Power module for overhead door based on supercapacitor

Abstract

A power module for a liftgate based on a supercapacitor is provided. The power module is associated with a truck having a liftgate. The power module includes a supercapacitor including a capacitor bank, the supercapacitor in electrical communication with an alternator of the truck. The power module also includes a battery, a switch, a DC / DC boost converter, and an electrical circuit. The electrical circuit connects the capacitor bank and the first battery to the switch, further connecting the switch to a motor for the liftgate. The supercapacitor and the first battery are placed in parallel, the supercapacitor and the first battery located proximate to the liftgate. The supercapacitor includes sufficient energy to power the electric motor of the liftgate for at least two duty cycles without the battery, thereby protecting the liftgate when the battery is low.

Description

[0001] Background of the Invention

[0002] This section is intended to introduce selected aspects of the art that may be associated with various embodiments of this disclosure. This discussion is intended to help provide a framework to facilitate a better understanding of particular aspects of this disclosure. Therefore, it should be understood that this section should be interpreted in this light and not necessarily as an admission of prior art. Technical Field

[0003] This disclosure relates to the field of mobile unit power generation. More specifically, the present invention relates to a hybrid supercapacitor and battery system for supporting the operation of a lifting door associated with a truck or other vehicle.

[0004] Technical discussion

[0005] Batteries are frequently used in cars, trucks, boats, and other vehicles as a way to provide initial charge to internal combustion engines. The battery also provides the electrical energy needed to start the vehicle to power the starter. In operation, the vehicle operator activates the ignition switch (such as by pressing a button in the driver's cab or by inserting and turning the key). The ignition switch controls the starter relay (also known as a solenoid), allowing a pair of contacts to close. When the contacts close, the battery sends voltage to the starter motor, which turns the gears to start the vehicle's engine.

[0006] The same batteries are also used to power the electrical equipment associated with the vehicle. These include headlights, air conditioning, heating, dome lights, and other onboard electrical systems.

[0007] It is well known that vehicles include an alternator to power the battery. This alternator consists of a rotor shaft that rotates via pulleys and a drive belt system. When the engine is started, the pulleys rotate the rotor shaft, causing the rotor to act as a rotating electromagnet. As the pulleys rotate, alternating current (AC) passes through the magnetic field, generating an electric current. Therefore, when the car is in motion, the alternator generates energy that powers both the vehicle's electrical system and maintains the battery's charge.

[0008] The electrical energy generated by the alternator and battery together must be sufficient to support the vehicle's so-called hotelload. The term "hotelload" refers to the vehicle's non-driving energy needs. This can include energy used for lighting, air conditioning, heating, computers, geo-tracking systems, and security systems. The greater the electrical energy required to start the vehicle and support the hotelload, the larger the battery (in kilowatt-hours) required.

[0009] Some vehicles, particularly delivery trucks, include liftgates. A liftgate is an additional feature typically used to lift loads onto and unload them from a truck. Specifically, a liftgate allows goods to be raised from the ground to the height of the truck's tailgate, or lowered from the truck bed to the ground. Garbage trucks also use liftgate systems, but in this case, the liftgate picks up the garbage container and raises it to an inverted position above the dump trailer associated with the truck.

[0010] The lifting gate is powered by a separate DC battery located at the rear of the truck, close to the gate itself. These rear batteries have high load requirements. Worse still, the batteries powering the lifting gate are a considerable distance from the alternator, which is still "under the hood." Due to the long cable length and associated line losses, the lifting gate batteries do not receive sufficient voltage to charge. This necessitates frequent battery replacements by the operator. Alternatively, the operator could add a second battery, with the two rear batteries connected in parallel, as a way to extend battery life. This latter option increases costs.

[0011] Extreme temperatures, especially drops in temperature, can exacerbate battery depletion. Battery depletion is also exacerbated if the truck engine is not started for a period of time, or if the truck does not have sufficient time to recharge the battery between stops.

[0012] One problem operators of trucks with lift gates sometimes face is that the battery runs out while the gate is in use. In some cases, this means the gate gets stuck in a position that prevents the truck from moving. In the worst case, the gate is supporting a physical load when the battery is dead. The operator then has to make an expensive service call.

[0013] Therefore, a device is needed to support the rear-end battery of a truck, enabling the battery to be charged more efficiently and extending its lifespan. Additionally, a power system is needed for delivery trucks or other work trucks, in which supercapacitor banks are used to enhance rear-end battery service to provide power for lifting doors. Summary of the Invention

[0014] This document provides a hybrid power module for a liftgate system. The liftgate is associated with a truck, such as a vehicle. The vehicle has an engine compartment and a cargo compartment. Furthermore, the vehicle is equipped with a liftgate system. The truck may have a separate trailer, but preferably, the vehicle is a so-called urban delivery truck, where the engine compartment, cab, and cargo compartment are all located on a shared chassis.

[0015] The delivery truck will include an engine and an alternator. Both the engine and alternator are located at the front of the truck, specifically in the engine compartment. The alternator provides AC power. As mentioned earlier, the delivery truck will also include a liftgate. The liftgate is located at the rear of the truck and is typically attached to the cargo compartment frame, or optionally to the rear tailgate.

[0016] A hybrid power module represents a combination of capacitors and batteries. Alternatively, the capacitors and batteries can be in a modular form, allowing for individual selection of capacitors and batteries based on application needs, which can then be mechanically combined into a single energy storage device.

[0017] In one aspect, the power module includes a first battery. The first battery may be, for example, a lead-acid battery known to power the motor of a lifting door. Alternatively, the first battery may be a lithium-ion battery (or "LIB").

[0018] The hybrid power module also includes supercapacitors. Supercapacitors consist of groups of supercapacitors. In one aspect, the supercapacitor array comprises 12 supercapacitors, generating a total capacitance of at least 1000 farads. The supercapacitors can be configured in a 6×2 array, providing two groups of six capacitors connected in parallel and then in series.

