Vehicle energy management system, vehicle comprising such a vehicle energy management system, and method of controlling a vehicle energy management system

Abstract

A vehicle energy management system, a vehicle including such a vehicle energy management system, and a method of controlling a vehicle energy management system. In particular, the present invention relates to a vehicle energy management system connectable to a vehicle. When the vehicle is operating in a vehicle braking mode and the temperature level of the heat receiving structure is below a maximum limit of a predetermined temperature range, the energy management system is configured to control a valve arrangement to deliver a pressurized air flow to the heat receiving structure.

Description

Technical Field

[0001] The present invention relates to a vehicle energy management system for a vehicle propelled at least in part by a traction motor. The present invention also relates to a vehicle including such a vehicle energy management system, and a method of controlling a vehicle energy management system. Although the present invention will primarily be directed to vehicles in the form of trucks, the present invention is also applicable to other types of vehicles, such as buses, work machines, and other transport vehicles. Background Art

[0002] Vehicle propulsion systems are constantly being developed to meet market demands. A particular concern is the emission of environmentally harmful exhaust gases. Consequently, vehicles propelled by electric motors and / or electric motors powered by hydrogen fuel cells are becoming increasingly popular, particularly for trucks and other heavy vehicles.

[0003] Compared to vehicles propelled solely by an internal combustion engine (ICE), vehicles propelled by traction motors often lack access to functions typically handled by an ICE. For example, the warm exhaust gases produced by an ICE can be used to heat various auxiliary components of the vehicle. Traction motors, on the other hand, do not generate heat to the same degree as an ICE. Consequently, vehicles propelled by traction motors face the challenge of providing sufficient heat to their auxiliary components.

[0004] It would therefore be desirable to provide a vehicle energy management system for a vehicle that is at least partially propelled by a traction motor that enables heating of various components of the vehicle to be provided. Summary of the Invention

[0005] It is therefore an object of the present invention to at least partially overcome the above-mentioned drawbacks.

[0006] According to a first aspect, a vehicle energy management system is provided that can be connected to a vehicle, the energy management system comprising: a heat receiving structure that is susceptible to a pressurized air flow; an air compressor that is arranged to be in fluid communication with an ambient environment via a first conduit and in fluid communication with the heat receiving structure via a second conduit; a valve device that is arranged downstream of the air compressor and in fluid communication with the air compressor, the valve device being configured to controllably convey the pressurized air flow from the air compressor via the first conduit to the ambient environment and / or to the heat receiving structure via the second conduit; and a control unit that is connected to the air compressor and the valve device. device, the control unit including a control circuit configured to: receive a signal indicating a current vehicle operating mode of the vehicle, the vehicle operating mode being one of a vehicle braking mode and a vehicle non-braking mode, in which vehicle braking mode the vehicle is controlled not to exceed a desired vehicle speed; receive a signal indicating a temperature level of the heat receiving structure; compare the temperature level with a predetermined temperature range; and when the vehicle is operating in the vehicle braking mode and the temperature level is below a maximum limit of the predetermined temperature range: control an air compressor to supply a pressurized air flow toward the valve device; and control the valve device to deliver the pressurized air flow to the heat receiving structure via a second conduit.

[0007] The term "vehicle braking mode" should be interpreted as the vehicle's operating state when the vehicle is decelerating or braking to maintain a desired vehicle speed. The latter situation could, for example, be an operating state where the vehicle is traveling downhill and wishes to maintain a desired steady vehicle speed. Without braking in this situation, the descent would cause the vehicle to increase its speed. The vehicle braking mode is preferably a mode for performing auxiliary braking. Therefore, the vehicle energy management system can advantageously form part of a vehicle's auxiliary braking system, wherein the air compressor is operated in the vehicle braking mode using electrical energy generated during auxiliary braking.

[0008] Furthermore, it should be understood that the vehicle energy management system consumes energy when the vehicle is operating under vehicle braking, and therefore does not necessarily depend on the vehicle's speed. The energy consumption of the vehicle energy management system can be achieved by, for example, adjusting the battery's state of charge to provide sufficient braking power.

[0009] Therefore, the "vehicle non-braking mode" should be interpreted as a mode in which the vehicle energy management system does not consume the energy obtained due to braking. In the vehicle non-braking mode, energy can instead be consumed by, for example, at least partially depleting the battery or operating a fuel cell, for example, to generate electricity for an air compressor. Therefore, the vehicle non-braking mode can be obtained when the vehicle is at a standstill or when the vehicle is operating in a propulsion state, etc. Therefore, the vehicle non-braking mode and the vehicle braking mode are opposing operating modes. The vehicle non-braking mode and the vehicle braking mode can be determined by the control unit receiving a signal from, for example, a higher-level control system of the vehicle. Therefore, the higher-level control system determines that the vehicle is currently in one of the modes and transmits a signal with information on the current operating mode to the control unit.

[0010] Furthermore, it should be readily understood that the temperature level of the heat receiving structure can be received, for example, from a temperature sensor of the heat receiving structure. However, the temperature level can be determined by other means besides a temperature sensor. For example, the vehicle may include a virtual sensor that determines or estimates the temperature level of the heat receiving structure based on map data. In addition to map data, the virtual sensor may also receive a signal indicative of the surrounding environment to estimate the temperature level of the heat receiving structure.

[0011] Furthermore, and in accordance with one example embodiment, the heat receiving structure may be at least one of a trailer body of a vehicle, a vehicle cab, a vehicle energy storage system, and a vehicle fuel cell system.

