DE102009019527A1 - Charging condition controlling method for battery of motor vehicle, involves charging battery of motor vehicle during driving phase and continuing charging of battery completely in standing phase - Google Patents
Charging condition controlling method for battery of motor vehicle, involves charging battery of motor vehicle during driving phase and continuing charging of battery completely in standing phase Download PDFInfo
- Publication number
- DE102009019527A1 DE102009019527A1 DE102009019527A DE102009019527A DE102009019527A1 DE 102009019527 A1 DE102009019527 A1 DE 102009019527A1 DE 102009019527 A DE102009019527 A DE 102009019527A DE 102009019527 A DE102009019527 A DE 102009019527A DE 102009019527 A1 DE102009019527 A1 DE 102009019527A1
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- Prior art keywords
- battery
- motor vehicle
- charge
- state
- charging
- Prior art date
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Classifications
-
- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01M—PROCESSES OR MEANS, e.g. BATTERIES, FOR THE DIRECT CONVERSION OF CHEMICAL ENERGY INTO ELECTRICAL ENERGY
- H01M10/00—Secondary cells; Manufacture thereof
- H01M10/42—Methods or arrangements for servicing or maintenance of secondary cells or secondary half-cells
- H01M10/44—Methods for charging or discharging
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
- B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
- B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
- B60L58/13—Maintaining the SoC within a determined range
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L7/00—Electrodynamic brake systems for vehicles in general
- B60L7/10—Dynamic electric regenerative braking
- B60L7/18—Controlling the braking effect
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
- B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
- B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
- B60R16/03—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for supply of electrical power to vehicle subsystems or for
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
- H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
- H02J7/1446—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle in response to parameters of a vehicle
-
- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
- H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
- H02J2310/40—The network being an on-board power network, i.e. within a vehicle
- H02J2310/46—The network being an on-board power network, i.e. within a vehicle for ICE-powered road vehicles
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02E—REDUCTION OF GREENHOUSE GAS [GHG] EMISSIONS, RELATED TO ENERGY GENERATION, TRANSMISSION OR DISTRIBUTION
- Y02E60/00—Enabling technologies; Technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02E60/10—Energy storage using batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/80—Technologies aiming to reduce greenhouse gasses emissions common to all road transportation technologies
- Y02T10/92—Energy efficient charging or discharging systems for batteries, ultracapacitors, supercapacitors or double-layer capacitors specially adapted for vehicles
Abstract
Description
Die vorliegende Erfindung betrifft ein Verfahren zum Steuern des Ladezustands einer Batterie eines Kraftfahrzeugs durch Laden der Batterie während einer Fahrphase bis zu einem vorgegebenen Ladezustand (SOC; State of Charge) unter 100%. Darüber hinaus betrifft die vorliegende Erfindung eine entsprechende Vorrichtung zum Steuern des Ladezustands einer Batterie eines Kraftfahrzeugs.The The present invention relates to a method of controlling the state of charge a battery of a motor vehicle by charging the battery during a driving phase up to a predetermined state of charge (SOC; of charge) below 100%. In addition, the present concerns Invention a corresponding device for controlling the state of charge a battery of a motor vehicle.
Aus
der Druckschrift
Bekannte Verfahren zur Rückgewinnung von Bremsenergie in Kraftfahrzeugen basieren auf einer bewusst ungenutzten Batteriekapazität im Fahrbetrieb, welche für die Speicherung der Rekuperationsenergie aus Schubphasen reserviert wird. Stand der Technik für Bordnetzbatterien ist, dass die Batterie mit einem Antriebspunkt im Bereich von etwa 70% bis 90% Ladezustand betrieben wird. In Standphasen des Fahrzeugs wird versucht, durch Ruhestrommanagement diesen Ladezustand möglichst zu erhalten, um eine praxistaugliche Standdauer des Fahrzeugs garantieren zu können. Das konventionelle Generatormanagement ist jedoch nicht dafür konzipiert, Energie emissionssenkend und verbrauchsreduzierend zu nutzen, die während der Standphasen von CO2-ärmeren Energiequellen ins Bordnetz eingespeist wird. Beispiele für solche Energiequellen sind regenerative Energien.Known methods for recovering braking energy in motor vehicles are based on a consciously unused battery capacity while driving, which is reserved for storing the recuperation energy from coasting phases. The state of the art for onboard power supply batteries is that the battery is operated with a drive point in the range of about 70% to 90% state of charge. In stance phases of the vehicle is trying to obtain by quiescent current management this state of charge as possible in order to guarantee a practical service life of the vehicle can. Conventional generator management, however, is not designed to use energy-saving and consumption-reducing energy, which is fed into the on-board network during standstill phases of CO 2 -energy sources. Examples of such energy sources are regenerative energies.