[0019] The hybrid module also includes an integrated DC / DC boost converter. The DC / DC converter has an input side and an output side. The input side is connected to a cable extending from the alternator, while the output side is in electrical communication with the supercapacitor bank. Therefore, the supercapacitor is in electrical communication with the truck's alternator and is charged (or maintained) by the truck's alternator.

[0020] The hybrid module also includes a switch and electrical wiring that forms the circuitry for the switch. This electrical wiring can be a wiring harness that connects the capacitor bank and the first battery to the switch, and also connects the switch to the motor for the lifting door. The supercapacitor and the first battery are located near the lifting door. In other words, they are not under the hood where the vehicle's battery is located.

[0021] Preferably, the supercapacitor and the first battery are connected in parallel within the circuit. Preferably, the supercapacitor contains enough energy to provide power for at least two duty cycles to the electric motor of the lifting door in the absence of the first battery.

[0022] In one arrangement, the hybrid module also includes a liftgate capacitor box. The liftgate capacitor box houses the supercapacitor bank, the first battery, and the DC / DC converter. The liftgate capacitor box also houses a current controller that regulates the current reaching the DC / DC converter.

[0023] A DC / DC converter can be placed between a current controller and a supercapacitor bank. The DC / DC converter boosts the charge fed from the alternator into the capacitor bank. In one aspect, the DC / DC boost converter is configured to boost the voltage from 8 volts DC to 14.5 volts DC.

[0024] This article also provides a method for operating a lifting door. In one aspect, the method first includes providing a vehicle. The vehicle will have an alternator and a combustible engine, each located in an engine compartment, or "under the hood." The alternator serves as the AC power source for the relays that start the generator.

[0025] The vehicle also has a cargo compartment equipped with a lift door. Preferably, the lift door is located on the rear frame of the vehicle, or alternatively, it is fixed to the rear tailgate.

[0026] The hybrid power module is located on or within the cargo hold. In various embodiments, the power module is based on the power module described above. In this aspect, the power module includes a capacitor and a rear battery. The capacitor and the rear battery are connected in parallel within a circuit.

[0027] The rear battery can be, for example, a lead-acid battery known to power the motor of a lifting door. Alternatively, the rear battery can be a lithium-ion battery (or "LIB"). Conversely, the capacitor is a supercapacitor. A supercapacitor consists of a capacitor bank. In one aspect, the capacitor bank comprises 12 supercapacitor units connected in series, producing a total capacitance of at least 1000 farads. The capacitor bank can be configured as a 6×2 array, providing two sets of six supercapacitors connected in parallel and then in series.

[0028] The power module also includes an integrated DC / DC boost converter. The DC / DC converter has an input side and an output side. The input side is connected to a cable extending from the alternator, while the output side is connected to a bank of supercapacitors. Therefore, the supercapacitors are in electrical communication with and charged by the truck's alternator. The supercapacitors are configured to support peak current in the lifting door motor when it is operating.

[0029] The method also includes sending signals to operate the lifting door. Preferably, an electric motor is associated with the lifting door. Sending signals to operate the lifting door includes sending an electrical signal from the power module to raise or lower the lifting door.

[0030] In one aspect, the method also includes running the vehicle for a period of time to rotate the alternator. This, in turn, charges (or recharges) the first set of capacitors within the power module. Attached Figure Description

[0031] To better understand the present invention, several illustrations, diagrams, and / or flowcharts have been included herein. However, it should be noted that the accompanying drawings only illustrate selected embodiments of the invention and should not be considered as limiting the scope, as the invention can allow for other equally effective embodiments and applications.

[0032] Figure 1A This is a perspective view of a city delivery truck in one embodiment. This particular truck is a medium-sized, multi-stop truck.

[0033] Figure 1B This is another 3D view of a city delivery truck. This particular type of truck is what's known as a light-duty box truck.

[0034] Figure 1C This is another 3D view of a city delivery truck. This particular type of truck is a medium-sized truck.

[0035] Figure 1D This is another 3D view of a city delivery truck. This particular type of truck is a refrigerated truck.

[0036] Figure 2A A type of medium-sized truck such as Figure 1C A 3D view of the truck. This view is taken from the rear of the truck. It can be seen that the truck is equipped with a liftgate. In this view, the liftgate has been moved to a lower position.

[0037] Figure 2B A type of light-duty box truck, such as Figure 1B A 3D view of the truck. This view is again taken from the rear of the truck. It can be seen that the truck is equipped with a liftgate, which has been actively moved to a lower position.

[0038] Figure 2C yes Figure 1A A 3D view of a medium-sized truck. This view is again taken from the rear of the truck. It can be seen that the truck is equipped with a liftgate, which has been moved to its fully raised position.

[0039] Figure 2D yes Figure 2A Another rear-view perspective of the medium-sized truck. Here, the liftgate has been folded into the transport position.

[0040] Figure 3 This is a circuit diagram illustrating an example of an electrical system for a vehicle. In this case, the vehicle includes a lifting door powered by a lifting door motor. The diagram schematically shows the vehicle's alternator communicating electrically with a hybrid power module.

[0041] Figure 4This is a view showing a vehicle with a lifting door. A power system for operating the lifting door is also schematically shown.

[0042] Figure 5 This is an enlarged view of a capacitor box for a lifting door, which can be used as... Figure 4 The hybrid power module is part of it. Figure 5 The use of a supercapacitor is illustrated. It can be seen that a 6×2 array of supercapacitor cells is provided.

