Detroit, MI, United States

General Motors

gm.com
Detroit, MI, United States

General Motors Company, commonly known as GM, is an American multinational corporation headquartered in Detroit, Michigan, that designs, manufactures, markets and distributes vehicles and vehicle parts and sells financial services. General Motors produces vehicles in 37 countries under thirteen brands: Alpheon, Chevrolet, Buick, GMC, Cadillac, Holden, HSV, Opel, Vauxhall, Wuling, Baojun, Jie Fang, UzDaewoo. General Motors holds a 20% stake in IMM, and a 77% stake in GM Korea. It also has a number of joint-ventures, including Shanghai GM, SAIC-GM-Wuling and FAW-GM in China, GM-AvtoVAZ in Russia, Ghandhara Industries in Pakistan, GM Uzbekistan, General Motors India, General Motors Egypt, and Isuzu Truck South Africa. General Motors employs 212,000 people and does business in more than 120 countries. General Motors is divided into five business segments: GM North America , Opel Group, GM International Operations , GM South America , and GM Financial.General Motors led global vehicle sales for 77 consecutive years from 1931 through 2007, longer than any other automaker, and is currently among the world's largest automakers by vehicle unit sales.General Motors acts in most countries outside the U.S. via wholly owned subsidiaries, but operates in China through 10 joint ventures. GM's OnStar subsidiary provides vehicle safety, security and information services.In 2009, General Motors shed several brands, closing Saturn, Pontiac and Hummer, and emerged from a government-backed Chapter 11 reorganization. In 2010, the reorganized GM made an initial public offering that was one of the world's top 5 largest IPOs to date and returned to profitability later that year. Wikipedia.

SEARCH TERMS
SEARCH FILTERS
Time filter
Source Type

Patent
GM Global Technology Operations LLC | Date: 2017-02-22

The present disclosure relates to a protecting device; for protecting a battery effectively by absorbing an impact energy which can be received from a lateral direction of an electrical automobile; and for preventing a secondary damage due to the breakage of the battery, and the present disclosure relates to the battery protecting device of the electrical automobile including: a frame (10) for forming a body of a floor (30) positioned in a lower portion of the electrical automobile (100); and at least one protecting bar (20) positioned inside the frame (10), and the vertical cross-section of the protecting bar (20) is a shape including: a pair of closed spaces (21); and a brim (22) for forming the pair of closed spaces (21), in which the brim (22) is connected between the pair of closed spaces (21) so as to make the pair of closed spaces (21) separated by a predetermined distance. In the present disclosure, the impact energy received from outside, especially the impact energy from the lateral side of the electrical automobile, can be transmitted to, and absorbed by: an impact-absorbing member installed in the lower portion of the electrical automobile; and the protecting bars of a specific shape, thereby preventing the breakage of the battery effectively.

Claims which contain your search:

8. The protecting device of claim 1, wherein the one or more protecting bars 20 are positioned in an upper portion of a battery mounted to the electrical automobile 100.

1. A protecting device of a battery for an electrical automobile, comprising:a frame positioned in a lower portion of the electrical automobile 100, and one or more protecting bars positioned inside the frame 10, whereina vertical cross-section of the protecting bars 20 has a shape that includes at least two closed spaces 21a, 21b, and brims 22a, 22b that form the closed spaces 21a, 21b,the at least two closed spaces 21a, 21b are separated apart from each other, andthe brims 22a, 22b are connected to each other.


Patent
Gm Global Technology Operations Llc | Date: 2015-10-30

A vehicle including an energy storage device and a powertrain system configured to effect regenerative braking is described. A method for controlling the vehicle includes determining an expected increase in a state of charge of the energy storage device achieved through opportunity charging by employing regenerative braking during an anticipated next trip of the vehicle. A preferred setpoint for the state of charge of the energy storage device is determined based upon the expected increase in the state of charge achieved through opportunity charging, and charging of the energy storage device is controlled during a remote charging event based upon the preferred setpoint for the state of charge of the energy storage device.

Claims which contain your search:

1. A method for controlling a vehicle including an energy storage device and a powertrain system including regenerative braking capability, the method comprising: determining an anticipated next trip of the vehicle; determining an expected increase in the state of charge achieved through opportunity charging of the energy storage device employing regenerative braking during the anticipated next trip of the vehicle; determining a preferred setpoint for the state of charge of the energy storage device based upon the expected increase in the state of charge achieved through the opportunity charging; and controlling charging of the energy storage device during a remote charging event based upon the preferred setpoint for the state of charge of the energy storage device.

2. The method of claim 1, further comprising: monitoring a state of charge of the energy storage device; controlling charging of the energy storage device during the remote charging event based upon the preferred setpoint for the state of charge of the energy storage device and the state of charge of the energy storage device.

3. The method of claim 1, further comprising: determining an expected increase in the state of charge achieved through opportunity charging of the energy storage device employing regenerative braking during a portion of the anticipated next trip of the vehicle; and determining the preferred setpoint for the state of charge of the energy storage device based upon the expected increase in the state of charge during the portion of the anticipated next trip of the vehicle.

6. The method of claim 4, comprising: employing the on-board navigation system to determine a present geographical location of the vehicle and an expected route information for the anticipated next trip of the vehicle; and determining the expected increase in the state of charge achieved through opportunity charging of the energy storage device employing regenerative braking when traversing the expected route for the anticipated next trip of the vehicle.

7. The method of claim 1, wherein controlling charging of the energy storage device comprises controlling charging of the energy storage device based upon the preferred setpoint for the state of charge of the energy storage device and the monitored state of charge of the energy storage device.

8. The method of claim 1, further comprising: determining an expected increase in the state of charge achieved through opportunity charging of the energy storage employing the regenerative braking of the powertrain system during a portion of an anticipated next trip of the vehicle; and determining the preferred setpoint for the state of charge of the energy storage device based upon the expected increase in the state of charge achieved through opportunity charging of the energy storage device during the portion of the anticipated next trip of the vehicle.

9. A method for controlling a vehicle including a powertrain system electrically connected to an energy storage device and configured with regenerative braking capability, the method comprising: determining a geographic location of the vehicle; monitoring a state of charge of the energy storage device during a trip of the vehicle originating from the geographic location; detecting occurrence of saturation of the state of charge of the energy storage device during the trip; permitting a reduced state of charge setpoint at the geographic location when the saturation of the state of charge of the energy storage device occurs during the trip originating from the geographic location; and controlling charging of the energy storage device based upon the reduced state of charge setpoint when the vehicle is located at the geographic location.

