WO1998001669A1 - System for managing electric energy and alternator for motor vehicle - Google Patents
System for managing electric energy and alternator for motor vehicle Download PDFInfo
- Publication number
- WO1998001669A1 WO1998001669A1 PCT/FR1997/001187 FR9701187W WO9801669A1 WO 1998001669 A1 WO1998001669 A1 WO 1998001669A1 FR 9701187 W FR9701187 W FR 9701187W WO 9801669 A1 WO9801669 A1 WO 9801669A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- alternator
- elements
- voltage
- energy consumption
- rotor
- Prior art date
Links
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
- H02J7/1438—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 combination with power supplies for loads other than batteries
-
- 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
- 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
- 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
Definitions
- the present invention relates to the management of electrical energy which is produced on board a motor vehicle powered by an internal combustion engine.
- Modern vehicles increasingly include equipment with relatively high electrical energy consumption, for example, comfort equipment such as air conditioning or heating or equipment which can be envisaged to be driven by a electric motor rather than internal combustion engine such as water pump, power steering, oil pump etc.
- the conventional type alternators are limited to an electric current of the order of 120 A which today may prove to be insufficient to supply all of the equipment.
- alternators with high electrical power capable of supplying up to a current of 250 A at a voltage of 14 V.
- Conventional type vehicles include an on-board electrical network at a nominal DC voltage of 1 2 V supplying all of the equipment.
- the increase in currents flowing in this network which goes hand in hand with the increase in the electrical consumption of the equipment is detrimental to the quality of the on-board voltage and tends to increase the fluctuations of the voltage.
- modern vehicles are carrying more and more electronic components, the functioning of which does not tolerate large voltage fluctuations.
- One solution may consist in providing each item of equipment consuming electricity with a filter, for example of the capacitor type, intended to smooth the voltage at the input of said component.
- a filter for example of the capacitor type
- Such a solution is expensive and very complicated to implement because of the large number of filters to be used.
- the increase in electrical energy flowing through the 12 V DC network also has the effect of increasing the Joule effect losses in the network. These losses are proportional to the square of the current flowing in the network.
- the present invention therefore aims to provide an electrical energy management system suitable for high power alternators and electrical equipment with high energy consumption.
- the present invention also aims to improve the quality of the voltage in the network while allowing a reduction in losses.
- the present invention allows, by virtue of the increase in the energy that can circulate on the network, the drive by electric motor of equipment driven, in known manner, directly by the heat engine.
- the electrical energy management device is intended for motor vehicles equipped with an internal combustion engine and comprising elements with high consumption of electrical energy, and elements with low consumption of electrical energy and a battery.
- the management device comprises means for separately supplying the elements with high energy consumption on the one hand, and the elements with low energy consumption and the battery on the other hand, and a control system for said means. Thanks to this separate power supply, good stability of the supply voltage of the elements with low energy consumption is obtained, which is very advantageous for electronic equipment.
- the control system is capable of supplying a voltage U j to the elements with low energy consumption and a voltage U2 greater than the voltage O ⁇ intended for the elements with high energy consumption, the voltage U2 being filtered by means of a capacitor so that the voltage U j is stable whatever the electric power consumed by the elements with high energy consumption.
- a voltage U2 greater than the voltage Uj makes it possible to significantly reduce the losses by Joule effect in the supply circuits.
- control system is capable of supplying a DC voltage U ] to the elements with low energy consumption and to the battery, and an alternating voltage U2 to the elements with high energy consumption .
- the use of an alternating voltage U2 makes it possible to use electrical devices operating under the industrial frequency 50 hertz.
- the management device comprises a first control system capable of supplying a direct voltage U j to the elements with low energy consumption and to the battery, and a second control system capable of supply an alternating voltage U2 to elements with high energy consumption.
- the second control system is capable of reducing the voltage U2 in order to maintain the level of the voltage U] when the demand for electrical energy is too great.
- the management device comprises a first alternator capable of delivering a direct voltage U j to the elements with low energy consumption and to the battery, and a second alternator capable of delivering by the via a control system, an alternating voltage U2 to elements with high energy consumption. It is thus possible to use a first alternator of conventional type and power while driving numerous accessories by electric motors. In addition, the voltage U * ⁇ remains very stable whatever the energy consumption by high energy consuming elements.
