Energy management system for ensuring start-up in combustion engines

Abstract

The present invention relates to a system for ensuring start-up in combustion engines in a vehicle, comprising a start-up ensuring device (100, 200, 300, 400, 500), in turn comprising a component (10) with greater power delivery, a component (20) with greater energy storage capacity, and a bidirectional DC converter (30).

Description

[0001] ENERGY MANAGEMENT SYSTEM TO ENSURE STARTING OF COMBUSTION ENGINES

[0002] FIELD OF INVENTION

[0003] The present invention relates to a system for ensuring the starting of combustion engines. Specifically, it is used for starting engines in vehicles that require electrical supplies for hotel facilities, such as cabin and exterior lighting, radios, etc.

[0004] DESCRIPTION OF THE STATE OF THE ART

[0005] Lead-acid batteries for starting combustion engines have been the standard for several decades in vehicles, generators, and machinery of all kinds. They are characterized by their versatility, relatively low cost, and a power-to-storage energy ratio that meets both start-up and certain consumption needs in the cabin or for peripheral lighting. However, they have limitations that can be critical for industrial and logistics operations, mainly (i) the lack of energy backup to ensure start-up in the event of deep discharges; (ii) the limitations of chemical reactions at extreme temperatures; and (iii) the limited useful life of these batteries, which is further reduced when there is a deep discharge or the battery is subjected to extreme temperatures.

[0006] Currently, there is a problem: when attempting to start vehicles, primarily trucks, this is often impeded by the discharge of the backup system, primarily batteries. Whenever the electrical circuit draws power, such as from lights or a radio, conventional batteries discharge without any control over their remaining energy.

[0007] A vehicle that fails to start due to a complete discharge can immediately mean operational loss for industrial applications. Furthermore, lead-acid starter storage technologies suffer irreversible wear, which can also trigger the need for complete battery replacement to return to original performance.

[0008] In the past, several options have been attempted to address some of the three main limitations of lead-acid batteries mentioned above. Some of these options use supercapacitors or ultracapacitors to improve performance at extreme temperatures and / or extend the device's lifespan. However, it has not yet been possible to efficiently ensure battery starting without affecting the vehicle or leaving its effectiveness dependent on the user. This is essential for the widespread use of a technology of this nature.

[0009] On the one hand, non-intervention is a restrictive condition in many cases (to avoid voiding warranties, for example, in the logistics or mining industries). In most cases, manufacturers or distributors have warranty clauses that explicitly require that the machine not be altered for use. In perspective, the starter battery is, in most cases, much less expensive than the complete machine, and therefore, altering warranty conditions with the manufacturer or distributor for this purpose can be seen as futile.

[0010] On the other hand, it's insufficient to market something that adds responsibility to the user. For example, manually operated circuit breakers require additional training and don't accurately solve the problem, leaving their effectiveness subject to human error.

[0011] Regarding the most relevant patents in the area involving the use of capacitors or supercapacitors, almost all have some type of intervention in the sheet metal or elsewhere.

[0012] In general, the art has distinguished between (a) 2-terminal and (b) 3-terminal inventions. With this categorization, it is generally the latter that prioritizes the energy reserve for emergency starts, and the 2-terminal ones emphasize qualities of reducing battery wear due to internal resistances, a quality that is particularly true when comparing the construction parameters of lead batteries in contrast to supercapacitors. For their part, the 3-terminal versions generally include a separation between the starting circuit and the main consumption circuit, which for a battery supplied to the user as a module replacing the standard battery would necessarily mean an intervention.

[0013] Here are some examples:

[0014] Document WO 2016 / 16481 1 proposes a topology capable of reserving power for loads considered critical to the user and for the vehicle's starter circuit. However, this topology requires separating the electrical circuit into several parts, separating the alternator from the starter and the critical loads from the non-essential ones.

[0015] US patent 5,642,696 presents five implementation options. The first is a two-terminal design, equivalent to placing capacitors in parallel with a battery. This, as previously mentioned, improves starting and wear characteristics but has no significant impact on the likelihood of power reserve. The remaining four require a direct electrical connection with a node between the plate and the ignition motor. This connection would require direct access to a point of an internal conductor and would change the electrical topology of the main circuit. For warranty purposes, this is risky, and therefore has serious drawbacks.

[0016] In patent WO 2013 / 138380A2, various implementations of 2- and 3-terminal hybrid storage batteries with supercapacitors are presented. Of particular interest here is the device 900 illustrated in Figure 14A, as it has two terminals for controlling the charging and discharging of the battery and supercapacitors separately. However, it has the serious drawback of not having a way to accurately detect the precise starting moment or any way to robustly manage the distribution of currents between the battery and the supercapacitors.

[0017] The above is relevant because:

[0018] 1. There is a risk of overcurrent due to a short circuit between the battery and the supercapacitors if both are at different voltages and both switches are connected at the same time.

[0019] 2. The diode or rectifier that can be added facilitates voltage imbalances which, as a result of the above, makes it more likely that it will not be feasible to connect both switches at the same time.

[0020] 3. Lithium-ion storage batteries typically have different maximum current settings for charging and discharging, so failure to actively control current is potentially dangerous.

[0021] 4. Since there is no start-up detection mechanism, it is intuitive to activate the capacitor contactor when the current through the battery is excessive or when there is an instantaneous voltage drop across the battery (due to the high current). However, this can cause false starts, for example, when the vehicle is subject to high electrical consumption. The current limit for when a start-up is considered is subject to the device design and is a parameter that can generate false results depending on the user. A current greater than this start-up detection limit can eventually discharge the entire device because the consumption is considered a false start. 5.In the event that the capacitors are more charged than the battery and a start to turn on the capacitor circuit is correctly or incorrectly detected according to the logic outlined above, this can end in one of two scenarios: (i) the capacitor and battery are short-circuited and the internal resistors are trusted to distribute the charge or (ii) the battery is cut and then the capacitors are connected, which would generate an energy microcode that could damage the vehicle's electronics.

[0022] There is also the "Supercap" document from Polar Power. This is a technical sheet for a supercapacitor designed to replace lead-acid batteries with a dual-terminal solution. It mentions the issue of lifespan, as this system promises approximately six times longer lifespans. It also mentions the wide temperature range in which it can operate, providing high reliability in all types of environments. It also highlights the short charging time (minutes), which is provided by a battery bank with a current-limiting system that isolates the supercapacitor, preventing any impact on the battery bank. However, it is not useful to conserve energy in supercapacitors for continuous use.

[0023] Therefore, it has been observed that there is a need, among other things, to provide a system for starting a vehicle while automatically responding to eventualities. This achieves a user experience not found in the prior art, as it eliminates it as a factor in the success of the starting operation, while also eliminating the risk of losing warranty conditions and / or other contractual terms, all achieved with minimal intervention. This has been achieved primarily with 3-terminal solutions, present in the different embodiments of the aforementioned patents, but this does not exclude starting capability in 2-terminal solutions, or solutions that do not require intervention in the internal electrical circuitry of the vehicle or machinery.

[0024] BRIEF DESCRIPTION OF THE FIGURES

[0025] Figure 1 shows a modality of the proposed topology, with centralized control and current sensor.

[0026] Figure 2 shows another version of the proposed topology, with decentralized control and a current sensor. Figure 3 shows another version of the proposed topology, with centralized control and a CAN communications reader.