10. The method of claim 9, wherein detecting occurrence of saturation of the state of charge of the energy storage device during the trip comprises determining a power loss associated with missed opportunity charging of the energy storage device during the trip.

13. The method of claim 9, further comprising prohibiting a reduced state of charge setpoint when no occurrence of saturation of the state of charge of the energy storage device is detected during the trip.

14. A vehicle, comprising: a powertrain system including an energy storage device and an internal combustion engine coupled to first and second electric machines rotatably coupled to a driveline; wherein the powertrain system is controllable to generate driveline torque for vehicle propulsion; wherein one of the first and second electric machines is controllable to react driveline torque for vehicle braking; a controller operatively connected to the powertrain system, the controller including an instruction set executable to:determine an anticipated next trip of the vehicle;determine an expected increase in a state of charge of the energy storage device achieved through opportunity charging by control of one of the first and second electric machines to react driveline torque for vehicle braking during the anticipated next trip of the vehicle;determine a preferred setpoint for the state of charge of the energy storage device based upon the expected increase in the state of charge achieved through the opportunity charging; andcontrol charging of the energy storage device during a remote charging event based upon the preferred setpoint for the state of charge of the energy storage device.

15. The vehicle of claim 14, further comprising: the controller including an instruction set executable tomonitor a state of charge of the energy storage device;control charging of the energy storage device during the remote charging event based upon the preferred setpoint for the state of charge of the energy storage device and the state of charge of the energy storage device.

16. The vehicle of claim 14, further comprising: the controller including an instruction set executable to:determine an expected increase in the state of charge achieved through opportunity charging of the energy storage device employing regenerative braking during a portion of the anticipated next trip of the vehicle; anddetermine the preferred setpoint for the state of charge of the energy storage device based upon the expected increase in the state of charge during the portion of the anticipated next trip of the vehicle.

19. The vehicle of claim 18, wherein the controller includes an instruction set executable to: employ the on-board navigation system to determine a present geographical location of the vehicle and an expected route information for the anticipated next trip of the vehicle; and determine the expected increase in the state of charge achieved through opportunity charging of the energy storage device employing regenerative braking when traversing the expected route for the anticipated next trip of the vehicle.


Patent
Gm Global Technology Operations Llc | Date: 2016-09-23

An electrical system includes an engine, a motor-generator and a starter mechanism, and engine systems also include the engine. The electrical system includes a first energy storage device having a first voltage level and a second energy storage device having a second voltage level less than the first voltage level. The electrical system further includes a controller configured to control the motor-generator, the starter mechanism and first and second switching devices. Current from at least one of the first and second energy storage devices is delivered to the motor-generator when at least one of the first switching device is in a first closed state and the second switching device is in a second closed state such that the motor-generator transfers torque to the starter mechanism and the starter mechanism uses the torque to start the engine.

Claims which contain your search:

1. An electrical system comprising: an engine; a motor-generator; a starter mechanism; a first energy storage device having a first voltage level; a second energy storage device having a second voltage level less than the first voltage level; a first switching device selectively transitionable between a first open state and a first closed state; a second switching device selectively transitionable between a second open state and a second closed state; a controller including a processor and a memory having recorded instructions, wherein the controller is configured to control the motor-generator, the starter mechanism and the first and second switching devices, and wherein current from at least one of the first and second energy storage devices is delivered to the motor-generator when at least one of the first switching device is in the first closed state and the second switching device is in the second closed state such that the motor-generator transfers torque to the starter mechanism and the starter mechanism uses the torque to start the engine.

3. The system as set forth in claim 1 wherein the first energy storage device is a high-voltage energy storage device having the first voltage level, and the second energy storage device is a low-voltage energy storage device having the second voltage level, with at least one of the high-voltage energy storage device and the low-voltage energy storage device selectively in electrical communication with the motor-generator.

4. An engine system comprising: an engine including a housing and a crankshaft at least partially disposed inside the housing; a motor-generator disposed outside of the housing; a starter mechanism coupleable to the engine; an auxiliary electric system operatively connected to the motor-generator, wherein the motor-generator is operable in a predetermined operating mode in which the motor-generator alone supplies current to the auxiliary electric system; a first energy storage device disposed in a parallel electrical relationship with the motor-generator and the auxiliary electric system; a first switching device selectively transitionable between a first open state to electrically disconnect the first energy storage device from the motor-generator and the auxiliary electric system, and a first closed state to electrically connect the first energy storage device to at least one of the motor-generator and the auxiliary electric system; and wherein current from the first energy storage device is delivered to at least one of the motor-generator and the starter mechanism when the first switching device is in the first closed state such that the starter mechanism starts the engine.

5. The system as set forth in claim 4 further including an electrical bus and an electrical ground, wherein the first energy storage device is disposed between the electrical bus and the electrical ground, and the first switching device is disposed between the first energy storage device and the electrical bus such that the first energy storage device is in direct electrical communication with the electrical bus when the first switching device is in the first closed state.

6. The system as set forth in claim 4 further including a second energy storage device disposed in a parallel electrical relationship with the first energy storage device, the motor-generator and the auxiliary electric system.

7. The system as set forth in claim 6 wherein the first energy storage device has a first voltage level and the second energy storage device has a second voltage level less than the first voltage level, and wherein the second energy storage device is in electrical communication with the auxiliary electric system.

8. The system as set forth in claim 7 further including a second switching device selectively transitionable between a second open state to electrically disconnect the second energy storage device from the motor-generator and the auxiliary electric system, and a second closed state to electrically connect the second energy storage device to at least one of the motor-generator and the auxiliary electric system.

9. The system as set forth in claim 8 further including an electrical bus and an electrical ground, wherein the second energy storage device is disposed between the electrical bus and the electrical ground, and the second switching device is disposed between the second energy storage device and the electrical bus such that the second energy storage device is in direct electrical communication with the electrical bus when the second switching device is in the second closed state.

13. A powertrain as set forth in claim 4 wherein: the motor-generator operates without a motor/generator clutch; a DC-DC converter is absent; and the first energy storage device is a varying load battery.

