• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method and an apparatus for detecting a malfunction of at least one active switching element (41a-41f) of an active bridge rectifier (40) of a motor vehicle edge network (10) which transforms a a certain number of alternating voltages (u (u), u (v), u (w)) in a DC voltage (u (b +)). The voltage curves of at least one of the AC voltages (u (u), u (v), u (w)) and the DC voltage (u (b +)) are entered, and on the basis of the comparison of maxima and / or minima of one or more voltage curves to one another and / or to a predefined value, the existence of a defect in the operation of at least one of the elements of active switching (41a-41f).
    公开号:FR3014263A1
    申请号:FR1461770
    申请日:2014-12-02
    公开日:2015-06-05
    发明作者:Ralf Herbig；Peter Nnamdi Kohn
    申请人:Robert Bosch GmbH；
    IPC主号:
    专利说明:

    [0001] Field of the Invention The present invention relates to a method for detecting a malfunction of an active switching element of an active bridge rectifier of an automotive vehicle edge network which transforms a number of alternating voltages in a DC voltage; according to the method, the voltage curves of at least one of the AC voltages and the DC voltage are entered. The invention also relates to a control installation for implementing such a method and to a vehicle edge network equipped with an active bridge rectifier and such a control installation. Finally, the invention applies to a computer program for such a control installation and to a machine-readable memory medium comprising such a computer program. STATE OF THE ART The supply of dc systems from three-phase systems, for example on-board motor vehicle networks (also called "on-board networks") by alternators uses different types of rectifiers. In motor vehicle control systems, for normally used three, four or five-phase alternators, six, eight or ten pulse bridge rectifiers are used. But the invention also applies to bridge rectifiers for any other number of phases.
    [0002] To simplify the description, it will be discussed below a generator that is an electric machine operating both as a generator and as an engine such as for example a starter-generator. Usually, automotive vehicle control systems use passive rectifiers. The rectifiers are called "passive" because their respective half-bridges have passive rectifying elements such as for example Zener diodes. The switching state of such rectifying elements is defined exclusively by the voltage applied to them so that they can not be controlled.
    [0003] As described for example in DE 10 2009 046 955 A1, it would be desirable to use active rectifier bridges, that is to say controlled in motor vehicles. This is particularly interesting because, in contrast to the passive-bridge, i.e., non-controlled, bridge rectifiers, active bridge rectifiers have less power losses in normal operation. Active bridge rectifiers include active switching elements as rectifying elements such as MOSFET components. These components are always controlled at the moment when usual passive rectifiers, that is to say the diodes become conductive. This is described in more detail with reference to FIG. 1. Generally, in active bridge rectifiers, the "high side" switching elements are always switched to the conductive state for the generator phase which is a half-wave. positive wave. Correspondingly, the "low side" switching elements are always conductive when the corresponding generator phase is a negative half-wave. There is no simultaneous control of the switching elements on the high and low side of a half bridge. When the active bridge rectifier switching elements can no longer be controlled, the rectifying is done by the reverse diodes of the switching elements, but as the through voltages have increased, these switching elements will, however, produce higher temperatures in the bridge rectifier. In addition, the yield decreases. As a result, an active bridge rectifier must not operate in a corresponding state for an unlimited period of time. OBJECT OF THE INVENTION The object of the present invention is to develop appropriate means for such situations, making it possible to detect malfunctions of switching elements of active rectifiers fitted to motor vehicle control systems.35 Description and advantages of To this end, the object of the invention is a method for detecting a malfunction of at least one active switching element of an active bridge rectifier of an automotive vehicle network. which transforms a number of alternating voltages into a DC voltage; according to the method, the voltage curves of at least one of the AC voltages and the DC voltage are entered. This method is characterized in that on the basis of the comparison of maxima and / or minima of one or more voltage curves with each other and / or with respect to a predefined value, the existence of a fault in the operation of at least one of the active switching elements. Thus, the invention develops a method for detecting a malfunction of at least one active switching element of an active bridge rectifier of an automotive vehicle edge network. A "malfunction" of an active switching element is a fault that results from a malfunction of the active switching element itself, for example delamination, a through alloy or the like, but also a defect resulting from a faulty command, for example the cutting of the command line. In both cases, the effects are the same as long as the active switching element is globally faulty. As described above, the active switching elements have inverse diodes by which, in the event of a failure of the control or of the control possibility, there is a direction of passive rectification as that of the usual rectifiers with passive diodes. As described, this increases power losses, releases heat, and decreases efficiency. This corresponds to a malfunction of such an active switching element.
