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WO2009090229A2 - Unité d'alimentation et relais - Google Patents

Unité d'alimentation et relais Download PDF

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Publication number
WO2009090229A2
WO2009090229A2 PCT/EP2009/050449 EP2009050449W WO2009090229A2 WO 2009090229 A2 WO2009090229 A2 WO 2009090229A2 EP 2009050449 W EP2009050449 W EP 2009050449W WO 2009090229 A2 WO2009090229 A2 WO 2009090229A2
Authority
WO
WIPO (PCT)
Prior art keywords
voltage
relay
supply unit
unit according
converter
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/EP2009/050449
Other languages
German (de)
English (en)
Other versions
WO2009090229A3 (fr
Inventor
Dirk Herke
Karsten Barth
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
AFL Europe GmbH
Original Assignee
AFL Europe 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 AFL Europe GmbH filed Critical AFL Europe GmbH
Publication of WO2009090229A2 publication Critical patent/WO2009090229A2/fr
Publication of WO2009090229A3 publication Critical patent/WO2009090229A3/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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
    • H02J1/00—Circuit arrangements for DC mains or DC distribution networks
    • H02J1/08—Three-wire systems; Systems having more than three wires
    • 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

Definitions

  • the invention relates to a supply unit for a stabilizable vehicle electrical system of a motor vehicle from a starter and a battery comprehensive base board network.
  • a DC / DC converter is provided according to the invention for a supply of such a stabilizable electrical system, which, supplied by the base on-board network for the stabilized electrical system, provides a constant supply voltage.
  • the stabilizable vehicle electrical system can be voltage coupled or voltage decoupled by a relay to the base vehicle network.
  • a control for operating the relay is preferably provided, which automatically operates the relay depending on the operating condition and in particular depending on the possible occurrence of a voltage dip in the base-board network.
  • control In order to ensure that the control is active when an operating state subject to voltage breakdown occurs, it is preferably provided that the control can transmit the occurrence of an operating state subject to voltage breakdown by an application signal.
  • the controller In principle, it would be conceivable to design the controller in such a way that it controls the relay when the application signal is transmitted, in order to decouple the stabilizable on-board network from the base on-board network with respect to the immediate power supply or to disconnect it completely.
  • the controller monitors the voltage in the base-board network after the application signal and controls the relay when a voltage dip occurs.
  • the relay is controlled to keep the time during which the stabilized electrical system is voltage decoupled from the base board network, as short as possible.
  • the controller monitors the voltage in the base-board network only after the application signal and controls the relay when a voltage dip occurs.
  • the controller is designed so that it monitors the voltage in the base board network during the presence of the application signal and controls the relay in the presence of the voltage dip.
  • the deployment signal can be generated in many different ways.
  • the application signal is generated by a drive signal for starting the starter of the motor vehicle.
  • a solution that is particularly easy to implement provides that the controller recognizes a voltage drop because the voltage in the base on-board network is within a range which is below a predetermined upper threshold value.
  • the controller stabilizes the stabilizable vehicle electrical system as long as the voltage in the base on-board network is in a range which is above a lower threshold.
  • the lower threshold is chosen so that the energy extraction from the base network at this lower threshold is only so high that this makes a meaningful DC / DC conversion to stabilize the stabilized electrical system possible.
  • the control of the stabilized electrical system limits the stabilization of the same by the DC / DC converter to a maximum stabilization period, which are chosen for example so can be that the DC / DC converter can be easily built and not overloaded during its service life.
  • the maximum stabilization period can be defined by the fact that the maximum stabilization period begins with the receipt of the application signal by the controller and ends after a specified period of time.
  • the relay has a switching winding provided for opening its switching contact and is therefore designed as a so-called normally closed relay.
  • Such a structure of the relay has the advantage that the switching winding is energized only when the switching contact is to be opened, that is, the stabilized electrical system is to be decoupled from the base board network or completely disconnected.
