WO2009144112A1 - Procédé et dispositif de commande de générateur et générateur équipé d'un dispositif de ce type - Google Patents

Procédé et dispositif de commande de générateur et générateur équipé d'un dispositif de ce type Download PDF

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Publication number
WO2009144112A1
WO2009144112A1 PCT/EP2009/055344 EP2009055344W WO2009144112A1 WO 2009144112 A1 WO2009144112 A1 WO 2009144112A1 EP 2009055344 W EP2009055344 W EP 2009055344W WO 2009144112 A1 WO2009144112 A1 WO 2009144112A1
Authority
WO
WIPO (PCT)
Prior art keywords
generator
power
limitation
vehicle
motor vehicle
Prior art date
Application number
PCT/EP2009/055344
Other languages
German (de)
English (en)
Inventor
Markus Beck
Ralf Piscol
Helmut Suelzle
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2009144112A1 publication Critical patent/WO2009144112A1/fr

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Classifications

    • 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
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • 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
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • B60L15/2009—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed for braking
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/10—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines
    • B60L50/16—Electric propulsion with power supplied within the vehicle using propulsion power supplied by engine-driven generators, e.g. generators driven by combustion engines with provision for separate direct mechanical propulsion
    • 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
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/421—Speed
    • 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
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/40—Drive Train control parameters
    • B60L2240/42—Drive Train control parameters related to electric machines
    • B60L2240/427—Voltage
    • 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
    • Y02T10/64—Electric machine technologies in electromobility
    • 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
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • 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
    • Y02T10/72—Electric energy management in electromobility
    • 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