[0012] Furthermore, an air compressor should be interpreted as a device or apparatus capable of generating an air flow to the first duct. The air supplied from the air compressor should preferably be pressurized and provided with a temperature level that is increased compared to the temperature level of the air entering the air compressor. Thus, the air compressor can pressurize and heat the air to various levels depending on the application being applied. Thus, the air compressor can be formed by an air fan.

[0013] The present invention is based on the recognition that during vehicle braking mode, the electrical energy generated can be efficiently dissipated in the form of heat by using an air compressor. Therefore, the air compressor consumes electrical energy to pressurize and heat the air. Therefore, the advantage is that when "free energy" generated during vehicle braking mode is obtained, as much heating of the heat receiving structure as possible is provided. Therefore, in this operating mode, the heat receiving structure is heated as much as possible without exceeding the maximum limit of the predetermined temperature range. Therefore, the heat receiving structure is heated without exceeding the maximum limit, at which the heat receiving structure may be damaged due to excessive temperature exposure. By heating the heat receiving structure as much as possible during vehicle braking mode, a thermal buffer is provided for the heat receiving structure for upcoming operating conditions in which it is assumed that the vehicle is not in vehicle braking mode.

[0014] During the vehicle braking mode, the power of the air compressor is preferably controlled based on the braking being performed.Thus, the flow of heated air from the air compressor to the heat receiving structure depends on the braking action currently being performed.

[0015] Furthermore, the present invention is capable of moving and heating relatively large amounts of air without using fossil fuels, thereby providing an environmentally friendly vehicle energy management system. Furthermore, the vehicle energy management system can be designed in a compact manner, making it flexible and versatile, and usable at various locations in the vehicle.

[0016] According to an example embodiment, the control circuit may further be configured to control the valve arrangement to deliver the pressurized air flow via the first duct to the surroundings when the vehicle is operated in a vehicle braking mode and the temperature level is above a maximum limit of the predetermined temperature range.

[0017] Thus, when the temperature level of the heat receiving structure is at the maximum limit of the predetermined temperature range, the pressurized air flow is directed into the surroundings. Advantageously, the heat receiving structure is protected from overheating and contamination-free air is directed into the surroundings.

[0018] According to an example embodiment, when the vehicle is operating in a vehicle non-braking mode and the temperature level is below a lower limit of the predetermined temperature range, the control circuit may further be configured to: control the air compressor to supply a pressurized air flow toward the valve device; and control the valve device to deliver the pressurized air flow to the heat receiving structure.

[0019] Therefore, the compressor is controlled to supply a pressurized air flow so that the temperature level of the heat receiving structure exceeds the lower limit of the predetermined temperature range. Thereby, it is ensured that the heat receiving structure is maintained at a sufficient temperature level even if the vehicle is not operating in vehicle braking mode. In more detail, when the temperature level is below the lower limit of the predetermined temperature range and the vehicle is operating in non-braking mode, the heat receiving structure is heated as little as possible. Therefore, the air compressor is controlled to supply a sufficient amount of heat to the heat receiving structure. Therefore, and according to an example embodiment, when the vehicle is operating in vehicle non-braking mode and the temperature level is below the lower limit of the predetermined temperature range, the air compressor can be controlled based on the difference between the temperature level of the heat receiving structure and the lower limit of the predetermined temperature range.

[0020] According to an example embodiment, the control circuitry may be further configured to inhibit operation of the air compressor when the vehicle is operating in a vehicle non-braking mode and the temperature level exceeds a lower limit of the predetermined temperature range. Thus, if the temperature level of the heat receiving structure is within acceptable limits, the air compressor is inhibited from operating when the vehicle is operating in the vehicle non-braking mode.

[0021] According to an example embodiment, the control circuit may be further configured to: receive an operator-based signal indicating that heating operation of the heat receiving structure is not to be performed; and upon receiving the signal, disable operation of the air compressor when the vehicle is operating in a vehicle non-braking mode.

[0022] The advantage is that the operator of the vehicle can decide not to heat the heat receiving structure. The reason for such a decision can be, for example, that the operator knows an upcoming vehicle state in which the vehicle will be operated in a vehicle braking mode, or the like.

[0023] According to one exemplary embodiment, the heat receiving structure may be a first heat receiving structure, and the energy management system further includes a second heat receiving structure, different from the first heat receiving structure, disposed downstream of the valve device and in fluid communication with the valve device via a third conduit. Thus, the air compressor can supply heated air to more than one heat receiving structure. According to one exemplary embodiment, the first heat receiving structure and the second heat receiving structure may be disposed in parallel with each other.

[0024] According to an example embodiment, the control circuit can also be configured to: determine a first desired temperature level of the first heat receiving structure; determine a first temperature deviation of the first heat receiving structure, the first temperature deviation indicating a current temperature level lower than the first desired temperature level; receive a signal indicating a temperature level of the second heat receiving structure; determine a second desired temperature level of the second heat receiving structure; determine a second temperature deviation of the second heat receiving structure, the second temperature deviation indicating a current temperature level lower than the second desired temperature level; compare the first temperature deviation with the second temperature deviation; when the first temperature deviation is greater than the second temperature deviation, control the valve device to direct the pressurized air flow to the first heat receiving structure; and when the second temperature deviation is greater than the first temperature deviation, control the valve device to direct the pressurized air flow to the second heat receiving structure.

[0025] The signal indicative of the temperature limit of the second heat receiving structure may be received from a second temperature sensor arranged to determine or sense the current temperature of the second heat receiving structure. However, and similarly to what has been described above, as an alternative, the temperature limit of the second heat receiving structure may be received from a second virtual sensor that determines or estimates the temperature level of the second heat receiving structure from map data.