[0043] Figure 6A and Figure 6B A single flowchart is presented, illustrating the steps for operating a lifting door of a vehicle in one embodiment. This is achieved through the use of... Figure 5 This is accomplished using a hybrid power module. Detailed Implementation

[0044] Figure 1A This is a 3D rendering of the 100A city delivery truck. This particular 100A truck is a medium-sized, multi-stop delivery truck. These trucks are typically used for local deliveries and can be driven without a commercial driver's license in most states.

[0045] Figure 1B This is another 3D view of the City Delivery Truck 100B. This particular Truck 100B is a so-called light box truck. Alternatively, this truck can be referred to as a "hi-cube" truck, which is also frequently used for local deliveries.

[0046] Figure 1C This is another 3D view of the City Delivery Truck 100C. This particular Truck 100C is a medium-duty long-bed truck. This truck is available in both CDL and non-CDL configurations and is used to transport heavier items such as refrigerators and machinery. Note that the cargo bed of the Truck 100C is longer than that of the Truck 100B.

[0047] Figure 1D This is another 3D view of the City Delivery Truck 100D. This particular truck is a refrigerated truck.

[0048] Each of trucks 100A, 100B, 100C, and 100D is known and widely used in the transportation and shipping industries. These trucks are available, for example, from Penske Systems, Bloomfield Hill, Michigan. Each truck 100A, 100B, 100C, and 100D includes a cab 110, a chassis 120, and a cargo bed 130. In the case of trucks 100A, 100B, and 100C, the cargo bed 130 is mounted on the same chassis 120 as the cab 110. In the case of truck 100D, the cargo bed 130 includes a refrigeration system. Optionally, the cargo bed 130 of truck 100D may be located on a trailer separate from the chassis 120.

[0049] In each of the trucks 100A, 100B, 100C, and 100D, the cargo compartment 130 is enclosed, although open-top flatbed trucks are known. Each of the trucks 100A, 100B, 100C, and 100D also includes an engine compartment 140. The engine compartment 140 houses the vehicle's engine, engine cooling system, and powertrain (not shown). The powertrain will include at least one battery, an alternator, and a DC bus. It has been observed that the vehicle battery operates on unidirectional direct current, while the alternator outputs alternating current.

[0050] Figure 2A This is a 3D view of the 200A medium-duty truck. The 200A truck can be designed according to... Figure 1C Truck 100C. This view is taken from the rear of truck 200A. It can be seen that truck 200A is equipped with a liftgate 215A. In this view, the liftgate 215A has been moved to a lower position 210A.

[0051] Most lifting doors have been observed to be capable of lifting up to 5,000 pounds. The lifting doors are typically controlled by a so-called switch box located inside cargo compartment 230. The switch box is used to control the electric motor that moves the lifting door 215A.

[0052] Figure 2B This is a 3D view of the 200B light van truck. The 200B truck can be designed according to... Figure 1B Truck 100B. This view is again taken from the rear of truck 200B. It can be seen that truck 200B is also equipped with a liftgate 215B. Specifically, the liftgate 215B is mounted on the frame 235 of the cargo compartment 230. In this view, the liftgate 215B has been moved to its lower position 210B.

[0053] Figure 2C yes Figure 2BThe rear plan view of truck 200B shows the lift door 215B in its raised position 210C. In this raised position 210C, cargo can be easily moved between the rear cargo compartment of the cargo hold 230 and the platform of the lift door 215B. It is worth noting that this particular lift door 215B is a so-called track-mounted lift door, meaning it is installed using vertical tracks. As is known in the art, the tracks are fixed to frame 235.

[0054] Figure 2D yes Figure 2A Another rear-view perspective view of the medium-duty truck 200A. Here, the liftgate 215A has been folded into transport position 210D.

[0055] Each of the lifting doors 215A and 215B is located at the rear of its respective truck 200A, 200B. Each of the lifting doors 215A and 215B is known and used in the transportation and shipping industry and is powered by a battery. Typically, the battery is a vehicle battery located under the hood. The vehicle battery is used to start the engine and drive the lifting door motor. This places unnecessary stress on the battery. Alternatively, a separate battery is provided to drive the lifting door motor. In known arrangements, this separate (rear) battery shares power with an alternator, but in other cases operates independently.

[0056] Figure 3 This is a view illustrating an electrical system 3000 for a truck. The truck can be any truck with a liftgate motor, including the illustrative trucks 100A, 100B, 100C, 100D, 200A, or 200B presented above. The electrical system 3000 is ideally intended for use with urban delivery trucks. However, this disclosure is not limited to this arrangement unless expressly stated in the claims.

[0057] The electrical system 3000 primarily includes a vehicle battery 310. This is a typical lead-acid battery commonly used in vehicles. The battery 310 will have positive and negative terminals.

[0058] The electrical system 3000 also includes a vehicle alternator 315. The alternator 315 is electrically connected to the battery 310 via wires 306. These can be a negative bus 306N and a positive bus 306P.

[0059] Alternator 315 serves as an AC voltage source. Battery 310 and alternator 315 are electrically connected to starter relay 324 (or relay starter) via wire 322. When relay starter 324 is closed, power is supplied to starter 328 to start (or “crank start”) vehicle engine 320. Bus 326 is provided to connect wire 322 to engine 320. It should be noted that starter 328 itself is a small motor, powered by battery 310 via wire 322.

[0060] Energy from battery 310 and alternator 315 supports vehicle load 330 and accessory load 340. Vehicle load 330 generally refers to the load inside the vehicle, while accessory load 340 generally refers to external loads that can be carried by the vehicle, such as lighting or accessories for trailers.

[0061] Wire 332 extends from cable 306 (306P or 306N) to bus 336 to provide power to vehicle load 330. At the same time, wire 342 extends from cable 306 (306P or 306N) to bus 346 to provide power to accessory load 340.