    [0004] As is known, the bridge rectifiers transform a number of alternating voltages applied to the corresponding phase terminals into a DC voltage at the DC voltage terminals. The phase terminals are connected to the respective stator windings or to the stator connection points of a generator and through which the DC voltage terminals supply the vehicle's vehicle network. The usual generators have a voltage regulation that uses the vehicle's on-board voltage, that is the voltage applied as control variable to the DC voltage connection terminals of the rectifier. Generator regulators thus already have the means to exploit the corresponding voltages. In addition, such regulators of generators or other appropriate control installations of an automotive vehicle onboard network have means for exploiting the voltage applied to at least one of the phase terminals, for example to define the speed of rotation of the generator. The invention provides for determining a malfunction of at least one active switching element based on the comparison of maxima and / or minima of one or more voltage curves entered, compared with each other and / or compared to a predefined value. As is generally known, the voltages or voltage curves appearing on the phase terminals correspond to AC voltages. The DC voltage thus generated or the corresponding voltage curve for such a rectifier has a certain undulation. The periodic maxima of the corrugated voltage curve can be determined. Their periods correspond to those of the voltages or voltage curves applied to the phase terminals are thus correlated with the speed of rotation of the generator. The maxima are for example above a predefined threshold. The same remark also applies to the minima of such voltage curves which are for example below a predefined threshold. The maxima of the corresponding voltage curve will hereinafter be called "voltage bumps". Particularly in cases where only a portion of the active switching elements of a rectifier branch of the active bridge rectifier are affected by a fault, there are asymmetry effects resulting in significant differences between the maximums of voltage curve for the rectified voltage, evoked. This can detect the malfunction of at least one active switching element if the maxima of the DC voltage curve differ by more than a predefined value. If all the active switching elements of an upper branch of the active bridge rectifier are concerned, such asymmetry effects do not reverberate in the DC voltage curve. In such a case, the operating fault of at least one active switching element is found in that the maxima of at least one voltage curve for one of the alternating voltages differ by more than a predefined value of the maxima. of the DC voltage curve. The asymmetry effects also occur less if all the active switching elements of a lower branch of the active bridge rectifier are affected by the fault. In this case, the fault is determined in that at least a minimum of at least one voltage curve of one of the AC voltages or phase voltages is below a predefined value. The invention is based in particular on the exploitation of the effects resulting from the passage of current in the inverse diodes of the active switching elements of a rectifier. It is based in particular on the observation of the weak influence of temperature and current on the crossing voltages of the reverse diodes as compared to the voltage drop across the resistors of the paths (i.e. when the corresponding switching element is conductive). The exploitation of maxima is therefore a good criterion for the diagnosis of operation. The invention notably makes it possible to detect the failure of the active rectifier and to signal this failure to the main control device. This one can inform the driver appropriately. If the failure is ignored, the limit temperature of the semiconductors used may be exceeded for certain operating points of the vehicle. This may cause the rectifier to fail completely and cause the vehicle to stop. Thus, according to a development of the invention, from the determination of the existence of a malfunction of at least one active switching element, the load of the rectifier is reduced in active bridge for example it avoids the corresponding operating points of the vehicle. The invention is particularly suitable for control at the output of the production line. The invention also relates to a control installation and a vehicle edge network applying the defect detection method described above and enjoying the advantages of the method. The calculation unit according to the invention, for example the control installation of an active bridge rectifier of a vehicle on-board network, is especially designed in programming technique for applying the method. The implementation of the method in the form of a program is advantageous because this implementation causes a particularly low cost especially if the control device already exists and is used for other functions. Suitable data carriers for receiving the computer program include floppy disks, hard disks, flash memories, EEPROMs, CD-ROMs, DVDs, and the like. The program can also be downloaded via a computer network (Internet, Intranet).
