System control unit and method for controlling a charging system that is provided for charging an electrical energy storage device, as well as charging system and vehicle

Abstract

A system control unit for controlling a charging system that is intended for charging an electrical energy storage device, comprising an electric generator; an internal combustion engine that is mechanically connected with the electric generator; a generator controller for controlling the electric generator; an engine controller for controlling the internal combustion engine; and a transmitting device for transmission of messages, whereby the engine controller is connected with the generator controller by way of the transmitting device, and whereby the engine controller is operable in that a message containing information about an operating state of the internal combustion engine can be produced and said message can be sent to the generator controller via the transmitting device.

Claims

1. A system control unit for controlling a charging system that is intended for charging an electrical energy storage device, the charging system includes an electric generator and an internal combustion engine that is mechanically connected with the electric generator, said system control unit comprising: a generator controller configured for controlling the electric generator; an engine controller configured for controlling the internal combustion engine; and a transmitting device for transmission of messages, whereby the engine controller is connected with the generator controller by way of the transmitting device, and whereby the engine controller is operable in that a message containing information about an operating state of the internal combustion engine is produced and said message is sent to the generator controller via the transmitting device, wherein the engine controller is operable in that a deliverable maximum output of the internal combustion engine is variably determinable depending on at least one predefined parameter, and information relating to the operating status of the internal combustion engine is dependent on the maximum output of the internal combustion engine, and wherein a rated output is defined for the internal combustion engine, and the engine controller is operable in that the maximum output of the internal combustion engine is definable depending on at least one predefined parameter in such a way that it is higher than the rated output.

2. The system control unit of claim 1, wherein it is operable in that the maximum output can be determined to be greater over a predetermined time period than the rated output.

3. The system control unit of claim 2, wherein it is operable in that the maximum output is determinable for a predefined time share of the intended operational duration of the internal combustion engine.

4. The system control unit of claim 1, wherein the system control unit additionally comprises an interface for receiving of external control specifications and the at least one predefined parameter includes a request signal for requesting the maximum output of the internal combustion engine, whereby the system control unit is moreover operable in that the request signal can be generated based on a control specification that is received by it, in particular from an external operator of the system control unit.

5. The system control unit of claim 4, wherein the information relating to the operational state of the internal combustion engine is dependent on one of the following values: an air temperature of the air taken in for the operation of the internal combustion engine; a water temperature of cooling water used for cooling of the internal combustion engine; exhaust gas backpressure that occurs when emitting exhaust gas that occurs during operation of the internal combustion engine; and a negative intake pressure that occurs when taking in air.

6. The system control unit of claim 5, wherein the generator controller is operable in that an electrical generator output voltage that is to be produced by the electric generator is adjustable subject to a pre-defined maximum generator current and the information regarding the operating status of the internal combustion engine.

7. The system control unit of claim 6, wherein the generator controller has an interface for receiving a default charging input signal that includes a default charging information of an energy storage device charging controller that serves to control charging of electrical energy storage device, whereby the generator controller is operable in that the electrical generator output voltage that is to be produced by the electric generator is adjustable subject to the default charging information.

8. The system control unit of claim 7, wherein the information relating to the operational state of the internal combustion engine includes information regarding a reserve capacity of the internal combustion engine.

9. The system control unit of claim 8, wherein the engine controller is operable in that the reserve capacity can be determined as relative reserve capacity, with regard to the established maximum output of the internal combustion engine.

10. The system control unit of claim 9, wherein the generator controller is operable in that a higher output can be provided by the electric generator until the relative reserve capacity of the internal combustion engine is smaller than a predefined first limit value.

11. The system control unit of claim 10, wherein the generator controller is operable in that the electric generator output can be reduced as soon as the relative reserve capacity of the internal combustion engine is smaller than a predefined second limit value, whereby the second limit value is smaller than the first limit value.