  • such a structure of the relay causes the relay without voltage supply to the stabilized electrical system voltage coupled to the base board network or connects directly and stops in this coupling and only for interrupting or switching off the voltage coupling or disconnecting the stabilized electrical system from the base board network Energizing the switching winding of the relay is required. Since vibration often occurs in a vehicle and thus the supply unit is exposed to such vibrations, for example, in poor road conditions, there is a problem in a relay whose switching winding is to be energized to open the switching contact, that the switching contacts due to the vibrations or other effects temporarily open accelerations and thus could interrupt the direct power supply of the stabilized electrical system from the base board network.
  • the relay has a contact pressure of the switching contacts in the active state, a contact pressure increasing the closed auxiliary winding and that the control activates the auxiliary winding in at least one driving state of the vehicle.
  • auxiliary winding could be activated by detecting vibrations in various ways.
  • a simple solution provides that the controller controls the auxiliary winding of the relay upon receipt of a driving state signal.
  • Such a driving condition signal can be triggered in the motor vehicle in various ways. For example, it would be conceivable to trigger the driving state signal from a certain speed of the vehicle.
  • a particularly simple solution provides that the driving state signal is triggered by switching on a motor control.
  • auxiliary winding could also be controlled by the controller due to other events.
  • a particularly simple solution provides that the controller controls the auxiliary winding of the relay only in the presence of the driving condition.
  • control unit only carries out the DC / DC converter and the switching winding during the Presence of an application signal can activate and thus in all other operating conditions of the DC / DC converter can not be used and thus inevitably in these cases always the stabilized vehicle electrical system is fed via the bridging branch of the base board network.
  • the DC / DC converter has a first voltage connection connected to the base electrical system and a second voltage connection connected to the stabilizable vehicle electrical system, to which the stabilized voltage is applied.
  • This solution has the advantage that the DC / DC converter can be activated at any time in order to provide a stable voltage in the stabilized vehicle electrical system, with the power consumption taking place, in particular, from the base electrical system.
  • a bypass branch is connected in parallel, which can be switched on or off by the relay and a control is provided with which the bridging branch can be switched off and the DC / DC converter can be activated.
  • the periods at which the DC / DC converter is operated can be reduced to the necessary minimum.
  • the controller monitors the voltage in the base on-board network and then activates the DC / DC converter when the voltage in the base on-board network is within a range which is below a predetermined threshold value.
  • the controller monitors the voltage in the base board network and the DC / DC converter is activated, as long as the voltage in the base vehicle network is in a range which is above a lower threshold. This avoids that the DC / DC converter deprives the base-board network even if its voltage is already below the lower threshold value and thus below a value at which the DC / DC converter can be meaningfully operated.
  • the controller only monitors the voltage in the base on-board network when the application signal is present, and accordingly activates the DC / DC converter and the relay.
  • a circuit variant in an alternative solution provides that the DC / DC converter between the base board network and an energy storage is effective.
  • Such a solution has the advantage that, due to the energy storage device, it can also be used to stabilize the base vehicle network in all or only selected operating states.
  • a DC / DC converter which stabilizes the stabilizable vehicle electrical system by exchanging energy with the energy store and thus does not extract any energy from the base electrical system during stabilization of the stabilizable vehicle electrical system.
  • the DC / DC converter has a ground connection and a voltage connection for connection to the base vehicle network and that the relay is arranged between the voltage connection and the base electrical system.
  • the DC / DC converter with the downstream energy storage is thus only connected via the voltage connection to the base board network and the voltage connection can be separated by the relay of the base board network, so that in the case of stabilization of the voltage in the stabilized electrical system during a voltage dip in the base board network a separation between the voltage connection and the base board network takes place and thus takes place via the voltage connection only a supply of the stabilized vehicle electrical system with a stabilized voltage recording of energy from the energy storage.