16. An engine system comprising: an engine including a housing and a crankshaft at least partially disposed inside the housing; a motor-generator disposed outside of the housing; a gearbox coupleable to the engine; an auxiliary electric system operatively connected to the motor-generator, wherein the motor-generator is operable in a predetermined operating mode in which the motor-generator alone supplies current to the auxiliary electric system; a first energy storage device disposed in a parallel electrical relationship with the motor-generator and the auxiliary electric system; a first switching device selectively transitionable between a first open state to electrically disconnect the first energy storage device from the motor-generator and the auxiliary electric system, and a first closed state to electrically connect the first energy storage device to at least one of the motor-generator and the auxiliary electric system; and wherein current from the first energy storage device is delivered to at least one of the motor-generator and the gearbox when the first switching device is in the first closed state such that the gearbox starts the engine.


Patent
Gm Global Technology Operations Llc | Date: 2014-09-19

System and methods for determining battery system energy capability in a vehicle are presented. A voltage offset of a battery system may be determined based on comparison of an open circuit voltage of the battery system and a measured voltage. An estimated remaining pack energy may be determined based, at least in part, on the voltage offset. Similarly, an estimated total pack energy may be determined based, at least in part, on the voltage offset. An energy capability of the battery system may be determined based on the estimated remaining pack energy and the estimated total pack energy.

Claims which contain your search:

1. A method of determining an energy capability of a battery system comprising: determining a voltage offset of the battery system based on a comparison of an estimated open circuit voltage (OCV) of the battery system and a measured voltage of the battery system; determining an estimated total pack energy of the battery system based on the voltage offset; determining an estimated remaining pack energy of the battery system based on the voltage offset; and determining an energy capability of the battery system based on the estimated remaining pack energy and the estimated total pack energy.

2. The method of claim 1, wherein determining the voltage offset comprises determining a difference between the estimated OCV of the battery system and the measured voltage of the battery system.

3. The method of claim 1, wherein determining the estimated total pack energy of the battery system comprises integrating an OCV curve associated with the battery system with the voltage offset.

4. The method of claim 3, wherein the OCV curve relates a characterized OCV of the battery system with a characterized state of charge (SOC) of the battery system and integrating the OCV curve comprises integrating the OCV curve based on a constant SOC step.

5. The method of claim 3, wherein the OCV curve relates a characterized OCV of the battery system with a characterized state of charge (SOC) of the battery system and integrating the OCV curve comprises integrating the OCV curve based on a variable SOC step determined based on characterization data points included in the OCV curve.

6. The method of claim 1, wherein determining the estimated remaining pack energy of the battery system further comprises integrating a portion of an OCV curve associated with the battery system with the voltage offset.

7. The method of claim 6, wherein the OCV curve relates a characterized OCV of the battery system with a characterized state of charge (SOC) of the battery system and integrating the OCV curve comprises integrating the OCV curve based on a constant SOC step.

8. The method of claim 6, wherein the OCV curve relates a characterized OCV of the battery system with a characterized state of charge (SOC) of the battery system and integrating the OCV curve comprises integrating the OCV curve based on a variable SOC step determined based on characterization data points included in the OCV curve.

9. The method of claim 1, wherein determining the energy capability of the battery system comprises determining a ratio of the estimated remaining pack energy to the estimated total pack energy.

10. The method of claim 1, wherein determining the estimated total pack energy of the battery system comprises determining a result of an integration of a product of coulombs of the battery system and a voltage at which the coulombs will discharge from the battery system from a full state of charge (SOC) to empty.

11. The method of claim 1, wherein determining the estimated remaining pack energy of the battery system comprises determining a result of an integration of a product of coulombs of the battery system and a voltage and which the coulombs will discharge from the battery system from a present state of charge (SOC) to empty.

12. The method of claim 1, wherein the method further comprises: implementing a control action in a vehicle associated with the battery system based on the determined energy capability.

13. The method of claim 1, wherein the method further comprises: determining an estimated range of the vehicle based on the determined energy capability, wherein the control action is based on the estimated range of the vehicle.

14. The method of claim 1, wherein the estimated total pack energy comprises an estimated usable pack energy, the estimated remaining pack energy comprises an estimated usable remaining pack energy, and the energy capability comprises an estimated usable energy capability.

15. A non-transitory computer-readable storage medium storing instructions that, when executed by a processor, cause the processor to perform a method comprising: determining a voltage offset of the battery system based on a comparison of an estimated open circuit voltage (OCV) of the battery system and a measured voltage of the battery system; determining an estimated total pack energy of the battery system based on the voltage offset; determining an estimated remaining pack energy of the battery system based on the voltage offset; and determining an energy capability of the battery system based on the estimated remaining pack energy and the estimated total pack energy.

16. The non-transitory computer-readable storage medium of claim 15, wherein determining the voltage offset comprises determining a difference between the estimated OCV of the battery system and the measured voltage of the battery system.

17. The non-transitory computer-readable storage medium of claim 15, wherein determining the estimated total pack energy of the battery system comprises integrating an OCV curve associated with the battery system with the voltage offset.

18. The non-transitory computer-readable storage medium of claim 15, determining the estimated remaining pack energy of the battery system comprises integrating a portion of an OCV curve associated with the battery system with the voltage offset.

19. The non-transitory computer-readable storage medium of claim 15, wherein determining the energy capability of the battery system comprises determining a ratio of the estimated remaining pack energy to the estimated total pack energy.

20. The non-transitory computer-readable storage medium of claim 15, wherein the method further comprises implementing a control action in a vehicle associated with the battery system based on the determined energy capability.


Patent
Gm Global Technology Operations Llc | Date: 2016-02-25

An onboard electrical system for a motor vehicle includes a storage device with at least one first battery pack and a plurality of electrical loads supplied from the storage device. At least one control unit is configured to control the consumption of electrical energy by the remaining electrical loads. A main switch is controlled by the control unit and an auxiliary switch that can be manually activated, so as to connect the control unit with the first battery pack and activate the control unit to send a close command to the main switch.

Claims which contain your search:

14. An onboard electrical system for a motor vehicle comprising: a storage device including at least one first battery pack; a plurality of electrical loads supplied from the storage device; a control unit configured to control the consumption of electrical energy by the electrical loads; a first switch controlled by the control unit configured to isolate the storage device from the plurality of electrical loads; and a second switch manually activated to connect the control unit with the first battery pack such that the control unit sends a close command to the first switch to electrically couple the storage device to the plurality of electrical loads.

