secondary battery.
[0012] The embodiments include utilizing mechanical energy, extracted from the engine of the vehicle based on the state of the vehicle. The mechanical energy is extracted by an alternator of the vehicle, when the vehicle is operating in a high efficiency mode. The electrical energy generated by the alternator is distributed to the primary battery and the secondary battery. The distribution of the electrical energy amongst the primary battery and the secondary battery is controlled using a smart changeover switch. The smart changeover switch can be controlled using a master controller.
[0013] The embodiments include detecting State of Charge (SoC) of the primary battery, SoC of the secondary battery, and the mode of operation of the vehicle. The distribution of the electrical energy, amongst the primary battery and the secondary battery, is based on at least one of the SoC of the primary battery, the SoC of the secondary battery, and the mode of operation of the vehicle. The embodiments include charging the primary battery if the SoC of the primary battery is less than a threshold SoC, and charging the secondary battery if the SoC of the secondary battery is less than a threshold SoC, if the vehicle is operating in the high efficiency mode.
[0014] The embodiments include preventing the extraction of mechanical energy from the engine, for conversion to electrical energy, when the vehicle is operating in an idle mode or a cut-off mode. The embodiments include driving at least one electrical load of the vehicle using the primary battery and the secondary battery, when the vehicle is operating in the idle mode or the cut-off mode. The embodiments include distributing the driving of the at least one electrical loads of the vehicle, amongst the primary battery and the secondary battery, based on at least one of power rating and the sensitivity of the at least one electrical load.
[0015] The embodiments include detecting an application of brake by a driver of the vehicle or coasting of the vehicle. The embodiments include converting a kinetic energy generated in the vehicle, during the application of brake or during the coasting, into an impulsive electrical energy. The embodiments include controlling an alternator set voltage of the alternator of the vehicle based on the kinetic energy generated in the vehicle. The alternator set voltage represents the impulsive electrical energy. The embodiments include charging the secondary battery using the impulsive electrical energy.
[0016] 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 embodiments 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
[0017] 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:
[0018] FIG. 1 depicts a vehicle comprising an intelligent electrical energy management system, which is configured to improve the fuel efficiency of the vehicle by controlling the generation and utilization of electrical energy generated in the vehicle, according to embodiments as disclosed herein;
[0019] FIG. 2 depicts distribution of driving of electrical loads between a primary battery and a secondary battery in the vehicle, according to embodiments as disclosed herein;
[0020] FIG. 3 is a block diagram depicting the management of electrical energy, generated by an alternator in the vehicle, based on a detected drive condition of the vehicle, according to embodiments as disclosed herein; and
[0021] FIG. 4 is a block diagram depicting the driving of light electrical loads of the vehicle using impulsive electrical energy, wherein the impulsive electrical energy is obtained from kinetic energy of the vehicle during regenerative braking and coasting, according to embodiments as disclosed herein.

DETAILED DESCRIPTION
[0022] 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.
[0023] Embodiments herein disclose an intelligent electrical energy management system for improving fuel efficiency of a vehicle and effectively utilizing electrical energy, generated by an alternator of the vehicle, based on the state of the vehicle and parameters pertaining to at least one battery of the vehicle. Referring now to the drawings, and more particularly to FIGS. 1 through 4, where similar reference characters denote corresponding features consistently throughout the figures, there are shown preferred embodiments.
[0024] FIG. 1 depicts a vehicle 100 comprising an intelligent electrical energy management system, which is configured to improve the fuel efficiency of the vehicle 100 by controlling the generation and utilization of electrical energy generated in the vehicle 100, according to embodiments as disclosed herein. As depicted in FIG. 1, the vehicle 100 comprises a recuperation alternator 101, a primary battery 102, a secondary battery 103, an engine 104, electrical loads (heavy electrical loads 105 and light electrical loads 106), a smart changeover switch 107, a first switch 108, a second switch 109, a master controller 110, and a (primary battery 102) battery sensor 111.
[0025] The recuperation alternator 101 is a Local Interconnect Network (LIN) based alternator 101. The recuperation alternator 101 can be referred to as an alternator 101. The alternator 101 is a high efficiency alternator with a recuperation feature. The recuperation feature allows the alternator 101 to pump (impulsive) electrical energy to the Lithium-Ion Battery (secondary battery 103) during regenerative braking.