  • the invention relates to a relay for switching off or on powered by a base vehicle electrical system units, according to the invention, the relay has a switching winding, when energized, an armature moves a switching contact in an open position and the armature force, for example, when not energized by a spring force or magnetic force, is in a closed position of the switching contact and that the switching contact in the closed position by an auxiliary winding with an increased contact pressure can be acted upon.
  • the relay can be made acceleration-proof, in particular vibration-proof, since this can increase the contact pressure on the electrical switching contact and make it susceptible to acceleration.
  • the advantage of this solution is the fact that in this no excessive force to the switch contact in the direction of its closed position is required, but due to the existing auxiliary winding at any time the possibility to increase the contact pressure and thus to increase the acceleration reliability of the relay.
  • a particularly expedient solution of such a relay provides that the switching winding and the auxiliary winding are arranged in different magnetic field circuits.
  • a particularly advantageous solution provides that the switching winding and the auxiliary winding are each arranged on opposite sides of the armature of the relay.
  • the switching winding and the auxiliary winding are formed so that they act on opposite sides of the armature of the relay and thus can act differently on the armature in a very simple manner.
  • FIG. 1 is a circuit diagram of a first embodiment of a supply unit according to the invention with a relay according to the invention
  • Fig. 2 is a circuit diagram of the relay
  • Fig. 3 is a schematic representation of an embodiment of a relay according to the invention.
  • Fig. 4 is a circuit diagram of a second embodiment of a supply unit according to the invention.
  • a first exemplary embodiment of a supply unit 10 serves, starting from a base on-board network 12 of a motor vehicle comprising a battery 14 and a starter 16 for starting, for example, an internal combustion engine of the motor vehicle, which can be put into operation by a starting unit 18, a stabilized vehicle electrical system 22 to dine. If the starter 16 is put into operation by the starting unit 18, this leads in the short term to a collapse of the voltage at the battery 14 in the base on-board network 12, since the starter 16 is known to have a very high operating current.
  • the voltage originally held by the battery 14 to at least 12 volts in the base vehicle power supply 12 breaks down to a voltage in the range between 11 volts and 5.5 volts.
  • a DC / DC converter designated as a whole with 24 is provided, whose input 26 is connected to the base board network 12 and is supplied by the latter and whose output 28 to a certain voltage, for example 12 volts the DC / DC converter 24 is stabilized.
  • the DC / DC converter 24 operates with an input inductor 32, a coil with ferrite core 34 and an output inductor 36, which are arranged in series between the input 26 and the output 28. Further, between the coil with magnetizable core 34 and the Output choke 36, a diode 38 is provided, and between the coil with magnetizable core 34 and the diode 38, a tap 40, wherein between the tap 40 and ground, a switch 42, for example, formed by a MOSFET, which can be driven by a PWM drive circuit 44 , which in turn is controlled by a PWM regulator 46.
  • resistor 48 between the switch 42 and ground, in particular a shunt resistor, at which, when the switch 42 is switched on, the current through this proportional voltage drops, which is amplified by an amplifier 50 and the PWM regulator 46 is regulated supplied signal for current control results.
  • a tap 52 between the input 26 and the throttle 32, a tap 52, between the throttle 32 and the coil with ferrite core 34, a tap 54 between the diode 38 and the throttle 36, a tap 56 is provided between which and ground capacitors 62, 64 and 66 are located and also lies between the output 28 and ground, a capacitor 68, wherein all capacitors contribute 62 to 68 for smoothing the voltage waveform.
  • the activation of the DC / DC converter 24 is effected by activating the PWM regulator 46 via a controller 80, which then outputs an activation signal AS at an output 82 when the PWM regulator 46 is to be activated and thus should operate the DC / DC converter 24, wherein the DC / DC converter 24 due to the the current through the switch 42 and the voltage at the output 38 detecting PWM regulator 46 operates the switch 42 so that at the output 28 at least substantially stabilized to a value of 12 volts voltage for the stabilized electrical system 22 is present.
  • the relay 92 is designed as a normally closed relay and therefore has a switching contact 94, which is closed when Tin a switching winding 96 and thus connects the bridging branch 90. Only when the switching winding 96 is energized with a switching signal SS, generated by the controller 80 at the output 84, does the opening of the switching contact 94 take place, and thus the bridging branch 90 is switched off.
  • a switching signal SS generated by the controller 80 at the output 84