12. A vehicle, comprising: a charging system which includes an electric generator and an internal combustion engine that is mechanically connected with the electric generator; a system control unit for controlling the charging system that is intended for charging an electrical energy storage device, the system control unit including: a generator controller for controlling the electric generator; an engine controller for controlling the internal combustion engine; and a transmitting device for transmission of messages, whereby the engine controller is connected with the generator controller by way of the transmitting device, and whereby the engine controller is operable in that a message containing information about an operating state of the internal combustion engine is produced and said message is sent to the generator controller via the transmitting device, wherein the engine controller is operable in that a deliverable maximum output of the internal combustion engine is variably determinable depending on at least one predefined parameter, and information relating to the operating status of the internal combustion engine is dependent on the maximum output of the internal combustion engine, and wherein a rated output is defined for the internal combustion engine, and the engine controller is operable in that the maximum output of the internal combustion engine is definable depending on at least one predefined parameter in such a way that it is higher than the rated output.

13. The vehicle of claim 12, wherein the vehicle is a watercraft.

14. A method for controlling a charging system that is intended for charging an electrical energy storage device which includes an electric generator and an internal combustion engine that is mechanically connected with the electric generator, said method including the steps of: controlling the electric generator by way of a generator controller; controlling the internal combustion engine by way of an engine controller; and producing a message by the engine controller which includes information in regard to the operational state of the internal combustion engine, and this message is transmitted to the generator controller via a transmitting device for the transmission of messages which connects the engine controller with the generator controller, wherein the engine controller is operable in that a deliverable maximum output of the internal combustion engine is variably determinable depending on at least one predefined parameter, and information relating to the operating status of the internal combustion engine is dependent on the maximum output of the internal combustion engine, and wherein a rated output is defined for the internal combustion engine, and the engine controller is operable in that the maximum output of the internal combustion engine is definable depending on at least one predefined parameter in such a way that it is higher than the rated output.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) The above-mentioned and other features and advantages of this invention, and the manner of attaining them, will become more apparent and the invention will be better understood by reference to the following description of embodiments of the invention taken in conjunction with the accompanying drawings, wherein:

(2) FIG. 1 is a schematic illustration of an inventive vehicle in the embodiment of a submarine that includes a charging system according to the invention, said charging system including a system controller according to the invention; and

(3) FIG. 2 is a schematic illustration of a flow chart of an embodiment of the inventive method.

(4) Corresponding reference characters indicate corresponding parts throughout the several views. The exemplifications set out herein illustrate embodiments of the invention, and such exemplifications are not to be construed as limiting the scope of the invention in any manner.

DETAILED DESCRIPTION OF THE INVENTION

(5) If not stated otherwise, the same reference identifications are used for identical or operatively identical elements.

(6) Referring to FIG. 1, one design example of an inventive vehicle is described. In the current design example the vehicle is a submarine 10. However, the current invention can also be used in other vehicles. Submarine 10 includes a battery 12 as the electrical energy storage device and a charging controller 14 that is connected with battery 12. Battery 12 supplies submarine 10 with electricity. Among other things, battery 12 provides power to an electric engine by way of which submarine 10 is powered. Charging controller 14 serves to control battery 12; it controls in particular charging of battery 12 with electrical energy.

(7) Submarine 10 moreover includes a charging system 16 that is provided to produce electrical energy that can be stored in battery 12. Charging system 16 includes an internal combustion engine 18 and an electrical generator 20 that is electrically connected with battery 12. In the current design example internal combustion engine 18 is a diesel engine that is supplied with diesel fuel. The diesel fuel is stored in a tank. Internal combustion engine 18 includes an output shaft 22 that is mechanically connected with generator 20. Generator 20 in this case is a synchronous machine whose rotor is located on output shaft 22. During operation of charging system 16, output shaft 22 rotates and drives the rotor of generator 20. Due to the rotation of the rotor of generator 20 said generator produces electricity that is supplied via a rectifier to battery 12. Battery 12 is thus being charged.