    [0005] Drawings The present invention will be described in more detail below with the aid of examples of methods for detecting a malfunction of an active switching element of an active bridge rectifier shown in the accompanying drawings in FIG. the same elements or similar elements bear the same references, the description of which will not necessarily be repeated. Thus: FIG. 1 is a diagram of an automotive vehicle onboard network comprising a generator and a bridge rectifier, the assembly being partially represented; FIG. 2 shows the voltage curves of an assembly comprising a generator; and an undisturbed bridge rectifier in the form of diagrams; FIG. 3 shows the voltage curves of mounting a faulty bridge generator and rectifier in the form of diagrams; FIG. voltage curves of the assembly of a generator and a defective bridge rectifier, in the form of diagrams, - figure 5 shows the voltage curves of the assembly of a generator and a defective bridge rectifier, In the form of diagrams, - Figure 6 shows the voltage curves of the assembly of a generator and a defective bridge rectifier, in the form of diagrams, - Figure 7 shows the voltage curves of the assembly of a generator and a bridge rectifier In the form of diagrams, FIG. 8 shows an advantageous measurement time according to a preferred embodiment of the invention. DESCRIPTION OF EMBODIMENTS OF THE INVENTION FIG. 1 shows an assembly comprising a generator 20, 30, a bridge rectifier 40 and a control installation 50 of an example of a three-phase system shown diagrammatically. The assembly is part of an automotive vehicle network 10, which is only partially presented. The generator 20, 30 comprises a generator regulator 20 with terminals 21a, 21b, 21c, an excitation coil 22 and a communication line COM, as well as a stator 30 with three stator windings 32 connected to each other. they follow a triangle assembly at three connection points 31a, 3b, 31c. The bridge rectifier 40 shown in FIG. 1 is a six-pulse bridge rectifier 40 for rectifying the alternating current of the three-phase generator 20, 30. Likewise, for example, a generator 20 may also be used. , Four, five, six or seven phases and a bridge rectifier 40 suitably adapted with eight, ten, twelve or fourteen pulses.
    [0006] The bridge rectifier 40 comprises three half-bridges bearing the references A, B, C respectively connected by their median tap to the generator phases or to the corresponding phase terminals U, V, W. The generator phases U, V, W are connected respectively by the connection points 31a, 3b, 31c to the stator 30 or to the stator windings 32. The half-bridges A, B, C are connected at each end to DC voltage terminals. One of the terminals bears the reference B +. This is for example the positive pole of the battery and / or the corresponding power line of a vehicle edge network 10. The other terminal (often designated by the reference (B-) can be connected to The half-bridges A, B, C each have active switching elements 41a-41f.These elements are part of the upper branch H (upper side) and the lower branch L (lower side). bridges A, B, C. The switching elements 41a-41f are, for example, MOSFET components and each have a reverse diode (unreferenced) .This appears when a positive half-wave is applied to the U phases. , V, W a current flows through the high-side switching elements 41a-41c (exiting the generator 20, 30) and when a negative half-wave is applied, a current flows through the low-side switching elements. 41a-41c (current entering the generator 20, 30) .This requires a corresponding potential drop This is higher than the diode voltage, but this results in losses that reduce the efficiency and the movement of the temperature. The phase terminals U, V, W can also be actively controlled by the appropriate control of the switching elements 41a-41f all the time. Thus, by applying a half-wave to the U, V, W phases, the high-side switching element 41a-41c is controlled and by applying a negative half-wave, the low-side switching element 41d-41f is controlled. and (in parallel with the reverse diodes) which respectively goes to the conductive state. This reduces the losses. The switching elements 41a-41f are controlled by the respective gate terminals (these terminals are not referenced) by the control system 50 and control lines (not shown). A common control installation 50 is provided for all the half-bridges A, B, C. As a variant, it is also possible to have an individual control installation for each half-bridge A, B, C. In the latter case, it is distributed all functions in any way between the different control installations and a common control installation 50. The normal operating mode of the device presented above consists in controlling the switching elements 41a-41f so that applied voltage signals at the phase terminals U, V, W are controlled according to the algebraic sign, alternately to the DC voltage terminals B + and GND. Particular modes are also possible for example the load break, but these particular modes are not the subject of the present invention.
    [0007] The voltages between the phase terminals U, V, W and the ground GND are designated in the context of the present description by u (u), u (v), u (w). The voltage between the B + terminal and the ground GND (that is to say between the DC voltage terminals of the rectifier 40) bears the reference u (b +).
    [0008] The generator regulator 20 provides an output voltage by the illustrated arrangement. The generator regulator 20 is supplied by the terminal 21a with the voltage of the terminal B +, u (b +) and uses this voltage. The voltage u (b +) used as control variable is permanently controlled by a set voltage.