[0062] exist Figure 3 In the illustrative arrangement, the alternator 315 also communicates electrically with the hybrid power module 300. This is accomplished using a positive cable 307P and a negative cable 307N. Cables 307P and 307N can be quite long, extending from the front of the truck to the rear. Cables 307P and 307N can, for example, be between 20 and 60 feet in length, extending to the rear of the cargo compartment.

[0063] The vehicle is equipped with a lifting door 350. A heavy-duty power cable 352 extends from the power module 300 to a switch 354. The switch 354 is controlled by an operator using an operator interface for the up-and-down circulation of the lifting door platform. The switch 354 is manually operated by the operator and may include a panel as part of a switch box, with operating switches or buttons. Typically, the operator interface or switch box is located at the rear of the vehicle.

[0064] When switch 354 is moved to the "on" position, power is supplied to the lift door motor 358. The lift door motor 358 is located in the cargo compartment 230 adjacent to the rear of the lift door 350. Switch 354 can be placed in the "raised" position, causing motor 358 to activate the lift door 350 via bus 356 and raise the lift door platform. Switch 354 can also be placed in the "lowered" position, causing motor 358 to activate the lift door 350 via bus 356 and lower the lift door platform.

[0065] It is understood that the lifting door motor 358 may include more than one motor. For example, the lifting door motor 358 may include a main drive motor, a latch release motor, and a latch tightening motor. When the clutch is engaged, the main drive motor moves the lifting door 350 up and down. The latch release motor releases the lifting door to lower the platform, while the latch tightening motor locks the lifting door 350 in place for actuation when the lifting door platform is raised.

[0066] In one aspect, when the platform of the lifting door 350 is about to move upward, audible and visual feedback is provided to indicate that the door will close. After one second, the clutch engages, and the lifting door motor 358 is driven in the closing direction (lifted position). When the lifting door 350 reaches the secondary latch position, the main drive motor is shut off, and the clutch disengages. The latch tightening motor then engages to pull the lifting door 350 to the primary latch position. Once the primary latch position is reached, the latch tightening motor is shut off.

[0067] Visual feedback is provided by the interior lighting in the cargo compartment as the lifting door 350 is about to move downwards. A latch release motor drives the lifting door in the release direction. Once the latch is released, the clutch engages, and the main drive motor is driven in the opening direction (lower position). When the platform of the lifting door 350 is approximately 3 degrees away from the fully open position, the main drive motor is shut off, and the clutch disengages. The lifting door pillar can then push the lifting door 350 to the fully open (or lower) position for the remaining distance.

[0068] In one aspect, the lifting door motor 358 will be disconnected when the lifting door 350 has reached its fully raised or fully lowered position. Preferably, all motor activation functions are disabled when the delivery truck transmission is in any position other than parked.

[0069] Back Figure 3 As further described below, the hybrid power module 300 includes a capacitor bank 330 and a first rear battery 450. Preferably, the hybrid power module 300 also includes a second rear battery 460. The electrical components of the power module 300 can be solid-state. As understood in the field of electronics, solid-state components, including field-effect transistors (FETs) and insulated-gate bipolar transistors (IGBTs), are often faster, more reliable, and consume less power than relays and contactors.

[0070] Figure 4 This is a view showing vehicle 400. Vehicle 400 includes engine 320 and a voltage source. The voltage source may be an alternator, such as... Figure 3 The alternator 315. The vehicle 400 also includes a lift door 350. The lift door 350 has a lift door platform 355.

[0071] A power system 405 is provided for operating the lifting platform 355. The power system 405 includes... Figure 3 The switch 354 and the electric motor 358. In this arrangement, power from the alternator 315 is "stolen" via cable 307 to provide power to the power system 405.

[0072] The power system 405 also includes at least one first rear battery 450. Figure 4 The arrangement also includes an optional second rear battery 460. The power system 405 also includes a capacitor bank 440. The capacitor bank 440 is connected in parallel with the batteries 450 and 460. Together with the batteries 450 and 460, the capacitor bank 440 supplies power to the electric motor 358 via a switch 354. The electric motor 358, in turn, moves the lifting door platform 355 by cycling through raised and lowered positions.

[0073] The components of the power system 405 are connected by electrical wiring 352 to form a circuit. Electrical wiring 352 may be a wiring harness that connects the capacitor bank 440 and the first battery 450 to a switch 354, and also connects the switch 354 to a motor 358 for the lifting door platform 355.

[0074] The lifting door platform 355 and the power system 405 are typically located near the rear of the truck 200. This means that the capacitor bank 440 and the first battery 450 are located near the lifting door 350. Alternator cable 107 extends from alternator 315 to the power system 405 in the rear.

[0075] It should be noted that the capacitors in capacitor bank 440, as well as batteries 450 and 460, are all used to store electrical charge. However, they operate in very different ways.

[0076] In batteries 450 and 460, the electrodes are separated by chemicals called the electrolyte. Electrical energy is released in a chemical reaction involving the electrodes and the electrolyte. Once the chemicals are depleted, the reaction stops, and the battery can no longer provide charge. Batteries 450 and 460 are typically non-rechargeable, or if they can be recharged, the charging is slow and limited. Some batteries are rechargeable. A well-known example is the lithium-ion battery packs used in laptops and small portable electronic devices, all the way to electric vehicles. In these batteries, the electro-induced reaction occurs bidirectionally between the terminals. This allows the battery to undergo hundreds of charge-discharge cycles before replacement. However, charging the battery is slow.

[0077] On the other hand, capacitors can be charged (or recharged) almost instantly. Capacitors are lighter than batteries and generally do not contain chemicals or toxic metals. However, a drawback is that capacitors can only store a small amount of electrical energy. Capacitors use electrostatics, not chemical reactions, to store energy. A capacitor utilizes two opposing conductive metal plates with an insulating material in between. This insulating material is called a dielectric. Positive and negative charges accumulate on the plates, preventing them from contacting each other. The dielectric allows a capacitor of a given size to store more charge at the same voltage.

