Apparatus for reconfiguring internal power source and load impedance elements

Abstract

An apparatus is provided for adjusting an electrical configuration of a plurality of components of an electrical network associated with a vehicle in order to tune electrical characteristics of the electrical network to continuously match a dynamically changing desired mode of operation of the electrical network associated with the vehicle.

Claims

1. An apparatus for adjusting an electrical configuration of a plurality of components of an electrical network associated with a vehicle in order to tune electrical characteristics of the electrical network to continuously match a dynamically changing desired mode of operation of the electrical network associated with the vehicle, the electrical characteristics including a source impedance and a load impedance, the apparatus comprising an electrical tuning engine comprised of an electrical circuit configured to: (a) receive (i) user inputs, (ii) external inputs, and (iii) a first set of sensor inputs from the components, and determining therefrom a current desired mode of operation, wherein the components are parts of DC or AC power systems, the components including at least one of (A) motors, and (B) heating, ventilation and air conditioning (HVAC) components; (b) receive (i) a second set of sensor inputs from the components, (ii) inputs from an operating database that maintains historical data and data about the components, and (iii) inputs from external data sources, and determine therefrom electrical characteristics of the components; (c) calculate a current desired configuration of the components by using (i) the current desired mode of operation and (ii) the determined electrical characteristics of the components; (d) configure the electrical network using a configuration module to match the current desired configuration of the components, wherein the configuration module configures the source impedance and the load impedance to match the current desired configuration of the components; and (e) continuously repeat steps (a)-(d), thereby reconfiguring the electrical configuration of the components of the electrical network in order to tune the electrical characteristics of the electrical network associated with the vehicle to continuously match a dynamically changing desired mode of operation of the electrical network associated with the vehicle.

2. The apparatus of claim 1 wherein the user inputs include at least one of trip destination, heating and cooling settings, and forces on pedals of the vehicle.

3. The apparatus of claim 1 wherein the external inputs include at least one of location of the vehicle, speed of the vehicle, and electrical storage system (ESS) charge levels of the vehicle.

4. The apparatus of claim 1 wherein the first set of sensor inputs include at least one of voltage, impedance, and state of charge (SoC) of at least one of the components.

5. The apparatus of claim 1 wherein the current desired mode of operation includes one of performance mode, efficiency mode, and balanced mode.

6. The apparatus of claim 1 wherein the electrical characteristics include at least one of internal impedance, load impedance, resistance, capacitance, and inductance of one of the components.

7. The apparatus of claim 1 wherein the calculated current desired configuration of the components is one of series, parallel, or a combination thereof.

8. The apparatus of claim 1 wherein at least one of the first set of sensor inputs is the same sensor input as one of the second set of sensor inputs.

9. The apparatus of claim 1 wherein the configuration module is further configured to repeat its configured functions when triggered by at least one of a timer, an interrupt, a waypoint, and a distance traveled.

10. The apparatus of claim 1 wherein the desired mode of operation is performance mode, and wherein the source impedance and the load impedance are exact or approximate complex conjugates of each other.

11. The apparatus of claim 1 wherein the desired mode of operation is efficiency mode, and wherein the load impedance and the source impedance each have a real part, and wherein the real part of the load impedance is greater than the real part of the source impedance.

12. The apparatus of claim 1 wherein desired mode of operation is wasteful mode, and wherein the load impedance and the source impedance each have a real part, and wherein the real part of the source impedance is greater than the real part of the load impedance.

13. The apparatus of claim 1 wherein the configuration module adjusts the source impedance and the load impedance simultaneously.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The foregoing summary as well as the following detailed description of preferred embodiments of the invention will be better understood when read in conjunction with the appended drawings. For the purpose of illustrating the invention, the drawings show presently preferred embodiments. However, the invention is not limited to the precise arrangements and instrumentalities shown. In the drawings:

(2) FIG. 1 shows the prior art configuration for an ideal battery with a voltage V.sub.B connected to a resistive load R.sub.L. A voltmeter measures a voltage equal to V.sub.B.

(3) FIG. 2 shows the prior art configuration for a non-ideal battery with a voltage V.sub.B and a purely resistive internal impedance R.sub.i. The battery is disconnected from a purely resistive load impedance R.sub.L by an open switch. A voltmeter measures a voltage equal to V.sub.B.

(4) FIG. 3 shows the prior art configuration for a non-ideal battery with voltage V.sub.B and a purely resistive internal impedance R.sub.i connected to a purely resistive load impedance R.sub.L by a closed switch. A voltmeter measures a voltage equal to V.sub.B(R.sub.L/(R.sub.i+R.sub.L)).

(5) FIG. 4 shows the prior art configuration for a reconfigurable HESS from the '702 patent.

(6) FIG. 5 shows the prior art configuration of a non-ideal voltage source disconnected from a load impedance.

(7) FIG. 6 shows the prior art configuration for determining an unknown load impedance Z.sub.L. A known voltage V.sub.1 is supplied across the load's terminals, and a resulting current I.sub.1 is measured with an ammeter. The load impedance may be determined by calculating Z.sub.L=V.sub.1/I.sub.1.