[0027] Figure 4 shows another modality of the proposed topology, with decentralized control and CAN communications reader.

[0028] Figure 5 shows a mechanism for emergency starting in case of a discharged battery,

[0029] Figure 6 shows a first stage of the operating principle of the system.

[0030] Figure 7 shows the second stage of the system's operating principle.

[0031] Figure 8 shows the third stage of the system's operating principle.

[0032] Figure 9 shows the fourth stage of the system's operating principle.

[0033] Figure 10 shows the logic needed to implement decentralized control over the system.

[0034] Figure 1 1 shows another modality of the proposed topology.

[0035] Figure 12 shows the current discharge curve of a truck during departure.

[0036] Figure 13 shows the lead-acid battery configuration in a standard truck with 24-volt electronics.

[0037] DETAILED DESCRIPTION OF THE INVENTION

[0038] The present invention provides a starting system for batteries of different types that combines a technology with a higher power delivery capacity, such as supercapacitors, with one with a higher energy storage capacity, such as an electrochemical battery.

[0039] It is an object of the invention to provide two distinct ways of accurately determining when a vehicle is starting, without the need for electrical intervention.

[0040] For the purposes of this document, "electrical intervention" is considered when a probe, sensor, or other similar device is connected, requiring the stripping or exposure of a cable conductor and / or altering the electrical topology of a system in a way that compromises its integrity and safety standards. Generally, these actions jeopardize the warranty, according to the manufacturer. In general, any voltage sensor requires a direct connection to one or more nodes in the circuit. For these purposes, sensor mechanisms will be used that do not directly access nodes to read their voltage, but rather access current signals through (i) current sensors (mainly Hall effect, although other types may be used) and (ii) CAN communication sensors, which can be either tapped or not directly connected.

[0041] Another object of the invention is to provide a device that, given a start signal, obtained invasively or non-invasively, is configured to manage a component of greater power delivery and a component of greater energy storage capacity.

[0042] Using both safely, this topology allows you to initiate and achieve the following objectives:

[0043] (i) save energy to start accurately,

[0044] (i) improve the extreme temperature performance of electrochemical batteries with power and temperature limitations and

[0045] (iii) extend the useful life of each component used, by working them all within their nominal parameters.

[0046] Going forward, the component with the highest power output will generally be a "supercapacitor bank," although it may involve other energy storage technology with a high power output capacity.

[0047] Likewise, it will be assumed that the component with the greatest energy storage capacity is generally a battery (both new and second-life), although it can involve any type of technology that can store energy of any type and transform it into electrical energy.

[0048] It is also another object of the invention to provide two control topologies, one centralized and one decentralized, to deliver the operation described above.

[0049] Additionally, another object of the invention is to provide an emergency start mechanism, where, in the event of deep discharges of the main power supply, a new momentary instance is allowed to supply energy.

[0050] Figures 1 to 4 show different embodiments of the invention. They illustrate the different functional blocks of the device, which do not necessarily represent all of them, and where two or more functional blocks may be physically combined.

[0051] In Figure 1, a first embodiment of a device (100) is shown, which is composed of a bank of supercapacitors (10); a battery (20); a bidirectional DC converter (30); a current sensor (40); a control unit

[0052] (50); a high current capacity contactor (60). This device (100) is electrically connected to the vehicle's main circuit (01) through its positive (80) and negative (70) terminals and the current sensor (40) surrounds a connector that leads directly and exclusively to the vehicle's starting module (02).

[0053] Said current sensor (40) may be a Hall effect current sensor or another sensor that does not require physical contact with the node.

[0054] Said high current capacity contactor (60) may possibly be composed of a MOSFET, IGBT or other semiconductor, which may or may not have a reverse diode; positive and negative terminals (70) and (80), respectively; to which an emergency ignition system (90) may be added,

[0055] There are several ways of connecting the sensor (40) to the vehicle's starting module (02), given that there is a variety of sensors that can be arranged around any cable. Given the diversity of places where a sensor can be arranged, it is considered relevant to leave it at a point where it only receives a signal in the event of receiving the action of starting by the machine operator; such as would be at the exit or entrance of the starting module (02).

[0056] In order to detect a starting signal, it is also technically feasible to connect it to the output of the device (100) or to another point where there is current even without starting; in fact, it could be a conventional current sensor in any of the terminals (70) or (80). However, this solution is not recommended since it loses robustness in the face of excessive consumption by the driver and the control parameters to detect a starting must then be modified depending on the specific use of the machine circuitry.

[0057] Figure 2 shows a second embodiment of the device (200), where the control unit (50) is replaced by two independent control units.

[0058] (51) and (52). The operation of these control units is described by a simplified flow shown in Figure 10. When using this topology, certain characteristics of the device's operation change; in addition to the way in which the current signals are received from the functional blocks (10), (20), (70), (80) and / or (30), and the voltage in the functional blocks (20), (10) and / or (80). Figure 3 shows a third embodiment (300) of the device (100), where the current sensor (40) is replaced by a non-intervening CAN communication sensor, maintaining the centralized control of the invention. During the game, a large number of vehicles send ignition signals through the centralized communication channel, and it is technically feasible to achieve this while maintaining the logic of the device and without intervening in the vehicle's electrical circuit.

[0059] Similarly, Figure 4 shows a fourth embodiment (400) of the device (200), replacing the current sensor with a vehicle communication sensor. This also has decentralized control and the operating logic is equivalent to that of the device (200) represented by Figure 10.

[0060] The operating principle, for all modes, will be described by 4 stages, described from when the vehicle is powered by the battery, passing through ignition and then returning to this 0 state. These stages are not necessarily control stages or "states" within a state machine that regulates the device, but rather represent time windows where the system performs different actions to be compatible with the vehicle's ignition. As will be seen later, there is a control mechanism illustrated in Figure 10 that manages to go through all these operating stages without strictly defining each of these stages as a state within a state machine.

[0061] Figure 6 shows the first of these stages, where the engine is off, and it is the battery (20) that supplies the load of the general electrical system of the vehicle (01) through the bidirectional converter (30). The arrow (81 a) indicates the direction of the current, strictly towards the main circuit. In this stage, the converter (30) regulates the output voltage so that it is within the nominal parameters of the electrical modules of the vehicle circuit, and the start detection sensor (40 or 41) has not yet delivered a signal to the control unit to trigger the start, therefore the switch (60) is in off mode (60a). In this scenario, the emergency ignition system (90) is selecting the power supply from the output node (80). Because there is no current leaving the capacitors (10), they store the charge to eventually start.

[0062] Figure 7 shows the stage in which the user of the vehicle or machinery activates the ignition. The current demand by the vehicle is represented by arrow (81 b), where the starter module (02) demands considerably more than the main circuit (01). If a signal indicating the activation of the vehicle starter is detected, the switch (60) is left in the on mode (60b), so that the capacitors (10) deliver the ignition power. There may be a time interval in which the starter (02) of the vehicle demands current for starting and the contactor (60) is not yet properly activated; in which case it is advisable for the converter (30) to be sufficiently fast to limit the current to prevent overwear of the batteries (20).At this stage, there may be a centralized control (50) that orders the converter (30) to stop passing current from the battery (20) to prevent voltage jumps and unnecessary discharge of the battery (20) to the main circuit (01). Alternatively, there may be a direct order from the control unit (50) through an optional communication channel (21) for those battery technologies with built-in electronics that allow communication.