    [0009] Current generator regulators 20 are typically in the form of integrated circuits with power electronics. The communication interface 23 is connected by the COM communication terminal already indicated and makes it possible to exchange information, for example with the control installation 50. The generator regulator 20 uses the signal of at least one phase terminals U, V, W to thereby determine the speed of rotation of the generator 20, 30. For this purpose in the assembly of FIG. 1, the generator regulator 20 is connected for this purpose to the terminal 21b of the phase V and thus exploits the voltage u (v).
    [0010] FIGS. 2-7 show the voltages u (u), u (v), u (w) of the phase terminals U, V, W, represented in volts V on the ordinates, as a function of the time ms on the abscissa, in the form diagrams of voltage curves (diagrams 2A-7A, 2B-7B, 2C-7C). FIGS. 2 to 7 show the voltage u (b +) applied to the terminal B + represented in volts V on the ordinate, as a function of the time represented in ms on the abscissa axis (2D-7D diagrams). The corresponding voltage curves are shown in FIGS. 1 to 6 and 7 only above a value of 12V.
    [0011] The rotating magnetic field generated by the excitation winding 22 (see FIG. 1) generates an alternating voltage in each of the three windings 32 of the stator 30. The alternating voltages at the terminals 31a-31c, which represent, at the same time, the voltages The full-wave rectification of the phases produces the addition of the positive and negative half-wave envelope curves giving a generator voltage to the phase terminals UW are rectified by the switching elements 41a-41f of the rectifier 40. slightly corrugated waveform in the form of the voltage u (b +) of the 2D-7D diagrams. Figure 2 shows the active rectification of all switching elements 41a-41f. In other words, FIG. 2 shows the voltage curves in an assembly like that of FIG. 1 and for which all the switching elements 41a-41f are intact and controlled correctly. If the voltages at phase terminals U (31a), V (3 lb) and W (31c) are measured with respect to ground GND, diagrams 2A-2C are obtained with the voltage curves u (u), u (v), u (w). The phase voltage u (v) is typically operated by the generator controller 20 as shown in FIG. 1 to determine the rotational speed of the generator. The voltage differences between the phase terminals V (3 lb) and the generator voltage u (b +) or phase terminal V (3 lb) and the ground terminal U (GND) correspond to the voltage drop across the earth. 4-lb rectifier-upper element or the rectifier-lower element 41e, ie the V-phase: Au (V +) = u (V) - u (b +) or Au (V-) = u (GND) - u (V) As indicated, the voltage u (b +) (2D diagram) resulting from the addition of the half-waves has a certain undulation. The maxima of this corrugated voltage u (b +) will hereinafter be called "voltage humps" or simply "bumps".
    [0012] In the symmetrical arrangement, i.e. in the symmetrical generator 20, 30 and the intact rectifier 40, the maxima or bumps are at the same voltage level. The different lines and connections between the stator 30 and the rectifier 40 which differ slightly give slight differences hereinafter called "asymmetries". The maximum height of the bumps of the voltage u (b +) is denoted u (b + max) in FIGS. 2-7 and the minimum bumps have the reference u (b + min). In Figure 2 we have designated the differences here u (b + max) - u (b + min) as minimum differences; the quantities Au (b + max) and Au (b + min) explain the voltage drops between respective rectifying elements in the figures. FIG. 3 shows the effects of a control fault of the switching element 41d (see FIG. 1), that is to say in the low-side switching element of the half-bridge A or in this switching element. 41d himself. The switching element 41d is no longer switched to the conductive active state so that the current flows only through the reverse diode of this switching element 41d. This concerns the recovery of the voltage u (u) applied to the phase terminal U (3 la). The increase of this voltage drop by the reverse diode of the element of the switching element 41d reduces the voltage bumps u (b +) applied to the terminal b + when the switching elements are high. 41b, 41c are connected to the phase terminals VW. The resulting difference between the values of u (b + max) and u (b + min) indicated in the figures by u (b + max) - u (b + min) can be used to diagnose such a defect. The difference is significantly greater than that in an intact rectifier as has been described with reference to Fig. 2. Fig. 4 correspondingly shows a fault in the high-side switching element 41a or its control. This directly concerns again only the phase terminal U (31a).