Weiterhin
ist bekannt, Kraftfahrzeuge an großen Fahrzeugflächen
mit regenerativen Energiequellen, z. B. Photovoltaik, auszustatten
(vgl.
Bisherige Systeme dieser Art wurden allerdings nicht mit Maßnahmen zur Bremsenergierückgewinnung betrieben. Bei Fahrzeugen ohne Bremsenergierückgewinnung (Rekuperation) ist das Ziel der Batterieladung bisher immer ein Ladezustand von 100%, um möglichst lange Standzeiten und Batterielebensdauern zu ermöglichen. Die Energie von zusätzlichen regenerativen Energiequellen kann damit aber nicht genutzt werden, da in Standphasen kaum freie Batteriekapazität zur Verfügung steht. Lediglich der vom Fahrzeug verbrauchte Ruhestrom wird dabei kompensiert. Energetisch betrachtet ist dies aber zu vernachlässigen, wenn man den typischen Ruhestrom von < 50 mA mit normalen Fahrzeug-Betriebsströmen zwischen 20 A und 200 A vergleicht.Previous However, systems of this kind did not come with measures operated for braking energy recovery. For vehicles without regenerative braking (recuperation) is the goal the battery charge has always been a state of charge of 100%, if possible allow long service life and battery life. The energy of additional regenerative energy sources But it can not be used, as there is hardly any free space in phases Battery capacity is available. Only the The quiescent current consumed by the vehicle is compensated. energetically but this is negligible, if one considers the typical quiescent current of <50 mA with normal vehicle operating currents between 20A and 200 A compares.
Die Aufgabe der vorliegenden Erfindung besteht somit darin, die CO2-Emissionen und den Kraftstoffverbrauch von Kraftfahrzeugen zu senken und entsprechende andere Energiequellen besser zu nutzen.The object of the present invention is therefore to reduce the CO 2 emissions and the fuel consumption of motor vehicles and to make better use of corresponding other energy sources.
Erfindungsgemäß wird diese Aufgabe gelöst durch Verfahren nach Anspruch 1 oder 5 bzw. durch Vorrichtungen nach Anspruch 5 oder 6. Vorteilhafte Weiterbildungen der Erfindung ergeben sich aus den Unteransprüchen.According to the invention this object is achieved by the method according to claim 1 or 5 or by devices according to claim 5 or 6. Advantageous developments The invention will become apparent from the dependent claims.
Erfindungsgemäß wird somit eine Vorrichtung oder ein Verfahren zum Steuern des Ladezustands einer Batterie eines Kraftfahrzeugs bereitgestellt durch Laden der Batterie während einer Fahrphase bis zu einem vorgegebenen ersten Ladezustand unter 100%, wobei die Batterie in einer Standphase durch eine regenerative Energiequelle weiter oder vollständig geladen wird.According to the invention Thus, an apparatus or method for controlling the state of charge a battery of a motor vehicle provided by loading the Battery during a driving phase up to a predetermined first state of charge below 100%, with the battery in a stance phase by a regenerative energy source further or completely is loaded.
Weiterhin wird erfindungsgemäß bereitgestellt eine Vorrichtung bzw. ein Verfahren zum Steuern des Ladezustands einer Batterie eines Kraftfahrzeugs durch Entladen der Batterie während einer Fahrphase, wobei in einem vorbestimmten Zeitraum nach dem Start der Fahrphase die Batterie bis zu einem vorgegebenen zweiten Ladezustand (der mit dem ersten Ladezustand identisch sein kann) entladen wird, ohne dass ein Generator des Kraftfahrzeugs die Batterie wieder lädt, die Batterie aber in diesem Zeitraum durch eine regenerative Energiequelle und/oder Rekuperation geladen wird.Farther According to the invention, a device is provided or a method for controlling the state of charge of a battery of a Motor vehicle by discharging the battery during a driving phase, wherein in a predetermined period of time after the start of the driving phase the battery up to a predetermined second state of charge (the can be identical with the first state of charge) is discharged without that a generator of the motor vehicle recharges the battery, the battery but in this period by a regenerative energy source and / or recuperation is loaded.