(8) Charging system 16 moreover includes a system controller 24 to control charging system 16. System controller 24 includes a generator controller 26 to control generator 20 and an engine controller 28 to control internal combustion engine 18. Generator controller 26 includes an interface 30 to receive and transmit signals and engine controller 28 includes an interface 32 to receive and transmit signals. Interface 32 is connected with internal combustion engine 18, in particular with a plurality of components of internal combustion engine 18, for example sensors and actuators, as well as with a bus 34. Bus 34 is a transmitting device for transmission of messages. In the current design example bus 34 connects predominantly engine controller 28 with generator controller 26, so that engine controller 28 can send a message containing information in regard to an operational state of internal combustion engine 18 via bus 34 to generator controller 26. Instead of bus 34, another transmitting device, for example a network or bidirectional connections between the individual components can be provided in charging system 16.

(9) System controller 24 moreover includes an interface 36 via which communications, in particular signals can be exchanged with external components. Interface 36 is preferably connected with a network inside of submarine 10, via which network various components of the submarine can communicate with each other. In particular, remote control of system controller 24 can occur via interface 36.

(10) System controller 24 is advantageously connected via interface 36 with a plurality of sensors, actuators and other controllers of submarine 10. For this plurality of sensors, actuators and other controllers FIG. 1 illustrates representatively a sensor 38 which in the design example is arranged inside submarine 10. In this example, sensor 38 is a temperature sensor for recording the temperature of the sea water in which submarine 10 operates. Sensor 38 is located directly at a water inlet where seawater can be admitted into the submarine in a controlled manner, for example for cooling. It is however equally possible to locate sensors at another location in submarine 10, in particular on the outside of the submarine.

(11) From such controllers and/or sensors measured values and/or calculated values can in particular be transmitted to system controller 24 and are distributed inside system controller 24 for further processing to engine controller 28 and/or generator controller 26. Such measured values and/or calculated values, etc. represent established parameters that are used in particular by engine controller 28 to determine the operating state of internal combustion engine 18. Such measured values and/or calculated values, etc. are used especially advantageously by engine controller 28 to determine a maximum output of internal combustion engine 18. This maximum output is to be provided at a maximum by internal combustion engine 18, subject to the established parameters, that is in particular the measured values and/or calculated values, etc. This means that the maximum output of internal combustion engine 18, subject to at least one of the established parameters can preferably be determined variably. The maximum output or another state variable derived from same assist engine controller 28 preferably to determine or define the operating state of internal combustion engine 18. The operating state is thus advantageously also dependent on at least one of the default parameters. The engine controller 28 is designed in such a way that it can define the maximum output of internal combustion engine 18, subject to measured values and/or calculated values, etc.

(12) Such measured values and/or calculated values, etc. result especially advantageously from environmental conditions of the environment surrounding submarine 10, in particular from conditions or circumstances of elements or media which surround submarine 10 and which are used for the operation of submarine 10 or one of its components. Examples of such elements or media are the air above the water in which submarine 10 operates, and the seawater that surrounds submarine 10.

(13) An example of such a measured value and/or such calculated value is the temperature of air that is used in the combustion of the fuel in internal combustion engine 18. This air temperature is measured by way of a sensor. The air is sucked into the interior of submarine 10 via a snorkel that protrudes above the water. A negative pressure can thereby occur which is relevant for the operating mode of internal combustion engine 18. The lower the pressure, the worse this is for internal combustion engine 18. The negative suction pressure occurs in particular when the top opening of the snorkel submerges in waterfor example when strong waves are presentand the snorkel opening closes. The negative suction pressure is measured or otherwise determined and communicated to the engine controller 28 for the purpose of establishing the maximum output of internal combustion engine 18.

(14) An additional measured value for the determination of the negative suction pressure is the water temperature of cooling water that is used for cooling of internal combustion engine 18. In the current example the cooling water is the seawater surrounding submarine 10. The temperature of the seawater is measured and the resulting signal is transmitted to the engine controller 28.

