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    Control device for internal combustion engine
    3.
    发明授权
    Control device for internal combustion engine 有权
    内燃机控制装置

    公开(公告)号：US09231499B2

    公开(公告)日：2016-01-05

    申请号：US14253381

    申请日：2014-04-15

    Applicant: SUZUKI MOTOR CORPORATION

    Inventor： Norihiro Yamoto ,  Tomonori Yasuda ,  Katsunori Motoyama

    IPC: H02P9/04 ,  H02P3/06 ,  F02D17/04 ,  H02J7/14 ,  H02J7/00

    CPC classification number: H02P3/06 ,  F02D17/04 ,  F02D29/06 ,  H02J7/1461 ,  H02J7/1469 ,  H02J2007/004

    Abstract: There is provided a control device for an internal combustion engine. An electricity generator is configured to be driven by the internal combustion engine. A battery is configured to store electricity generated by the electricity generator. A discharge amount detection section is configured to detect a discharge amount of the battery. An automatic stop control section is configured to automatically stop the internal combustion engine when the discharge amount is a first setting value or less. A continuous discharge amount detection section is configured to detect a continuous discharge amount of the battery based on the discharge amount. An automatic stop prohibition section is configured to prohibit an automatic stop when the continuous discharge amount is a second setting value or more, which is lower than the first setting value.

    Abstract translation: 提供了一种用于内燃机的控制装置。 发电机被构造成由内燃机驱动。 电池被配置为存储由发电机产生的电力。 排出量检测部被配置为检测电池的排出量。 自动停止控制部被配置为在排出量为第一设定值以下时自动停止内燃机。 连续排出量检测部构造为基于排出量检测电池的连续排出量。 自动停止禁止部被配置为当连续排出量是比第一设定值低的第二设定值以上时禁止自动停止。

    Battery voltage reduction
    4.
    发明申请
    Battery voltage reduction 有权
    电池电压降低

    公开(公告)号：US20040164709A1

    公开(公告)日：2004-08-26

    申请号：US10374347

    申请日：2003-02-25

    Inventor： Nick S. Kapsokavathis ,  David W. Walters ,  Marvin E. Carpenter

    IPC: H02J007/00

    CPC classification number: H02J7/1461 ,  H02J7/1469 ,  Y02T10/7005

    Abstract: A regulator voltage control includes measuring a current of a battery, determining a state of charge (SOC) of the battery based on the current, and determining a nominal optimum charging voltage as a function of the SOC of the battery. The nominal optimum charging voltage is converted to a % duty cycle, and a generator is operated relative to the % duty cycle for charging the battery. The nominal optimum charging voltage is reduced when either a battery charge current is below a predetermined value, or a current drawing accessory is turned on.

    Abstract translation: 调节器电压控制包括测量电池的电流，基于电流确定电池的充电状态（SOC），并且确定作为电池的SOC的函数的标称最佳充电电压。 标称最佳充电电压转换为占空比为％，发电机相对于电池充电的占空比为％。 当电池充电电流低于预定值或当前的拉伸附件接通时，标称最佳充电电压降低。

    CHARGE AND DISCHARGE CONTROL DEVICE, CHARGE CONTROL METHOD, DISCHARGE CONTROL METHOD, AND PROGRAM
    7.
    发明申请
    CHARGE AND DISCHARGE CONTROL DEVICE, CHARGE CONTROL METHOD, DISCHARGE CONTROL METHOD, AND PROGRAM 有权
    充电和放电控制装置，充电控制方法，放电控制方法和程序

    公开(公告)号：US20150180242A1

    公开(公告)日：2015-06-25

    申请号：US14360699

    申请日：2012-11-13

    Applicant: MITSIBISHI HEAVY INDUSTRIES, LTD.

    Inventor： Takayuki Kono ,  Katsuaki Morita ,  Kazuki Ozaki

    IPC: H02J7/00

    CPC classification number: H02J7/007 ,  B60L7/14 ,  B60L11/1803 ,  B60L11/1842 ,  B60L11/1862 ,  B60L2200/26 ,  B60L2210/10 ,  H01M10/44 ,  H01M10/46 ,  H01M2220/20 ,  H02J7/0068 ,  H02J7/1469 ,  H02J2007/0067 ,  Y02T10/7005 ,  Y02T10/7044 ,  Y02T10/705 ,  Y02T10/7216

    Abstract: When power required by a load is larger than or equal to reception peak-cut power, a secondary battery discharges at a power rate that is larger or equal to a difference between the required power and the reception peak-cut power, and when the required power is smaller than or equal to the reception peak-cut power, the secondary battery discharges at a power rate that is smaller than or equal to the discharge improving power value. When power generated by the load is larger than or equal to transmission peak-cut power, the secondary battery charges at a power rate that is larger or equal to a difference between the regenerative power and the transmission peak-cut power, and when the regenerative power is smaller than or equal to the transmission peak-cut power, the secondary battery charges at a power rate that is smaller than or equal to the charge improving power value.