[0026] In an example, the primary battery 102 is a Lead Acid battery. In an example, the secondary battery 103 is a Lithium-ion battery. The Lithium-ion battery (secondary battery 103) is capable of accepting a high charging current during regenerative braking. The secondary battery 103 includes a (built-in) Battery Management System (BMS) to monitor parameters such as, but not limited to, operating conditions/modes of the secondary battery 103, voltage and current levels of the secondary battery 103, temperature of the secondary battery 103, State of Charge (SoC) of the secondary battery 103, State of Health (SoH) of the secondary battery 103, capacity of the secondary battery 103, and so on, to protect the secondary battery 103. In an embodiment, the BMS, in the secondary battery 103, can send the monitored parameters to the maser controller 110.
[0027] The heavy electrical loads 105 include a starter, a headlamp, a radiator fan, and so on. The light electrical loads 106 include the master controller 110 and other light electrical and electronic loads in the vehicle 100. The embodiments attribute electrical loads of the vehicle as heavy electrical loads 105 or light electrical loads 106 based on at least one of power rating and the sensitivity of the electrical loads. The embodiments attribute electrical loads of the vehicle as heavy electrical loads 105 or light electrical loads 106 for distributing the driving of the electrical loads of the vehicle amongst the primary battery 102 and the secondary battery 103. The primary battery 102 is used for driving the heavy electrical loads 105. The secondary battery 103 is used for driving the light electrical loads 106.
[0028] In an example, the master controller 110 is Engine Management System-Engine Control Unit (EMS-ECU). In an example, the smart changeover switch 107 can be a Metal Oxide Semiconductor Field Effect Transistor (MOSFET) based electronic switch. The battery sensor 111 can monitor health parameters (such as SoC, SoH, temperature, and so on) pertaining to the primary battery 102 and send the monitored health parameters to the master controller 110 through LIN.
[0029] The embodiments herein provide a methodology for controlling an alternator set voltage of the alternator 101 the vehicle 100. In an embodiment, the alternator set voltage can be controlled by the master controller 110 by varying the alternator set voltage. The master controller 110 can vary the alternator set voltage by varying an amount of (mechanical) energy extracted from the engine 104, by the alternator 101. The control of alternator set voltage can impact the charging of the primary battery 102 and the secondary battery 103, which drive the heavy electrical loads 105 and the light electrical loads 106 respectively. Therefore, the alternator set voltage is controlled (increased or decreased) based on vehicle load requirements, i.e., power requirements of the heavy electrical loads 105 and power requirements of the light electrical loads 106.
[0030] The alternator set voltage can also be controlled for charging the secondary battery 103 (Lithium-ion battery) using electrical energy generated during regenerative braking. The kinetic energy of the vehicle 100 is converted to impulsive electrical energy during braking (which is lost as heat in the braking pads) and vehicle coasting. The impulsive electrical energy is directly proportional to the alternator set voltage. Therefore, when the kinetic energy of the vehicle 100 is converted to the impulsive electrical energy, the alternator set voltage increases. The increase in the alternator set voltage can increase the current flow towards the secondary battery 103, thereby charging the secondary battery 103.
[0031] If there is a requirement for driving the heavy electrical loads 105, the charge stored in the primary battery 102 is expedited. Similarly, if there is a requirement for driving the light electrical loads 106, the charge stored in the secondary battery 103 is expedited. The embodiments include determining the SoC of the primary battery 102 and the SoC of the secondary battery 103. If it is that detected, by the master controller 110, that the SoC of the primary battery 102 is less than a predefined threshold, the embodiments include charging the primary battery 102. If it is that detected, by the master controller 110, that the SoC of the secondary battery 103 is less than the predefined threshold, the embodiments include charging the secondary battery 103. However, the primary battery 102 and/or the secondary battery 103 can be charged based on the mode of operation of the engine 104.