[0078] Some capacitors are called supercapacitors. A supercapacitor (or supercapacitor) differs from a regular capacitor in that its plates actually have a much larger surface area, while the distance between them is much smaller. In the case of a supercapacitor, the plates are made of a metal coated with a porous material such as powdered activated carbon. This porosity provides a larger surface area for storing more charge, thus allowing for more farads. Also noteworthy is that in a supercapacitor, there is no dielectric material itself; instead, both plates are immersed in an electrolyte and separated by a very thin insulator.

[0079] When the plates are charged, opposite charges form on the two separated sides, creating what is known as an electric double layer. This double layer is extremely thin, perhaps only a molecule thick (in contrast, the dielectric in a conventional capacitor can range from a few micrometers to a millimeter or more). For this reason, supercapacitors are sometimes also called double-layer capacitors or electric double-layer capacitors (“EDLCs”).

[0080] The capacitance of a capacitor increases with increasing relative plate area and also with decreasing distance between plates. Capacitors have many advantages over batteries. As mentioned above, they are generally lighter. They can also be charged and discharged hundreds of thousands of times without wear. However, by design, they cannot store charge like batteries, or at least not store usable charge. Advantageously, the voltage provided by a supercapacitor can be adjusted by increasing or decreasing the number of supercapacitors placed in series.

[0081] In the preferred arrangement, capacitor bank 440 is located inside a capacitor box, referred to herein as the lifting door capacitor box. Figure 5 This is a view of a capacitor box for a lifting door, representing... Figure 3 The housing of the hybrid power module 300. Truck cables 107P and 107N can be seen extending into the capacitor box 300.

[0082] The capacitor bank 300 houses the current controller 410. The current controller 410 limits or controls the DC current entering from the alternator 315. The current controller 410, or current limiter, may include at least one of a resistor with a positive temperature coefficient and a resistor bridge.

[0083] The capacitor bank 300 also houses the DC / DC converter 430. (Note that...) Figure 4 The DC / DC converter 430 is also shown. The DC / DC converter 430 is preferably an integrated DC / DC boost converter. The DC / DC converter includes an input side and an output side. The input side is connected via a controller 410 to a cable 107 extending from the alternator 315, while the output side is connected to a supercapacitor bank 440. In one aspect, the DC / DC converter 430 is configured to boost a voltage from 8 volts DC to 14.5 volts DC.

[0084] Capacitor bank 440 represents multiple individual supercapacitors 441, 442, 443, 444, 445, and 446. Supercapacitors (or supercapacitors) 441, ... 446 can be configured in a 6×2 array, providing two sets of six capacitors connected in parallel and then in series. Supercapacitors 441, ... 446 can provide an additional 72,000 joules of energy boost, which supports battery health by assisting with heavy loads.

[0085] Supercapacitors 441, ... 446 are in electrical communication with and are charged via the alternator 315 of truck 400. In one embodiment, capacitor bank 440 is configured to generate at least 200 amps of current to operate motor 358 of lifting door 350 for at least two minutes even without batteries 450, 460, with the hope that such a need will never arise.

[0086] The capacitor bank 440 is configured to increase the charging voltage of the first battery 450 and the second battery 460 when the electric motor 358 of the lifting door platform 355 is moved. Cables or wires 347P and 347N connect the supercapacitor bank 440 to the batteries 450 and 460.

[0087] In one embodiment, a rectifier (not shown) is provided for the hybrid power module 300. This rectifier is configured to provide unidirectional current from the alternator 315 to the supercapacitor bank 440. Simultaneously, a parallel circuit between the supercapacitor 440 and the batteries 450, 460 allows bidirectional flow between the batteries 450, 460 and the supercapacitor bank 440. This provides a system in which the capacitor bank 440 is configured to “recharge” the battery 450 when the state of charge and voltage of the capacitor bank 440 are higher than those of the battery 450. This, in turn, increases the lifespan of the battery 450. Furthermore, the efficient charge receiving capability and discharge rate of the capacitors 440 enable the capacitors 441, ... 446 to mitigate some of the power spikes and drops typically occurring during the operation of the lifting door motor 358.

[0088] During operation, when the rear battery 450 is connected, the battery voltage will begin charging at any time during a normal charging cycle, while the capacitor bank 440 is always maintained at only 100mV above the battery's absorption voltage, forming a backup. As the battery voltage decreases during use, the capacitor voltage also decreases. Therefore, the supercapacitor bank 440 handles all peak current surges from the battery 450, further achieving a long battery life and saving costs in the process.

[0089] Since each UC 441, ... 446 in capacitor bank 440 will have its own equivalent series resistance (ESR), the UC cells will not absorb all the charge evenly. Placing batteries 450, 460 in parallel with UC bank 440 will achieve UC balance within UC 441, ... 446.

[0090] In one aspect, the current limiter or current controller 410 may be connected in series between the rectifier and the capacitor bank 440.

[0091] In one aspect, the current supplied from the hybrid module 300 to the lifting door motor 358 is proportionally generated from both the supercapacitor 440 and the battery 150. Additionally, because current can flow between the capacitor 440 and the battery 450, when the alternator 315 is off, the available charge and voltage of the supercapacitor 440 typically also shift towards an equilibrium point relative to the charge and voltage of the battery 150. If the capacitor 440 is electrically isolated from the battery 450, this voltage equilibrium may typically be lower than the state of charge and voltage of the capacitor 440.

[0092] In an alternative embodiment, a separate rectifier is connected between the capacitor bank 440 and the first battery 450. This rectifier may include a reverse recovery diode. Here, the rectifier is configured to recover a portion of all unused energy from the liftgate motor 358 when the hybrid module 300 is operating without the first battery 450.