16. The onboard electrical system according to claim 15, wherein the first switch in the closed state connects a supply terminal of the control unit with a first battery pack.

17. The onboard electrical system according to claim 16, wherein the first switch in a closed state connects a load that is indispensable for the movement of the motor vehicle with the first battery pack.

18. The onboard electrical system according to claim 14, wherein the storage device further comprises a second battery pack.

19. The onboard electrical system according to claim 18, wherein a charging capacity of the second battery pack exceeds a charging capacity of the first battery pack.

21. The onboard electrical system according to claim 20, wherein a charging capacity of the second battery pack exceeds a charging capacity of the first battery pack.

22. The onboard electrical system according to claim 18, wherein the self-discharge of the first battery pack is lower than the self-discharge of the second battery pack.

23. The onboard electrical system according to claim 14, wherein the first switch switches to the open state when the residual charge of the first battery pack drops below a threshold value.

24. The onboard electrical system according to claim 14, further comprising a replaceable battery assembly including the first battery pack, the first switch and the second switch.

25. A battery assembly for an onboard electrical system of a motor vehicle comprising a housing, a battery pack having first and second main terminals, at least one auxiliary terminal, an electrically controlled first switch for connecting the battery pack with the main terminals and a manually activated second switch for connecting the battery pack with the auxiliary terminal.

26. The battery assembly according to claim 25, further comprising a fuse arranged between the first battery pack and the auxiliary terminal.

27. The battery assembly according to claim 25, further comprising a key secured to the housing wherein the second switch is configured to be actuated by the key.


Patent
Gm Global Technology Operations Llc | Date: 2016-01-06

A vehicle includes a motor-generator unit, an energy storage system, and a high-voltage load (such as an electric compressor and/or electric heater), all interconnected via a high-voltage bus. The motor-generator unit is configured to operate in a regenerative mode and a non-regenerative mode with respect to the high-voltage bus. A control module is configured to operate the load at a first power consumption level during the regenerative mode, and to operate the high-voltage load at a second power consumption level, less than the first power consumption level, during the non-regenerative mode.

Claims which contain your search:

1. A vehicle comprising: a high-voltage bus; a motor-generator unit coupled to the high-voltage bus and configured to operate in a regenerative mode and a non-regenerative mode with respect to the high-voltage bus; an energy storage system coupled to the high-voltage bus; a load coupled to the high voltage bus; and a control module configured to operate the load at a first power consumption level during the regenerative mode, and to operate the high-voltage load at a second power consumption level, less than the first power consumption level, during the non-regenerative mode.

6. The vehicle of claim 1, wherein the energy storage system comprises a plurality of NiMH battery cells.

7. The vehicle of claim 1, wherein the energy storage system is coupled to the motor-generator unit via a power invertor module.

9. A method for managing energy consumption in a vehicle having a motor-generator unit, comprising: operating the motor generator unit in a non-regenerative mode; operating the load at a first power consumption level during the non-regenerative mode; determining that the motor-generator unit has changed to a regenerative mode; and operating the load at a second power consumption level greater than the first power consumption level during the regenerative mode.

14. The method of claim 9, further including recharging, during the regenerative mode, an energy storage system coupled to the load.

16. A control module for managing energy consumption in a vehicle, comprising: a memory for storing computer-readable software instructions therein; a processor configured to execute the computer-readable software instructions to: determine whether the vehicle is in a non-regenerative mode or a regenerative mode; send a first command to a high voltage load communicatively coupled to the processor requesting that the high voltage load operate at a first power consumption level during the regenerative mode; and send a second command to the high voltage load requesting that the high-voltage load operate at a second power consumption level, less than the first power consumption level, during the non-regenerative mode.

20. The control module of claim 16, wherein the processor, executing the software instructions, is configured to recharge, during the regenerative mode, an energy storage system coupled to the high-voltage load.


Patent
Gm Global Technology Operations Llc | Date: 2014-02-25

Materials, methods, and apparatus for improving the ability of an enclosure, such as a battery enclosure, to resist leakage/ingress of water or other liquids. Some embodiments and implementations may be particularly useful in connection with vehicle battery enclosures for electric vehicles, including hybrid electric vehicles. In some implementations, a surface energy of at least a portion of a battery enclosure of an electric vehicle may be lowered by impregnating at least a portion of the battery enclosure with a lower surface energy material, coating at least a portion of the battery enclosure with a hydrophobic coating, and/or roughening a surface of at least a portion of the battery enclosure.

Claims which contain your search:

1. A method for improving the ability of a battery enclosure for an electric vehicle to resist liquid leakage, the method comprising: decreasing a surface energy of at least a portion of a battery enclosure for an electric vehicle by at least one of:impregnating the at least a portion of the battery enclosure with at least one material comprising a lower surface energy than any other material making up the battery enclosure;coating the at least a portion of the battery enclosure with a hydrophobic coating; androughening a surface of the at least a portion of the battery enclosure to decrease the surface energy of the at least a portion of the battery enclosure.

2. The method of claim 1, wherein the step of decreasing a surface energy of at least a portion of a battery enclosure for an electric vehicle comprises impregnating the at least a portion of the battery enclosure with a hydrophobic fluoropolymer material.

3. The method of claim 2, wherein the step of decreasing a surface energy of at least a portion of a battery enclosure for an electric vehicle comprises impregnating the at least a portion of the battery enclosure with at least one of polytetrafluoroethylene and fluorinated ethylene propylene.

4. The method of claim 1, wherein the step of decreasing a surface energy of at least a portion of a battery enclosure for an electric vehicle comprises applying the hydrophobic coating to the at least a portion of the battery enclosure, and wherein the hydrophobic coating comprises at least one of polytetrafluoroethylene (PTFE), fluorinated ethylene propylene (FEP), a silicone polymer, and a perfluoropolyether.

5. The method of claim 1, wherein the battery enclosure comprises a rubber seal, wherein the step of decreasing a surface energy of at least a portion of a battery enclosure for an electric vehicle comprises impregnating the rubber seal to decrease a surface energy of the rubber seal.

7. The method of claim 1, further comprising increasing a hole size tolerance in a manufacturing assembly process of battery enclosures for electric vehicles as a result of decreasing a surface energy of at least a portion of the battery enclosure.