[0063] The start detection for this stage can be provided by two different types of sensors. In the case of devices (100) and (200) it is the current on the starter circuit (02) detected by the sensor (40); and in the case of devices (300) and (400) it is the ignition activation communication signal that passes through the CAN communication circuits (03) detected by the sensor (41).

[0064] Figure 8 is a capacitor charge status, which is mandatory only for circuits with contactor ignition stage (60) without reverse diode and is not strictly necessary for circuits with reverse charging diode in the contactor stage (60). In this, it is the vehicle through the alternator present in the main circuit (01) that charges the device, by means of the current as indicated by the arrow (81 c), and the contactor is kept in on mode (60b) to expeditiously charge the capacitors.

[0065] Although this stage is not strictly necessary when there are parasitic or physical diodes in the contactor (60) that charge the capacitors (10), it is always advisable to implement fast charging to reduce the energy dissipated by the intensive current by the antiparallel diode of the contactor (60), since the voltage drop is reduced and with it the wasted power. Because the engine is on and therefore the main circuit (01) supplies current, there is a possibility that there is current passing through the converter (30) towards the battery (20), which can be avoided either by the converter (30) or by turning off the contact (60) to move to the next state.

[0066] Likewise, in case of using the decentralized control illustrated in Figure 10, there is a possibility that the voltage measured at the output (80) is lower than the minimum reference voltage (the minimum voltage that the alternator of the vehicle is subjected to when it is on) and the batteries (20) are discharged towards the capacitors (10) through the converter (30) and the contactor (60). In this case, a centralized control that is aware of both voltages and the current state of the system is convenient to block the discharge of the batteries (20) through the converter (30). Using this, an over discharge of the batteries (20) can be prevented, which can in turn trigger a disconnection of the power supply system in case the engine is turned off and the main circuit (01) is not powered.To implement this additional capacitor charging time, a voltage comparator or a timer can be implemented that adjusts to the ignition timings of the motors in question.

[0067] Figure 9 shows the state with the engine on and capacitors already charged. In this, the priority of the control unit (50) is to keep the battery (20) charged and the output voltage (70 and 80) within the acceptable ranges of conventional electrical modules of vehicles or machinery, controlling the current flow through the bidirectional converter (30). In case the previous step in Figure 8 has not occurred and the contactor (60) has antiparallel diodes in its internal structure, the capacitors (10) are passively charged through these.

[0068] If centralized control is in place, it is important to detect engine shutdown. To transition from the state in Figure 9 to Figure 6, one of the simplest ways would be similar to the flow in Figure 10. If the output voltage is detected to be lower than that of the 24-volt alternators, an output voltage control (70 and 80) is set to a value lower than that parameter. Because this state can be long-lasting for vehicles or machinery with low utilization, it is desirable to minimize internal power consumption.

[0069] There is a possibility that the battery may be completely discharged due to improper use, such as keeping the lights on while the engine is off, or if the vehicle is not used for long periods of time. A reconnection mechanism is proposed for these cases, represented by Figure 5. In this, a button is added to the device (91) whose main objective is to change the connection circuit of the control power supply (50 or 51 or 52) by using switches, relays or commutators of any type. In this illustration, the terminals of this module (94), (95) and (97) connect to the positive output node (80), the control unit (50) and the supercapacitor modules (10), respectively, in the case of centralized control. In the case of decentralized control, modules (95) and (96) go to (51) and (52), respectively, keeping the rest the same.

[0070] There are several ways of operating this module. One proposed is that, when the button (91) is pressed, a control signal is sent through the connections (95) and (96) so that the control unit(s) (50) or (51) and (52) can detect that they are in a different operating mode. In this mode, the power supply to the battery can be blocked until the external voltage is high enough to reactivate the charge, or a rapid charge of the batteries can be activated so that the system has a certain number of minutes of regular operation before being cut off again due to over-discharge.

[0071] The previous mechanism can give rise to a new alternative, illustrated by the device (500) of Figure 11. In this, there is a battery (20) that discharges or charges energy through a converter (30) that connects it to a capacitor bank (10) that is directly connected to the output and does not have any type of start detection. The operation of the control unit (50) consists of having the capacitor fed with sufficient charge to start and charge the battery when it is detected that the vehicle is on. The ignition detection can be by measurements of incoming current to the capacitor or by some voltage imposed from outside on the terminals (70) and (80). In case the vehicle is off and it is detected that the remaining charge of the battery (20) is low, the control system cuts the power supply to produce a shutdown of the converter (30) and save as much energy as possible.It is expected in this way that it will be only when the operator of the device activates the emergency ignition mechanism (90) that the device will start working again, feeding directly from the battery (20) for a sufficient time to charge the capacitors (10) with sufficient energy to start.

[0072] Specifically, the battery can be lithium, lead, sodium, or other suitable technology. New or second-life.

[0073] Unlike any prior art two-terminal topology, this one would have a better user experience because:

[0074] (1) It effectively detects battery failure. Without doing this, for example, it is impossible for lithium batteries to control their charge or discharge and improve their lifespan; and (2) It always leaves energy stored for emergency backup through supercapacitors. This is important to prevent battery failure costs in trucks; a failure of this type can have a huge, preventable cost.

[0075] Scope: In principle, it can be adapted to any vehicle, and can directly replace a normal battery with its positive and negative terminals, and a Hall sensor or other current sensor is added that wraps around another cable on the outside without any intervention of the circuitry.

[0076] More specifically, the modalities will be described below:

[0077] In a first embodiment, there is a system for ensuring the starting of combustion engines in a vehicle, wherein the vehicle comprises: a main vehicle circuit (01) with positive (80) and negative (70) terminals; a vehicle starting module (02); a starting assurance device (100); wherein said device (100) comprises: a component (20) with greater energy storage capacity; a component (10) with greater power delivery; a bidirectional direct current converter (30); a high current capacity contactor (60); a current sensor (40); a control unit (50); wherein said device (100) is electrically connected to said main vehicle circuit (01) through said positive (80) and negative (70) terminals; and wherein the current sensor (40) surrounds a connector that leads directly and exclusively to the vehicle starting module (02);wherein the converter (30) has the capacity to control the voltage at its output terminals (70; 80) directly or indirectly; wherein there is an output voltage measurement between terminals (70; 80); wherein, during normal operation of the system, the control unit (50) controls the converter (30) and the contactor (60) that connects to the components of greater power delivery (10), where:;

[0078] • the contactor (60) is activated if one of the following conditions is met: o a start is detected from the measurements on the sensor (40); o a voltage drop is detected between the output terminals (70; 80); o an excess current is detected leaving the device (100);

[0079] • Once the vehicle is started, the contactor remains on after starting for an amount of time that the control unit determines is sufficient to satisfy the load.

[0080] • It is subsequently turned off to reserve its energy, entering a control stage where the component (20) with the greatest energy storage capacity is charged if it is determined that the engine is on and a direct or indirect voltage control is carried out on the output terminals (70; 80) by using the converter (30) to supply the electrical consumption in the event that the alternator present in the main circuit (01) is not capable of supplying said consumption.