[0093] Back Figure 5 Preferably, the lifting door capacitor box represents the housing, while each of the first battery 450 and the second battery 460 is in its own housing. The housings form independent "modules" that can be mechanically fixed together and are in electrical communication with the switch 354.

[0094] The powertrain 405 may include additional functions. For example, the powertrain 405 may include sensors. These sensors can sense the internal resistance of the battery 450. This allows the user to determine the state of the battery 450. Those skilled in the art will understand that when the battery is idle, a chemical reaction occurs within it, causing copper sulfate to accumulate on the battery terminals. This, in turn, rapidly increases the battery's internal resistance, reducing its ability to generate the charge required for the engine crankshaft.

[0095] The power system 405 may also include a microcontroller. The microcontroller receives signals from sensors that indicate internal resistance. The microcontroller then uses a transceiver to transmit the signals to a computer (which could be a web server, an application running on a portable communication device, or both). The signals are transmitted using a wireless communication system.

[0096] The signals are processed by a computer, allowing a remote operator to review them in real time and determine the battery status. Furthermore, the microcontroller may have a GPS module. In this case, the microcontroller sends signals indicating GPS coordinates. In this way, the operator can determine the location of the power system 405 at any given time.

[0097] The hybrid power module 300 described herein offers several advantages. These include eliminating the voltage drop inherent in the long truck cable from the main system battery to the lifting door. They also include preventing the lifting door from jamming due to poor charging or depleted battery power.

[0098] Advantageously, the power system 405 uses a non-isolated DC / DC converter whose input current limiting is compatible with existing alternator charging characteristics. A supercapacitor bank is connected to the output of the DC / DC converter and will charge from a typical half-range charge level to approximately 4.5 volts DC in about 5 minutes. This reduces charging time to 5 to 10 minutes, providing an ideal solution for trucks making multiple delivery stops.

[0099] In view of the engine starting module 300 described above, this document also provides a method for operating a vehicle. Operating the vehicle will include providing electrical power to drive a liftgate associated with the vehicle.

[0100] Figure 6A and Figure 6B A single flowchart is presented, illustrating the steps of a method 600 for operating a vehicle in one embodiment. Method 600 first includes providing a vehicle. This is shown in block 605. The vehicle may be a truck 100A, 100B, 100C, or 100D as shown in the figure, and it should include a liftgate. The vehicle will also have an alternator, a vehicle battery, and an internal combustion engine "under the hood".

[0101] Method 600 next includes providing a motor for the lifting door. This can be seen in block 610. The motor is based on... Figure 3 and Figure 4 The provided motor 358 is an electric motor. The motor is configured to power the lifting door in response to operator commands. Preferably, the lifting door motor is located at the rear of the vehicle.

[0102] Method 600 also includes providing a power module. This is provided in block 615. The power module includes a first battery and a capacitor bank. Optionally, a second battery is also provided. The power module can be used with... Figure 5 The power module 300 presented herein is identical. In this aspect, the power module will house a 6×2 UC array. The first UC group provides a DC / DC converter connected to a cable in electrical communication with the vehicle battery, while the second UC group is in electrical communication with the first and second batteries. The first and second capacitor groups are arranged in parallel within the housing of the capacitor module and optionally separated by diodes.

[0103] The components of the power module are located inside the housing, forming the capacitor box for the lifting door.

[0104] Preferably, each of the first and second batteries is a lithium-ion battery, although it can also be, for example, a conventional lead-acid battery. Each battery will have a positive terminal and a negative terminal, and the batteries are connected in parallel.

[0105] Method 600 also includes electrically connecting the hybrid power module to the liftgate motor. This is shown in block 620. The power module will include positive and negative terminals. The power module is connected in series with the vehicle's alternator.

[0106] Method 600 also includes electrically connecting the hybrid module to the vehicle's alternator. This step can be seen in block 625.

[0107] Furthermore, the method includes placing the vehicle battery in an electrical connection to the vehicle load. This is shown in... Figure 6A The box at position 630.

[0108] Method 600 additionally includes connecting the material battery to the vehicle's on-load electrical connection. This is shown in... Figure 6B The box at position 635.

[0109] Method 600 also provides sending a signal to start the electric motor. This step is provided in block 640. The motor is associated with the lifting door. Sending a signal to the motor can cause the lifting door to descend, rise, or stop at any point on its path of movement. Operation of the lifting door involves a switch that is part of the user interface.

[0110] Method 600 may also include running the vehicle for a period of time. This can be seen in block 645. Running the vehicle may mean driving the vehicle, idling the vehicle, or some combination thereof. Running the vehicle does not need to be continuous, but can be intermittent, meaning there are multiple vehicle stops, or even the vehicle is idle for a period of time between starting (or attempting to start). In any case, the result is that the alternator rotates, generating direct current (DC) power. This, in turn, charges or recharges batteries 450, 460 and capacitor bank 440.

[0111] Capacitor banks can be based on Figure 4 The capacitor bank 440 shown is comprised of a series of individual supercapacitors, each connected in parallel with a corresponding resistor.

[0112] Once the voltage in either the first or second battery is detected to be below the operating threshold, voltage is supplied from the capacitor bank to recharge the corresponding battery. This is provided in block 650. This can be done automatically via voltage balancing. Alternatively, this can be done automatically by operating an isolating switch using a controller. In this case, the controller signals to close the isolating switch until the battery is recharged.

[0113] Conversely, once a voltage drop below the operating threshold is detected in the capacitor bank, voltage is sent from the first and / or second battery to the capacitor bank to recharge the capacitors. This is provided in block 655. This can again be accomplished automatically via voltage balancing. Alternatively, this can be accomplished automatically by operating an isolating switch using a controller. In this case, the controller signals to close the isolating switch until the capacitors in the capacitor bank are recharged.