8. A method for improving the ability of an enclosure to resist liquid leakage, the method comprising: obtaining an enclosure comprising at least one sealing interface; and decreasing a surface energy of at least a portion of the enclosure by impregnating at least a portion of the sealing interface of the enclosure with a material configured to reduce a surface energy of the at least a portion of the sealing interface to at least about 30 mJ/m^(2).

9. The method of claim 8, wherein the step of decreasing a surface energy of at least a portion of the enclosure comprises decreasing a surface energy of the at least a portion of the sealing interface to at least about 20 mJ/m ^(2).

10. The method of claim 9, wherein the step of decreasing a surface energy of at least a portion of the enclosure comprises decreasing a surface energy of the at least a portion of the sealing interface to at least about 10 mJ/m ^(2).

12. The method of claim 11, wherein the step of decreasing a surface energy of at least a portion of the enclosure comprises impregnating the entire rope seal with a material configured to reduce a surface energy of the rope seal.

13. The method of claim 12, wherein the step of decreasing a surface energy of at least a portion of the enclosure comprises impregnating the entire rope seal with a hydrophobic fluoropolymer.

14. The method of claim 8, wherein the enclosure comprises a battery enclosure.

15. The method of claim 14, wherein the enclosure comprises a battery enclosure for a rechargeable energy storage system for an electric vehicle.

17. The method of claim 8, further comprising roughening a surface of at least a portion of the enclosure to decrease a surface energy of the at least a portion of the enclosure.

19. A method for improving the ability of a battery enclosure for a rechargeable energy storage system for an electric vehicle to resist liquid leakage, the method comprising the steps of: obtaining a battery enclosure for a rechargeable energy storage system for an electric vehicle, wherein the battery enclosure comprises at least one sealing interface; impregnating material making up the sealing interface with a material configured to decrease a surface energy of the sealing interface,wherein the step of impregnating material making up the sealing interface with a hydrophobic fluoropolymer decreases a surface energy of the sealing interface to at least about 10 mJ/m increasing a hole size tolerance in a manufacturing assembly process for battery enclosures for rechargeable energy storage systems for electric vehicles as a result of the decrease in the surface energy of the sealing interface.

20. The method of claim 19, further comprising: coating at least a portion of the battery enclosure with a hydrophobic coating; and roughening a surface of at least a portion of the battery enclosure to decrease the surface energy of at least a portion of the battery enclosure.


Patent
Gm Global Technology Operations Llc | Date: 2016-05-16

A powertrain includes a motor-generator and an auxiliary electric system. The powertrain also includes a first energy storage device disposed in a parallel electrical relationship with a motor-generator and an auxiliary electric system. Additionally, the powertrain includes a first switching device selectively transitionable between a first open state to electrically disconnect the first energy storage device from at least one of the motor-generator and the auxiliary electric system, and a first closed state to electrically connect the first energy storage device to at least one of the motor-generator and the auxiliary electric system. The motor-generator and the auxiliary electric system are operable regardless of the first switching device being in the first open and closed states.

Claims which contain your search:

1. A powertrain for a vehicle, the powertrain comprising: a motor-generator; an auxiliary electric system; a first energy storage device disposed in a parallel electrical relationship with the motor-generator and the auxiliary electric system; and a first switching device selectively transitionable between a first open state to electrically disconnect the first energy storage device from at least one of the motor-generator and the auxiliary electric system, and a first closed state to electrically connect the first energy storage device to at least one of the motor-generator and the auxiliary electric system, with the motor-generator and the auxiliary electric system being operable regardless of the first switching device being in the first open and closed states.

2. A powertrain as set forth in claim 1 wherein the first energy storage device is disposed between an electrical bus and an electrical ground, and the first switching device is disposed between the first energy storage device and the electrical bus such that the first energy storage device is in direct electrical communication with the electrical bus when the first switching device is in the first closed state.

3. A powertrain as set forth in claim 1 further including a second energy storage device disposed in a parallel electrical relationship with the first energy storage device, the motor-generator and the auxiliary electric system.

4. A powertrain as set forth in claim 3 wherein the first energy storage device is a high-voltage energy storage device, and the second energy storage device is a low-voltage energy storage device that is in electrical communication with the auxiliary electric system.

5. A powertrain as set forth in claim 3 further including an electrical component disposed downstream to the motor-generator and the first energy storage device along an electrical bus, and the electrical component is disposed upstream to the second energy storage device and the auxiliary electric system along the electrical bus, with the electrical component including one of a DC-DC converter and a third switching device.

6. A powertrain as set forth in claim 3 further including a second switching device selectively transitionable between a second open state to electrically disconnect the second energy storage device from at least one of the motor-generator and the auxiliary electric system, and a second closed state to electrically connect the second energy storage device to at least one of the motor-generator and the auxiliary electric system, with electrical communication between the motor-generator and the auxiliary electric system being independent of the second switching device being in the second open and closed states.

7. A powertrain as set forth in claim 6 wherein the second energy storage device is disposed between an electrical bus and an electrical ground, and the second switching device is disposed between the second energy storage device and the electrical bus such that the second energy storage device is in direct electrical communication with the electrical bus when the second switching device is in the second closed state.

15. A powertrain as set forth in claim 13 further including an electrical component disposed downstream to the motor-generator and the first energy storage device along an electrical bus, and the electrical component is disposed upstream to the auxiliary electric system along the electrical bus, with the electrical component including a DC-DC converter that regulates an amount of voltage delivered to the auxiliary electric system.

16. A powertrain as set forth in claim 13 further including a second energy storage device disposed in a parallel electrical relationship with the first energy storage device, the motor-generator and the auxiliary electric system.

17. A powertrain as set forth in claim 16 further including a second switching device selectively transitionable between a second open state to electrically disconnect the second energy storage device from at least one of the motor-generator and the auxiliary electric system, and a second closed state to electrically connect the second energy storage device to at least one of the motor-generator and the auxiliary electric system, with electrical communication between the motor-generator and the auxiliary electric system being independent of the second switching device being in the second open and closed states.

18. A powertrain as set forth in claim 17 wherein the second energy storage device is disposed between an electrical bus and an electrical ground, and the second switching device is disposed between the second energy storage device and the electrical bus such that the second energy storage device is in direct electrical communication with the electrical bus when the second switching device is in the second closed state.