  • the controller 80 now operates so that in all cases in which an operation of the DC / DC converter 24 is not required due to a stable voltage in the base vehicle 12 of more than 11 volts, the DC / DC converter 24 is deactivated by switching off the activation signal AS and also by switching off the switching signal SS on Output 84 of the controller 80 of the bridging branch 90 is activated, since the switching contact 94 is in brinbestromen the switching winding 96 in its closed position.
  • the stabilized vehicle electrical system 22 is fed directly and thus voltage-coupled via the bridging branch 90.
  • the controller 80 receives an engine start signal MS at an input 102 from the starting unit 18, which results in monitoring of a voltage UB applied to a further input 104 the battery 14 is effected, which is possible in that the input 104 is connected via a line directly to a battery contact 106.
  • the controller 80 determines that the voltage UB of the battery 14 drops below a value of 11 volts and into a value range between 5.5 volts and 11 volts, the controller 80 on the one hand by outputting the switching signal SS at the output 84, the relay 92 is opened and thus the bridging branch 90 is switched off and at the same time it is activated by outputting the activation signal AS for the DC / DC converter 24 at the output 82, so that the supply of the stabilized on-board network 22 from the base on-board network 12 , but decoupled from this voltage via the DC / DC converter 24 takes place.
  • This supply of the stabilized vehicle electrical system 22 via the DC / DC converter 24 is maintained over a stabilization period, which normally lasts until the voltage UB has again exceeded the value of 11 volts.
  • the stabilized vehicle electrical system 22 can be operated again on the bridging branch 90 and the DC / DC converter 24 can be switched off. This is done by switching off the activation signal AS and the switching signal SS at the outputs 82 and 84.
  • a maximum stabilization period of the controller 80 is predetermined, according to which, regardless of the voltage UB and the engine start signal MS, a connection of the bridging branch 90 and a switching off of the DC / DC converter 24 takes place.
  • the maximum stabilization period is, for example, a maximum of about 10 seconds.
  • the relay 90 is exposed to the accelerations, in particular vibrations, customary in a motor vehicle. These accelerations cause the switching contact 94 can open at least partially even when not energized switching winding 96.
  • the switching contact 94 is formed by a fixed contact bracket 110 which carries a contact roller 112 and a movable contact clip 114, which in turn carries a contact roller 116, wherein the contact rollers 112 and 116, when they are directly adjacent close an electrical connection between the contact plates 110 and 114 close.
  • the movable contact clip 114 is usually movable by an armature 120 of the relay 90, which is energized to open the switching contact 94 by a winding core 122 of the switching winding 96 arranged in a magnetic field circuit 121 when the switching winding 96 is energized.
  • the movable contact clip 114 is acted upon by a spring-elastic element 124 in the direction of its closing position of the switching contact 94 so that the movable contact clip 114 is acted upon in the direction of the stationary contact clip 110 when the switching winding 94 is not energized due to the resilient element 124 and thus the contact rollers 112 and 116 abut each other and are held by the force generated by the resilient member 124 in abutment against each other.
  • the armature 120 of the relay 92 has a significant mass, it is exposed to considerable forces during acceleration of the motor vehicle, for example triggered by poor travel distances, which can thus cause a temporary opening of the switching contact 94, by the occurring due to the accelerations and the Force of the resilient element 124 counteracting forces.
  • a relay 90 in addition to the switching winding 96 still has an auxiliary winding 126, the winding core 128 is arranged in a magnetic circuit 127 and can also act on the armature 120, but in energizing the auxiliary winding 126 such that the armature 120 is pulled into its position closing the switching contact 94, and thus the contact force exerted by the spring-elastic element 124 on the contact forces 112 and 116 is amplified.
  • the auxiliary winding 126 can also be supplied with current at an output 86 by the controller 80 by means of an auxiliary winding signal HS, the controller 80 preferably generating the auxiliary winding signal HS only in a driving state of the motor vehicle and thus only activating the auxiliary winding 126, although the danger of accelerations exists, which could lead to a temporary release of the electrical switch contact 94.
  • the controller 80 detects an input 106, a driving state signal FS, which can be generated for example by an engine management of the motor vehicle when the vehicle has exceeded a certain minimum speed.