- the second alternator is an alternator-starter supplied when the internal combustion engine is started by the battery, via the control system. This results in significant space savings near the internal combustion engine.
- the elements with high energy consumption include an engine cooling water pump, an engine oil pump, an electric power steering of the vehicle, an electric actuator for the control of clutch and a headlight adjustment control device.
- the control system acts on the excitation current of the alternator-starter for regulating the voltage U j .
- energy consuming equipment can be driven by electric motors rather than being driven by the internal combustion engine generally by means of belts.
- This electric drive increases the reliability of this equipment, saves space and makes it easier to have this equipment in the vehicle.
- the present invention also relates to alternators adapted to such an energy management device.
- the invention therefore also has the object of proposing an alternator integrated inside the clutch housing, without modifying the external dimensions of the latter.
- the alternator according to the invention comprises a stator and a rotor, and is of the type intended to supply electrical energy on board a motor vehicle equipped with an internal combustion engine provided with a device for clutch comprising a clutch bell.
- the alternator is driven by the internal combustion engine.
- the alternator is integrated inside the clutch housing, around the clutch device.
- the rotor is fixed to a flywheel arranged between the engine and the clutch device.
- the alternator comprises a wound rotor equipped with diodes for excitation.
- the wound rotor can be single-phase or three-phase.
- the rotor comprises a crown fixed to the flywheel and supporting permanent magnets.
- the rotor can be arranged externally relative to the stator.
- the alternator comprises a claw rotor, the stator being arranged coaxially and externally relative to the rotor, and a fixed excitation winding being arranged coaxially and internally relative to the rotor. This gives an alternator of low weight and satisfactory reliability due to the absence of winding in the rotating parts.
- the stator is fixed to the clutch housing.
- the alternator is cooled by air circulation.
- the flywheel may include cooling fins, the air circulating on the outer periphery of the stator, or the alternator may also include at least one air supply duct intended to pass the air through the stator. .
- the alternator is cooled by circulation of water.
- the alternator may include a water circuit disposed on the outer periphery of the rotor or disposed on a radial surface. Preferably, the water circuit also provides cooling of the clutch and preheating of the internal combustion engine.
- the stator is overmolded with a heat-conducting resin.
- the alternator also fulfills the function of starter capable of driving the internal combustion engine in rotation when it starts.
- the alternator comprises a speed sensor of the internal combustion engine.
- This sensor can be mounted radially in the case of the alternator with claw or permanent magnet rotor.
- the alternator-starter with permanent magnet rotor it is preferable to arrange the sensor axially with respect to the rotor.
- the alternator is integrated into the clutch housing, in the available volumes, by making in said clutch housing the minimum of modifications necessary for fixing the alternator. This results in a saving of space in the engine compartment of the vehicle, and a reduction in the noise emitted.
- FIG. 1 is a schematic view of a first embodiment of the invention
- Figure 2 is a schematic view of a second embodiment of the invention
- Figure 3 is a schematic view of a third embodiment of the invention
- Figure 4 is a schematic view of a fourth embodiment of the invention
- FIG. 5 is a schematic view of an alternator with an external rotor with permanent magnets
- Figure 6 is a schematic view of an internal rotor alternator with permanent magnets
- Figure 7 is a schematic view of the alternator of Figure 2 equipped with a radial water circuit
- Figure 8 is a schematic view of the alternator of Figure 2 equipped with an axial water circuit
- Figure 9 is a partial schematic view of a method of fixing the rotor on the flywheel
- Figure 10 is a partial schematic view of another method of fixing the rotor on the flywheel
- Figure 1 1 is a schematic view of an alternator-starter according to the invention.
- the vehicle comprises a high power alternator 1, which can be, for example, of the type integrated in the flywheel of the internal combustion engine of the vehicle or also of the alternator-starter type.
- the electrical energy supplied by the alternator 1 is transmitted to a box 2 for controlling and distributing the electrical energy.