19. A powertrain as set forth in claim 17 further including an electrical component disposed downstream to the motor-generator and the first energy storage device along an electrical bus, and the electrical component is disposed upstream to the second energy storage device and the auxiliary electric system along the electrical bus, with the electrical component including one of a DC-DC converter and a third switching device.

24. A powertrain as set forth in claim 23 further including an electrical component disposed downstream to the motor-generator, the starter mechanism and the first energy storage device along an electrical bus, and the electrical component is disposed upstream to the auxiliary electric system along the electrical bus, with the electrical component including a DC-DC converter that regulates an amount of voltage delivered to the auxiliary electric system.

25. A powertrain as set forth in claim 22 further including a second energy storage device disposed in a parallel electrical relationship with the first energy storage device, the motor-generator, the starter mechanism and the auxiliary electric system.

26. A powertrain as set forth in claim 25 further including a second switching device selectively transitionable between a second open state to electrically disconnect the second energy storage device from at least one of the motor-generator and the auxiliary electric system, and a second closed state to electrically connect the second energy storage device to at least one of the motor-generator and the auxiliary electric system, with electrical communication between the motor-generator and the auxiliary electric system being independent of the second switching device being in the second open and closed states.

27. A powertrain as set forth in claim 26 wherein the second energy storage device is disposed between an electrical bus and an electrical ground, and the second switching device is disposed between the second energy storage device and the electrical bus such that the second energy storage device is in direct electrical communication with the electrical bus when the second switching device is in the second closed state.

28. A powertrain as set forth in claim 26 wherein the starter mechanism is disposed in a parallel electrical relationship with the motor-generator, the second energy storage device and the auxiliary electric system.

29. A powertrain as set forth in claim 26 further including an electrical component disposed downstream to the motor-generator, the starter mechanism and the first energy storage device along an electrical bus, and the electrical component is disposed upstream to the second energy storage device and the auxiliary electric system along the electrical bus, with the electrical component including one of a DC-DC converter and a third switching device.

30. A powertrain as set forth in claim 1 further including an electrical component disposed downstream to the motor-generator and the first energy storage device along an electrical bus, and the electrical component is disposed upstream to the auxiliary electric system along the electrical bus, with the electrical component including a DC-DC converter that regulates an amount of voltage delivered to the auxiliary electric system.

34. A powertrain as set forth in claim 1 wherein the first energy storage device is an ultracapacitor.

36. A powertrain as set forth in claim 35 wherein: the motor-generator operates without a motor/generator clutch; a DC-DC converter is absent; and the first energy storage device is a varying load battery.

38. A powertrain for a vehicle, the powertrain comprising: a motor-generator; an auxiliary electric system; a first energy storage device disposed in a parallel electrical relationship with the motor-generator and the auxiliary electric system; a first switching device selectively transitionable between a first open state to electrically disconnect the first energy storage device from at least one of the motor-generator and the auxiliary electric system, and a first closed state to electrically connect the first energy storage device to at least one of the motor-generator and the auxiliary electric system, with the motor-generator and the auxiliary electric system being operable regardless of the first switching device being in the first open and closed states; and a controller in communication with the motor-generator and the first switching device to selectively operate the motor-generator and the first switching device, with the controller selectively signaling the first switching device to establish one of the first open state and the first closed state.

39. A powertrain as set forth in claim 38 wherein the first energy storage device is disposed between an electrical bus and an electrical ground, and the first switching device is disposed between the first energy storage device and the electrical bus such that the first energy storage device is in direct electrical communication with the electrical bus when the first switching device is in the first closed state.

40. A powertrain as set forth in claim 38 further including a second energy storage device disposed in a parallel electrical relationship with the first energy storage device, the motor-generator and the auxiliary electric system, with the controller in communication with the first and second energy storage devices.

41. A powertrain as set forth in claim 40 further including a second switching device selectively transitionable between a second open state to electrically disconnect the second energy storage device from at least one of the motor-generator and the auxiliary electric system, and a second closed state to electrically connect the second energy storage device to at least one of the motor-generator and the auxiliary electric system, with electrical communication between the motor-generator and the auxiliary electric system being independent of the second switching device being in the second open and closed states, and wherein the controller is in communication with the second switching device to selectively signal the second switching device to establish one of the second open state and the second closed state.

42. A powertrain as set forth in claim 41 wherein the second energy storage device is disposed between an electrical bus and an electrical ground, and the second switching device is disposed between the second energy storage device and the electrical bus such that the second energy storage device is in direct electrical communication with the electrical bus when the second switching device is in the second closed state.

43. A powertrain as set forth in claim 41 further including an electrical component disposed downstream to the motor-generator and the first energy storage device along an electrical bus, and the electrical component is disposed upstream to the second energy storage device and the auxiliary electric system along the electrical bus, with the electrical component including one of a DC-DC converter and a third switching device, with the controller in communication with the electrical component.

50. A powertrain as set forth in claim 49 further including a second energy storage device disposed in a parallel electrical relationship with the first energy storage device, the motor-generator, the starter mechanism and the auxiliary electric system, with the controller in communication with the first and second energy storage devices, and wherein the starter mechanism is disposed in a parallel electrical relationship with the motor-generator, the second energy storage device and the auxiliary electric system.

51. A powertrain as set forth in claim 38 further including an electrical component disposed downstream to the motor-generator and the first energy storage device along an electrical bus, and the electrical component is disposed upstream to the auxiliary electric system along the electrical bus, with the electrical component including a DC-DC converter that regulates an amount of voltage delivered to the auxiliary electric system, with the controller in communication with the electrical component.


Patent
GM Global Technology Operations LLC | Date: 2015-04-24

A product for use with a vehicle may include a high voltage electrical storage system unit. An energy storage unit may supply power to a high voltage wakeup module. The high voltage wakeup module may connect and may disconnect a number of loads from the energy storage unit when the vehicle is operating or shut down.

Claims which contain your search:

1. A product for use with a vehicle comprising a high voltage electrical storage system unit that has an energy storage unit and a high voltage wakeup module wherein the energy storage unit supplies power to the high voltage wakeup module and wherein the high voltage wakeup module initiates disconnection of a number of loads from the energy storage unit when the vehicle is shut down.

2. The product according to claim 1 wherein the energy storage unit is a high voltage battery and wherein the vehicle includes a number of devices operating on a low voltage supplied with power from the high voltage battery through a converter and wherein the vehicle does not include a low voltage battery.