(15) An additional measured value that is determined by a sensor and is used by engine controller 28 to establish the maximum output of internal combustion engine 18 is the exhaust gas back pressure. The exhaust gas back pressure is substantially consistent with the pressure that acts against the exhaust gas when being emitted from the submarine. For the current application in the submarine, the magnitude of the exhaust gas back pressure is especially relevant since the exhaust gas back pressure is especially high and can fluctuate. Internal combustion engine 18 is designed in this case in a suitable manner for such high exhaust gas back pressures.

(16) Because the maximum output of internal combustion engine 18 can advantageously be varied subject to the established parameters, it is not limited to a one-time rated output of internal combustion engine 18. Rather, the defined maximum output can then be established greater than the rated output, in particular if the measured values and/or calculated values, etc. as the default parameters have favorable values. This is the case for example if the water temperature of the cooling water is low. The cooling water is then in a position to more effectively dissipate heat that develops with a higher performance output of internal combustion engine 18. This is for example also the case when the exhaust gas backpressure is low. More exhaust gas is created at a higher performance output of internal combustion engine 18 which must be removed to the outside of submarine 10. If the exhaust gas backpressure is suitably low it is easier to discharge the greater volume of exhaust gas. In a reverse situation of unfavorable measured values and/or calculated values, etc. as the default parameters, the maximum output can advantageously be established lower than the rated output. Charging system 16 is thus in a positioneven in unfavorable environmental conditionsalbeit with a low efficiency, to provide charging energy for charging of battery 12.

(17) Engine controller 28 is advantageously designed in such a manner that it determines a reserve capacity of internal combustion engine 18. This reserve capacity results from the difference of the established maximum output and the output currently demanded by internal combustion engine 18. The reserve capacity can be determined by the engine controller preferably as a relative reserve capacity related to the established maximum output.

(18) In the current design example interface 36 includes moreover a local input unit in the embodiment of a keyboard 40 through which control defaults for the control of charging system 16 can be input by an external operator of system controller 24. Preferably, such a control specification is a predefined parameter with which the established maximum output of internal combustion engine 18 can be requested. System controller 24 is advantageously designed in such a way that if produces a request signal to demand the established maximum output of internal combustion engine 18, as long as it detects the input of an appropriate control specification, for example through keyboard 40 or by way of remote control via interface 36. The operation of charging system 16 with the requested maximum output of internal combustion engine 18 is described in the current example as boost mode. The term boost mode applies for the case where internal combustion engine 18 is driven at an established maximum output that is higher than the rated output, also in the case where the established maximum output is lower than the rated output.

(19) Charging controller 14 is connected via interface 36 with system controller 24. Via bus 34 it is possible for charging controller 14 to communicate with generator controller 26. Above all, via this connection charging controller 14 can transmit a specification to generator controller 26 for a generator output voltage and/or output for charging of battery 12. Alternatively, or in addition, charging controller 14 can be connected directly with interface 30 of generator controller 26 for transmission of messages.

(20) Generator controller 26 is herein designed advantageously so that it determines a generator output value, in particular the generator output voltage or the generator output that is to be produced by generator 20, depending on the operating state of internal combustion engine 18 that is established and/or determined by engine controller 28. For this purpose a message containing information in regard to the operating state is produced by engine controller 28. This message is transmitted via bus 34 to generator controller 26. In the current design example, generator controller 26 determines the generator output value in addition to dependency on a predefined maximum generator output current. This maximum generator output current is determined in particular by the design of generator 20.

(21) Now referring to FIG. 2, is a schematic illustration of a flow chart of a design example of the inventive method for controlling of charging system 16 is described. Modes of operation and functionalities of inventive submarine 10 and charging system 16, as well as of inventive system controller 24 are described more closely with reference to the design example of the inventive method. Especially the functionalities of engine controller 28 and generator controller 26 are discussed.

(22) The current design example of the method according to the invention starts with a step 100. In a step 102 charging controller 14 transmits a voltage demand via interface 36 and bus 34 to generator controller 26 for charging of battery 12. In a step 104 generator controller 26 receives the voltage demand from charging controller 14 at its interface 30 and controls generator 20 in such a manner that it produces the demanded output voltage and delivers it at its output. Generator controller 26 thereby monitors generator 20 so that the maximum generator current is not exceeded. To produce the demanded generator output, generator 20 requires a suitable output of internal combustion engine 18 through which the rotor of generator 20 is driven.