[0114] In one implementation, the vehicle operator can press a start button associated with the user interface. This sends a signal to close a disconnect switch. When the disconnect switch closes, energy is released from the supercapacitor bank to the vehicle battery, and vice versa, allowing voltage balancing.

[0115] As can be seen, a novel power system for operating a liftgate is provided. A hybrid power module or liftgate capacitor box compensates for the typically low voltage at the end of the long cable in the trailer. Specifically, a DC / DC boost converter boosts this voltage and then charges the internal supercapacitor bank. The voltage input to the DC / DC boost converter can be as low as 9V, while the liftgate capacitor box will still charge the liftgate battery (or rear battery) and the supercapacitor bank. In one aspect, the rear battery (or liftgate battery) will be charged at a rate of 40 amps.

[0116] The liftgate battery will remain connected in parallel with the supercapacitor bank. Even when the truck is not running, the supercapacitor will charge the liftgate battery. This provides improved peak battery current. Advantageously, the liftgate capacitor bank draws alternator charge faster than conventional wet lead-acid batteries. It is able to draw charge from the truck even during brief intervals when the alternator is spinning.

[0117] As mentioned earlier, the lifting door capacitor box is capable of outputting over 200 amps of power within approximately two to three minutes, depending on the actual load being raised or lowered. This allows the lifting door capacitor box to operate lifting doors with intermittent use. When the lifting door battery is not in use, a reverse recovery diode can be added to recover some unused energy from the lifting door motor. In this mode of operation, it still shares the common ground with the truck.

[0118] It is understood that the invention can be modified, varied, and altered without departing from its spirit. For example, the power module 300 is described herein in the context of operating a liftgate for a truck. However, the invention is equally applicable to supporting dump trailers and load balancing systems. For the purposes of this disclosure, the term "liftgate" is intended to include the lifting mechanism used in dump trailers and leveling motors. Furthermore, the use and variations of the hybrid power module may fall within the spirit and scope of the following claims.

Claims

1. A power system for a vehicle, the vehicle having a cab, a cargo compartment located behind the cab, an internal combustion engine, and a lift door fixed to the cargo compartment and powered by a lift door motor, the power system comprising: Vehicle battery; Vehicle alternator; A vehicle starter that is in electrical communication with the vehicle battery and is configured to start the internal combustion engine; A hybrid power module, which is electrically in communication with the lifting door motor and configured to provide power to the lifting door motor, wherein the hybrid power module includes: The supercapacitor includes a capacitor bank and is in electrical communication with the vehicle's alternator. First rear battery; switch; An integrated DC / DC boost converter is located between the vehicle's alternator and the supercapacitor; The lifting door capacitor box serves as a housing to house the supercapacitor, the rear battery, and the DC / DC boost converter; A current controller is located between the vehicle's alternator and the DC / DC boost converter; An electrical circuit that connects the supercapacitor and the first rear battery to the switch, and also connects the switch to the lifting door motor; and wherein: The hybrid power module is located in or on the cargo hold. The supercapacitor and the first rear battery are arranged in parallel within the circuit; The vehicle also includes an engine compartment, wherein the vehicle battery, the vehicle alternator and the vehicle starter are all located in the engine compartment; Furthermore, the supercapacitor is electrically connected to the vehicle alternator via a cable, which connects the vehicle alternator to the current controller and the DC / DC boost converter. The supercapacitor contains enough energy to power the lifting door motor without using power from the first rear battery, so as to move the lifting door for at least two working cycles.

2. The power system as described in claim 1, wherein, The capacitor box of the lifting door also houses the rear battery.

3. A hybrid power module for a truck-associated lifting door, comprising: A supercapacitor, comprising a capacitor bank, wherein the supercapacitor is in electrical communication with the truck's alternator; First battery; switch; An integrated DC / DC boost converter is located between the truck's alternator and the supercapacitor; and Electrical wiring that connects the capacitor bank and the first battery to the switch, and also connects the switch to a motor for the lifting door; A lifting door capacitor box that houses the capacitor bank, the DC / DC converter, and the first battery; and A current controller is configured to limit the current flowing from the truck's alternator into the DC / DC converter; Electrical wiring that connects the capacitor bank and the first battery to the switch, and also connects the switch to a motor for the lifting door; in: The truck includes a cargo compartment; The motor of the lifting door is fixed to the cargo compartment or behind the cargo compartment; The supercapacitor and the first battery are located near the lifting door; The supercapacitor and the first battery are arranged in parallel; The supercapacitor is electrically connected to the alternator via a cable, and the cable connects the alternator to the current controller; and The supercapacitor contains enough energy to power the electric motor of the lifting door for at least two operating cycles in the absence of the first battery.

4. The hybrid power module as described in claim 3, wherein, The capacitor bank is configured to output a current of at least 200 amps for at least two minutes to operate the motor of the lifting door.

5. The hybrid power module as described in claim 3, further comprising: The second battery is also connected in parallel with the first battery and the supercapacitor; Furthermore, the second battery is also located inside the lifting door capacitor box.

6. The hybrid power module as described in claim 3, further comprising: A rectifier, connected between the first battery and the capacitor bank, is configured to recover a portion of all unused energy from the motor of the lifting door when the hybrid module is operating without the first battery.

7. The hybrid power module as claimed in claim 6, wherein, The rectifier includes a reverse recovery diode, a synchronous rectifier, or a transistor.

8. The hybrid power module as described in claim 3, wherein, The current controller is configured to limit the current flowing from the alternator to the capacitor bank.

9. The hybrid power module as claimed in claim 8, wherein, The current controller includes at least one of a positive temperature coefficient resistor and a resistance bridge.