  • the easiest way to generate a driving state signal FS is, however, that an operating state of the vehicle engine or an operability thereof is monitored, that is, then the driving state signal FS is generated when a motor control is in an active state.
  • the controller 80 is no longer the auxiliary winding signal HS, so that no electric power flows into the auxiliary winding 126 and the electrical switching contact 94 only by the contact force of the resilient element 124th held in its closed position.
  • the base on-board network 12' is designed in the same way as in the first exemplary embodiment, ie it is powered by the battery 14 and comprises at least the starter unit 18 and the starter 16 and for example, other, from the base board network 12 'supplied consumers.
  • the base board network 12 ' is connected to the input 26' of the DC / DC converter 24 'via the relay 92', which is designed as a normally closed relay, to whose output 28 a high-capacitance capacitor unit 140 is connected, which serves for energy storage and by the DC / DC converter 24 'is either charged or discharged.
  • the DC / DC converter 24 ' is designed as a bidirectional DC / DC converter and comprises in addition to the coil 34 instead of the diode 38 connected to the coil 34 to the output 28 in series switch 138 and a lying between the tap 40 and ground switch 142 so that the DC / DC converter 24 'can be used as a bidirectional converter, wherein the voltage at the input 26' and the voltage at the output 28 'by the duty cycle of the switches 138 and 142 controlled by a controller 146 can be set.
  • Such a bidirectional DC / DC converter is described, for example, in the book by Ulrich Schlienz entitled “Switching Power Supplies and Their Periphery” ISBN 3-528-13935-8 on pages 35-38.
  • the energy extraction and the power supply is limited by the performance of the capacitor unit 140, so that in the base board network 12 'while driving operational voltage fluctuations can be compensated, but, for example, no voltage dip, which is generated by the starting of the starter sixteenth
  • the stabilized vehicle electrical system 22 is therefore connected to the input 26 'of the bidirectional DC / DC converter 24' and the input 26 'can be disconnected from the base on-board network 12' by the relay 92 'lying between the latter and the base on-board network 12' in the event of serious voltage drops.
  • the relay 92 ' By opening the relay 92 'is thus possible to disconnect in a voltage dip in the base board network 12, for example, caused by the start of the starter 16, the base board network 12' from the input 26 ', so that the DC / DC converter 24' has the opportunity with the stored energy in the capacitor unit 140, the voltage in the stabilized electrical system 22, which is connected to the input 26 to maintain, however, in contrast to the first embodiment not by the fact that energy is still taken from the base board 12 ', but merely in that energy is removed from the capacitor unit 140 in order to operate the stabilized vehicle electrical system 22.
  • the controller 80' For driving the relay 92 ', in the same way as in the first embodiment, the controller 80' is provided, which has an input 102 for the engine start signal MS, an input 104 for, the voltage UB and an input 108 for the driving state signal FS.
  • controller 80 'at the outputs 84 and 86 generates the switching signal SS for driving the switching winding 96 of the relay 92 and at the output 86, the auxiliary winding signal HS for controlling the auxiliary winding 126 of the relay 92'.
  • the controller 80 works in principle exactly as described in the first embodiment, that is, when applied to the engine start signal MS, the voltage UB is monitored at the battery 14 and upon occurrence of a voltage dip by starting the starter 16, the switching contact 94 of the relay 92' opened, by generating the switching signal SS at the output 94 and thus energizing the switching winding 96th
  • such a bidirectional DC-DC converter 24 ' is designed so that it automatically maintains the predetermined voltage at the input 26' when opening the switching contact 94 at the input 26 'by removing energy from the capacitor unit 140, so that it is not necessary the controller 80 'generates an activation signal AS for the controller 146 at the output 82.
  • the capacitor unit 140 is dimensioned so that its energy is sufficient to maintain the stabilized voltage in the stabilizable electrical system 22 'during the voltage drop caused by the starter 16, so that during this time the stabilizable vehicle electrical system 22' through the open switching contact 94 completely from the base board network 12 'can be separated.
  • the control 80' closes the switching contact 94 by interrupting the switching signal SS.
  • the switching contact 94 assisted by the auxiliary winding 126 with increased contact force can be kept closed in the same manner as in the first embodiment by the auxiliary winding signal HS output from the controller 80 'which is in the presence of the running state signal FS from the controller 80 ', in the same manner as described in connection with the first embodiment, is generated.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Dc-Dc Converters (AREA)
  • Direct Current Feeding And Distribution (AREA)