(8) FIG. 7 shows the prior art configuration for determining an unknown voltage source V.sub.S by measuring an open-circuit voltage V.sub.OC. The voltage source also has an unknown Thevenin-equivalent internal impedance Z.sub.i.

(9) FIG. 8 shows the prior art configuration for determining Z.sub.i from FIG. 7 by placing a test impedance Z.sub.2 across the source's terminals, measuring a resulting current I.sub.2, and calculating Z.sub.i=(V.sub.OC/I.sub.2)−Z.sub.2.

(10) FIG. 9 shows the prior art configuration for determining Z.sub.i from FIG. 7 by placing a test impedance Z.sub.2 across the source's terminals, measuring the voltage V.sub.2 across Z.sub.2, and calculating Z.sub.i=V.sub.OC*(Z.sub.2/V.sub.2)−Z.sub.2.

(11) FIG. 10 shows the prior art configuration for two pairs of parallel battery cells with mismatched internal resistances. Cells (1) and (2) form the first pair, and cells (3) and (4) form the second pair. Cells (1) and (3) have internal resistances of 1.0Ω, and cells (2) and (4) have internal resistances of 1.2Ω. All batteries have the same voltage V.sub.B.

(12) FIG. 11 shows the prior art model for a constant air-gap induction motor equivalent circuit. The electrical load R.sub.L represents the mechanical load of the rotor.

(13) FIG. 12 shows the prior art configuration for two supercapacitors stacked in series.

(14) FIG. 13 shows the prior art configuration for two supercapacitors stacked in series with auto-balancing MOSFETs.

(15) FIG. 14 shows an Electrical Tuning Engine in accordance with one preferred embodiment of the present invention.

(16) FIG. 15 shows the Electrical Tuning Engine of FIG. 14 in greater detail.

(17) FIG. 16 shows a configuration module with multiple voltage sources and multiple load impedances.

(18) FIG. 17 shows the configuration in FIG. 16 where the internal source impedances are shown explicitly.

(19) FIG. 18 shows the configuration module from FIG. 17 where the non-ideal sources constitute an output impedance stage.

(20) FIG. 19 shows the configuration module from FIG. 17 where the load impedances constitute an input impedance stage.

(21) FIG. 20 shows a configuration module with a single voltage source V.sub.S with internal impedance Z.sub.i and a single load impedance Z.sub.L.

(22) FIG. 21 shows a configuration module where a Thevenin voltage source V.sub.Th with Thevenin impedance Z.sub.Th is connected to one side and two load impedances Z.sub.L1 and Z.sub.L2 are connected to the other side. Switches S1 and S2 are single-pole double-throw, but they are shown here in a neutral position for sake of demonstration.

(23) FIG. 22 shows the configuration module from FIG. 21 where the load impedances Z.sub.L1 and Z.sub.L2 are configured in parallel. The equivalent load impedance Z.sub.L,eq is
Z.sub.L1∥Z.sub.L2=Z.sub.L1*Z.sub.L2/(Z.sub.L1+Z.sub.L2)
FIG. 23 shows the configuration module from FIG. 21 where the load impedances Z.sub.L1 and Z.sub.L2 are configured in series. The equivalent load impedance Z.sub.L,eq is Z.sub.L1+Z.sub.L2.

(24) FIG. 24 shows the reconfigurable ESS from FIG. 4 with an electrical tuning engine connected between the ESSs and the DC link.

(25) FIG. 25 shows a Thevenin-equivalent circuit diagram of FIG. 24.

(26) FIG. 26 shows the reconfigurable ESS from FIG. 4 where electrical tuning engines (8) and (9) are embedded within ESS1 and ESS2.

(27) FIG. 27 shows the configuration from FIG. 10 where a configuration module (5) has paired cells of matching impedances in parallel.

(28) FIG. 28 shows a configuration of battery cells where a series of five cells is connected in parallel with a series of four cells.

(29) FIG. 29 shows a configuration of capacitors where a series of five capacitors is connected in parallel with a series of four capacitors.

(30) FIG. 30 shows a source consisting of multiple elements before reconfiguration, where a load impedance is connected to the source.

(31) FIG. 31 shows a source consisting of multiple elements after reconfiguration, where a load impedance is connected to the source.

(32) FIG. 32 shows six components connected to a configuration module.

(33) FIGS. 33a and 33b show flowcharts for the method of determining a mode of operation and configuring the internal elements.

DETAILED DESCRIPTION OF THE INVENTION

(34) Certain terminology is used herein for convenience only and is not to be taken as a limitation on the present invention. The words “a” and “an”, as used in the claims and in the corresponding portions of the specification, mean “at least one.”

(35) 5 Purpose of the Invention

(36) Power in electric cars usually flows from large lithium-ion batteries through a controller to traction motors. Power transfer depends on the electrical characteristics of the electrical components, which may change dynamically. There exists a need for an electrical tuning engine for dynamic, continuously changing electrical characteristics such as impedances, especially for DC and low-frequency AC power systems in electric cars.