    [0013] We arrive at a rectification by the reverse diode in the high-side switching element 41a. By increasing the voltage drop on this reverse diode, the bumps in the voltage U (b +) applied to the b + terminal are reduced when the low-side switching elements 41e, 41f connected to the phase terminals V, W are conducting. Again, the corresponding difference [u (b + max) - u (b + min)] can be used for fault diagnosis. Fig. 5 shows the effects of faults in both the high-side switching element 41a and the low-side switching element 41d, i.e. for a corresponding control. This concerns directly only the phase terminal U (31a). The rectification is done by the inverse diode of the switching elements 41a and 41d. We then have the value u (b + max) for the voltage u (b +) when the phase terminal U (31a) is no longer concerned. In all other cases, the bumps of the voltage U (b +) decrease, as described above. There is thus always a significant difference between u (b + max) and u (b + min) which can be used for diagnosis as already described above. Figure 6 shows the effects of faults in all low side switching elements 41d, 41e, 41f, i.e. for appropriate control. This concerns the phase terminals U (31a), V (31b) and W (31c). In all cases, the rectifying diode rectification of the switching elements 41d, 41e, 41f is used. As it appears, there is no longer any difference between the values of u (b + max) and u (b + min) because the effects indicated do not generate asymmetry in the rectifier 40. In this case, it is possible to however, exploit the negative voltage difference of [u (u) - u (GND)], [u (v) - u (GND)] or [u (w) - u (GND)]. Advantageously, as shown in FIG. 1, the phase terminal V is used (see the regulator terminal 2 lb of the generator regulator 20). In this case, a larger voltage drop is detected for such a failure. Figure 7 shows the faults in all high-side switching elements 41a, 4b, 41c or in the associated control. In this case, the failure is symmetrical, so that there is no difference between u (b + max) and u (b + min) or at least the differences lie in the range shown in FIG. Nevertheless, in this case of fault where it is possible to make a diagnosis, as is explained, for example by exploiting the maximum difference in voltage between the voltages u (u) and u (b +) or u ( v) and u (b +) or u (w) and u (b +). In this case, the phase related to the generator regulators (see FIG. 1, phase V) is advantageously used for diagnosis. The switching of the generator 20, 30 changes the signal u (b +) as a function of its rotational speed. The influence of switching is, however, low in a range of rotational speeds below about 6000 rpm. For higher generator rotational speeds, the signal u (b +) can be filtered, if necessary, by means of a low-pass filter. The operation of the signal voltage u (b +) is preferably in the middle of a hump as shown in FIG. 8 (this figure essentially corresponds to the 2D-7D diagrams of FIGS. 2-7). The corresponding measurement time is TM.20 NOMENCLATURE OF THE MAIN COMPONENTS 10 Vehicle control panel 20 Generator controller 21a, 2 lb, 21c Connection terminals 22 Excitation coil 23 Communication interface 30 Generator 31a, 3 lb, 31c Connection point (s) for delta mounting 32 Stator winding 40 Bridge rectifier 41a-41f Switching element (s) 50 Control unit A, B, C Half bridge (s) COM Communication line GND Ground H Top Side L Bottom Side U, V, W Terminal (s) phase, phases20
    权利要求:
    Claims (4)
    [0001]
    CLAIMS 1 °) A method for detecting a malfunction of at least one active switching element (41a-41f) of an active bridge rectifier (40) of a motor vehicle edge network (10) which transforms a number of alternating voltages (u (u), u (v), u (w)) in a DC voltage (u (b +)), in which the voltage curves of at least one of the voltages are recorded. alternatives (u (u), u (v), u (w)) and the DC voltage (u (b +)), characterized in that on the basis of the comparison of maxima and / or minima of one or several voltage curves and / or with respect to a predefined value, it is determined the existence of a fault in the operation of at least one of the active switching elements (41a-41f).
    [0002]
    Method according to Claim 1, characterized in that the malfunction of at least one of the active switching elements (41a-41f) is detected, if maxima in the voltage curve differ from the voltage continuous (u (b +)) more than one predefined value.
    [0003]
    Method according to Claim 1, characterized in that the malfunction of at least one active switching element (41a-41f) is detected, if the maxima of at least one voltage curve of the one of the alternating voltages (u (u), u (v), u (w)) differ by more than a predefined maximum value of the DC voltage curve (u (b +)).
