Note: Descriptions are shown in the official language in which they were submitted.
WO 2022/261464
PCT/US2022/033052
DESCRIPTION FOR
PCT PATENT APPLICATION
STAND-BY POWER MODULE FOR VEHICLE ENGINE
Peter L. Brewer
(U.S. Patent Reg. No. 41,636)
THRIVE IP
8903 Linksvue Drive
Gettysvue Center
Knoxville, Tennessee 37922
Telephone No.: 865.224.8555
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STAND-BY POWER MODULE FOR VEHICLE ENGINE
BACKGROUND OF THE INVENTION
[0001]
This section is intended to introduce selected aspects of the art, which
may be
associated with various embodiments of the present disclosure. This discussion
is believed to
assist in providing a framework to facilitate a better understanding of
particular aspects of the
present disclosure. Accordingly, it should be understood that this section
should be read in
this light, and not necessarily as admissions of prior art.
Field of the Invention
[0002]
The present disclosure relates to the field of power generation for remote
locations
More specifically, the present invention relates to a portable hybrid power
generator that may
be used to start engines that have otherwise lost cranking power.
Discussion of Technology
[0003]
Almost all vehicles and other mobile transportation devices rely on lead
acid
batteries. Lead acid batteries, or so-called acid-cell batteries, lose charge
over time. This is
particularly true when the battery is exposed to cold temperatures in an idle
condition.
[0004]
All vehicles that are powered by an internal combustion engine rely on
some
version of a lead acid battery. Such batteries utilize two electrical
terminals, referred to as
"electrodes." The electrodes are separated by a chemical substance called an
electrolyte.
Electrical energy is released in response to a chemical reaction involving the
electrodes and
the electrolyte. Once the chemicals have been depleted, the reactions stop and
the battery is
no longer able to provide a charge to start the engine.
[0005]
Depending on size, batteries can hold large amounts of power. At the same
time,
lead acid batteries lose charge over time. This is particularly true when the
battery is exposed
to cold temperatures or sits idle for an extended period of time. In addition,
lead acid batteries
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have a limited number of crank cycles, sometimes less than 1,000 cycles. This
is a particular
problem for delivery vehicles that make multiple curbside stops.
[0006]
Ultimately, almost every lead acid battery will need to be jump-started or
replaced
in order to start a combustible engine.
[0007]
It is known to use a portable charging battery, otherwise known as a
charging bank,
to attempt to restart an engine on a vehicle or device that has a weak
battery. Various jump
starter products are available which utilize an internal battery along with
external jumper
cables. Clamps are provided with the jumper cables for attachment to the
battery terminals of
a standard vehicle's direct current (DC) electrical system. Some portable jump
starters may
incorporate an electrical power inverter (for supplying Alternating Current
(AC) power).
However, these batteries too need to be recharged and, recharging batteries is
notoriously slow.
[0008]
Therefore, a need exists for a hybrid power module that incorporates both
a battery
and a bank of super capacitors into a portable charging unit. A need further
exists for a
portable, or stand-by engine starting module, that may be maintained on a
trickle charger for a
moment of need.
SUMMARY OF THE INVENTION
[0009]
A portable hybrid power module is provided herein. The hybrid power module
represents a combined capacitor and battery, in modular form. To this end, the
hybrid power
module first comprises a housing.
[0010]
The power module includes a battery residing within the housing. The power
module also includes an ultra-capacitor that also resides within the housing.
The ultra-
capacitor is in electrical communication with the battery.
[0011]
The battery is preferably a gel cell battery. The battery may be a 12 volt
DC battery.
[0012]
The ultra-capacitor is preferably a series of super capacitors. In one
embodiment,
a Zener diode is placed across each super capacitor, forming an active voltage
clamp type
balance circuit. The Zener diode clamp limits the maximum voltage that each
super capacitor
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sees during charging. This keeps the super capacitor cells balanced, healthy
and equally
sharing the load by minimizing any chance of overcharging. Preferably, each
super capacitor
provides 2.5 volts DC charge.