Definitions

  • the invention relates on the one hand to a device for controlling a generator, in particular starter-generator, of a motor vehicle with the features mentioned in the preamble of claim 1 and a generator with a corresponding device with the features mentioned in the preamble of claim 8.
  • the invention relates to a corresponding method for controlling a generator, in particular starter-generator, of a motor vehicle with the features mentioned in the preamble of claim 9.
  • An apparatus and a method for controlling a generator of the type mentioned are known for example from US 6,166,523 A.
  • the generator depending on the state of charge of the vehicle battery and the operating state of the vehicle, the generator is turned on or off.
  • a load caused by the generator can be reduced, thereby saving energy and optimizing the fuel efficiency of the vehicle.
  • the generator Based on set limit values of the state of charge of the vehicle battery, the generator can be switched on or off depending on whether the state of charge of the vehicle battery is within the limits. Consequently, the generator is turned on only when needed, which avoids unnecessary charging and the battery of the vehicle can be operated as efficiently as possible.
  • the efficiency of the generator is not constant over all operating conditions. He is rather dependent on his constructive interpretation and changes, for example, with speed and load as well as with the temperature.
  • the optimum efficiency of the generator is at a capacity utilization of about 70%. When operating near full load or at low load, the efficiency is lower.
  • a used in this context control unit is used to tune the respective operating condition of the generator with the entire vehicle.
  • recuperation mode an application case, which is referred to as recuperation mode, can typically be taken into account.
  • Rekuperationsmodus an occurring braking energy is converted by an increase in the generator voltage into electrical energy in overrun operation of the vehicle, that is in a condition caused by the downgrade force and / or by the inertia force operation, and cached for example in the vehicle battery.
  • the generator output power of the generator is then reduced to its de-energizing to reduce the generator drag torque on a drivetrain of the vehicle and thus provide more torque for acceleration.
  • the electrical system of the vehicle from the energy storage, for example, a battery supplied.
  • the generator takes over again the supply of the electrical system and the recharging of the battery.
  • the generator in a typical vehicle cycle, after its de-energized state, the generator first transitions to its full load condition for a finite time, thereby less frequently operating the generator in the region of optimum efficiency. In extreme cases, the generator even switches between the conditions de-energizing and full load, so that operation of the generator is less or never in the range of optimum efficiency.
  • the device according to the invention for controlling a generator with the features mentioned in claim 1 offers the advantage that the time duration, while the generator is operated in the region of highest efficiency, increases, thereby ultimately both the fuel consumption of the internal combustion engine of the vehicle and its emission levels improved can be.
  • there is a scheduled limitation of the power of the generator which experiences excitation phases and de-excitation phases during an external excitation phase during the excitation phase.
  • the power of the generator is limited to the operating state de-energizing.
  • the limitation is such that a higher efficiency of the generator is achieved.
  • the power of the generator is limited immediately after the de-excitation phase.
  • the limitation is in this case, for example, to a value that has the highest efficiency.
  • the limitation of the power of the generator as a function of boundary conditions in particular charge balance of a vehicle battery, so that the power limitation of the generator takes place only when certain conditions are met.
  • the vehicle battery is in the field of vision in the case of an electric or hybrid vehicle.
  • Limiting the power of the generator is provided to a value for which a generator voltage is in a suitable area for a vehicle electrical system of the motor vehicle.
  • the power of the generator can not be chosen arbitrarily. Rather, care must be taken when choosing the power that the generator voltage may be changed only in a limited range in order to ensure proper operation of the electrical system.
  • the size of the area and a nominal voltage are specified by properties of the electrical system. A change in the power is thus such that, on the one hand, the generator voltage in the predetermined range is on the other hand, the efficiency of the generator is maximized.
  • the limitation of the power of the generator takes place on a value corresponding to the highest efficiency of the generator, whereby the generator is used significantly more frequently in the region of its optimum operating phase.
  • the controlled limitation of the output power of the generator based on a specification of a maximum permissible excitation current, so that the generator can be brought into different states each with a relatively higher efficiency.
  • Exciter circuit final stage takes place.
  • the generator can be supplied with a corresponding signal.
  • Figure 1 is an efficiency map of a generator with exemplified operating states thereof;
  • FIG. 3 shows a characteristic diagram of an internal combustion engine, in particular
  • FIG. 1 shows a diagram 10 with an efficiency map 11 of a generator, not shown, in which the generator current I G is plotted against the generator speed n G.
  • the efficiency of the generator is not constant over all operating conditions. The efficiency is rather dependent on the structural design of the generator and changes, for example, with the generator speed, the generator utilization and the generator temperature. The optimum efficiency of the generator is at a capacity utilization of about 70%.
  • a used in this context control unit is used to tune the respective operating condition of the generator with the entire vehicle.
  • recuperation mode an application case, which is referred to as recuperation mode, can typically be taken into account.
  • Rekuperationsmodus an occurring braking energy is converted by the increase in the generator voltage into electrical energy and, for example, in an energy storage, such as the vehicle battery, cached in overrun mode of the vehicle.
  • an energy storage such as the vehicle battery
  • the generator output power of the generator is up to its de-energizing reduced to reduce a generator drag torque on the drive train of the vehicle.
  • an electrical system of the vehicle from the energy storage, for example, the vehicle battery supplied.
  • the generator takes over again the supply of the electrical system and the recharging of the battery.
  • the operating state of the generator when charging the battery will assume the operating state 13 according to FIG.
  • the generator can be brought into the further operating states 14 and 15 according to FIG. 1 with higher efficiencies.
  • a subarea 15.1 of the operating state 15 corresponds to a maximum of the efficiency of the generator.
  • a tendency of the efficiency of the generator within the efficiency map 11 of Figure 1 is shown, which is decreasing with increasing generator current I G and increasing generator speed n G.
  • the controlled limitation can, for example, by the specification of a maximum permissible excitation current or a maximum allowable Einschaltteils a
  • Exciter circuit final stage wherein the generator can be supplied with a corresponding signal by means of a digital controller interface of a separate control unit.
  • a further efficiency map 17 of a generator is shown, in which the generator current I G is plotted against the generator speed n G.
  • the further efficiency map 17 is hereby representative of a principle in which a load point shift is mapped.
  • the efficiency map 17 is provided with a series of field segments 18 to 22, wherein the zero point of the illustrated
  • Coordinate system most obvious field segment 18 corresponds to an efficiency of> 70%.
  • the other field segments 19, 20, 21 and 22 correspond in the order given an efficiency of>65%,>60%,> 55% or> 50%.
  • a first field region 23, which is marked with a left-facing surface hatching forms in this Related a relevant first range for the load point shift.
  • a second field region 24 adjacent below the first field region 23 thus forms the region in which the load point is to be displaced in order to improve the efficiency of the generator.
  • the third field region 25 in this context forms a relevant further area for the load point shift.
  • a load point 26 is entered within the third field region 25, which is shifted in the direction of arrow 34 into the second field region 24 to the new load point 26 'to increase the efficiency of the generator, for example, the difference of the generator current + 20A and the difference of the generator speed +10 %.
  • the generator current is increased by 2OA, which increases the efficiency by 10%.
  • FIG. 3 shows a map 27 of an internal combustion engine, in particular internal combustion engine, for representing the specific fuel consumption (g / kWh) including the specific work and the engine or engine speed shown.
  • the specific work w e is shown here above the engine speed n M.
  • the specific work is the work done by an engine in terms of displacement, for example, in the dimension kJ / dnrA. It represents a comparison of different engines regardless of the engine's displacement.
  • a second field region 29 adjacent below the first field region 28 thus forms the region in which the load point is to be displaced in order to improve the efficiency of the generator.
  • a third field region 30, which is marked with a right-facing surface hatching is located below the second field region 29, a third field region 30, which is marked with a right-facing surface hatching.
  • a load point 31 is shown by way of example which corresponds to a low specific work and is to be displaced according to the arrow direction 35 into the second field region 29 in order to achieve an increase in efficiency, thus resulting in an (exemplary) load point 31 '.
  • a load point 32 is shown within the second field region 29, which can be reached at high specific work.
  • the map 27 illustrates the tendency direction 33 for the load point shift in a generator from the point of view of the internal combustion engine, in particular internal combustion engine.
  • a possible functional implementation of the load point shift essentially comprises, on the one hand, a basic function which has validity for the operating states acceleration, constant travel or idling of the internal combustion engine.
  • a special case in particular a push operation, are taken into account.
  • the generator or the internal combustion engine is located in a functional area according to FIG. 2 or in a functional area according to FIG. 3.
  • the following cases can be mapped according to a state machine, in particular according to the following assignment table:
  • a load point shift may only take place in such a way that the output voltage of the generator is within the voltage ranges specified in the assignment table.
  • U G normally indicates the voltage which is usually used for the electrical system of the motor vehicle, while delta Uh specifies a maximum permissible voltage deviation and delta Uk specifies a smaller deviation.
  • the actual generator voltage U G SOII should be in the range of U G normal-delta U k to U G normal + delta U k .
  • the deviation may be greater so that the generator voltage U G soii can lie in the range from UG normal -delta Uh to UG normal + delta Uh.
  • This limitation of the permissible generator voltage range thus limits the possible extent of a load point shift.
  • the variables U G normal, delta Uh, and delta Uk are determined by the requirements of the electrical system.
  • the voltage U G SOII can be adjusted in the course of the load point shift such that an ideal possible efficiency of the generator is present.
  • a regulation of the generator voltage U G s oi ⁇ can be done for example via an adjustment of the external excitation.
  • the present technical solution relates to a device and a method for controlling a generator, in particular a starter generator, of a motor vehicle, in which the respective operating phase of the generator is controlled by means of a control device.
  • a generator in particular a starter generator
  • the power of the generator by an external specification excitation phases and De-energizing experiences during the excitation phase of the generator targeted and scheduled limits.
  • the present invention relates to a generator with a corresponding device.
  • the power limitation of the generator is to increase its efficiency, especially in the course of a load point shift.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Control Of Eletrric Generators (AREA)