(37) An electrical tuning engine (ETE) adjusts an electrical configuration of multiple components of an electrical network. A signal flow diagram of the ETE is shown in FIG. 14. A more detailed version is shown in FIG. 15. The ETE has the following modules: demands module, electrical characteristic determination module, calculation module, and configuration module. Each one will be described in more detail later. The ETE is part of an apparatus (system) that automatically adjusts an electrical configuration of a plurality of components of an electrical network associated with a vehicle in order to tune electrical characteristics of the electrical network to continuously match a dynamically changing desired mode of operation of the electrical network associated with the vehicle, as described in further detail below.

(38) The ETE accepts user inputs, external inputs, and sensor inputs. User inputs are parameters coming directly from the user, such as the trip destination, the preselected EV mode, heating and cooling settings, and forces on the pedals. External inputs are parameters not coming directly from the user, such as vehicle speed and location, fuel and charge levels, computer vision, blind spot detection, GPS, traffic, road conditions, and weather. Sensor inputs are measured parameters of on-board and off-board electrical components, such as charge, voltage, amperage, resistance, capacitance, inductance, temperature, and EMF strength.

(39) The configuration module of the ETE is connected to internal components and external components. Internal components include batteries, SCs, motors, and PECs. External components include the electrical grid, power plants, solar panels, and other cars' electrical systems. The connections between the module and components may be signals, such as digital and analog commands and communications. The connections may also conduct considerable power between the configuration module and the components. Sensors measure electrical characteristics of the components. The component characteristics are fed back into the ETE as sensor inputs.

(40) In performance mode, the ETE should monitor the sources and loads and automatically adjust them to maximize power transfer. FIG. 17 shows another embodiment of FIG. 16 which explicitly shows the sources with their internal impedances. Maximizing power transfer from the source to the load requires the load impedance to closely match the complex conjugate of the equivalent input impedance. Part of the configuration module may adjust the source while another part of the configuration module may adjust the load simultaneously. FIG. 18 shows another embodiment of FIG. 16 wherein the sources' internal impedances form an output impedance stage. FIG. 19 shows another embodiment of FIG. 16 wherein the load impedances form an input impedance stage.

(41) FIG. 20 shows a circuit with a single non-ideal voltage source and a single load impedance connected to a configuration module. Maximum power is transferred from the source to the load when the load impedance matches the complex conjugate of the internal impedance of the source. The load represents the stage immediately after the power source.

(42) Efficiency mode would improve the efficiency of an electric car. A high efficiency means the load receives the majority of the source's real power. This happens when either (1) the real/resistive part of the load impedance greatly exceeds the source's real/resistive internal impedance, (2) when the load impedance greatly exceeds the output impedance from FIG. 18 (i.e., Re(Z.sub.L)»Re(Z.sub.output)), or (3) when the input impedance greatly exceeds the source impedance from FIG. 19 (i.e., Re(Z.sub.input)»Re(Z.sub.S)).

(43) Preferred embodiments of the invention may operate in a mode called balanced mode which transfers more real power to the load than efficiency mode but less real power than performance mode. To achieve this, the real power delivered to the load exceeds real power delivered to the source. A fourth mode called wasteful mode transfers much more real power to the source's internal impedance than to the load. This mode may be desired when conditioning batteries and SCs or intentionally generating heat for other reasons. To summarize, preferred embodiments of the invention have several operating modes: In performance mode, the load and source impedances are exactly or approximately complex conjugates: Re(Z.sub.L)≅Re(Z.sub.S*). In efficiency mode, the load is much greater than the source: Re(Z.sub.L)»Re(Z.sub.S). In balanced mode, the load is moderately greater than the source: Re(Z.sub.L)>Re(Z.sub.S). In wasteful mode, the source is much greater than the load: Re(Z.sub.S)»Re(Z.sub.L).

(44) FIG. 11 shows the prior art equivalent circuit for a constant air-gap induction motor. The circuit models a traction motor inside an EV. The load resistance R.sub.L is the electrical representation of the mechanical load of the rotor. Suppose FIG. 18 represents an EV power system wherein power flows from one or more ESSs through a controller to traction motors. The load impedance is equivalent to R.sub.L from FIG. 11. The term Z.sub.output from FIG. 18 is the Thevenin-equivalent impedance, or an approximation of the impedance, of all the stages before R.sub.L, including the ESS's internal impedance, the controller's impedance, and the equivalent impedance of the rest of the circuit components in FIG. 11.

(45) The ETE could also configure circuits that manage reactive power compensation. For example, in power systems with induction motors, the ETE could reduce reactive power consumed by the load by connecting it to a source of reactive power, such as a capacitor bank or a synchronous generator.

(46) Preferred embodiments of the invention may utilize wireless transmitters and receivers, such as those used in communication systems and wireless charging.

(47) Preferred embodiments of the invention may configure a supercapacitor auto-balancing circuit that would prevent leakage currents from overcharging component SCs.

(48) Preferred embodiments of the invention may configure a regenerative braking system dynamically for different vehicle speeds and road inclinations.