10. The hybrid power module as claimed in claim 5, wherein, The DC / DC boost converter is configured to boost the voltage from 8 volts DC to 14.5 volts DC; The capacitor bank includes 12 supercapacitors, which generate a total capacitance of at least 1,000 farads. The DC / DC boost converter includes an input side and an output side, the input side being connected to a cable from the alternator via the current controller; and The output side of the DC / DC boost converter is connected to the capacitor bank.

11. The hybrid power module of claim 10, wherein, The capacitor bank is configured as a 6×2 array, providing two sets of six capacitors in parallel, which are connected in series.

12. The hybrid power module as claimed in claim 5, wherein, The capacitor box of the lifting door also houses the first battery.

13. The hybrid power module as claimed in claim 12, wherein, The capacitor bank is configured to output at least 200 amps of current for at least two minutes to operate the motor of the lifting door.

14. The hybrid power module as claimed in claim 12, wherein, The capacitor bank is configured as a 6×2 supercapacitor array, which provides two sets of six capacitors in parallel, which are connected in series.

15. The hybrid power module as claimed in claim 12, wherein, Both the first battery and the second battery are lithium-ion batteries.

16. A vehicle comprising: Engine compartment, internal combustion engine located in the engine compartment, driver's cab, and cargo compartment located behind the driver's cab; A lifting door system located on the cargo hold, the lifting door system comprising: Door lift motor; Lifting doors; and User interface for controlling the lifting door motor; and An electrical system, wherein the electrical system includes: Vehicle battery; Vehicle alternator; A relay starter, which is electrically in communication with the engine; and A power module, configured to provide power to the lifting door motor, and includes: A supercapacitor, comprising a capacitor bank, wherein the supercapacitor is electrically in communication with the alternator of the vehicle via a cable; switch; First rear battery; An integrated DC / DC boost converter is located between the vehicle's alternator and the supercapacitor; and Electrical wiring that connects the supercapacitor and the first rear battery to the switch, and also connects the switch to the lifting door motor; in: The supercapacitor and the first battery are located near the lifting door; The supercapacitor and the first rear battery are arranged in parallel. The first rear battery, the supercapacitor, and the DC / DC boost converter are all located inside the housing; The supercapacitor comprises multiple supercapacitor (UC) units arranged in series. The electrical system also includes a current controller placed between the vehicle's alternator and the power module; and The supercapacitor contains enough energy to power the electric motor of the lifting door for at least two operating cycles in the absence of the first battery.

17. The vehicle as claimed in claim 16, wherein, The supercapacitor is electrically connected to the alternator via a cable, which connects the alternator to the current controller via the DC / DC boost converter.

18. The vehicle as claimed in claim 17, wherein, The power module also includes: A second rear battery, which is also connected in parallel with the first rear battery and the supercapacitor, wherein the capacitor bank is configured to boost the charging voltage of the second rear battery when the electric motor of the lifting door is running; and A rectifier, connected between the first rear battery and the capacitor bank, is configured to recover a portion of all unused energy from the liftgate motor when the hybrid module is operating without the first battery.

19. The vehicle as claimed in claim 16, wherein, The capacitor bank generates a total capacitance of at least 1000 farads; and When the capacitor bank is fully charged, the DC / DC boost converter transfers current from the capacitor bank to the first rear battery to charge the first rear battery.

20. A method for operating a lifting door, comprising: Provide a vehicle having an engine compartment, a cab, a cargo compartment located behind the cab, an alternator, an internal combustion engine and a vehicle battery; Provides a lifting door for the cargo compartment, and a lifting door motor; Provide a power module located in or on the cargo hold; and An electrical signal is sent to the lifting door motor to operate the lifting door; The power module includes: A supercapacitor, comprising multiple supercapacitors, is electrically communicated with the alternator of the vehicle via cables. switch; Rear battery; An integrated DC / DC boost converter is located between the alternator and the supercapacitor; and Electrical wiring that connects the supercapacitor and the rear battery to the switch, and also connects the switch to the lifting door motor; And among them: The alternator, the internal combustion engine, and the vehicle battery are located in the engine compartment of the vehicle; The lifting door motor is fixed to the cargo compartment at the rear of the vehicle; The supercapacitor and the rear battery are arranged in parallel and housed together with the DC / DC boost converter within a single housing; and The supercapacitor contains enough energy to power the lifting door motor for at least two operating cycles without the rear battery.

21. The method of claim 20, wherein, Sending signals to operate the lifting door includes sending an electrical signal from the power module to an electric motor to raise or lower the lifting door.

22. The method of claim 20, further comprising: The vehicle is operated for a period of time to rotate the alternator, thereby charging the supercapacitor within the power module.

23. The method of claim 20, wherein, The capacitor system also includes a disconnect switch located within the housing, and control buttons; and The method further includes pressing the control button to close the isolating switch to send charge from the rear battery to the capacitor bank of the supercapacitor.

24. The method of claim 20, wherein, The power module also includes: A current controller is located between the vehicle's alternator and the DC / DC boost converter; Furthermore, the supercapacitor is electrically connected to the vehicle's alternator via a cable, which electrically connects the vehicle's alternator to the current controller and the DC / DC boost converter input line.

25. The method of claim 21, wherein, The supercapacitor comprises a supercapacitor bank configured in a 6×2 array, the supercapacitor bank providing two sets of six capacitors connected in parallel and then connected in series.

26. The method of claim 21, further comprising: The power module is electrically connected to the lifting door motor; and The alternator is electrically connected to the power module.

27. The method of claim 21, further comprising: Once the voltage in the rear battery is detected to be below the operating threshold, voltage is sent from the supercapacitor to charge the rear battery.

28. The method of claim 21, further comprising: Once the voltage in the supercapacitor is detected to be below the operating threshold, voltage is sent from the rear battery to charge the supercapacitor.

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