Abstract

L'invention concerne un dispositif de commande d'un générateur, notamment d'un générateur de démarreur d'un véhicule à moteur, un appareil de commande pilotant la phase de fonctionnement correspondante du générateur. Selon l'invention, une limitation de la puissance du générateur, qui présente des phases d'excitation et des phases de désexcitation par détermination externe, a lieu pendant la phase d'excitation du générateur. L'invention porte également sur un générateur équipé d'un dispositif de ce type et sur un procédé correspondant.
PCT/EP2009/055344 2008-05-30 2009-05-04 Procédé et dispositif de commande de générateur et générateur équipé d'un dispositif de ce type WO2009144112A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008002118.0 2008-05-30
DE102008002118A DE102008002118A1 (de) 2008-05-30 2008-05-30 Vorrichtung und Verfahren zur Generatorsteuerung sowie Generator mit entsprechender Vorrichtung

Publications (1)

Publication Number Publication Date
WO2009144112A1 true WO2009144112A1 (fr) 2009-12-03

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DE (1) DE102008002118A1 (fr)
WO (1) WO2009144112A1 (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013123043A1 (fr) * 2012-02-17 2013-08-22 Chrysler Group Llc Procédé et appareil pour améliorer l'économie de carburant d'un véhicule avec modèle de rendement de stockage d'énergie

Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2848556A1 (de) * 1978-11-09 1980-05-22 Bosch Gmbh Robert Verfahren und vorrichtung zur ausnutzung der vollen motorleistung bei beschleunigungsvorgaengen bei kraftfahrzeugen
US6215283B1 (en) * 1996-06-14 2001-04-10 Siemens Automotive, S.A. Method and device for controlling an alternator for a motor vehicle
WO2007122344A2 (fr) * 2006-04-24 2007-11-01 Peugeot Citroën Automobiles SA Procede d'optimisation de la generation electrique dans un vehicule
US20080093851A1 (en) * 2006-10-24 2008-04-24 Denso Corporation Method and apparatus for controlling charging operations for battery

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6166523A (en) 2000-01-11 2000-12-26 Honeywell International Inc. Smart alternator method and apparatus for optimizing fuel efficiency and monitoring batteries in an automobile

Patent Citations (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE2848556A1 (de) * 1978-11-09 1980-05-22 Bosch Gmbh Robert Verfahren und vorrichtung zur ausnutzung der vollen motorleistung bei beschleunigungsvorgaengen bei kraftfahrzeugen
US6215283B1 (en) * 1996-06-14 2001-04-10 Siemens Automotive, S.A. Method and device for controlling an alternator for a motor vehicle
WO2007122344A2 (fr) * 2006-04-24 2007-11-01 Peugeot Citroën Automobiles SA Procede d'optimisation de la generation electrique dans un vehicule
US20080093851A1 (en) * 2006-10-24 2008-04-24 Denso Corporation Method and apparatus for controlling charging operations for battery

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2013123043A1 (fr) * 2012-02-17 2013-08-22 Chrysler Group Llc Procédé et appareil pour améliorer l'économie de carburant d'un véhicule avec modèle de rendement de stockage d'énergie

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