(49) Preferred embodiments of the invention may utilize an operating database, which communicates with the electrical characteristics determination module and with the calculation module. The operating database logs which components have been installed in the vehicle and their associated specifications. It can also log historical data about the configurations including their performance metrics and their associated sensor inputs.

(50) Preferred embodiments of the invention may incorporate from external sources data about the performance of other vehicles on local roads, or other vehicle passageways, and any expected or unexpected conditions they have encountered. The external data would be transmitted via communication channels such as vehicle-to-vehicle, Bluetooth, Wi-Fi, satellite, and radio. The type of communication network may be an infrastructure network or an ad-hoc network.

(51) The ETE may possess machine-learning and AI capabilities to improve its automatic decisions over time. This function may augment or interact with the operating database and the external data sources. The database might contain precomputed descisions trees, statistical information, or other data. Preferred embodiments of the invention also communicate to servers over vehicle-to-infrastructure communication systems, which could further evaluate inputs and decisions and transmit the decisions and results to ETE databases in other cars to improve their future decisions. Additionally, the ETE in one car could communicate with ETEs in nearby cars over vehicle-to-vehicle communication systems to learn about the performance of other cars on the local roads, and any expected or unexpected conditions encountered. These databases are represented by the database inputs in FIGS. 14 and 15.

(52) FIG. 10 shows two pairs of parallel-connected battery cells with a 20% resistance mismatch. The first pair has (1) and (2), and the second pair has (3) and (4). Cells (1) and (3) have 1.0-Ω internal resistances, and cells (2) and (4) have 1.2-Ω internal resistances; every cell has the same voltage V.sub.B. Preferred embodiments of the invention may detect and correct mismatched pairs of cells, as shown in FIG. 27. After reconfiguration, one pair of cells has (1) and (3), both with R.sub.i=1.0Ω, and the other pair has (2) and (4), both with R.sub.i=1.2Ω. This configuration can greatly extend the lifespan of the batteries.

(53) FIG. 28 shows a series of five identical battery cells numbered (1) through (5) which is in parallel with a series of four identical battery cells numbered (6) through (9). Cells (1) through (5) have 1.0-Ω internal resistances, and cells (6) through (9) have 1.25-Ω internal resistances. The series of five cells and the series of four cells both have total internal resistances of 5.0Ω. When a voltage source or an electrical load is connected across terminals (10) and (11), the same current flows through both series of cells. This configuration may, for example, allow multiple cells with mismatched resistances to charge (or discharge) at once.

(54) FIG. 29 shows nine capacitors of equal capacitances and with internal resistances arranged in the same configuration as the battery cells in FIG. 28. Capacitors (1) through (5) have 1.0-Ω internal resistances, and capacitors (6) through (9) have 1.25-Ω internal resistances. When a voltage source is connected across terminals (10) and (11), capacitors (1) through (5) each acquire one-fifth the source voltage, and capacitors (6) through (9) each acquire one-fourth the source voltage. The energy stored in a capacitor U.sub.C is given by the formula
U.sub.C =½CV.sup.2
where C is the capacitance in farads and Vis the voltage in volts. The energy stored per capacitor (1) through (5) is

(55) $U_C=\left(\frac{1}{2}\right){C\left(\frac{1}{5}\right)}^2=\frac{C}{50}\mathrm{joules}$
The energy stored per capacitor (6) through (9) is

(56) $U_C=\left(\frac{1}{2}\right){C\left(\frac{1}{4}\right)}^2=\frac{C}{32}\mathrm{joules}$
The energy per capacitor (6) through (9) is greater than the energy per capacitor (1) through (5).

(57) 6 Overview for Measuring Load and Source Impedances

(58) FIG. 20 shows a non-ideal voltage source V.sub.S with internal impedance Z.sub.i and a load impedance Z.sub.L. They are coupled to a configuration module. The maximum power transfer theorem states that the source transfers maximum power to the load only when Z.sub.i equals the complex conjugate of Z.sub.L, i.e., Z.sub.i=Z.sub.L*. For the ETE to transfer maximum power from the source to the load, it must determine Z.sub.L and Z.sub.i. As shown in FIG. 6, it first supplies a known test voltage V.sub.1 to Z.sub.L, and then it measures the resulting current I.sub.1. Note that voltage V.sub.1 and current I.sub.1 may be DC or AC phasors. By Ohm's Law, Z.sub.L=V.sub.1/I.sub.1. The module can then disconnect from the load after the measurement. If the load is too large to measure, the module may take a measurement across a smaller impedance in series or in parallel to bring the measurement within the range of the ammeter. Alternatively, it may measure the voltage across a constant current source.

(59) To determine Z.sub.i, first the open circuit voltage V.sub.OC is measured (FIG. 7). Then the current I.sub.2 is measured through a circuit with a source V.sub.S=V.sub.OC and an impedance Z.sub.i+Z.sub.2, where I.sub.2=V.sub.S/(Z.sub.i+Z.sub.2) (FIG. 8). Rearranging the formula yields Z.sub.i=(V.sub.soc/I.sub.2)−Z.sub.2. As an alternative way to calculate the internal impedance, the voltage across Z.sub.2 is measured after measuring V.sub.OC (FIG. 9). The formula for the internal impedance is Z.sub.i=(V.sub.OC−V.sub.2)/(V.sub.2/Z.sub.2)=V.sub.OC (Z.sub.2/V.sub.2)−Z.sub.2. Now the ETE knows the load impedance and the source's internal impedance. A similar procedure can be repeated for circuits shown in FIGS. 18 and 19.