100131
The hybrid power module is configured to provide a charge to start an
external
portable device. The device may be an all-terrain vehicle, a personal water
craft, a generator
set, or a vehicle. The vehicle may be, for example, a car, a truck, or even a
class-07 or class-
08 semi-cab. To accommodate this functionality, the power module comprises two
terminals
associated with the housing. The terminals represent a first device terminal
and a second
device terminal, with the terminals being configured to be placed in
electrical communication
with a battery associated with the external portable device.
[0014]
Preferably, the battery is connected between the first device terminal and
the second
device terminal, while the capacitor is connected in parallel with the
battery.
[0015]
In one aspect, each of the first device terminal and the second device
terminal
represents a standard SAE terminal. The power module may further comprise a
trickle charger,
with the trickle charger being configured to be connected to the first device
terminal and the
second device terminal to provide maintenance charge to the hybrid power
module.
Brief Description of the Drawings
[0016]
So that the manner in which the present inventions can be better
understood, certain
illustrations, charts and/or flow charts are appended hereto. It is to be
noted, however, that the
drawings illustrate only selected embodiments of the inventions and are
therefore not to be
considered limiting of scope, for the inventions may admit to other equally
effective
embodiments and applications.
[0017]
Figure 1 is a diagram illustrating an electrical system for a portable
device having
an internal combustion engine, in one example. The illustrative portable
device is a vehicle
having a vehicle battery, an alternator, and the combustible engine. A hybrid
power engine
starting module is shown schematically, connected to the vehicle battery.
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[0018] Figure 2 is a perspective view of a portable, hybrid engine
starting module of the
present invention, in one embodiment. The engine starting module represents a
combined
capacitor and battery, wherein each of the capacitor and the battery reside in
a single housing.
10019] Figure 3 is a diagram showing the architecture of the engine
starting module of
Figure 2, in one embodiment.
Detailed Description of Certain Embodiments
[0020] Figure 1 is a diagram illustrating an electrical system for a
portable device 150.
The illustrative portable device 150 is a vehicle. The vehicle 150 may be, for
example, a car
or a truck. The vehicle 150 may be a commercial vehicle such as a class-07 or
class-08 semi-
cab, or may be a commercial boat. In alternative embodiments, the vehicle 150
may represent
an all-terrain vehicle (or so-called four wheeler, or ATV), a motorcycle, or a
jet ski.
[0021] In any instance, the vehicle 150 includes a vehicle battery
102 and a vehicle
alternator 105. The battery 102 is in electrical communication with the
alternator 105 by means
of wires 106. These may be a negative DC bus 106a and a positive DC bus 106b.
In some
cases, the vehicle 150 may have more than one battery 102, with the batteries
being connected
to the alternator 105 in parallel.
[0022] Cables 104 extend from the vehicle battery 102 as part of a
DC bus, or wiring
harness. The cables 104 send electrical energy to support vehicle loads 104a
and accessory
loads 104b. The term vehicle loads 104a generally refers to the hotel load
internal to the
vehicle, while the term accessory load 104b generally refers to external loads
that may be
carried by the vehicle such as lighting for a trailer or aftermarket parts.
[0023] In operation, the vehicle battery 102 sends a charge to a
vehicle starter 101 in order
to crank a combustion engine 109. Cable 108 is illustrative of a part of the
DC bus used to
convey charge from the starter 101. Thereafter, energy from the battery 102
and the alternator
105 support the vehicle loads 104a and accessory loads 104b.
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[0024] In the view of Figure 1, the vehicle 150 is connected to a
power module 100. The
power module 100 is designed to assist in starting the vehicle 150.
Specifically, the power
module 100 is used to start the combustion engine 109 of the vehicle 150 in
the event the
vehicle battery 102 does not itself have sufficient charge for the job, i.e.,
becomes weak or
even dead.
[0025] It is noted that after the vehicle 150 is started, the
alternator 105 assumes the
primary role as the provider of electrical energy to the vehicle loads 104a.