- the box 2 is connected to a first electrical network 3 supplying components 4 and a second electrical network 5 supplying a filter 6 connected by electrical cables 7 to components 8.
- the box 2 is capable of piloting the alternator 1, regulating the on-board network by supplying on the first network 3 a continuous voltage Ui with a value of 14.4 V and on the second network 5 a voltage U2 continues with a value greater than 14.4 V.
- the second network 5 is connected to a filter 6 of the capacitor type.
- the components 8 are thus supplied by a filtered voltage.
- the components 8 with high energy consumption include, for example, an additional resistance heating, an electric power steering mechanism, an electric heating device for the catalytic converter intended to reduce the emission of pollutants when the vehicle is started. etc.
- the box 2 provides a stable voltage U j on the first network 3 and is not subject to disturbances created by the load variations of the second network 5.
- the vehicle starter is supplied by the battery and therefore by the first network 3.
- the housing 2 requires a load shedding of one or more pieces of equipment supplied by the second network 5 to satisfy the demand for power on the first network 3.
- This load shedding can be progressive if the equipment concerned is resistive, in order to reduce disturbances on the network.
- the box 2 can act on the excitation current to satisfy the power variation on one of the networks 3 or 5.
- the housing 2 then requires load shedding as for the rotor machine with permanent magnets.
- FIG. 2 the references of the elements similar to those of FIG. 1 have been preserved.
- the second network 5 supplies the components 8 with high energy consumption at an unfiltered undulated voltage U2.
- the operation is relatively close to the previous embodiment illustrated in Figure 1. This gives a DC voltage XJ ⁇ on the first network 3 relatively stable. Joule losses in networks are reduced thanks to the use of the second network
- the vehicle comprises an alternator 1 connected to a first unit 9 which supplies the first network 3 intended for components 4 with low energy consumption, and a second unit 10 supplying the second network 5 intended for components 8 with high energy consumption.
- the box 9 controls the alternator 1 and regulates the first network 3 by supplying a continuous voltage U j of 14.4 V.
- the box 10 is an electromechanical or electronic control system supplying an alternating voltage U2 to the components 8
- the box 9 is capable of offloading the network 5 supplied by the box 10 so as to obtain an undisturbed DC voltage ⁇ J ⁇ .
- One or more components 8 can be temporarily disconnected to ensure the stability of the voltage U ] provided, of course, that the operation of these components 8 does not relate to functions having an impact on the safety of the vehicle.
- the components 8 are generally controlled by means of electromechanical or static relays.
- the box 10 distributes the electrical energy to the components 8 so as to balance the current in the three phases of the alternator 1.
- This embodiment is particularly well suited to a vehicle equipped with numerous high energy consumption resistive equipment such as additional heaters.
- the housing 9 is capable of delivering a continuous voltage U'j greater than the voltage U] to supply high intensity equipment such as an electric power steering.
- the equipment powered by the voltage U ′ j will generally be large consumers of energy accepting a voltage greater than 14.4 V and possibly variations in voltage, for example electric motors or electromechanical actuators.
- the vehicle comprises an alternator 1a of the conventional type supplying, under a voltage U j of 14.4 V, the first network 3 to which the components with low energy consumption such as the battery or different electronic computers.
- the alternator 1a is intended to supply a current of the order of 50 A.
- the power absorbed by the network 3 is, depending on the cycle of use, constant, which gives very great stability at the voltage U j .
- the alternator 1a is equipped with a conventional type regulation capable of ensuring a constant voltage U j.
- the vehicle also includes a high power alternator l b connected to a control unit 2 b which controls the alternator l b and supplies the components with high energy consumption.
- the control unit 2b manages the distribution of energy to the components 8 of the resistive type and to the components 8 ′ of the inductive type such as the drive motor of the water pump, that of the oil pump, the electric power steering, the electric actuator of the clutch control and a headlight adjustment device.
- the control unit 2b receives an alternating voltage from the alternator lb, which is rectified by a reversible rectifier bridge.
- the control unit 2b delivers a three-phase alternating voltage for supplying the components 8 and a rectified direct voltage without filtering for the components 8 '. According to available power, some energy-consuming equipment can be shed.
- the excitation of the alternator lb can be controlled so as to regulate the network voltage.