3. The product according to claim 1 wherein the high voltage wakeup module is located within the high voltage electrical storage system unit.

4. The product according to claim 3 further comprising an electric propulsion unit adapted and arranged to propel the vehicle, and a high voltage contractor unit positioned within the high voltage electrical storage system unit and wherein the high voltage contractor unit is adapted and arranged to selectively disconnect the electric propulsion unit from the energy storage unit in response to a signal from the high voltage wakeup module.

5. The product according to claim 4 further comprising a switching unit connected in a power supply conductor located between the energy storage unit and the high voltage wakeup module, the switching unit responsive to the high voltage wakeup module to disconnect the power supply conductor de-energizing the high voltage wakeup module.

6. The product according to claim 1 further comprising a primary power module that supplies power from the energy storage unit to a number of low voltage devices through a first output and wherein the high voltage wakeup module supplies power from the energy storage unit to a select group of low voltage devices through a second output and wherein the first output is connected to the second output through a one-way electrical device so that power flows from the first output to the second output but power does not flow from the second output to the first output.

7. The product according to claim 6 wherein the primary power module and the one-way electrical device are located within the high voltage electrical storage system unit.

8. The product according to claim 7 wherein the primary power module is directly connected to the energy storage unit through a conductor that is not switched.

10. A product for use with a vehicle that includes an electric propulsion unit, the product comprising: an energy storage unit chargeable to store energy at a high voltage;

11. The product according to claim 10 further comprising a high voltage contractor unit that is connected between the electric propulsion unit and the energy storage system and wherein the wakeup module disconnects the electric propulsion unit from the energy storage unit by sending a signal to the high voltage contractor unit wherein the high voltage contractor unit opens in response to the signal.

14. A method for use with a vehicle comprising: providing a high voltage electrical storage system unit; providing an energy storage unit in the high voltage electrical storage system unit; providing a high voltage wakeup module in the high voltage electrical storage system unit; supplying power to the high voltage wakeup module from the energy storage unit; and operating the high voltage wakeup module to disconnect a number of loads from the energy storage unit when the vehicle is shut down.

15. The method according to claim 14 further comprising initiating a startup of the vehicle through a signal received by the wakeup module; reconnecting the number of loads to the energy storage unit; and starting the vehicle.

19. The method according to claim 14 wherein the number of loads includes a set of non-volatile loads and further comprising determining a state of charge of the energy storage unit, and disabling power to the set of non-volatile loads only if the determined state of charge is below a predetermined threshold.


Patent
Gm Global Technology Operations Llc | Date: 2015-02-04

Systems and methods are provided for regulating the state of charge of a battery. An exemplary electrical system includes a fuel cell coupled to a bus and a battery coupled to the bus via a switching arrangement coupled to a capacitor. An exemplary method for operating the electrical system involves operating the switching arrangement such that a voltage of the battery is substantially equal to a voltage of the fuel cell when a state of charge of the battery is greater than a lower threshold value and less than an upper threshold value, and operating the switching arrangement to couple the capacitor electrically in series between the battery and the bus when the state of charge of the battery is not between the lower threshold value and the upper threshold value.

Claims which contain your search:

1. An electrical system for a vehicle, the electrical system comprising: a capacitive element; a switching arrangement coupled to the capacitive element, the switching arrangement being configured to be coupled between a rail of a bus and an energy storage element; and a control module coupled to the switching arrangement and the energy storage element, wherein the control module is configured to:operate the switching arrangement such that a voltage of the energy storage element is substantially equal to a voltage of the rail of the bus when a state of charge of the energy storage element is greater than a lower threshold value and less than an upper threshold value;operate the switching arrangement to add a voltage of the capacitive element to the voltage of the energy storage element when the state of charge of the energy storage element is greater than the upper threshold value; andoperate the switching arrangement to subtract the voltage of the capacitive element from the voltage of the energy storage element when the state of charge of the energy storage element is less than the lower threshold value.

2. The electrical system of claim 1, wherein: the capacitive element has a first terminal and a second terminal; and the switching arrangement comprises:a first node coupled to the first terminal of the capacitive element;a second node coupled to the second terminal of the capacitive element;a third node coupled to the rail of the bus;a fourth node coupled to the energy storage element;a first switch coupled between the first node and the third node, the first switch being configured to allow current from the first node to the third node when the first switch is closed;a first diode coupled between the first node and the third node, the first diode being configured antiparallel to the first switch;a second switch coupled between the second node and the third node, the second switch being configured to allow current from the third node to the second node when the second switch is closed;a second diode coupled between the second node and the third node, the second diode being configured antiparallel to the second switch;a third switch coupled between the first node and the fourth node, the third switch being configured to allow current from the first node to the fourth node when the third switch is closed;a third diode coupled between the first node and the fourth node, the third diode being configured antiparallel to the third switch;a fourth switch coupled between the second node and the fourth node, the fourth switch being configured to allow current from the fourth node to the second node when the fourth switch is closed; anda fourth diode coupled between the second node and the fourth node, the fourth diode being configured antiparallel to the fourth switch.

3. The electrical system of claim 2, wherein the control module is configured to: open the first switch, the second switch, the third switch, and the fourth switch when the state of charge of the energy storage element is less than or equal to the lower threshold value; and open the first switch, the second switch, the third switch, and the fourth switch when the state of charge of the energy storage element is greater than or equal to the upper threshold value.

4. The electrical system of claim 2, wherein the control module is configured to: close the first switch and the fourth switch when the voltage of the capacitive element is greater than zero and the state of charge of the energy storage element is greater than or equal to the lower threshold value in a first operating mode; and close the second switch and the third switch when the voltage of the capacitive element is greater than zero and the state of charge of the energy storage element is less than or equal to the upper threshold value in a second operating mode.

5. The electrical system of claim 1, wherein: the capacitive element comprises a non-polarized capacitor having a first terminal and a second terminal; and the switching arrangement comprises:a first node coupled to the first terminal of the capacitive element and the rail of the bus;a second node coupled to the second terminal of the capacitive element and the energy storage element;a third node;a first switch coupled between the first node and the third node, the first switch being configured to allow current from the first node to the third node when the first switch is closed;a first diode coupled between the first node and the third node, the first diode being configured antiparallel to the first switch;a second switch coupled between the second node and the third node, the second switch being configured to allow current from the second node to the third node when the second switch is closed; anda second diode coupled between the second node and the third node, the second diode being configured antiparallel to the second switch.