(23) In step 106 generator controller 26 therefore transmits a message to engine controller 28, with information relating to an output that is requested from internal combustion engine 18. In a step 108 engine controller 28 controls internal combustion engine 18 in such a way that it provides the requested output. Engine controller 28 thereby controls internal combustion engine in such a way thatat a maximumit delivers the established rated output. If the output requested by generator controller 26 exceeds the rated output of internal combustion engine 18, internal combustion engine 18 nevertheless delivers the rated output at a maximum. Should the rated output produced by internal combustion engine 18 not be sufficient for generator 20 to produce the requested output, the request transmitted by charging controller 14 remains partially unfulfilled. Battery 12 is therefore being charged at a slower pace than requested by charging controller 14.

(24) In a step 110 the control default specification that charging system 16 is to transition into the boost mode is input by the operator of system controller 24 on keyboard 40 or via interface 36. This means that the maximum output of internal combustion engine 18 is now determined subject to default parameters, in particular certain environmental conditions. As a result system controller 24 produces a request signal, requesting the maximum output of internal combustion engine 18. The request signal is subsequently transmitted in step 112 to engine controller 28 and generator controller 26. In step 114, measured values and/or calculated values, etc. are captured as predefined parameters, for example by way of sensors and possibly other detection devices for detection of environmental conditions and are transmitted to engine controller 28. In step 116 engine controller 28 establishes the maximum output of internal combustion engine 18 which is dependent upon the transmitted predefined parameters, in particular the measured values and/or calculated values, etc. Engine controller 28 moreover determines the relative reserve capacity of internal combustion engine 18, whereby the reserve capacity is subject to the established maximum output. The engine controller moreover preferably adjusts a boost characteristics curve for the operation of internal combustion engine 18 in boost mode. In step 118 engine controller 28 produces a message containing information regarding the reserve capacity. The reserve capacity thereby corresponds to an operating state of internal combustion engine 18. Subsequently engine controller 28 sends the message containing the information regarding the previously determined relative reserve capacity via bus 34 to generator controller 26.

(25) In step 120 generator controller 26 verifies whether the reserve capacity that was sent by engine controller 28 is smaller than a first limit value. If this is not the case, then generator controller 26 receives permission in step 122 to increase the output of generator 20 if needed, that is, in particular subject to the request issued by charging controller 14. In step 124 it is subsequently verified whether the boost mode continues to be requested. If this is not the case, the method in accordance with the current example branches to a step 126 where the engine controller determines the maximum output of internal combustion engine 18 as the rated output. The rated operation characteristics curve is used as characteristics curve for operation of internal combustion engine 18. If, in the retrieval in step 124 it is noted that the boost mode continues to be requested, then the method branches back to step 120 where it is again checked whether the transmitted reserve capacity is smaller than the first limit value.

(26) If it is noted in step 120 that the transmitted reserve capacity is smaller than the first limit value, then the output of generator 20 is kept constant in step 128. A further increase in the generator output is not permitted, even if a higher output of generator 20 is required due to the request by charging controller 14. In step 130 it is subsequently queried whether the reserve capacity is smaller than a second limit value. The second limit value is thereby smaller than the first limit value. If the reserve capacity is not smaller than the second limit value, then the method branches back to step 124. If the reserve capacity is smaller than the second limit value, step 132 follows where the output of generator 20 is reduced. The method subsequently continues with step 124.

(27) While this invention has been described with respect to at least one embodiment, the present invention can be further modified within the spirit and scope of this disclosure. This application is therefore intended to cover any variations, uses, or adaptations of the invention using its general principles. Further, this application is intended to cover such departures from the present disclosure as come within known or customary practice in the art to which this invention pertains and which fall within the limits of the appended claims.