(60) 7 Deficiencies in Prior Art

(61) FIG. 4 is a prior art configuration of a reconfigurable energy storage system described in the '702 patent with ESS1 (1), ESS2 (2), a DC link (3), and switches (4)-(6). Switch (4) couples ESS1 to the DC link. Switch (6) couples ESS2 to the DC link. Switch (5) couples ESS1 and ESS2 to the DC link in a series connection. Closing both switches (4) and (6) couples ESS1 and ESS2 to the DC link in a parallel connection.

(62) The '702 patent lacks a configuration module that would pair a source impedance with a load impedance. Furthermore, the '702 patent lacks an ETE that monitors impedances and corrects them according to a desired mode. In the present invention a correction may be triggered when the power source or load changes, when the impedances of the elements change by a threshold, when a period of time has elapsed, and/or by other means.

(63) Element (7) in FIG. 24 represents an ETE between the DC link and the ESS configuration. FIG. 25 is a Thevenin-equivalent circuit containing a voltage source V.sub.S supplied by the ESSs, an internal source impedance Z.sub.i, and a load impedance Z.sub.L, where the DC Link is the load. During regenerative charging, the DC link becomes V.sub.S and the ESSs become Z.sub.L. The ETE may also be placed between ESS1 and the DC link and between ESS1 and ESS2. The previous example applies to those circuits in FIGS. 18 and 19, in which either an output impedance replaces the source impedance, or an input impedance replaces the load.

(64) Preferred embodiments of the invention may also reside within the ESS as depicted by elements (8) and (9) in FIG. 26. Such embodiments are especially valuable for reconfiguring lithium-ion battery cells within a battery pack. As previously stated, at 4.5 Coulomb charge and discharge, a 20% internal resistance mismatch reduces lifetime by 40% when compared to batteries with similar resistances.

(65) According to Sun et al. (“An Adaptive Power-Split Strategy for Battery—Supercapacitor Powertrain—Design, Simulation, and Experiment”. https://ieeexplore.ieee.org/document/7819565. Accessed Jan. 28, 2020), high temperatures and large loads shorten the lifespans of EV battery packs. Tesla, Inc. compensates by oversizing the battery packs in their cars, thereby increasing weight and cost.

(66) The CAN bus was invented to reduce the physical size and cost of the wiring harness in vehicles. According to Burkacky et al. (https://www.mckinsey.com/industries/automotive-and-assembly/our-insights/rethinking-car-software-and-electronics-architecture), presently the CAN bus and network of ECUs is unsuitable for the coming explosion of data and demand for processing power in intelligent vehicles, which may utilize artificial intelligence and smart sensors.

(67) 8 Detailed Methodology

(68) 8.1 Receiving Inputs

(69) The categories of inputs to the demands module (DM) are broadly categorized as user inputs, external inputs, and sensor inputs.

(70) 8.1.1 User Inputs

(71) User inputs are the parameters usually coming directly from the user, such as the trip destination, heating and cooling settings, and forces on the pedals. Another parameter is the user-selected driving mode. The 2015 Chevy Volt is a plug-in hybrid vehicle which lets a driver choose from the modes Electric, Extended Range, Sport, Mountain, and Hold. Each mode controls the amount of power the motors draw from either the battery or the engine-generator.

(72) 8.1.2 External Inputs

(73) External inputs are the parameters not directly controlled by the user, such as: Speed and location Fuel tank level ESS charge levels Computer vision Blind spot detection GPS data HVAC system settings Age of vehicle parts and electrical components Road conditions Road inclination and curvature (instantaneous and rate of change over time) Traffic Weather and environment Barometric pressure Humidity inside and outside the vehicle Temperatures inside and outside the vehicle Precipitation Information about public chargers along the route Locations Prices Companies/networks Speed limits Road construction Police speed traps Emissions limits Access to HOV lanes Approaching emergency vehicles Number of occupants Weight carried and distribution of weight within the vehicle Tire pressure Entertainment system usage Attentiveness of driver Working Limits of Components Min/Max Voltage Min/Max Temperature Ratings of components Inputs from environment sensors Radar Ultrasound Cameras Vision Infrared and forward-looking infrared Microphones Noise, vibration, and harshness

(74) 8.1.3 Sensor Inputs of Components

(75) Sensor inputs are the electrical characteristics of on-board and off-board electrical components, such as charge, voltage, amperage, impedance, capacitance, inductance, temperature of components, and EMF strength. Section 2.3 describes techniques for determining some of these electrical characteristics. In one embodiment of the invention, some of the sensor inputs are detected by an OMRON 2JCIE-BL01-P1 Environment Sensor (https://www.newark.com/omron-electronic-components/2jcie-bl01-p1/environment-sensor-temp-humidity/dp/72AC8842?st=2JCIE). This device has six sensors for detecting temperature, humidity, light, UV index, barometric pressure, and sound noise. As a PCB model, it may be integrated into the ETE, and it transmits data over Bluetooth.