Specifically, the
alternator 105 powers the vehicle's 150 electronic components while the
vehicle 150 is being
driven, and even while it is idling. This includes the headlights, power
steering, power
windows, windshield wipers, heated seats, dashboard instruments, and radio.
The alternator
105 turns mechanical energy into direct current (DC) power. Of interest, the
alternator 105 is
also responsible for charging (or maintaining charge for) the vehicle battery
102 while driving.
However, the alternator 105 is of no benefit if the vehicle 150 cannot be
started in the first
place as the alternator's mechanical energy is derived from the engine's drive
belt.
[0026] In the illustrative arrangement of Figure 1, the power module
100 is in electrical
communication with the vehicle battery 102. This is done using positive 107P
and negative
107N cables. The cables 107 may be lengthy, extending up to 100 feet.
[0027] It is understood that the power module 100 is portable. In
this respect, it may ride
on a dolly, on an electric cart, or in the back of a separate truck. The power
module 100 serves
as an energy module, and specifically may be used to provide charge to the
vehicle 150 in the
event the vehicle battery 102 loses power. Beneficially, the hybrid power
module 100 may be
used to re-charge the battery of a stranded electric vehicle.
[0028] Figure 2 is a perspective view of a portable, hybrid engine
starting module 200 of
the present invention, in one embodiment. The engine starting module 200 is
one arrangement
for the hybrid power module 100 of Figure 1. The engine starting module 200
represents a
combined capacitor and battery, wherein each of the capacitor and the battery
reside in a single
housing 210.
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[0029]
Batteries and capacitors are both used for storing electrical charge.
However, they
operate in different ways.
[0030]
Batteries utilize two electrical terminals, referred to as "electrodes."
The electrodes
are separated by a chemical substance called an electrolyte. Electrical energy
is released in
response to a chemical reaction involving the electrodes and the electrolyte.
Once the
chemicals have been depleted, the reactions stop and the battery is no longer
able to provide a
charge.
[0031]
Some batteries are rechargeable. A well-known example is the lithium-ion
power
pack used for laptop computers and small, portable electronic devices. In
these batteries, the
electricity-inducing reactions run between the terminals in either direction.
The result is that
the battery can be charged and discharged hundreds of times before replacing.
Of interest,
most electric vehicles now run on energy provided by lithium-ion batteries.
[0032]
Lead acid batteries are frequently used in cars, trucks, boats, jet skis
and other
mobile units as a way of providing the initial starting charge for an internal
combustion engine.
For electrical cars and motorcycles, batteries provide ongoing power to turn a
shaft and to
power electrical devices (such as a radio or sensor). Batteries can also be
used to provide
power for portable refrigeration units such as those found in rail cars and
over-the-road trailers.
The larger the charge that is needed, the larger the battery (measured in kilo-
watts).
[0033]
Depending on size, batteries can hold large amounts of power. At the same
time,
they can take many hours to re-charge. For example, batteries used for
electric motorcycles
typically take 4 to 7 hours to re-charge. Batteries used for electric vehicles
can also take just
as long, depending on the size of the battery, the state of the battery and
the voltage of the
power source being used.
[0034]
Capacitors, on the other hand, can be charged almost instantly. Capacitors
weigh
less than batteries and typically do not contain chemicals or toxic metals.
The downside though
is that capacitors can store only small amounts of power.
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[0035]
Capacitors use static electricity (or electrostatics) rather than
chemistry to store
energy. A capacitor utilizes two opposing conducting metal plates with an
insulating material
there between. The insulating material is referred to as a dielectric.
Positive and negative
electrical charges build up on the plates, preventing them from coming into
contact. The
dielectric allows a capacitor of a certain size to store more charge at the
same voltage.
[0036]
Some capacitators are referred to as super-capacitors. A super-capacitor
(or ultra-
capacitor) differs from an ordinary capacitor in that its plates effectively
have a much bigger
surface area and the distance between them is much smaller. In the case of a
super-capacitor,
the plates are made from a metal coated with a porous substance such as
powdery, activated
charcoal. The porosity provides the greater surface area for storing more
charge, providing
more electrical capacitance (measured in Farads). Also of interest, in a super-
capacitor there
is no dielectric material per se; instead, both plates are soaked in an
electrolyte and separated
by a very thin insulator.