    [0004]
    Method according to Claim 1, characterized in that the malfunction of at least one of the active switching elements (41a-41f) is determined if at least a minimum of at least one voltage curve of one of the alternating voltages (u (u), u (v), u (w)) is less than a predefined value.355 °) A method according to claim 1, characterized in that a defect of the one of the active switching elements (41a-41f) or part thereof of a rectifier branch (L) of the active bridge rectifier (40) according to claim 2, a fault in all the switching elements active elements (41d-41f) of an upper bridge rectifier branch (L) of the active bridge rectifier (40) according to claim 3 and / or a fault of all the active switching elements (41a-41d) of a lower branch rectifier (H) of the active bridge rectifier (40) according to claim 4. 6 °) Method according to claim 1, characterized in that On the basis of the determination of the existence of a malfunction of at least one active switching element (41a-41f), the load of the active bridge rectifier (40) is reduced. Method according to Claim 1, characterized in that a fault signal is issued on the basis of the determination indicating a malfunction of at least one active switching element (41a-41f). 8 °) Method according to claim 1, characterized in that it is applied to the control of the active bridge rectifier (40) at the time of its manufacture. 9 °) control installation (50) applying a detection method according to one of claims 1 to 8, a malfunction of at least one active switching element (41a-41f) of a bridge rectifier active device (40) of an automotive vehicle onboard network (10) which transforms a certain number of alternating voltages (u (u), u (v), u (w)) into a DC voltage (u (b +)) , according to which the voltage curves of at least one of the alternating voltages (u (u), u (v), u (w)) and the DC voltage (u (b +)) are taken, and which on the basis of of the comparison of maxima and / or minima of one or more voltage curves with each other and / or with respect to a predefined value, determines the existence of a defect in the operation of at least one of the active switching elements (41 a-41f). 10 °) vehicle edge network comprising an active bridge rectifier (40) and a control installation (50) according to claim 9 for carrying out a method according to any one of claims 1 to 8 11 °) computer program for a control installation (50) for applying a method according to one of claims 1 to 8 by the control installation (50) in particular according to claim 9 and memory support readable by a machine comprising such a computer program.
    类似技术:
    公开号 | 公开日 | 专利标题
    FR3014263A1|2015-06-05|METHOD FOR DETECTING A FAULT IN THE OPERATION OF AN ACTIVE SWITCHING ELEMENT OF A RECTIFIER ON THE MOTOR VEHICLE INLAND NETWORK BRIDGE
    EP1632019B1|2010-10-20|Pulse width modulation control circuit for multi-mode electrical machine and multimode electrical machine provided with such a control circuit
    FR2778799A1|1999-11-19|STEERING SYSTEM FOR A PERMANENTLY EXCITED ELECTRIC MOTOR WITH AT LEAST ONE PHASE
    FR2894735A1|2007-06-15|SYNCHRONOUS MOTOR GENERATOR WITH FIELD WINDING
    FR3001039A1|2014-07-18|METHOD FOR DETECTING AN ELECTRICAL FAULT IN A GENERATOR DEVICE AND MEANS FOR ITS IMPLEMENTATION
    FR2979041A1|2013-02-15|METHOD FOR AVOIDING OVERVOLTAGES OF AN ONBOARD NETWORK OF A MOTOR VEHICLE
    FR2996075A1|2014-03-28|METHOD FOR DETERMINING THE PHASE CURRENTS OF AN ELECTRIC MACHINE WITH A RECTIFIER
    EP2707945A1|2014-03-19|Method of controlling a rotating electric machine, control system and rotating electric machine corresponding thereto
    FR2977220A1|2013-01-04|METHOD FOR MANAGING AN INTERNAL COMBUSTION ENGINE COUPLED WITH AN ELECTRIC MACHINE IN A MOTOR VEHICLE
    EP1847839B1|2012-04-04|Method of screening a resistive short-circuit, system, module and recording medium for this method
    FR3004031A1|2014-10-03|REGULATING DEVICE FOR A VEHICLE ENGINE-GENERATOR AND METHOD OF CONTROLLING THE SAME
    EP2091772B1|2014-06-25|Method and device for signaling an abnormal functioning of an electronic power system in a multiple-phase alternator
    EP2400659A1|2011-12-28|Electric device comprising an alternating current electric motor and a control inverter and a method for measuring the electromotive force of this device