- the alternator 1b is of the alternator-starter type
- the energy from the battery which is one of the components 4 with low energy consumption
- the control unit 2b then prohibits any use of the components 8 and of the components 8 ′ with high energy consumption.
- the vehicle comprises an internal combustion engine 1 1, petrol or diesel, driving in rotation a crankshaft 12, a gearbox 13 and a clutch housing 14 disposed between the engine 1 1 and the gearbox 13.
- a flywheel 15 is disposed in the clutch housing 14 on the engine side 1 1 and is rotated by the crankshaft 12.
- a clutch mechanism 16 is driven by the flywheel flywheel 15 and is coupled at the output to a primary shaft 17 which drives the gear trains, not shown, of the gearbox 13.
- the flywheel 15 is large diameter, for example of the order of 30 cm and of small thickness, for example 1 to 2 cm, and occupies substantially the entire radial space of the clutch housing 14.
- the clutch mechanism 16 is of smaller diameter, for example of the order of 1 8 cm, which leaves free an annular space between the outside diameter of the clutch mechanism 16 and the inside diameter of the clutch housing 14.
- an integrated alternator 18 is arranged capable to supply electrical energy to the vehicle on-board network, which comprises an internal stator 19 and an external rotor 1 10 disposed radially between the stator 19 and the clutch housing 14.
- the rotor 1 10 is in the form of a crown and is equipped with permanent magnets 1 1 1 on its cylindrical face disposed opposite the stator 9.
- the rotor 1 0 is fixed to the flywheel 1 5 and the stator 1 9 is secured to the clutch housing 1 4 by means of screws not shown.
- the alternator 1 8 is air cooled, which offers the advantage of great simplicity. We can, in this case, have the fins on the flywheel 15 and place an air supply duct from the outside and arriving at the center of the clutch. Air circulation then occurs from the center of the clutch to the outside if necessary by making holes in the clutch housing 14.
- FIG. 6 illustrates an embodiment similar to that of FIG. 5, in this close that the stator 19 is external and disposed radially between the rotor 1 10 and the clutch housing 14. The magnets 1 1 1 of the rotor are arranged on its outer cylindrical surface.
- the alternator 1 8 is cooled by air. It is possible to use fins arranged on the flywheel 15 by circulating the air from the gearbox towards the flywheel.
- FIG. 7 illustrates an embodiment identical to that of FIG. 6, except that the cooling of the alternator 18 is ensured by means of a water circuit 1 12 radial arranged on the outer periphery of the stator 19. This water circuit 1 12 is connected to the engine cooling device 1 1.
- a heat-conducting resin In order to minimize the thermal resistance between the stator 19 and the water, it is advantageous to overmold the stator 19 with a heat-conducting resin. An efficient cooling of the alternator 18 is thus obtained which also makes it possible to recover calories in the water to allow, for example, the heating of engines of the direct injection type.
- This water circuit 1 12 also makes it possible to provide additional cooling of the clutch mechanism 16 and of the clutch housing 14 under difficult conditions of use, for example in high heat or in the mountains. Finally, water cooling makes it possible to have a closed clutch housing 14, which avoids the intrusion of water or dust inside it.
- Figure 8 illustrates an embodiment identical to that of Figure 7, except that the water circuit 1 12 is disposed at an axial end of the stator 19. This arrangement essentially allows a reduction in the radial size compared to in the embodiment illustrated in FIG. 7.
- the alternator 1 8 comprises an external stator 19 and an internal rotor 1 10 of the claw type. Between the rotor 1 10 and the clutch mechanism 16, is disposed a fixed excitation winding 1 13, coaxial with the rotor 1 10 and made integral with the stator 19 by means of a radial intermediate piece 1 14.
- the rotor 1 10 with claws is fixed to the flywheel 15 by means of a radial protuberance 1 10a fixed by means of screws 1 1 5 to the flywheel 1 5.
- the flywheel 1 5 is provided with a step 1 16 intended to receive the axial end of the rotor 1 10 and its axial protuberance 1 10a.
- the axial protrusion 1 10a supports an annular encoder 1 17.