[0026] The first and second desired temperature levels are preferably independently controlled, i.e., they depend on the specific configuration of the heat receiving structure. More specifically, the first desired temperature level can be lower than the second desired temperature level, or vice versa. Thus, the control unit can direct the pressurized air flow to the component most in need of heating, even if that component is hotter than other components. Thus, the control unit can prioritize heating in an efficient manner.

[0027] According to an example embodiment, the control circuit may further be configured to: receive a signal indicating an air flow temperature of a pressurized air flow supplied from an air compressor at a position upstream of the valve device; and control the valve device to direct the pressurized air flow to the first heat receiving structure or the second heat receiving structure based on the air flow temperature of the pressurized air flow, the temperature level of the first heat receiving structure, and the temperature level of the second heat receiving structure.

[0028] Thus, the control unit can prioritize the flow direction to the components that need heating the most. It will be appreciated that the valve arrangement can distribute the received pressurized air flow to both the first heat receiving structure and the second heat receiving structure. Thus, a first portion of the pressurized air flow can be supplied to the first heat receiving structure, and a second portion of the pressurized air flow can be supplied to the second heat receiving structure.

[0029] According to an example embodiment, the vehicle energy management system may further include an electric motor connected to a power source. According to an example embodiment, an air compressor may be connected to the electric motor and may be operated by the electric motor. During vehicle braking mode, the electric motor is operated by electricity generated by auxiliary braking. The electric motor consumes electrical energy by operating the air compressor. Therefore, and according to an example embodiment, the control circuit may be configured to control the operation of the air compressor by controlling the electric motor. Preferably, the electric motor and the air compressor are mechanically connected to each other by, for example, a shaft connecting the rotor of the electric motor to a compressor shaft of the air compressor.

[0030] According to an exemplary embodiment, the vehicle energy management system may further include an air heating device fluidically connected between the air compressor and the valve device. Thus, the air heating device further heats the pressurized air supplied from the air compressor. According to an exemplary embodiment, the air heating device may be an electric brake resistor connected to a power source. The electric brake resistor may advantageously consume power and heat the pressurized air supplied from the air compressor during vehicle braking mode.

[0031] According to an exemplary embodiment, the vehicle energy management system may further include a flow injection device in fluid communication between the air compressor and the valve device. The flow injection device is a device capable of actively or passively injecting a fluid flow into the air flow downstream of the air compressor. The fluid flow may be a gas (e.g., air) or a liquid (e.g., water). Thus, the flow injection device may include a pump or an injector to supply the fluid flow, or the flow injection device may be arranged with an opening or orifice to allow fluid flow by means of a pressure difference between the inlet side of the flow injection device and the outside (i.e., a pressure difference between the outer ends of the opening / orifice).

[0032] According to an example embodiment, the flow injection device may be a venturi device. The venturi device may be one or both of a gas venturi device and a liquid venturi device. The venturi device may include more than one venturi tube, for example, two or more venturi tubes arranged in series with each other.

[0033] According to a second aspect, a vehicle is provided, comprising a vehicle energy management system according to any one of the embodiments described above with respect to the first aspect.

[0034] The effects and features of the second aspect are largely similar to those described above with respect to the first aspect.

[0035] According to a third aspect, there is provided a method of controlling a vehicle energy management system connected to a vehicle, the vehicle management system comprising: a heat receiving structure susceptible to a pressurized air flow; an air compressor arranged in fluid communication with an ambient environment via a first conduit and in fluid communication with the heat receiving structure via a second conduit; and a valve arrangement arranged downstream of the air compressor and in fluid communication with the air compressor, the valve arrangement being configured to controllably convey the pressurized air flow from the air compressor via the first conduit to the ambient environment and / or to the heat receiving structure via the second conduit; wherein the method comprises: determining a current vehicle operating mode of the vehicle, the vehicle operating mode being one of a vehicle braking mode and a vehicle non-braking mode, in which the vehicle is controlled not to exceed a desired vehicle speed; determining a temperature level of the heat receiving structure; comparing the temperature level with a predetermined temperature range; and, when the vehicle is operating in the vehicle braking mode and the temperature level is below a maximum limit of the predetermined temperature range: controlling the air compressor to supply the pressurized air flow toward the valve arrangement; and controlling the valve arrangement to convey the pressurized air flow to the heat receiving structure via the second conduit.

[0036] The effects and features of the third aspect are largely similar to those described above with respect to the first aspect.

[0037] According to a fourth aspect, a computer program is provided. The computer program comprises program code components. When the program code components are run on a computer, the program code components are configured to perform the steps of the third aspect described above.

[0038] According to a fifth aspect, a computer-readable medium is provided, the computer-readable medium carrying a computer program component for executing the steps of the third aspect described above when the computer program component is run on a computer.

[0039] The effects and features of the fourth and fifth aspects are largely similar to those described above with respect to the first aspect.

[0040] Further features and advantages will become apparent when studying the appended claims and the following description. Those skilled in the art will recognize that different features can be combined to create embodiments other than those described in the following, without departing from the scope of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] The above and additional objects, features and advantages will be better understood through the following detailed description of exemplary embodiments which is illustrative and not restrictive, in which:

[0042] Figure 1is a side view showing an example embodiment of a vehicle in the form of a truck;

[0043] Figure 2 is a schematic diagram of a vehicle energy management system according to an example embodiment;

[0044] Figure 3 is a schematic diagram of a vehicle energy management system according to another example embodiment;

[0045] Figure 4 is a schematic diagram of a vehicle energy management system according to yet another example embodiment; and

[0046] Figure 5 is a flow chart of a method of controlling an energy management system according to an example embodiment. DETAILED DESCRIPTION

[0047] The present invention will now be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments are shown. However, the present invention may be embodied in many different forms and should not be construed as limited to the embodiments set forth herein; rather, these embodiments are provided for thoroughness and completeness. Throughout this specification, like reference numerals refer to like elements.