    Abstract translation: 当负载所需的功率大于或等于接收峰值功率时，二次电池以大于或等于所需功率与接收峰值切断功率之间的差异的功率率放电，并且当所需功率 功率小于或等于接收峰值切断功率，二次电池以小于或等于放电改善功率值的功率率放电。 当负载产生的电力大于或等于传输峰值功率时，二次电池以大于或等于再生功率与发送峰值切断功率之间的差异的功率率充电，并且当再生 功率小于或等于发送峰值切断功率，二次电池以小于或等于电荷改善功率值的功率率充电。

    Method and system for regulating a charge voltage delivered to a battery
    9.
    发明授权
    Method and system for regulating a charge voltage delivered to a battery 失效
    用于调节传送到电池的充电电压的方法和系统

    公开(公告)号：US06404163B1

    公开(公告)日：2002-06-11

    申请号：US09887959

    申请日：2001-06-25

    Applicant: Nick S. Kapsokavathis ,  Michael Frank Matouka ,  David William Walters

    Inventor： Nick S. Kapsokavathis ,  Michael Frank Matouka ,  David William Walters

    IPC: H01M1046

    CPC classification number: H02J7/0029 ,  H02J7/008 ,  H02J7/1469 ,  H02J2007/0037

    Abstract: A method of regulating a charge voltage delivered to a battery in an automobile, wherein the automobile has an engine and an ignition system capable of being activated with an ignition switch, is provided. The method includes the steps of periodically estimating the electrolyte temperature of the battery when the ignition switch is on, periodically sensing the voltage of the battery, using the estimated electrolyte temperature and the sensed voltage to estimate the electric current of the battery, using the estimated electric current to estimate the amp-hours into the battery, using the estimated amp-hours to estimate the state of charge of the battery when the engine is running, using the running state of charge and the estimated electrolyte temperature to determine an optimum charge voltage for the battery, using the sensed voltage to adjust the optimum charge voltage, communicating the optimum charge voltage to a generator, and using the generator to deliver a charge voltage to the battery wherein the charge voltage is regulated by the optimum charge voltage. Also, a system for implementing the method is provided. The system includes a generator, an engine control module, a sensor for sensing the temperature of air entering into the engine, an actuator capable of adjusting the idle speed of the engine, a data link, a body control module, a plurality of body controllers, and a plurality of electrical loads.

    Abstract translation: 提供了一种调节传递到汽车中的电池的充电电压的方法，其中汽车具有发动机和能够用点火开关激活的点火系统。 该方法包括以下步骤：使用所估计的电解质温度和感测电压，使用估计的电池温度周期性地估计电池的电解质温度，周期性地检测电池的电压 电流以估计电池的安培小时，使用估计的安培小时来估计发动机运行时电池的充电状态，使用运行状态的电荷和估计的电解质温度来确定最佳充电电压 对于电池，使用感测的电压来调节最佳充电电压，将最佳充电电压传递给发电机，并且使用发电机将电荷电压输送到电池，其中充电电压由最佳充电电压调节。 另外，提供了一种用于实现该方法的系统。 该系统包括发电机，发动机控制模块，用于感测进入发动机的空气的温度的传感器，能够调节发动机怠速的致动器，数据链路，车身控制模块，多个车身控制器 ，以及多个电负载。

    Energy recovery control method, system, and vehicle
    10.
    发明授权
    Energy recovery control method, system, and vehicle 有权

    公开(公告)号：US11923719B2

    公开(公告)日：2024-03-05

    申请号：US17790152

    申请日：2021-01-11

    Applicant: GREAT WALL MOTOR COMPANY LIMITED

    Inventor： Yinlei Wang ,  Tong Kang ,  Gengnan Zhang ,  Zhenmin Jiang ,  Baogang Wang ,  Xiu Liu

    IPC: H02J7/14 ,  B60L7/10 ,  B60L58/15

    CPC classification number: H02J7/1469 ,  B60L7/10 ,  B60L58/15 ,  H02J7/1446 ,  B60L2240/423 ,  B60L2240/54

    Abstract: The present disclosure relates to the field of vehicle technology and provides an energy recovery control method, a system, and a vehicle. The method is applied in a vehicle, and the vehicle comprises a drive motor and a battery electrically connected to the drive motor; a first energy recovery torque curve with respect to the drive motor is pre-configured in the vehicle, and the first energy recovery torque curve is used to indicate a correspondence relationship between vehicle speed and energy recovery torque of the drive motor. The present disclosure performs reduction on a first energy recovery torque curve by means of utilizing a reduction ratio, allowing energy recovery in accordance with a relatively low torque strength when a usable charge power of the battery is unable to satisfy a preset power requirement corresponding to the first energy recovery torque curve.

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