In vorteilhafter Weise ist somit eine Kraftstoffeinsparung im Realbetrieb möglich, die je nach Fahrzeug, elektrischem Verbrauch und Nutzungsprofil bis zu 1 l/100 km gegenüber konventionellen Fahrzeugen betragen kann. Diese Verbrauchsreduzierung wird erreicht, indem ein großer Teil des elektrischen Energiebedarfs des Fahrzeugs nicht durch den Einsatz von Kraftstoff, sondern durch gezielte Nutzung regenerativer Energiequellen gedeckt wird.In Advantageously, thus a fuel economy in real operation possible, depending on the vehicle, electrical consumption and Usage profile up to 1 l / 100 km compared to conventional Vehicles can amount. This consumption reduction is achieved by taking a big part of the electrical energy demand of the Vehicle not through the use of fuel, but through targeted use of renewable energy sources.
Da der elektrische Energiebedarf eines konventionellen Fahrzeugs in direkter Relation zum Kraftstoffverbrauch steht, kann somit eine teilweise Entkopplung dieses Zusammenhangs erreicht werden. Die sich daraus ergebende Lücke wird dabei durch regenerative Energiequellen geschlossen. Die ungenutzte Batteriekapazität von bisher bekannten Systemen mit Bremsenergierückgewinnung kann somit zusätzlich noch zur Emissionssenkung genutzt werden.There the electrical energy requirement of a conventional vehicle in direct relation to the fuel consumption, can thus a partial decoupling of this relationship can be achieved. The The resulting gap is thereby regenerative Energy sources closed. The unused battery capacity of previously known systems with brake energy recovery can thus additionally be used to reduce emissions.
Die vorliegende Erfindung wird anhand der beigefügten Zeichnungen näher erläutert, in denen zeigen:The The present invention will become apparent from the accompanying drawings explained in more detail, in which show:
Durch gezielte Kombination und Optimierung von Ladestrategien zur Bremsenergierückgewinnung und regenerativen Energiequellen im Fahrzeug kann das Potential beider Maßnahmen hinsichtlich Emissions- und Kraftstoffeinsparung deutlich erhöht werden. Geht man davon aus, dass der Arbeitspunkt für die Ladestrategie wie bei konventionellem Generatormanagement mit Bremsenergierückgewinnung weiterhin im Bereich von 70% bis 90% des maximalen Ladezustands verbleibt, so kann die restliche Batteriekapazität zur Speicherung emissionsarm oder emissionsfrei erzeugter Energie genutzt werden. Beispielsweise könnte das Generatormanagement während der Fahrt dafür sorgen, dass stets ein Ladezustand von 80% der Maximalladung (kurz: 80% Ladezustand = 80% SOC) durch den Generator angestrebt wird. Die restlichen 20% können zum einen durch die Bremsenergierückgewinnung während der Fahrt und zum anderen mittels sekundärer regenerativer Energiequellen im Fahrzeug gewonnen werden. Da diese sekundäre Energiequelle (z. B. ein Photovoltaikelement, eine Steckdose mit induktiver Ladeeinheit) im Stand und gegebenenfalls auch während der Fahrphasen aktiv ist und Energie ins Bordnetz liefert, ergeben sich daraus mehrere Energieeinsparpotentiale:By targeted combination and optimization of charging strategies for brake energy recovery and Regenerative energy sources in the vehicle can be the potential of both Measures regarding emission and fuel saving be increased significantly. Assuming that the working point for the charging strategy as with conventional generator management with brake energy recovery continues in the range of 70% to 90% of the maximum charge state remains, so the remaining Battery capacity for storage low emission or emission-free generated energy can be used. For example, could the generator management while driving for it ensure that a charge state of 80% of the maximum charge (short: 80% state of charge = 80% SOC) is sought by the generator. The remaining 20% can on the one hand by the brake energy recovery while driving and on the other by means of secondary regenerative energy sources are obtained in the vehicle. This one secondary energy source (eg a photovoltaic element, a socket with inductive charging unit) in the state and, where appropriate is also active during the driving phases and energy into the electrical system supplies, this results in several energy-saving potentials:
1. Standphase des Fahrzeugs:1st stance phase of the vehicle:
Nach einer Fahrt wird ein Fahrzeug mit Generatormanagement in der Regel mit ca. 80% Batterieladezustand abgestellt. Die Lücke zu 100% Ladezustand kann nun durch Laden der Bordnetzbatterie über die sekundäre Energiequelle (z. B. Photovoltaikelement, Steckdose, induktive Ladeeinheit) geschlossen werden. Geht man davon aus, dass die Dachfläche des Fahrzeugs in Photovoltaiktechnik gebaut ist und bezieht man den typischen Wirkungsgrad von heutigen Photovoltaikelementen mit ein, so kann ausgehend von 80% Ladezustand ein Batterieladezustand von 100% in ca. 30 bis 60 Minuten erreicht werden. Das heißt, ein Fahrzeug, das so ausgerüstet ist, kann bereits während kurzer Standphasen die Bordnetzbatterie voll laden (Ladezustand 100%). Dabei geschieht diese Ladung günstigerweise vollkommen emissionsfrei durch Nutzung regenerativer Energiequellen.To A vehicle is usually driven by generator management with about 80% battery charge off. The gap too 100% charge state can now be charged by charging the on-board battery the secondary energy source (eg photovoltaic element, Socket, inductive charging unit) are closed. If you go from it from that the roof surface of the vehicle in photovoltaic technology is built and refers to the typical efficiency of today Photovoltaic elements with one, so starting from 80% charge state reached a battery state of 100% in about 30 to 60 minutes become. That is, a vehicle that equipped so is, can already during short stance phases, the electrical system battery fully charged (state of charge 100%). This charge is conveniently done completely emission-free by using regenerative energy sources.