[0048] Special References Figure 1 , which depicts a vehicle 10 in the form of a truck. The vehicle includes a traction motor 101 for propelling the wheels of the vehicle. In an exemplary embodiment, the traction motor 101 is an electric motor arranged to receive power from an energy storage system (e.g., a battery) or directly from a fuel cell system as will be described in more detail below. The vehicle 10 also includes a control unit 114 for controlling various operations as will be described in more detail below, and a vehicle energy management system 100 ( Figure 1 Not shown in detail). Figure 1 As can be seen in FIG, the vehicle further comprises a trailer 20. The trailer comprises a heat receiving structure 200 (at Figure 1 ( Schematically shown as the trailer body of the vehicle in FIG. ). Thus, the heat receiving structure 200 is arranged to receive heated air from the vehicle energy management system 100, as will be described in more detail below. It should be readily understood that other vehicle components also fall within the scope of the heat receiving structure 200. For example, the heat receiving structure may include a vehicle trunk, a vehicle cab, a vehicle energy storage system (e.g., a vehicle battery), a vehicle fuel cell system, and the like. In summary, components that should be placed within a specific temperature range are heat receiving structures according to this definition.

[0049] As another example of the heat receiving structure 200, the component can be arranged in the form of a heat exchanger. In this case, the heat exchanger receives air from the lower valve device 150. The liquid entering the heat exchanger can then be heated by the relatively warm air.

[0050] although Figure 1 A truck is shown, but other vehicles may also be provided with the vehicle energy management system 100 described below. For example, a work machine that is at least partially propelled by a traction motor is another vehicle that may advantageously include the vehicle energy management system 100. In this case, the heat receiving structure is, for example, a bucket or dump body of such a work machine.

[0051] For a more detailed description of the vehicle energy management system 100, refer to Figure 2 , Figure 2 is a schematic diagram of a vehicle energy management system 100 according to an example embodiment.

[0052] As can be seen, the vehicle energy management system 100 includes an air compressor 106, a valve arrangement 150, and a heat receiving structure 200. The air compressor 106 and the valve arrangement 150 are arranged in fluid communication with each other. More specifically, the air compressor 106 is arranged to receive ambient air via an air inlet conduit 111 and pressurize the air, and then deliver the air toward the valve arrangement 150 via an air outlet conduit 111'. The valve arrangement 150 is arranged to controllably deliver the pressurized air flow from the air compressor 106 to the ambient environment 160 via a first conduit 113 and / or to the heat receiving structure 200 via a second conduit 112. Therefore, the heat receiving structure 200 is arranged downstream of the valve arrangement 150.

[0053] As can be seen, the control unit 114 is connected to the air compressor 106, the valve arrangement 150, and the heat receiving structure 200. Although not shown, the heat receiving structure 200 may include a temperature sensor configured to detect the temperature level of the heat receiving structure 200. In this case, the temperature sensor is connected to the control unit 114 for transmitting a signal representing the temperature of the heat receiving structure 200.

[0054] The control unit 114 may include a microprocessor, a microcontroller, a programmable digital signal processor, or other programmable device. The control unit 114 may also include or alternatively include an application specific integrated circuit, a programmable gate array or programmable array logic, a programmable logic device, or a digital signal processor. In the case where the control unit 114 includes a programmable device such as the microprocessor, microcontroller, or programmable digital signal processor mentioned above, the processor may also include computer executable code that controls the operation of the programmable device.

[0055] The heat receiving structure 200 is a component of a vehicle that requires a specific temperature for optimal operation, or for maintaining transported materials at a specific desired temperature level. Various non-limiting examples of specific types of heat receiving structures 200 are described above.

[0056] During operation, the air compressor 106 receives ambient air via the air inlet duct 111. The ambient air is pressurized by the air compressor 106 and discharged from the air compressor 106 into the air outlet duct 111'. As the ambient air is pressurized by the air compressor 106, the temperature level of the ambient air also increases. Therefore, the pressurized air discharged into the air outlet duct 111' has a higher temperature level than the ambient air supplied to the air compressor 106 via the air inlet duct 111. The air compressor 106 is preferably controlled by consuming electrical energy. In more detail, the air compressor 106 is operated directly by electricity or via an electric motor (see Figure 4 , an example embodiment depicted in FIG, 3 , and an example embodiment depicted in FIG, 4 , wherein the air compressor 106 is operated to control the rotation of the air compressor (e.g., via a mechanical shaft). As will be apparent from the following description, the air compressor 106 can be operated during a vehicle braking mode, wherein the air compressor 106 is operated by receiving electricity during, for example, regenerative braking operation of the vehicle 10. The air compressor 106 can also receive electricity directly from the battery. Although not shown in the accompanying drawings, the vehicle energy management system 100 may also include a heat exchanger between the valve device 150 and the heat receiving structure 200 (i.e., in the second conduit 112). Therefore, the air enters such a heat exchanger before entering the heat receiving structure 200. The energy management system 100 may also include an oil system connected to such a heat exchanger to improve other functions, such as cold start problems, etc.

[0057] The following describes the Figure 2 The control functions of the vehicle energy management system 100 of the exemplary embodiment are as follows. To simplify the reading about these control functions, Figure 2 The heat receiving structure 200 in the embodiment will be referred to as a trailer body 202. However, it should be readily understood that the following disclosure is equally applicable to other types of heat receiving structures.