[0081] In a second embodiment, there is a system for ensuring the starting of combustion engines in a vehicle, wherein the vehicle comprises: a main vehicle circuit (01) with positive (80) and negative (70) terminals; a vehicle starting module (02); a starting assurance device (200); wherein said device (200) comprises: a component (20) with greater energy storage capacity; a component (10) with greater power delivery; a bidirectional direct current converter (30); a high current capacity contactor (60); a current sensor (40); a decentralized control unit (51) for the contactor; a decentralized control unit (52) for the converter; wherein said device (200) is electrically connected to said main circuit (01) of the vehicle through said positive (80) and negative (70) terminals;and where the current sensor (40) surrounds a connector that leads directly and exclusively to the vehicle's starting module (02); where the converter (30) has the capacity to control the voltage at its output terminals (70; 80) directly or indirectly; where there is a measurement of output voltage between terminals (70; 80); where, during normal operation of the system, the decentralized control for the contactor (51) delivers signals to the contactor (60), where:;

[0082] • the contactor (60) is activated if one of the following conditions is met: o a start is detected from the measurements on the sensor (40); o a voltage drop is detected between the output terminals (70; 80);

[0083] • once the vehicle is started, the contactor remains on after starting for an amount of time that the control unit determines is sufficient to satisfy the load;

[0084] • is subsequently switched off to conserve its energy; where, during normal operation of the system, the decentralized control for the converter (52) controls the converter (30), where:

[0085] • if the voltage between the external terminals (70; 80) is lower than a predetermined voltage, a discharge control stage is entered, subjecting these terminals (70; 80) to a voltage lower than the predetermined voltage, where: o if a current greater than that for which the component (20) with the greatest energy storage capacity is sized is detected, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the decentralized control unit (52) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it.or if a charge state of the component (20) with the greatest energy storage capacity is detected outside its nominal parameters, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the decentralized control unit (52) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it.

[0086] • if the voltage between the external terminals (70; 80) is greater than a predetermined voltage, it is assumed that the main circuit (01 ) is controlling the voltage and a charge control stage is entered, where: either the converter (30) is controlled to charge the component (20) with the greater energy storage capacity at a current dependent on the state of charge; or if a current greater than that for which the component (20) with the greater energy storage capacity is dimensioned is detected, the component (20) with the greater energy storage capacity is disconnected through a direct instruction (21 ) between the decentralized control unit (52) and the component (20) with the greater energy storage capacity; or through a control of the converter (30) that cancels the current passing through it;or if a charge state of the component (20) with the greatest energy storage capacity is detected outside its nominal parameters, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the decentralized control unit (52) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it.

[0087] In a third embodiment, there is a system for ensuring the starting of combustion engines in a vehicle, wherein the vehicle comprises: a main vehicle circuit (01) with positive (80) and negative (70) terminals; a vehicle starting module (02); a starting assurance device (300); wherein said device (300) comprises: a component (20) with greater energy storage capacity; a component 10) with greater power delivery; a bidirectional direct current converter (30); a high current capacity contactor (60); a CAN protocol communication sensor (41); a control unit (50); wherein said device (300) is electrically connected to said main vehicle circuit (01) through said positive (80) and negative (70) terminals;and where the CAN communication sensor (41) is arranged on some point of the CAN communication cables (03) of the vehicle; where the converter (30) has the capacity to control the voltage in its output terminals (70; 80) directly or indirectly; where there is a measurement of output voltage between terminals (70; 80); where, during normal operation of the system, the general control of the control unit (50) controls the converter (30) and the contactor (60) that connects with the components of greater power delivery (10), where:;

[0088] • the contactor (60) is activated if one of the following conditions is met: o a start is detected from the measurements on the sensor (40); o a voltage drop is detected between the output terminals (70; 80); o an excess current is detected leaving the device (300);

[0089] • Once the vehicle is started, the contactor remains on after starting for an amount of time that the control unit determines is sufficient to satisfy the load.

[0090] • It is subsequently turned off to reserve its energy, entering a control stage where the component (20) with the greatest energy storage capacity is charged if it is determined that the engine is on and a direct or indirect voltage control is carried out on the output terminals (70; 80) by using the converter (30) to supply the electrical consumption in the event that the alternator present in the main circuit (01) is not capable of supplying said consumption.

[0091] In a fourth embodiment, there is a system for ensuring the starting of combustion engines in a vehicle, wherein the vehicle comprises: a main vehicle circuit (01) with positive (80) and negative (70) terminals; a vehicle starting module (02); a starting assurance device (400); wherein said device (400) comprises: a component (20) with greater energy storage capacity; a component (10) with greater power delivery; a bidirectional direct current converter (30); a high current capacity contactor (60); a CAN protocol communication sensor (41); a decentralized control unit (51) for the contactor; a decentralized control unit (52) for the converter; wherein said device (400) is electrically connected to said main vehicle circuit (01) through said positive (80) and negative (70) terminals;and where the CAN communication sensor (41) is arranged on some point of the CAN communication cables (03) of the vehicle; where the converter (30) has the capacity to control the voltage in its output terminals (70; 80) directly or indirectly; where there is a measurement of output voltage between terminals (70; 80); where, during normal operation of the system, the decentralized control for the contactor (51) delivers signals to the contactor (60), where:;

[0092] • the contactor (60) is activated if one of the following conditions is met: o a start is detected from the measurements on the CAN communication sensor (41); o a voltage drop is detected between the output terminals (70; 80);

[0093] • once the vehicle is started, the contactor remains on after starting for an amount of time that the control unit determines is sufficient to satisfy the load;

[0094] • is subsequently switched off to conserve its energy; where, during normal operation of the system, the decentralized control for the converter (52) controls the converter (30), where:

[0095] • if the voltage between the external terminals (70; 80) is lower than a predetermined voltage, a discharge control stage is entered, subjecting these terminals (70; 80) to a voltage lower than the predetermined voltage, where: o if a current greater than that for which the component (20) with the greatest energy storage capacity is sized is detected, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the decentralized control unit (52) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it.or if a charge state of the component (20) with the greatest energy storage capacity is detected outside its nominal parameters, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the decentralized control unit (52) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it.

[0096] • if the voltage between the external terminals (70; 80) is greater than a predetermined voltage, it is assumed that the main circuit (01 ) is controlling the voltage and a charge control stage is entered, where: either the converter (30) is controlled to charge the component (20) with the greater energy storage capacity at a current dependent on the state of charge; or if a current greater than that for which the component (20) with the greater energy storage capacity is dimensioned is detected, the component (20) with the greater energy storage capacity is disconnected through a direct instruction (21 ) between the decentralized control unit (52) and the component (20) with the greater energy storage capacity; or through a control of the converter (30) that cancels the current passing through it;or if a charge state of the component (20) with the greatest energy storage capacity is detected outside its nominal parameters, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the decentralized control unit (52) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it.