Abstract

L'invention concerne une unité d'alimentation pour un réseau de bord de véhicule, pouvant être stabilisé par rapport à un réseau de bord de base comportant un démarreur et une batterie du véhicule. L'unité d'alimentation comprend un convertisseur continu-continu fournissant une tension d'alimentation constante au réseau de bord stabilisable en cas de chutes de tension du réseau de bord de base, le convertisseur présentant une consommation d'énergie non-négligeable. L'invention vise à améliorer une telle unité d'alimentation de telle manière que le réseau de bord stabilisable ne requiert pas une alimentation continue au moyen du convertisseur continu-continu. A cet effet, le réseau de bord stabilisable peut être couplé en tension au réseau de bord de base, ou découplé de celui-ci, au moyen d'un relais.
PCT/EP2009/050449 2008-01-18 2009-01-15 Unité d'alimentation et relais Ceased WO2009090229A2 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102008005847.5 2008-01-18
DE102008005847A DE102008005847A1 (de) 2008-01-18 2008-01-18 Versorgungseinheit und Relais

Publications (2)

Publication Number Publication Date
WO2009090229A2 true WO2009090229A2 (fr) 2009-07-23
WO2009090229A3 WO2009090229A3 (fr) 2010-05-06

Family

ID=40679347

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2009/050449 Ceased WO2009090229A2 (fr) 2008-01-18 2009-01-15 Unité d'alimentation et relais

Country Status (2)

Country Link
DE (1) DE102008005847A1 (fr)
WO (1) WO2009090229A2 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102470810A (zh) * 2009-07-31 2012-05-23 罗伯特·博世有限公司 用于车载电网的线路装置
WO2014056663A1 (fr) * 2012-10-12 2014-04-17 Continental Automotive Gmbh Réseau de bord et procédé permettant de faire fonctionner un réseau de bord

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Publication number Priority date Publication date Assignee Title
FR2986381B1 (fr) * 2012-01-26 2015-02-13 Peugeot Citroen Automobiles Sa Procede de gestion de l'energie electrique d'une architecture electrique d'un vehicule automobile et vehicule automobile mettant en œuvre un tel procede
DE102023212173A1 (de) * 2023-12-04 2025-06-05 Robert Bosch Gesellschaft mit beschränkter Haftung Schaltungsanordnung zur zusätzlichen Spannungsversorgung in einem Bordnetz

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US2516304A (en) * 1947-05-14 1950-07-25 Bendix Aviat Corp Engine starter control switch
AT184237B (de) * 1953-10-20 1955-12-27 Uher & Co Ges Fuer Appbau Drehspulrelais zur Schaltung von Stromkreisen bei geringen Erregerströmen, insbesondere zur Anwendung in Brückenschaltungen
DE1044256B (de) * 1955-08-27 1958-11-20 Siemens Ag Steuerbare Trockengleichrichteranordnung
US2885606A (en) * 1956-10-19 1959-05-05 Warner W Clements Impulse type electromotive device
DE1108325B (de) * 1958-07-09 1961-06-08 Licentia Gmbh Drehspulrelais mit Kontaktdruckverstaerkung
DE19915973C1 (de) * 1999-04-09 2000-11-16 Audi Ag Verfahren zur Regelung der Bordnetzspannung eines Kraftfahrzeugs
DE102004036814B4 (de) * 2004-07-29 2006-06-01 Siemens Ag Vorrichtung zur Versorgung einer Kraftstoffpumpe einer Brennkraftmaschine eines Kraftfahrzeuges mit elektrischem Strom

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102470810A (zh) * 2009-07-31 2012-05-23 罗伯特·博世有限公司 用于车载电网的线路装置
CN102470810B (zh) * 2009-07-31 2014-10-22 罗伯特·博世有限公司 用于车载电网的线路装置以及运行方法
US9150170B2 (en) 2009-07-31 2015-10-06 Robert Bosch Gmbh Circuit system for redistribution of electrical energy in a vehicle
WO2014056663A1 (fr) * 2012-10-12 2014-04-17 Continental Automotive Gmbh Réseau de bord et procédé permettant de faire fonctionner un réseau de bord

Also Published As

Publication number Publication date
DE102008005847A1 (de) 2009-08-13
WO2009090229A3 (fr) 2010-05-06

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