[0058] During operation, the control unit 114 receives a signal from the trailer body 202. The signal received from the trailer body indicates the current temperature level of the trailer body 202. The control unit 114 compares the temperature level with a predetermined temperature range. The lower limit of the predetermined temperature range is the lowest temperature that the trailer body 202 can accept. For example, in order to avoid freezing of the material or cargo in the trailer body, the temperature level of the trailer body 202 should be higher than the lower limit. The maximum limit of the predetermined temperature range is the maximum temperature that the trailer body 202 can accept. For example, the temperature level of the trailer body should not exceed the maximum value to avoid high temperature damage to the material or cargo in the trailer body 202. Therefore, it should be readily understood that the predetermined temperature range is a dynamic range that depends on, for example, the specific type of heat receiving structure 200 and / or the specific material or cargo present inside the heat receiving structure 200.

[0059] If the vehicle 10 is operating in the vehicle braking mode and the temperature level of the trailer body 202 is below the maximum limit of the predetermined temperature range, the control unit 114 controls the air compressor 106 to operate and pressurize the ambient air flow received from the air inlet duct 111. The pressurized and heated air flow is supplied toward the valve device 150. The control unit 114 also controls the valve device to direct the pressurized and heated air flow to the trailer body 202.

[0060] During vehicle braking mode, air compressor 106 operates using electricity generated during this operating mode. Consequently, vehicle energy management system 100 consumes electricity used to heat trailer body 202. Consequently, when the vehicle is operating in vehicle braking mode, the trailer body is heated as much as possible. However, if the temperature level of trailer body 202 exceeds the maximum limit of the predetermined temperature range, control unit 114 controls valve device 150 to direct the pressurized and heated air flow through first conduit 113 into the surrounding environment to prevent overheating of trailer body 202.

[0061] If the vehicle is operating in a non-vehicle braking mode, and if the temperature level of trailer body 202 is below the lower limit of the predetermined temperature range, control unit 114 controls air compressor 106 to pressurize and heat the ambient air received through air inlet duct 111. Control unit 114 also controls valve device 150 to direct the pressurized and heated air flow to trailer body 202 via second duct 112. In this case, air compressor 106 is operated by power received from a power source (not shown), such as a battery or fuel cell device. Thus, the power source is at least partially depleted, and trailer body 202 is heated only to the extent that the temperature level exceeds the lower limit of the predetermined threshold, thereby preventing the material or cargo inside trailer body 202 from freezing.

[0062] When the vehicle is operating in the vehicle non-braking mode and the temperature level of the trailer body 202 is below the lower limit of the predetermined temperature range, the control unit 114 controls the air compressor 106 based on the difference between the temperature level of the trailer body 202 and the lower limit of the predetermined temperature range in order to "heat as little as possible." In contrast, when the vehicle is operating in the vehicle braking mode, the control unit 114 controls the air compressor based on the available power generated during the vehicle braking mode. Thus, the air compressor 106 is controlled differently based on the current operating mode of the vehicle 10.

[0063] Furthermore, when the vehicle is operating in the vehicle non-braking mode and the temperature level of the trailer body 202 is higher than the lower limit of the predetermined temperature range, the control unit 114 disables the operation of the air compressor 106. Therefore, the control unit 114 turns off the air compressor 106.

[0064] Furthermore, as an alternative, the control unit 114 may receive an operator-based signal from an operator pressing a button or equivalent. When the control unit 114 receives the operator-based signal and the vehicle is operating in a non-vehicle braking mode, the control unit 114 disables operation of the air compressor 106.

[0065] There may be exceptional circumstances where the vehicle needs to perform an emergency braking maneuver. In such circumstances, and in the unlikely event that the valve arrangement 150 fails for some reason and is unable to direct pressurized and heated air from the air compressor 106, the pressurized and heated air is allowed to be directed to the trailer body 202 even if the temperature level is above the maximum limit of the predetermined temperature range. This exceptional circumstance only applies for a short period of time, and the vehicle should also be stopped using the vehicle service brakes in such circumstances.

[0066] To describe another example embodiment of the vehicle energy management system 100, reference will now be made to Figure 3 . Figure 3 The embodiments include the above reference Figure 2 Therefore, no further reference will be made to the embodiments described herein. Figure 3 Similar features are described in detail.

[0067] like Figure 3 It can be seen that the illustrated vehicle energy management system 100 includes a first heat receiving structure 200 and a second heat receiving structure 200'. The first heat receiving structure 200 is similar to the one described above. Figure 2The heat receiving structures 200 are arranged in a similar manner to the heat receiving structures 200 described above, i.e., the first heat receiving structure 200 is arranged downstream of the valve device 150 and is in fluid communication with the valve device 150 via the second conduit 112. The second heat receiving structure 200' is arranged downstream of the valve device 150 and is in fluid communication with the valve device 150 via the third conduit 112'. Preferably, and as Figure 3 As shown, the first heat receiving structure 200 and the second heat receiving structure 200 ′ are arranged in parallel with each other.

[0068] therefore, Figure 3 The valve arrangement 150 is arranged to guide the pressurized and heated air flow from the air compressor to the first heat receiving structure 200 and / or the second heat receiving structure 200' in a controllable manner. Figure 3 The operational functions of the vehicle energy management system 100 are depicted in FIG. The first heat receiving structure 200 will hereinafter be referred to as a fuel cell housing 204, which includes a fuel cell system arranged to generate electricity. The second heat receiving structure 200' will hereinafter be referred to as a battery 206.