(76) 8.2 Determining a Current Desired Mode of Operation

(77) The demands module selects one of several operating modes. Some modes of operation include: 1. Performance mode—This mode transfers the maximum real power from the source to the load. Maximum power point tracking may be used to attain this mode. 2. Efficiency mode—This mode transfers much more real power to the load than to the other impedances in the circuit. 3. Balanced mode—This mode transfers an amount of real power to the load that is between performance and efficiency modes. 4. Wasteful mode—This mode transfers much less real power to the load than to the other impedances. 5. Dynamic braking mode—This mode temporarily converts the motors of a moving EV into generators, thereby converting some of the EV's kinetic energy into electrical energy. Sub-modes manage the generated electric power: a. Rheostatic braking—Power immediately dissipates as heat through resistors. b. Regenerative braking—Power charges one or more ESS. c. Diversion braking—Divert excess power directly to other systems like HVAC or component heaters/coolers which can make use of it. For example, only running the HVAC when going down a steep slope. The types of dynamic braking can work in all modes including performance mode. 6. OFF, charger connected to power—The EV is off and its battery charger is connected to a power source, which may be an electric grid, a solar panel, an external battery pack, or some other source. The power connection may be wired or wireless. This is the best time to start heating or cooling the cabin, running computer tasks, and charging the battery to a higher state of charge. Battery charging may be configured to extend battery lifespan and reduce electricity costs by keeping the state of charge below damaging levels; by charging during off-peak hours; and by scheduling charging to meet the user's schedule to reduce leakage 7. OFF, charger disconnected from power—The EV is off and its battery charger is disconnected from power. It may run climate control more conservatively. 8. Idle—The car is on but not moving, similar to OFF. It has two modes: a. Charger connected to power b. Charger disconnected from power The demands module selects a desired mode of operation based on the inputs and certain constraints. The constraints may include parameters such as a time limit, an energy budget, or a monetary budget. Suppose the demands module selects a mode of operation for a certain energy budget. Power is a function of both travel time and all the parameters discussed in the previous subsection. Since the energy needed for the trip is the time integral of power, energy is also a function of those parameters. Mathematically,
Energy(parameters)=∫Power(t,parameters)dt.

(78) An internal table can be produced from these calculations. Table 1 tabulates the milestones, parameters, and selected modes for a hypothetical 5-mile trip from an office to a house in a plug-in hybrid vehicle.

(79) At mile 0, the battery has 80% state of charge (SoC), the car is warming or cooling the cabin in preparation for the occupants, and the DM has selected idle mode. The trip then begins, and for the first 1.4 miles the DM selects performance mode because there is an incline ahead that will partially recharge the batteries through regenerative braking. The road is downhill from mile 1.4 to 2.0. The DM selects maximum regeneration mode. The road is flat from mile 2.0 to 3.4, so the DM selects efficiency mode. There is a red traffic light expected at mile 3.6, so the car again regeneratively brakes between mile 3.4 and 3.6, and the DM enters idle mode at the red light. The motors benefit from maximum power when accelerating from this traffic light, so the DM selects performance mode. Mile 4.3 to 5.0 are residential streets, so the DM selects efficiency mode. The car arrives at the destination with 60% SoC. The car is turned off, and the mode briefly switches to OFF, disconnected from power. Motors and ESSs begin to cool down. When the power cord is plugged into the charging port, the DM detects it and enters the mode OFF, connected to power, and charging begins.

(80) TABLE-US-00001 TABLE 1 Sample trip for driving a PHEV from an office to a house Milestone (Miles from current location) Parameters Mode selected 0 80% SoC, warming or Idle mode cooling cabin for driver 0 to 1.4 <80% SoC, downward Performance mode incline ahead 1.4 to 2.0 Downhill, regen config Regen, max braking mode 2.0 to 3.4 Flat road Efficiency mode 3.4 to 3.6 Red light ahead Regen, max braking 3.6 Stopped at red light Idle mode 3.6 to 4.3 Accelerate from traffic Performance mode light 4.3 to 5.0 (stop) Residential streets, Efficiency mode 60% SoC 5.0 Cool down OFF, disconnected from power 5.0 Wall recharge Connected to power OFF, connected to power
8.3 Electrical Characteristics Determination Module

(81) The electrical characteristics determination module (ECDM) determines the internal impedance(s) and load impedance(s) of the components. While some impedances may be determined easily, determining others may require specialized instruments, databases, calculations, predictions, and algorithms. Some parameters of impedances for battery and SC cells include the number of cells, SoC, temperature, and age.