[0032] The embodiments include determining the mode of operation of the engine 104. The engine 104 can operate in high-efficiency region or in cut-off region or idle region. The embodiments include charging the primary battery 102 and/or the secondary battery 103 if the engine 104 is operating in the high-efficiency region. If it is detected that the engine 104 is operating in the cut-off mode or the idle mode, the primary battery 102 and/or the secondary battery 103 are not charged.
[0033] The embodiments control the alternator set voltage to generate charge (electrical energy), which can be used for driving the heavy electrical loads 105 and the light electrical loads 106 in the vehicle 100. The alternator set voltage is increased if the primary battery 102 and/or the secondary battery 103 need to be charged. Once the primary battery 102 and/or the secondary battery 103 are charged, the alternator set voltage is decreased. The electrical energy, used for charging the primary battery 102 and/or the secondary battery 103, can be obtained by extracting mechanical energy from the engine 104 and converting the mechanical energy into the electrical energy. The extraction of the mechanical energy from the engine 104 can be optimized based on the mode of operation of the engine 104 (driving conditions of the vehicle 100).
[0034] The alternator 101 can extract the mechanical energy from the engine 104 and, thereafter, convert the mechanical energy into the electrical energy (which controls the alternator set voltage), if it is determined, by the master controller 110, that the engine 104 is operating in the high-efficiency mode and the SoC of the primary battery 102 is less than the predefined threshold and/or the secondary battery 103 is less than the predefined threshold. The alternator 101 does not extract mechanical energy from the engine 104 if it is determined, by the master controller 110, that the engine 104 is operating in the idle mode or cut-off mode. In that scenario, charge stored in the primary battery 102 can be used for driving the heavy electrical loads 105 and charge stored in the secondary battery 103 can be used for driving the light electrical loads 106.
[0035] The embodiments allow the utilization of the impulsive electrical energy, which is generated during regenerative braking or coasting, for driving the light electrical loads 106, when the master controller detects that the vehicle 100 is operating in the cut-off mode or idle mode. The alternator 101 converts the kinetic energy of the vehicle to the impulsive electrical energy, during regenerative braking or coasting, in order to increase the alternator set voltage. The increase in the alternator set voltage increases the current flow towards the secondary battery 103, thereby charging the secondary battery 103.
[0036] The smart changeover switch 107 can be controlled by the master controller 110 using LIN. The master controller 110 can control the current (charge or electrical energy), generated by the alternator 101, flowing to the primary battery 102 and the secondary battery 103, from the alternator 101, based on at least one input received from master controller 110.
[0037] In an example, the at least one input, provided by the master controller 110, to the smart changeover switch 107 can be first switch (labeled as S-1) 108 ON and second switch (labeled as S-2) 109 OFF. Based on this input, received from the master controller 110, the smart changeover switch 107 can direct the flow of current to the primary battery 102 (Lead-Acid battery) (thereby charging the primary battery 102).
[0038] In an example, the at least one input, provided to the smart changeover switch 107 can be the first switch 108 OFF and the second switch 109 ON. Based on this input, received from the master controller 110, the smart changeover switch 107 can direct the flow of current to the secondary battery 103 (Lithium-Ion battery) (thereby charging the secondary battery 103).
[0039] The first switch (S-1) 108 and the second switch S-2 109 can be controlled by the master controller 110 using the smart changeover switch 107. The master controller 110 can provide the at least one input to the smart changeover switch 107, based on at least one of the mode of operation of the engine 104 (vehicle 100 driving conditions), the SoC of the primary battery 102 (Lead Acid battery), and the SoC of the secondary battery 103 (Lithium-Ion battery).
[0040] In an embodiment, during initial conditions, (when the engine 104 is not running (operating in idle mode, cut-off mode, low-efficiency mode) or cranking), the first switch (S-1) 108 and the second switch (S-2) 109 will be in OFF condition. The alternator set voltage can be set to 10.6 V (electrical energy is not generated as the alternator 101 does not extract mechanical energy from the engine 104). When the engine 104 starts running (starts operating in the high-efficiency mode), based on parameters (such as SoC) pertaining to the pertaining to primary battery 102 and the secondary battery 103, the master controller 110 (on receiving the parameters pertaining to primary battery 102 and the secondary battery 103) can provide the at least one input to the smart changeover switch 107 to control the first switch (S-1) 108 and the second switch (S-2) 109 and the alternator set voltage.