[0097] In a fifth embodiment, there is a system for ensuring the starting of combustion engines in a vehicle, wherein the vehicle comprises: a main vehicle circuit (01) with positive (80) and negative (70) terminals; a vehicle starting module (02); a starting assurance device (500); wherein said device (500) comprises: a component (20) with greater energy storage capacity; a component (10) with greater power delivery; a bidirectional direct current converter (30); a control unit (50); wherein said device (500) is electrically connected to said main circuit (01) of the vehicle through said positive (80) and negative (70) terminals; and wherein the converter (30) has the capacity to control the voltage at its output terminals (70; 80) directly or indirectly; wherein there is an output voltage measurement between terminals (70; 80);wherein, during normal operation of the system, the general control of the control unit (50) controls the converter (30), where:;

[0098] • if the voltage between the external terminals (70; 80) is lower than a predetermined voltage, a discharge control stage is entered, subjecting these terminals (70; 80) to a voltage lower than the predetermined voltage, where: o if a current greater than that for which the component (20) with the greatest energy storage capacity is sized is detected, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the control unit (50) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it.or if a charge state of the component (20) with the greatest energy storage capacity is detected outside its nominal parameters, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the control unit (50) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it; or if it is detected that the remaining energy of the component (20) with the greatest energy storage capacity is equal to or less than the amount of reserve storage for emergency games, the control power is turned off;

[0099] • if the voltage between the external terminals (70; 80) is greater than a predetermined voltage, it is assumed that the main circuit (01 ) is controlling the voltage and a charge control stage is entered, where: or the converter (30) is controlled to charge the component (20) with the greatest energy storage capacity at a current dependent on the state of charge; or if a current greater than that for which the component (20) with the greatest energy storage capacity is sized is detected, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21 ) between the control unit (50) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it;or if a charge state of the component (20) with the greatest energy storage capacity is detected outside its nominal parameters, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the control unit (50) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it.

[0100] Particularly, in any of the modalities 1 and 3, said control unit (50) in normal operation is fed from nodes that do not discharge the component (10) with the greatest power output if the contactor (60) is off, such as the terminals (70; 80), or directly from the component terminals (20) with the greatest energy storage capacity.

[0101] Particularly, in any of the modalities 2 and 4, said decentralized control units (51; 52) in normal operation are fed from nodes that do not discharge the component (10) with the greatest power output if the contactor (60) is off, such as the terminals (70; 80), or directly from the component terminals (20) with the greatest energy storage capacity.

[0102] Particularly, in mode 5, said control unit (50) in normal operation is powered from the terminals (70; 80); so that the control does not discharge the component (20) with the greatest energy storage capacity if the converter (30) is turned off.

[0103] Particularly, in any of the modalities, the component (20) with the greatest energy storage capacity is a battery.

[0104] Preferably, in any of the embodiments, the component (10) with the greatest power delivery is a bank of supercapacitors or ultracapacitors.

[0105] Preferably, in any of the embodiments, said sensor (40) may be a Hall effect current sensor or another sensor that does not require physical contact with the node.

[0106] Particularly, in any of the embodiments, said sensor (41) may be a contactless CAN sensor or another that is connected in a non-intervening manner.

[0107] Preferably, in any embodiment, the high current capacity contactor (60) may possibly be composed of a MOSFET, IGBT or other semiconductor, which may or may not have a reverse diode.

[0108] Particularly, in any of the modalities 1 and 3, an emergency ignition system (90) is added, where the system (90) is configured to change the power supply of the control unit (50), so that it is fed directly from the component (10) with the greatest power output, whose energy is presumed to be available since it is preserved for starting or for emergency starting situations.

[0109] Particularly, in any of the modes 2 and 4, it adds an emergency ignition system (90), where the system (90) is configured to change the power supply of the decentralized control units (51; 52), so that they are fed directly from the component (10) with the greatest power output, whose energy is presumed to be available since it is preserved for starting or for emergency starting situations.

[0110] Particularly, in mode 5, an emergency ignition system (90) is added, where the system (90) is configured to change the power supply of the control unit (50) so that it is fed directly from the component (20) with the greatest energy storage capacity, whose energy is presumed to be available since it is preserved for starting or for emergency starting situations.

[0111] Preferably, in any of the embodiments, the change in power produced by the emergency ignition system (90) is reversed when a certain amount of time sufficient to start the ignition has elapsed or until the control unit (50) considers that there has been an ignition.

[0112] Preferably, in any of the embodiments, the change in power produced by the emergency ignition system (90) is reversed when the system encounters the component (20) with the greatest energy storage capacity, when its state of charge is greater than or equal to the emergency storage capacity.

[0113] Preferably, in any of the modalities, during the ignition the current of the converter (30) is limited so that the component (20) with the greatest energy storage capacity does not suffer over-discharge, or the component (20) with the greatest energy storage capacity is disconnected through direct communication (21) with the management board of the component (20) with the greatest energy storage capacity in those components (20) with the greatest energy storage capacity that have this technology.

[0114] Without implying any restriction on the invention, and for purely illustrative purposes, an example of some parts and processes of the invention is shown.

[0115] Example

[0116] The example below presents in detail a possible implementation of the system and components that allow the invention to be reproduced by an expert in the field.

[0117] Anyone skilled in the art will appreciate that multiple variations of the present invention can be made, and that the detailed embodiments are merely exemplary. Dimensions and materials may vary. Other forms that embody the same inventive concept are also possible.

[0118] The example is a device whose internal structure is that of the device (100) applied in a New Actros truck, Mercedes Benz brand. Generally, the connection is made as exemplified in Figure 13. The system is installed by replacing the two lead-acid batteries (20a) of 100Ah each, which is generally sufficient to take care of the electrical consumption of the truck (01) and (02). The terminals that are generally connected to each of these batteries are, instead, connected to the terminals (80) and (70) of the device (100).

[0119] In the device (100), the capacitor bank (10) has a capacitance of 1000 F and a nominal voltage of 29.7 V. The battery bank (20) has a nominal voltage of 36 V. The converter (30) has the capacity to transform signals in the range of 31 -41 V into 18-28 V, in both directions.

[0120] The truck has been shut down for over two months, meaning that the batteries (20) inside the device (100) have lost all of their remaining power due to the power being drawn from the internal control (50) and converter (30). In this scenario, the driver turns on the ignition key, but there is no response from the vehicle because the main circuit (01 ) is not electrically powered. Even if the key were to be turned on to start the truck, the starter would not receive power. After the failed attempt, the driver manually activates the emergency start module (90) via a manual button (91 ) located on the box of the device (100).The button causes the control power circuit (50) to instantly change so that it is powered from the capacitor bank (10), and activates a logic circuit (92) that changes the switches of the module (93) so that the power supply from the capacitors (10) remains fixed until it receives another logic signal from the control unit (50) through one of the connections between these modules (95). The control unit (50), for its part, receives the logic signal of this state from one of the connections with the module (90) and this allows it to turn on the contactor (60) until it detects a game again. This power supply lasts 1 minute and de-energizes the system again in case there is no game during the period of time so that the over discharge of the capacitors (10) is avoided and it is only used to give games.If a high outgoing current is detected from the module (above the threshold) and a similar current is not detected by the starter, the system immediately locks, as it detects improper use of the emergency system. This system allows three attempts until the system fails to unlock again and must be charged externally.

[0121] The driver attempts to start the truck again, and this time the capacitors supply power to the circuit, drawing 5 amps due to the power being supplied to the truck's main circuit (01). When the engine is started, the capacitors discharge up to 660 amps in a fraction of a second, as shown in Figure 12.

[0122] After starting, the truck recharges the capacitors at 60 amps. Upon reaching 28.8 volts after 10 seconds, the controller (50) turns off the contactor (60), exiting emergency operating mode. In this case, the control detects that the output voltage oscillates between 28.3 V and 28.6 V, which it associates with an on engine. In this case, the converter (30) begins to charge the batteries (20) at 30 amps.