(82) The ECDM may determine electrical characteristics of all three components in FIG. 5. The procedure is shown in FIGS. 6-9. To determine Z.sub.L (FIG. 6), the ECDM computes V.sub.1/I.sub.1, where V.sub.1 is a known test voltage and I.sub.1 is a current measured by an ammeter. To determine V.sub.S (FIG. 7), the ECDM reads an open circuit voltage V.sub.OC. To determine Z.sub.i (FIG. 8), the ECDM computes (V.sub.OC/I.sub.2)−Z.sub.2, where Z.sub.2 is a known test impedance and I.sub.2 is a current measured by an ammeter. To determine Z.sub.i another way (FIG. 9), the ECDM computes V.sub.OC*(Z.sub.2/V.sub.2)−Z.sub.2, where Z.sub.2 is a known test impedance and V.sub.2 is a voltage measured by a voltmeter.

(83) The internal impedance of lithium-ion batteries and SCs depends on a number of factors including SoC, number of charge cycles, temperature, and age. The ECDM may determine internal impedances by taking measurements and/or finding them in a table of values. Additionally, the ECDM may predict future impedances. The ECDM may also determine resistances, capacitances, and inductances of components.

(84) 8.4 Calculation Module

(85) The calculation module utilizes the determined internal impedance of one or more of the components in a calculation to determine a configuration of the components to meet the needs of the calculated mode of operation. Calculations are described here for performance mode, efficiency mode, balanced mode, and wasteful mode. Over time, artificial intelligence such as machine learning could be used to improve the calculations to meet as many user's needs while conserving as much energy as possible. These calculations may be performed locally or in the cloud. The ETE would further benefit from exchanging data and performance evaluations with ETEs within other cars over communication channels.

(86) 8.4.1 Performance Mode

(87) In performance mode, the source sends maximum power to the load. The calculation module must satisfy Z.sub.i≅Z.sub.L* under AC conditions and R.sub.i≅R.sub.L under DC conditions by activating components within the configuration module and/or reconfiguring the loads.

(88) 8.4.2 Efficiency and Balanced Modes

(89) In efficiency mode, the real power consumed by the load impedance greatly exceeds the real power consumed by the source's internal impedance. In balanced mode, the real power consumed by the load impedance moderately exceeds the real power consumed by the source's internal impedance. Efficiency mode requires that Re(Z.sub.L)»Re(Z.sub.i) and balanced mode requires that Re(Z.sub.L)>Re(Z.sub.i). The calculation module may increase Re(Z.sub.L) and/or decrease Re(Z.sub.i) to meet these conditions by means of connecting additional resistances in series and parallel. FIG. 21 shows a non-ideal voltage source, V.sub.Th, with a source internal impedance, Z.sub.Th, and two loads, Z.sub.1 and Z.sub.2. When the calculation module receives a request for high efficiency, it automatically measures and then rewire Z.sub.L1 and Z.sub.L2 to form a large impedance. The calculation module may place Z.sub.L1 and Z.sub.L2 in series as shown in FIG. 23. It may also place additional impedances in series. Balanced mode acts similarly, except the total impedance would be less than that for efficiency mode.

(90) The calculation module may also decrease the source's internal impedance. It might reconfigure the power supply so that cells with a lower internal impedance supply power to the load. According to an article “Temperature, Overcharge and Short-Circuit Studies of Batteries used in Electric Vehicles” by A. Lebowski of Gdynia Maritime University (https://www.researchgate.net/publication/316171277_Temperature_Overcharge_and_Short-Circuit_Studies_of_Batteries_used_in_Electric_Vehicles. Accessed Jan. 28, 2020), the internal resistance of lithium-ion cells decreases when their temperature rises. If the power supply comes from lithium-ion cells, the calculation module could increase the temperature of the cells by harnessing their internal heat generation or warming them from heaters. Similarly, the impedance magnitude of SCs falls exponentially with increasing temperature, according to an article titled “Experimental impedance investigation of an ultracapacitor at different conditions for electric vehicle applications” by L. Zhang (https://www.sciencedirect.com/science/article/abs/pii/S0378775315006904. Accessed Jan. 28, 2020). The article states, “The experimental results indicate that the impedance magnitude exhibits an exponential increase as the temperature decreases, while the impedance phase at relatively low or high frequencies is sensitive to temperature variation.” Note that placing more battery or SC cells in parallel with equal voltage and internal impedance does not affect the network's efficiency because parallel sources are independent.

(91) 8.4.3 Wasteful Mode

(92) In wasteful mode, power consumed by a source's internal impedance greatly exceeds the power consumed by a load's impedance, which means Re(Z.sub.i)»Re(Z.sub.L) for linear circuits. The calculation module may either decrease Re(Z.sub.L) or increase Re(Z.sub.i) to meet this condition. The calculation module can use strategies opposite to those used in efficiency mode. Forming series connections of sources and reducing the temperature of lithium-ion battery sources and SC sources would increase Re(Z.sub.i). Conversely, removing resistive loads from series connections, placing resistive loads in parallel (FIG. 22), and increasing the temperature of battery and SC loads would decrease Re(Z.sub.L).

(93) 8.5 Configuration Module

(94) The configuration module configures the electrical network to match the current desired configuration of the components. In one embodiment of the design, the configuration module sends control signals to the reconfigurable connections which are located outside the module. In a second embodiment of the design, the configuration module contains the reconfigurable connections. In a third embodiment of the design, the configuration module is a combination of the first and second embodiments of the design.