    EP2311182B1|2019-10-30|Method for controlling a rotating electric machine, particularly an alternator
    FR2988854A1|2013-10-04|CIRCUIT AND METHOD FOR MONITORING A POTENTIAL SEPARATION
    EP3095171B1|2018-04-18|Method to control an electronic power module operable as a synchronous rectifier, corresponding control module and rotating electrical machine of an electrical vehicle comprising said control module
    FR2959073A1|2011-10-21|ELECTRIC POWER CONVERTER FOR VEHICLE
    WO2015015117A1|2015-02-05|Method and device for controlling an alternator-starter of a motor vehicle, and corresponding alternator-starter
    FR2945685A1|2010-11-19|POWER CONVERTER FOR VEHICLE
    EP3361623B1|2021-03-31|Alternator starter, associated motor vehicle and control method
    WO2015015115A1|2015-02-05|System for managing a supply voltage of an onboard electrical network of a motor vehicle
    WO2017037356A1|2017-03-09|Use of a control system of a polyphase rotary electric machine comprising phase short-circuit means, and use of the corresponding rotary electric machine
    FR2745963A1|1997-09-12|GENERATOR INSTALLATION FOR INTERNAL COMBUSTION ENGINE
    FR3077446A1|2019-08-02|METHOD OF ESTIMATING A CONTINUOUS CURRENT GENERATED BY A ROTATING ELECTRIC MACHINE
    EP3369168B1|2021-11-17|Method and device for controlling an excited polyphase electrical synchronous rotary machine, and corresponding motor vehicle starter-alternator
    同族专利:
    公开号 | 公开日
    CN104682682A|2015-06-03|
    CN104682682B|2019-12-03|
    FR3014263B1|2018-07-27|
    DE102013224756A1|2015-06-03|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US20070189675A1|2005-03-16|2007-08-16|Mitsubishi Electric Corporation|Power conversion apparatus|
    DE102010000712A1|2010-01-07|2011-07-14|Robert Bosch GmbH, 70469|Active rectifier self-check performing method for claw pole generators of motor vehicle, involves drawing phases to certain potential by actuation of switches, and determining phases to detect mistake in rectifier by measuring phase voltage|
    JP3374543B2|1994-08-24|2003-02-04|株式会社デンソー|Control device for vehicle alternator|
    US6734654B2|1998-10-26|2004-05-11|Robert Bosch Gmbh|Method of regulating a generator, especially a claw pole generator of an on-board vehicle electrical system|
    DE102004028213A1|2004-06-09|2005-12-29|Robert Bosch Gmbh|Generator controller with diagnostic function for semiconductor components|
    US7919949B2|2007-05-17|2011-04-05|GM Global Technology Operations LLC|High efficiency generator|
    CH708168B1|2007-10-02|2014-12-31|Woodward Ids Switzerland Gmbh|Inverter assembly|
    DE102009045489A1|2009-10-08|2011-04-21|Robert Bosch Gmbh|Method for monitoring rectifier of alternate current generator for motor vehicle, involves carrying out counter measure during occurrence of malfunction in one of switches in branch by other switch|
    DE102009046955A1|2009-11-23|2011-05-26|Robert Bosch Gmbh|Avoidance of load shedding overvoltages in synchronous rectifiers|DE102016201127A1|2016-01-27|2017-07-27|Robert Bosch Gmbh|Method for detecting a fault in a generator unit|
    DE102016220235A1|2016-10-17|2018-04-19|Seg Automotive Germany Gmbh|Detecting a fault in a generator unit|
    DE102017204159A1|2017-03-14|2018-09-20|Robert Bosch Gmbh|Method for detecting a mode of operation of a rectifier|
    DE102019212900A1|2019-08-28|2021-03-04|Robert Bosch Gmbh|Detection of defects in rectifier voltage regulator modules|
    法律状态:
    2015-12-18| PLFP| Fee payment|Year of fee payment: 2 |
    2016-12-21| PLFP| Fee payment|Year of fee payment: 3 |
    2017-12-19| PLFP| Fee payment|Year of fee payment: 4 |
    2018-01-19| PLSC| Publication of the preliminary search report|Effective date: 20180119 |
    2018-04-20| TP| Transmission of property|Owner name: SEG AUTOMOTIVE GERMANY GMBH, DE Effective date: 20180315 |
    2019-12-17| PLFP| Fee payment|Year of fee payment: 6 |
    2020-12-21| PLFP| Fee payment|Year of fee payment: 7 |
    2021-12-20| PLFP| Fee payment|Year of fee payment: 8 |
    优先权:
    申请号 | 申请日 | 专利标题
    DE102013224756.7|2013-12-03|
    DE102013224756.7A|DE102013224756A1|2013-12-03|2013-12-03|Detecting a defect in a function of at least one active switching element of an active bridge rectifier of a motor vehicle electrical system|
    [返回顶部]