[0123] The truck is then turned off after 1 minute of charging. The output voltage drops rapidly until it reaches 27 volts, and the control unit assumes the engine is off. At that point, it begins to regulate the voltage between terminals (70) and (80) to remain at a fixed 24 volts. 10 seconds pass, with the truck's main circuit consuming up to 10 A, and the truck is turned back on. In this scenario, the current sensor (40) detects the current passing through the cable leading to the starter (02) and sends that signal to the control unit (50). This, in a fraction of a second, reconnects the capacitors (10) and regulates the converter current to eliminate all current flow. Once again, the capacitors (20) deliver the starting current, similar to the first time and with a current-over-time curve similar to that in Figure 12. Once again, the voltage is charged to 28.8 V in seconds, and the contactor (60) is turned off.The control, upon detecting a voltage between the terminals (70) and (80) of the device, assumes the vehicle is on and begins charging the batteries (20) again.

[0124] Glossary of figures:

[0125] (01 ) Main circuit of the vehicle;

[0126] (02) Vehicle starting module;

[0127] (03) Internal communication cables using the vehicle's CAN protocol;

[0128] (10) Capacitor bank;

[0129] (20) Battery;

[0130] (21 ) Optional communication between control and battery;

[0131] (30) DC / DC converter;

[0132] (40) Non-interventional current sensor;

[0133] (41 ) CAN protocol communication sensor;

[0134] (50) Central control unit of the device;

[0135] (51 ) Decentralized contactor control unit;

[0136] (51 a) Has game been detected?

[0137] (51 b) The switch (60) is turned on

[0138] (51 c) The switch (60) is left on for a certain time

[0139] (51 d) The switch (60) is turned off

[0140] (52) Decentralized converter control unit;

[0141] (52a) Is the voltage between terminals (70) and (80) greater than the minimum voltage of the vehicle's alternator when it is on?

[0142] (52b) Battery charging mode (20)

[0143] (52c) The converter (30) enters charge current control.

[0144] (52d) Charging is limited by battery charge status (20).

[0145] (52e) It is checked that neither the current nor the voltage for which the battery is sized is exceeded. It is disconnected if this occurs.

[0146] (52f) Battery discharge mode (20)

[0147] (52g) The external voltage is controlled, setting it at a voltage lower than the minimum voltage of the vehicle's alternator when it is on.

[0148] (52h) Discharge is limited if the battery (20) is very discharged.

[0149] (52¡) It is checked that neither the current for which the battery is sized nor the minimum design voltage is exceeded. It is disconnected if this happens (60) High current capacity contactor;

[0150] (70) Negative terminal of the device;

[0151] (80) Positive terminal of the device;

[0152] (90) Module for emergency start of the device;

[0153] (91 ) Emergency power button;

[0154] (92) Logic circuit for emergency ignition;

[0155] (93) Contactor module for emergency ignition;

[0156] (94) Connection between emergency ignition module and terminals of the invention;

[0157] (95) Connection between emergency ignition module and centralized control unit (50) or decentralized control unit (51);

[0158] (96) Connection between emergency ignition module and decentralized control unit (52);

[0159] (97) Connection between emergency ignition module and capacitor bank terminals (10);

[0160] (100) First embodiment of the invention;

[0161] (200) Second embodiment of the invention;

[0162] (300) Third embodiment of the invention;

[0163] (400) Fourth embodiment of the invention;

[0164] (500) Fifth embodiment of the invention;

Claims

MODIFIED CLAIMS received by the International Bureau on 14 February 2025 (14.02.2025) 1. A system for ensuring the starting of combustion engines in a vehicle, wherein the vehicle comprises: a main vehicle circuit (01) with positive (80) and negative (70) terminals; a vehicle starting module (02); a starting assurance device (100); characterized in that said device (100) comprises: a component (20) with greater energy storage capacity; a component (10) with greater power delivery; a bidirectional direct current converter (30); a high current capacity contactor (60); a current sensor (40); a control unit (50); wherein said device (100) is electrically connected to said main vehicle circuit (01) through said positive (80) and negative (70) terminals; and wherein the current sensor (40) surrounds a connector that leads directly and exclusively to the vehicle starting module (02);wherein the converter (30) has the capacity to control the voltage at its output terminals (70; 80) directly or indirectly; wherein there is an output voltage measurement between terminals (70; 80); wherein, during normal operation of the system, the control unit (50) controls the converter (30) and the contactor (60) that connects to the components of greater power delivery (10), where:; • the contactor (60) is activated if one of the following conditions is met: or a start is detected from measurements at the sensor (40); or a voltage drop is detected between the output terminals (70; 80); or an excess current is detected leaving the device (100); • Once the vehicle is started, the contactor remains on after starting for an amount of time that the control unit determines is sufficient to satisfy the load. • It subsequently turns off to conserve its energy, entering a control stage where the component (20) with the greatest energy storage capacity is charged, if it is determined that the engine is on • a direct or indirect voltage control is carried out on the output terminals (70; 80) by using the converter (30), to supply the electrical consumption in the event that the alternator present in the main circuit (01) is not capable of supplying said consumption.

2. The system according to claim 1, characterized in that the component (20) with the greatest energy storage capacity is a battery.

3. The system according to claim 1 or 2, characterized in that the component (10) with the highest power output is a bank of supercapacitors or ultracapacitors.

4. The system according to any of claims 1 to 3, characterized in that said control unit (50) in normal operation is fed from nodes that do not discharge the component (10) of greater power delivery if the contactor (60) is off, such as the terminals (70; 80), or directly from the terminals of the component (20) of greater capacity of energy storage.

5. The system according to any of claims 1 to 4, characterized in that said sensor (40) may be a Hall effect current sensor or another sensor that does not require physical contact with the node.

6. The system according to any one of claims 1 to 5, characterized in that said high current capacity contactor (60) may possibly be composed of a MOSFET, IGBT or other semiconductor, which may or may not have a reverse diode.

7. The system according to any of claims 1 to 6, characterized in that an emergency ignition system (90) is added, wherein the system (90) is configured to change the power supply of the control unit (50) so that it is fed directly from the component (10) with the highest power output, whose energy is presumed to be available since it is preserved for starting or for emergency starting situations.

8. The system according to any of claim 7, characterized in that the change in power produced by the emergency ignition system (90) is reversed when a certain amount of time sufficient to start has elapsed or until the control unit (50) estimates that there has been an ignition.

9. The system according to any of claims 1 to 8, characterized in that during ignition the current of the converter (30) is limited so that the component (20) with the greatest energy storage capacity does not suffer over-discharge, or it disconnects the component (20) with the greatest energy storage capacity. energy storage through direct communication (21) with the management board of the component (20) with the greatest energy storage capacity in those components (20) with the greatest energy storage capacity that have this technology.