[0037]
When the plates are charged, an opposite charge forms on either side of
the
separator, creating what is called an electric double-layer. The double-layer
is extremely thin,
perhaps only one molecule thick (compared to a dielectric that might range in
thickness from
a few microns to a millimeter or more in a conventional capacitor). For this
reason, super-
capacitors are sometimes referred to as double-layer capacitors, or electric
double-layer
capacitors ("EDLC's-).
[0038]
The capacitance of a capacitor increases as the area of the opposing
plates increases,
and also as the distance between the plates decreases. Capacitors have many
advantages over
batteries. As noted above, they generally weigh less. They can also be charged
and discharged
hundreds of thousands of times without wearing out. However, by design they
are unable to
store a charge as do batteries. Thus, it would be advantageous to combine a
bank of super
capacitors with a battery to form a stand-by power module.
[0039]
Returning to Figure 2, the housing 210 may comprise a base and a cap
(shown at
211 and 215 in Figure 3, respectively). The housing 210 may also have side
walls 217. In the
illustrative arrangement of Figure 2, the engine starting module 200 may be
carried by hand.
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Handle 220 is provided, connected to the housing 210. However, it is
understood that the
engine starting module 200 may be larger, and may require use of a hand truck,
an electric cart,
or even a separate truck bed for carrying.
100401
The engine starting module (or hybrid power module) 200 shown in Figure 2
is
designed to be a so-called Group 24 energy storage device. The term Group 24
refers to
dimensions, which are 10.25 x 6.8125 x 8.875 inches. Of course, the module 200
may be a
Group 21, a Group 27, a Group 31, a Group 34, or other energy storage device
having different
dimensions.
[0041]
As noted in Figure 1, the engine starting module 200 may be connected to a
trickle
charger 110. A trickle charger 110 is seen in Figure 2. The trickle charger
110 includes
conductive wires 112, 114 that connect to terminals (or electrodes) 212, 214,
respectively. The
trickle charger 110 provides maintenance charge to the ultra-capacitor and the
battery residing
within the housing 210.
[0042]
The trickle charger 110, in turn, is configured to be connected to a power
source
120. The power source 120 may be a 110-volt outlet, a 220-volt outlet, or
other outlet
connected to the power grid.
[0043]
Figure 3 is a diagram illustrating architecture for the power module 200,
in one
embodiment. The housing 210 of the power module 100 is seen, with the
architecting residing
therein. The architecture includes both an ultra-capacitor 340 and a battery
350.
[0044]
The ultra-capacitor 340 is preferably a series of individual super
capacitors. In the
arrangement of Figure 3, six super capacitors 342a,. . . 342f are provided in
series. A diode,
such as a Zener diode, is placed across each super capacitor 342a, . . . 342f,
forming an active
voltage clamp type balance circuit. Preferably, each super capacitor 342a, . .
. 342f provides
2.5 volts DC charge. Preferably, 6 to 12 super capacitors 342a, . . . 342f are
provided, in series
within the housing 210.
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[0045] When fully charged by the trickle charger 110 (or other power
pack), the bank of
super capacitors 342a, . . . 342f may put out 36,000 joules of starting energy
(G24, G27). A
larger size power module 200 (G31, G34) may put out 72,000 joules of starting
energy.
10046] The ultra-capacitor 340 resides in parallel with the battery
350 within the housing
210. The battery 350 is preferably a 12 volt DC current gel cell battery at 10
Amp-Hr. (Group
21) or 12 Amp-Hr. (Group 24).
[0047] As demonstrated in Figure 1, the hybrid power module 100 is
configured to provide
a charge to start an external portable device 150. The device 150 may be an
all-terrain vehicle,
a personal water craft, a generator set, or a vehicle. The vehicle may be, for
example, a car, a
truck, or even a class-07 or class-08 semi-cab. To accommodate this
functionality, the power
module 100 comprises two terminals associated with the housing 210. The
terminals represent
a first device terminal 212 and a second device terminal 214. The terminals
212, 214 are
configured to be placed in electrical communication with the battery 102 for
the external
portable device 150.