[0041] If the SoC of the primary battery 102 is less than the predefined threshold and if the engine 104 is operating in the high-efficiency mode, the at least one input sent to the smart changeover switch 107, by the master controller 110 is first switch (S-1) 108 ON and second switch (S-2) 109 OFF. This can direct the flow of current (electrical energy generated by the alternator 101 from mechanical energy extracted by the engine) from the alternator 101 to the primary battery 102. The current flowing to the primary battery 102 depends on the alternator set voltage set by the master controller 110, wherein the alternator set voltage is controlled based on the requirement to drive the heavy electrical loads 105.
[0042] If the SoC of the secondary battery 103 is less than the predefined threshold and if the engine 104 is operating in the high-efficiency mode, the at least one input sent to the smart changeover switch 107, by the master controller 110 is first switch (S-1) 108 OFF and second switch (S-2) 109 ON. This can direct the flow of current from the alternator 101 to the secondary battery 103. The current flowing to the secondary battery 103 depends on the alternator set voltage set by the master controller 110, wherein the alternator set voltage is controlled based on the requirement to drive the light electrical loads 106 of the vehicle 100.
[0043] FIG. 1 shows exemplary units of the vehicle 100, but it is to be understood that other embodiments are not limited thereon. In other embodiments, the vehicle 100 may include less or more number of units. Further, the labels or names of the units of the vehicle 100 are used only for illustrative purpose and does not limit the scope of the invention. One or more units can be combined together to perform same or substantially similar function in the vehicle 100.
[0044] FIG. 2 depicts distribution of driving of electrical loads between the primary battery 102 and the secondary battery 103, according to embodiments as disclosed herein. As depicted in FIG. 2, the heavy electrical loads 105 are being driven by the primary battery 102 (Lead-Acid battery) and the light electrical loads 106 are being driven by the secondary battery 103 (Lithium-Ion battery). The heavy electrical loads 105 can be referred to as user dependent loads (such as cranking, headlamp, and so on). The light electrical loads 106 can be referred to as continuous loads (such as the battery sensor 111, the EMS-ECU 110 (master controller), and so on). The distribution of the electrical loads (the heavy electrical loads 105 and the light electrical loads 106) of the vehicle 100 between the primary battery 102 and the secondary battery 103 allows reducing the electrical load on the engine 104 during various drive cycles.
[0045] The electrical load on the engine 104 refers to the electrical loads, i.e., the heavy electrical loads 105 and the light electrical loads 106, driven based on mechanical energy extracted from the engine 104. The alternator 101 generates the electrical energy, to drive the electrical loads, by converting the mechanical energy, extracted from the engine 104, to the electrical energy. The amount of electrical energy generated by the alternator 101 is directly proportional to the amount of mechanical energy extracted, by the alternator 101, from the engine 104, which translates as the electrical load on the engine 104.
[0046] The drive cycles can refer to the low-efficiency mode or the cut-off mode or the idle mode. If the engine 104 is operating in any of these modes, the alternator 101 will not extract mechanical energy from the engine 104 (no electrical energy will be generated). The electrical loads (the heavy electrical loads 105 and the light electrical loads 106) will be driven by the primary battery 102 and the secondary battery 103, which can reduce the electrical load on the engine 104.
[0047] FIG. 3 is a block diagram depicting the management of electrical energy, generated by the alternator 101, based on drive condition of the vehicle 100, according to embodiments as disclosed herein. The vehicle drive condition can dictate the mode of operation of the engine 104. Based on the mode of operation of the engine 104, the generation of electrical energy and the management (distribution) of the generated electrical energy can be controlled. If the engine is operating in a high-efficiency mode or a highway mode, then the alternator set voltage can be increased by generating a greater amount of electrical energy (by extracting, by the alternator 101, a greater amount of mechanical energy from the engine 104).
[0048] If the engine 104 is operating in a low-efficiency mode (cut-off mode or idle mode), then the alternator set voltage can be decreased. The alternator 101 does not extract mechanical energy from the engine 104. As such, electrical energy is not generated. In the regenerative mode, the alternator set voltage can be increased. The kinetic energy of the vehicle 100 can be converted to impulsive electrical energy during regenerative braking and coasting. In an embodiment, the alternator set voltage is directly proportional to the amount of impulsive electrical energy generated by the alternator 101. Therefore, the alternator set voltage increases or decreases based on the amount of impulsive electrical energy.