[0069] During operation, the control unit 114 operates in the same manner as described above with reference to Figure 2 In a manner similar to that described in the embodiment of FIG. 1 , the control unit 114 receives a signal indicating the temperature level of the fuel cell housing 204. The control unit 114 also determines a first desired temperature level for the fuel cell housing 204. The first desired temperature level may be a first predetermined temperature range, wherein the temperature level of the fuel cell housing 204 should preferably be within the first predetermined temperature range between a first lower temperature limit and a first maximum temperature limit. The control unit 114 determines a first temperature deviation for the fuel cell housing 204. The first temperature deviation is the difference between the current temperature level of the fuel cell housing 204 and the first desired temperature level.

[0070] Control unit 114 is further configured to receive a signal indicating the temperature level of battery 206. It also determines a second desired temperature level for battery 206. This second desired temperature level may be a second predetermined temperature range, wherein the temperature level of battery 206 should be within the second predetermined temperature range, between a second lower temperature limit and a second maximum temperature limit. Similar to fuel cell housing 204, control unit 114 is configured to determine a second temperature deviation for the battery, i.e., a difference between the current temperature level of battery 206 and the second desired temperature level.

[0071] Thereafter, control unit 114 compares the first temperature deviation and the second temperature deviation with each other. Based on this comparison, control unit 114 controls valve device 150 to direct the pressurized and heated air flow from air compressor 106 to fuel cell housing 204 and / or battery 206. Preferably, when the first temperature deviation is greater than the second temperature deviation, valve device 150 is controlled to direct the pressurized and heated air flow to fuel cell housing 204. On the other hand, when the second temperature deviation is greater than the first temperature deviation, valve device 150 is controlled to direct the pressurized and heated air flow to the battery.

[0072] It will be appreciated that the valve arrangement 150 is also arranged to direct a portion of the pressurized and heated air from the air compressor 106 to the fuel cell housing 204 and another portion thereof to the battery 206. The ratio of air delivered to the fuel cell housing 204 or the battery 206 depends on the temperature levels of the respective components and whether the vehicle is operating in a vehicle braking mode or a vehicle non-braking mode. Therefore, the ratio depends on the available heated air.

[0073] According to one example, the control unit 114 is further configured to receive a signal indicating the air flow temperature of the pressurized air flow supplied from the air compressor at a location upstream of the valve device 150. For example, the air flow temperature can be received from a temperature sensor (not shown) disposed in the air outlet duct 111'. Based on the air flow temperature of the pressurized air flow, the control unit 114 controls the valve device 150 to direct the pressurized and heated air flow to the fuel cell housing 204 and / or the battery 206.

[0074] Furthermore, it should be readily understood that with respect to a vehicle operating in a vehicle braking mode or a vehicle non-braking mode, Figure 3 The vehicle energy management system 100 can be used with Figure 2The vehicle energy management system 100 in FIG. 1 operates in a similar manner. Specifically, when the vehicle 10 is operating in a vehicle braking mode, the control unit 114 controls the air compressor 106 and the valve arrangement so that the fuel cell housing 204 and / or the battery 206 are heated as much as possible while still maintaining the desired braking power according to the priorities described above without exceeding their respective maximum temperature limits. Thus, the "free energy" obtained during the vehicle braking mode is utilized. When the vehicle 10 is operating in a non-braking mode, the control unit 114 controls the air compressor 106 and the valve arrangement 150 according to the priorities described above, so that the fuel cell housing 204 and / or the battery 206 are heated as little as possible, without the temperature levels of the fuel cell housing 204 and the battery 206 falling below their respective lower temperature limits. Therefore, when the temperature levels of the fuel cell housing 204 and the battery 206 exceed their respective maximum temperature limits, the valve arrangement 150 is also configured to control the flow of pressurized and heated air from the air compressor 106 for directing to the surrounding environment.

[0075] although Figure 2 A single heat receiving structure 200 is depicted and Figure 3 Two heat receiving structures are shown, but the present invention is applicable to a vehicle energy management system even including other heat receiving structures arranged in parallel with each other or arranged in series with each other.

[0076] Now refer to Figure 4 Another example embodiment of the vehicle energy management system 100 is described below. Figure 4 The embodiment in FIG. 1 only describes the components arranged upstream of the valve device 150. Therefore, Figure 4 The functional operation of the vehicle energy management system 100 is the same as that described above. Figure 2 and Figure 3 The control unit 114 is the same as described above. Figure 4 and is omitted in the following description, but it should be construed as also being included in the present exemplary embodiment.

[0077] like Figure 4 As can be seen in the diagram, vehicle energy management 100 includes an electric motor 102, which is arranged to receive power 103 from a power source 104. Power source 104 can be, for example, a vehicle battery or a fuel cell system. Alternatively, power source 104 can be formed by an inverter or another electric motor. Thus, the purpose of this power source is to supply power to the electric motor. According to one example, this power source can also be arranged to receive power from the vehicle's traction motor 101. Furthermore, electric motor 102 can be connected to a cooling system 105 of vehicle 10. Cooling system 105 can be a liquid cooling system or an air cooling system.

[0078] The vehicle energy management system 100 also includes the air compressor 106 described above, which is here mechanically connected to the motor 102 and operated by the motor 102. Preferably, the air compressor 106 is mechanically connected to the motor 102 by a shaft 107.

[0079] The energy management system 100 further includes air heating devices 108 and 110. Figure 4 In the embodiment, the air heating devices 108 and 110 are shown and described as the electric air heating device 108 and the heat exchanger 110. However, it should be readily understood that the energy management system 100 may include only one of the electric air heating device 108 and the heat exchanger 110. Therefore, one of the electric air heating device 108 and the heat exchanger 110 may be omitted from the energy management system 100, but both are shown to simplify the description of this embodiment.