10. A system for ensuring the starting of combustion engines in a vehicle, wherein the vehicle comprises: a main vehicle circuit (01) with positive (80) and negative (70) terminals; a vehicle starting module (02); a starting assurance device (200); characterized in that said device (200) comprises: a component (20) with greater energy storage capacity; a component (10) with greater power delivery; a bidirectional direct current converter (30); a high current capacity contactor (60); a current sensor (40); a decentralized control unit (51) for the contactor; a decentralized control unit (52) for the converter; wherein said device (200) is electrically connected to said main vehicle circuit (01) through said positive (80) and negative (70) terminals;and where the current sensor (40) surrounds a connector that leads directly and exclusively to the vehicle's starting module (02); where the converter (30) has the capacity to control the voltage at its output terminals (70; 80) directly or indirectly; where there is a measurement of output voltage between terminals (70; 80); where, during normal operation of the system, the control; decentralized for the contactor (51) delivers signals to the contactor (60), where: • the contactor (60) is activated if one of the following conditions is met: o start is detected from the measurements on the sensor (40); o a voltage drop is detected between the output terminals (70; 80); o an excess current is detected coming out of the device (200); or • once the vehicle is started, the contactor remains on after starting for an amount of time that the control unit determines is sufficient to satisfy the load; • is subsequently switched off to conserve its energy; where, during normal operation of the system, the decentralized control for the converter (52) controls the converter (30), where: • if the voltage between the external terminals (70; 80) is lower than a predetermined voltage, a discharge control stage is entered, subjecting these terminals (70; 80) to a voltage lower than the predetermined voltage, where: o if a current greater than that for which the component (20) with the greatest energy storage capacity is sized is detected, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the decentralized control unit (52) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it. or if a state of charge of the component (20) with the greatest energy storage capacity is detected outside of its nominal parameters, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the decentralized control unit (52) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it. • if the voltage between the external terminals (70; 80) is greater than a predetermined voltage, it is assumed that the main circuit (01 ) is controlling the voltage and a charge control stage is entered, where: either the converter (30) is controlled to charge the component (20) with the greater energy storage capacity at a current dependent on the state of charge; or if a current greater than that for which the component (20) with the greater energy storage capacity is dimensioned is detected, the component (20) with the greater energy storage capacity is disconnected through a direct instruction (21 ) between the decentralized control unit (52) and the component (20) with the greater energy storage capacity; or through a control of the converter (30) that cancels the current passing through it;or if a charge state of the component (20) with a higher energy storage capacity is detected outside its nominal parameters, the component (20) with a higher energy storage capacity is disconnected through a direct instruction (21) between the decentralized control unit (52) and the component (20) with a higher energy storage capacity; or through a control of the; converter (30) that cancels the current passing through it. 1 1. The system according to claim 10, characterized in that the component (20) with the greatest energy storage capacity is a battery.

12. The system according to claim 10 or 11, characterized in that the component (10) with the highest power output is a bank of supercapacitors or ultracapacitors.

13. The system according to any of claims 10 to 12, characterized in that its decentralized control units (51; 52) in normal operation are fed from nodes that do not discharge the component (10) with the highest power output, if the contactor (60) is off, such as the terminals (70; 80), or directly from the terminals of the component (20) with the highest energy storage capacity.

14. The system according to any of claims 10 to 13, characterized in that said sensor (40) may be a Hall effect current sensor or another sensor that does not require physical contact with the node.

15. The system according to any of claims 10 to 14, characterized in that said high current capacity contactor (60) may possibly be composed of a MOSFET, IGBT or other semiconductor, which may or may not have a reverse diode.

16. The system according to any of claims 10 to 15, characterized in that an emergency ignition system (90) is added, wherein the system (90) is configured to change the power supply of the units (51; 52) decentralized control, so that they are fed directly from the component (10) with the greatest power output, whose energy is presumed to be available since it is preserved for starting or for emergency starting situations.

17. The system according to any of claim 16, characterized in that the change in power produced by the emergency ignition system (90) is reversed when a certain amount of time sufficient to start the ignition has elapsed or until the decentralized control system of the contactor (51) estimates that there has been an ignition.

18. The system according to any of claims 10 to 17, characterized in that during the ignition the current of the converter (30) is limited so that the component (20) with the greatest energy storage capacity does not suffer over-discharge, or it disconnects the component (20) with the greatest energy storage capacity through direct communication (21) with the management board of the component (20) with the greatest energy storage capacity that those technologies have.

19. A system for ensuring the starting of combustion engines in a vehicle, wherein the vehicle comprises: a main vehicle circuit (01) with positive (80) and negative (70) terminals; a vehicle starting module (02); a starting assurance device (300); characterized in that said device (300) comprises: a component (20) with a greater energy storage capacity; a component 10) for greater power delivery; a bidirectional direct current converter (30); a high current capacity contactor (60); a CAN protocol communication sensor (41); a control unit (50); wherein said device (300) is electrically connected to said main circuit (01) of the vehicle through said positive (80) and negative (70) terminals; and wherein the CAN communication sensor (41) is arranged on some point of the CAN communication cables (03) of the vehicle; wherein the converter (30) has the capacity to control the voltage at its output terminals (70; 80) directly or indirectly; wherein an output voltage measurement is made between terminals (70; 80); where, during normal operation of the system, the general control of the control unit (50) controls the converter (30) and the contactor (60) that connects to the components of greater power delivery (10), where: • the contactor (60) is activated if one of the following conditions is met: o a start is detected from the measurements on the sensor (40); o a voltage drop is detected between the output terminals (70; 80); o an excess current is detected leaving the device (300); • Once the vehicle is started, the contactor remains on after starting for an amount of time that the control unit determines is sufficient to satisfy the load. • It is subsequently turned off to reserve its energy, entering a control stage where the component (20) with the greatest energy storage capacity is charged, if it is determined that the engine is on • a direct or indirect voltage control is carried out on the output terminals (70; 80) by using the converter (30) to supply the electrical consumption in the event that the alternator present in the main circuit (01) is not capable of supplying said consumption.

20. The system according to claim 19, characterized in that the component with the greatest energy storage capacity is a battery.

21. The system according to claim 19 or 20, characterized in that the component with the highest power output is a bank of supercapacitors or ultracapacitors.

22. The system according to any of claims 19 to 21, characterized in that its control unit (50) in normal operation is powered from nodes that do not discharge component (10) of greater power delivery, if the contactor (60) is off, such as terminals (70; 80), or directly from the terminals of component (20) of greater energy storage capacity.

23. The system according to any of claims 19 to 21, characterized in that said sensor (41) can be a contactless CAN sensor or another that is connected in a non-intervening manner.

24. The system according to any of claims 19 to 21, characterized in that said high current capacity contactor (60) may possibly be composed of a MOSFET, IGBT or other semiconductor, which may or may not have a reverse diode.

25. The system according to any of claims 19 to 21, characterized in that an emergency ignition system (90) is added, wherein the system (90) is configured to change the power supply of the control unit (50) so that it is fed directly from the component (10) with the highest power output, whose energy is presumed to be available since it is preserved for starting or for emergency starting situations.

26. The system according to any of claim 25, characterized in that the change in power produced by the emergency ignition system (90) is reversed when a certain amount of time sufficient to start the ignition has elapsed or until the control unit (50) estimates that there has been an ignition.

27. The system according to any of claims 19 to 21, characterized in that during the ignition the current of the converter (30) is limited so that the component (20) with the greatest energy storage capacity does not suffer over-discharge, or it disconnects the component (20) with the greatest energy storage capacity through direct communication (21) with the management board of the component (20) with the greatest energy storage capacity that has that technology.