- a fixed sensor 1 18 is arranged radially opposite and at a short distance from the encoder 1 17.
- the sensor 1 18 is capable of detecting the speed of rotation of the rotor 1 10 and consequently that of the engine and of transmitting speed information by the cable 1 19 which leaves outside the clutch housing 14.
- the claws, not shown, of the rotor 1 10 ensure the passage of the magnetic flux.
- the rotor 1 10 claws has no winding, which gives it excellent mechanical strength and reliability while reducing weight.
- the embodiment illustrated in Figure 10 is similar to that of Figure 9, except that the rotor 1 10 devoid of radial protuberances comprises an axial protrusion 1 10b which surrounds the flywheel 1 5.
- the rotor 1 10 is press fitted and glued to the outer periphery 15a of the flywheel 15. This method of attachment is particularly economical and very simple to implement.
- the alternator-starter 18 is of the variable reluctance type and comprises an external stator 19 surrounding the rotor 110 and the flywheel 15 which is therefore of reduced diameter.
- the rotor 1 10 comprises a stack of thin magnetic sheets provided on their outer circumference with teeth (not visible in Figure 1 1) aligned axially.
- the stack of sheets forming the rotor 1 10 is held by screws 120 which pass through the entire length of the rotor 1 10 and are fixed in the flywheel 15.
- the alternator-starter 18 comprises an encoder
- the claw rotor alternator can be air or water cooled in the same way as the permanent magnet rotor alternator.
- the electronic control device for the claw-rotor alternator is relatively close to that of a conventional type alternator.
- an alternator housed in the space available inside the clutch housing which makes it possible to free up space under the hood of the car and avoids electrical breakdowns due to the rupture of the drive belt of a conventional type alternator. Noise reduction is also obtained and provision can be made for the alternator to be able to additionally perform the starter function.
Abstract
Description
Claims
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP97931854A EP1007841A1 (en) | 1996-07-03 | 1997-07-03 | System for managing electric energy and alternator for motor vehicle |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR9608295A FR2750814B1 (en) | 1996-07-03 | 1996-07-03 | INTEGRATED ALTERNATOR ON THE FLYWHEEL OF AN INTERNAL COMBUSTION ENGINE |
FR96/08295 | 1996-07-03 | ||
FR9608424A FR2750660B1 (en) | 1996-07-05 | 1996-07-05 | SYSTEM FOR MANAGING THE ENERGY GENERATED BY A HIGH POWER ALTERNATOR ON BOARD A VEHICLE |
FR96/08424 | 1996-07-05 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO1998001669A1 true WO1998001669A1 (en) | 1998-01-15 |
Family
ID=26232812
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/FR1997/001187 WO1998001669A1 (en) | 1996-07-03 | 1997-07-03 | System for managing electric energy and alternator for motor vehicle |
Country Status (2)
Country | Link |
---|---|
EP (1) | EP1007841A1 (en) |
WO (1) | WO1998001669A1 (en) |
Cited By (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1069310A2 (en) * | 1999-07-12 | 2001-01-17 | Audi Ag | Drive device |
EP1405767A1 (en) * | 2002-10-02 | 2004-04-07 | Ford Global Technologies, Inc., A subsidiary of Ford Motor Company | Boardnet for a vehicle |
US7153212B1 (en) | 2002-02-01 | 2006-12-26 | Mad Catz, Inc. | Light attachment for portable electronic device |
Citations (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2440024A1 (en) * | 1978-10-25 | 1980-05-23 | Fiat Ricerche | ELECTRICITY CONTROL AND DISTRIBUTION ASSEMBLY IN A MOTOR VEHICLE |