[0080] The electric air heating device 108 may be arranged in the air outlet duct 111 ′ at a position downstream of the air compressor 106 , ie for receiving pressurized air from the air compressor 106 . The electric air heating device 108 is connected to the power supply 104 . Figure 4 In the embodiment of the present invention, the power supply 104 is depicted as two components for ease of understanding. It should be readily understood that the power supply can be a single component or multiple separate components.

[0081] The electric air heating device 108 is preferably implemented in the form of an electric brake resistor device including an electric brake resistor. Thus, the electric air heating device 108 receives pressurized air from the air compressor 106, whereupon the air is heated in the electric air heating device using electricity received from the power supply 104. This air is then preferably supplied toward the valve device 150.

[0082] According to one exemplary embodiment, the electric air heating device may be an air-cooled electric air heating device, such as an air-cooled electric brake resistor. Thus, when receiving power, the electric air heating device is cooled by the air it receives from the air flow generating unit. Other alternatives are also conceivable.

[0083] In addition, a heat exchanger 110 is arranged upstream of the air compressor 106 in the air inlet duct 111 and is in fluid communication with the air compressor 106. Figure 410 is arranged as a heat exchanger connected to the cooling system 105 of the vehicle 10. Therefore, the heat exchanger receives liquid fluid from the cooling system 105 and preheats the air before it is supplied to the air compressor 106. Therefore, the heat exchanger 110 is preferably an air-liquid heat exchanger, but as an alternative, it can also be an air-air heat exchanger, which uses relatively warm air to heat the air supplied to the air compressor 106. As an alternative that is not drawn, the heat exchanger 110 can be replaced by the electric motor 102. In this case, the electric motor receives air and preheats the air before it is supplied to the air compressor 106. The heat exchanger 110 can also be arranged in addition to the vehicle energy management system 100. Figure 4 Other locations than those depicted. For example, the heat exchanger 110 may be in the air outlet duct 111 ′ downstream of the air compressor 106 .

[0084] Furthermore, the energy management system 100 includes a flow injection device 402 positioned in the air outlet duct 111 ′. The flow injection device 402 is arranged downstream of the air compressor 106 and is in fluid communication with the air compressor 106, i.e., the flow injection device 402 receives pressurized air discharged from the air compressor 106. Figure 4 1 , but the flow injection device 402 includes a portion configured to allow a fluid flow to enter the air flow discharged from the air compressor 106. Figure 4 As can be seen in FIG, the flow injection device 402 is arranged in the form of a venturi device, which includes a constriction 115. The constriction 115 is arranged as a reduced diameter portion of the venturi device, in which the flow rate of the air flow from the air compressor 106 will increase. The portion configured to allow the fluid flow to enter the venturi device is preferably arranged at the constriction 115 of the venturi device. Figure 4 As can be seen in FIG, this portion is arranged as an orifice 404, in which the fluid flow 109 can enter the constricted portion 115. Figure 4 In the example embodiment depicted in FIG, the venturi device 402 is disposed downstream of and in fluid communication with the electric air heating device 108. However, it should be readily understood that the venturi device 402 may be disposed upstream of and in fluid communication with the electric air heating device 108, i.e., between the air compressor 106 and the electric air heating device 108.

[0085] Although not shown, the vehicle energy management system 100 may include other features, such as a flow restriction device positioned in the air outlet duct 111'. This flow restriction device can advantageously increase the pressure level of the air flow in the air outlet duct 111'. The flow restriction device is preferably positioned downstream of the air compressor 106. The vehicle energy management system 100 may also include a muffler in the air outlet duct 111' between the air compressor 106 and the valve device 150.

[0086] To summarize, refer to Figure 5 , Figure 5 is a flowchart of a method of controlling the vehicle energy management system 100 as described above according to an example embodiment.

[0087] As a starting stage, the current vehicle operating mode of the vehicle is determined S1 . Furthermore, the temperature level of the heat receiving structure 200 is determined S2 and compared S3 with a predetermined temperature range.

[0088] If the vehicle is operating in vehicle braking mode and the temperature level of the heat receiving structure 200 is below the maximum limit of the temperature range, the air compressor is controlled S4 to supply a pressurized air flow toward the valve device 150. The power level of the air compressor is controlled based on the desired braking. The valve device 150 is controlled S5 to direct the pressurized air flow to the heat receiving structure 200.

[0089] On the other hand, if the vehicle 10 is operated in the vehicle braking mode and the temperature level of the heat receiving structure 200 is above the maximum limit of the predetermined temperature range, the S6 valve arrangement 150 is controlled to direct the pressurized air flow into the ambient environment 160 .

[0090] If the vehicle 10 is not operating in the vehicle braking mode (i.e., the vehicle 10 is operating in the vehicle non-braking mode) and the temperature level of the heat receiving structure 200 is below the lower limit of the predetermined temperature range, the air compressor 106 is controlled S7 to supply a pressurized air flow toward the valve device 150. The valve device 150 is controlled S8 to direct the pressurized air flow to the heat receiving structure 200. Here, the power level of the air compressor 106 is controlled based on the desired temperature increase of the heat receiving structure 200.

[0091] On the other hand, if the vehicle 10 is operating in the vehicle non-braking mode and the temperature level of the heat receiving structure 200 is above the lower limit of the predetermined temperature range, further operation of the air compressor 106 is inhibited S9.

[0092] It should be understood that the present disclosure is not limited to the embodiments described above and shown in the drawings; rather, those skilled in the art will recognize that many modifications and variations are possible within the scope of the appended claims.