28. A system for ensuring starting of combustion engines in a vehicle, wherein the vehicle comprises: a main vehicle circuit (01) with positive (80) and negative (70) terminals; a vehicle starting module (02); a starting assurance device (400); characterized in that said device (400) comprises: a component (20) with greater energy storage capacity; a component (10) with greater power delivery; a bidirectional direct current converter (30); a high current capacity contactor (60); a CAN protocol communication sensor (41); a decentralized control unit (51) for the contactor; a decentralized control unit (52) for the converter; wherein said device (400) is electrically connected to said main circuit (01) of the vehicle through said positive (80) and negative (70) terminals; and wherein the CAN communication sensor (41) is arranged on some point of the CAN communication cables (03) of the vehicle; wherein the converter (30) has the capacity to control the voltage at its output terminals (70; 80) directly or indirectly; where there is an output voltage measurement between terminals (70; 80);where, during normal operation of the system, the decentralized control for the contactor (51) delivers signals to the contactor (60), where:; • the contactor (60) is activated if one of the following conditions is met: o a start is detected from the measurements on the CAN communication sensor (41); o a voltage drop is detected between the output terminals (70; 80); o an excess current is detected coming out of the device (400); or • Once the vehicle is started, the ignition remains on after starting for an amount of time determined by the control unit. sufficient to satisfy the load; • is subsequently switched off to conserve its energy; where, during normal operation of the system, the decentralized control for the converter (52) controls the converter (30), where: • if the voltage between the external terminals (70; 80) is lower than a predetermined voltage, a discharge control stage is entered, subjecting these terminals (70; 80) to a voltage lower than the predetermined voltage, where: o if a current greater than that for which the component (20) with the greatest energy storage capacity is sized is detected, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the decentralized control unit (52) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it.or if a charge state of the component (20) with the greatest energy storage capacity is detected outside its nominal parameters, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the decentralized control unit (52) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it. • if the voltage between the external terminals (70; 80) is greater than a predetermined voltage, it is assumed that the main circuit (01) is controlling the voltage and a charge control stage is entered, where: or the converter (30) is controlled to charge the component (20) with the greater energy storage capacity at a current dependent on the state of charge; or if a current greater than that for which the component (20) with the greater energy storage capacity is sized is detected, the component (20) with the greater energy storage capacity is disconnected through a direct instruction (21) between the decentralized control unit (52) and the component (20) with the greater energy storage capacity; or through a control of the converter (30) that cancels the current passing through it; or if a state of charge of the component (20) with the greater energy storage capacity outside its nominal parameters is detected, the component (20) with the greater energy storage capacity is disconnected through a direct instruction (21) between the decentralized control unit (52) and the component (20) with the greater energy storage capacity;or through a converter control (30) that cancels the current passing through it; 29. The system according to claim 28, characterized in that the component (20) with the greatest energy storage capacity is a battery.

30. The system according to claim 28 or 29, characterized in that the component (10) with the highest power output is a bank of supercapacitors or ultracapacitors.

31. The system according to any of claims 28 to 30, characterized in that its decentralized control units (51; 52) in normal operation are fed from nodes that do not discharge the component (10) with the highest power output if the contactor (60) is off, such as the terminals (70; 80), or directly from the component terminals (20) with the highest energy storage capacity.

32. The system according to any of claims 28 to 31, characterized in that said sensor (41) can be a contactless CAN sensor or another that is connected in a non-intervening manner.

33. The system according to any of claims 28 to 32, characterized in that said high current capacity contactor (60) may possibly be composed of a MOSFET or other semiconductor, which may or may not have a reverse diode.

34. The system according to any of claims 28 to 33, characterized in that an emergency ignition system (90) is added, wherein the system (90) is configured to change the power supply of the decentralized control units (51; 52), so that they are fed directly from the component (10) with the highest power output, whose energy is presumed to be available since it is preserved for starting or for emergency starting situations.

35. The system according to any of claim 34, characterized in that the change in power produced by the emergency ignition system (90) is reversed when a certain amount of time sufficient to start the ignition has elapsed or until the decentralized control system of the contactor (51) estimates that there has been an ignition.

36. The system according to any of claims 28 to 35, characterized in that during the ignition the current of the converter (30) is limited so that the component (20) with the greatest energy storage capacity does not suffer over-discharge, or it disconnects the component (20) with the greatest energy storage capacity through direct communication (21) with the management board of the component (20) with the greatest energy storage capacity that has that technology.

37. A system for ensuring the starting of combustion engines in a vehicle, wherein the vehicle comprises: a main vehicle circuit (01) with positive (80) and negative (70) terminals; a vehicle starting module (02); a starting assurance device (500); characterized in that said device (500) comprises: a component (20) with greater energy storage capacity; a component (10) with greater power delivery; a bidirectional direct current converter (30); a control unit (50); wherein said device (500) is electrically connected to said main vehicle circuit (01) through said positive (80) and negative (70) terminals; and wherein the converter (30) has the capacity to control the voltage at its output terminals (70; 80) directly or indirectly; wherein an output voltage measurement is made between terminals (70; 80);where, during normal operation of the system, the general control; of the control unit (50) controls the converter (30), where: • if the voltage between the external terminals (70; 80) is lower than a predetermined voltage, a discharge control stage is entered, subjecting these terminals (70; 80) to a voltage lower than the predetermined voltage, where: o if a current greater than that for which the component (20) with the greatest energy storage capacity is sized is detected, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the control unit (50) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it.or if a charge state of the component (20) with the greatest energy storage capacity is detected outside its nominal parameters, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the control unit (50) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it; or if it is detected that the remaining energy of the component (20) with the greatest energy storage capacity is equal to or less than the amount of reserve storage for emergency games, the control power is turned off; • if the voltage between the external terminals (70; 80) is greater than a predetermined voltage, it is assumed that the main circuit (01) is controlling the voltage and a charge control stage is entered, where: either the converter (30) is controlled to charge the component (20) with the greatest energy storage capacity at a current dependent on the state of charge; or if a current greater than that for which the component (20) with the greatest energy storage capacity is sized is detected, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the control unit (50) and the component (20) with the greatest energy storage capacity; or through a control of the converter (30) that cancels the current passing through it; or if a state of charge of the component (20) with the greatest energy storage capacity outside its nominal parameters is detected, the component (20) with the greatest energy storage capacity is disconnected through a direct instruction (21) between the control unit (50) and the component (20) with the greatest energy storage capacity;or through a converter control (30) that cancels the current passing through it; 38. The system according to claim 37, characterized in that the component (20) with the greatest energy storage capacity is a battery.

39. The system according to claim 37 or 38, characterized in that the component (10) with the highest power output is a bank of supercapacitors or ultracapacitors.

40. The system according to any of claims 37 to 39, characterized in that its control unit (50) in normal operation is powered from the terminals (70; 80); such that the control does not discharge the component (20) with the greatest energy storage capacity if the converter (30) is turned off.

41. The system according to any of claims 37 to 40, characterized in that an emergency ignition system (90) is added, wherein the system (90) is configured to change the power supply of the control unit (50) so that it is fed directly from the component (20) with the greatest energy storage capacity, whose energy is presumed to be available since it is preserved for starting or for emergency starting situations.

42. The system according to any of claim 41, characterized in that the change in power produced by the emergency ignition system (90) is reversed when a certain amount of time sufficient to start the engine has elapsed, when there is a high consumption that does not consist of a start, or until the control unit (50) estimates that there has been an ignition.

43. The system according to any of claims 41 or 42, characterized in that the change in power produced by the emergency ignition system (90) is reversed when the system encounters the component (20) with the greatest energy storage capacity, when its state of charge is greater than or equal to the emergency storage capacity.

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