2. Fahrphase des Fahrzeugs2. Driving phase of the vehicle
a) Generatorentlastung bei Fahrtdauern beispielsweise < 30 Minuten.a) generator relief when driving for example, <30 Minutes.
Nach
einer Standphase, wie sie im obigen Abschnitt 1 definiert ist, gibt
es mit dem neuen Konzept (optimiertes Generatormanagement) häufig
Zustände, in denen die Fahrzeugbatterie bei Fahrtbeginn
deutlich über 80%, im Idealfall zu 100% geladen ist. Um
nun ausgehend von diesem Szenario den Arbeitspunkt für
die Bremsenergierückgewinnung, nämlich einen Ladezustand
von 80%, wieder zu erreichen, kann das Fahrzeug für Fahrtdauern < 30 Minuten alleine
durch die Fahrzeugbatterie mit elektrischer Energie versorgt werden.
Dies ist im linken Teil von
Somit ist es möglich, bei Fahrten mit einer Fahrtdauer < 30 Minuten und einer mindestens ähnlich langen Standzeit danach das Fahrzeug vollkommen ohne Energieeinspeisung durch den Generator zu betreiben und das Bordnetz rein mittels gespeicherter Energie aus den Standphasen zu versorgen. Da die regenerative Energiequelle auch während der Fahrphase Energie liefern kann, kann sich diese „emissionsfreie” Bordnetzversorgung je nach Umgebungsbedingungen auch noch verlängern.Thus, it is possible for trips with a Driving time <30 minutes and at least as long a service life thereafter to operate the vehicle completely without energy supply by the generator and to supply the electrical system purely by means of stored energy from the stance phases. Since the regenerative energy source can also supply energy during the driving phase, this "emission-free" electrical system supply can also be extended depending on the ambient conditions.
b) Generatorentlastung bei Fahrtdauern beispielsweise > 30 Minutenb) Generator unloading when driving for example> 30 minutes
Bei
Fahrtdauern > 30 Minuten
würde man bis zum Erreichen des Arbeitspunkts von 80% Ladezustand – wie
unter a) beschrieben – gemäß dem linken Teil
von
Ein
Blockschaltbild für das optimierte Generatormanagement
entsprechend der vorliegenden Erfindung ist in
Weiterhin
steuert die Bordnetz- und Energiemanagementeinheit
Insgesamt ergibt sich mit dem obigen Konzept in Standphasen der Vorteil, dass die Fahrzeugbatterie emissionsfrei/-arm geladen werden kann. In Fahrphasen kann vorteilhafterweise im Mittelstreckenbetrieb mit Fahrtdauer < 30 Minuten der elektrische Energiebedarf des Fahrzeugs komplett aus der in der Standphase gewonnenen Zusatzladung gedeckt werden. Zusätzlich ist beispielsweise bei Verwendung eines Solardachs die Möglichkeit vorhanden, auch während der Fahrt elektrische Energie emissionsfrei ins Bordnetz einzuspeisen. Diese Wirkung bleibt auch bei Fahrtdauern > 30 Minuten noch erhalten. Insgesamt führt diese intelligente Nutzung von regenerativer Energie und Bremsenergierückgewinnung zu einer Reduzierung des Kraftstoffverbrauchs.All in all results with the above concept in stance phases the advantage that the vehicle battery can be charged emission-free / -arm. In driving phases can advantageously in medium-haul operation with journey time <30 minutes the electrical energy demand of the vehicle completely from the in the Stance phase additional charge to be covered. additionally For example, when using a solar roof is the possibility available, even while driving electrical energy emission-free to feed into the electrical system. This effect is retained even when driving> 30 minutes. Overall, this intelligent use of regenerative Energy and brake energy recovery to a reduction of fuel consumption.