(95) Components may be internal or external to the electrical network. Internal components include batteries, capacitors, resistors, inductors, and transistors. External components include the electrical grid, power plants, public chargers, solar panels, in-road-chargers, and the power systems of other EVs. Connections that may reconfigure the components may be mechanical, solid state, inductive, capacitive, and Micro-Electro-Mechanical Systems (MEMS). Mechanical connections include buttons, switches, relays, potentiometers, and fuses. Solid state connections such as unidirectional and bidirectional switches consist of diodes and transistors. Inductive and capacitive connections include inductors and capacitors.

(96) The configuration module allows SCs to charge from a low voltage source and then discharge a much higher voltage. In one embodiment, six SCs charge in parallel to a maximum voltage of 2.7 V per SC. When they are reconfigured in series, their total voltage becomes 16.7 V.

(97) FIG. 32 shows a network consisting of six components connected to a configuration module containing single-pole double-throw switches. The network has terminals A and B. In one embodiment of the network, the six components are configured in series with respect to terminals A and B. Table 2 shows the positions of the switches for a series configuration. In a second embodiment, the six components are configured in parallel with respect to terminals A and B. Table 3 shows the positions of the switches for a parallel configuration. In a third embodiment, the six components are configured in a 3-2 configuration, wherein there are 2 parallel groups of 3 components in series with respect to terminals A and B. Table 4 shows the positions of the switches for a 3-2 configuration. In a fourth embodiment, the six components are configured in a 2-3 configuration, wherein there are 3 parallel groups of 2 components in series with respect to terminals A and B. Table 5 shows the positions of the switches for a 2-3 configuration.

(98) Suppose the six components in FIG. 32 are SCs with voltage ratings of 2.7 V, and assume they have no internal impedance nor leakage currents. A reconfigurable electrical network allows the SCs to fully charge when the voltage across terminals A and B is any value between 2.7 V and 16.2 V. In one embodiment of the network, a voltage source of 2.7 V charges SCs configured in a parallel configuration. In a second embodiment, a voltage source of 5.4 V charges SCs configured in a 2-3 configuration. In a third embodiment, a voltage source of 8.1 V charges SCs configured in a 3-2 configuration. In a fourth embodiment, a voltage source of 16.2 V charges SCs configured in a series configuration. Although fully charging the SCs is ideal, the electrical network may also configure the SCs in a way that partially charge them if a maximum voltage is unavailable.

(99) Once the SCs are charged, the reconfigurable electrical network allows the SCs to discharge across terminals A and B at various voltage levels. In one embodiment of the network, SCs are configured in parallel to meet a load of 2.7 V. In a second embodiment, SCs are configured in 2-3 to meet a load of 5.4 V. In a third embodiment, SCs are configured in 3-2 to meet a load of 8.1 V. In a fourth embodiment, SCs are configured in series to meet a load of 16.2 V.

(100) TABLE-US-00002 TABLE 2 Series Configuration Switch 1 2 3 4 5 6 7 8 9 10 Position Down Up Down Up Down Up Down Up Down Up

(101) TABLE-US-00003 TABLE 3 Parallel Configuration Switch 1 2 3 4 5 6 7 8 9 10 Position Up Down Up Down Up Down Up Down Up Down

(102) TABLE-US-00004 TABLE 4 3-2 Configuration (2 parallel groups of 3 components in series) Switch 1 2 3 4 5 6 7 8 9 10 Position Down Up Down Up Down Down Up Down Up Down

(103) TABLE-US-00005 TABLE 5 2-3 Configuration (3 parallel groups of 2 components in series) Switch 1 2 3 4 5 6 7 8 9 10 Position Down Up Up Down Down Up Up Down Down Up
8.6 Repeating Steps

(104) The electrical tuning engine repeats the previous steps to ensure that the configuration of components meets the latest desired configuration given the latest inputs. The electrical tuning engine monitors the inputs and the components and waits for certain conditions to change. A condition may include a milestone, a time duration, or an “event” during the trip. Events may include new user inputs, external inputs, sensor inputs, and external data; changes to a power source or a load; and changes to the impedance of the elements by some threshold. Internal to the electrical tuning engine, the repetition logic may make use of a timer, an interrupt, a waypoint, or an odometer metric for a certain distance traveled. A timer may be used to initiate periodic repetitions when conditions do not change often (e.g., driving at a constant speed). An interrupt may be used when conditions change so fast that repetition must begin immediately (e.g., braking and emergency detection). A waypoint may be detected by means of GPS, road signage, dead reckoning, or a sensor device in the road. The repetition logic may also make use of TCP/IP messages, Internal Process Communication (IPC) messages, signals and signal handlers, user callbacks, or other methods of initiating the repetition.

(105) It will be appreciated by those skilled in the art that changes could be made to the embodiments described above without departing from the broad inventive concept thereof. It is understood, therefore, that this invention is not limited to the particular embodiments disclosed, but it is intended to cover modifications within the spirit and scope of the present invention.