[0049] The electrical energy generated by the alternator 101 (by extracting the mechanical energy from the engine 104) can be provided to the primary battery 102 and the secondary battery 103 (for driving the heavy electrical loads 105 and the light electrical loads 106). The electrical energy generated by the alternator 101 (by converting the kinetic energy of the vehicle 100 during regenerative braking and coasting) can be provided to the secondary battery 103 (for driving the light electrical loads 106).
[0050] The master controller 110 can control the distribution of the electrical energy, generated by the alternator 101, to the primary battery 102 and the secondary battery 103, using the smart changeover switch 107. The master controller 110 can provide inputs to the smart changeover switch 107. Based on the inputs received from the master controller 110, the smart changeover switch 107 can allow the generated electrical energy to flow to the primary battery 102 and/or the secondary battery 103.
[0051] FIG. 4 is a block diagram depicting the driving of the light electrical loads 106 of the vehicle 100 using the impulsive electrical energy obtained from the kinetic energy of the vehicle 100, according to embodiments as disclosed herein. The block diagram depicts the harnessing of the kinetic energy of the vehicle 100 during regenerative braking and vehicle coasting. During normal running conditions, the light electrical loads 106 (comprising the EMS-ECU 110, cluster, vehicle infotainment system, battery sensor 111, and so on) can be driven by electrical energy supplied by the secondary battery 103 (Lithium-Ion battery). The electrical energy supplied by the secondary battery 103 was obtained by converting the kinetic energy into impulsive electrical energy during regenerative braking and coasting, and by converting the mechanical energy, extracted from the engine 104, into electrical energy when the engine 104 was operating in the high-efficiency region.
[0052] In order to utilize the kinetic energy of the vehicle 100, for conversion to the impulsive kinetic energy during regenerative braking and coasting, precise detection of vehicle deceleration, by the master controller 110, is critical. The master controller 110 determines the state of the vehicle 100 and a regeneration speed. If it is detected, by the master controller 110, that the engine 104 is operating in the idle mode or cut-off mode (speed of the vehicle 100 is less than a predefined threshold), brake is applied, the vehicle 100 is coasting, and so on, the kinetic energy of the vehicle 100 can be converted to the impulsive electrical energy.
[0053] In an embodiment, for effective recovery of the kinetic energy, the alternator set voltage can be selected to be higher the nominal voltage of the secondary battery 103 (Li-Ion battery). This allows increasing the potential difference between the alternator 101 and the secondary battery 103, and allows pumping a higher amount of charge into the secondary battery 103 during vehicle coasting and regenerative braking. This can increase the amount of impulsive electrical energy generated from the kinetic energy. The flow of the impulsive electrical energy can be controlled by the master controller 110 using the smart changeover switch 107. The impulsive electrical energy can be used for driving the light electrical loads 106.
[0054] The electrical energy management system improves the fuel efficiency of the vehicle 100 by reducing the electrical load on the engine 104 through the alternator 101 whenever the engine 104 is operating in the low efficiency zone. The electrical energy management system allows effective kinetic energy recuperation during regenerative braking and coasting.
[0055] 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 elements shown in FIG. 1 include blocks which can be at least one of a hardware device, or a combination of hardware device and software module.
[0056] The embodiments disclosed herein describe improving the fuel efficiency of a vehicle and managing the utilization of electrical energy generated by an alternator of the vehicle, wherein the generation of the electrical energy can be controlled based the state (mode of operation) of the vehicle and parameters pertaining to batteries 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 a preferred embodiment through or together with a software program written in example Very high speed integrated circuit Hardware Description Language (VHDL), or any other 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, for example, a hardware means, for example, an Application-specific Integrated Circuit (ASIC), or a combination of hardware and software means, for example, an ASIC and a Field Programmable Gate Array (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 Central Processing Units (CPUs).
[0057] 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 preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the scope of the embodiments as described herein.