Claims

1. A vehicle energy management system capable of being connected to a vehicle, the energy management system comprising: a heat receiving structure susceptible to the pressurized air flow; an air compressor arranged in fluid communication with an ambient environment via a first conduit and in fluid communication with the heat receiving structure via a second conduit; a valve arrangement disposed downstream of and in fluid communication with the air compressor, the valve arrangement being configured to controllably direct a flow of pressurized air from the air compressor into the surrounding environment via the first conduit and / or to the heat receiving structure via the second conduit; as well as a control unit connected to the air compressor and the valve arrangement, the control unit comprising a control circuit configured to: receiving a signal indicative of a current vehicle operating mode of the vehicle, the vehicle operating mode being one of a vehicle braking mode and a vehicle non-braking mode in which the vehicle is controlled not to exceed a desired vehicle speed; receiving a signal indicative of a temperature level of the heat receiving structure; comparing the temperature level to a predetermined temperature range; and when the vehicle is operating in the vehicle braking mode and the temperature level is below a maximum limit of the predetermined temperature range: controlling the air compressor to supply a pressurized air flow toward the valve arrangement; and The valve arrangement is controlled to deliver the pressurized air flow via the second conduit to the heat receiving structure.

2. The vehicle energy management system according to claim 1, wherein: The control circuit is further configured to: When the vehicle is operated in the vehicle braking mode and the temperature level is above a maximum limit of the predetermined temperature range, the valve arrangement is controlled to deliver the pressurized air flow via the first duct to the surroundings.

3. The vehicle energy management system according to claim 1 or 2, wherein: The control circuit is further configured to: when the vehicle is operating in the vehicle non-braking mode and the temperature level is below a lower limit of the predetermined temperature range, controlling the air compressor to supply a pressurized air flow toward the valve arrangement; and The valve arrangement is controlled to deliver the pressurized air flow to the heat receiving structure.

4. The vehicle energy management system according to claim 3, wherein: When the vehicle is operating in the vehicle non-braking mode and the temperature level is below a lower limit of the predetermined temperature range, the air compressor is controlled based on a difference between the temperature level of the heat receiving structure and the lower limit of the predetermined temperature range.

5. The vehicle energy management system according to claim 3, wherein: The control circuit is further configured to: Operation of the air compressor is disabled when the vehicle is operating in the vehicle non-braking mode and the temperature level exceeds the lower limit of the predetermined temperature range.

6. The vehicle energy management system according to claim 1 or 2, wherein: The control circuit is further configured to: receiving an operator-based signal indicating that a heating operation is not to be performed on the heat receiving structure; and upon receiving the signal, Operation of the air compressor is disabled when the vehicle is operating in the vehicle non-braking mode.

7. The vehicle energy management system according to claim 1 or 2, wherein: The heat receiving structure is a first heat receiving structure, and the energy management system further includes a second heat receiving structure different from the first heat receiving structure, the second heat receiving structure being arranged downstream of the valve device and in fluid communication with the valve device via a third pipe.

8. The vehicle energy management system according to claim 7, wherein: The control circuit is further configured to: determining a first desired temperature level of the first heat receiving structure; determining a first temperature deviation of the first heat receiving structure, the first temperature deviation indicating a current temperature level that is lower than the first desired temperature level; receiving a signal indicative of a temperature level of the second heat receiving structure; determining a second desired temperature level of the second heat receiving structure; determining a second temperature deviation for the second heat receiving structure, the second temperature deviation indicating a current temperature level that is lower than the second desired temperature level; comparing the first temperature deviation with the second temperature deviation; When the first temperature deviation is greater than the second temperature deviation, controlling the valve arrangement to direct the pressurized air flow to the first heat receiving structure, and When the second temperature deviation is greater than the first temperature deviation, the valve arrangement is controlled to direct the pressurized air flow to the second heat receiving structure.

9. The vehicle energy management system according to claim 7, wherein: The control circuit is further configured to: receiving a signal indicative of an air flow temperature of the pressurized air flow supplied from the air compressor at a location upstream of the valve arrangement; and The valve arrangement is controlled to direct the pressurized air flow to the first or second heat receiving structure based on the air flow temperature of the pressurized air flow, the temperature level of the first heat receiving structure, and the temperature level of the second heat receiving structure.

10. The vehicle energy management system according to claim 1 or 2, wherein: The vehicle energy management system also includes an electric motor connected to a power source.

11. The vehicle energy management system according to claim 1 or 2, further comprising an air heating device located in fluid communication between the air compressor and the valve device.

12. A vehicle comprising a vehicle energy management system according to any one of the preceding claims.

13. A method of controlling a vehicle energy management system connected to a vehicle, the vehicle energy management system comprising: a heat receiving structure susceptible to the pressurized air flow; an air compressor arranged in fluid communication with an ambient environment via a first conduit and with the heat receiving structure via a second conduit; as well as a valve arrangement disposed downstream of and in fluid communication with the air compressor, the valve arrangement being configured to controllably direct a flow of pressurized air from the air compressor into the surrounding environment via the first conduit and / or to the heat receiving structure via the second conduit; The method comprises: determining a current vehicle operating mode of the vehicle, the vehicle operating mode being one of a vehicle braking mode and a vehicle non-braking mode, wherein the vehicle is controlled not to exceed a desired vehicle speed; determining a temperature level of the heat receiving structure; comparing the temperature level to a predetermined temperature range; and when the vehicle is operating in the vehicle braking mode and the temperature level is below a maximum limit of the predetermined temperature range: controlling the air compressor to supply a pressurized air flow toward the valve arrangement; and The valve arrangement is controlled to deliver the pressurized air flow via the second conduit to the heat receiving structure.

14. A computer-readable medium carrying a computer program component for performing the method of claim 13 when the computer program component is run on a computer.

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