- 11
- Batteriebattery
- 22
- Generatorgenerator
- 33
- Verbraucherconsumer
- 44
- Bordnetz- und EnergiemanagementeinheitWiring and energy management unit
- 55
- SpannungswandlerDC converter
- 6, 8, 9, 10, 116 8, 9, 10, 11
- Pfeilearrows
- 77
- regenerative Energiequelleregenerative energy
ZITATE ENTHALTEN IN DER BESCHREIBUNGQUOTES INCLUDE IN THE DESCRIPTION
Diese Liste der vom Anmelder aufgeführten Dokumente wurde automatisiert erzeugt und ist ausschließlich zur besseren Information des Lesers aufgenommen. Die Liste ist nicht Bestandteil der deutschen Patent- bzw. Gebrauchsmusteranmeldung. Das DPMA übernimmt keinerlei Haftung für etwaige Fehler oder Auslassungen.This list The documents listed by the applicant have been automated generated and is solely for better information recorded by the reader. The list is not part of the German Patent or utility model application. The DPMA takes over no liability for any errors or omissions.
Zitierte PatentliteraturCited patent literature
- - DE 10103995 A1 [0002] - DE 10103995 A1 [0002]
- - DE 29505911 U1 [0002] DE 29505911 U1 [0002]
- - DE 4419177 C1 [0004] - DE 4419177 C1 [0004]
Claims (6)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102009019527A DE102009019527A1 (en) | 2009-04-30 | 2009-04-30 | Charging condition controlling method for battery of motor vehicle, involves charging battery of motor vehicle during driving phase and continuing charging of battery completely in standing phase |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
DE102009019527A DE102009019527A1 (en) | 2009-04-30 | 2009-04-30 | Charging condition controlling method for battery of motor vehicle, involves charging battery of motor vehicle during driving phase and continuing charging of battery completely in standing phase |
Publications (1)
Publication Number | Publication Date |
---|---|
DE102009019527A1 true DE102009019527A1 (en) | 2009-12-24 |
Family
ID=41335092
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
DE102009019527A Withdrawn DE102009019527A1 (en) | 2009-04-30 | 2009-04-30 | Charging condition controlling method for battery of motor vehicle, involves charging battery of motor vehicle during driving phase and continuing charging of battery completely in standing phase |
Country Status (1)
Country | Link |
---|---|
DE (1) | DE102009019527A1 (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3235676A1 (en) | 2016-04-20 | 2017-10-25 | Audi Ag | Recuperation braking on a vehicle |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE29505911U1 (en) | 1995-04-06 | 1995-05-24 | Monte Bau U Handelsgesellschaf | Car with different energy producers |
DE4419177C1 (en) | 1994-06-01 | 1995-06-22 | Webasto Karosseriesysteme | Solar roof panel for automobile |
DE10103995A1 (en) | 2001-01-30 | 2002-08-22 | Epcos Ag | On-board power storage 12Volt and / or 42Volt vehicle electrical systems and device for starting |
-
2009
- 2009-04-30 DE DE102009019527A patent/DE102009019527A1/en not_active Withdrawn
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
DE4419177C1 (en) | 1994-06-01 | 1995-06-22 | Webasto Karosseriesysteme | Solar roof panel for automobile |
DE29505911U1 (en) | 1995-04-06 | 1995-05-24 | Monte Bau U Handelsgesellschaf | Car with different energy producers |
DE10103995A1 (en) | 2001-01-30 | 2002-08-22 | Epcos Ag | On-board power storage 12Volt and / or 42Volt vehicle electrical systems and device for starting |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP3235676A1 (en) | 2016-04-20 | 2017-10-25 | Audi Ag | Recuperation braking on a vehicle |
DE102016004755A1 (en) | 2016-04-20 | 2017-10-26 | Audi Ag | Recuperation braking on a vehicle |
US10293708B2 (en) | 2016-04-20 | 2019-05-21 | Audi Ag | Recuperative brake on a vehicle |
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Effective date: 20141101 |