1. An electrical supply and starting system for a motor vehicle, having:
a vehicle battery connected to an on-board electrical system and designed to supply a first DC voltage to the on-board electrical system of the motor vehicle;
a motorgenerator system connected to the on-board electrical system and designed to operate as a generator for delivering a second DC voltage to the on-board electrical system of the motor vehicle, and to operate as a starter motor operated by the second DC voltage for starting an internal combustion engine of the motor vehicle, the second DC voltage being higher than the first DC voltage;
an electrical energy storage arrangement including a controllable, bidirectional DCDC converter connected to the on-board electrical system of the motor vehicle in parallel with the vehicle battery and an electrical energy storage system connected between the controllable, bidirectional DCDC converter and a ground of the motor vehicle, the electrical energy storage arrangement being designed to deliver the first and the second DC voltage to the on-board electrical system of the motor vehicle and to charge the electrical energy storage system with the first DC voltage delivered by the vehicle battery or with the second DC voltage delivered by the motorgenerator system.
2. The electrical supply and starting system of claim 1, wherein the electrical energy storage arrangement is designed so that electrical energy recuperatively obtained from the motorgenerator system can be stored in the electrical energy storage arrangement.
3. The electrical supply and starting system of claim 1, wherein the electrical energy storage system has at least one rechargeable battery.
4. The electrical supply and starting system of claim 1, wherein the electrical energy storage system has at least one flywheel storage means.
5. The electrical supply and starting system of claim 1, wherein the electrical energy storage system has at least one capacitor.
6. The electrical supply and starting system of claim 1, wherein the first DC voltage is between 10 V and 15 V.
7. The electrical supply and starting system of claim 6, wherein the second DC voltage is between 14 V and 18 V.
8. The electrical supply and starting system of claim 1, wherein a DCDC converter control apparatus is configured for electronically changing over the controllable, bidirectional DCDC converter between the first voltage and the second voltage.
9. The electrical supply and starting system of claim 1, characterized in that the motorgenerator system is designed to start internal combustion engines with an engine capacity of more than 2 dm3.
10. The electrical supply and starting system of claim 1, wherein the electrical energy storage arrangement supplies the on-board electrical system with electrical energy when an internal combustion engine of the motor vehicle is stationary.
11. A method for operating an electrical supply and starting system, comprising:
providing an on-board electrical system of a motor vehicle including:
a vehicle battery connected to the on-board electrical system of the motor vehicle and designed to supply a first DC voltage;
a motorgenerator system connected to the on-board electrical system and designed to operate as a generator for delivering a second DC voltage to the on-board electrical system of the motor vehicle, and to operate as a starter motor operated by the second DC voltage for starting an internal combustion engine of the motor vehicle, the second DC voltage being higher than the first DC voltage; and
an electrical energy storage arrangement including a controllable, bidirectional DCDC converter connected to the on-board electrical system of the motor vehicle in parallel with the vehicle battery and an electrical energy storage system connected between the controllable, bidirectional DCDC converter and a ground of the motor vehicle, the electrical energy storage arrangement being designed to deliver the first and the second DC voltage to the on-board electrical system of the motor;
supplying the on-board electrical system of the motor vehicle with the first DC voltage during a first operating state; and
supplying the on-board electrical system of the motor vehicle with the second DC voltage during a second operating state.
12. The method for operating an electrical supply and starting system of claim 11, wherein the first operating state comprises the internal combustion engine being stationary, with the electrical energy storage arrangement supplying the on-board electrical system, and the second operating state comprises the internal combustion engine of the motor vehicle being started, with the electrical energy storage arrangement supplying the on-board electrical system.
13. The method for operating an electrical supply and starting system of claim 12, wherein the second operating state comprises recuperative braking of the motor vehicle, with the motorgenerator system operating as a generator supplying the on-board electrical system by virtue of the recuperative braking.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. A method for managing power consumption in a wireless local area network having multiple access points with overlapping coverage, where modes of different power consumption are available to the access points, the method comprising:
assessing whether the traffic load of the network can be adequately supported using fewer access points in an active mode;
if the traffic load can be adequately supported using fewer access points in the active mode, redistributing the traffic load from certain active access points among the remaining access points in the active mode and switching the certain access points into a mode of lower power consumption than the active mode.
2. The method of claim 1, wherein redistributing the traffic load and switching the certain access points into the lower-power-consumption mode comprises:
each of the certain access points independently determining to disassociate mobile stations to reduce its own load and to switch into the lower-power-consumption mode.
3. The method of claim 1, wherein redistributing the traffic load comprises using load balancing.
4. The method of claim 1, wherein assessing whether the traffic load can be adequately supported using a reduced number of access points in the active mode comprises:
assessing the usage for each individual access point; and
communicating the individual usages to all the access points in the network.
5. The method of claim 4, further comprising:
calculating a mean value of the usages for all the access points in the network; and
determining that the traffic load can be adequately supported if the mean value does not exceed a maximum allowable value.
6. The method of claim 4, wherein the usage is the usage during times reserved for best effort traffic.
7. The method of claim 6, further comprising:
assessing the connection oriented usage for each individual access point; and
communicating the individual connection oriented usages to all the access points in the network.
8. The method of claim 7, wherein redistributing the traffic load comprises:
redistributing the traffic load by first transferring mobile stations that are supporting only best effort traffic from an overloaded access point to other access points that are in the active mode; and
thereafter transferring mobile stations that are supporting both best effort traffic and connection oriented traffic from an overloaded access point to other access points that are in the active mode only if transferring the mobile stations that are supporting only best effort traffic did not redistribute the traffic load sufficiently.
9. The method of claim 1, wherein assessing whether the traffic load can be adequately supported using a reduced number of access points in the active mode comprises:
calculating the battery capacity level for each individual access point; and
communicating the individual battery capacity levels to all the access points in the network.
10. The method of claim 9, further comprising:
comparing the battery capacity levels to identify the access point in the active mode which has the lowest battery capacity level.
11. The method of claim 10, wherein the certain access points include the access point in the active mode which has the lowest battery capacity level.
12. A method for managing power consumption in a wireless local area network comprising multiple access points with overlapping coverage, where modes of different power consumption are available to the access points, the method comprising:
assessing whether the traffic load of the network is adequately supported by the current number of access points in an active mode;
if the traffic load is not adequately supported by the current number of access points in the active mode, switching to the active mode certain access points which are in a mode of lower power consumption than the active mode and redistributing the traffic load among the access points in the active mode including the certain access points.
13. The method of claim 12, wherein switching certain access points to the active mode comprises:
each of the certain access points independently determining to switch into the active mode.
14. The method of claim 12, wherein redistributing the traffic load comprises using load balancing.
15. The method of claim 12, wherein assessing whether the traffic load is adequately supported by the current number of access points in the active mode comprises:
assessing the usage for each individual access point; and communicating the individual usages to all the access points in the network.
16. The method of claim 15, further comprising:
calculating a mean value of the usages for all the access points in the network; and
determining that the traffic load is not adequately supported if the mean value exceeds a maximum allowable value.
17. The method of claim 15, wherein the usage is the usage during times reserved for best effort traffic.
18. The method of claim 12, wherein assessing whether the traffic load is adequately supported by the current number of access points in the active mode comprises:
calculating the battery capacity level for each individual access point; and
communicating the individual battery capacity levels to all the access points in the network.
19. The method of claim 18, further comprising:
comparing the battery capacity levels to identify the access point in the lower-power-consumption mode which has the highest battery capacity level.
20. The method of claim 19, wherein the certain access points include the access point in the lower-power-consumption mode which has the highest battery capacity level.