6. The electrical system of claim 1, wherein: the capacitive element comprises a non-polarized capacitor having a first terminal and a second terminal; and the switching arrangement comprises:a first node coupled to the first terminal of the capacitive element and the rail of the bus;a second node coupled to the second terminal of the capacitive element and the energy storage element;a relay coupled between the first node and the second node, the relay being configured to allow bidirectional current between the first node and the second node.

7. A method for operating an electrical system in a vehicle, the electrical system comprising an energy storage element coupled to a bus via a switching arrangement coupled to a capacitive element, the switching arrangement being configured to be coupled between a rail of the bus and the energy storage element, the method comprising: operating the switching arrangement such that a voltage of the energy storage element is substantially equal to a voltage of the rail of the bus when a state of charge of the energy storage element is greater than a lower threshold value and less than an upper threshold value; operating the switching arrangement to add a voltage of the capacitive element to the voltage of the energy storage element when the state of charge of the energy storage element is greater than the upper threshold value; and operating the switching arrangement to subtract the voltage of the capacitive element from the voltage of the energy storage element when the state of charge of the energy storage element is less than the lower threshold value.

8. The method of claim 7, the energy storage element comprising a battery, the electrical system further comprising a fuel cell coupled to the bus, wherein: operating the switching arrangement such that the voltage of the energy storage element is substantially equal to the voltage of the rail of the bus comprises operating the switching arrangement such that a battery voltage of the battery is substantially equal to a fuel cell voltage of the fuel cell when the state of charge of the battery is greater than the lower threshold value and less than the upper threshold value; operating the switching arrangement to add the voltage of the capacitive element to the voltage of the energy storage element comprises operating the switching arrangement to couple the capacitive element electrically in series between the battery and the bus when the state of charge of the battery is less than or equal to the lower threshold value; and operating the switching arrangement to subtract the voltage of the capacitive element from the voltage of the energy storage element comprises operating the switching arrangement to couple the capacitive element electrically in series between the battery and the bus when the state of charge of the battery is greater than or equal to the upper threshold value.

9. The method of claim 8, wherein operating the switching arrangement such that the battery voltage is substantially equal to the fuel cell voltage comprises short circuiting the capacitive element when the state of charge of the battery is between the lower threshold value and the upper threshold value.

10. The method of claim 9, wherein operating the switching arrangement such that the battery voltage is substantially equal to the fuel cell voltage further comprises: when a voltage of the capacitive element is greater than zero and the state of charge of the battery is between the lower threshold value and the upper threshold value, discharging the capacitive element prior to short circuiting the capacitive element.

11. The method of claim 8, wherein: operating the switching arrangement to couple the capacitive element electrically in series between the battery and the bus when the state of charge of the battery is less than or equal to the lower threshold value comprises subtracting a voltage of the capacitive element from the battery voltage; and operating the switching arrangement to couple the capacitive element electrically in series between the battery and the bus when the state of charge of the battery is greater than or equal to the upper threshold value comprises adding the voltage of the capacitive element to the battery voltage.

12. An electrical system for a vehicle, the electrical system comprising: a capacitive element; a switching arrangement coupled to the capacitive element, the switching arrangement being configured to be coupled between a first rail of a bus and an energy storage element; and a control module coupled to the switching arrangement and the energy storage element, wherein:the control module is configured to:the switching arrangement comprises:a third switching element coupled between the first capacitor terminal and a first terminal of the energy storage element, the third switching element being configured to allow current from the first capacitor terminal to the energy storage element when closed; anda fourth switching element coupled between the second capacitor terminal and the first terminal of the energy storage element, the fourth switching element being configured to allow current from the first terminal of the energy storage element to the second capacitor terminal when closed.

13. The electrical system of claim 12, further comprising: a first diode coupled between the first capacitor terminal and the first rail, the first diode being configured to allow current from the first rail to the first capacitor terminal; a second diode coupled between the second capacitor terminal and the first rail, the second diode being configured to allow current from the second capacitor terminal to the first rail; a third diode coupled between the first capacitor terminal and the first terminal of the energy storage element, the third diode being configured to allow current from the first terminal of the energy storage element to the first capacitor terminal; and a fourth diode coupled between the second capacitor terminal and the first terminal of the energy storage element, the fourth diode being configured to allow current from the second capacitor terminal to the first terminal of the energy storage element.

15. The electrical system of claim 14, the capacitive element having a capacitor voltage between the first capacitor terminal and the second capacitor terminal, wherein: the energy storage element comprises a battery; and the control module is configured to short circuit the capacitive element using at least one of the first switching element, the second switching element, the third switching element, and the fourth switching element when the capacitor voltage is equal to zero and the state of charge of the battery is within a predefined range.

16. The electrical system of claim 15, further comprising: a first diode coupled between the first capacitor terminal and the first rail of the bus, the first diode being configured to allow current from the first rail to the first capacitor terminal; a second diode coupled between the second capacitor terminal and the first rail of the bus, the second diode being configured to allow current from the second capacitor terminal to the first rail; a third diode coupled between the first capacitor terminal and the first terminal of the energy storage element, the third diode being configured to allow current from the first terminal of the energy storage element to the first capacitor terminal; and a fourth diode coupled between the second capacitor terminal and the first terminal of the energy storage element, the fourth diode being configured to allow current from the second capacitor terminal to the first terminal of the energy storage element.

17. The electrical system of claim 16, wherein the control module is coupled to the first switching element, the second switching element, the third switching element, and the fourth switching element, and the control module is configured to open the first switching element, the second switching element, the third switching element, and the fourth switching element when the state of charge of the battery is not within the predefined range.

18. The electrical system of claim 15, the control module being coupled to the first switching element, the second switching element, the third switching element, and the fourth switching element, wherein in response to a change in operating mode, the control module is configured to: discharge the capacitive element by closing the first switching element and the fourth switching element when the state of charge of the battery is greater than the lower threshold value; and discharge the capacitive element by closing the second switching element and the third switching element when the state of charge of the battery is less than the upper threshold value.

19. The electrical system of claim 14, wherein: the energy storage element comprises a battery; and an open circuit voltage of the battery is less than an open circuit voltage of the fuel cell, and greater than a voltage of the fuel cell under full load.

Loading General Motors collaborators
Loading General Motors collaborators