[0048] In one aspect, each of the first device terminal 212 and the
second device terminal
214 represents a standard SAE terminal. Preferably, the battery 350 is
connected between the
first device terminal 212 and the second device terminal 214, while the ultra-
capacitor 340 is
connected in parallel with the battery 350.
[0049] Components of the power module 200 may be solid state. As
understood in the art
of electronics, solid-state components, including field-effect transistors
(FETs) and insulated
gate bipolar transistors (IGBT), tend to be faster, more reliable, and consume
less power than
relays and contactors.
[0050] In one aspect, current supplied to the vehicle battery 102
from the hybrid power
module 200 will be generated proportionally from both the super capacitors
342a,.. 342f 342f and
the battery 350. Additionally, because current can flow between the super
capacitors 342a, . .
. 342f and the battery 350, the available charge and voltage of the super
capacitors 342a, . . .
342f will also generally move towards a charge and voltage equilibrium
relative to that of the
battery 350.
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[0051]
In one aspect, the bulk of the power generation for starting the external
portable
device will come from the super capacitors 342a, . . . 342f. This is due to
their innate low
equivalent series resistance (ESR). While the parallel battery 350 supports
the long term ability
to hold the charge voltage on the capacitors 340, even after repetitive
attempts and long
durations before recharge, it also assists in supporting starting current.
[0052]
In a less preferred arrangement, the architecture for the power module 200
includes
a rectifier. The rectifier is connected between the first device terminal 212
of the battery and
the ultra-capacitor 340, with the rectifier being configured to provide
unidirectional current
flow from the first device terminal 212 to the ultra-capacitor 340. In another
aspect, the power
module further comprises a third device terminal. Here, the rectifier is
connected between the
third device terminal and the ultra-capacitor 340.
[0053]
There are multiple advantages to the hybrid engine start module 200
described
herein. For example, the power module 200 offers a wide operating temperature
range of -40
to +65 C. The power module 200 is RoHs compliant, and is integrated and
sealed. It utilizes
a standard 2-terminal interface with SAE terminals and will not degrade even
if left on a float
charge continuously for months. The architecture of the power module 200 is
less sensitive to
vibration than traditional wet cell batteries, and is maintenance free.
[0054]
The power module 200 may be quickly charged during short intervals over a
nearly
indefinite time frame. The power module 200 configuration using an integrated
ultra-capacitor
340 and GEL cell battery module 350 offers maximum intermittent starting
reliability. The
module 200 is capable of long life while experiencing both deep and short
cycles. The module
200 is self-balancing for long life. Specifically, the parallel combinations
help provide the
cell-to-cell balancing that is desired for long life, insuring that no single
ultra-capacitor cell
342 is subjected to an overcharge voltage.
[0055]
The power module 200 combines the feature of long term energy storage
provided
by the gel cell battery, with the low equivalent series resistance (ESR)
offered by the bank of
ultra-capacitors. This removes the high current starting requirements from the
battery directly,
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which in turn enables a longer life. The hybrid power module enables multiple
starting
attempts for a vehicle battery on a single charge.
[0056]
The power module 200 is well suited to re-start engines that have been
sitting idle
for extended periods, such as when a boat or motorcycle has been in dry dock
over the winter.
Portability is enhanced by light weight. In this regard, the power module 200
weighs
approximately half of a traditional absorbed glass mat (AGM) or wet cell
battery. The power
module 200 enables multiple starting attempts on a single charge.
[0057]
It will be appreciated that the inventions are susceptible to
modification, variation
and change without departing from the spirit thereof. For example, the power
module 200 has
been described herein in the context of starting a combustion engine for a
vehicle. However,
the invention has equal application to starting combustion engines associated
with Gen-Sets,
boats, RV's, ATV's, motorcycles, water pumps and jet skis.
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