GB2047816A (en) * | 1979-04-27 | 1980-12-03 | Luk Lamellen & Kupplungsbau | A method of and an apparatus for operating a motor vehicle with an internal combustion engine |
DE3007941A1 (en) * | 1980-03-01 | 1981-09-17 | Robert Bosch Gmbh, 7000 Stuttgart | Dual voltage supply system for vehicle - produces high charging volts for battery and constant volts for lights |
DE3044422A1 (en) * | 1980-11-26 | 1982-06-03 | Audi Nsu Auto Union Ag, 7107 Neckarsulm | MOTOR VEHICLE WITH AN INTERNAL COMBUSTION ENGINE |
GB2136224A (en) * | 1983-03-02 | 1984-09-12 | Ford Motor Co | Vehicle electrical system |
GB2149595A (en) * | 1983-11-09 | 1985-06-12 | Ford Motor Co | Vehicle electrical power supply |
GB2205009A (en) * | 1987-05-12 | 1988-11-23 | Lucas Ind Plc | Power supply for electronic systems on vehicles or vessels |
DE3743316A1 (en) * | 1987-12-21 | 1989-06-29 | Bosch Gmbh Robert | VEHICLE WIRE NETWORK SYSTEM |
EP0370468A1 (en) * | 1988-11-21 | 1990-05-30 | Hitachi, Ltd. | Electric power supply system for automobile |
DE4015701A1 (en) * | 1989-05-26 | 1990-11-29 | Volkswagen Ag | Vehicular drive with piston engine and electric machine - reduces low-speed irregularity of engine by operating machine alternately as booster motor and as brake |
WO1993007016A1 (en) * | 1991-10-11 | 1993-04-15 | Mannesmann Aktiengesellschaft | Motor vehicle and process for driving it |
-
1997
- 1997-07-03 WO PCT/FR1997/001187 patent/WO1998001669A1/en not_active Application Discontinuation
- 1997-07-03 EP EP97931854A patent/EP1007841A1/en not_active Withdrawn
Patent Citations (11)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2440024A1 (en) * | 1978-10-25 | 1980-05-23 | Fiat Ricerche | ELECTRICITY CONTROL AND DISTRIBUTION ASSEMBLY IN A MOTOR VEHICLE |
GB2047816A (en) * | 1979-04-27 | 1980-12-03 | Luk Lamellen & Kupplungsbau | A method of and an apparatus for operating a motor vehicle with an internal combustion engine |
DE3007941A1 (en) * | 1980-03-01 | 1981-09-17 | Robert Bosch Gmbh, 7000 Stuttgart | Dual voltage supply system for vehicle - produces high charging volts for battery and constant volts for lights |
DE3044422A1 (en) * | 1980-11-26 | 1982-06-03 | Audi Nsu Auto Union Ag, 7107 Neckarsulm | MOTOR VEHICLE WITH AN INTERNAL COMBUSTION ENGINE |
GB2136224A (en) * | 1983-03-02 | 1984-09-12 | Ford Motor Co | Vehicle electrical system |
GB2149595A (en) * | 1983-11-09 | 1985-06-12 | Ford Motor Co | Vehicle electrical power supply |
GB2205009A (en) * | 1987-05-12 | 1988-11-23 | Lucas Ind Plc | Power supply for electronic systems on vehicles or vessels |
DE3743316A1 (en) * | 1987-12-21 | 1989-06-29 | Bosch Gmbh Robert | VEHICLE WIRE NETWORK SYSTEM |
EP0370468A1 (en) * | 1988-11-21 | 1990-05-30 | Hitachi, Ltd. | Electric power supply system for automobile |
DE4015701A1 (en) * | 1989-05-26 | 1990-11-29 | Volkswagen Ag | Vehicular drive with piston engine and electric machine - reduces low-speed irregularity of engine by operating machine alternately as booster motor and as brake |
WO1993007016A1 (en) * | 1991-10-11 | 1993-04-15 | Mannesmann Aktiengesellschaft | Motor vehicle and process for driving it |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP1069310A2 (en) * | 1999-07-12 | 2001-01-17 | Audi Ag | Drive device |
EP1069310A3 (en) * | 1999-07-12 | 2002-11-27 | Audi Ag | Drive device |
US7153212B1 (en) | 2002-02-01 | 2006-12-26 | Mad Catz, Inc. | Light attachment for portable electronic device |
EP1405767A1 (en) * | 2002-10-02 | 2004-04-07 | Ford Global Technologies, Inc., A subsidiary of Ford Motor Company | Boardnet for a vehicle |
Also Published As
Publication number | Publication date |
---|---|
EP1007841A1 (en) | 2000-06-14 |
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